VEHICLE AIR VENTILATOR WITH OPTIMIZED COANDA EFFECT IN NEUTRAL DIRECTION AND VEHICLE EQUIPPED WITH SUCH AN AIR VENTILATOR

Abstract

The invention relates to a vehicle ventilator comprising at least one air supply duct into the vehicle's passenger compartment from an air inlet, towards an air outlet (3) located in the vehicle's passenger compartment, an element, configured as an ogive (4) and hollow, for guiding and distributing the airflow by Coanda effect being positioned in said air supply duct, characterized in that the front end (5) of the ogive (4) comprises at least two movable parts (6, 7) between a so-called retracted position in which the front end (5) of the ogive (4) has a nominal footprint in the outlet (3) of the air supply duct and a so-called deployed position in which the front end (5) of the ogive (4) has a maximum footprint in the outlet (3) of the air supply duct. The invention also relates to a vehicle equipped with at least one such ventilator. Figure to be published with the abbreviation: Fig. 2

Description

Title of the invention: VEHICLE VENTILATOR WITH OPTIMIZED COANDA EFFECT IN NEUTRAL DIRECTION AND VEHICLE EQUIPPED WITH SUCH A VENTILATOR

[0001] The invention relates to a vehicle ventilator with a Coanda effect optimized in neutral direction and to a vehicle equipped with such a ventilator.

[0002] Here the term vehicle means a car, a van, a truck, a public transport vehicle, a piece of public works or agricultural machinery, the vehicle being motorized, partially or solely, by at least one electric motor or by a thermal engine.

[0003] In a vehicle, passenger compartment ventilation is achieved by vents located primarily on the dashboard, ensuring the circulation of outside or recirculated air within the passenger compartment. Coanda effect vents are known for directing the airflow. Such vents allow the airflow exiting the vent to be distributed upwards and / or downwards and / or in a so-called neutral direction, which generally corresponds to a direction parallel to a longitudinal axis of the vehicle's passenger compartment. Vehicle occupants then perceive different airflows, both in terms of flow rate and direction. WO-A-2017 050 754 describes a vent whose main airflow channel comprises two sections defining secondary airflow channels between themselves and the air outlet wall.These sections are movable independently of each other in order to vary the cross-section of either of the secondary channels, and thus vary the airflow. DE-A-10 2019 102 456 also describes an aerator whose outlet airflow channel is equipped with two curved blades that can extend or retract independently within the airflow channel's opening, thereby allowing adjustment of both the direction and flow rate of the air circulating within the channel. These solutions allow the airflow to be adjusted in either direction, but without optimizing any one in particular. However, it turns out that the so-called neutral direction is generally preferred by vehicle users, as it allows for better distribution of the airflow between the front and rear of the vehicle's passenger compartment.

[0004] The invention aims to propose another solution for optimizing the performance of a Coanda effect aerator along the so-called neutral direction of airflow, without affecting the performance of the aerator along the other directions.

[0005] To this end, the invention relates to a vehicle ventilator comprising at least one air supply duct for the vehicle's passenger compartment from an external or recycled air intake to an air outlet located in the vehicle's passenger compartment, an element, configured in an ogive and hollow shape, for guiding and distributing the airflow by Coanda effect being positioned in said air supply duct, characterized in that the front end of the ogive-shaped element, positioned at the outlet of the air supply duct, comprises at least two movable parts between a so-called retracted position in which the front end of the guiding and distributing element has a nominal footprint in the outlet of the air supply duct and a so-called deployed position in which the front end of the guiding and distributing element has a maximum footprint in the outlet of the air supply duct.

[0006] Thanks to the invention, an aerator is made comprising an ogive-shaped element whose end dimensions, and therefore the space it occupies in the aerator's air outlet, are variable. The airflow exiting the aerator is thus modified, in terms of both flow rate and direction, according to the configuration of the ogive. Such an aerator makes it possible to optimize the aerodynamic and acoustic performance of the aerator in the so-called neutral direction without affecting the aerodynamic performance in other directions.

[0007] According to advantageous, but not mandatory, aspects of the invention, such a vehicle ventilator may comprise one or more of the following features:

[0008] The moving parts are formed by two wings that can be deformed under the action of a deformation member.

[0009] The moving parts are formed by two wings, at least one part of which is articulated.

[0010] The deformation member comprises at least one servomotor actuating at least one operating member.

[0011] At least one operating member comprises a piston.

[0012] The deformation element includes a belt drive, open or cross, or a right-angle drive.

[0013] The movements of each wing are independent of each other.

[0014] The wings have different flexibilities, their respective deformations are not identical and the contact of one wing on the other induces the deformation of one of the wings.

[0015] One wing is provided with a housing for receiving the end of the other wing in the retracted position.

[0016] The invention also relates to a vehicle equipped with at least one vehicle ventilator conforming to any one of the preceding characteristics.

[0017] The invention will be better understood and other advantages thereof will become more apparent upon reading the following description, given solely by way of non-limiting example and with reference to the accompanying drawings in which:

[0018] [Fig-1] is a simplified perspective view, from the face facing the interior of the passenger compartment of a vehicle, of a vehicle ventilator according to an embodiment of the invention,

[0019] [Fig.2] is a cross-sectional view, at a different scale along section plane II in [Fig.1], the guiding and distribution element being shown almost in the so-called retracted position,

[0020] [Fig.3] is a view similar to [Fig.2], the guiding and distribution element being shown in the so-called deployed position and,

[0021] [Fig.4] is a perspective view, on a larger scale and partial, of part of the control mechanism of the moving parts of the guiding and distributing element in the configuration of [Fig.3].

[0022] Figure 1 illustrates a vehicle air vent 1, viewed from inside the passenger compartment of a vehicle, according to an embodiment of the invention. Here, the air vent 1 is shown alone; the dashboard and / or other parts of the passenger compartment in which such an air vent 1 is integrated are not shown for ease of reading. The air vent 1 is rectangular in this example. Alternatively, it has a different geometric configuration. It comprises a hollow main body 2, through which an airflow passes between an air inlet (not shown) and an air outlet 3, here in the form of a slot extending across the entire width of the body 2 and opening into the passenger compartment of the vehicle. The body 2 constitutes an air supply duct into the passenger compartment of the vehicle. The term "slot" will be used hereafter. In another embodiment, a grid and / or protective shutters, fixed or adjustable, are placed in front of slot 3.The air circulating in body 2 comes either from outside or is partially or totally recycled from the air present in the passenger compartment. An airflow guide and distribution element 4 in body 2 is ogive-shaped and hollow, and is visible at slot 3. The term ogive will be used hereafter. The guide and distribution element, or ogive, 4 extends in a direction parallel to a dimension of body 2 defined between the air inlet and the air outlet 3. A free end 5 of the ogive 4 is flush with slot 3. This end 5 is pointed. The geometric configuration of the guide and distribution element 4 allows the use of a particular physical phenomenon called the Coanda effect for airflow management. The Coanda effect concerns the attraction of a fluid to a convex surface over which it flows.The fluid follows the surface and undergoes a deflection with limited pressure loss, thus also with limited noise. This results in precise control, in terms of flow rate and direction, of the airflow exiting vent 1 with minimal noise, thereby improving the comfort of vehicle users.

[0023] As can be seen in [Fig. 2], which is a simplified section along section plane II, and in [Fig. 3], the geometric configurations and respective dimensions of the slot 3 and the ogive 4 are complementary. Thus, the ogive 4, by its free end 5 limits and directs the airflow exiting slot 3. In the configuration illustrated in Figures 1, 3, and 4, the position of the ogive 4 corresponds to a position in which the direction of airflow from slot 3 towards the vehicle's passenger compartment is considered neutral. In this position, an axis of symmetry A4 of the ogive 4 is essentially coincident with an axis of symmetry A2 of slot 2. The direction of the airflow exiting slot 2 is parallel to axes A4 and A2, and therefore generally horizontal and parallel to a longitudinal axis of the vehicle's passenger compartment. This direction allows for air distribution in the central part of the passenger compartment, affecting both the front and rear seats. In this way, all vehicle occupants benefit from the airflow. Such a neutral position of the ogive 4 is therefore frequently used.

[0024] The presence of the ogive 4 and its position in the slot 3, combined with the curvature of the internal walls of the aerator body 2, allow the airflow exiting the slot 3 to be distributed into four flow zones or channels relative to the ogive 4: top right, top left, bottom right, and bottom left. By managing the distribution and flow rate of the airflow between these four channels, and therefore by modifying the position of the ogive 4 in the body 2 of the aerator 1, the airflow is directed in a desired direction. Such an aerator, based on the Coanda effect, allows for precise airflow management, in terms of both direction and flow rate, without the need for additional moving parts such as fins or flaps in the slot 3 of the aerator 1, resulting in a reduced footprint and low noise. It is thus possible, with such aerators, to reduce their dimensions and improve their aesthetics.The invention makes it possible to optimize the directivity of the airflow when the ogive 4 is in a neutral position, without affecting the other directions of the airflow.

[0025] Figure 2 illustrates the configuration of the ogive 4 when its tip is almost in a retracted position where the upward and / or downward airflow directions are unaffected, and the neutral airflow direction is not favored. To achieve this, the ogive 4 includes, at its front end 5, two movable parts 6 and 7, also called wings. The term "wing" will be used hereafter for ease of reading. The wings 6 and 7 are, in fact, integral parts of the external walls of the tip 5 of the ogive 4. The wings 6 and 7 are, in this example, identical and curved. Alternatively, they are not identical and / or have a different shape. The mobility of parts 6 and 7 is advantageously achieved by deformation. The material constituting wings 6 and 7 is flexible and elastic, which allows a return to their initial shapes in the absence of stress exerted on wings 6, 7.Alternatively, the mobility of wings 6 and 7 is achieved by means of articulation elements, at least a portion of each wing 6 or 7 then being mobile. In another embodiment, the wings are articulated in several parts.

[0026] In this configuration, the wings 6, 7 are in a so-called retracted position in which the distance D4 between the ends 8, 9 of the wings 6, 7 is minimal, due to the absence of deformation of the wings 6, 7. The deformation of the wings 6, 7 is obtained from a deformation element located inside the ogive 4, more precisely in its end 5, which makes it possible not to affect the aerodynamic characteristics of the ogive 4.

[0027] In the embodiment illustrated in Figures 2 to 4, the deformation element is formed by at least one, here two, servomotors 10, 11 embedded in a support 12 configured, in this example, in a Y shape. The servomotors 10, 11 each actuate a moving element 13, 14. Here, these are connecting rods or pistons, each connected by pivot joints to a wing 6 or 7 and to the support 12. In [Fig. 2], the pistons 13, 14 are near their bottom dead centers, their stroke towards each other, illustrated by the double arrow F in [Fig. 4], tending to be minimal. At bottom dead center, the angle between the two pistons 13, 14 is closed and less than 90°. The servomotors 10, 11 are advantageously controlled from a control module of the ventilator 1 located in the passenger compartment of the vehicle.Alternatively, they are automatically controlled by sensors such as temperature and / or humidity sensors, speed sensors, window opening sensors, passenger presence sensors, or pollution sensors.

[0028] Figure 3 illustrates a configuration of the ogive 4 when its tip 5 is in a so-called deployed position, corresponding to maximum deformation, with the moving parts then in a so-called deployed position. In this position, the overall size of tip 5 of the ogive 4 is at its maximum, with the distance D4 between the free tips 8 and 9 of the wings 6 and 7 being at its maximum. Tip 5 occupies most of the aperture of slot 3. This promotes and optimizes neutral directivity, as the airflow is essentially directed, in terms of both direction and flow rate, towards the center of the cabin, thus favoring the neutral direction of the airflow over other directions. To achieve this, the pistons 13 and 14 are at their top dead center and have pivoted reversibly, moving away from each other along the double arrow Fl to form an open angle greater than 90° between them.As before, the movement of the pistons 13, 14 is induced by the servomotors 10, 11 controlled from the control module located in the passenger compartment or automatically by sensors identical to those listed previously.

[0029] In another embodiment, in the retracted position, at least the tips 8, 9 of the wings 6, 7 touch. Alternatively, one of the wings has greater flexibility than the other wing, so that in the retracted position, it is the mutual contact between the wings that, if not generating, at least increases, the deformation of one of the wings. In another embodiment, one of the wings is provided with a cutout to define a receiving recess for the other wing, the latter then being Being more rigid, its mobility not accompanied by deformation, this configuration is advantageous in terms of the mechanical resistance of the wing.

[0030] In another embodiment, only one servomotor is provided. Similarly, the movements of each wing, controlled by one or two servomotors, according to another embodiment, are independent. Alternatively, the servomotor(s) are replaced by a crossed belt drive, an open belt drive, a right-angle drive, or any other device known per se.

Claims

Demands

1. A vehicle ventilator (1) comprising at least one air supply duct for supplying air into the vehicle passenger compartment from an external or recirculated air intake to an air outlet (3) located in the vehicle passenger compartment, a hollow, ogive-shaped (4) element for guiding and distributing the airflow by the Coanda effect being positioned in said air supply duct, characterized in that the front end (5) of the ogive-shaped element (4), positioned at the outlet (3) of the air supply duct, comprises at least two movable parts (6, 7) between a retracted position in which the front end (5) of the guiding and distributing element has a nominal footprint in the outlet (3) of the air supply duct and a deployed position in which the front end (5) of the guiding and distributing element has a maximum obstruction in the outlet (3) of the air supply duct.

2. Aerator according to claim 1, characterized in that the moving parts are formed by two wings (6, 7) deformable under the action of a deformation member (10, 11).

3. Aerator according to claim 1, characterized in that the moving parts are formed by two wings (6, 7) of which at least one part is articulated.

4. Aerator according to claim 2, characterized in that the deformation member comprises at least one servomotor (10, 11) actuating at least one operating member (13, 14).

5. Aerator according to claim 4, characterized in that at least one operating member comprises a piston (13, 14).

6. Aerator according to claim 2, characterized in that the deformation member comprises a belt drive, open or cross, or a right-angle drive.

7. Aerator according to any one of claims 2 to 6, characterized in that the movements of each wing (6, 7) are independent of each other.

8. Aerator according to claim 2, characterized in that the wings (6, 7) have different flexibilities, their respective deformations are not identical and the contact of one wing on the other induces the deformation of one of the wings.

9. Aerator according to any one of claims 2 to 7, characterized in that one wing (6, 7) is provided with a housing for receiving the end of the other wing (7, 6) in the retracted position.

10. Vehicle equipped with at least one vehicle ventilator (1) conforming to any one of the preceding claims.

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