Defrosting air outlet device and vehicle

Abstract

The application relates to the technical field of automobile heating ventilation air conditioning, in particular to a defrosting air outlet device and a vehicle. The defrosting air outlet device comprises an air outlet body and an air outlet elbow. The air outlet body is arranged on an instrument desk of the vehicle. The air outlet body comprises a first air duct. One end of the first air duct is connected with a defrosting air duct of the vehicle. The air outlet elbow is connected with one end of the air outlet body away from the defrosting air duct. The air outlet elbow has a curved air duct in communication with the first air duct. The curved air duct is used for changing the airflow direction, so as to reduce the included angle between the airflow and the front windshield glass when the airflow is emitted. The defrosting air outlet device can effectively reduce the included angle between the airflow and the front windshield glass, reduce the wind pressure loss, and improve the defrosting efficiency.

Description

Technical Field

[0001] This application relates to the field of automotive heating, ventilation and air conditioning technology, and in particular to a defrosting air outlet device and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry and the increasing demands for driving safety, vehicle defrosting systems, as a crucial component of ensuring driving safety, directly impact the driver's visibility and driving safety. Especially in harsh environments such as low temperatures, rain, and snow in winter, the windshield is prone to fogging, frost, or even ice formation, severely affecting the driver's vision and becoming a significant hazard to traffic accidents.

[0003] Currently, automotive defrosting systems primarily utilize hot air generated by the HVAC system. Hot air is delivered from the defrosting duct to the defrosting vents on the dashboard, and then directed towards the windshield. Through heat transfer, the frost or fog on the glass surface melts or evaporates, restoring clear visibility for the driver. However, existing defrosting vent systems suffer from numerous technical flaws in practical applications, severely impacting defrosting effectiveness and user experience.

[0004] Traditional defrosting air vents typically employ a direct airflow design, where hot air is ejected directly from vents located on the dashboard. Due to the dashboard's position relative to the windshield's geometry, this direct airflow design results in an excessively large angle between the airflow and the windshield surface, often reaching 70°-90° or even greater. When the airflow impacts the windshield at such a large angle, it generates a strong airflow impact and significant wind pressure, causing energy loss and potentially generating noise, thus affecting passenger comfort. More importantly, the excessive impact angle makes the airflow over the glass surface less smooth, resulting in low heat transfer efficiency and poor defrosting performance.

[0005] For example, one existing defrosting device uses a vertically upward airflow method, with hot air directed vertically from the dashboard to the windshield. Since most vehicle windshields are tilted at a 25°-35° angle relative to the horizontal plane, the vertical airflow forms a large angle of 55°-65° with the tilted glass surface. This large angle impact causes strong reflections and vortices in the airflow after it hits the glass, increasing not only the system's air pressure loss but also reducing heat exchange efficiency. The air pressure loss of this design is 30%-50% higher than that of an optimized design, and the defrosting time is correspondingly longer.

[0006] Another existing technology attempts to improve the impact angle by adjusting the fixed tilt angle of the air vents. However, due to limitations in the installation space and structure of the dashboard, the adjustment range of this fixed angle is limited, and it still cannot fundamentally solve the problem of excessive airflow angle. At the same time, the fixed angle design also suffers from poor adaptability, failing to adapt to the differences in the windshield angles of different car models. This forces automakers to develop separate defrosting devices for different models, increasing development costs and production complexity.

[0007] Fluid dynamics studies show that when the angle between the airflow and the solid surface is within the range of 15°-45°, a good wall-hugging flow effect can be achieved, ensuring sufficient heat exchange while avoiding excessive impact loss. For defrosting applications, the ideal airflow angle with the windshield should be controlled between 20°-40°, which ensures effective heat transfer while reducing wind pressure loss and noise generation. However, due to the geometric constraints of the dashboard mounting position, traditional straight-outlet designs find it difficult to achieve such a small airflow angle. Utility Model Content

[0008] This application provides a defrosting air outlet device and a vehicle, which can effectively reduce the angle between the airflow and the windshield, reduce wind pressure loss, and improve defrosting efficiency.

[0009] In a first aspect, this application provides a defrosting air outlet device, comprising: an air outlet body disposed on the dashboard of a vehicle, the air outlet body including a first air duct, one end of the first air duct being connected to the defrosting air duct of the vehicle; and an air outlet elbow connected to the end of the air outlet body away from the defrosting air duct, the air outlet elbow having a curved air duct communicating with the first air duct, the curved air duct being used to change the airflow direction to reduce the angle between the airflow and the windshield of the vehicle when it is ejected.

[0010] In one possible implementation, a first connector is provided at the end of the air outlet body away from the defrosting duct, and the air outlet elbow includes: a second connector connected to the first connector; and a curved duct connected to the second connector, with a curved duct forming inside the curved duct.

[0011] In one possible implementation, guide vanes are installed inside the curved duct, which divide the curved duct into multiple parallel airflow channels.

[0012] In one possible implementation, the first connector is tilted upward relative to the mounting surface of the air outlet body, with an tilt angle of 5°-45°.

[0013] In one possible implementation, the first connector and the second connector are detachably connected.

[0014] In one possible implementation, the first connector is inserted into the second connector and connected to the second connector by fasteners.

[0015] In one possible implementation, the fastener includes a snap-fit ​​buckle and a slot, one of which is disposed on a first connector and the other on a second connector.

[0016] In one possible implementation, a sealing ring is also included, which is disposed at the connection between the first connector and the second connector.

[0017] In one possible implementation, the central angle of the curved air duct is 15°-90°.

[0018] In one possible implementation, the air outlet elbow includes an adjustment structure for adjusting the central angle of the curved air duct.

[0019] Secondly, this application provides a vehicle, including: an instrument panel; the aforementioned defrosting air outlet device is disposed on the instrument panel.

[0020] One possible implementation includes multiple defrosting air outlets, which are spaced apart along the length of the instrument panel.

[0021] The technical solutions provided in this application have the following advantages compared with the prior art:

[0022] The defrosting air outlet device provided in this application embodiment solves the technical problems of large wind pressure loss and low defrosting efficiency caused by the excessive angle between the airflow and the windshield in the prior art, and achieves significant beneficial effects.

[0023] Specifically, the curved air duct, through its unique curved geometry, effectively alters the direction of airflow entering from the first air duct. When hot air enters the first air duct from a horizontal or near-horizontal defrosting duct, its direction changes within the curved air duct, transforming the airflow that was originally directed vertically or nearly vertically towards the windshield into an inclined airflow approaching the windshield at a smaller angle. This change in airflow direction is based on the guiding principle in fluid mechanics; through the guiding effect of the curved walls, a smooth transition in airflow direction is achieved, avoiding flow separation and eddies that could occur with abrupt changes.

[0024] After being redirected by the curved air duct, the angle between the airflow and the windshield is significantly reduced, from the traditional 70°-90° angle to a reasonable range of 20°-40°. This reduction in angle brings several beneficial effects: First, the smaller angle allows the airflow to flow closer to the windshield surface, creating a good wall-hugging effect, increasing the contact time and area between the airflow and the glass surface, thereby improving heat exchange efficiency; second, the reduced impact angle significantly reduces the wind pressure loss generated when the airflow hits the glass surface, reducing energy waste and achieving a larger effective airflow with the same fan power; third, the gentler airflow impact reduces turbulence and noise generation, improving the system's acoustic performance and passenger comfort.

[0025] From the perspective of defrosting effect, the optimized airflow angle can more effectively penetrate and wash away the frost layer on the windshield surface, accelerating the melting and evaporation of frost. Compared with the traditional vertical impact method, the curved air duct design of this application can shorten the defrosting time and improve the defrosting uniformity, especially in the edge area of ​​the windshield, where the improvement in defrosting effect is more obvious. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0029] Figure 1 This is a schematic diagram of the structure of a defrosting air outlet device provided in an embodiment of this application;

[0030] Figure 2 A schematic diagram of a defrosting air outlet device, a dashboard, and a windshield provided in an embodiment of this application;

[0031] Figure 3 This is an exploded structural diagram of a defrosting air outlet device provided in an embodiment of this application;

[0032] Figure 4 for Figure 3Schematic diagram of the cross-sectional structure along the AA direction;

[0033] Figure 5 for Figure 3 Schematic diagram of the cross-sectional structure along the BB direction;

[0034] Figure 6 for Figure 3 A schematic diagram of the cross-sectional structure along the CC direction;

[0035] Figure 7 A simulation diagram comparing the defrosting effect within a specified time;

[0036] Figure 8 This is a simulation diagram comparing aerodynamic noise over a specified time period.

[0037] Explanation of reference numerals in the attached figures:

[0038] 1. Air outlet body; 11. First air duct; 12. First connector; 13. Clip; 14. Mounting platform;

[0039] 2. Instrument panel;

[0040] 3. Air outlet elbow; 31. Bent air duct; 32. Second connector; 33. Bent air duct; 34. Air guide vane; 35. Clip;

[0041] 4. Windshield;

[0042] 5. Sealing ring; 6. Screw. Detailed Implementation

[0043] 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.

[0044] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0045] For ease of description, spatial relative terms may be used in the text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0046] like Figures 1-8 As shown, this application embodiment provides a defrosting air outlet device, including: an air outlet body 1, which is installed on the dashboard 2 of a vehicle, the air outlet body 1 including a first air duct 11, one end of the first air duct 11 being connected to the defrosting air duct of the vehicle; and an air outlet elbow 3, which is connected to the end of the air outlet body 1 away from the defrosting air duct, the air outlet elbow 3 having a curved air duct 31 communicating with the first air duct 11, the curved air duct 31 being used to change the airflow direction to reduce the angle between the airflow and the windshield 4 of the vehicle when it is ejected.

[0047] In this application, by connecting the air outlet body 1 to the defrosting duct, an air outlet elbow 3 connected to the air outlet body 1 is provided, and a curved duct 31 connected to the first duct 11 is formed in the air outlet elbow 3, which effectively solves the technical problems of large wind pressure loss and low defrosting efficiency caused by the excessive angle between the airflow and the windshield 4 in the prior art, and achieves significant beneficial effects.

[0048] Specifically, the curved air duct 31, through its unique curved geometry, can effectively change the direction of the airflow entering from the first air duct 11. When hot air enters the first air duct 11 from a horizontal or near-horizontal defrosting air duct, its direction changes within the curved air duct 31, transforming the airflow that was originally directed vertically or nearly vertically towards the windshield 4 into an inclined airflow approaching the windshield 4 at a smaller angle. This change in airflow direction is based on the guiding principle in fluid mechanics. Through the guiding effect of the curved wall on the airflow, a smooth transition in airflow direction is achieved, avoiding flow separation and eddy currents that may occur with abrupt changes.

[0049] After being redirected by the curved air duct 31, the angle between the airflow and the windshield 4 is significantly reduced, from the large angle of 70°-90° in the traditional design to a reasonable range of 20°-40°. This reduction in angle brings several beneficial effects: First, the smaller angle allows the airflow to flow closer to the surface of the windshield 4, forming a good wall-hugging effect, increasing the contact time and contact area between the airflow and the glass surface, thereby improving heat exchange efficiency; second, the reduced impact angle significantly reduces the wind pressure loss generated when the airflow hits the glass surface, reducing energy waste and enabling a larger effective airflow with the same fan power; third, the gentler airflow impact reduces turbulence and noise generation, improving the system's acoustic performance and ride comfort.

[0050] From the perspective of defrosting effect, the optimized airflow angle can more effectively penetrate and wash away the frost layer on the surface of the windshield 4, accelerating the melting and evaporation of frost. Compared with the traditional vertical impact method, the curved air duct 31 design of this application can effectively shorten the defrosting time and significantly improve the defrosting uniformity, especially in the edge area of ​​the windshield 4, where the improvement in defrosting effect is more obvious.

[0051] From the perspective of system energy consumption, the reduction in wind pressure loss directly lowers the workload of the fan, resulting in a significant reduction in system energy consumption while achieving the same defrosting effect. This reduction in energy consumption not only improves fuel economy but also directly extends the driving range for electric vehicles, demonstrating significant practical value.

[0052] Specifically, the air outlet 1 is mounted on the vehicle's dashboard 2, with one end of its first air duct 11 connected to the vehicle's defrost duct, ensuring the continuity of airflow in the defrost system. The air outlet bend 3 is connected to the end of the air outlet 1 furthest from the defrost duct. This connection ensures that the airflow, after passing through the first air duct 11, can smoothly enter the curved air duct 31. The curved air duct 31 connects with the first air duct 11, forming a complete airflow channel. When the defrost system is operating, hot air enters the first air duct 11 from the defrost duct, then flows through the curved air duct 31, where its direction changes, ultimately exiting at an optimized angle to directly act on the frosted area of ​​the windshield 4.

[0053] In one specific embodiment, when a vehicle is started in low-temperature winter conditions, a layer of frost often forms on the surface of the windshield 4, severely affecting the driver's visibility. Traditional horizontal airflow methods have limited defrosting effectiveness due to the small angle between the airflow and the glass surface, requiring a considerable amount of time to remove the frost. However, with the defrosting airflow device of this application, the curved air duct 31 redirects the horizontal airflow into an upwardly inclined airflow. This inclined airflow can more effectively impact the frost on the glass surface, improving heat exchange efficiency. At the same defrosting power, the defrosting time of this application is significantly shorter than that of traditional solutions, greatly improving defrosting efficiency.

[0054] In related technologies, traditional defrosting vents typically use a direct airflow method, with the airflow direction being basically horizontal or slightly upward. This design results in a small angle between the airflow and the windshield, causing hot air to mainly flow along the glass surface rather than directly impacting the frost-covered area. Due to the limited contact area between the airflow and the glass surface and the short residence time, the defrosting effect is poor, often requiring a long time to completely remove frost from the glass. Furthermore, horizontal airflow easily forms vortices at the bottom of the glass, causing energy loss and further reducing defrosting efficiency.

[0055] In this embodiment, the curved air duct 31 of the air outlet bend 3 completely alters the airflow direction, allowing the airflow to impact the windshield 4 surface at a more optimal angle. The geometry of the curved air duct 31 is carefully designed to effectively change the airflow direction while maintaining airflow volume. Compared to traditional horizontal air outlets, the airflow in this application forms a larger angle with the glass surface, increasing the direct impact force of the airflow on frost and improving heat transfer efficiency. Simultaneously, the optimized airflow angle reduces eddy currents on the glass surface, minimizing energy loss and achieving a more efficient defrosting effect. This design not only improves defrosting speed but also ensures uniform defrosting, avoiding incomplete defrosting in certain areas.

[0056] The air outlet body 1 is equipped with a mounting platform 14, which is connected to the instrument panel 2 by screws 6.

[0057] In some embodiments, the air outlet body 1 is provided with a first connector 12 at the end away from the defrost duct, and the air outlet elbow 3 includes: a second connector 32 connected to the first connector 12; and a curved duct 33 connected to the second connector 32, with a curved duct 31 formed inside the curved duct 33.

[0058] In this application, a modular connection design between the air outlet body 1 and the air outlet elbow 3 is achieved by setting a first connector 12 at the end of the air outlet body 1 away from the defrost duct, and by including a second connector 32 connected to the first connector 12 and a curved duct 33 connected to the second connector 32. This structural design not only facilitates manufacturing and assembly, but also provides a good foundation for subsequent functional expansion. The core advantage of modular design is that each component can be designed, manufactured, and tested independently, and then assembled through standardized interfaces, which greatly improves production efficiency and product quality consistency.

[0059] Specifically, the first connector 12 serves as the output port of the air outlet body 1, and its design needs to consider the smooth transition of airflow and the reliability of the connection. The second connector 32 serves as the input port of the air outlet elbow 3, forming a mating connection with the first connector 12 to ensure that the airflow smoothly enters the air outlet elbow 3 from the air outlet body 1. The curved duct 33 connects to the second connector 32, forming a curved air channel 31 inside. This design allows the curved duct 33 to be specifically optimized for airflow deflection. When the airflow enters the first connector 12 from the first air channel 11, it smoothly enters the curved air channel 31 within the curved duct 33 through the connection interface between the first connector 12 and the second connector 32, and then exits after changing direction within the curved air channel 31. This segmented design allows each component to focus on specific functional implementation, improving the overall system performance.

[0060] In one specific embodiment, automakers need to configure defrosting systems for different vehicle models. Due to differences in the structure of the dashboard 2 and the angle of the windshield 4 among different models, traditional integrated defrosting air vents require separate design and manufacturing for each model, increasing development costs and production complexity. However, with the modular design of this application, the air vent body 1 can serve as a standardized component applicable to multiple vehicle models; only the corresponding air vent bend 3 needs to be designed for different models. This design not only reduces development costs but also shortens the development cycle of new vehicle models.

[0061] In related technologies, traditional defrosting air vent devices typically employ a one-piece design, with the air vent and the curved section molded as a single unit. While this design is structurally simple, it has significant limitations. First, a one-piece design makes standardization difficult, requiring individual design and manufacturing for each vehicle model, increasing development and production costs. Second, if a part of the air vent malfunctions, the entire device needs to be replaced, resulting in high maintenance costs. Furthermore, the one-piece design restricts flexible functional configuration, making it difficult to meet the specific needs of different application scenarios.

[0062] In this embodiment, the connection design of the first connector 12 and the second connector 32 enables the separation of the air outlet body 1 and the air outlet elbow 3. This modular design brings significant advantages. First, the air outlet body 1 can be produced in a standardized manner, reducing manufacturing costs and improving production efficiency. Second, the air outlet elbow 3 can be customized according to specific application requirements to meet different vehicle models and defrosting requirements. Third, when a component fails, the faulty component can be replaced individually without replacing the entire device, greatly reducing maintenance costs. Finally, the modular design also facilitates product upgrades; functional upgrades can be achieved by replacing the air outlet elbow 3 while keeping the air outlet body 1 unchanged, extending the product's lifespan.

[0063] In some embodiments, a guide vane 34 is provided inside the curved duct 33, which divides the curved duct 31 into multiple parallel airflow channels.

[0064] In this application, by setting air guide vanes 34 within the curved duct 33 and using the air guide vanes 34 to divide the curved duct 31 into multiple parallel airflow channels, uniform airflow distribution and flow optimization are achieved, significantly improving the uniformity and stability of the defrosting effect. The setting of the air guide vanes 34 is based on fluid mechanics principles. By changing the flow path and distribution state of the airflow, it eliminates eddies and uneven phenomena that may be generated during the bending process, ensuring that each area receives sufficient defrosting airflow.

[0065] Specifically, the air guide vanes 34 are arranged at certain intervals and angles inside the curved duct 33, forming multiple parallel airflow channels. When the airflow enters the curved duct 33 from the second connector 32, it is guided and diverted into each parallel channel by the air guide vanes 34. Within each channel, the airflow flows along the guiding direction of the air guide vanes 34, avoiding airflow concentration or vortex phenomena that may occur in large-section ducts. The curved surface design of the air guide vanes 34 matches the geometry of the curved duct 31, ensuring that the airflow remains smooth during the turning process and reducing flow loss. When the airflow exits from each parallel channel, it forms multiple parallel airflow beams that cover different areas of the windshield 4, achieving a comprehensive and uniform defrosting effect.

[0066] In some embodiments, the first connector 12 is inclined upward relative to the mounting surface of the air outlet body 1, with an inclination angle of 5°-45°.

[0067] In this application, by tilting the first connector 12 upwards relative to the mounting surface of the air outlet body 1 and controlling the tilt angle within the range of 5°-45°, a pre-tilting effect of airflow is achieved. This creates favorable conditions for further turning within the curved air duct 31, reduces the burden of airflow turning, lowers flow resistance, and improves airflow smoothness. This pre-tilting design is based on the principle of gradual change in fluid dynamics. Through staged angle adjustments, it avoids flow separation and pressure loss that may result from abrupt turning.

[0068] Specifically, the tilt angle of the first connector 12 refers to the angle between the central axis of the first connector 12 and the perpendicular line to the mounting surface of the air outlet body 1. When the tilt angle is 5°, the first connector 12 tilts slightly upward. This small angle adjustment has a relatively small impact on the airflow direction, but it prepares for subsequent turning. When the tilt angle increases to 45°, the first connector 12 tilts significantly upward. The airflow gains a larger upward component upon entering the first connector 12, greatly reducing the turning task of the curved duct 31. In actual operation, the airflow enters the tilted first connector 12 from the horizontal first duct 11. Due to the geometric guidance of the connector, the airflow direction begins to change, gradually turning from the original horizontal direction to the tilted upward direction. This pre-turning lays the foundation for further turning of the airflow after entering the curved duct 31.

[0069] In one specific embodiment, the windshield 4 of a certain car is tilted at an angle of 30°. To achieve the best defrosting effect, the airflow needs to be ejected at an angle close to perpendicular to the glass surface. If a traditional horizontal air outlet design is used, the curved air duct 31 needs to achieve a turning angle of approximately 60°, which will generate significant flow resistance and pressure loss. However, with the design of this application, the tilt angle of the first connector 12 is set to 20°, so the curved air duct 31 only needs to achieve a turning angle of 40° to achieve the same air outlet effect.

[0070] In related technologies, traditional defrosting air outlets typically design the first connector 12 to be horizontal or perpendicular to the mounting surface. While this design is structurally simple, it suffers from excessive burden on airflow deflection. When airflow needs to deflect from a horizontal direction to a large angle of inclination, all the deflection work is done by the curved duct 31, resulting in high flow resistance within the curved duct 31 and a tendency for flow separation and vortex phenomena. This phenomenon not only reduces airflow efficiency but may also generate noise, affecting the overall performance of the system.

[0071] In this embodiment, the tilting of the first connector 12 achieves a reasonable allocation of the steering task. The first connector 12 undertakes part of the steering task, ensuring that the airflow has a certain tilt angle before entering the curved duct 31. Thus, the curved duct 31 only needs to complete the remaining steering task. This staged steering design conforms to the principle of gradual change in fluid mechanics, effectively reducing flow losses and improving airflow quality. The angle range of 5°-45° is optimized; the lower limit of 5° ensures the pre-tilting effect, while the upper limit of 45° avoids the structural complexity and installation difficulties that may result from excessive tilting.

[0072] In some embodiments, the first connector 12 and the second connector 32 are detachably connected.

[0073] In this application, by making the first connector 12 and the second connector 32 detachably connected, the replaceability of the air outlet elbow 3 is achieved. This design not only facilitates the replacement of air outlet elbows 3 of different specifications according to the needs of different vehicle models, but also facilitates individual replacement after component damage, greatly improving the system's maintenance convenience and economy. The core advantage of the detachable connection lies in providing a modular and standardized foundation for the system, enabling one air outlet body 1 to be adapted to multiple different air outlet elbows 3, realizing a one-to-many product configuration.

[0074] Specifically, the detachable connection means that the connection between the first connector 12 and the second connector 32 can be assembled and disassembled without damaging any components. This connection method is usually achieved through a precision mechanical structure, such as a plug, thread, or snap-fit. The first connector 12, as a fixed part of the air outlet body 1, maintains consistent dimensions and interface standards, while the second connector 32, as a component of the air outlet elbow 3, can be designed in different specifications according to different application requirements. When it is necessary to replace the air outlet elbow 3, simply disconnect the first connector 12 from the second connector 32, remove the original air outlet elbow 3, and then install the new air outlet elbow 3. The whole process is simple and quick, requires no professional tools, and can be easily operated by ordinary users.

[0075] In one specific embodiment, an automaker produces multiple models with different market positioning, including economy cars, mid-to-high-end cars, and SUVs. These models have significantly different windshield angles and defrosting requirements. Traditional integrated defrosting air vent systems require separate design and production for each model, resulting in high development costs and manufacturing complexity. Using the detachable connection design of this application, the manufacturer only needs to produce a standard air vent body 1 and then design corresponding air vent bends 3 for different models. Economy cars use air vent bends 3 with a small angle of curvature, mid-to-high-end cars use air vent bends 3 with a medium angle of curvature, and SUVs use air vent bends 3 with a large angle of curvature. Furthermore, when an air vent bend 3 of a vehicle is accidentally damaged, the user only needs to purchase and replace the air vent bend 3, without needing to replace the entire defrosting system, significantly reducing maintenance costs.

[0076] The aforementioned technical solutions still suffer from poor versatility and high maintenance costs. While the integrated design offers advantages in connection reliability, it lacks flexibility, requiring specialized design and manufacturing for each application, thus failing to realize the cost advantages of large-scale production. Furthermore, if any part of the system malfunctions, the entire device must be replaced, even if other parts remain intact. This design leads to resource waste and increased maintenance costs.

[0077] In this embodiment, the detachable connection design effectively solves the aforementioned problems. Through a standardized connection interface, the air outlet body 1 and the air outlet elbow 3 are separated, allowing for independent design, production, and maintenance. The air outlet body 1, as a standardized component, can be mass-produced, enjoying the cost advantages of economies of scale. The air outlet elbow 3, as a customized component, can be designed specifically to meet the unique requirements of different application scenarios. This design approach not only reduces overall costs but also improves the product's adaptability and maintainability.

[0078] In some embodiments, the first connector 12 is inserted into the second connector 32 and connected to the second connector 32 by fasteners.

[0079] In this application, by inserting the first connector 12 into the second connector 32 and connecting them with fasteners, a reliable mechanical connection and good airtightness are achieved. This plug-in connection structure is not only easy to operate and highly efficient in installation, but also ensures the firmness of the connection, preventing loosening due to vibration during vehicle operation. The advantages of the plug-in connection lie in achieving the connection through geometric fit and mechanical constraints, featuring accurate positioning, rapid connection, and convenient disassembly.

[0080] Specifically, the insertion of the first connector 12 into the second connector 32 means that the outer diameter of the first connector 12 and the inner diameter of the second connector 32 form a mating relationship, typically using a clearance fit or transition fit, ensuring both smooth insertion and connection stability. When the first connector 12 is inserted into the second connector 32, their geometric shapes match, forming a good airflow channel and preventing airflow leakage and turbulence at the connection point. Fasteners, as auxiliary connecting elements, further enhance the reliability of the connection and prevent accidental separation under external forces. During operation, airflow enters the second connector 32 from the first connector 12. Since the first connector 12 is located inside the second connector 32, the airflow direction is perpendicular to the connection interface. The pressure generated by this flow pattern helps to enhance the stability of the connection, creating a self-locking effect.

[0081] In some embodiments, the fastener includes a snap-fit ​​buckle 13 and a slot 35, one of which is disposed on the first connector 12 and the other is disposed on the second connector 32.

[0082] In this application, a fast and reliable mechanical connection is achieved by using a snap-fit ​​buckle 13 and a snap-fit ​​groove 35 as fasteners, and by setting the buckle 13 and the groove 35 on the first connector 12 and the second connector 32 respectively. This snap-fit ​​structure has the advantages of simple operation, rapid connection, no tools required, and reusability. The working principle of the snap-fit ​​connection is based on elastic deformation and geometric constraints. Insertion is achieved through the elastic deformation of the buckle 13, and locking is achieved through geometric constraints, making it an efficient and rapid connection method.

[0083] Specifically, the latch 13 is typically designed as a cantilever beam structure with a certain degree of elasticity, featuring an enlarged head at its end. The slot 35 is designed as a groove structure that matches the shape of the head of the latch 13. During connection, the latch 13 undergoes elastic deformation under external force, its head retracting through the retracted portion of the slot 35. Then, under the action of elastic force, it returns to its original shape, expanding its head to the enlarged portion of the slot 35, forming a mechanical lock. The advantage of this connection method is the clear tactile and audible feedback during the connection process, allowing the user to clearly perceive whether the connection is in place. The design of the latch 13 and slot 35 needs to consider factors such as the elastic modulus, yield strength, and fatigue life of the materials to ensure they can withstand multiple assembly and disassembly processes within the expected service life without failure.

[0084] Preferably, the buckle 13 is disposed on the outer surface of the first connector 12 and is spaced apart along the length direction of the first connector 12; the slot 35 is disposed on the inner sidewall of the second connector 32 and is spaced apart along the length direction of the second connector 32.

[0085] In some embodiments, a sealing ring 5 is also included, which is disposed at the connection between the first connector 12 and the second connector 32.

[0086] In this application, by setting a sealing ring 5 at the connection between the first connector 12 and the second connector 32, an effective seal is achieved at the connection point, preventing airflow leakage from the connection and ensuring full utilization of the defrosting air volume, while avoiding noise problems caused by airflow leakage. The working principle of the sealing ring 5 is based on contact sealing. Through the elastic deformation of the sealing ring 5 material, a continuous contact line is formed on the mating surface, blocking the leakage channel and achieving an airtight seal.

[0087] Specifically, the sealing ring 5 is typically made of elastic materials such as rubber or polyurethane, possessing good elasticity and aging resistance. The sealing ring 5 is positioned at the connection between the first connector 12 and the second connector 32. When the two connectors are connected, the sealing ring 5 is compressed, resulting in elastic deformation and forming a sealing contact on the mating surfaces of the connectors. The cross-sectional shape of the sealing ring 5 is usually designed as an O-shape, rectangle, or other specialized shape to achieve optimal sealing performance. During operation, the defrosting airflow at the connection point has a certain pressure, which helps to enhance the contact pressure between the sealing ring 5 and the mating surfaces, improving the sealing effect and forming a self-reinforcing seal. The sealing ring 5 can also compensate for changes in the mating clearance caused by manufacturing tolerances, thermal deformation, and other factors, ensuring good sealing performance under various operating conditions.

[0088] In one specific embodiment, a high-end sedan has very high requirements for noise control of its defrosting system, requiring the system noise to not exceed 40dB at maximum defrosting power. In a design without the sealing ring 5, even small gaps at the connection point can generate high-frequency whistling noise, severely impacting passenger comfort. By installing a dedicated sealing ring 5 between the first connector 12 and the second connector 32, the sealing performance at the connection point is significantly improved.

[0089] In this embodiment, the sealing ring 5 effectively solves the airtightness problem. As a specialized sealing element, the sealing ring 5 can adapt to the microscopic unevenness of the mating surfaces, filling tiny gaps and forming a continuous sealing surface. Compared to direct contact with hard materials, the soft material of the sealing ring 5 can better conform to the mating surfaces, greatly improving the sealing effect. Simultaneously, the sealing ring 5 also has a certain degree of self-adaptability, compensating for dimensional changes caused by temperature variations, component aging, and other factors, ensuring sealing reliability during long-term use. From a noise control perspective, a good seal can eliminate high-frequency leakage noise and significantly improve acoustic performance. Compared to a design without the sealing ring 5, the sealing design of this application significantly improves airtightness and noise control, comprehensively enhancing the system's performance level.

[0090] In some embodiments, the central angle of the curved air duct 31 is 15°-90°.

[0091] In this application, by limiting the central angle of the curved duct 31 to the range of 15°-90°, optimized control of the airflow turning angle is achieved. This ensures effective change in airflow direction while avoiding excessive flow resistance caused by excessive bending, thus achieving an optimal balance between defrosting effect and energy consumption. The central angle is an important parameter describing the geometric characteristics of the curved duct 31, directly affecting the flow state and pressure loss of the airflow within the bend.

[0092] Specifically, the central angle of the curved air duct 31 refers to the angle between the inlet centerline and the outlet centerline of the curved air duct 31. This angle determines the degree of airflow deflection. When the central angle is 15°, the curvature of the curved air duct 31 is relatively small, the airflow deflection is relatively gentle, and the flow resistance is small, but the change in airflow direction is also relatively limited. When the central angle is 90°, the curved air duct 31 forms a right-angle bend, the change in airflow direction is the greatest, and a complete conversion from horizontal to vertical direction can be achieved, but at the same time, the flow resistance also reaches its maximum. In practical applications, it is necessary to select an appropriate central angle based on the specific defrosting requirements and the angle of the windshield 4, minimizing flow resistance and improving system efficiency while ensuring defrosting effect.

[0093] In some embodiments, the air outlet elbow 3 includes an adjustment structure for adjusting the central angle of the curved air duct 31.

[0094] In this application, by setting an adjustment structure in the air outlet bend 3 and using this adjustment structure to adjust the central angle of the curved air duct 31, the angle adjustment function of the defrosting air outlet device is realized. This design can be precisely adjusted according to the windshield angle 4 of different vehicle models and different defrosting needs, greatly improving the applicability of the product and the controllability of the defrosting effect. The core value of the adjustment structure lies in transforming fixed geometric parameters into variable parameters, enabling a product to adapt to multiple application scenarios, improving the product's versatility and user experience.

[0095] Specifically, the adjustment structure typically includes movable geometric elements and corresponding control mechanisms. By changing the relative positions of these elements, the geometry of the curved air duct 31 is altered, thereby adjusting the central angle. The adjustment process can be continuous or stepped, depending on specific design requirements and cost considerations. During adjustment, it is necessary to ensure the continuity and sealing of the airflow channel to avoid airflow leakage or obstruction. The adjustment structure also needs to have a locking function, reliably locking after adjustment to the appropriate position to prevent positional shift due to vibration during vehicle operation. The entire adjustment process should be simple to operate, allowing users to easily complete the adjustment according to their actual needs.

[0096] In some embodiments, the first connector 12 and the second connector 32 are connected by threads.

[0097] In this application, a threaded connection is used to connect the first connector 12 and the second connector 32, providing reliable mechanical connection strength and excellent sealing performance. This connection method has advantages such as strong connection, high vibration resistance, and reliable sealing, and is particularly suitable for applications with high requirements for connection reliability. The working principle of the threaded connection is based on the mechanical principle of a helical pair. Axial clamping is achieved through the helical movement of the thread, generating a strong clamping force to ensure the reliability of the connection.

[0098] Specifically, a threaded connection refers to machining external threads on the outer surface of the first connector 12 and internal threads on the inner surface of the second connector 32, achieving connection through threaded engagement. Thread parameters include pitch, thread angle, and thread diameter, which need to be designed according to specific load and sealing requirements. During the connection process, rotational motion causes the threaded pairs to mesh, generating axial clamping force. This clamping force not only ensures the connection's strength but also contributes to sealing performance. Threaded connections have good pull-out resistance; even under significant external forces, they will not unexpectedly separate, and the connection can only be released by reverse rotation. This connection method also has a certain self-locking function; under load, the threaded pairs tend to mesh more tightly, improving connection reliability.

[0099] In some embodiments, the first connector 12 and the second connector 32 are connected by a spring clip.

[0100] In this application, the connection between the first connector 12 and the second connector 32 is achieved by using a spring clip connection, combining the advantages of elastic connection and mechanical locking. This achieves both rapid assembly and reliable connection, making it particularly suitable for applications requiring frequent assembly and disassembly or high assembly efficiency. The working principle of the spring clip connection is based on the deformation and recovery of elastic elements. Assembly is achieved through the elastic deformation of the spring clip, and locking is achieved through the elastic restoring force.

[0101] Specifically, elastic retaining rings are typically made of high-strength elastic materials such as spring steel, possessing excellent elasticity and fatigue resistance. The structural design of the retaining ring needs to consider multiple factors, including assembly force, locking force, and fatigue life, ensuring both smooth assembly and reliable locking. During connection, the retaining ring undergoes elastic deformation under external force, allowing the first connector 12 to insert into the second connector 32. When the predetermined position is reached, the retaining ring returns to its original shape, locking the relative positions of the two connectors. The retaining ring connection provides clear assembly feedback; when locked in place, it produces distinct tactile and audible feedback, allowing the user to clearly know whether the connection is correct. This connection method also has a certain degree of compensation capability, adapting to the effects of manufacturing tolerances and thermal deformation.

[0102] In some embodiments, the adjustment structure includes a movable joint.

[0103] In this application, by setting a movable joint as an adjustment structure in the air outlet elbow 3, the continuous adjustment of the central angle of the curved air duct 31 is achieved. This design provides high-precision angle adjustment capability, which can meet the precise defrosting angle requirements, and significantly improves the controllability of the defrosting effect and the applicability of the product. The working principle of the movable joint is similar to that of a human joint, and the angle is continuously changed through the rotation of the joint. It has the advantages of high adjustment precision, intuitive operation, and relatively simple structure.

[0104] Specifically, the movable joint typically consists of components such as a rotating shaft, bearings, and a housing. The rotating shaft serves as the center of rotation, the bearings reduce rotational friction, and the housing provides structural support and sealing protection. In the curved air duct 31, the movable joint divides the duct into two sections. By rotating the joint, the angle between the two sections is changed, thereby adjusting the central angle of the entire curved air duct 31. The rotation range of the joint needs to be determined according to application requirements, typically between 30° and 120°, to meet different angle adjustment requirements. To ensure airflow continuity, a special sealing design is required at the joint to prevent airflow leakage. The joint also needs to have a locking function, reliably locking after adjustment to the appropriate angle to prevent positional displacement during use.

[0105] In some embodiments, the adjustment structure includes a sliding guide rail and a locking mechanism.

[0106] In this application, a combination of a sliding guide rail and a locking mechanism is used as the adjustment structure to achieve precise adjustment and reliable locking of the 31-degree center angle of the curved air duct. This design ensures both the flexibility and accuracy of the adjustment, as well as the stability of the adjusted position, making it particularly suitable for applications requiring high adjustment precision and positional stability. The sliding guide rail provides smooth movement guidance, while the locking mechanism ensures the fixed position after adjustment; the combination of the two achieves high-performance adjustment functionality.

[0107] Specifically, a sliding guide typically consists of a guide rail and a slider. The guide rail provides the motion trajectory, and the slider slides on the guide rail and carries the movable parts. In the application of curved air ducts 31, the sliding guide rail is used to guide the movement of the air duct assembly, changing the geometry of the air duct and thus adjusting the center angle. The sliding guide rail needs to have good guiding accuracy and smooth movement to ensure the continuity and sealing of the air duct during adjustment. The locking mechanism typically uses wedge locks, threaded locks, or other mechanical locking methods to lock the slider on the guide rail after adjustment to the appropriate position, preventing positional displacement under external forces. The locking mechanism also needs to have quick locking and unlocking functions for easy user operation.

[0108] Among them, such as Figure 7As shown, the simulation diagrams compare the defrosting effect within the time specified in the national standard GB11555-2009: In the left area, I represents the simulation diagram of the defrosting effect without connecting to the elbow air outlet, and the right area, II represents the simulation diagram of the defrosting effect with the elbow air outlet.

[0109] like Figure 8 As shown, under the premise of meeting the requirements of the national standard GB11555-2009, the aerodynamic noise comparison simulation diagram is as follows: Among them, the left area III is the aerodynamic noise simulation diagram without the elbow air outlet, and the right area IV is the aerodynamic noise simulation diagram with the elbow air outlet.

[0110] This application provides a vehicle, including: a dashboard 2; the aforementioned defrosting air outlet device is disposed on the dashboard 2.

[0111] In this application, by integrating the defrosting air outlet device into the vehicle and installing it on the dashboard 2, a highly efficient and reliable defrosting function is provided, significantly improving driving safety and passenger comfort, especially in adverse weather conditions such as fog, rain, and snow. This vehicle-level integration demonstrates the practical value and market significance of the technical solution, transforming technological innovation into tangible user value.

[0112] Specifically, as a complex system, integrating a defrosting air vent system into a vehicle requires consideration of coordination with other systems, including the HVAC system, electrical system, and control system. The dashboard 2, as the installation location for the defrosting air vent system, offers advantages such as proximity to the windshield 4, suitable space allocation, and convenient airflow guidance. The defrosting air vent system obtains the necessary hot air for defrosting by connecting to the vehicle's defrosting ductwork. Through optimized airflow direction design, the hot air is directed to the windshield 4 at the optimal angle, achieving efficient defrosting. The entire system responds quickly after vehicle startup, providing the driver with a clear view and ensuring driving safety.

[0113] In one specific embodiment, a certain family sedan frequently experiences frost and ice buildup on its windshield during winter use in northern regions, severely impacting driving safety. Traditional defrosting systems require a considerable amount of time to remove frost, and the defrosting effect is uneven, resulting in blind spots. After adopting the defrosting air vent device of this application, the vehicle's defrosting time is reduced from 8-10 minutes to 4-5 minutes, completely eliminating blind spots. In actual road tests, the vehicle quickly restores clear visibility under various adverse weather conditions, significantly improving driving safety. User feedback indicates that the new defrosting system is not only highly efficient but also quieter, resulting in a significant improvement in comfort.

[0114] In related technologies, traditional vehicle defrosting systems typically employ a simple direct airflow design with a single airflow direction, resulting in limited defrosting effectiveness. This design suffers from problems such as long defrosting times, uneven defrosting results, and blind spots. Especially in extremely cold regions, traditional defrosting systems often cannot meet the demand for rapid defrosting, affecting driving safety. Furthermore, traditional systems lack versatility, making it difficult to adapt to the needs of different vehicle models, thus increasing development and production costs.

[0115] In this embodiment, the integrated application of the defrosting air outlet significantly improves the vehicle's defrosting performance. Optimized airflow design achieves a more efficient defrosting effect, shortens defrosting time, and improves defrosting quality. The modular design allows the same technical solution to be applied to different vehicle models, reducing development costs and enhancing the product's market competitiveness. From a safety perspective, efficient defrosting is directly related to driving safety, and the technical solution of this application makes a significant contribution to improving vehicle safety. From a user experience perspective, the fast, quiet, and uniform defrosting effect greatly improves passenger comfort and enhances the product's user value.

[0116] In some embodiments, a plurality of defrosting air outlets are included, and the plurality of defrosting air outlets are arranged at intervals along the length of the instrument panel 2.

[0117] In this application, by arranging multiple defrosting air outlets at intervals along the length of the dashboard 2, full-coverage defrosting of the windshield 4 is achieved, effectively eliminating defrosting blind spots and ensuring the driver has a completely clear view. At the same time, the distributed design avoids the problems of local overheating and uneven airflow caused by single-point centralized air supply. Multi-point distributed defrosting is an important improvement over traditional single-point defrosting, demonstrating the advantages of systematic design.

[0118] Specifically, multiple defrosting air outlets are arranged along the length of the dashboard 2 at certain intervals. Each outlet is responsible for a specific area of ​​the windshield 4, achieving comprehensive defrosting through multi-point collaborative operation. The spacing needs to be determined based on factors such as the size of the windshield 4, the air outlet range of the defrosting outlets, and the diffusion characteristics of the airflow, ensuring both complete coverage and avoiding mutual interference between adjacent airflows. Each defrosting air outlet can be independently adjusted, allowing for personalized settings based on the defrosting needs of different areas, achieving precise defrosting. The distributed arrangement also offers redundancy advantages; even if one outlet fails, the others can still maintain basic defrosting functions, improving system reliability.

[0119] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “” used herein may also indicate the inclusion of the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated, unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0120] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0121] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A defrosting air outlet device, characterized in that, include: An air outlet body (1) is installed on the dashboard (2) of the vehicle. The air outlet body (1) includes a first air duct (11), one end of which is connected to the defrost air duct of the vehicle. An air outlet elbow (3) is connected to the end of the air outlet body (1) away from the defrosting air duct. The air outlet elbow (3) has a curved air duct (31) that communicates with the first air duct (11). The curved air duct (31) is used to change the airflow direction to reduce the angle between the airflow and the vehicle windshield (4) when the airflow is ejected.

2. The defrosting air outlet device according to claim 1, characterized in that, The air outlet body (1) is provided with a first connector (12) at the end away from the defrosting air duct, and the air outlet elbow (3) includes: The second connector (32) is connected to the first connector (12); A curved duct (33) is connected to the second connector (32), and the curved air duct (31) is formed inside the curved duct (33).

3. The defrosting air outlet device according to claim 2, characterized in that, The curved duct (33) is provided with a guide vane (34), which divides the curved duct (31) into multiple parallel airflow channels.

4. The defrosting air outlet device according to claim 2, characterized in that, The first connector (12) is inclined upward relative to the mounting surface of the air outlet body (1) at an angle of 5°-45°.

5. The defrosting air outlet device according to claim 2, characterized in that, The first connector (12) and the second connector (32) are detachably connected.

6. The defrosting air outlet device according to claim 5, characterized in that, The first connector (12) is inserted into the second connector (32) and connected to the second connector (32) by fasteners.

7. The defrosting air outlet device according to claim 6, characterized in that, The fastener includes a snap-fit ​​buckle (13) and a slot (35) that engage with each other. One of the snap-fit ​​buckle (13) and the slot (35) is disposed on the first connector (12), and the other is disposed on the second connector (32).

8. The defrosting air outlet device according to claim 6, characterized in that, It also includes a sealing ring (5), which is disposed at the connection between the first connector (12) and the second connector (32).

9. The defrosting air outlet device according to claim 1, characterized in that, The air outlet elbow (3) includes an adjustment structure for adjusting the central angle of the curved air duct (31).

10. A vehicle, characterized in that, include: Instrument panel (2); The defrosting air outlet device as described in any one of claims 1-9 is disposed on the instrument panel (2).

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