Automobile roof-liner air duct and design method therefor

Abstract

Provided in the present invention are an automobile roof-liner air duct and a design method therefor. The automobile roof-liner air duct comprises: an air supply pipe, an air supply port being provided in one end of the air supply pipe; at least two air output pipes, one end of each air output pipe being in communication with the air supply port, and a flow distribution region being formed at positions where the ends of the air output pipes are in communication with the air supply port; and at least one flow distribution plate, wherein the flow distribution plate is arranged in the flow distribution region, is correspondingly arranged between the two air output pipes, and separates the parts of the flow distribution region on two sides of the flow distribution plate, so as to form air inlets corresponding to the air output pipes, such that an airflow supplied from the air supply port is fed into the air output pipes by means of the corresponding air inlets; and a position where the flow distribution plate is arranged in the flow distribution region is obtained according to a preset ratio of air flow of a plurality of air output pipes. The flow distribution plate is arranged in the flow distribution region and between the two air output pipes, such that the airflow supplied from the air supply pipe is divided by means of the flow distribution plate; moreover, when the intake air flow in the two air output pipes needs to be adjusted, the position of the flow distribution plate in the flow distribution region can be directly adjusted, so as to make the ratio of air flow in the two air output pipe reaches a preset value.

Description

Automobile roof air duct and design method thereof Technical Field

[0001] The present invention relates to the field of data processing, and in particular to an automobile roof air duct and a design method thereof. Background Art

[0002] Installed on the vehicle's roof sheet metal and covered by the roof, the ceiling duct primarily distributes cooled air from the rear air conditioning system to rear passengers. Large-sized, six- and seven-seater SUVs and MPVs typically feature ceiling ducts to address the cooling needs of passengers in the second and third rows of the vehicle, playing a crucial role in ensuring a comfortable ride for rear passengers. The existing ceiling duct design and analysis process involves completing the initial spatial layout and cross-sectional area distribution of the duct, followed by analysis and simulation of the overall cabin ventilation to determine the final design plan for the ceiling duct.

[0003] During the design of ceiling ducts, the airflow rate of the two outlet ducts must first be adjusted. In related art, as shown in Figure 1, this design process involves controlling the angle θ between the local cross-sectional area at the left and right bifurcations and the direction of the ducts to control the flow rate of the left and right outlet ducts. However, this method significantly impacts the surrounding surface and structure, is difficult to implement, and consumes a lot of resources and time.

[0004] Summary of the Invention

[0005] The main purpose of the present invention is to provide a car roof air duct and a design method thereof, aiming to solve the problem of difficulty in designing air outlet ducts on both sides during the design process of the ceiling air duct.

[0006] In a first aspect, the present invention provides a car roof air duct, which adopts the following technical solution:

[0007] An automobile roof air duct, comprising:

[0008] an air supply duct, one end of which is provided with an air supply outlet;

[0009] at least two air outlet ducts, one end of each of the air outlet ducts being connected to the air supply port and forming a diversion area at the position of connection with the air supply port;

[0010] At least one diverter plate is arranged in the diverter area and correspondingly arranged between the two air outlet ducts, separating the diverter areas on both sides thereof to form an air inlet corresponding to one of the air outlet ducts, so that the airflow delivered from the air supply port is delivered into the corresponding air outlet duct through each air inlet.

[0011] In some embodiments, the air outlet duct is provided with at least a first air outlet and a second air outlet along the air flow direction.

[0012] In some embodiments, a speed reduction baffle occupying a portion of the pipe cross section is provided on the pipe wall in the first air outlet, so as to reduce the air flow velocity through the first air outlet.

[0013] In some embodiments, the second air outlet is consistent with the first air outlet in shape and size.

[0014] In some embodiments, the first air outlet and the second air outlet are both provided with a plurality of air outlet blades, the air outlet blades are spaced apart, and the sizes of the air outlet blades are obtained according to a preset air outlet wind speed requirement.

[0015] In a second aspect, the present invention further provides a method for designing a car roof air duct, which adopts the following technical solution:

[0016] A method for designing a car roof air duct comprises the following steps:

[0017] Establishing an initial model of the automobile roof air duct; wherein the diverter plate in the initial model is obtained according to a set initial position;

[0018] According to a preset air intake ratio between the plurality of air outlet ducts, the position of the diverter plate is adjusted until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement.

[0019] In some embodiments, adjusting the position of the diverter plate according to a preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement includes the following steps:

[0020] Obtaining the air intake ratio results of each of the air outlet ducts obtained after the simulation test of the initial model;

[0021] Determining whether the air intake volume ratio result falls within a set first error range;

[0022] If not, adjusting the position of the diverter plate until the air volume ratio result falls within the first error range;

[0023] If yes, output the first model.

[0024] In some embodiments, after adjusting the position of the diverter plate according to a preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement, the method further includes the following steps:

[0025] According to the preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts, the area of ​​the speed reduction baffle in the first model is adjusted until a second model is obtained in which the air volume ratio between the second air outlet and the first air outlet meets the second set requirements.

[0026] In some embodiments, adjusting the area of ​​the speed reduction baffle in the first model according to a preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts until a second model is obtained in which the air volume ratio between the second air outlet and the first air outlet meets a second set requirement includes the following steps:

[0027] Obtaining an air volume ratio result between the second air outlet and the first air outlet on the same air outlet duct obtained after simulation testing of the first model;

[0028] Determining whether the air volume ratio result obtained for each air outlet duct falls within a set second error range;

[0029] If not, adjusting the pipe cross-section occupied by the speed reduction baffle in each of the corresponding air outlet ducts until the air volume ratio of the second air outlet to the first air outlet on each air outlet duct falls within the second error range;

[0030] If each of the air volume ratio results falls within a set second error range, a second model is output.

[0031] In some embodiments, after adjusting the position of the diverter plate according to a preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement, the method further includes the following steps:

[0032] The size of the air outlet blades is adjusted according to the preset wind speed results of each of the second air outlet and the first air outlet.

[0033] The present invention provides a vehicle ceiling air duct and design method thereof. Due to the installation of a diverter plate between two outlet ducts within a diversion area, the diverter plate diverts the airflow from the supply duct, allowing the airflow from the supply duct to be delivered to the two outlet ducts from either side. Furthermore, during the design process, when the air intake of the two outlet ducts needs to be adjusted, the position of the diverter plate within the diversion area can be directly adjusted to move it until the air volume ratio of the two outlet ducts reaches a preset value. Compared to the prior art method of modifying the duct cross-sectional area or the angle θ of the duct direction, this method is simpler and faster, has less impact on the overall appearance of the ceiling air duct, and effectively reduces conflicts with surrounding environmental components during the modification process. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 is a background technology drawing;

[0035] FIG2 is a schematic structural diagram of a car roof air duct according to an embodiment of the present invention;

[0036] FIG3 is a schematic structural diagram of an air outlet duct according to an embodiment of the present invention;

[0037] FIG4 is a schematic cross-sectional view of line AA in FIG3 ;

[0038] FIG5 is a cross-sectional schematic diagram of a first air outlet in an embodiment provided by the present invention;

[0039] FIG6 is a schematic diagram of the hardware structure of the automobile roof air duct design device involved in the embodiment of the present invention;

[0040] Reference numerals:

[0041] 1. Air supply duct; 10. Air supply outlet;

[0042] 2. Air outlet duct; 20. First air outlet; 200. Speed ​​reduction baffle; 21. Second air outlet;

[0043] 3. Diversion area; 30. Diversion plate; 300. Air inlet.

[0044] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0045] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0046] Ceiling ducts are installed on the vehicle's roof sheet metal and are covered by the roof. They are primarily used to evenly distribute cold air from the rear air conditioning system in the trunk to rear passengers. Large-sized, six- or seven-seat SUVs and MPVs are typically equipped with ceiling ducts to meet the cooling needs of passengers in the second and third rows of the vehicle, playing a crucial role in ensuring a pleasant ride experience for rear passengers. The existing ceiling duct design and analysis process requires that after each round of preliminary spatial layout and cross-sectional area distribution design of the duct body, analysis and simulation of the overall cabin ventilation effect are conducted to determine the final design plan for the ceiling duct. The ceiling duct design process first requires adjusting the air intake volume of the two outlet ducts. In related art, as shown in Figure 1, this design process involves controlling the angle θ between the local cross-sectional area at the left and right bifurcations and the duct's orientation to control the flow rate of the left and right outlet ducts. However, this method significantly impacts the surface and structure of the surrounding components, is difficult to implement, and consumes significant resources and time.

[0047] Based on the above problems, the present application provides a car roof air duct and its design method. The key point of the invention is that, due to the installation of a diverter plate between the two outlet ducts in the diversion area, the airflow sent out of the air supply duct is diverted by the diverter plate, so that the airflow sent out of the air supply duct can be sent to the two outlet ducts from both sides. Furthermore, during the design process, when it is necessary to adjust the air intake of the two outlet ducts, the position of the diverter plate in the diversion area can be directly adjusted to move it until the air volume ratio of the two outlet ducts reaches the preset value. Compared with the existing technology of changing the cross-sectional area of ​​the duct and the angle θ of the duct direction, this is simpler and faster, and has less impact on the overall appearance of the ceiling air duct, effectively reducing the conflict with the surrounding environment during the modification process.

[0048] In a first aspect, a car roof air duct is provided.

[0049] Referring to FIG2 , a car roof air duct comprises:

[0050] The air supply duct 1 has an air supply port 10 at one end;

[0051] At least two air outlet ducts 2, one end of each of the air outlet ducts 2 is connected to the air supply port 10, and a diversion area 3 is formed at the connection position with the air supply port 10;

[0052] At least one diverter plate 30 is provided in the diverter area 3 and is correspondingly provided between two of the outlet ducts 2, separating the diverter areas 3 on both sides thereof to form an air inlet 300 corresponding to one of the outlet ducts 2, so that the airflow delivered from the air supply port 10 is delivered into the corresponding outlet duct 2 through each of the air inlets 300, and,

[0053] The ratio of the areas of the air inlets 300 on both sides of the diverter plate 30 is equal to the preset air volume ratio between the air outlet ducts 2 on both sides thereof.

[0054] In different embodiments, the number of outlet ducts 2 can be more than two, for example, three, and the number of diverter plates 30 corresponds to the number of outlet ducts 2, which are arranged between two outlet ducts 2 to form multiple air inlets 300 that connect to the air supply duct 1. In this embodiment, there are two outlet ducts 2 so that the diversion area 3 forms a bifurcation area, and one diverter plate 30 is correspondingly provided. The starting point of the diverter plate 30 is located inside the air supply port 10, so that the airflow starts to be diverted from the starting point of the diverter plate 30, and the end point of the diverter groove ends at the end point where the airflow on the left and right sides is completely separated, that is, the end point of the diverter plate 30 does not need to extend to the inner wall of the other side of the diversion area 3. At the same time, the position of the diverter plate 30 is obtained according to the ratio of the areas of the air inlets 300 on both sides thereof, and the ratio of the areas of the air inlets 300 on both sides thereof is equal to the required air volume ratio between the two outlet ducts 2 that need to be formed on both sides during the design of the automobile roof air duct. For example, if the vehicle design requires that the air volume ratio between the two air outlet ducts 2 is 1:1, then the area ratio of the air inlets 300 on both sides is 1:1. At this time, the position of the diverter plate 30 in the diversion area 3 can be adjusted to a suitable position to satisfy the area ratio of the air inlets 300 on both sides. It is worth noting that the preset wind direction ratio between the air outlet ducts 2 on both sides may be different in different embodiments, and is not limited here.

[0055] In this arrangement, since a diverter plate 30 is set between the two air outlet ducts 2 in the diversion area 3, the air flow sent out by the air supply duct 1 is diverted by the diverter plate 30, so that the air flow sent out of the air supply duct 1 can be sent to the two air outlet ducts 2 from both sides respectively. Furthermore, during the design process, when it is necessary to adjust the air intake volume of the two air outlet ducts 2, the position of the diverter plate 30 in the diversion area 3 can be directly adjusted to move it until the air volume ratio of the two air outlet ducts 2 reaches a preset value. Compared with the existing technology of changing the pipe cross-sectional area and the angle θ of the air duct direction, it is simpler and faster, and has less impact on the overall shape of the ceiling air duct, effectively reducing the conflict between the modification process and the surrounding environment.

[0056] Referring to Figure 3 , the air outlet duct 2 is further provided with a second air outlet 21 and a first air outlet 20, with the first air outlet 20 being upstream of the second air outlet 21 in the airflow direction. This arrangement enables the air outlet duct 2 to deliver air to different areas within the vehicle, such as the front and rear seats. Furthermore, in other embodiments, the air outlet duct 2 may be provided with a different number of air outlets, such as one or more, and this application is not limited thereto.

[0057] 3 and 4 , further, a speed reduction baffle 200 occupying a portion of the pipe cross section is provided on the pipe wall within the first air outlet 20 to reduce the air flow velocity passing through the first air outlet 20 .

[0058] In this embodiment, the speed reduction baffle 200 is formed directly from the pipe wall. Specifically, the pipe wall is recessed inward, forming a speed reduction baffle 200 that extends into the interior of the pipe to block airflow. However, the speed reduction baffle 200 remains spaced apart from the first air outlet 20 as it approaches, occupying only a portion of the pipe's cross-section. Furthermore, the speed reduction baffle 200 extends partially across the width of the pipe, both in the pipe's extension direction and perpendicular to its extension direction, forming a curved surface. This curved structure of the speed reduction baffle 200 is located on the pipe wall directly opposite the first air outlet 20, effectively buffering the airflow velocity through the first air outlet 20 and ensuring efficient airflow out of the first air outlet 20. At the same time, a speed reduction baffle 200 is only set in the first air outlet 20 located upstream of the air flow, so that the air volume adjustment of the first air outlet 20 and the second air outlet 21 can be completed by adjusting the structural parameters of the speed reduction baffle 200 during the design stage, which facilitates the quick design process and effectively controls the overall cost of the ceiling air duct.

[0059] Furthermore, the second air outlet 21 is consistent in shape and size with the first air outlet 20 .

[0060] In this way, due to the setting of the speed reduction baffle 200, the air volume of the first air outlet 20 and the second air outlet 21 can be adjusted. Furthermore, by setting the shape and size of the two air outlets to be consistent, the final ceiling air duct has better integrity and uniformity after being installed on the whole vehicle. The air outlet blade assemblies suitable for the two air outlets can be produced in a unified manner, which also makes it easier for customers to find suitable air outlet blade assemblies on the market when they subsequently replace the air outlet blade assemblies.

[0061] Furthermore, a plurality of air outlet blades are provided on each of the first air outlet 20 and the second air outlet 21 . The air outlet blades are spaced apart from each other, and the sizes of the air outlet blades are obtained according to the preset air outlet wind speed requirements.

[0062] In a second aspect, an embodiment of the present invention provides a method for designing a car roof air duct, for designing the above-mentioned car roof air duct, comprising the following steps:

[0063] S100, establishing an initial model of the automobile roof air duct; wherein the diverter plate 30 in the initial model is obtained according to a set initial position;

[0064] S200 , adjusting the position of the diverter plate 30 according to a preset air intake ratio between the plurality of air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets a first set requirement.

[0065] With this arrangement, after obtaining the initial model of the automobile roof air duct, the position of the diverter plate 30 in the initial model is adjusted according to the simulation test results, thereby avoiding the need to adjust a large number of variables while being able to use most of the parameters and designs of the initial model, thereby reducing the possibility of problems such as large changes to the initial model affecting the surrounding environment, and ultimately obtaining a first model with a small amount of change in the initial model and meeting the requirements for the ratio of the air intake volume of the two outlet ducts 2.

[0066] Specifically, in the initial model, the initial position of the diverter plate 30 satisfies the equal cross-sectional area of ​​the air outlets 10 on both sides of the diverter plate 30, thereby improving efficiency in the subsequent adjustment process.

[0067] Furthermore, in some embodiments, step S200, adjusting the position of the diverter plate 30 according to a preset air intake ratio between the plurality of air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets a first set requirement, includes the following steps:

[0068] S210, obtaining the air intake ratio result of each of the air outlet ducts 2 obtained after the simulation test of the initial model;

[0069] S220, determining whether the air intake volume ratio result is within a set first error range;

[0070] S221, if not, adjusting the position of the diverter plate 30 until the air intake volume ratio result falls within the first error range;

[0071] S222: If yes, output the first model.

[0072] Specifically, in this embodiment, the air intake of the two air outlet ducts 2 is adjusted to approximately 50% each, and the first error range is used to determine whether the diverter plate 30 has been moved to the appropriate position. During the process of adjusting the position of the diverter plate 30, a fixed movement distance can be used each time the diverter plate 30 is adjusted. Alternatively, in some embodiments, the movement distance of the diverter plate 30 can be adjusted each time based on the measured air intake ratio. For example, when the error is relatively large, the diverter plate 30 can be adjusted with a larger movement distance, while when the error is relatively small, the diverter plate 30 can be adjusted with a smaller movement distance.

[0073] Furthermore, after the step S200 of adjusting the position of the diverter plate 30 according to the preset air intake ratio between the plurality of air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets the first set requirement, the following steps are further included:

[0074] S300. According to the preset air volume ratio between the second air outlet 21 and the first air outlet 20 on each of the air outlet ducts 2, the area of ​​the speed reduction baffle 200 in the first model is adjusted until a second model is obtained in which the air volume ratio between the second air outlet 21 and the first air outlet 20 meets the second set requirements.

[0075] This arrangement allows the air volume at both the first and second air outlets 20, 21 of the outlet duct 2 to be adjusted simply by adjusting the structural parameters of a single deceleration baffle 200 within the outlet duct 2. It is worth noting that the deceleration baffle 200 is positioned within the first air outlet 20, located upstream of the airflow. In this embodiment, the air volume ratio between the first and second air outlets 20, 21, is adjusted by adjusting the cross-sectional area of ​​the duct occupied by the deceleration baffle 200.

[0076] Specifically, the step S300, adjusting the area of ​​the speed reduction baffle 200 in the first model according to a preset air volume ratio between the second air outlet 21 and the first air outlet 20 on each of the air outlet ducts 2, until a second model is obtained in which the air volume ratio between the second air outlet 21 and the first air outlet 20 meets a second set requirement, includes the following steps:

[0077] S310: Obtaining the air volume ratio between the second air outlet 21 and the first air outlet 20 on the same air outlet duct 2 obtained after the simulation test of the first model;

[0078] S320: Determine whether the air volume ratio result obtained for each air outlet duct 2 falls within a set second error range;

[0079] If not, adjust the cross-section of the air outlet duct 2 occupied by the speed reduction baffle 200 in each of the air outlet ducts 2 until the air volume ratio of the second air outlet 21 to the first air outlet 20 on each air outlet duct 2 falls within the second error range.

[0080] S322: If each of the air volume ratio results falls within a set second error range, output a second model.

[0081] Specifically, in this embodiment, adjusting the duct cross-section occupied by the deceleration baffle 200 involves adjusting the depth h of the deceleration baffle 200 in the direction toward the first air outlet 20, as shown in FIG4 . When the air volume from the first air outlet 20 is large, the depth h is reduced to increase the velocity of the airflow in the duct corresponding to the first air outlet 20. When the air volume from the first air outlet 20 is small, the depth h is increased to reduce the velocity of the airflow in the duct corresponding to the first air outlet 20, thereby increasing the air volume flowing out of the first air outlet 20. It is also worth noting that the depth h is always no greater than the distance between the first air outlet 20 and the duct wall directly opposite it, ensuring that there is a cross-sectional area between the two for airflow to flow into the rear portion of the duct.

[0082] In addition, referring to Figure 5, in some embodiments where the speed reduction baffle 200 is not provided, the width W and depth h1 of the pipe space corresponding to the first air outlet 20 can be adjusted to achieve the overall expansion or reduction of the cross-section of the pipe. Then, when the pipe cross-section is expanded, the airflow velocity above the first air outlet 20 will be slowed down, and when the pipe cross-section is reduced, the airflow velocity above the first air outlet 20 will be accelerated, thereby achieving the adjustment of the air volume of the first air outlet 20.

[0083] Furthermore, the step S300 adjusts the position of the diverter plate 30 according to a preset air intake ratio between the plurality of air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets the first set requirement, and further includes the following steps:

[0084] S400 , adjusting the size of the air outlet blades according to the preset wind speed results of each of the second air outlet 21 and the first air outlet 20 .

[0085] Specifically, after the air volume distribution ratio of the first air outlet 20 and the second air outlet 21 is completed, it is necessary to control the actual average wind speed Va and the maximum wind speed Vm at the air outlet to achieve the target. The required limits of average wind speed are Va' and Vm'. Generally speaking, any actual value of the initial maximum wind speed and the average wind speed is greater than the maximum target limit, that is, Va>Va' or Vm>Vm'. According to the mass flow formula M=medium density (ρ)×average flow velocity (v)×duct cross-sectional area (A), since the above-mentioned process of mass flow distribution at each air outlet has been determined, if the flow velocity V is to be reduced, the duct cross-sectional area needs to be increased. Specifically at each air outlet, the cross-sectional area of ​​the air duct body itself is fixed, and the flow flows out from the air outlet. The size of a single air outlet blade can be increased to reduce the area of ​​the air outlet blade area, so that the actual distribution speed at the ceiling air outlet is reduced, and Va and Vm finally reach the target limit value.

[0086] In a third aspect, an embodiment of the present invention provides a design device for a car roof air duct. The design device for a car roof air duct may be a device with data processing capabilities, such as a personal computer (PC), a notebook computer, or a server.

[0087] Referring to FIG6 , FIG6 is a schematic diagram of the hardware structure of a vehicle roof duct design device involved in an embodiment of the present invention. In this embodiment of the present invention, the vehicle roof duct design device may include a processor 1001 (e.g., a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to implement communication between these components; the user interface 1003 may include a display and an input unit such as a keyboard; the network interface 1004 may optionally include a standard wired interface or a wireless interface (e.g., a wireless fidelity (WI-FI) interface); and the memory 1005 may be a high-speed random access memory (RAM) or a non-volatile memory such as a disk drive. The memory 1005 may also be a storage device independent of the processor 1001. Those skilled in the art will understand that the hardware structure shown in FIG6 does not constitute a limitation of the present invention, and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0088] Continuing with FIG6 , memory 1005, a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle roof duct design program. Processor 1001 may invoke the vehicle roof duct design program stored in memory 1005 and execute the vehicle roof duct design method provided in an embodiment of the present invention.

[0089] In a fourth aspect, an embodiment of the present invention further provides a design device for an automobile roof air duct.

[0090] In this embodiment, the design device of the automobile roof air duct includes:

[0091] an acquisition module configured to establish an initial model of the automobile roof air duct;

[0092] The adjustment module is configured to adjust the position of the diverter plate 30 according to a preset air intake ratio between the plurality of air outlet ducts 2 until a first model is obtained in which the air intake of each air outlet duct 2 meets a first set requirement.

[0093] Among them, the functional implementation of each module in the above-mentioned automobile roof air duct design device corresponds to the various steps in the above-mentioned automobile roof air duct design method embodiment, and their functions and implementation processes are no longer repeated here.

[0094] In a fifth aspect, an embodiment of the present invention further provides a readable storage medium.

[0095] The readable storage medium of the present invention stores a design program for the automobile roof air duct, wherein when the design program for the automobile roof air duct is executed by a processor, the steps of the above-mentioned design method for the automobile roof air duct are implemented.

[0096] The method implemented when the design program for the automobile roof air duct is executed can refer to the various embodiments of the design method for the automobile roof air duct of the present invention, and will not be described in detail here.

[0097] The beneficial effects of the automobile roof air duct and the design method thereof provided in this application are:

[0098] Because a diverter plate is positioned between the two outlet ducts within the diversion area, the diverter plate diverts the airflow from the supply duct, allowing the airflow from the supply duct to be delivered to the two outlet ducts from either side. Furthermore, during the design process, when the air intake of the two outlet ducts needs to be adjusted, the position of the diverter plate within the diversion area can be directly adjusted to achieve a preset air volume ratio between the two outlet ducts. Compared to existing methods that modify the duct cross-sectional area or the angle θ of the duct's orientation, this method is simpler and faster, has less impact on the overall appearance of the ceiling duct, and effectively reduces conflicts with surrounding components during the modification process.

[0099] At the same time, to address the required air volume ratio between each outlet, this application, after adjusting the air volume of the two outlet ducts to meet the requirements, can then adjust the speed reduction baffle inside the first outlet at the upstream position of each duct to achieve the required air volume ratio between multiple outlets, ultimately achieving the required air volume ratio for each outlet in the ceiling air duct. Furthermore, the size and shape of each outlet are designed to ensure the consistency of each outlet on each outlet duct, further improving the uniformity of the entire vehicle.

[0100] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0101] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0102] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, or of course by hardware, but in many cases the former is a better embodiment. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in various embodiments of the present invention.

[0103] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A car roof air duct, characterized in that: It includes: An air supply duct, one end of which is provided with an air supply outlet; At least two air outlet ducts, one end of each of the air outlet ducts is connected to the air supply port, and a diversion area is formed at the connection position with the air supply port; At least one diverter plate is arranged in the diverter area and correspondingly arranged between the two air outlet ducts, separating the diverter areas on both sides thereof to form an air inlet corresponding to one of the air outlet ducts, so that the airflow delivered from the air supply port is delivered into the corresponding air outlet duct through each air inlet.

2. The automobile ceiling air duct according to claim 1, characterized in that: The air outlet duct is provided with at least a first air outlet and a second air outlet along the air flow direction.

3. The automobile ceiling air duct according to claim 2, characterized in that: A speed reduction baffle occupying a portion of the pipe cross section is provided on the pipe wall in the first air outlet, so as to reduce the air flow velocity passing through the first air outlet.

4. The automobile ceiling air duct according to claim 2, characterized in that: The second air outlet is consistent with the first air outlet in shape and size.

5. The automobile ceiling air duct according to claim 2, characterized in that: A plurality of air outlet blades are disposed on the first air outlet and the second air outlet. The air outlet blades are arranged at intervals, and the sizes of the air outlet blades are obtained according to preset air outlet wind speed requirements.

6. A method for designing a car roof air duct according to any one of claims 1 to 5, characterized in that: It includes the following steps: Establishing an initial model of the automobile roof air duct; wherein the diverter plate in the initial model is obtained according to a set initial position; According to a preset air intake ratio between the plurality of air outlet ducts, the position of the diverter plate is adjusted until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement.

7. The design method of the automobile ceiling air duct according to claim 6, characterized in that: The method of adjusting the position of the splitter plate according to a preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets a first set requirement comprises the following steps: Obtaining the air intake ratio result of each of the air outlet ducts obtained after the simulation test of the initial model; Determine whether the air intake volume ratio result is within a set first error range; If not, adjusting the position of the splitter plate until the air volume ratio result falls within the first error range; If yes, output the first model.

8. The design method of the automobile ceiling air duct according to claim 6, characterized in that: After the position of the diverter plate is adjusted according to the preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets the first set requirement, the following steps are also included: According to the preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts, the area of ​​the speed reduction baffle in the first model is adjusted until a second model is obtained in which the air volume ratio between the second air outlet and the first air outlet meets the second set requirements.

9. The design method of the automobile ceiling air duct according to claim 8, characterized in that: The method of adjusting the area of ​​the speed reduction baffle in the first model according to the preset air volume ratio between the second air outlet and the first air outlet on each of the air outlet ducts until a second model in which the air volume ratio between the second air outlet and the first air outlet meets the second set requirement is obtained includes the following steps: Obtaining the air volume ratio result between the second air outlet and the first air outlet on the same air outlet duct obtained by the first model after simulation test; Determine whether the air volume ratio result obtained by each air outlet duct is within a set second error range; If not, adjusting the pipe cross section occupied by the speed reduction baffle in each of the corresponding air outlet pipes until the air volume ratio of the second air outlet to the first air outlet on each air outlet pipe falls within the second error range; If each of the air volume ratio results falls within a set second error range, a second model is output.

10. The design method of the automobile ceiling air duct according to claim 8, characterized in that: After the position of the diverter plate is adjusted according to the preset air intake ratio between the plurality of air outlet ducts until a first model is obtained in which the air intake of each air outlet duct meets the first set requirement, the following steps are also included: The size of the air outlet blades is adjusted according to the preset wind speed results of each of the second air outlet and the first air outlet.

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