Ventilation system, air conditioning system, thermal management system and vehicle

Abstract

The present disclosure provides a ventilation system, an air conditioning system, a thermal management system and a vehicle, and relates to the technical field of ventilation systems. The vehicle comprises a plurality of ventilation components arranged at different positions. The ventilation system comprises a plurality of air ducts. The plurality of air ducts comprises a first air duct and a second air duct, and at least one booster unit is arranged in each of the first air duct and the second air duct. The air outlet of the first air duct and the air outlet of the second air duct are used to connect the ventilation components arranged at different positions. The present disclosure can compensate for the static pressure loss of different air ducts and supply air to the ventilation components arranged at different positions, so as to guarantee the ventilation demand of users at different positions in the vehicle.

Description

Technical Field

[0001] This utility model relates to the field of ventilation system technology, and in particular to a ventilation system, air conditioning system, thermal management system and vehicle. Background Technology

[0002] Currently, vehicle air supply systems generally adopt a single blower topology. That is, a blower is installed near a certain air outlet of the vehicle, and the airflow generated by the blower is transmitted sequentially to each air outlet through an air duct network to achieve ventilation inside the vehicle.

[0003] However, since vehicles typically have multiple air vents in different locations, the air vents that are far from the blower (referred to as remote air vents) have a longer duct path to the blower. As a result, the airflow to the remote air vents will generate more static pressure loss, making it difficult for the airflow of the remote air vents to meet the airflow needs of passengers who are close to the remote air vents. Utility Model Content

[0004] This disclosure provides a ventilation system, an air conditioning system, a thermal management system, and a vehicle, which can solve the problem of insufficient airflow from the far-end air outlet caused by the long air duct of a traditional single blower, thus improving the driving and riding experience of users in the vehicle. The technical solution disclosed herein to solve the above-mentioned technical problems is as follows: In a first aspect, this disclosure provides a ventilation system applied to a vehicle, the vehicle including multiple ventilation components disposed at different locations; the system includes: Multiple air ducts; the multiple air ducts include a first air duct and a second air duct, each of which is equipped with at least one pressurization unit; the air outlets of the first air duct and the second air duct are used to connect ventilation components at different locations.

[0005] As can be seen, by setting pressurization units in the first and second air ducts respectively, this disclosure can specifically compensate for the static pressure loss of different air ducts, avoiding the problem of insufficient airflow from ventilation components. Furthermore, it can provide targeted airflow to ventilation components in different locations, ensuring the ventilation needs of users in different positions within the vehicle.

[0006] Based on the above technical solution, the present disclosure can be further improved as follows.

[0007] Furthermore, the ventilation component connected to the air outlet of the first air duct is located in the first ventilation area of ​​the vehicle; the ventilation component connected to the air outlet of the second air duct is located in the second ventilation area of ​​the vehicle, and the first ventilation area and the second ventilation area are different.

[0008] As can be seen, by clearly defining the correspondence between the first and second air ducts and different ventilation areas, this disclosure enables the booster unit to accurately match the static pressure loss requirements of different areas, ensuring that the ventilation components of the first and second ventilation areas can stably output air, thus guaranteeing the ventilation needs of users in different positions inside the vehicle.

[0009] Furthermore, the first ventilation zone and the second ventilation zone are different ventilation zones distributed along the target direction inside the vehicle.

[0010] As can be seen, this disclosure divides the ventilation area according to the target direction, making the layout of the ventilation area inside the vehicle more regular and avoiding the complexity of the air duct design caused by chaotic area division; at the same time, it provides a basis for clarifying the specific dimensions of the target direction and designing the air duct and pressurization scheme in a targeted manner, thereby improving the rationality and feasibility of the overall system layout.

[0011] Furthermore, the target direction is either the length extension direction of the vehicle or the width extension direction of the vehicle.

[0012] As can be seen, this disclosure concretizes the target direction into the actual spatial dimensions of the vehicle, so that the ventilation area division is completely consistent with the physical structure of the vehicle, and can be adapted to the spatial layout of different models (such as 5-seater vehicles, 7-seater vehicles, etc.) (such as longitudinal partitioning from the front row to the rear row, and lateral partitioning from the left to the right row), ensuring that the ventilation system can be applied to various types of vehicles and improving the universality of the solution.

[0013] Furthermore, the air duct connected to the first target ventilation component includes a main air duct and a branch air duct; the first target ventilation component is a ventilation component connected to a first air duct or a second air duct; the air outlet of the main air duct is used to connect to the air inlet of the branch air duct, and the air outlet of the branch air duct is used to connect to the first target ventilation component; the main air duct corresponding to the first target ventilation component is the same as that of at least one second target ventilation component, and the branch air ducts are different; the second target ventilation component is a ventilation component located in the same ventilation area as the first target ventilation component.

[0014] As can be seen, this disclosure divides the air duct connected to the first target ventilation component into a structure that combines a main air duct and a branch air duct. The main air duct is responsible for delivering basic airflow to multiple ventilation components, while the branch air duct is responsible for accurately distributing the airflow to a single ventilation component. This ensures sufficient airflow supply to each ventilation component within the same ventilation area and enables independent airflow control for a single ventilation component.

[0015] Furthermore, at least one pressurization unit is installed in the main air duct corresponding to the first target ventilation component.

[0016] As can be seen, the pressurization unit in the main air duct can compensate for the overall static pressure loss of the main air duct (especially the pressure loss of long air ducts), and provide sufficient basic airflow for all branch air ducts under the same main air duct; there is no need to set up a separate pressurization unit for each branch, which reduces the number of pressurization units, reduces the complexity and manufacturing cost of the system, and at the same time ensures the overall air outlet efficiency of the far area.

[0017] Furthermore, at least one pressurization unit is installed in the branch duct corresponding to the first target ventilation component.

[0018] It is evident that installing a pressurization unit in the branch duct can specifically compensate for the local static pressure loss of a single branch duct (such as pressure loss caused by bends or narrow diameters in the branch duct); it can adapt to the differentiated air output requirements of different branch ventilation components (such as one branch requiring higher air volume and another branch requiring conventional air volume), achieve precise pressurization of a single ventilation component, avoid excessive or insufficient air output in some branches due to one-size-fits-all pressurization, and improve the personalized adaptability of far-area air output.

[0019] Furthermore, the target ventilation area includes at least one sub-ventilation area; the target ventilation area is either a first ventilation area or a second ventilation area; the main air ducts corresponding to the ventilation components included in the same sub-ventilation area are the same, and the branch air ducts are different.

[0020] As can be seen, this disclosure further subdivides the target ventilation area into multiple sub-ventilation areas, so that ventilation components within the same sub-ventilation area share the main path and have independent branch paths; this not only ensures the overall air supply efficiency for a single sub-ventilation area, but also simplifies the duct layout within a single sub-ventilation area, and allows for the development of differentiated pressurization strategies for different sub-ventilation areas (such as the rear left side area and the rear right side area).

[0021] Furthermore, when the target direction is the length extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the width extension direction of the vehicle.

[0022] As can be seen, when the target direction is the length extension direction of the vehicle (such as from the front seats to the rear seats), each sub-ventilation area is distributed along the width extension direction of the vehicle (such as from the left door to the right door), perfectly matching the lateral spatial layout of the vehicle's longitudinal ventilation area (such as the rear seats) (such as the left, middle, and right rear seat areas). This ensures that ventilation components at different lateral positions in the longitudinal ventilation area (such as the left rear air vent and the right rear air vent) can receive precise pressurization, avoiding uneven airflow caused by lateral position differences, and improving the driving and riding experience of users at different lateral positions in the longitudinal ventilation area.

[0023] Furthermore, when the target direction is the width extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the length extension direction of the vehicle.

[0024] As can be seen, when the target direction is the width extension direction of the vehicle (such as from the left door to the right door), each sub-ventilation area is distributed along the length extension direction of the vehicle (such as from the front seat to the rear seat), conforming to the longitudinal spatial layout of the vehicle's lateral ventilation area (such as the right side area) (such as the right front air vent and the right rear air vent). This ensures that the ventilation components at different longitudinal positions in the lateral ventilation area can receive precise pressurization, avoiding weak airflow caused by differences in longitudinal position, and improving the driving and riding experience of users at each longitudinal position in the lateral ventilation area.

[0025] Furthermore, the booster unit includes at least one motor and at least one impeller; for any one of the at least one impellers, any impeller is connected to at least one motor.

[0026] As can be seen, this disclosure clearly defines the core structure (motor + impeller) and power transmission relationship (motor drives impeller) of the booster unit, ensuring that the booster unit can generate a stable boosting effect by driving the impeller to rotate through the motor, avoiding boosting failure due to unclear structure (such as impeller not being driven by power); at the same time, it provides a foundation for the design of subsequent multi-impeller booster units (such as dual impellers, multi-impellers), improving the reliability and functional expandability of the booster unit.

[0027] Furthermore, the booster unit includes an axial flow booster fan and / or a centrifugal booster fan.

[0028] As can be seen, this disclosure clearly defines the specific types of booster units. For example, axial flow booster fans can be adapted to long straight air ducts (such as main air ducts), have low air resistance, and are suitable for long-distance boosting; centrifugal booster fans can be adapted to curved / branch air ducts (such as branch air ducts), and can increase air pressure by changing the airflow direction; the appropriate booster fan can be selected according to the actual structure of the air duct (straight section, curved section, branch) to ensure the best boosting effect in different air duct scenarios and avoid low boosting efficiency caused by mismatch between fan type and air duct.

[0029] Secondly, this disclosure provides an air conditioning system, including the ventilation system provided in the first aspect of this disclosure and any one of them.

[0030] Thirdly, this disclosure provides a thermal management system, including the ventilation system provided in the first aspect and any one thereof.

[0031] Fourthly, this disclosure provides a vehicle that includes a ventilation system provided in the first aspect of this disclosure and any of the above-described ventilation systems, or an air conditioning system provided in the second aspect of this disclosure, or a thermal management system provided in the third aspect of this disclosure.

[0032] Understandably, the beneficial effects that the air conditioning system described in the second aspect, the thermal management system described in the third aspect, and the vehicle described in the fourth aspect can achieve can be referred to the beneficial effects that the ventilation system described in the first aspect and any of them can achieve, and will not be repeated here. Attached Figure Description

[0033] Figure 1 A schematic diagram of a single blower topology provided for the prior art; Figure 2 This is a schematic diagram of a ventilation system provided in an embodiment of this application; Figure 3 A schematic diagram of the ventilation area of ​​a 5-seater vehicle provided in an embodiment of this application; Figure 4 This application provides a schematic diagram of the interior space of a vehicle. Figure 5 A schematic diagram of the topology of an air duct provided in an embodiment of this application; Figure 6 This application provides a schematic diagram of the seat distribution in a vehicle. Figure 7 This is a schematic diagram of another vehicle seat distribution provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of this application, unless otherwise stated, " / " indicates that the objects before and after are in an "or" relationship. For example, A / B can represent A or B. "And / or" in this application is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. Furthermore, in the description of this application, unless otherwise stated, "multiple" refers to two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple. Furthermore, to facilitate a clear description of the technical solutions in the embodiments of this application, the terms "first" and "second" are used in the embodiments of this application to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" are not necessarily different. Meanwhile, in the embodiments of this application, words such as "exemplary" or "for example" are used to indicate that something is being used as an example, illustration, or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes.

[0035] Currently, vehicles commonly use a single blower topology. See also Figure 1 This is a schematic diagram of a single blower topology provided by existing technology. (Example:) Figure 1 As shown, a blower 101 is installed in a specific area of ​​the vehicle (such as the front compartment of a five-seat passenger car). The blower 101 can be connected to each air outlet of the vehicle through corresponding air ducts to deliver airflow to each air outlet. For example, the blower 101 can be connected to the air outlet 102 near the blower 101 through air duct 103, and the blower 101 can deliver airflow to the air outlet 102 through air duct 103. As another example, the blower 101 can be connected to the air outlet 104 away from the blower 101 through air duct 105, and the blower 101 can deliver airflow to the air outlet 104 through air duct 105.

[0036] However, since the air vents of the vehicle are distributed in different locations (e.g., near the center console screen, near the bottom of the driver's seat, near the bottom of the passenger seat, near the armrest, near the bottom of the rear seats, near each door, etc.), the farther the distance between the air vent and the blower, the longer the air duct connecting the air vent and the blower. The longer the airflow generated by the blower passes through the air duct, the greater the static pressure loss, which continuously reduces the airflow volume. This may result in insufficient airflow from air vents located far from the blower (which can also be referred to as remote air vents in this embodiment), making it difficult to meet the airflow needs of users near those air vents.

[0037] In one existing technology, the total air volume output by the blower can be increased by increasing the blower's rotational speed, thereby increasing the air volume at the far-end air outlet. However, increasing the blower's rotational speed not only increases the vehicle's overall energy consumption but also increases interior noise, which is detrimental to the driving and riding experience of the vehicle's occupants.

[0038] In another existing technology, a blower can be added near the remote air outlet to supply air independently to the remote air outlet. However, adding a blower will significantly increase the complexity and cost of the vehicle's air blowing system (e.g., it requires resetting the connection between each remote air outlet and the new blower).

[0039] To address the aforementioned issues, this application provides a ventilation system, an air conditioning system, a thermal management system, and a vehicle. These systems can solve the problem of insufficient airflow from the far-end air outlets caused by the long air ducts of traditional single blowers. By specifically compensating for the static pressure loss in different air ducts, targeted airflow can be delivered to ventilation components in different locations to ensure the ventilation needs of users in different positions within the vehicle, thereby improving the driving and riding experience for users inside the vehicle.

[0040] The ventilation system provided in this application embodiment can be applied to vehicles, which include ventilation components installed in different locations. Ventilation components are components used to expel airflow; they can also be referred to as vents, exhaust vents, air conditioning vents, etc.

[0041] The ventilation system provided in this application includes multiple air ducts; at least one pressurization unit is respectively provided in the first air duct and the second air duct; the air outlet of the first air duct and the air outlet of the second air duct are used to connect ventilation components at different locations of the vehicle.

[0042] For example, Figure 2 This is a schematic diagram of a ventilation system provided in an embodiment of this application. Figure 2As shown, the ventilation system provided in this embodiment may include: a blower unit 210, an air duct 221, an air duct 222, and an air duct 223. The air outlet of the blower unit 210 is connected to the air inlets of the air ducts 221, 222, and 223, respectively. The air outlet of the air duct 221 is connected to the air inlet of the vehicle's ventilation component 231 to deliver the airflow generated by the blower unit 210 to the ventilation component 231, and then out through the ventilation component 231. The air outlet of the air duct 222 is connected to the air inlet of the vehicle's ventilation component 232 to deliver the airflow generated by the blower unit 210 to the ventilation component 232, and then out through the ventilation component 232. The air outlet of the air duct 223 is connected to the air inlet of the vehicle's ventilation component 233 to deliver the airflow generated by the blower unit 210 to the ventilation component 233, and then out through the ventilation component 233.

[0043] In this embodiment, air duct 221 can be considered as the first air duct, and air duct 222 can be considered as the second air duct. The ventilation component 231 connected to the air outlet of air duct 221 and the ventilation component 232 connected to the air outlet of air duct 222 are located at different positions in the vehicle. A pressurization unit 221A is provided in air duct 221. A pressurization unit 222A is provided in air duct 222.

[0044] It should be noted that, although Figure 2 Not shown in the image, however, Figure 2 The ventilation system shown may include ducts 221, 222, and 223, and may also include other ducts. In addition to pressurization unit 221A, duct 221 may also include other pressurization units. Similarly, in addition to pressurization unit 222A, duct 222 may also include other pressurization units.

[0045] Furthermore, the first air duct in the embodiments of this application does not specifically refer to a fixed air duct. Similarly, the second air duct in the embodiments of this application does not specifically refer to a fixed air duct. The first air duct and the second air duct can be any two air ducts that are not completely identical (e.g., the main road is the same but the side roads are different, or both the main road and the side roads are different).

[0046] Specifically, the blower unit is used to draw in fresh air from outside the vehicle or recirculated air from inside the vehicle. After initially pressurizing the drawn-in air, it delivers the airflow through its own outlet to the air inlets of each duct, providing initial airflow power for the entire ventilation system. The blower unit's outlet can be designed with a single main outlet and multiple branch outlets. These branch outlets evenly distribute the airflow from the main outlet to the air inlets of multiple ducts, preventing insufficient airflow in any duct due to uneven initial airflow distribution. Furthermore, the connections between the multiple branch outlets and the air inlets of each duct can be sealed with seals (such as rubber sealing rings) to prevent airflow leakage and pressure loss.

[0047] In some examples, the blower unit can be a blower.

[0048] The air duct can adopt a tubular structure to deliver the airflow generated by the blower unit to the corresponding ventilation components. Specifically, the air duct can be made of plastic material with certain rigidity and heat insulation properties. The plastic material can ensure the structural stability of the air duct during vehicle operation, making it less prone to deformation due to vibration, and can also reduce heat exchange between the airflow and the external environment during transportation, avoiding unexpected changes in the temperature of the airflow output by the ventilation system.

[0049] The routing of each air duct can be optimized based on the vehicle's interior space layout. For example, the duct connecting the front ventilation components can be arranged below the dashboard, while the duct connecting the rear ventilation components can be arranged along the side of the chassis or under the seats to minimize the impact on passenger space. Furthermore, the inner walls of the ducts can be smoothed to reduce airflow resistance caused by rough inner walls, thereby improving airflow efficiency.

[0050] It should be noted that the number of pressurization units in each air duct is not fixed at one. For vehicles with long air ducts (e.g., exceeding 3 meters) or those requiring high ventilation volume (such as commercial vehicles), two or more pressurization units can be installed in the same air duct. These pressurization units can be arranged at intervals along the length of the air duct to form a multi-stage pressurization structure. For example, in an air duct 3.5 meters long, a pressurization unit can be installed at 1 meter and 2.5 meters away from the blower unit. The first-stage pressurization unit initially pressurizes the airflow, and the second-stage pressurization unit further pressurizes the initially pressurized airflow to ensure that the airflow maintains sufficient pressure and air volume after long-distance transportation.

[0051] As can be seen, the ventilation system provided in this application embodiment, by setting pressurization units in the first and second air ducts connecting different ventilation components, can pressurize the airflow flowing to different ventilation components separately, effectively compensating for the static pressure loss of the airflow during transportation and ensuring that different ventilation components can obtain sufficient and stable air volume. Furthermore, since the ventilation components corresponding to the first and second air ducts are located in different positions, their respective pressurization units can work independently, reducing mutual interference between airflows at different locations and better meeting the personalized air volume needs of users in different positions within the vehicle. In addition, this application embodiment does not require an additional independent air conditioning unit; the improved ventilation effect can be achieved simply by adding pressurization units in the air ducts. This does not significantly increase the complexity and cost of the ventilation system, nor does it excessively occupy vehicle interior space. It is applicable to the ventilation system design of various vehicle models, such as five-seater and seven-seater models, and is beneficial to the user's driving and riding experience.

[0052] In addition, in some embodiments, the ventilation component connected to the air outlet of the first air duct is located in a first ventilation area included in the vehicle; the ventilation component connected to the air outlet of the second air duct is located in a second ventilation area included in the vehicle, and the first ventilation area and the second ventilation area are different.

[0053] From the perspective of vehicle space layout adaptability, the division of the first and second ventilation zones aligns with the actual driving and passenger space structure of the vehicle. For example, in a 5-seater passenger vehicle, the area behind the left rear seat (behind the driver and front passenger seats) can be designated as the first ventilation zone, and the area behind the right rear seat as the second ventilation zone. Similarly, in a 7-seater MPV, the area behind the second-row seats can be designated as the first ventilation zone, and the area behind the third-row seats as the second ventilation zone, and so on.

[0054] It should be noted that the vehicle may also include a near-blow unit area. The near-blow unit area is the area where the blower unit is located, or the area closest to the blower unit. Because the ventilation components included in the near-blow unit area are close to the blower unit and the air ducts are short, a booster fan may not be installed in the air ducts connecting the ventilation components in the near-blow unit area to the blower unit; the air can be supplied directly by the airflow generated by the blower unit. Alternatively, at least one booster fan may be installed in each air duct connecting the ventilation components in the near-blow unit area to the blower unit to further increase the pressure of the airflow generated by the blower unit and flowing to the ventilation components included in the near-blow unit area.

[0055] In this scenario, the first and second ventilation zones are areas farther from the blower unit than the areas near the blower unit, and are more prone to pressure loss during airflow. (See example for a 5-seater vehicle.) Figure 3The vehicle may include ventilation area 310, ventilation area 320, and ventilation area 330. Ventilation area 310 is the area where the front seats of the vehicle are located, ventilation area 320 is the area where the left rear seat of the vehicle is located, and ventilation area 330 is the area where the right rear seat of the vehicle is located. If the blower unit is located in ventilation area 310, or in the front area of ​​the vehicle near ventilation area 310, then ventilation area 310 is the near-blower unit area described in the above embodiment. Ventilation area 320 can be regarded as the first ventilation area in this application embodiment, and ventilation area 330 can be regarded as the second ventilation area in this application embodiment. The air duct connected to the ventilation component in ventilation area 320 can be regarded as the first air duct in this application embodiment, and the air duct connected to the ventilation component in ventilation area 330 can be regarded as the second air duct in this application embodiment. At least one pressurization unit is provided in the first air duct and the second air duct, respectively.

[0056] Specifically, the blower can be installed in the interior space below the front dashboard. This location is close to the front ventilation components and makes reasonable use of the transition space between the front compartment and the passenger compartment, avoiding excessive occupation of passenger space. In this layout, the ventilation components near the blower unit area can include air vents located on the left and right sides of the front dashboard, as well as air vents in the center of the center console. The air duct length between these ventilation components and the blower unit is generally short. After the airflow flows out of the blower unit's outlet, it only needs to travel a short distance to reach these ventilation components. The static pressure loss caused by friction and local resistance along the way is minimal. Therefore, there is no need to install an additional pressurization unit. The initial air pressure of the blower unit alone can ensure that these ventilation components output sufficient and stable airflow to meet the ventilation needs of the front passengers.

[0057] The rear passenger area, serving as both the first and second ventilation zones, features ventilation components arranged to suit the comfort of rear passengers. For example, a circular vent is located in the center of the rear left door trim panel, a square vent in the center of the rear right door trim panel, and a long, narrow vent at the rear center armrest. The air ducts between these rear ventilation components and the blower unit extend rearwards from below the front dashboard, along the gaps in the crossbeams under the front seats, or through pre-reserved channels on the side of the vehicle chassis. These ducts are generally quite long, significantly longer than those in the front. During airflow, the increased duct length leads to friction between the airflow and the duct walls, creating frictional resistance. Additionally, localized resistance occurs at bends and forks in the duct. This combined resistance results in a significant drop in air pressure when the air reaches the rear ventilation components. Without pressurization measures, weak airflow and insufficient air volume from the rear vents can easily occur.

[0058] Therefore, pressurization units are installed in both the first and second air ducts. For example, a pressurization unit can be installed near the underside of the rear seat in the air duct connecting to the ventilation components of the left rear door (i.e., the first air duct); another pressurization unit can be installed symmetrically in the air duct connecting to the ventilation components of the right rear door (i.e., the second air duct). These pressurization units can repressurize the airflow during operation, compensating for static pressure losses during long-distance transport, restoring the pressure and airflow to the rated level when the air reaches the rear ventilation components, ensuring that passengers farther from the blower unit also receive sufficient ventilation.

[0059] As can be seen, by clearly defining the correspondence between the first and second air ducts and different ventilation areas, the supercharging unit can accurately match the static pressure loss requirements of different areas, ensuring that the ventilation components of the first and second ventilation areas can stably output air, thus guaranteeing the ventilation needs of users in different positions in the vehicle (e.g., the left rear seat or the right rear seat).

[0060] Specifically, for areas near the blower unit (such as the front row area), since the blower unit is close to or located in this area, the airflow delivery distance is short and the resistance along the way is small. Sufficient air supply can be achieved without the need for the blower unit to operate at high speed. This not only avoids the high-frequency wind noise caused by forcibly increasing the speed of the blower unit to meet the needs of the far area in the traditional solution, but also reduces the extra energy consumption generated by the long-term high-load operation of the blower unit and extends the service life of the blower unit.

[0061] For the first and second ventilation zones, the pressurization units in each air duct can accurately compensate for the static pressure loss during long-distance airflow. Even when far from the blower unit, the ventilation components in the first and second ventilation zones can still output a stable and sufficient air volume, completely improving the industry pain points of weak rear exhaust air and uneven left and right airflow in traditional single blower systems.

[0062] Furthermore, the pressurization units in the first and second air ducts can be independently adjusted, adapting to the individualized airflow needs of passengers in each area. This overcomes the limitations of traditional solutions where the airflow of remote ventilation components is uniformly controlled and cannot be differentiated. In addition, this solution does not require the addition of complex components such as evaporators and electronically controlled valves as with adding independent rear air conditioning units. Functional upgrades can be achieved simply by adding pressurization units to the existing air ducts, significantly reducing the overall complexity and manufacturing cost of the ventilation system. It also reduces the space occupied in the rear of the vehicle and can flexibly adapt to the design requirements of various models, including five-seater vehicles. While improving driving and riding comfort, it also takes into account the economy and practicality of the ventilation system.

[0063] In addition, in some embodiments, the first ventilation area and the second ventilation area are ventilation areas distributed along the target direction inside the vehicle.

[0064] Specifically, the division of ventilation zones can be based on the natural layout logic of the vehicle's interior passenger space, with a clear directional direction as the benchmark for orderly arrangement. This ensures that the ventilation zones present an orderly spatial distribution, rather than being randomly divided. The target direction can align with the spatial distribution characteristics of passengers' ventilation needs during daily vehicle use, such as the seating arrangement of passengers inside the vehicle, or the direction in which airflow is more efficient when transported within the vehicle.

[0065] As can be seen, this disclosure divides the ventilation areas according to the target direction, making the layout of the ventilation areas inside the vehicle more regular and avoiding the complexity of the air duct design caused by chaotic area division. At the same time, it provides a basis for subsequently clarifying the specific dimensions of the target direction and designing the air duct and pressurization scheme accordingly, improving the rationality and feasibility of the overall system layout. This division method also allows the airflow delivery path to extend more closely to the target direction, reducing unnecessary turns in the air duct caused by disordered direction, further reducing the local resistance of the airflow during the delivery process, indirectly helping to improve the stability of the airflow reaching each ventilation area, and providing a better spatial layout basis for subsequent precise compensation of static pressure loss through the pressurization unit.

[0066] In some embodiments, the target direction is the length extension direction of the vehicle, or the width extension direction of the vehicle.

[0067] Specifically, the length extension direction of a vehicle refers to the horizontal direction from the front end of the vehicle to the rear end (or from the rear end to the front end). The length extension direction of a vehicle is consistent with the direction of travel when the vehicle is moving, and it is the most important longitudinal dimension of the vehicle's interior space.

[0068] When dividing the interior space of a vehicle into ventilation zones along its length, if the blower unit is located at the front of the vehicle, the area near the blower unit can be considered the front passenger space. For example, the area where the front seats are located in a five-seater vehicle or a seven-seater vehicle. The first and second ventilation zones are distributed sequentially towards the rear of the vehicle along its length, such as the area where the second and third rows of seats are located in a seven-seater vehicle.

[0069] The width extension direction of a vehicle refers to the horizontal direction from one side door to the other, which is perpendicular to the length extension direction of the vehicle and corresponds to the lateral distribution dimension of the vehicle's interior space. For example, see... Figure 4 The width extension direction of the vehicle refers to the horizontal direction from door 410 to door 411 (or the horizontal direction from door 411 to door 410). That is, the width extension direction of the vehicle is... Figure 4 The direction of Ly shown is the width of the vehicle. The width of the vehicle is the most important lateral dimension of the interior space.

[0070] When dividing the interior space of a vehicle into ventilation zones according to the width of the vehicle, if the blower unit is located slightly to the left of the center of the front dashboard, the left side of the vehicle (e.g., Figure 4 The ventilation area 421 shown can be considered as the area near the blower unit, where the air duct extends directly from the left air outlet of the blower unit, with a short distance and low resistance; while the middle area of ​​the vehicle (e.g., Figure 4 The ventilation area 422 shown), the right side area of ​​the vehicle (e.g., Figure 4 The ventilation zone 423 shown can be used as the first ventilation zone and the second ventilation zone, respectively.

[0071] It should be noted that, regardless of whether the division is based on the length or width of the vehicle, the choice of both target directions is based on the existing physical structure of the vehicle. No additional modifications to the vehicle body frame are required. The layout of the air ducts can make full use of the space reserved in the vehicle chassis, under the seats, and door interior panels, avoiding problems such as difficulties in air duct layout or excessive occupation of passenger space due to unreasonable division of ventilation areas.

[0072] As can be seen, this application embodiment concretizes the target direction into the actual spatial dimensions of the vehicle (length extension direction: from the front to the rear of the vehicle, width extension direction: from one door to the other), making the ventilation area division perfectly fit the physical structure of the vehicle. This allows it to adapt to the spatial layout of different vehicle models (such as 5-seater vehicles, 7-seater vehicles, etc.) (such as longitudinal partitioning from the front to the rear rows, and lateral partitioning from the left to the right sides), ensuring that the ventilation system can be applied to various types of vehicles and improving the universality of the solution. Furthermore, when dividing according to the length extension direction, it can accurately match the core need for pressurization in the middle and rear rows of the vehicle due to the long air ducts, effectively solving the problem of weak ventilation in the middle and rear rows. When dividing according to the width extension direction, it can specifically solve the problem of uneven airflow on the left and right sides of the vehicle due to different distances from the blower unit. The two division methods correspond to the ventilation pain points in different dimensions of the vehicle, further expanding the applicable scenarios of the ventilation system. This solution can meet the needs of different vehicle models and different ventilation requirements, while not requiring major modifications to the vehicle structure, thus reducing the system's modification costs and implementation difficulty.

[0073] In addition, in some embodiments, the air duct connected to the first target ventilation component includes a main air duct and a branch air duct; the first target ventilation component is a ventilation component connected to a first air duct or a second air duct; the air outlet of the main air duct is used to connect to the air inlet of the branch air duct, and the air outlet of the branch air duct is used to connect to the first target ventilation component; the main air duct corresponding to the first target ventilation component is the same as that of at least one second target ventilation component, and the branch air ducts are different; the second target ventilation component is a ventilation component located in the same ventilation area as the first target ventilation component.

[0074] Specifically, the first target ventilation component can be any ventilation component connected to the first or second air duct. See also Figure 5 The air duct connecting the first target ventilation component 510 to the blower unit 500 may include a main air duct 520 and a branch air duct 521. Similarly, the air duct connecting the second target ventilation component 530 to the blower unit 500 may include a main air duct 520 and a branch air duct 522. Therefore, the first target ventilation component 510 and the second target ventilation component 530 share the same main air duct 520, differing only in their branch air ducts. The air inlet of the main air duct 520 is directly connected to the air outlet of the blower unit 500.

[0075] Specifically, the diameter of the main duct can be designed based on the total airflow requirements of the first target ventilation component and each of the second target ventilation components. For example, see [link to relevant documentation]. Figure 5 The main air duct 520 simultaneously meets the airflow delivery requirements of the first target ventilation component 510 and the second target ventilation component 530 when they are operating at maximum airflow, ensuring that the main air duct 520 can provide sufficient basic airflow to the entire ventilation area where the first target ventilation component 510 and the second ventilation component 530 are located.

[0076] Branch ducts are diversion channels that extend from the main duct to individual ventilation components, in order to... Figure 5 Taking the branch duct 521 as an example, its air inlet is connected to the air outlet of the main duct 520, and its air outlet is sealed to the air inlet of the first target ventilation component 510. The pipe diameter is designed according to the single air volume requirement of the first target ventilation component 510 and is smaller than the pipe diameter of the main duct 520. The air inlet of the branch duct 522 is also connected to the same air outlet of the main duct 520, and its air outlet is connected to the air inlet of the second target ventilation component 530. The pipe diameter matches the air volume requirement of the ventilation component 530. Under this design, the airflow output by the blower unit 500 is first uniformly transported through the main duct 520, and then distributed to the first target ventilation component 510 and the second target ventilation component 530 respectively through two independent branch ducts (branch duct 521 and branch duct 522), realizing independent airflow transport of different ventilation components in the same ventilation area.

[0077] As can be seen, the embodiments of this application divide the air ducts connecting the various ventilation components into a structure combining a main air duct and branch air ducts. The main air duct is responsible for supplying basic airflow to the entire area where the ventilation components are located, while the branch air ducts are responsible for precisely distributing the airflow to individual ventilation components. This ensures sufficient airflow supply to the overall ventilation area while enabling independent airflow control for individual ventilation components, avoiding uneven airflow caused by multiple ventilation components sharing a single air duct, and improving the precision of ventilation control. Furthermore, this structure combining main and branch air ducts reduces the total length of the air ducts and the space occupied. If multiple ventilation components in the same ventilation area each extend long air ducts from the blower unit, it will significantly increase the space occupied in the vehicle interior and the cost of air duct materials. Sharing a main air duct can effectively simplify the air duct layout and reduce space and cost consumption. In addition, the main air duct can centrally solve the problem of airflow pressurization for long-distance delivery in remote areas (a pressurization scheme can be designed specifically for this purpose in the future), eliminating the need to configure a separate pressurization structure for each branch air duct, further improving the system's economy and simplicity, and highly aligning with the design goals of reducing airflow resistance and ensuring stable airflow.

[0078] In addition, in some embodiments, at least one pressurization unit is provided in the main air duct corresponding to the first target ventilation component.

[0079] Specifically, the main duct, serving as a centralized airflow delivery channel for multiple ventilation components, has the core function of transporting the airflow output from the blower unit from its source to the corresponding ventilation area. During the airflow's journey along the main duct, friction against the duct's inner wall generates frictional resistance, while localized resistance occurs at duct bends and bifurcation points connecting to branch ducts. These two types of resistance cause a continuous decrease in the static pressure of the airflow. Without pressurization compensation, even if the airflow reaches the corresponding ventilation area, its remaining pressure may not be sufficient to meet the simultaneous airflow requirements of all ventilation components within that area, resulting in weak airflow from all branch duct components.

[0080] Installing a pressurization unit in the main duct can compensate for the overall static pressure loss of the main duct (especially the pressure loss in long ducts), providing sufficient basic airflow for all branch ducts under the same main duct. For example, see [link to article]. Figure 5 A pressurization unit is installed in the main air duct 520. It can pressurize the airflow flowing to the branch air ducts 521 and 522 together.

[0081] In this configuration, there is no need to install separate pressurization units for each branch, reducing the number of pressurization units required and lowering the complexity and manufacturing cost of the ventilation system, while ensuring the overall airflow efficiency of each ventilation area. This design also avoids the airflow pressure imbalance that may be caused by separate pressurization of each branch within the corresponding ventilation area. By centrally pressurizing the main line, the airflow pressure entering the second ventilation area is first ensured to be uniform. Then, through the reasonable distribution of branch ducts, the airflow from each ventilation component in the area remains stable and consistent. This effectively solves the problem of insufficient overall airflow caused by the long duct and high resistance of the far-end ventilation components in traditional single blower systems, further improving passenger comfort.

[0082] In addition, in some embodiments, at least one pressurization unit is provided in the branch duct corresponding to the first target ventilation component.

[0083] Branch ducts, as terminal distribution channels extending from the main duct to individual ventilation components, are typically shorter than the main duct. However, in actual layouts, they may have more local resistance points due to space constraints. For example, to adapt to the vehicle's interior structure, branch ducts may need to be designed with right-angle turns (such as turning from under the seat to the door trim panel), or narrow-diameter pipes may be used due to limited installation space. These factors can lead to local static pressure losses in the airflow within the branch ducts. Furthermore, different ventilation components within the same ventilation area may have different airflow requirements. For instance, the rear center armrest vent needs to meet the direct airflow requirement for the middle rear passenger (higher airflow requirement), while the rear left-side seat vent only needs to provide auxiliary ventilation for side passengers (lower airflow requirement). Relying solely on the concentrated pressurization of the main duct is insufficient to simultaneously meet these individualized needs.

[0084] Therefore, installing a pressurization unit in the branch duct allows for both precise pressure replenishment and personalized adjustment. For example, see [link to article]. Figure 5 The first target ventilation component 510 and the second target ventilation component 530 share a main air duct 520, and correspond to branch air ducts 521 and 522 respectively. A pressurization unit 5221 can be installed in the branch air duct 522 to pressurize the airflow towards the second target ventilation component 530. Additionally, a pressurization unit can also be installed in the branch air duct 521. Figure 5 (not shown in the image) to pressurize the airflow toward the first target ventilation component 510.

[0085] In this scenario, targeted compensation can be provided for localized static pressure losses in individual branch ducts (such as pressure losses caused by bends or narrow diameters in the branch); it can adapt to the differentiated airflow requirements of different branch ventilation components (such as one branch requiring higher airflow while another requires normal airflow), achieving precise pressurization of individual ventilation components and avoiding over- or under-pressurization in some branches, thus improving the personalized adaptability of airflow in distant areas. Simultaneously, the independent control characteristics of the branch pressurization unit can be combined with the vehicle's intelligent ventilation algorithm (such as automatically adjusting the airflow of the corresponding ventilation component based on passenger location recognition) to further optimize the ventilation experience in distant areas, meeting personalized needs while avoiding unnecessary energy waste, thus balancing comfort and economy.

[0086] In addition, in some embodiments, the target ventilation area includes at least one sub-ventilation area; the target ventilation area is a first ventilation area or a second ventilation area; the main air ducts corresponding to the ventilation components included in the same sub-ventilation area are the same, and the branch air ducts are different.

[0087] Specifically, a sub-ventilation zone is a functional subdivision of the first or second ventilation zone, which can be based on the ventilation needs of local driving scenarios within the first or second ventilation zone. For example, ventilation components that are close to each other and have coordinated functions can be grouped into the same sub-ventilation zone, enabling them to achieve efficient airflow by sharing the main air duct, while meeting their own precise air delivery needs through independent branch air ducts.

[0088] In this configuration, ventilation components within the same sub-ventilation area share a main air duct, reducing the total length and intersecting layout of the ducts within that area and minimizing the space occupied inside the vehicle (e.g., preventing multiple main air ducts from intertwining under the rear seats). Independent branch air ducts ensure precise airflow adjustment for each individual ventilation component. Furthermore, the independent main air duct design for different sub-ventilation areas provides a structural basis for developing differentiated pressurization and airflow control strategies for each area, allowing the ventilation system to more flexibly adapt to diverse driving and riding needs in the remote space. This improves ventilation efficiency while simplifying the overall system layout and control logic.

[0089] Additionally, in some embodiments, when the target direction is the length extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the width extension direction of the vehicle.

[0090] For example, Figure 6 This is a schematic diagram of the seat distribution in a vehicle provided as an embodiment of this application. Figure 6As shown, the vehicle is a 7-seater with three rows of seats. The first row consists of a driver's seat and a front passenger seat. The second row consists of two seats: the left and right seats. The third row consists of three seats: the left, middle, and right seats. With the target direction being the length extension of the vehicle, the target vehicle can be divided into ventilation zones 610 (where the first row of seats is located), 620 (where the second row of seats is located), and 630 (where the third row of seats is located). Multiple ventilation components are distributed within each of ventilation zones 610, 620, and 630.

[0091] If the blower unit is located in the ventilation area 610, or is located closer to the ventilation area 610 than the ventilation areas 620 and 630, then the ventilation area 610 can be considered as the area near the blower unit. The ventilation area 620 can be considered as the first ventilation area, and the ventilation area 630 can be considered as the second ventilation area.

[0092] Ventilation area 620 may include sub-ventilation areas 621, 622, and 623 distributed along the width extension direction of the vehicle. Ventilation area 630 may include sub-ventilation areas 631, 632, and 633 distributed along the width extension direction of the vehicle.

[0093] Specifically, each ventilation component within a sub-ventilation area shares a main duct and corresponds to different branch ducts. A booster fan can be installed in the main duct to pressurize the airflow to each ventilation component flowing into the same sub-ventilation area.

[0094] In this situation, users in adjacent seats can have a similar ventilation experience, avoiding the difference in physical sensation caused by uneven ventilation (such as one side being stuffy and the other side being cool), thus improving the overall driving and riding comfort.

[0095] Alternatively, booster fans can be installed in each branch duct to pressurize the airflow directed to different ventilation components.

[0096] In this scenario, users in different seats can have different ventilation experiences based on their individual needs.

[0097] As can be seen, when the target direction is longitudinal (e.g., from the front seats to the rear seats), the target second ventilation area is distributed laterally (e.g., from the left door to the right door), perfectly matching the lateral spatial layout of the vehicle's longitudinal far zone (e.g., the rear seats, such as the left, middle, and right rear seat areas). This ensures that ventilation components at different lateral positions in the longitudinal far zone (e.g., the left and right rear air vents) receive precise pressurization, avoiding uneven airflow caused by lateral position differences and improving the driving and riding experience for users in each lateral position in the longitudinal far zone. Simultaneously, this lateral zoning design allows the air duct layout to better fit the lateral structure of the rear of the vehicle (e.g., the space under the seats and the lateral space of the door trim panels), reducing unnecessary bends in the air ducts across lateral areas, further reducing local resistance in lateral airflow delivery. This provides a clear structural basis for subsequently developing differentiated pressurization strategies for each sub-ventilation area (e.g., increasing the pressurization intensity of the left main road separately if the left area requires higher airflow), allowing for more refined ventilation control in the longitudinal far zone.

[0098] Additionally, in some embodiments, when the target direction is the width extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the length extension direction of the vehicle.

[0099] For example, Figure 7 This is a schematic diagram of another vehicle seating arrangement provided as an embodiment of this application. Figure 7 As shown, The vehicle is a 5-seater, comprising two rows of seats. The first row includes a driver's seat and a front passenger seat. The second row consists of a left seat, a middle seat, and a right seat. With the target direction being the width extension of the vehicle, the target vehicle can be divided into ventilation zones 710, 720, and 730. Multiple ventilation components are distributed within each of ventilation zones 710, 720, and 730.

[0100] If the blower unit is located in the ventilation area 710, or is located closer to the ventilation area 710 than the ventilation areas 720 and 730, then the ventilation area 710 can be considered as the area near the blower unit. The ventilation area 720 can be considered as the first ventilation area, and the ventilation area 730 can be considered as the second ventilation area.

[0101] Ventilation area 720 may include sub-ventilation areas 721 and 722 distributed along the length of the vehicle. Ventilation area 730 may include sub-ventilation areas 731 and 732 distributed along the length of the vehicle.

[0102] Specifically, each ventilation component within a sub-ventilation area shares a main air duct and corresponds to different branch air ducts. A booster fan can be installed in this main air duct to pressurize the airflow to each ventilation component within the same sub-ventilation area. In this configuration, users within the same sub-ventilation area can experience similar ventilation for their face and back, avoiding uneven airflow from different ventilation components in the same longitudinal position that could lead to noticeable differences in perceived comfort, thus improving overall driving and riding comfort.

[0103] Alternatively, booster fans can be installed in each branch duct to pressurize the airflow directed to different ventilation components.

[0104] In this scenario, users in different seats can have different ventilation experiences based on their individual needs.

[0105] As can be seen, when the target direction is the width extension direction of the vehicle (e.g., from the left door to the right door), the target second ventilation area is distributed along the length extension direction of the vehicle (e.g., from the front seats to the rear seats), conforming to the longitudinal spatial layout of the vehicle's lateral far zone (e.g., the right side area) (e.g., the right front air vent and the right rear air vent). This ensures that ventilation components at different longitudinal positions in the lateral far zone can receive precise pressurization, avoiding weak airflow caused by differences in longitudinal position, and improving the driving and riding experience for users at various longitudinal positions in the lateral far zone. At the same time, this longitudinal zoning design also allows the air duct layout to better conform to the longitudinal structure of the right side of the vehicle (e.g., the longitudinal channel below the center console and the seat rail gap), reducing redundant paths caused by the air duct crossing longitudinal areas, further reducing the resistance along the airflow in longitudinal delivery, and providing a clear structural basis for subsequent differentiated pressurization strategies for each sub-ventilation area (e.g., increasing the pressurization intensity of the right rear main road separately if the right rear area requires higher airflow), making the ventilation control of the lateral far zone more refined.

[0106] In some embodiments, the booster unit includes at least one motor and at least one impeller; for any one of the at least one impeller, each impeller is connected to at least one motor.

[0107] Furthermore, the number of impellers included in the booster unit can be one or more (e.g., two, four, etc.), and this application embodiment does not limit the number of impellers included in the booster unit. In addition, the number of impellers included in the booster units in different air ducts can be the same or different, and this application embodiment does not limit this.

[0108] Furthermore, the booster unit may include one or more motors for powering the same impeller (e.g., two, four, etc.), and this application embodiment does not limit the number of motors included in the booster unit. Additionally, the number of motors included in booster units in different air ducts may be the same or different, and this application embodiment does not limit this.

[0109] Specifically, the type of motor used as the power source for the booster unit can be adapted to the installation space and boosting requirements of the air duct. For example, in branch air ducts with narrower pipe diameters, a small brushless DC motor can be used, which is compact in size and has adjustable speed; in the main air duct, a medium-power brushless motor can be selected to support higher speeds and generate stronger air pressure.

[0110] As a component that directly acts on the airflow, the structure of the impeller can be designed according to the type of air duct. For example, axial impellers (with blades arranged axially) are suitable for straight air ducts, which can reduce airflow resistance and are suitable for long-distance pressurization of main air ducts; centrifugal impellers (with blades arranged radially) are suitable for curved branch lines where the airflow direction needs to be changed, and can achieve pressurization at the turning point, avoiding the superposition of pressure loss at the bend.

[0111] As can be seen, this disclosure clearly defines the core structure (motor + impeller) and power transmission relationship (motor drives impeller) of the booster unit, ensuring that the booster unit can generate a stable boosting effect by driving the impeller to rotate through the motor, avoiding boosting failures caused by unclear structures (such as impeller not being driven by power). At the same time, it provides a foundation for the design of subsequent multi-impeller booster units (such as dual-impeller, multi-impeller), improving the reliability and functional expandability of the booster unit. This structural design can also flexibly match motor power and impeller type according to the duct type (main / branch) and boosting requirements (conventional / high pressure), enabling the booster unit to adapt to both confined branch ducts and high-pressure requirements of long-distance main ducts, further enhancing the ventilation system's adaptability to complex vehicle spaces.

[0112] Additionally, in some embodiments, the pressurization unit includes an axial flow booster fan and / or a centrifugal booster fan.

[0113] Specifically, the selection of axial-flow booster fans and centrifugal booster fans must be fully adapted to the structural characteristics and pressurization requirements of the vehicle's air duct. They differ in airflow direction, pressure rise capacity, and spatial adaptability, and can be applied individually or in combination to different air duct scenarios. The core structural feature of axial-flow booster fans is that the blades are arranged along the fan's axis, and the airflow flows parallel to the axis during operation, with the airflow direction consistent with the duct's extension direction. This forward-flow characteristic results in extremely low air resistance, making it particularly suitable for long, straight air ducts (such as main ducts). For example, in the rear main duct of a five-seat vehicle, the path extending from the blower unit to the rear area is mostly arranged along a straight section of the chassis, with a long length and no obvious curves. Installing an axial-flow booster fan in the main duct can reduce the friction loss of airflow over long distances and provide sufficient basic airflow for subsequent branch ducts through its stable pressure rise characteristics. Furthermore, the flat structure of the axial flow booster fan can be embedded along the length of the air duct without occupying too much lateral space, making it suitable for narrow installation areas such as under the chassis and seat.

[0114] Centrifugal booster fans can employ a structure with blades arranged radially. Airflow enters from the center of the fan, accelerates due to blade rotation, and flows out radially, causing a 90° turn in airflow direction. This "turning booster" characteristic makes it particularly advantageous in handling curved and narrow-diameter ducts, especially suitable for branch duct scenarios. For example, a branch duct in the rear door trim panel needs to turn from the main duct (horizontal) to the door (vertical), involving a 90° bend and a reduced pipe diameter. The air pressure decreases after passing the bend. Embedding a small centrifugal booster fan in this situation can simultaneously change the airflow direction and perform secondary pressurization, precisely compensating for the local static pressure loss caused by the bend and narrow diameter. Its compact size also allows it to fit within the small cavity of the door trim panel. Furthermore, centrifugal booster fans have a stronger pressure boosting capacity, ensuring stable airflow from ventilation components even with multiple small bends in the branch duct.

[0115] In practical applications, the two can be used in combination depending on the duct layout: for example, in the second ventilation area of ​​the middle row of a seven-seat vehicle, the main duct uses an axial flow booster fan to achieve overall pressure increase, providing basic pressure for multiple branch ducts in the area; while in one of the branch ducts, a centrifugal booster fan is used for precise pressure supplementation in a branch with a door bend, and a small axial flow booster fan can be used in another straight section (such as the branch under the seat). This combination of axial flow in the main duct and centrifugal flow in the bend branch can ensure the efficiency of long-distance delivery in the main duct, and solve the problem of insufficient boosting caused by local resistance in the branch, avoiding efficiency loss caused by mismatch between fan type and duct.

[0116] It should be noted that the pressurization unit in this disclosure may include not only axial flow pressurization fans and / or centrifugal pressurization fans, but also other types of pressurization fans; this application embodiment does not limit this. The types of pressurization units in different air ducts may be the same or different; this application embodiment does not limit this. The types of multiple pressurization units in the same air duct may be the same or different; this application embodiment does not limit this.

[0117] As can be seen, this disclosure clearly defines the specific types of booster units. For example, axial flow booster fans can be adapted to long, straight air ducts (such as main air ducts), have low wind resistance, and are suitable for long-distance boosting; centrifugal booster fans can be adapted to curved / branch air ducts (such as branch air ducts), and can increase air pressure by changing the airflow direction. The appropriate booster fan can be selected according to the actual structure of the air duct (straight section, curve, branch), ensuring optimal boosting effect in different air duct scenarios and avoiding low boosting efficiency due to mismatch between fan type and air duct. This differentiated selection can further optimize fan energy consumption while also considering the adaptability of installation space, allowing the booster unit to be flexibly arranged in the complex internal structure of the vehicle, providing structural support for the stable operation of the ventilation system.

[0118] This application also provides an air conditioning system, including the ventilation system provided in the above-described embodiments.

[0119] It is understood that since the air conditioning system provided in this application embodiment includes the ventilation system provided in the above-described embodiment, the beneficial effects that the air conditioning system provided in this application embodiment can achieve can be referred to the beneficial effects that the ventilation system provided in the above-described embodiment can achieve, and will not be repeated here.

[0120] This application also provides a thermal management system, including the ventilation system provided in the above-described embodiments.

[0121] It is understood that since the thermal management system provided in this application embodiment includes the ventilation system provided in the above-described embodiment, the beneficial effects that the thermal management system provided in this application embodiment can achieve can be referred to the beneficial effects that the ventilation system provided in the above-described embodiment can achieve, and will not be repeated here.

[0122] This application also provides a vehicle that includes the ventilation system provided in the above-described embodiments, or the air conditioning system provided in the above-described embodiments, or the thermal management system provided in the above-described embodiments.

[0123] It is understood that since the vehicle provided in this application embodiment includes the ventilation system provided in the above-described embodiment, or the air conditioning system provided in the above-described embodiment, or the thermal management system provided in the above-described embodiment, and both the thermal management system and the air conditioning system provided in this application embodiment include the ventilation system provided in the above-described embodiment, the beneficial effects that the vehicle provided in this application embodiment can achieve can be referred to the beneficial effects that the ventilation system provided in the above-described embodiment can achieve, and will not be repeated here.

[0124] In some solutions, multiple embodiments of this application can be combined, and the combined solution can be implemented. Optionally, some solutions in each embodiment can be arbitrarily combined. In addition, it should be noted that the details involved in one embodiment of this document are also applicable to other embodiments in a similar manner, or different embodiments can be combined.

[0125] Through the above description of the implementation methods, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0126] In the several embodiments provided in this application, it should be understood that the disclosed system can be implemented in other ways. For example, the system embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed.

[0127] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0128] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A ventilation system, characterized in that, Applied to a vehicle, the vehicle including multiple ventilation components disposed in different locations; the system includes: Multiple air ducts; each of the multiple air ducts, including a first air duct and a second air duct, is provided with at least one pressurization unit; the air outlet of the first air duct and the air outlet of the second air duct are used to connect the ventilation components at different locations.

2. The system according to claim 1, characterized in that, The ventilation component connected to the air outlet of the first air duct is located in a first ventilation area included in the vehicle; the ventilation component connected to the air outlet of the second air duct is located in a second ventilation area included in the vehicle, and the first ventilation area and the second ventilation area are different.

3. The system according to claim 2, characterized in that, The first ventilation zone and the second ventilation zone are different ventilation zones distributed along the target direction inside the vehicle.

4. The system according to claim 3, characterized in that, The target direction is either the length extension direction of the vehicle or the width extension direction of the vehicle.

5. The system according to any one of claims 2-4, characterized in that, The first target ventilation component is connected to a main duct and a branch duct; the first target ventilation component is a ventilation component connected to either the first duct or the second duct; the air outlet of the main duct is used to connect to the air inlet of the branch duct, and the air outlet of the branch duct is used to connect to the first target ventilation component; the first target ventilation component has the same main duct as at least one second target ventilation component, and the branch ducts are different; the second target ventilation component is a ventilation component located in the same ventilation area as the first target ventilation component.

6. The system according to claim 5, characterized in that, At least one pressurization unit is provided in the main air duct corresponding to the first target ventilation component.

7. The system according to claim 5, characterized in that, At least one pressurization unit is provided in the branch duct corresponding to the first target ventilation component.

8. The system according to any one of claims 5-7, characterized in that, The target ventilation area includes at least one sub-ventilation area; the target ventilation area is either the first ventilation area or the second ventilation area; the main air ducts corresponding to the ventilation components included in the same sub-ventilation area are the same, and the branch air ducts are different.

9. The system according to claim 8, characterized in that, When the target direction is the length extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the width extension direction of the vehicle.

10. The system according to claim 8, characterized in that, When the target direction is the width extension direction of the vehicle, the target ventilation area includes at least one sub-ventilation area distributed along the length extension direction of the vehicle.

11. The system according to any one of claims 1-10, characterized in that, The booster unit includes at least one motor and at least one impeller; for any one of the at least one impeller, the impeller is connected to at least one of the motors.

12. The system according to any one of claims 1-11, characterized in that, The booster unit includes an axial flow booster fan and / or a centrifugal booster fan.

13. An air conditioning system, characterized in that, Includes the ventilation system as described in any one of claims 1-12.

14. A thermal management system, characterized in that, Includes the ventilation system as described in any one of claims 1-12.

15. A vehicle, characterized in that, It includes the ventilation system according to any one of claims 1-12, or the air conditioning system according to claim 13, or the thermal management system according to claim 14.

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