Hvac assembly for a vehicle and vehicle

Abstract

The application relates to the technical field of vehicles and discloses an HVAC assembly for a vehicle and the vehicle, wherein the HVAC assembly comprises an instrument desk, an air conditioner box body and a volute; the instrument desk is provided with a defrosting air duct; the air conditioner box body is provided with a first air inlet channel, and an air outlet of the first air inlet channel is selectively communicated with the defrosting air duct; the volute is provided with a second air inlet channel, and the second air inlet channel is communicated with an air inlet of the first air inlet channel; wherein the HVAC assembly further comprises a bypass pipe, the bypass pipe has a bypass air duct, an inlet of the bypass air duct is communicated with the second air inlet channel, and an outlet of the bypass air duct is communicated with the defrosting air duct. According to the HVAC assembly, the defrosting effect is improved, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an HVAC assembly for a vehicle and the vehicle itself. Background Technology

[0002] With the increasing prevalence of automobiles in daily life and the gradual improvement of people's requirements for quality of life, the space and comfort of automobile cabins have gradually become the focus of automobile development. Traditional automotive HVAC assemblies consist of an internal and external air intake housing, an air conditioning filter, a blower volute, an evaporator core, a heater core, and a distribution box structure. The blower terminal voltage is controlled by a speed control module as the power source for the air conditioning unit. Airflow is drawn in through the intake housing, flows through the blower, and expands in the volute. According to the air supply needs of passengers in the cabin, the state of the evaporator and heater, as well as the position of the temperature damper and mode damper, are adjusted, and the airflow is output to the passenger compartment through the distribution box.

[0003] However, existing technologies still suffer from insufficient defrosting airflow and poor defrosting and defogging effects, resulting in a poor user experience. Therefore, how to improve the defrosting effect and enhance the user experience is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] This application provides an HVAC assembly for a vehicle and a vehicle, wherein the HVAC assembly according to this application improves the defrosting effect and enhances the user experience.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide an HVAC assembly for a vehicle, including a dashboard, an air conditioning unit body, and a volute; the dashboard is provided with a defrost duct; the air conditioning unit body is provided with a first air intake channel, the air outlet of the first air intake channel being selectively connected to the defrost duct; the volute is provided with a second air intake channel, the second air intake channel being connected to the air inlet of the first air intake channel; wherein, the HVAC assembly further includes a bypass pipe, the bypass pipe having a bypass duct, the inlet of the bypass duct being connected to the second air intake channel, and the outlet of the bypass duct being connected to the defrost duct.

[0007] The HVAC assembly for vehicles proposed in the first aspect of this application can introduce additional airflow into the defrosting duct, effectively increasing the total air intake and airflow velocity of the defrosting duct. This solves the problem of insufficient airflow in the exhaust mode caused by the small design space and duct design resistance of different ducts in the vehicle's instrument panel. It also avoids the problem of reduced defrosting airflow caused by increased pressure loss in the defrosting duct due to the reduced cross-section of the defrosting air outlet in the instrument panel. At the same time, it can introduce normal-temperature dry airflow that has not been treated by the air conditioning unit itself through the bypass ventilation duct, reducing the probability that the defrosting airflow carries additional moisture and affects the defrosting effect. In other words, the humidity and temperature of the mixed airflow flowing out of the defrosting duct can be reduced by the dry fresh air in the bypass ventilation duct, thereby accelerating the melting speed of frost in key areas such as the windshield, significantly optimizing the defrosting effect, shortening the defrosting time, reducing user waiting costs, further improving visibility and driving safety during driving, and comprehensively improving the user experience.

[0008] Optionally, the HVAC assembly also includes an ejector having a first inlet and a first outlet, the first inlet communicating with the outlet of a bypass duct and the first outlet communicating with a defrost duct.

[0009] In the above solution, the jet injector significantly optimizes the bypass airflow delivery efficiency and defrosting effect, further enhancing the system's practicality and driving experience. Utilizing the fluid jet ejection principle, when the airflow from the bypass duct flows at high speed through the injector's interior, a negative pressure zone is formed around the first outlet. This actively draws in ambient air (such as stagnant air in the defrosting duct or a small amount of fresh air) to join the airflow, significantly increasing both the total airflow rate and velocity entering the defrosting duct, and enhancing the airflow's impact force. This allows the airflow to cover the entire windshield more quickly and evenly, effectively breaking up stubborn frost and fog, especially targeting traditional defrosting blind spots like glass edges, shortening defrosting time, and ensuring a rapid restoration of clear visibility for the driver.

[0010] Optionally, the jet ejector includes a body and a nozzle. The body has a first chamber, and the nozzle has a second chamber communicating with the first chamber. The first chamber has a first inlet, and the second chamber has a first outlet. The cross-sectional area of ​​the second chamber gradually decreases along the air outlet direction of the jet ejector.

[0011] In the above scheme, when the airflow that enters the first chamber through the bypass ventilation duct flows through the second chamber, as the cross-sectional area of ​​the second chamber gradually decreases, the airflow velocity further increases, forming a high-speed jet airflow that is ejected from the first outlet. A negative pressure zone is formed at the nozzle outlet, further increasing the total air volume and airflow coverage. Moreover, no additional power is required to drive it, thus improving defrosting efficiency without increasing energy consumption.

[0012] Optionally, the nozzle can be rotatably mounted on a bypass pipe or dashboard about a first axis, the first axis being parallel to the vertical direction of the vehicle, and the air outlet direction of the nozzle intersecting the extension direction of the first axis.

[0013] In the above solution, the airflow in the bypass duct can entrain the main airflow in the defrosting duct in different directions, which can significantly enhance the overall airflow flow and mixing uniformity in the defrosting duct, avoid the problem of local stagnation or velocity reduction of the main airflow, and ensure that all areas of the windshield can obtain sufficient and stable airflow supply. When the frost or fog is more severe on one side or in a local area of ​​the windshield, the bypass airflow entrainment direction can be adjusted by rotating the nozzle to specifically enhance the main airflow intensity in that area, achieving precise pressurization defrosting. The problem of local frost or fog can be quickly solved without adjusting the blower power, which greatly reduces system energy consumption and noise.

[0014] Optionally, there are multiple bypass ventilation ducts and multiple jets, each located at the outlet of a corresponding bypass ventilation duct, with the multiple jets having different air outlet directions.

[0015] In the above scheme, since the multiple jets have air outlets in different directions, the airflow in the bypass duct can entrain the main airflow in the defrosting duct from multiple angles. Compared with a single jet, it can more comprehensively accelerate the main airflow, significantly increase the average flow velocity of the overall airflow in the duct, reduce energy loss during airflow transmission, and the composite flow field formed by the multi-directional jets can break the single and fixed flow pattern of the main airflow, promote the formation of complex and orderly circulation of airflow in the duct, avoid the phenomenon of local airflow stagnation on the wall in laminar flow, ensure that the airflow in each area of ​​the duct can maintain dynamic flow, and improve the uniformity of airflow distribution.

[0016] Optionally, along the front-rear direction of the vehicle, the jet is positioned closer to the air inlet of the defrost duct than the air outlet of the defrost duct.

[0017] In the above scheme, the jet nozzle is positioned close to the air inlet of the defrosting duct, which allows the bypass high-speed airflow to meet the main airflow in the initial stage of entering the duct, quickly forming a suction effect. This reduces the velocity attenuation of the main airflow due to resistance during transmission, ensuring that the airflow maintains a high transmission efficiency throughout the process. Compared with the layout close to the air outlet, the jet nozzle is positioned close to the air inlet, which can extend the effective action distance of the airflow in the duct. The suction effect can cover a longer path in the duct, reducing the pressure loss of the airflow along the way, allowing the airflow to reach the air outlet at a more stable velocity, and improving the continuity and coverage efficiency of the air supply.

[0018] Optionally, the HVAC assembly also includes an evaporator located in the first air intake duct.

[0019] In the above solution, the evaporator can directly cool and dehumidify the air drawn in through the first air intake channel. This not only meets the cooling needs of the car interior in summer and quickly reduces the temperature of the air entering the car, but also effectively removes excess moisture from the air, preventing high humidity air from causing frost or fogging on the windshield or a stuffy and sticky environment inside the car. At the same time, the dry air after dehumidification can also reduce the amount of condensate produced by the evaporator itself, further reducing the chance of airflow mixing with condensate, reducing the risk of mold growth in the air duct, and maintaining clean air inside the car.

[0020] Optionally, the HVAC assembly also includes a heater disposed in the first air inlet duct, and located downstream of the evaporator along the air outlet direction of the first air inlet duct.

[0021] In the above solution, the heater 700 provides targeted heating of dry air downstream, and can precisely adjust the airflow temperature according to the defrosting or in-vehicle heating needs to meet different airflow requirements and improve user experience. The heater 700 is located downstream of the evaporator 600, which can avoid the impact of high-temperature airflow on the cooling efficiency of the evaporator 600, ensure the stable operation of the two core components, and further improve the operational reliability and user comfort of the HVAC assembly.

[0022] Optionally, along the air outlet direction of the first air inlet channel, the inlet of the bypass pipe is located upstream of the evaporator and the heater.

[0023] In the above scheme, the dry airflow that has not been cooled by the evaporator and heated by the heater can directly enter the bypass pipe without going through an additional heat exchange stage. The airflow resistance is smaller, and it can enter the bypass duct at a faster speed and form a high-speed jet through the ejector. This greatly improves the efficiency of entraining the main airflow and avoids the problem that the airflow may carry condensate after passing through the evaporator or that the temperature is uneven after passing through the heater. This makes the airflow in the bypass duct purer and the flow rate more stable. It also reduces the air humidity at the overall defrost outlet by the dry fresh air through the blower bypass section and optimizes the defogging effect.

[0024] Secondly, embodiments of this application provide a vehicle including the HVAC assembly described in any of the embodiments.

[0025] A vehicle according to a second aspect of this application, by including the HVAC assembly described in any embodiment, can quickly and efficiently remove frost and fog from the windshield, improve the defrosting effect, ensure clear driving visibility under different working conditions, significantly reduce driving risks in severe weather, and improve the user experience. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall structure in some embodiments of this application;

[0028] Figure 2 This is a schematic diagram of the overall structure of some other embodiments of this application;

[0029] Figure 3 This is a top view of the structure in some other embodiments of this application;

[0030] Figure 4 for Figure 3 Schematic diagram of the cross-sectional structure along the AA direction;

[0031] Figure 5 for Figure 4 A magnified structural diagram at point B in the middle.

[0032] [Explanation of Labels in the Attached Image]

[0033] 100. Instrument panel; 101. Defrosting air duct;

[0034] 200. Air conditioning unit body; 201. First air intake duct;

[0035] 300. Volute; 301. Second air intake duct;

[0036] 400. Bypass pipe; 401. Bypass ventilation duct;

[0037] 500, Ejector; 501, First Inlet; 502, First Outlet;

[0038] 510. Main body; 511. First chamber;

[0039] 520. Nozzle; 521. Second chamber;

[0040] 600. Evaporator;

[0041] 700. Heater. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0044] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0045] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0046] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0047] In this application, "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0048] With the increasing prevalence of automobiles in daily life and the gradual improvement of people's demands for quality of life, the space and comfort of the car cabin have gradually become a focus of automobile development. Currently, the dashboard occupies a relatively large proportion of the overall space in the car cabin, which limits the driving comfort and activity space of the occupants. In order to improve the driving and riding experience, the dashboard's space ratio is sometimes reduced by compressing its height to increase the legroom for the driver and passengers, thereby improving comfort.

[0049] However, with the dashboard height compressed, the cross-section of the defrost air vents within the dashboard decreases, and the pressure loss in the defrost duct increases. As the defrost airflow of the HVAC assembly, which serves as the defrost air outlet, decreases due to the increased pressure loss in the defrost duct, it fails to meet the regulatory requirements for vehicle defrosting and defogging. Furthermore, the volume of the blower, the power source inside the HVAC assembly, is limited by the compressed dashboard boundary and cannot be increased. Compensating for the airflow shortfall by increasing the blower speed would worsen cabin noise, affecting cabin comfort.

[0050] Traditional automotive HVAC assemblies consist of an internal and external air intake housing, an air conditioning filter, a blower housing, an evaporator core, a heater core, and a distribution box structure. The blower voltage is controlled by a speed control module to serve as the power source for the air conditioning unit. Airflow is drawn in through the intake housing, flows through the blower, and expands in the housing. Based on the passenger cabin's airflow requirements, the evaporator and heater status, as well as the positions of the temperature damper and mode damper, are adjusted. The airflow is then output to the passenger compartment through the distribution box.

[0051] The air duct from the HVAC assembly box to the center of the cabin air vent grille is integrated into the dashboard. However, compressing the dashboard height reduces the cross-section of the defrosting duct, increasing pressure loss and resulting in insufficient defrosting airflow and poor defrosting / defogging effects. While increasing the blower speed compensates for the airflow loss, this increases cabin noise, worsens comfort, and leads to a poor user experience. Therefore, improving defrosting performance and enhancing the user experience is a pressing technical problem that needs to be solved.

[0052] In view of this, in order to improve the defrosting effect and enhance the user experience, this application provides an HVAC assembly for a vehicle. The HVAC assembly also includes a bypass pipe 400, which has a bypass ventilation duct 401. The inlet of the bypass ventilation duct 401 is connected to the second air intake duct 301, and the outlet of the bypass ventilation duct 401 is connected to the defrosting duct 101. This allows additional airflow to be introduced into the defrosting duct 101, effectively increasing the total air intake and airflow velocity of the defrosting duct 101. This solves the problem of insufficient airflow in the air outlet mode caused by the small design space and duct design resistance of different air ducts in the vehicle instrument panel. It also avoids the problem of reduced defrosting airflow caused by increased pressure loss in the defrosting duct 101 due to the reduced cross-section of the defrosting air outlet in the dashboard 100. This accelerates the melting speed of frost in key areas such as the windshield, significantly optimizes the defrosting effect, shortens the defrosting time, reduces user waiting time, further improves visibility and driving safety during driving, and comprehensively improves the user experience.

[0053] The following description, with reference to the accompanying drawings, illustrates an HVAC assembly for a vehicle and a vehicle as proposed in this application.

[0054] Firstly, please refer to Figure 1 , Figure 2 , Figure 3 and Figure 4 This application provides an HVAC assembly for a vehicle, including a dashboard 100, an air conditioning unit 200, and a volute 300.

[0055] The dashboard 100 is equipped with a defrosting air duct 101. It is understood that the defrosting air duct 101 is directly integrated into the internal structure of the dashboard 100, which helps to improve the space utilization of the vehicle interior. It is convenient to place the air outlet of the defrosting air duct 101 in the area below the corresponding windshield. Moreover, through the distributed design of multiple sets of subdivided air outlets, it can cover key areas prone to frost and fogging, such as the center and side edges of the windshield. This avoids the traditional independent air duct occupying too much space in the driver's cabin or engine compartment. At the same time, it simplifies the vehicle assembly process and reduces the complex procedures and sealing risks of pipe connection.

[0056] At the same time, it helps to shorten the airflow transmission path, reduce the pressure loss and temperature decay of the airflow during transmission, and ensure that the heated or cooled airflow acts on the glass surface quickly and evenly, effectively breaking up frost and fog and ensuring clear driving visibility.

[0057] The air conditioning unit 200 is provided with a first air intake channel 201, and the air outlet of the first air intake channel 201 is selectively connected to the defrost duct 101. It can be understood that the air conditioning unit 200 can play the role of airflow distribution. The first air intake channel 201 can integrate components such as a high-efficiency air conditioning filter, an air humidity sensor, a heater 700, and a condenser to achieve airflow filtration, heating, and dehumidification. When the windshield of the vehicle needs to be defrosted, the high-temperature airflow after being processed by the air conditioning unit can enter the defrost duct 101 from the air outlet of the first air intake channel 201, and then flow to the windshield through the defrost duct 101 to quickly break the frost and fog on the windshield.

[0058] The volute 300 is provided with a second air inlet channel 301, which is connected to the air inlet of the first air inlet channel 201. It can be understood that the second air inlet channel 301 can supply air to the first air inlet channel 201. In other words, the volute 300 can supply air to the first air inlet channel 201 inside the air conditioning unit body 200 through the second air inlet channel 301.

[0059] Understandably, the volute 300 contains a blower. As a component of the blower, the spiral cavity of the volute 300 can pre-pressurize and stabilize the incoming air, so that the air delivered from the second air intake channel 301 to the first air intake channel 201 has a more stable pressure and flow rate. This helps to increase the air volume of the first air intake channel 201 without the need for additional long-distance pipes, reducing pressure loss and temperature attenuation during airflow transmission, further improving the energy utilization efficiency of the HVAC system. Moreover, the compact connection method is compatible with the modular layout requirements of the whole vehicle, which facilitates assembly and subsequent maintenance.

[0060] The HVAC assembly also includes a bypass pipe 400, which has a bypass duct 401. The inlet of the bypass duct 401 is connected to the second air intake duct 301, and the outlet of the bypass duct 401 is connected to the defrost duct 101. It can be understood that the bypass duct 401 directly connects the second air intake duct 301 and the defrost duct 101, forming an independent airflow channel that does not pass through the air conditioning unit 200. When the vehicle needs defrosting, some airflow can directly enter the defrost duct 101 through the bypass duct 401, bypassing the heat exchange process of the heat exchanger inside the air conditioning unit. This significantly shortens the airflow transmission path, reduces temperature and pressure loss, and allows the airflow to act on the windshield at a faster speed and higher pressure, thus improving the defrosting effect.

[0061] Meanwhile, the airflow flows directly to the defrost duct 101 through the bypass ventilation duct 401, avoiding the airflow being heated by the heater 700 and reducing the chance of the airflow mixing with the condensate at the evaporator 600. This allows for the introduction of normal-temperature dry airflow that has not been treated by the air conditioning unit 200 through the bypass ventilation duct 401, reducing the chance of the defrost airflow carrying additional moisture and affecting the defrost effect. In other words, the humidity and temperature of the mixed airflow flowing out of the defrost duct 101 can be reduced by the dry fresh air from the bypass ventilation duct 401, further optimizing the defogging effect.

[0062] In other embodiments, please refer to Figure 3 , Figure 4 and Figure 5 The HVAC assembly also includes an ejector 500, which has a first inlet 501 and a first outlet 502. The first inlet 501 is connected to the outlet of the bypass duct 401, and the first outlet 502 is connected to the defrost duct 101.

[0063] In the above solution, the jet injector 500 can significantly optimize the bypass airflow delivery efficiency and defrosting effect, further enhancing the system's practicality and driving experience. Utilizing the fluid jet ejection principle, when the airflow from the bypass duct 401 flows at high speed through the jet injector 500, a negative pressure zone is formed around the first outlet 502. This actively draws in ambient air (such as stagnant air or a small amount of fresh air within the defrosting duct 101) to join the airflow. This significantly increases the total airflow rate and velocity entering the defrosting duct 101, while also enhancing the airflow's impact force. This allows the airflow to cover the entire windshield more quickly and evenly, effectively breaking down stubborn frost and fog, especially targeting traditional defrosting blind spots such as glass edges, shortening defrosting time, and ensuring a rapid restoration of clear driving visibility.

[0064] Meanwhile, the jet injector 500 can stabilize and rectify the bypass airflow, reduce turbulence and pressure loss during airflow transmission, avoid noise generated by airflow impacting the air duct, and improve the quietness of the in-vehicle environment. Its compact structural design does not require additional power drive, and further enhances the defrosting performance of the bypass air duct 401 without increasing system energy consumption and complexity. It can also reduce dust accumulation and condensation retention in the air duct by enhancing airflow, and comprehensively improve the operational stability and user experience of the HVAC assembly.

[0065] Specifically, after the airflow from the bypass duct 401 leaves the blower impeller outlet, it flows at high speed through the bypass pipe 400 of the volute 300 to the ejector 500 added in the defrost duct 101. The constriction structure of the ejector 500 further increases the airflow velocity, forming a local low-pressure zone at the first outlet 502 of the ejector 500. This creates a pressure difference with the main airflow flowing through the air conditioning unit 200, entraining the airflow from the main path and delivering it to the outlet of the defrost duct 101. On the one hand, because the main airflow is superimposed with the airflow from the blower bypass duct 401, the increased airflow in defrost mode can meet the defrosting and demisting airflow requirements without increasing the blower speed, thus mitigating the negative impact of increased blower speed on noise degradation.

[0066] On the other hand, because the airflow velocity at the blower impeller outlet is relatively high, a large negative pressure is formed after the airflow flows out from the first outlet 502, which improves the entrainment effect on the airflow in the main air path, further increases the flow velocity of the defrosting airflow, and helps to increase the air volume during defrosting.

[0067] In other embodiments, please refer to Figure 3 , Figure 4 and Figure 5 The jet ejector 500 includes a body portion 510 and a nozzle 520. The body portion 510 has a first chamber 511, and the nozzle 520 has a second chamber 521 communicating with the first chamber 511. The first chamber 511 has a first inlet 501, and the second chamber 521 has a first outlet 502. Along the air outlet direction of the jet ejector 500, the cross-sectional area of ​​the second chamber 521 gradually decreases.

[0068] In the above scheme, when the airflow from the bypass ventilation duct 401 into the first chamber 511 flows through the second chamber 521, as the cross-sectional area of ​​the second chamber 521 gradually decreases, the airflow velocity further increases, forming a high-speed jet airflow that is ejected from the first outlet 502. A negative pressure zone is formed at the outlet of the nozzle 520, further increasing the total air volume and airflow coverage. Moreover, no additional power is required to drive the defrosting efficiency without increasing energy consumption.

[0069] In addition, the converging channel can also guide the airflow, reduce turbulence, reduce the noise generated by the airflow, and prevent the formation of pressure dead zones in the channel, ensuring the smoothness and stability of airflow transmission. Combined with the buffer transition of the first chamber 511 of the main body 510, the entire airflow delivery process is more stable, which not only improves the defrosting effect, but also further optimizes the quietness and comfort of the driving environment.

[0070] Understandably, when the airflow flows directly from the bypass ventilation duct 401 into the defrost duct 101, the flow velocity is relatively low, making it difficult to form sufficient negative pressure to entrain the surrounding air. This results in a limited increase in the total defrost air volume, and the airflow is prone to turbulence in the chamber, leading to unstable outlet airflow and reduced defrost uniformity. In contrast, this solution connects the bypass ventilation duct 401 and the defrost duct 101 by setting an ejector 500. On the one hand, it can create a local low-pressure zone at the outlet of the ejector 500, allowing the airflow flowing through the bypass ventilation duct 401 to create a pressure difference with the main airflow flowing through the air conditioning unit body 200, thereby achieving entrainment of the main airflow. On the other hand, it can reduce the occurrence of turbulence in the defrost duct 101, which helps to increase the defrost air volume.

[0071] In other embodiments, the nozzle 520 is rotatably disposed on the bypass pipe 400 or the dashboard 100 about a first axis parallel to the vertical direction of the vehicle, and the air outlet direction of the nozzle 520 intersects the extension direction of the first axis. It is understood that the air outlet direction of the nozzle 520 can be set as needed within the plane formed by the left-right and front-back directions of the vehicle.

[0072] With this configuration, the airflow in the bypass duct 401 can draw in the main airflow in the defrost duct 101 in different directions, which can significantly enhance the overall airflow flow and mixing uniformity in the defrost duct 101, avoid the problem of local stagnation or velocity reduction of the main airflow, and ensure that all areas of the windshield can obtain sufficient and stable airflow supply.

[0073] This not only increases the overall flow rate and impact force of the main airflow, but also makes the temperature and humidity distribution of the mixed airflow more uniform, avoiding incomplete defrosting or repeated fogging of the glass caused by excessively high / low airflow temperature or uneven humidity in local areas.

[0074] When frost or fog is severe on one side or in a localized area of ​​the windshield, the bypass airflow direction can be adjusted by rotating the nozzle 520 to specifically enhance the main airflow intensity in that area, achieving precise pressurization and defrosting. This can quickly resolve localized frost or fog issues without adjusting the blower power, significantly reducing system energy consumption and noise.

[0075] When defrosting is required across the entire surface, multi-angle suction allows the main airflow to form a uniform flow field covering the entire area, ensuring that frost and fog on the glass surface melt simultaneously, improving defrosting efficiency and consistency. In addition, multi-directional suction can reduce frictional resistance and turbulence loss between the main airflow and the duct wall, reduce noise generated by airflow, and avoid duct vibration caused by excessive local airflow pressure, making the entire defrosting and air delivery process smoother and quieter, further optimizing the comfort and quietness of the driving environment.

[0076] In other embodiments, there are multiple bypass ventilation ducts 401 and multiple jet ejectors 500, each disposed at the outlet of the corresponding bypass ventilation duct 401, and the multiple jet ejectors 500 have different air outlet directions.

[0077] In the above scheme, since the multiple jet nozzles 500 have air outlets in different directions, the airflow in the bypass duct 401 can generate a suction effect on the main airflow in the defrost duct 101 from multiple angles. Compared with a single jet nozzle 500, it can more comprehensively drive the main airflow to accelerate, significantly improve the average flow velocity of the overall airflow in the duct, and reduce energy loss during airflow transmission.

[0078] Meanwhile, jet airflows from different directions can cover different areas of the defrosting duct 101, increasing the total air volume delivered by the duct per unit time, significantly improving airflow utilization, reducing local frictional resistance between the main airflow and the duct wall, reducing pressure loss along the airflow path, and allowing for a wider air delivery coverage and smoother transmission under the same power, further enhancing air delivery efficiency.

[0079] In addition, multiple jets 500 with different air outlet directions can accurately cover areas such as the corners, bends, and edges of the duct cross-section of the defrosting duct 101 that are prone to airflow stagnation. Through multi-directional jet entrainment, the stagnant airflow in these areas is directly driven to flow, thereby eliminating dead air zones in the duct and avoiding slow local airflow.

[0080] In other words, the composite flow field formed by multi-directional jets can break the single and fixed flow pattern of the main airflow, promote the formation of complex and orderly circulation of airflow in the duct, avoid the phenomenon of local airflow stagnation on the wall in laminar flow, ensure that the airflow in each area of ​​the duct can maintain dynamic flow, and improve the uniformity of airflow distribution.

[0081] In a specific embodiment, there can be one bypass pipe 400, and multiple bypass ducts 401 are provided in one bypass pipe 400. That is to say, the bypass pipe 400 has multiple segments and multiple branches, which makes it easy to set each corresponding jet 500 in different positions, while reducing the space occupied by the bypass pipe 400.

[0082] There may be multiple bypass pipes 400, with at least one side of each bypass pipe 400 disposed on the volute 300, thereby ensuring that the airflow of the bypass duct 401 corresponding to each bypass pipe 400 is sufficient.

[0083] In specific embodiments, when the cross-sectional area of ​​the defrosting duct 101 is large, such as in the wide-body ducts of large SUVs and commercial vehicles, the number of jet ejectors 500 needs to be increased. The entrainment coverage of a single jet ejector 500 is limited. Multiple jet ejectors 500 can be distributed to achieve full coverage of the duct cross-section, avoiding blind spots or uneven airflow caused by the local airflow not being entrained due to the large cross-section.

[0084] When the cross-sectional area of ​​the air duct is small, such as in the narrow air duct of a small car, the number of jet nozzles 500 needs to be reduced. Reducing the number of jet nozzles 500 reduces the chance of airflow interfering with and colliding with each other in a confined space, thus reducing turbulence and avoiding increasing flow resistance, ensuring air delivery efficiency, and reducing noise caused by turbulence.

[0085] In other embodiments, along the front-rear direction of the vehicle, the jet 500 is closer to the air inlet of the defrost duct 101 than the air outlet of the defrost duct 101.

[0086] In the above scheme, the jet injector 500 is positioned close to the air inlet of the defrosting duct 101, which allows the bypass high-speed airflow to meet the main airflow at the initial stage of entering the duct, so as to quickly form a suction and traction effect, reduce the flow rate attenuation of the main airflow due to resistance during transmission, and ensure that the airflow maintains a high transmission efficiency throughout the process.

[0087] Understandably, the air inlet area is a key location where airflow converges. The jet injector 500 can directly enhance the diffusion and acceleration of the airflow at the air inlet through multi-directional jet entrainment, allowing the airflow to quickly fill the cross-section of the air duct, reducing airflow congestion in the initial stage of air intake, and increasing the effective air intake and total air supply of the air duct per unit time.

[0088] Compared to layouts closer to the air outlet, the jet ejector 500's proximity to the air inlet extends the effective distance of the airflow within the duct. The entrainment effect can cover a longer path in the duct, reducing pressure loss along the airflow path and allowing the airflow to reach the air outlet at a more stable velocity, thus improving the continuity and coverage efficiency of the air supply.

[0089] Meanwhile, the area near the air inlet of the defrosting duct 101 and the front section of the duct are prone to local stagnation due to the turbulent flow when the air enters. The jet ejector 500 is set close to the air inlet and can directly break the airflow stagnation in this area through precise suction, thus avoiding stagnation problems from the source of airflow.

[0090] In addition, the jet 500 intervenes in the airflow guidance in advance, which can enable the main airflow to quickly form an orderly flow trajectory after entering the air duct, avoiding the airflow from being stuck in the middle section of the air duct, corners and other positions due to insufficient initial kinetic energy. At the same time, the composite flow field formed by the multi-directional jet can cover the potential dead corners of stagnation from the front to the middle section of the air duct, ensuring the dynamic flow of airflow throughout the air duct.

[0091] Specifically, the jet 500 near the air inlet can balance the airflow pressure between the front and rear sections of the air duct, avoid airflow backflow and stagnation caused by excessive local pressure near the air outlet, ensure smooth airflow from the air inlet to the air outlet, and further improve the uniformity and stability of airflow distribution in the air duct.

[0092] In other embodiments, the HVAC assembly also includes an evaporator 600 disposed in the first air intake duct 201.

[0093] In the above solution, the evaporator 600 can directly cool and dehumidify the air drawn in by the first air intake channel 201. This not only meets the cooling needs of the vehicle interior in summer and quickly reduces the temperature of the air entering the vehicle, but also effectively removes excess moisture from the air, preventing high humidity air from causing the windshield to fog up or the interior environment to be stuffy and sticky. At the same time, the dehumidified dry air can also reduce the amount of condensate produced by the evaporator 600 itself, further reducing the chance of airflow mixing with condensate, reducing the risk of mold growth in the air duct, and maintaining clean air inside the vehicle.

[0094] Furthermore, integrating the evaporator 600 into the first air intake duct 201 allows the air to undergo uniform processing before entering the defrost duct 101, facial air outlets, and other branches. This avoids uneven airflow temperature and humidity across different ducts, ensuring stable and consistent airflow parameters at each outlet. Simultaneously, the pre-treated airflow has lower resistance, improving subsequent airflow transmission efficiency and reducing system energy consumption. Moreover, the evaporator 600's proximity to the air intake source allows for rapid response to air conditioning activation commands, shortening the response time for cooling or dehumidification and quickly bringing the vehicle interior environment to the set comfort level.

[0095] In other embodiments, please refer to Figure 3 and Figure 4 The HVAC assembly also includes a heater 700, which is disposed in the first air inlet channel 201 and located downstream of the evaporator 600 along the air outlet direction of the first air inlet channel 201.

[0096] In the above solution, the heater 700 downstream provides targeted heating of dry air, precisely adjusting the airflow temperature according to defrosting or in-vehicle heating needs to meet different airflow requirements and improve user experience. Simultaneously, it ensures that the high-temperature airflow required for defrosting quickly melts the frost layer on the glass, while avoiding the increase in humidity due to direct heating of undehumidified air, ensuring stable and efficient defrosting. The heater 700's downstream location from the evaporator 600 avoids the impact of high-temperature airflow on the evaporator 600's cooling efficiency, ensuring the stable operation of both core components and further enhancing the operational reliability and user comfort of the HVAC assembly.

[0097] In other embodiments, the inlet of the bypass pipe 400 is located upstream of the evaporator 600 and the heater 700 along the air outlet direction of the first air inlet channel 201.

[0098] In the above scheme, the dry airflow that has not been cooled by the evaporator 600 and heated by the heater 700 can directly enter the bypass pipe 400 without going through an additional heat exchange stage. The airflow resistance is smaller, and it can enter the bypass duct 401 at a faster speed and form a high-speed jet through the ejector 500, which greatly improves the efficiency of entraining the main airflow. At the same time, it avoids energy loss in the heat exchange process, allowing the airflow in the bypass duct 401 to maintain its original pressure and flow rate, further enhancing the traction effect on the main airflow of the defrost duct 101.

[0099] The bypass airflow does not need to pass through the evaporator 600 and heater 700, which means that these two components do not need to be activated to process the bypass air. Especially in defrosting scenarios where there is no need for cooling or heating, this avoids the problem that the airflow may carry condensate after passing through the evaporator 600 or that the temperature may be uneven after passing through the heater 700. This makes the airflow in the bypass duct 401 purer and the flow rate more stable. It also reduces the air humidity of the overall defrost outlet by using dry fresh air through the blower bypass section, optimizes the defogging effect, and forms a more uniform composite flow field when entraining the main airflow. This reduces local stagnation or turbulence caused by airflow fluctuations, ensures smooth airflow throughout the defrost duct 101, and further improves the air supply efficiency and system operation stability.

[0100] In some specific embodiments, based on the traditional air conditioning unit structure, a bypass pipe 400 is added at the blower and an ejector 500 is added inside the defrost duct 101. The high-speed airflow at the blower impeller outlet forms a low-pressure zone through the outlet section of the ejector 500, which generates a pressure difference with the airflow through the evaporator 600, heater 700 and air conditioning unit body 200. The pressure difference overcomes the problems of insufficient airflow in a single air outlet mode and substandard air outlet ratio in a mixed air outlet mode caused by high local duct resistance.

[0101] The bypass pipe 400 through which the high-speed fluid without expansion flows at the blower impeller outlet can be used as a reserved structure. After the air conditioning unit body 200 is assembled, it is connected to the air duct with the jet 500 structure, which can be shared by multiple models. In models where the vertical height requirement of the dashboard in different cabins is limited, it solves the problem of insufficient air volume in the air outlet mode caused by the small design space and air duct design resistance of different air ducts of the whole vehicle instrument.

[0102] At the same time, the noise problem and vehicle space layout problem caused by the re-selection and design of blowers due to insufficient air volume in a single mode after the instrument panel duct is integrated can be solved by adaptively developing the blower side ventilation duct 401 to achieve sharing among multiple models.

[0103] Secondly, embodiments of this application provide a vehicle including the HVAC assembly described in any of the embodiments.

[0104] A vehicle according to a second aspect of this application, by including the HVAC assembly described in any embodiment, can quickly and efficiently remove frost and fog from the windshield, improve the defrosting effect, ensure clear driving visibility under different working conditions, significantly reduce driving risks in severe weather, and improve the user experience.

[0105] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0106] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0107] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

[0108] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An HVAC assembly for a vehicle, characterized in that, include: Instrument panel (100), wherein the instrument panel (100) is provided with a defrosting air duct (101); An air conditioning unit body (200) is provided with a first air inlet channel (201), and the air outlet of the first air inlet channel (201) is selectively connected to the defrost air duct (101); The volute (300) is provided with a second air inlet channel (301) that is different from the first air inlet channel (201), and the second air inlet channel (301) is connected to the air inlet of the first air inlet channel (201); The HVAC assembly also includes a bypass pipe (400), which has a bypass duct (401). The inlet of the bypass duct (401) is connected to the second air intake duct (301), and the outlet of the bypass duct (401) is connected to the defrost duct (101). This allows additional airflow to be introduced into the defrost duct (101) to increase the total air intake and airflow velocity of the defrost duct (101).

2. The HVAC assembly of claim 1, wherein, The HVAC assembly also includes an ejector (500) having a first inlet (501) and a first outlet (502), the first inlet (501) being connected to the outlet of the bypass duct (401) and the first outlet (502) being connected to the defrost duct (101).

3. The HVAC assembly of claim 2, wherein, The jet ejector (500) includes a body (510) and a nozzle (520). The body (510) has a first chamber (511), and the nozzle (520) has a second chamber (521) communicating with the first chamber (511). The first chamber (511) has a first inlet (501), and the second chamber (521) has a first outlet (502). Along the air outlet direction of the jet ejector (500), the cross-sectional area of ​​the second chamber (521) gradually decreases.

4. The HVAC assembly of claim 3, wherein, The nozzle (520) is rotatably disposed on the bypass pipe (400) or the instrument panel (100) about a first axis, the first axis being parallel to the vertical direction of the vehicle, and the air outlet direction of the nozzle (520) intersecting the extension direction of the first axis.

5. The HVAC assembly of claim 2, wherein, There are multiple bypass ventilation ducts (401) and multiple jet ejectors (500) respectively disposed at the outlets of the corresponding bypass ventilation ducts (401), and the multiple jet ejectors (500) have different air outlet directions.

6. The HVAC assembly of claim 2, wherein, Along the front-rear direction of the vehicle, the jet (500) is closer to the air inlet of the defrost duct (101) than the air outlet of the defrost duct (101).

7. The HVAC assembly of claim 1, wherein, The HVAC assembly also includes an evaporator (600) disposed in the first air intake duct (201).

8. The HVAC assembly of claim 7, wherein, The HVAC assembly also includes a heater (700) disposed in the first air inlet channel (201) and located downstream of the evaporator (600) along the air outlet direction of the first air inlet channel (201).

9. The HVAC assembly of claim 8, wherein, Along the air outlet direction of the first air inlet channel (201), the inlet of the bypass pipe (400) is located upstream of the evaporator (600) and the heater (700).

10. A vehicle, characterized in that, Includes the HVAC assembly as described in any one of claims 1 to 9.

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