Air outlet system for motor vehicle

Abstract

The invention relates to an air outlet system (1) for a motor vehicle, comprising: at least one main channel (2) for guiding a first portion of a total air flow flowing through the air outlet system (1); at least one bypass system (3) for guiding a second portion of the total airflow flowing through the air outlet system (1); and an airflow controller (4). The air flow controller (4) is configured to divide the total air flow flowing through the air outlet system (1) in the following mode. In this way, (i) a part of the total air flow flowing through the air outlet system (1) is conducted through the at least one bypass system (3) only if the volumetric flow rate of the air flowing through the at least one main channel (2) reaches or exceeds a predetermined or determinable first value; and / or (ii) the volume flow rate of air flowing through the at least one main channel (2) does not exceed a predetermined or determinable second value.

Description

[0001] The present invention relates to an air outlet system for a motor vehicle. Such an air outlet system is in particular part of a vehicle ventilation system or forms part of such a ventilation system.

[0002] The air outlet systems considered here are distinguished in particular in that they comprise a combination of different air outlets, for example air outlets mounted on the vehicle dashboard, air outlets facing the vehicle windshield or air outlets facing the vehicle footrests.

[0003] In ventilation systems for vehicles, air outlets or air outlet nozzles are generally used, which enable targeted control of the escaping air jet. Such air outlets are used, in particular, to supply fresh air into the interior of a motor vehicle.

[0004] In this case, the air flow flows via an inlet opening at the air inlet region of the air outlet into an air channel delimited by the housing wall of the air outlet, passes through this air channel, and finally flows through an outlet opening at the air outlet region of the air outlet into the interior of a motor vehicle, such as a PKW (passenger vehicle) or LKW (truck). The air flow generally follows a main flow direction, which in particular can extend at least approximately parallel to the longitudinal axis of the housing of the air outlet.

[0005] In known air outlets, the air flow is deflected from the main flow direction by one or more air guide elements (e.g. pivotable air guide fins). In addition to the air guide elements, the housing of the air outlet that defines the air channel can also be used to deflect the air from the main flow direction.

[0006] Air outlets are therefore known whose housing walls extend in an arcuate manner towards one another at least in the air inlet region, wherein the air flow towards the arcuate housing wall follows the arc shape due to the air guide element and is thus deflected accordingly.

[0007] Such air outlets are known, for example, from DE 20 2015 102 026 U1 and DE 10 2017 111 011 A1.

[0008] Reference is also made to DE 20 2013 012 285 U1. In such an air outlet known in the prior art, two opposing housing walls of the air outlet housing are designed in an arcuate configuration. An air guide element is arranged in the air outlet housing, the air guide element having a first air guide surface and a second air guide surface opposite the first air guide surface. The housing and the first air guide surface form a first air channel, and the housing and the second air guide surface form a second air channel. The first air channel is designed to convey a first volume flow of air that can flow into the housing through the air inlet opening to the air outlet opening, while the second air channel is designed to convey a second volume flow of air that can flow into the housing through the air inlet opening to the air outlet opening.

[0009] Furthermore, in the air outlet known from DE 20 2013 012 285 U1, a wing-shaped element is arranged in the housing, wherein the wing-shaped element is movably arranged in the air inlet section between the air inlet opening and the end of the air guide element facing the air inlet opening. The movability of the wing-shaped element is configured such that the direction of the air flowing out of the air outlet opening is adjusted depending on the position of the wing-shaped element.

[0010] However, due to the curved design of the housing wall, such air outlets are relatively complex to produce, in particular using plastic injection molding.

[0011] Furthermore, the air outlet known in particular from DE 20 2013 012 285 U1 has certain disadvantages with regard to the overall achievable throughput of the air quantity to be introduced into the vehicle interior.

[0012] In particular, the function of the air outlet known from DE 20 2013 012 285 U1 is based on the fact that air deflection is achieved by varying the volume flow rates (a first volume flow rate and a second volume flow rate) through two air channels formed by means of an air guide element. In the known air outlet, the desired air deflection of the air flowing out of the air outlet region of the air outlet is generally achieved by adjusting or varying the ratio of the volume flow rates flowing through the first air channel and the second air channel.

[0013] However, it has been shown that such mechanisms for inducing air deflection reduce the performance of the air outlet, i.e., the volume flow rate that can be discharged from the air outlet per unit time and / or the achievable "quality" of the air flow that can be discharged from the air outlet, in particular with respect to the fanning and orientation of the air flow. In particular, with the solution known, for example, from DE 20 2013 012 285 U1, it is not possible to achieve a uniform distribution of the volume flow rate in the air outlet region of the air outlet for different air outlet positions.

[0014] In addition to these disadvantages, the air outlet known in particular from DE 20 2013 012 285 U1 has disadvantages with regard to air deflection due to its design concept.

[0015] In known air outlets, even when the air guide element is aligned straight, the air often changes direction or is deflected repeatedly within the housing of the air outlet, which leads to increased flow resistance. This significantly reduces the effectiveness of the air guide element accommodated in the housing of the air outlet, in particular with regard to horizontal air deflection.

[0016] Furthermore, due to the increased flow resistance upstream of the outlet opening of the air outlet, the escaping air flow becomes wider, which is also generally undesirable.

[0017] Another disadvantage of known air outlets is that the air-guiding elements (e.g., air-guiding fins) arranged in the air duct restrict the flow cross-section available to the air. This particularly applies to the area where the air-guiding elements terminate. The restriction of the available flow cross-section can be greater than 50%.

[0018] Furthermore, for design reasons, it is increasingly desirable to integrate the outlet opening of the air vent as a slot-shaped opening in a harmonious manner into the overall instrument panel design. Therefore, there is a need for slot-shaped or line-shaped air vents with an air supply opening that is as unobtrusive as possible.

[0019] However, a problem with slot or line air outlets is the high pressure loss caused by the reduced air supply opening. In particular, using such slot or line air outlets, relatively large air volumes (high volume flows) cannot be introduced into the vehicle interior, or can only be introduced at a high cost per unit time, which is desirable, for example, for heating the vehicle interior in winter or for conditioning the air in the vehicle interior.

[0020] Even if the high pressure drop associated with slot or line outlets is acceptable, the noise generation that is unavoidable at high volume flows is also generally unacceptable.

[0021] Therefore, the design freedom for integrating air vents into the vehicle interior is limited. The air vents or air nozzles must have a certain opening size and a certain flow cross-sectional area so that relatively large volume flows can be directed into the vehicle interior through the air vents when required, without generating excessive noise and keeping the pressure drop within an acceptable range.

[0022] Based on this problem, the present invention is therefore based on the object of improving an air outlet system of the aforementioned type in such a way that, despite the provision of a slot-shaped outlet opening, the overall performance of the air outlet system is not negatively affected, in particular while achieving a relatively simple construction.

[0023] In particular, the invention is based on the object of providing an air outlet system whose performance is optimized despite the air outlets having slot-shaped or linear air outlets and at the same time allows for the greatest possible design freedom.

[0024] This object is achieved in particular by an air outlet system for a motor vehicle according to independent patent claim 1 , wherein advantageous further developments of the air outlet system according to the invention are given in the dependent patent claims.

[0025] The present invention therefore relates in particular to an air outlet system for a motor vehicle, wherein the air outlet system comprises: at least one main channel for guiding a first part of the total air flow flowing through the air outlet system; and at least one bypass system for guiding a second part of the total air flow flowing through the air outlet system.

[0026] Additionally, an air flow controller is used that is configured to divide the total air flow through the vent system.

[0027] Specifically, the airflow controller of the air outlet system is configured to divide the total airflow flowing through the air outlet system in the following manner:

[0028] (i) a portion of the total airflow through the air outlet system is directed through the at least one bypass system of the air outlet system only when the volume flow rate of air flowing through the at least one main channel reaches or exceeds a predetermined or determinable first value; and / or

[0029] (ii) The volume flow rate of air flowing through the at least one main channel does not exceed a predetermined or determinable second value.

[0030] Obviously, the advantages that can be achieved with the solution according to the invention are:

[0031] By providing the bypass system with a corresponding air flow controller, it is possible to achieve in a simple, yet effective manner that only a predetermined or determinable maximum air flow can flow through the main channel of the air outlet system. The main channel of the air outlet system is preferably fluidically connected to an air outlet, for example, which is integrated into the vehicle dashboard.

[0032] The air outlet can in particular be provided with a slot-shaped outlet opening, because the bypass system ensures that only a limited upward air flow is supplied to the air outlet.Thus, the air outlet fluidly connected to the main channel can for example be harmoniously integrated into the overall design.

[0033] Since, by means of the air flow controller, the volume flow rate of air flowing through the at least one main channel shall not exceed a predetermined or determinable (second) value, it is ensured that only very low noise (if any) is generated when the air passes through the main channel and is blown into the vehicle interior space through the at least one air outlet fluidly connected to the main channel.

[0034] However, the overall performance of the air vent system remains unaffected. This applies in particular when a relatively large volume flow must be directed via the air vent system into the vehicle interior within a relatively short period of time, for example to air condition or heat the vehicle interior.

[0035] For this situation, it is absolutely necessary to increase the total airflow through the outlet system.

[0036] Here, the airflow controller comes into play because it directs at least a portion of the total airflow through the air outlet system through the bypass system (and no longer through the main duct). This simple yet effective measure ensures that, even if the volumetric flow of the total airflow through the air outlet system increases, the slot-type or inline air outlets fluidically connected to the main duct of the air outlet system only pass a relatively small portion of the total airflow. Another portion of the total airflow through the air outlet system is directed into the vehicle interior via the bypass system.

[0037] As a result, the total pressure loss of the air outlet system is at least partially decoupled from the total air flow through the air outlet system, at least within a certain range.

[0038] According to a preferred embodiment of the air outlet system of the present invention, the at least one main channel is divided into a first upstream region and a second downstream region. The bypass system is fluidly connected or fluidically connectable to a region of the at least one main channel via an airflow controller, wherein the region of the at least one main channel is located between the first upstream region and the second downstream region of the at least one main channel.

[0039] A second region downstream of the at least one main channel is then fluidly connected to at least one air outlet, wherein the at least one air outlet is preferably an air outlet arranged / integrated in the vehicle dashboard or in the region of the vehicle dashboard, which air outlet in particular has a slot-shaped or linear outlet opening.

[0040] In a refinement of the recently mentioned design variant of the air outlet system according to the invention, at least one adjustable airflow control element is arranged in a second region downstream of the at least one main channel. The at least one adjustable airflow control element is in particular a flap, in particular a metering flap. Alternatively, however, it is also conceivable for the adjustable airflow control element to be configured in the form of a closed lamella system.

[0041] The air flow controller preferably has at least one pressure sensor, which is configured to detect a pressure, in particular a static pressure, in particular in a second region downstream of the at least one main channel.

[0042] By means of such measures, it is ensured in an easily achievable but still effective manner that the volumetric air flow through the second region downstream of the at least one main channel does not exceed a predetermined or determinable (second) value, since the pressure sensor preferably sends a corresponding signal to the airflow controller when a certain proportion of the total airflow through the air outlet system is diverted and directed through the bypass system.

[0043] In particular, it is proposed that the airflow controller has at least one motor-controllable valve unit, and the bypass system is fluidically connected or capable of being fluidically connected to a region of the at least one main channel between a first region upstream and a second region downstream of the at least one main channel through the at least one motor-controllable valve unit.

[0044] However, the present invention is not limited to such air outlet systems, i.e., in which the static pressure in a second area, in particular downstream of the at least one main channel, is detected by at least one pressure sensor in order to guide a portion of the total air flow through the air outlet system through a bypass system as required, thereby satisfying the above-mentioned conditions (i) and (ii).

[0045] For example, it is also conceivable that the airflow controller has a non-return component (non-return valve, etc.), which is implemented or designed in such a way that when a predetermined or determinable pressure, in particular a static pressure, in the at least one main channel is exceeded, the non-return valve opens and guides a portion of the total airflow flowing through the air outlet system through the at least one bypass system, in particular in such a way that the above-mentioned conditions (i) and (ii) are met.

[0046] According to an embodiment of the air outlet system according to the present invention, the at least one main duct is implemented as a first air duct for supplying air to at least one first air outlet. As mentioned above, the at least one first air outlet is, in particular, an air outlet that is directly visible from the vehicle interior. This can be, for example, an air outlet in or on the vehicle dashboard, whereby the air outlet can be harmoniously integrated into the overall instrument panel design, as slot-type or line-type air outlets are also conceivable for the at least one first air outlet.

[0047] The bypass system may include at least one bypass channel that is fluidically connected to a second air channel for supplying air to a second air outlet. The second air outlet may be, for example, a defroster nozzle or at least one footrest nozzle.

[0048] According to an improved solution of the air outlet system of the present invention, the air outlet system further comprises a climate control unit configured to supply airflow to the at least one main channel and / or to at least another air channel as needed.

[0049] It is proposed that the climate control unit is configured to regulate the volume flow of the air flow supplied to the at least one further air channel as a function of the pressure, in particular the static pressure, in the at least one main channel. The climate control unit preferably comprises a corresponding pressure sensor.

[0050] In summary, it should be noted that the present invention is based on the principle that air flows through the outlet vent openings as usual. However, when the blower is positioned higher (i.e., when the total airflow through the outlet system increases), the total pressure of the at least one outlet vent opening increases. When the total pressure reaches a certain value, the airflow controller is activated by actively or passively opening a valve, allowing at least a portion of the air to flow from the main channel into another channel of the bypass system, ultimately reaching the passenger compartment through the bypass system.

[0051] This mechanism ensures that the volume flow required for climate control of the vehicle interior can be introduced at least partially into the vehicle interior through the air outlet openings of the relatively small cross-section of the air outlet, without the system experiencing excessive flow resistance.

[0052] In particular, a pressure sensor can be used which, when a certain (static) pressure is reached in the system and in particular in a second area downstream of the at least one air duct, sends a signal, thereby activating a flap in, for example, a climate control unit, so that the flap opens to a greater or lesser degree so that the volume flow can escape at another location.

[0053] The air outlet system according to the present invention and the system on which it is based allow for significantly greater design freedom, as it enables ventilation vents or air outlets whose cross-sections can be significantly narrower and smaller than previously known types of ventilation vents or air outlets, without sacrificing the ability to provide a high volume of air flow to the vehicle occupants. This means that fully functional ventilation vents or air outlets can be better integrated into smaller areas within the passenger compartment interior, for example, by integrating them into seams and design edges. This allows for a less obtrusive solution in the sense of "Clean IP."

[0054] Furthermore, by limiting the internal pressure of the vent element (through which the airflow is fluidically connected to the at least one main channel of the air outlet system), the flow volume of the vent element or the air outlet system can be limited, which has a favorable effect on the noise emissions generated by the ventilation system. In this system, the flow through the vent element is restricted due to the limited internal pressure without affecting the vehicle's climate control unit (air conditioning system), because the amount of air entering the vehicle through the bypass system and the vent element remains unchanged.

[0055] By dissipating the positive pressure in the ventilation element through the bypass system, the blower power can also be reduced because the pressure loss in the entire system is reduced. This means that equivalent vehicle climate control can be achieved with lower blower power.

[0056] This also reduces energy consumption for climate control and, for electric vehicles, increases driving range.

[0057] Exemplary embodiments of the air outlet system according to the present invention will be described in more detail below with reference to the accompanying drawings.

[0058] In the attached figure:

[0059] Figure 1 A first exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0060] Figure 2 A second exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0061] Figure 3 A third exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0062] Figure 4 A fourth exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0063] Figure 5 A fifth exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0064] Figure 6 A sixth exemplary embodiment of an air outlet according to the invention is shown schematically and in a cross-sectional view;

[0065] Figure 7 A seventh exemplary embodiment of an air outlet according to the invention is shown schematically and in cross-section; and

[0066] Figure 8 An eighth exemplary embodiment of an air outlet according to the invention is shown schematically and in a sectional view.

[0067] Exemplary embodiments of the air outlet system 1 according to the invention, as schematically shown in the figures in each case in a sectional view, each have a main channel 2 , a bypass system 3 and an air flow controller 4 .

[0068] The main channel 2 is used to guide the (first) part of the total airflow flowing through the air outlet system 1. The bypass system 3 is used to guide the (second) part of the total airflow flowing through the air outlet system 1 as needed. The airflow controller 4 is designed to divide the total airflow flowing through the air outlet system 1 accordingly.

[0069] Specifically, the airflow controller 4 is configured to divide the total airflow flowing through the air outlet system 1 in the following manner, that is, so that: on the one hand, a portion of the total airflow flowing through the air outlet system 1 is only directed through the at least one bypass system 3 when the volume flow rate of air flowing through the at least one main channel 2 reaches or exceeds a predetermined or determinable first value; and on the other hand, the volume flow rate of air flowing through the at least one main channel 2 does not exceed a predetermined or determinable second value.

[0070] The air outlet system 1 shown in the figures has three different air outlets 11 , 12 , 13 .

[0071] On the one hand, firstly a first air outlet 11 is used, which is fluidically connected to the main duct 2, in particular to the downstream end region 6 of the main duct 2. The first air outlet 11 can be an air outlet arranged in the dashboard 21 of the vehicle.

[0072] Alternatively, however, the first air outlet 11 may also be an air outlet integrated in a rim or edge region in the vehicle interior.

[0073] Furthermore, the air outlet system 1 has at least one defroster nozzle as a second air outlet 12 , which is arranged in the region of a windshield 20 of the vehicle and is configured to direct air to the windshield 20 as required, for example in order to de-ice the windshield or to avoid condensation.

[0074] In the embodiment of the air outlet system 1 shown in the drawings, at least one footrest vent is used as the third air outlet 13 .

[0075] The aforementioned air outlets 11, 12, 13 (the first air outlet 11 is in the form of an air outlet arranged, for example, in the instrument panel 21 of the vehicle, the second air outlet 12 is in the form of at least one defroster nozzle, and the third air outlet 13 is in the form of the at least one footrest nozzle) are fluidically connected to the vehicle's climate control unit 30 via air ducts 2, 14, 15, respectively. The climate control unit 30 preferably includes a corresponding blower, by which the total air flow through the air outlet system 1 is generated.

[0076] In the air outlet system 1 of the present invention Figure 1 In the case of the design variant shown, the bypass system 3 is configured in the form of a bypass channel, which on the one hand opens into the air channel 14, which leads to the second air outlet 12 (i.e. to the defrost nozzles). On the other hand, the bypass channel is fluidically connected or can be fluidically connected to the main channel 2 of the air outlet system 1.

[0077] In the air outlet system 1 of the present invention Figure 1 In the design variant shown, the bypass channel is connected to the fluid of the main channel 2 of the air outlet system 1 via a non-return component 10, and the implementation or design of the non-return component is such that when a predetermined or determinable pressure, in particular a static pressure, is exceeded, the non-return component 10 in the main channel 2 opens and guides a portion of the total air flow flowing through the air outlet system 1 through the bypass channel of the bypass system 3, so that this portion of the air flow is supplied to the second air outlet 12 (i.e., the defrost nozzle).

[0078] In particular, it can be seen that the main channel 2 is divided into a first upstream region 5 and a second downstream region 6. Here, the bypass channel of the bypass system 3 is fluidically connected or can be connected to a region of the main channel 2 between the first upstream region 5 and the second downstream region 6 of the main channel 2 via the airflow controller 4. Here, the non-return assembly 10 is a component of the airflow controller 4.

[0079] It can also be seen that at least one adjustable air flow control element 7 can be arranged in the second region 6 downstream of the main channel 2. The adjustable air flow control element 7 is, for example, a flap, in particular a metering flap, but it is also conceivable in this case for this air flow control element 7 to be designed in the form of a closed lamella system.

[0080] The air outlet system 1 of the present invention Figure 2 The second exemplary embodiment shown corresponds substantially to the previously described embodiment according to Figure 1 The first exemplary embodiment of the present invention is however Figure 2 In the design variation shown in , the bypass channel of the bypass system 3 does not open into the air channel 14 for the second air outlet 12, that is, does not open into the air channel for the defrost nozzle, but opens into the air channel 15 for the third air outlet 13, that is, opens into the air channel 15 for the footrest nozzle.

[0081] The air outlet system 1 of the present invention is Figure 3 The design variants schematically shown in FIG. Figure 1 and Figure 2 The difference of the design variant described is that the bypass system 3 is not designed with a dedicated bypass channel. Figure 3In the case of the design variant schematically shown in , the volume area enclosed by the vehicle's interior is used as a bypass to deflect part of the air flow flowing through the main channel 2 as needed and discharge it into the interior space enclosed by the vehicle's interior.

[0082] The air outlet system 1 of the present invention Figure 4 The fourth exemplary embodiment shown corresponds generally to Figure 1 The first exemplary embodiment shown, however, wherein Figure 4 In the illustrated design variant, the embodiment of dividing the main channel 2 into the upstream first region 5 and the downstream second region 6 is different. Specifically, here, the upstream first region 5 of the main channel 2 is arranged in close proximity to the climate control unit 30.

[0083] The same applies to the air outlet system 1. Figure 5 The design variant shown schematically in FIG. 1 corresponds substantially to Figure 2 In the second exemplary embodiment shown, the division of the main channel 2 into the upstream first region 5 and the downstream second region 6 is also correspondingly shifted in the direction of the climate control unit 30 .

[0084] The air outlet system 1 of the present invention Figure 6 The design variant shown corresponds substantially to Figure 4 The variant shown, in which however for Figure 6 In the embodiment shown, the air flow controller 4 is not passively designed but actively designed in the form of a check assembly 10 .

[0085] For this purpose, a pressure sensor 8 is arranged in the second region 6 downstream of the main channel 2 to measure the static pressure there. When a critical pressure level is exceeded, a valve 9 is at least partially opened by means of an air flow controller 4, thereby fluidically connecting the bypass channel of the bypass system 3 to the main channel 2. The valve 9 is preferably embodied as an electric valve 9, in particular a slide valve.

[0086] The air outlet system 1 of the present invention Figure 7 The design variant shown corresponds substantially to the Figure 5 The fifth embodiment shown in FIG, wherein the air flow controller 4 is also not implemented as a passive system with a non-return component 10, but as in FIG according to Figure 6 As in the sixth design variant, a corresponding pressure sensor 8 and a valve 9 controllable by an electric motor are implemented, wherein the pressure sensor is arranged in the second area downstream of the main channel 2, and the air channel 15 leading from the climate control unit 30 to the third air outlet 13 (i.e., to the footrest nozzle) is fluidically connected or can be fluidically connected to the main channel 2 through the valve.

[0087] Finally Figure 8 An alternative design variant is shown in Here too, an active air flow controller 4 and a pressure sensor 8 are used, which is arranged in the main channel 2 of the air outlet system 1 .

[0088] However, in Figure 8 In the illustrated design variant, the bypass system 3 is integrated into the air ducts 14, 15 that lead from the climate control unit 30 to the second air outlet 12 (to the defroster nozzles) and the third air outlet 13 (to the footrest nozzles). These air ducts 14, 15 are provided with corresponding metering elements 23, in particular metering flaps, which are actuated by an electric motor if the static pressure in the main duct 2 exceeds a predetermined or determinable value as detected by the pressure sensor 8.

[0089] The design variants of the air outlet system 1 shown in the drawings will be briefly summarized below.

[0090] In order to control the climate of the vehicle interior, a plurality of air outlet openings are usually provided in the assembly for supplying hot or cold air. These air outlet openings include air outlets 11 directed towards the vehicle occupants, air outlets 13 for ventilating the footrest, or air outlets 12 for defrosting the windshield.

[0091] The air outlet openings are located in the instrument panel 21 and are connected to the climate control unit 30 via air guides or air ducts 2, 14, 15. Depending on the setting of the climate control unit 30, the temperature-controlled air is now directed into the various air guides 2, 14, 15. For this purpose, motorized flaps (e.g. Figure 8 The passage to the air guides 2 , 14 , 15 is opened or closed by a metering element 23 in the housing.

[0092] By combining different flap positions, different air conditioning scenarios can be set, thereby enabling targeted heating of the footrest, targeted defrosting of the windshield 20 or also targeted diversion of air towards the vehicle occupants.

[0093] For example, if air is directed towards the vehicle occupants via the air outlet 11, a relatively high pressure drop occurs, especially in the case of high throughput and relatively small cross-sections of the air outlets (these air outlets are suitable for being positioned inconspicuously in the instrument panel 21). This relatively high pressure drop is formed by the dynamic pressure of the air flow compared to the total pressure level of the surroundings due to the flow resistance present in the air outlet 11.

[0094] Depending on the position of the air guide elements (not shown here) in the air outlet 11, the flow resistance can increase significantly. The pressure drop in the air outlet 11 and the air ducts 2, 14, 15 together influence the amount of air that the fan can deliver into the vehicle interior against this pressure drop.

[0095] Other variables that limit such volume flow are fan output and fan characteristic curve. In systems with high pressure losses, high-power fans are often required, which however are either not available in vehicles or are undesirable due to the high energy requirements required.

[0096] In contrast, it is desirable to have unobtrusive air outlets that are hidden in the instrument panel 21 (e.g., in a seam or a design edge), because air outlets with a smaller flow area are desirable due to the available installation space. These air outlets have a smaller cross-section and therefore require a higher flow rate, which in turn leads to a higher pressure drop.

[0097] However, a high pressure drop in the air outlet not only requires a high fan output, it also means a noisy air outlet accompanied by a high flow velocity in the air outlet due to the small cross-section of the air outlet.

[0098] However, for today's vehicles, especially electric vehicles, it is undesirable for the air outlet to emit a large flow noise.

[0099] In order to quickly condition the air in a vehicle (for example, to quickly cool a vehicle parked in the sun), a certain volume flow rate is required. This creates a conflict of objectives between vehicle design and climate control.

[0100] This conflict of objectives can be resolved by controlling the air in the system in a pressure-dependent manner. To this end, when a certain pressure is reached, the valve 9 is opened actively or passively and allows the volume flow to be discharged through the bypass 3 into one or more other air channels 14, 15 and discharged through further air outlets 12, 13.

[0101] The result is that, especially at higher fan settings, a large and noticeable airflow escapes from air outlet 11, and the volume flow required for climate control also reaches the vehicle interior through the additional ventilation openings of further air outlets 12 and 13. This ensures that air outlet 11 directed toward the occupants also generates a real airflow there, and simultaneously quickly controls the temperature of the vehicle interior. Even with this arrangement, the fan output required for climate control is limited.

[0102] If the blocking and metering flap 7 is closed in the air outlet 11 or the closing flap system is moved into the closed position to prevent air from escaping through the air outlet 11, the fan will run towards the closed flap 7 (especially when the fan setting is high). In the worst case, the pressure that is thus present in the air outlet 11 can lead to noise or whistling when the air passes through the narrow gap that remains in the air outlet 11.

[0103] If only one air outlet 11 is open in the instrument panel 21, the entire air flow will escape through this air outlet. This may result in annoying noise and an uncomfortable air flow. In this case, the valve 9, which opens at a certain pressure, can limit the noise and flow.

[0104] In any case, when the air outlet 11 is closed, the fan's operating resistance increases. Consequently, energy is consumed without any effect on the ventilation of the vehicle interior. Furthermore, it takes longer to achieve the desired climate control effect, consuming more energy than is ideally required for climate control. This can negatively impact the range of electric vehicles, particularly. This situation was and still is common, and automatic climate control was introduced in response.

[0105] When considering the operating mode of the automatic climate control, especially at the start of a journey, it is observed that when the engine reaches operating temperature, the fan output is increased to its maximum value to quickly warm the vehicle interior. Even when cooling the interior quickly, the fan output is initially set high. After the desired interior temperature is reached, the fan output is reduced back to its minimum value. Furthermore, a reduction in heat loss from the vehicle interior is observed, as the fresh air supply from the outside is kept to a minimum to prevent excessively warmed air from being discharged through the pressure outlet valves of the vehicle body. To achieve this, the air recirculation control of the climate control system is switched accordingly.

[0106] The recirculated air is distributed via the air vents, defroster nozzles and footwell ventilation system in a manner that is optimal for the well-being of the vehicle occupants.

[0107] As mentioned above, it's particularly important to limit the pressure drop in the air outlet system 1 at high fan output levels. In climate control systems using automatic climate control systems, this is particularly true during the early stages of a journey, when the vehicle interior temperature needs to be quickly controlled. After this period, the fan output is reduced because it's no longer needed. The temperature remains constant, while fan output is low, and air circulation begins. During this period, the air outlet system 1 typically doesn't experience a pressure drop high enough to trigger valve activation, and the system can operate in the same manner as in the previous configuration.

[0108] The arrangement of the pressure-controlled valve 9 can also be realized by means of a pressure sensor 8, which can be arranged as a pressure transducer located in the air outlet or upstream of the air outlet. The pressure transducer can send a signal to the electric valve 9 via the control unit, which then causes the positive pressure to be transferred to another air outlet.

[0109] Figure 1 The ventilation system of a vehicle is shown schematically, with an air outlet 11, an air guide, a climate control unit 30 and air outlet openings 13, 14. In the illustrated arrangement, the air outlet is connected to the air guide via a bypass and directs the air exhausted at a specific pressure through a valve 9 to the defroster nozzles 12.

[0110] Figure 2 A schematic diagram shows a vehicle ventilation system having an air outlet, an air guide, a climate control unit, and an air outlet opening. In the illustrated arrangement, the air outlet is connected to the air guide via a bypass and directs the air exhausted at a specific pressure through a valve 9 to the ventilation nozzles 13 in the footrest.

[0111] Figure 3 A schematic diagram shows a ventilation system of a vehicle having an air outlet, an air guide, a climate control unit and an air outlet opening. In the illustrated arrangement, the air outlet has a valve 9 and guides the air discharged through the valve 9 at a specific pressure to the underside of the instrument panel where it is distributed.

[0112] Figure 4 A schematic diagram shows a vehicle's ventilation system, which includes an air outlet, an air guide, a climate control unit, and air outlet openings. In the illustrated arrangement, the air guide is connected to the air duct via a bypass. Valve 9 connects the air duct to the bypass. Exhaust air at a specific pressure is directed through the bypass into the air duct and toward the defrost nozzles.

[0113] Figure 5 A schematic diagram shows a vehicle ventilation system comprising an air outlet, an air guide, a climate control unit, and an air outlet opening. In the illustrated arrangement, the air guide is connected to the air guide via a valve 9. Through the valve 9, air discharged at a specific pressure is directed into the air guide and passed to the footrest vents.

[0114] Figure 6A schematic diagram shows a vehicle's ventilation system, which includes air outlets, an air guide, a climate control unit, and air outlet openings. In the illustrated arrangement, the air guide is connected via a bypass, which is connected to the air guide via an electric valve 9. Through the bypass, exhaust air at a specific pressure is directed to the defrost nozzles by means of electric valve 9. The signal to open the electric valve is triggered by pressure sensor 8.

[0115] Figure 7 A schematic diagram shows a vehicle's ventilation system, which includes an air outlet, an air guide, a climate control unit, and air outlet openings. In the illustrated arrangement, the air guide is connected to the air guide via an electric valve 9. Through electric valve 9, exhaust air at a specific pressure is directed into the air guide and directed to the footrest vents. The signal to open the electric valve is triggered by pressure sensor 8.

[0116] Figure 8 A schematic diagram shows a vehicle's ventilation system, comprising an air outlet, an air guide, a climate control unit, and an air outlet opening. A pressure sensor 8 is arranged in the air outlet, which transmits a signal to the climate control unit (not shown). When a specific pressure level is reached, a flap in the air conditioning system (e.g., one facing the air duct) opens, allowing the pressure in the air outlet to be released through the air duct, the electric flap, the air duct, and finally the air nozzles in the footrest. Alternatively or additionally, a second electric flap can allow the air flow to flow into another air duct, which can then allow the air to escape, for example, through the defrost nozzles.

[0117] The invention is not limited to the design variants of the air outlet system 1 according to the invention shown in the drawings, but rather results from an overview of all features disclosed herein.

[0118] List of Reference Numerals

[0119] 1 Air outlet system

[0120] 2 Main Channels

[0121] 3 Bypass system / bypass channel

[0122] 4 Air flow controls

[0123] 5 The first area upstream of the main channel

[0124] 6 Second area downstream of the main channel

[0125] 7 Airflow adjustment element

[0126] 8 Pressure sensor

[0127] 9 Motor-controlled valve unit

[0128] 10 Check assembly

[0129] 11 First air outlet

[0130] 12 Second air outlet / defrost nozzle

[0131] 13 Third air outlet / footrest nozzle

[0132] 14 Air channel for the second air outlet

[0133] 15 Air channel of the third air outlet

[0134] 20 Windshield

[0135] 21 Dashboard / Instrument Panel

[0136] 23 Metering element / metering flap

[0137] 30 Climate Control Units

Claims

1. An air outlet system (1) for a motor vehicle, wherein the air outlet system (1) comprises: - at least one main channel (2) for guiding a first portion of the total airflow flowing through the air outlet system (1); - at least one bypass system (3) for directing a second portion of the total air flow through the air outlet system (1); as well as - an air flow controller (4), the air flow controller (4) being configured to divide the total air flow flowing through the air outlet system (1) in the following manner: (i) a portion of the total airflow through the air outlet system (1) is directed through the at least one bypass system (3) only when the volume flow of air through the at least one main channel (2) reaches or exceeds a predetermined or determinable first value; and / or (ii) The volume flow rate of the air flowing through the at least one main channel (2) does not exceed a predetermined or determinable second value.

2. The air outlet system (1) according to claim 1, The at least one main channel (2) is divided into a first upstream region (5) and a second downstream region (6), wherein the bypass system (3) is fluidically connected to or capable of being fluidically connected to a region between the first upstream region (5) and the second downstream region (6) of the at least one main channel (2) through the airflow controller (4).

3. The air outlet system (1) according to claim 2, At least one adjustable air flow control element (7), in particular in the form of a flap, in particular a metering flap, or in the form of a closed flap system, is arranged in a second region (6) downstream of the at least one main channel (2).

4. The air outlet system (1) according to claim 2 or 3, The air flow controller (4) has at least one pressure sensor (8) which is configured to detect a pressure, in particular a static pressure, in a second region (6) downstream of the at least one main channel (2).

5. The air outlet system (1) according to any one of claims 2 to 4, The airflow controller (4) has at least one motor-controllable valve unit (9), and the bypass system (3) is fluidically connected to a region between a first region (5) upstream and a second region (6) downstream of the at least one main channel (2) through the at least one motor-controllable valve unit (9) or can be fluidically connected to the region.

6. The air outlet system (1) according to any one of claims 1 to 5, The air flow controller (4) has a non-return valve (10), which is arranged or configured so that when a predetermined or determinable pressure, in particular a static pressure, in the at least one main channel (2) is exceeded, the non-return valve (10) opens and guides a portion of the total air flow flowing through the air outlet system (1) through the at least one bypass system (3).

7. The air outlet system (1) according to any one of claims 1 to 6, The at least one main channel (2) is configured as a first air channel for supplying air to at least one first air outlet (11).

8. An air outlet system (1) according to one of claims 1 to 7 and in particular according to claim 7, wherein the at least one bypass system (3) has at least one bypass channel, which is fluidically connected to a second air channel (14, 15) for supplying air to a second air outlet (12, 13).

9. The air outlet system (1) according to claim 8, The second air outlet (12, 13) is configured as at least one defrost nozzle (12) or at least one footrest nozzle (13).

10. The air outlet system (1) according to one of claims 1 to 9 and at least according to claim 7, wherein the at least one first air outlet (11) is configured as at least one air outlet arranged or to be arranged in a dashboard (21) of the motor vehicle.

11. The air outlet system (1) according to any one of claims 1 to 10, The air outlet system (1) further comprises a climate control unit (30) configured to supply airflow to the at least one main channel (2) and / or to at least one additional air channel (14, 15) as required.

12. The air outlet system (1) according to claim 11, The climate control unit (30) is configured to regulate the volume flow of the air channel supplied to the at least one further air channel (14, 15) as a function of the pressure, in particular the static pressure, in the at least one main channel (2).

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