Automotive heat insulation awning glass cooling structure and automobile

Abstract

The utility model relates to a cooling structure for automotive heat-insulation awning glass and an automobile, the cooling structure comprises two cooling substructures, and each cooling substructure comprises an A-column air duct, a pressurizing part and a ceiling air duct; the A-column air duct is arranged in an inner cavity of the side wall A-column metal plate, and the A-column air duct communicates with an air conditioner air outlet pipe; the pressurizing component is arranged in the ceiling and is communicated with the A-column air duct; the ceiling air duct comprises a connecting pipe, a transverse air duct and a side air duct which are arranged in the ceiling, the transverse air duct is located on the front side of the sunscreen glass, the side air duct is located on the side edge of the sunscreen glass, the connecting pipe is communicated with the pressurizing component, the transverse air duct and the side air duct, and air outlets are formed in the transverse air duct and the side air duct.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile heat dissipation, in particular to a cooling structure of a heat-insulating skylight glass for an automobile and an automobile. Background Art

[0002] As the exterior design of cars tends to be more streamlined, while wind resistance is reduced and energy efficiency is improved, a new problem also arises, that is, the interior passenger space is compressed, which causes the occupants' heads to be closer to the roof. Skylight glass is gradually replacing traditional sunroofs and becoming the mainstream design of car roofs with its excellent layout space and manufacturing cost. The compression of head space also makes it impossible to arrange overhead sunshades. In addition, the reduction of heat-blocking media and the reduction of heat transfer distance will cause the user's head area to feel a temperature rise, further triggering market complaints about "perming" of skylight glass roofs in summer.

[0003] Based on the above problems, there are currently two main solutions in the automotive industry: one is to add heat insulation media, such as installing simple sunshades. Although this solution can alleviate the problem of hot head, it will further compress the head space and greatly sacrifice the lighting effect in the car, seriously affecting the user experience; the second is to improve the performance of existing heat insulation media, by optimizing the coating materials and structure of the skylight glass to reduce the thermal conductivity of the glass, so as to reduce the heat transfer between the inside and outside of the car, thereby improving the problem of heat accumulation on the head of the driver and passengers. The solution of optimizing the design of the skylight glass is the mainstream method currently used in automobile design, and the coating materials and structures of the skylight glass are very rich.

[0004] Both of the above solutions are achieved by improving the heat blocking ability. In addition, there is also a solution to avoid heat accumulation in the overhead area by accelerating the air flow in the overhead area. For example, patent document CN215826432U discloses an air-conditioning system, which includes a front air-conditioning box assembly, a rear air-conditioning box assembly, a B-pillar air outlet duct, and a C-pillar air outlet duct. The B-pillar air outlet duct and the C-pillar air outlet duct are provided with air outlets in the B and C-pillar areas, thereby realizing the blowing function for the passengers in the second row and later. This system can reduce the perceived temperature of the rear passengers by arranging air outlets at the B-pillar and C-pillar, but due to the height restriction of the air outlet arrangement, the airflow mainly acts below the neck, and has little cooling effect on the overhead area, and this system requires the arrangement of two front and rear heat exchangers, which has a greater impact on the energy consumption of the entire vehicle.

[0005] For another example, patent document CN216507806U provides an air conditioning duct system for a two-row passenger car, the air conditioning duct system includes a defrost duct and air outlet assembly, a face duct and air outlet assembly, a foot duct and air outlet assembly, and two sets of air conditioning boxes. The face duct and air outlet assembly is divided into a front row face part and a rear row face part. The front row face part is of conventional design, and the rear row face part includes a B-pillar area and a ceiling area. The B-pillar face duct and air outlet are connected to the front air conditioning box and extend to the upper end of the B-pillar through the front floor. The ceiling face duct and air outlet extend upward along the B-pillar to the rear row ceiling, thereby achieving air blowing and heat dissipation at the top of the rear row seating area. The rear row face duct in this system needs to pass through the bottom of the front row seats, the B-pillar, and the ceiling. The overall duct is long, and the two air outlets are far apart. There is a problem of a large difference in air volume between the B-pillar outlet and the ceiling outlet.

[0006] However, the above two designs are optimized for the experience of rear passengers, and the cooling of the top of the front passengers is still mainly through the face-blowing air ducts on the dashboard. For example, the patent document CN115366612A discloses a car, which includes a canopy cover, a ventilation duct and a temperature control device. The canopy cover is provided with a window, and a skylight is provided at the window. The canopy cover is provided with a duct structure, and a duct is formed in the duct structure. The duct is provided with an outlet facing the canopy cover. The air duct of the car mainly dissipates heat in the rear area, and the front head area still needs to rely on the face-blowing air duct of the main instrument panel, and the air duct size is large, the feasibility of actual product layout is poor, and a high-power thermostat needs to be arranged separately, which also sacrifices a lot to the energy efficiency of the whole vehicle. The airflow on the roof from back to front is easy to cause airflow turbulence, and it is impossible to form an efficient airflow circulation.

[0007] In summary, the existing cooling air outlet designs cannot effectively solve the problem of "perming hair" in summer for users of models with small headroom. Therefore, it is necessary to develop a new cooling structure of the thermal insulation skylight glass for vehicles and vehicles. Summary of the invention

[0008] The purpose of the utility model is to provide a vehicle-use heat-insulating skylight glass cooling structure and a vehicle, which can avoid heat accumulation in the head area by strengthening the air flow in the head area without affecting the head space and the cross-sectional size of the A-pillar, so as to solve the problem of passengers complaining about hot heads.

[0009] In a first aspect, the cooling structure of the heat-insulating skylight glass for a vehicle described in the utility model comprises two cooling substructures, wherein the cooling substructures comprise an A-pillar air duct, a pressurizing component and a ceiling air duct;

[0010] The A-pillar air duct is arranged in the inner cavity of the side A-pillar sheet metal, and the A-pillar air duct is connected to the air outlet duct of the air conditioner;

[0011] The pressurizing component is arranged in the ceiling, and the pressurizing component is connected to the A-pillar air duct;

[0012] The ceiling air duct includes a connecting pipe, a transverse air duct and a side air duct arranged in the ceiling. The transverse air duct is located in front of the skylight glass, and the side air duct is located on the side of the skylight glass. The connecting pipe is respectively connected with the pressurized component, the transverse air duct and the side air duct, and air outlets are provided on the transverse air duct and the side air duct.

[0013] Optionally, the two cooling substructures are arranged symmetrically to each other, which can achieve a better cooling effect.

[0014] Optionally, the air outlets provided on the transverse air duct include a first transverse air outlet and a second transverse air outlet, and the distance between the center of the second transverse air outlet and the center of the head envelope of the front passenger on the corresponding side in the Y direction is 15 mm to 45 mm; wherein the Y direction is the width direction of the car. The main target area for cooling is the activity area above the head of the front passenger, which can achieve a better cooling effect.

[0015] Optionally, the center of the first lateral air outlet and the center of the second lateral air outlet are spaced 120 mm to 160 mm, which can achieve a better cooling effect on the head area of ​​the front passenger.

[0016] Optionally, the air outlets arranged on the side air duct are provided with a first side air outlet, a second side air outlet, a third side air outlet and a fourth side air outlet in sequence from front to back, and the distance between the center of the first side air outlet and the center of the head envelope of the front passenger on the corresponding side in the X direction is 10mm to 40mm; the distance between the center of the fourth side air outlet and the center of the head envelope of the rear passenger on the corresponding side in the X direction is 210mm to 260mm; wherein the X direction is the length direction of the car. The main target area for cooling is the activity area above the heads of the front and rear passengers, which can achieve a better cooling effect.

[0017] Optionally, the center interval between the first side air outlet and the second side air outlet is 180 mm to 220 mm; the center interval between the third side air outlet and the fourth side air outlet is 125 mm to 170 mm. The side air outlets are arranged non-uniformly, which can achieve a better cooling effect on the overhead activity area of ​​the front and rear row passengers.

[0018] Optionally, the first and second transverse air outlets are both provided with guide structures, and the angle between the end tangent of the guide structure and the X direction is 110° to 130°. The guide structure can be used to control the airflow direction and distribute the airflow flow, thereby achieving a better cooling effect.

[0019] Optionally, the first side air outlet, the second side air outlet, the third side air outlet and the fourth side air outlet are all provided with a guide structure, and the angle between the end tangent of the guide structure and the Y direction is 95° to 115°. The guide structure is used to control the airflow direction and distribute the airflow flow, so as to achieve a better cooling effect.

[0020] Optionally, in order not to affect the texture of the interior, the air outlets are all located inside the ceiling, and the distance between the air outlets and the edge of the ceiling is 2mm to 4mm, ensuring that cold air can be blown out from the gap between the ceiling and the skylight glass, and then the heat in the overhead area is neutralized during the natural sinking of the cold air, while avoiding the problem of direct blowing on the user's head.

[0021] Optionally, the A-pillar air duct and the ceiling air duct are both wrapped with thermal insulation foam to reduce heat loss during the process and ensure the air flow temperature at the air outlet. Wrapping with thermal insulation foam can also avoid the risk of abnormal noise caused by the air duct layout compressing the internal space of the A-pillar and the ceiling.

[0022] Optionally, in order not to affect the A-pillar area space in the overhead area and to ensure sufficient air volume in the air duct, the cross-sectional area of ​​the transverse air duct and the side air duct is 300mm 2 ~460mm 2 .

[0023] Optionally, the lower end of the A-pillar air duct is connected to the instrument panel main blowing surface air duct in the air outlet duct of the air conditioner.

[0024] In a second aspect, a car according to the utility model adopts the vehicle heat-insulating skylight glass cooling structure according to the utility model.

[0025] Beneficial effects of the utility model:

[0026] (1) The cooling structure described in the utility model realizes air outlet in the overhead area of ​​the front and rear row passengers at the same time through the A-pillar air duct and the horizontal and side air ducts of the ceiling air duct. At the same time, the A-pillar air duct is arranged in the A-pillar sheet metal cavity, which can ensure that the cross-sectional size of the A-pillar is not affected, and the gas in the ceiling air duct is pressurized by the pressure-increasing component, thereby avoiding the small air volume and wind speed at the air outlet affecting the heat exchange effect. Then, the law of natural sinking of cold air is used to achieve heat neutralization in the overhead area to reduce the temperature of the overhead, avoiding the previous operation of lowering the air-conditioning temperature and significantly increasing the wind speed on the blowing surface, thereby maximizing the utilization of the air-conditioning cooling effect. Secondly, the air outlet positions are arranged unevenly according to the key cooling area (the user's head) and the angle of the guide structure is optimized, so as to control the airflow trajectory and achieve the maximum cooling effect on the critical area.

[0027] (2) The present invention enhances the air flow in the overhead area by designing the air duct, pressurized components and the air outlet structure in the overhead area without affecting the overhead space and the cross-sectional dimensions of the A-pillar, so as to avoid heat accumulation in the overhead area and thus solve the problem of passengers complaining about hot heads.

[0028] (3) The utility model is applicable to vehicles with streamlined roof designs, especially vehicles with demanding spaces where the head envelope is less than 30 mm from the skylight glass, but is not limited to this type of vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is an overall top view of the cooling structure of the thermal insulation skylight glass for vehicles in the embodiment of the present application;

[0030] Figure 2 This is a schematic diagram of the structure of the ceiling air duct in the embodiment of the present application;

[0031] Figure 3 This is a cross-sectional view of the A-pillar cavity in the embodiment of the present application;

[0032] Figure 4 This is a schematic diagram of the structure of the pressurizing component in the embodiment of the present application;

[0033] Figure 5 This is a partial schematic diagram of the air outlet guide structure in the embodiment of the present application;

[0034] Figure 6 for Figure 5 Sectional view along line AA;

[0035] Figure 7 for Figure 5 Sectional view along line BB;

[0036] Figure 8 This is a cross-sectional view of the air outlet boundary arrangement in the embodiment of the present application;

[0037] Fig. 9 This is a schematic diagram of the flow field in the area above the user's head in an embodiment of the present application;

[0038] Explanation of the reference numerals in the accompanying drawings: 1-A-pillar air duct; 2-ceiling air duct; 3-pressurized component; 4-connecting pipe; 5-horizontal air duct; 51-first horizontal air outlet; 52-second horizontal air outlet; 6-side air duct; 61-first side air outlet; 62-second side air outlet; 63-third side air outlet; 64-fourth side air outlet; 7-front row passenger head envelope; 8-rear row passenger head envelope; 9-ceiling; 10-skylight glass, 11-air guide structure.

[0039] The arrows in the figure indicate the direction of air flow. DETAILED DESCRIPTION

[0040] The following will refer to the accompanying drawings and preferred embodiments to illustrate the implementation of the technical solution of the utility model. Those skilled in the art can easily understand other advantages and effects of the utility model from the contents disclosed in this specification. The utility model can also be implemented or applied through other different specific implementations, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the utility model. It should be understood that the preferred embodiments are only for illustrating the utility model, not for limiting the scope of protection of the utility model.

[0041] like Figures 1 to 9 As shown, in an embodiment of the present application, a cooling structure for a heat-insulating skylight glass for a vehicle includes two cooling substructures. The cooling substructure includes an A-pillar air duct 1, a pressurizing component 3, and a ceiling air duct 2; the A-pillar air duct 1 is arranged in the internal cavity of the side A-pillar sheet metal, and the A-pillar air duct 1 is connected to the air outlet duct of the air conditioner. The pressurizing component 3 is arranged in the ceiling 9, and the pressurizing component 3 is connected to the A-pillar air duct 1. The ceiling air duct 2 includes a connecting pipe 4, a transverse air duct 5, and a side air duct 6 arranged in the ceiling 9. The transverse air duct 5 is located in front of the skylight glass 10, and the side air duct 6 is located on the side of the skylight glass 10. The connecting pipe 4 is respectively connected to the pressurizing component 3, the transverse air duct 5, and the side air duct 6, and air outlets are provided on the transverse air duct 5 and the side air duct 6.

[0042] In the embodiment of the present application, the cooling structure mainly solves the problem of hair perm caused by heat accumulation in the top area by strengthening the air flow in the top area. The specific method is to design air ducts in the A-pillar area and the ceiling area and set air outlets on the ceiling air duct 2 to achieve flat air flow from the gap between the ceiling 9 and the skylight glass 10. At the same time, a pressurizing component 3 is designed in the ceiling area, and the gas in the ceiling air duct 2 is pressurized by the pressurizing component 3 to ensure the air volume and wind speed at the air outlet. Then, by using the principle of natural sinking of cold air, the top area is cooled without affecting the top space, and the impact on the energy efficiency of the whole vehicle is minimal.

[0043] like Figure 1 As shown, in the embodiment of the present application, the two cooling substructures are designed to be symmetrical on the left and right of the vehicle, and the structural details are only described on one side. Among them, the two ends of the A-pillar air duct 1 are respectively connected to the pressurized component 3 and the main blowing surface air duct of the instrument panel by sponge extrusion and sealant bonding. The pressurized component 3 is fixed to the ceiling 9 by screw connection, and the inside of the pressurized component 3 is a micro-turbofan (see Figure 4 ), the pressurizing component 3 performs secondary pressurization on the airflow in the pipe to ensure the gas flow rate. The front end of the connecting pipe 4 of the ceiling air duct 2 is connected to the pressurizing component 3, and the rear end of the connecting pipe 4 is bifurcated into two horizontal and vertical interfaces respectively connected to the horizontal air duct 5 and the side air duct 6. The horizontal air duct 5 and the side air duct 6 are designed with air outlets at certain positions to maximize the fluid heat exchange effect in the overhead area.

[0044] In the embodiment of the present application, the micro-turbofan inside the pressurizing component 3 is small in overall structural size, so it can be arranged in the cavity between the ceiling lining and the sheet metal, and has little impact on the power consumption of the entire vehicle.

[0045] In the embodiment of the present application, the outer walls of the A-pillar air duct 1 and the ceiling air duct 2 are wrapped with thermal insulation foam to reduce heat loss during the process. Figure 3 As shown, in order not to affect the cross-sectional dimensions of the A-pillar and ensure the air volume of the air duct, the A-pillar air duct 1 is designed as a Φ30mm circular duct. The specific cross-sectional shape and size can be designed differently according to the vehicle model. It is recommended that the cross-sectional size should be at least 490mm 2 .

[0046] In the embodiment of the present application, the pressurized component 3 is arranged in the cavity between the ceiling 9 and the sheet metal. The size of the turbofan inside the pressurized component 3 is Φ33mm, which needs to be slightly larger than the cross-sectional size of the pipe. The pressurized component 3 is connected to a controller and a central control panel on the car, and the speed of the turbofan can be adjusted by operating the buttons set on the central control panel.

[0047] like Figure 2 As shown, in the embodiment of the present application, the transverse air duct 5 is designed with two air outlets, which are the first transverse air outlet 51 and the second transverse air outlet 52 from the inside of the vehicle to the outside of the vehicle, and the center interval of the two transverse air outlets is 120mm~160mm. Among them, the center of the second transverse air outlet 52 and the center of the head envelope 7 of the corresponding side front passenger in the Y direction are 15mm~45mm. The side air duct 6 is designed with four air outlets, which are the first side air outlet 61, the second side air outlet 62, the third side air outlet 63, and the fourth side air outlet 64 from front to back, wherein two side air outlets are arranged in the top area of ​​the front and rear passengers' heads respectively, and the center interval of the two side air outlets in the front passenger area (i.e., the first side air outlet 61 and the second side air outlet 62) is 180mm-220mm, wherein the center interval of the first side air outlet 61 and the center of the corresponding side front passenger head envelope 7 in the X direction is 10mm-40mm; the center interval of the two side air outlets in the rear passenger area (i.e., the third side air outlet 63 and the fourth side air outlet 64) is 125mm-170mm, wherein the center interval of the fourth side air outlet 64 and the center of the rear passenger head envelope 8 in the X direction is 210mm-260mm. The air outlets are arranged unevenly, and mainly biased towards the overhead areas of the front and rear passengers.

[0048] like Figure 2As shown, in a possible embodiment, the center spacing between the first transverse air outlet 51 and the second transverse air outlet 52 is 136.8 mm, and the spacing between the center of the second transverse air outlet 52 and the center of the corresponding side front row passenger head envelope 7 in the Y direction is 31.8 mm. The center spacing between the two side air outlets in the front row passenger area (i.e., the first side air outlet 61 and the second side air outlet 62) is 200 mm, and the spacing between the center of the first side air outlet 61 and the center of the corresponding side front row passenger head envelope 7 in the X direction is 25.4 mm. The center spacing between the two side air outlets in the rear row passenger area (i.e., the third side air outlet 63 and the fourth side air outlet 64) is 148 mm, wherein the spacing between the center of the fourth side air outlet 64 and the center of the rear row passenger head envelope 8 in the X direction is 246 mm.

[0049] In the embodiment of the present application, both the first lateral air outlet 51 and the second lateral air outlet 52 are provided with a guide structure, and the angle between the end tangent of the guide structure and the X direction (i.e. Figure 6 The angle α in the figure is 110° to 130°. The first side air outlet 61, the second side air outlet 62, the third side air outlet 63 and the fourth side air outlet 64 are all provided with a guide structure, and the angle between the end tangent of the guide structure and the Y direction is 95° to 115°. The interior of the air outlet is designed as follows Figure 5 The guide structure shown (including the guide structure and the guide structure) optimizes the angle of the guide structure to achieve airflow direction control and airflow flow distribution.

[0050] In a possible embodiment, the angle between the terminal tangent line of the guide structure of the first transverse air outlet 51 and the X-direction is 125.5°, and the angle between the terminal tangent line of the guide structure of the second transverse air outlet 52 and the X-direction is 119.2°.

[0051] In a possible embodiment, the angle between the terminal tangent of the guide structure of the first front air outlet 61 and the Y direction is 105°, the angle between the terminal tangent of the guide structure of the second side air outlet 62 and the Y direction is 106°, the angle between the terminal tangent of the guide structure of the third side air outlet 63 and the Y direction is 107.8°, and the angle between the terminal tangent of the guide structure of the fourth side air outlet 64 and the Y direction is 103.5°.

[0052] In the embodiment of the present application, in order not to affect the space in the overhead area and to ensure sufficient air volume in the air duct, the cross-sectional area of ​​the horizontal air duct 5 and the side air duct 6 is 300 mm. 2 ~460mm 2 .

[0053] In a possible embodiment, the cross-sectional area of ​​the transverse air duct 5 and the side air duct 6 is 353.5 mm 2 .

[0054] like Figure 8As shown, in the embodiment of the present application, in order to ensure that the interior texture and the blowing effect of cold air from the gap between the ceiling 9 and the skylight glass 10 are not affected at the same time, the air outlets are hidden inside the ceiling 9, and the air outlets are 2mm to 4mm away from the edge of the inner wall of the ceiling.

[0055] In a possible embodiment, the air outlet is a rectangular opening with a size of 40 mm×4.5 mm.

[0056] During the automobile production process, the connecting pipe 4, the transverse air duct 5 and the side air duct 6 contained in the ceiling air duct 2 are first assembled and fixed to the ceiling 9 as a whole. After the ceiling 9 is installed as a whole to the vehicle body, the two ends of the A-pillar air duct 1 are respectively connected to the main blowing surface air duct of the instrument panel and the connecting pipe 4 and then fixed to the vehicle body.

[0057] like Fig. 9 As shown, the embodiment of the present application can enhance the air flow in the area above the occupant's head to avoid heat accumulation. At the same time, the airflow blown out from the top area can keep the average surface temperature of the inner side of the skylight glass below 42°C to avoid being burned when touching the skylight. According to the fluid simulation analysis, the optimization results of the user's head temperature, air flow rate and the inner surface temperature of the skylight can be obtained, as shown in Table 1:

[0058]

[0059] Table 1

[0060] As can be seen from Table 1, compared with the traditional cooling method of lowering the air conditioning temperature and increasing the wind speed, this application adopts the top air outlet method, using the principle of natural precipitation of cold air, so that the cold air directly acts on the heat accumulation area above the user's head to achieve a cooling effect. This method does not require additional air conditioning energy consumption, and the power consumption of the added pressurized components is also very low, which is beneficial to the energy efficiency control of the entire vehicle. The non-uniform arrangement of air outlets and the optimization of the guide structure can maximize the cooling effect of the top area.

[0061] In the embodiment of the present application, the X direction is the length direction of the car, and the Y direction is the width direction of the car.

[0062] In an embodiment of the present application, a car adopts the vehicle-use heat-insulating skylight glass cooling structure as described in the embodiment of the present application.

[0063] The above-mentioned embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited by the above-mentioned embodiments. Any other changes, modifications, substitutions, combinations and simplifications made without departing from the spirit and principle of the present invention shall be equivalent replacement modes and shall be included in the protection scope of the present invention.

Claims

1. A cooling structure for a heat-insulating skylight glass for a vehicle, characterized in that: The cooling structure comprises two cooling substructures, wherein the cooling substructures comprise an A-pillar air duct (1), a pressurizing component (3) and a ceiling air duct (2); The A-pillar air duct (1) is arranged in the internal cavity of the side A-pillar sheet metal, and the A-pillar air duct (1) is connected to the air outlet duct of the air conditioner; The pressurizing component (3) is arranged in the ceiling (9), and the pressurizing component (3) is connected to the A-pillar air duct (1); The ceiling air duct (2) comprises a connecting pipe (4), a transverse air duct (5) and a side air duct (6) arranged in the ceiling (9); the transverse air duct (5) is located in front of the skylight glass (10); the side air duct (6) is located on the side of the skylight glass (10); the connecting pipe (4) is respectively connected to the pressurizing component (3), the transverse air duct (5) and the side air duct (6); and air outlets are provided on the transverse air duct (5) and the side air duct (6).

2. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The two cooling substructures are arranged symmetrically.

3. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The air outlets provided on the transverse air duct (5) include a first transverse air outlet (51) and a second transverse air outlet (52), wherein the distance between the center of the second transverse air outlet (52) and the center of the head envelope (7) of the front passenger on the corresponding side in the Y direction is 15 mm to 45 mm; wherein the Y direction is the width direction of the vehicle.

4. The vehicle heat-insulating skylight glass cooling structure according to claim 3 is characterized in that: The distance between the center of the first lateral air outlet (51) and the center of the second lateral air outlet (52) is 120 mm to 160 mm.

5. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The air outlets provided on the side air duct (6) are provided in order from front to back with a first side air outlet (61), a second side air outlet (62), a third side air outlet (63) and a fourth side air outlet (64), wherein the distance between the center of the first side air outlet (61) and the center of the head envelope (7) of the front passenger on the corresponding side in the X direction is 10 mm to 40 mm; the distance between the center of the fourth side air outlet (64) and the center of the head envelope (8) of the rear passenger on the corresponding side in the X direction is 210 mm to 260 mm; wherein the X direction is the length direction of the vehicle.

6. The vehicle heat-insulating skylight glass cooling structure according to claim 5, characterized in that: The center distance between the first side air outlet (61) and the second side air outlet (62) is 180 mm to 220 mm; the center distance between the third side air outlet (63) and the fourth side air outlet (64) is 125 mm to 170 mm.

7. The vehicle heat-insulating skylight glass cooling structure according to claim 3 or 4, characterized in that: The first lateral air outlet (51) and the second lateral air outlet (52) are both provided with a flow guiding structure, and the angle between the end tangent of the flow guiding structure and the X direction is 110° to 130°.

8. The vehicle heat-insulating skylight glass cooling structure according to claim 5 or 6, characterized in that: The first side air outlet (61), the second side air outlet (62), the third side air outlet (63) and the fourth side air outlet (64) are all provided with a flow guiding structure, and the angle between the terminal tangent of the flow guiding structure and the Y direction is 95° to 115°.

9. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The air outlets are all located inside the ceiling (9), and the distance between the air outlets and the edge of the ceiling (9) is 2 mm to 4 mm.

10. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The A-pillar air duct (1) and the ceiling air duct (2) are both wrapped with thermal insulation foam.

11. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The cross-sectional area of ​​the transverse air duct (5) and the side air duct (6) is 300 mm 2 ~460mm 2 .

12. The vehicle heat-insulating skylight glass cooling structure according to claim 1, characterized in that: The lower end of the A-pillar air duct (1) is connected to the instrument panel main blowing surface air duct in the air outlet duct of the air conditioner.

13. A car, characterized in that: A vehicle heat-insulating skylight glass cooling structure as described in any one of claims 1 to 12 is used.

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