A distributed over-head passenger car turbofan air supply system

Abstract

The utility model discloses a kind of distributed top-mounted passenger car turbofan air supply systems, including roof, including being arranged in the longitudinal arrangement of several independent air supply modules of roof, the air supply module includes shell, centrifugal turbofan, PTC auxiliary heating sheet and flow guide grid;The centrifugal turbofan is arranged inside shell, its air outlet is towards cabin;The PTC auxiliary heating sheet is installed at the air outlet of the centrifugal turbofan;The flow guide grid is hinged at shell air outlet, its angle is adjustable.This structure cancels long and tortuous central air duct, air does not need long-distance delivery, directly from roof module into passenger cabin, fundamentally eliminates airflow and the friction loss and eddy loss of air duct wall, which makes the brushless motor power required for driving micro turbofan greatly reduced, effectively reduce the consumption of air conditioning system to vehicle energy, for new energy electric vehicle, it means significant range improvement.

Description

Technical Field

[0001] This utility model relates to the technical field of bus air supply systems, and in particular to a distributed roof-mounted bus turbofan air supply system. Background Technology

[0002] Traditional passenger car air conditioning systems generally employ a central duct structure. Its basic working principle is as follows: the air conditioning unit (HVAC) is typically located below the vehicle's dashboard. Through a complex set of plastic ducts that run throughout the vehicle's interior, treated air is delivered to various air vents within the vehicle, including dashboard vents, floor vents, and rear vents. The air is transported a long distance within the ducts and ultimately blown out through manually or electrically adjustable deflectors and grilles.

[0003] However, through long-term industry practice, the applicant has found that this traditional air supply mode, which has been used for decades, has many inherent defects and is gradually becoming unable to meet the higher requirements of modern automobiles for comfort, energy efficiency, and space utilization. Its main drawbacks are as follows: First, the lengthy air duct structure, especially the multiple sharp turns and diameter changes designed to bypass various components inside the dashboard (such as the steering column, airbags, wiring harnesses, etc.), greatly increases the airflow resistance. To overcome this resistance and deliver sufficient airflow to the outlet, the blower must maintain a higher operating power. This not only directly leads to increased vehicle energy consumption and shortens the driving range of new energy vehicles, but is also the main reason for the significant airflow noise generated during high-speed air delivery.

[0004] Second, because the air vents are far from the heat exchangers (evaporator and heater core), the airflow exchanges heat with the duct walls during long-distance transport, resulting in temperature loss or gain ("heat loss / cold loss" phenomenon). This causes a deviation between the actual temperature at the air vents and the temperature set in the air conditioning unit. Furthermore, there is a significant lag in temperature regulation of the rear passenger area, and it is difficult to achieve truly rapid-response independent temperature control for different zones within the vehicle.

[0005] Third, the massive central air duct assembly occupies a significant amount of valuable space on the dashboard, limiting the design freedom of automotive interior designers and encroaching on space that could be used to accommodate larger screens, storage compartments, or other smart devices. Furthermore, to accommodate the rear air conditioning ducts leading to the second and third rows of seats, the roof typically needs to be significantly thickened (generally ≥18cm), resulting in cramped headroom and reduced space utilization.

[0006] Fourth, the complex injection-molded air duct components are numerous, resulting in high mold development costs and cumbersome assembly processes. Furthermore, the large number of plastic parts increases the overall weight of the vehicle, contradicting the trend towards lightweight automotive manufacturing.

[0007] Therefore, the industry urgently needs a brand-new automotive air supply system solution that can fundamentally solve the above-mentioned defects and provide an innovative structure that is more efficient, energy-saving, comfortable, and maximizes the use of interior space. This utility model was developed in response to this need. Summary of the Invention

[0008] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a distributed roof-mounted turbofan ventilation system for buses, which can achieve high integration, noise reduction, and waterproof sealing.

[0009] This utility model also provides a distributed roof-mounted bus turbofan air supply system, including a roof and several independent air supply modules arranged longitudinally on the roof. Each air supply module includes a housing, a centrifugal turbofan, a PTC auxiliary heating element, and a flow guide grille. The centrifugal turbofan is located inside the housing, with its air outlet facing into the passenger compartment. The PTC auxiliary heating element is installed at the air outlet of the centrifugal turbofan. The flow guide grille is hinged to the air outlet of the housing, and its angle is adjustable.

[0010] Specifically, the number of independent air supply modules is 6 to 8, which are evenly distributed along the longitudinal direction of the vehicle roof.

[0011] Specifically, the independent air supply module has a housing size of 30cm × 30cm and is embedded in the roof of the vehicle, so that the total thickness of the roof does not exceed 12cm.

[0012] Specifically, the centrifugal turbofan is driven by a brushless motor, and its fan diameter is 80mm.

[0013] Specifically, the blade angle of the guide grille is adjustable within a range of ±30°.

[0014] Furthermore, the housing has an arc-shaped wall inside.

[0015] Furthermore, the air inlet of the housing is provided with an air guide shroud.

[0016] Furthermore, the inner wall of the air guide shroud is provided with a notch.

[0017] Furthermore, an air filter is installed in the recess. The distributed top-mounted turbofan air supply system provided by this utility model, through its revolutionary structural design, completely eliminates the traditional central air duct and achieves several significant beneficial effects, as follows: First, by eliminating the long and winding central air duct, air is delivered directly into the passenger compartment from the roof module without needing to travel a long distance, fundamentally eliminating frictional and eddy current losses between the airflow and the duct walls. This significantly reduces the power required to drive the brushless motor of the micro-turbofan, effectively reducing the energy consumption of the air conditioning system and, for new energy electric vehicles, meaning a significant increase in driving range. Simultaneously, the extremely short airflow path avoids the noise generated by turbulence and impact within traditional ducts, resulting in quieter system operation and improved driving comfort.

[0018] Second, each independent air supply module can be individually started / stopped, its fan speed adjusted, and its heating controlled via the in-vehicle control system (using a PTC sensor). Because the air supply points are located directly above each passenger, temperature control commands receive instantaneous response, completely resolving the issue of delayed rear-seat temperature adjustment. Passengers can obtain a customized temperature environment in their respective areas according to their needs, without interfering with each other, achieving an unprecedented personalized comfort experience.

[0019] Third, eliminating the bulky central air duct frees up significant space in the dashboard area, allowing for the installation of larger smart displays, expanded storage, or more complex passive safety devices, giving automotive interior designers greater creative freedom. Simultaneously, the modular, embedded design reduces the total roof thickness to less than 12cm, compared to traditional structures ≥18cm, providing more headroom and effectively alleviating any feeling of confinement while improving space utilization.

[0020] Fourth, this system eliminates several large and complex injection-molded air duct components, simplifying the overall vehicle wiring harness layout and assembly process. Utilizing multiple small, standardized modules facilitates mass production and reduces mold development and production costs. Simultaneously, the reduction in materials directly leads to a decrease in overall vehicle weight, aligning with the trend towards lightweight automotive manufacturing.

[0021] Fifth, the blade angle of the airflow guide grille at the outlet of each module can be flexibly adjusted within a range of ±30°, which can accurately guide the airflow to different body parts (such as face and hands) required by passengers, avoid direct blowing, and make the air delivery mode softer and more humanized, further improving comfort. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings.

[0023] Figure 1 This is a schematic diagram of the structure of this utility model.

[0024] Figure 2 This is a structural diagram of the air supply module.

[0025] Figure 3This is a schematic diagram of the usage status of the air supply module 2.

[0026] As shown in the attached diagram, the following components are labeled: roof 1, air supply module 2, housing 201, centrifugal turbine fan 202, PTC auxiliary heating element 203, air guide grille 204, curved wall 205, air guide cover 206, notch 207, air filter 208. Detailed Implementation

[0027] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0028] The following is for reference. Figures 1 to 3 This invention describes a distributed roof-mounted turbofan air supply system for a bus, comprising a roof 1 and several independent air supply modules 2 arranged longitudinally along the roof 1. Each air supply module 2 includes a housing 201, a centrifugal turbofan 202, a PTC auxiliary heating element 203, and a guide grille 204. The centrifugal turbofan 202 is disposed inside the housing 201, with its air outlet facing the interior of the passenger compartment. The PTC auxiliary heating element 203 is installed at the air outlet of the centrifugal turbofan 202. The guide grille 204 is hinged to the air outlet of the housing 201, and its angle is adjustable. The number of independent air supply modules 2 is 6 to 8, evenly distributed longitudinally along the roof.

[0029] The housing 201 of the independent air supply module 2 has external dimensions of 30cm × 30cm and is embedded in the roof 1 for installation, ensuring that the total thickness of the roof does not exceed 12cm. The centrifugal turbofan 202 is driven by a brushless motor with a fan diameter of 80mm. The blade angle of the air guide grille 204 is adjustable within a range of ±30°. Each centrifugal turbofan 202 and PTC auxiliary heating element 203 of the independent air supply module 2 is independently connected to the vehicle's in-vehicle control system, enabling independent temperature control in each zone.

[0030] The following technical solution further explains the above content.

[0031] Example 1 is as follows: See Figure 1 and Figure 2 The present invention provides a distributed top-mounted turbofan air supply system, the core of which is to eliminate the traditional central air conditioning duct and instead adopt an integrated and modular design concept.

[0032] The system mainly includes a roof 1 and independent air supply modules 2. The roof 1 is an interior component of the vehicle's roof, with pre-drilled openings and mounting structures for installing the air supply modules 2. Preferably, 6 to 8 of the independent air supply modules 2 are evenly embedded in the roof 1 along the longitudinal direction of the roof, roughly corresponding to the head positions of each passenger. This layout ensures the uniformity and targeted nature of the air supply.

[0033] See Figure 3 The independent air supply module 2 is the core functional unit of the system. Its exterior is a square shell 201, preferably made of flame-retardant, lightweight, and high-strength engineering plastics (such as ABS and PP) through injection molding. The preferred external dimensions are 30cm (length) × 30cm (width). This size design ensures the functional integrity of the module while allowing it to be perfectly integrated into the roof of mainstream vehicle models without appearing obtrusive.

[0034] Inside the housing 201, a centrifugal turbofan 202 is installed at the center. This turbofan is driven by a high-performance, low-noise brushless motor 2021, whose fan impeller diameter is preferably 80mm. The selection of a brushless motor ensures its advantages of long lifespan, precise control, and low electromagnetic interference. The centrifugal turbofan works by drawing in recirculated air or fresh air treated by the air conditioning system from the top (hidden above the interior roof panel), and then using centrifugal force to eject it from the side vents, resulting in high air pressure and gentle airflow.

[0035] A PTC auxiliary heating element 203 is installed close to the ground along the air outlet path of the centrifugal turbofan 202. PTC (positive temperature coefficient thermistor) material features automatic temperature control and reliable safety (no open flame, self-limiting temperature in case of overheating). Its function is to provide auxiliary heating to the airflow delivered by the turbofan when needed, especially in winter to quickly provide warm air to passengers and compensate for the insufficient heating speed of the air conditioner.

[0036] At the very end of the module, at the airflow outlet, a guide grille 204 is hinged. This grille consists of several synchronously rotating blades, the angle of which can be flexibly adjusted within a range of ±30° via a miniature stepper motor or manual dial (not shown). Passengers can manually or electrically adjust the direction of the airflow according to their needs, avoiding direct airflow and enhancing comfort.

[0037] Each independent air supply module 2 has its centrifugal turbofan 202, brushless motor 2021, and PTC auxiliary heating element 203 connected to the vehicle control system (not shown in the figure) via an independent wiring harness. The control system can be integrated into the vehicle's central control screen, allowing the driver or passengers to independently control the corresponding overhead module, including individual on / off switching, stepless fan speed adjustment, and independent heating function switching, thereby achieving truly responsive zoned temperature control.

[0038] Since the massive central air duct is eliminated, the roof does not need to be thickened to accommodate the air duct, and the total thickness of the roof 1 and its internal modules can be significantly reduced. In this embodiment, it can be successfully controlled within 12cm, providing passengers with a more spacious and comfortable headroom.

[0039] The working process of this utility model is as follows: When the air conditioning system is activated, airflow is no longer transported through long ducts. Each independent air delivery module 2 draws air directly from the roof cavity (where the air has already been temperature-treated by the air conditioning unit). The control system independently controls the speed of the turbine fan 202 and the on / off state of the PTC heater 203 in the corresponding module based on the user's temperature settings. The turbine fan blows the treated air directly towards the passenger area below with low wind resistance and high efficiency. Users can select the most comfortable airflow angle by adjusting the air deflector grille 204.

[0040] Example 2 is as follows: As another embodiment of this utility model, the number of independent air supply modules can be adjusted according to the vehicle size and number of seats. For example, it can be increased to 8 or more in a large MPV or SUV, while it can be reduced to 4 or 5 in a compact car. Its core principle is the same as that of Embodiment 1, and it also falls within the protection scope of this utility model.

[0041] During operation, the housing 201 contains an arc-shaped wall 205. When the centrifugal fan is working, the air is ejected radially by the impeller, with varying directions and momentum. The arc-shaped wall acts as a volte or diffuser, effectively collecting this high-speed airflow and smoothly converting its kinetic energy into static pressure, guiding it to the outlet. This reduces turbulence, impacts, and eddy currents within the housing, thereby lowering aerodynamic noise and energy loss. Furthermore, by reducing internal resistance, the motor's power can be more effectively converted into usable airflow and pressure.

[0042] The air inlet of the housing 201 described in this structure is equipped with an air guide shroud 206 to ensure that the module can smoothly draw air from the air area processed by the entire air conditioning system, rather than just drawing in "dead air" that may be stagnant near the module opening. In addition, the air guide shroud 206 acts as a preliminary physical barrier, which can, to some extent, prevent larger dust particles, insulation material debris, and other foreign objects that may be present in the roof lining from being directly drawn into the fan.

[0043] The inner wall of the air guide shroud 206 in this structure has a recess 207. The core purpose of this recess 207 is to standardize and modularize the installation of subsequent filtering devices. It pre-plans a precise installation position and space for a functional component (air filter) without changing the structure of the main housing. The recess 207 in this structure houses the air filter 208. In addition, the air filter can be firmly embedded or snapped into the recess to prevent displacement due to vehicle vibration, ensuring that its perimeter is in sealed contact with the air guide shroud, preventing unfiltered air from leaking through gaps. The air filter 208 can effectively filter suspended particulate matter such as pollen, dust, and PM2.5 from the air drawn in from the roof compartment, providing clean and healthy air for every passenger.

[0044] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A distributed roof-mounted turbofan ventilation system for buses, comprising a roof (1), characterized in that, It includes several independent air supply modules (2) arranged longitudinally on the roof (1). Each air supply module (2) includes a housing (201), a centrifugal turbofan (202), a PTC auxiliary heating element (203), and a flow guide grille (204). The centrifugal turbofan (202) is located inside the housing (201) with its air outlet facing the interior of the vehicle cabin. The PTC auxiliary heating element (203) is installed at the air outlet of the centrifugal turbofan (202). The flow guide grille (204) is hinged to the air outlet of the housing (201) and its angle is adjustable.

2. The distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The number of independent air supply modules (2) is 6 to 8, and they are evenly distributed along the longitudinal direction of the roof.

3. A distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The housing (201) of the independent air supply module (2) has an external size of 30cm×30cm and is installed in the roof (1) so that the total thickness of the roof does not exceed 12cm.

4. A distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The centrifugal turbofan (202) is driven by a brushless motor and has a fan diameter of 80mm.

5. A distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The blade angle of the flow guide grille (204) is adjustable within a range of ±30°.

6. A distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The housing (201) has an arc-shaped wall (205) inside.

7. A distributed roof-mounted bus turbofan ventilation system according to claim 1, characterized in that: The air inlet of the housing (201) is provided with an air guide shroud (206).

8. A distributed roof-mounted bus turbofan ventilation system according to claim 7, characterized in that: The inner wall of the air guide shroud (206) is provided with a notch (207).

9. A distributed roof-mounted bus turbofan ventilation system according to claim 8, characterized in that: An air filter (208) is installed in the recess (207).

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