CN113557149A

CN113557149A - Vehicle ventilation assembly

Info

Publication number: CN113557149A
Application number: CN202080019658.0A
Authority: CN
Inventors: R.哈里斯; T.彭德尔顿; R.波尔顿
Original assignee: Dyson Technology Ltd
Current assignee: Dyson Technology Ltd
Priority date: 2019-03-29
Filing date: 2020-01-13
Publication date: 2021-10-26
Anticipated expiration: 2040-01-13
Also published as: CN113557149B; GB2584271B; GB201904468D0; GB2584271A; WO2020201670A1

Abstract

A vehicle comprising a passenger compartment, a row of seats in the passenger compartment comprising a left side seat and a right side seat, and a ventilation assembly (128) in front of the seats, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein the ventilation assembly (128) is adapted to direct first, second and third jets of air through first, second and third regions (138a,138b,138c) of the at least one outlet, respectively, the first and third regions (138a,138 c) being offset to the left and right of the second region (138b), respectively, and the ventilation assembly (128) is adapted to shape the first and third jets to have an aspect ratio greater than 1:1 and the second jet to have an aspect ratio less than 1: 1.

Description

Vehicle ventilation assembly

Technical Field

The present invention relates to a vehicle comprising a ventilation assembly for discharging air into a passenger compartment of the vehicle.

Background

Vehicles, such as passenger vehicles, typically include a ventilation system for supplying heated or cooled air to a passenger compartment of the vehicle to enhance occupant comfort. Generally, such a ventilation system includes a fan unit located at the front of a passenger compartment behind an instrument panel, which draws air from outside the vehicle through heating and cooling elements and discharges an air flow into the passenger compartment through a vent located in the instrument panel. It is also known to provide additional ventilation openings for the fan unit in remote areas of the cabin, for example in the vicinity of the second row of seats. These additional vents may advantageously provide increased airflow to the second row seating area, thereby helping to more efficiently heat or cool the second row passenger.

Published U.S. patent 4,783,115 shows a passenger car having vents mounted on the B-pillar for directing air toward a second row of passengers. In us patent 4,783,115, B-pillar vents (29, 30) are supplied with air by a fan unit located at the front of the passenger compartment behind the instrument panel (20) through a duct (26) passing through the front door (10) of the vehicle. The duct disadvantageously takes up space within the door and adds mass and complexity to the ventilation system assembly. Further, when the door is opened, the flow of air through the duct is interrupted, disadvantageously interrupting the supply of air to the B-pillar vent.

Disclosure of Invention

According to a first aspect of the present invention, there is provided a vehicle comprising a passenger compartment, a row of seats in the passenger compartment comprising a left side seat and a right side seat, and a ventilation assembly located in front of the seats, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein the ventilation assembly is adapted to direct first, second and third jets of air through first, second and third regions respectively of the at least one outlet, the first and third regions being offset to the left and right sides of the second region respectively, the ventilation assembly being adapted to shape the first and third jets to have an aspect ratio greater than 1:1 and the second jet to have an aspect ratio less than 1: 1.

An advantage of locating the ventilation assembly forward of the seat is that it simplifies the delivery of airflow from the front of the vehicle to the ventilation assembly. In particular, positioning the vent assembly forward of the seat eliminates the need to install a duct in the vehicle that extends through the seat to the vent assembly.

However, it may be desirable to direct air from a ventilation assembly located forward of the seat to a passenger compartment area located rearward of the seat to improve ventilation of the rearward area. In such a case, it may be desirable to direct the airflow around the seat rather than directly at the seat in order to maximize airflow to the rear area and minimize impact on the seat occupant. The open area of the passenger cabin surrounding the seat through which air can flow to the rear area is generally conceptually divided into three areas: a first region above the left seat; a second region between the left seat and the right seat; and a third area above the right seat. The first open area above the left seat and the third area above the right seat are generally wider than they are tall. In contrast, the second open area between the seats is generally greater in height than in width.

Thus, by shaping the first and third air jets to have a width greater than a height and the second air jet to have a height greater than a width, maximum airflow to the area behind the passenger compartment can be achieved with minimal impact on the seat occupant.

The second region of the at least one outlet of the ventilation assembly may be centrally located with respect to the width of the passenger compartment. More preferably, the second region may be located directly in front of the gap between the left and right seats. Thus, the second jet of air may flow directly backwards between the seats, thereby minimising the distance the second jet travels before passing between the seats and hence minimising the extent of diffusion of the jet. Thus, the impact of the second air jet on the seat occupant can be further reduced.

The vent assembly may be adapted to shape one or both of the first and third air jets to have an aspect ratio of at least 2:1 and the third air stream to have an aspect ratio of no more than 1: 2. Thus, the air jets may make best use of the available open area, and thus may maximize airflow to the rear area without unduly impacting the occupant of the seat.

The vent assembly may be adapted to shape each of the first and third air jets to be greater in width than the width of the second air jet. Further, the vent assembly may be adapted to shape the second air jet to be greater in height than each of the first and third air jets. Thus, the air jets may make best use of the available open area, and thus may maximize airflow to the rear area without unduly impacting the occupant of the seat.

The ventilation assembly may be adapted to direct each of the first and third air jets at an angle of at least 30 degrees relative to cabin horizontal and to direct the second air jet at an angle of less than 30 degrees relative to cabin horizontal. By directing the first and third air jets at an upward oblique angle, the flow of the air jets over the left and right side seats, respectively, may be improved and collisions of the air jets with the seats may be reduced, thereby reducing impact on the seat occupants. Furthermore, directing the second jet of air at a relatively shallow angle may minimize the impact of the second jet with the floor or roof of the vehicle, thereby reducing impact on the seat occupant.

The ventilation assembly may be adapted to direct a first jet of air along a first jet axis projected rearwardly and upwardly above the left side seat toward a passenger cabin area located rearwardly of the left side seat. Thus, the circulation of the first air jet to the rear region of the passenger cabin can be improved.

The ventilation assembly may be adapted to direct a second jet of air along a second jet axis projected rearwardly between the left and right seats toward a passenger cabin area located rearwardly of the seats. Thus, the circulation of the second air jet to the rear region of the passenger cabin can be improved.

The ventilation assembly may be adapted to direct a third jet of air along a third jet axis projecting rearwardly and upwardly above the right seat toward a passenger cabin area rearward of the right seat. Thus, the circulation of the third air jet to the rear region of the passenger cabin can be improved.

The vent assembly may be adapted such that one or more of the first, second and third jet axes are fixed. That is, a user of the vehicle cannot easily change the configuration of the ventilation assembly to direct the jet of air into the passenger compartment in an alternative direction. Thus, a user of the vehicle cannot reconfigure the vent assembly to direct the jet of air into the passenger compartment in an alternative direction. Thus, the risk of the user inadvertently redirecting the air jet in a manner that may negatively impact the comfort of the passenger cabin occupants (e.g., by adjusting the ventilation assembly to direct the air jet directly at one of the seats) is avoided. Thus, the risk of improper adjustment of the ventilation assembly, which negatively affects the comfort of the passengers, is reduced.

The vehicle may further comprise a roof extending above the passenger compartment, and the ventilation assembly may be adapted to shape one or each of the first and third jets to have a height at a position above the left or right seat in the range of 80% to 120% of the height of the gap between the seat and the roof when the seat is disposed in the highest adjustment position.

Shaping each of the first and third air jets to a height at a location above the seat that is at least 80% of the minimum gap height between the upper extent and the top of the seat can best utilize the gap region so that the maximum amount of airflow can be supplied to the rear region of the passenger cabin. Shaping the jet to have a height above the seat that is no greater than 120% of the minimum gap height between the upper extent and the top of the seat reduces the extent of impact of the jet with the seat and its occupant, thereby reducing the impact of the air jet on the occupant.

The vent assembly may be adapted to shape the second jet to have a width at a location between the left and right seats in the range of 80% -120% of a width of a gap between the left and right seats. Shaping the second air jet such that the width between the seats is at least 80% of the width of the gap between the seats makes it possible to best utilize the gap area between the seats so that the maximum amount of air flow can be supplied to the rear area of the passenger cabin. Shaping the air jets to have a width between the seats that is no greater than 120% of the width of the gaps between the seats reduces the degree of impact of the air jets on the seats and their occupants, and thus reduces the impact of the air jets on the occupants.

The at least one outlet may be a single outlet. The size of the single outlet is more compact in the outlet plane than the plurality of different outlets, and therefore the ventilation assembly is more compact in size and easier to package.

The ventilation assembly may be adapted to receive a supply of air from a source remote from the ventilation assembly through the duct and distribute the supply of air between at least two of the first, second and third jets of air. Thus, fewer inlet ducts are required to supply air to the ventilation assembly. Thus, the encapsulation of the inlet duct is simplified.

Drawings

In order that the invention may be more readily understood, embodiments of the invention will now be described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1 is a schematic aerial view of a passenger vehicle embodying the present invention, including a ventilation system for ventilating a passenger compartment of the vehicle;

FIG. 2 is a schematic side view of a passenger car;

FIG. 3 is a schematic view of a passenger vehicle instrument panel showing a vent assembly of the vent system mounted thereon;

4a, 4b, 4c and 4d are front perspective, rear perspective, front elevation and rear elevation views, respectively, of the vent assembly;

FIG. 5 is a perspective cut-away view of the vent assembly alone;

FIGS. 6a, 6b and 6C are schematic end sectional views taken along lines A, B and C, respectively, identified in FIG. 4;

FIGS. 7a and 7b are schematic side and aerial views, respectively, of an automobile illustrating the path of a first airflow directed by a ventilation assembly into a passenger cabin along a first jet axis;

FIGS. 8a and 8b are schematic side and aerial views, respectively, of an automobile illustrating the path of a second airflow directed by the ventilation assembly into the passenger compartment along a second jet axis; and

fig. 9a and 9b are schematic side sectional and aerial views, respectively, of an automobile showing the path of a third airflow directed by the ventilation assembly into the passenger cabin along a third jet axis.

Detailed Description

A vehicle according to an exemplary embodiment of the present invention in the form of a passenger car 101 is shown in fig. 1, 2 and 3.

Referring to the drawings, a vehicle 101 includes a body structure 102 defining a passenger compartment 103 therein for accommodating passengers, an instrument panel 104 with vehicle controls at a front end of the passenger compartment 103, a plurality of seats 105 for seating passengers in a seating area of the passenger compartment, and a ventilation system 112 for ventilating the passenger compartment to enhance passenger comfort.

The body structure 103 includes left and right side structures, generally indicated at 113 and 114, respectively, and top and floor structures, generally indicated at 115 and 116, respectively. The instrument panel 104 is mounted at the front end of the passenger compartment 103 in front of the seating area 111 and extends laterally, i.e., in the width dimension of the passenger compartment 103, between the left and

right side structures

113, 114.

The plurality of

seats

105 and 110 are arranged in three transverse rows of two seats each. Thus, the first row of seats 117 consists of

seats

105 and 106, the second row of seats 118 consists of

seats

107 and 108, and the third row of seats 119 consists of

seats

109 and 110. Each row of seats 119, 120 and 121 comprises a

left seat

105, 107, 109, respectively, located to the left of the longitudinal centerline L of the passenger cabin and a

right seat

106, 108, 110, respectively, located to the right of the longitudinal centerline L, leaving a

lateral gap

122, 123, 124 between the seats in each row. Each of the

seats

105 and 110 is substantially identical and includes a base pad 125 and a back support 126 upstanding from the base pad 125.

The ventilation system 112 includes an air handling unit 127, a ventilation assembly 128, and

duct assemblies

129, 130.

The air handling unit 127 includes a housing 131 defining an inlet 132 and an outlet 133. The housing contains an electrically driven fan unit 134 and a heating element 135. The fan unit 134 is operable by conventional control circuitry to generate an air flow entering through the inlet 132, over the heating element 135 and exiting through the outlet 133. In this example, the heating element 135 is a conventional liquid-to-air heat exchanger through which heated liquid is circulated by a remote source. The air handling unit 127 is mounted at the front end of the passenger compartment 103 in front of the instrument panel 104.

The vent assembly 128 includes a body 136 defining an inlet 137 and an outlet 138. The ventilation assembly is arranged with the inlet 137 facing forward towards the air handling unit 127 and the outlet 138 facing rearward towards the seating area of the passenger compartment 103. The outlet 138 opens into the passenger compartment 103 through the instrument panel 104. The outlet 138 is elongated and arranged with its long dimension extending transversely to the passenger compartment along the instrument panel 104, i.e. in the width direction of the passenger compartment 103. The vent assembly 128 is mounted to the instrument panel 104 generally centrally with respect to the lateral dimension (i.e., width) of the passenger compartment 103. Thus, the widthwise center of the outlet 138 is generally aligned with the longitudinal centerline L of the passenger compartment 103 so as to be positioned directly in front of the gap 122 between the

seats

105, 106 of the first row of seats 117.

The

duct assemblies

129, 130 communicate the inlet 132 of the air handling unit 127 with the atmosphere surrounding the vehicle and the outlet 133 of the air handling unit with the inlet 137 of the ventilation assembly 128, respectively. The ventilation system 112 is thus operable to draw air from the atmosphere over the heating element 135 and discharge the air through the ventilation assembly 128 into the passenger compartment 103 towards a seated passenger. As will be described with reference to later figures, in this example, the ventilation assembly 128 is adapted to direct a plurality of air flows beyond the first row of seats 105 towards the second row of seats 107 to improve ventilation of the occupants of the second row of seats 118.

Referring collectively to fig. 4a to 4d, the body 136 of the vent assembly 128 is approximately rectangular in shape and includes a rear wall 401, upper and

lower walls

402, 403 and end

walls

404, 405.

The rear wall 401 extends vertically and defines an inlet 137 therethrough. The upper and

lower walls

402, 403 extend generally horizontally from the rear wall 401 in a gradually converging manner such that the outlet 138 is defined between the opposed

free edges

139, 140 of the upper and

lower walls

402, 403, respectively. The

side walls

404, 405 extend substantially perpendicularly from the rear wall 401 to cover the left and right widthwise ends of the main body 136, respectively.

Walls

401, 402, 403, 404, and 405 of body 136 thus define an enclosed volume between inlet 137 and outlet 138. In this example, the walls of the body 136 are formed from a rigid plastic material.

The outlet 138 has a high aspect ratio defining an elongate slot extending transversely to the body 136. In this example, the outlet 138 has a width W of about 1000 millimeters and a height H of about 30 millimeters, which is substantially uniform relative to the width of the body 136.

Referring next to fig. 5 together with fig. 6a, 6b and 6c, the body 136 of the vent assembly 128 defines a cavity 501 therein communicating the inlet 137 and the outlet 138, and includes a flow diverter 502 located within the cavity 501, the flow diverter 502 being located in the air flow path between the inlet 137 and the outlet 138.

The first stage of the cavity 501, immediately downstream of the inlet 137, defines a plenum 601 that extends the entire width of the body 136 between the

end walls

404, 405. Inlet 137 opens into plenum 601 such that air entering through inlet 137 enters plenum 601.

A flow splitter 502 is located in the second stage of the cavity 501 downstream of the plenum 601. The flow diverter 502 includes a horizontal wall portion 503 and a bulbous end portion 504. Wall portion 503 extends rearwardly in the horizontal plane at about half the height of cavity 501 from an upstream end closest to plenum 601 to a downstream end connected to bulbous portion 504. The bulbous portion 504 extends continuously from the downstream end of the wall portion 503 further towards the outlet 138 and upwardly and downwardly from the level of the wall portion 503. The bulbous portion 504 has a transverse cross-sectional form that is generally tear-drop shaped. The wall 503 and bulbous portion 504 of the flow diverter 502 extend the entire width of the cavity 501 in a substantially uniform widthwise cross-section between the

end walls

404, 405 of the body 136.

The flow diverter 502 interrupts the flow of air through the cavity 501 between the inlet 137 and the outlet 138 in the sense that air flowing through the cavity 501 encounters the flow diverter 502. An upper channel 602 is defined between the upper surface of the flow diverter 502 and the lower surface of the upper wall 402, and a lower channel 603 is defined between the lower surface of the flow diverter 502 and the upper surface of the lower wall 403. Each of the

channels

602, 603 is open to the plenum 601 and receives air from the plenum 601 and extends towards the outlet 138. The flow splitter 502 extends rearwardly in the cavity 501 to a distance just short of the outlet 138, such that the third stage 604 is defined before the outlet 138 where the upper channel 602 and the lower channel 603 meet. Thus, the airflows delivered by each of the upper and

lower channels

602, 603 combine in the third stage 604 to exit through the outlet 138 as a single air jet. Thus, the characteristics of the synthetic air jet, such as flow rate and flow direction, are a result of the characteristics of the constituent air streams conveyed by the upper and

lower channels

602, 603.

The flow diverter 502 also includes left and

right wall structures

505 and 506, respectively, each extending upwardly from the upper surface of the flow diverter and connected to the lower surface of the upper wall 402 of the body 136. The left and

right wall structures

505 and 506 serve to close the left and right widthwise regions of the upper channel 602 of the main body 136, thereby preventing air flowing toward the outlet 138 through the inlet 137 from flowing through the left and right widthwise portions of the upper channel 602, respectively. In this example, the flow diverter 502 is formed from the same rigid plastic material as the

walls

401, 402, 403, 404, 405 of the body 136.

It can therefore be seen in the figures that the vent assembly 128 includes three distinct widthwise portions. As shown in cross-section in fig. 5a, the left side portion 507 is provided by the left one-third of the width of the vent assembly 128; as shown in cross-section in fig. 5b, the middle portion 508 is provided by the middle third of the width of the vent assembly 128; as shown in cross-section in fig. 5c, the right side portion 509 is provided by the right one-third of the width of the vent assembly 128. As will be appreciated, the left portion 507 of the vent assembly 128 is characterized by the relevant area of the upper channel 602 being enclosed by the wall 505, and the right portion 509 is characterized by the relevant area of the upper channel 602 being enclosed by the wall 506. In contrast, as best seen in fig. 5b, the area of the upper channel 602 associated with the middle region 508 of the ventilation assembly is open to allow airflow to pass between the inlet 137 and the outlet 138 of the body 136. The lower channel 603 is open, that is, not enclosed, to allow airflow across its entire width, that is, through each of the first, second and

third portions

507, 508 and 509 of the vent assembly 128.

The outlet 138 extends continuously along the length of the body 136. Thus, the outlet 138 is common to each of the left, middle and

right portions

507, 508, 509 of the vent assembly 128 in the sense that the airflow conveyed through each of the

portions

507, 508, 509 is discharged through the common outlet 138. Nonetheless, the outlet 138 may be conceptually considered as being divided into a left region 138a that receives air primarily through the left portion 507 of the vent assembly 128, a middle region 138b that receives air primarily through the middle portion 508 of the vent assembly 128, and a right region 138c that receives air primarily through the right portion 509 of the vent assembly 128. In this example, each of the three

regions

138a,138b,138c of the outlet 138 are substantially equal in width, that is, each region extends approximately one-third of the width of the body 136.

Referring first to the left side portion 507 of the vent assembly 128 as shown in fig. 6a, air entering through the inlet 137 is received in a plenum 601 of the body 136. Across the width of the left portion 507, air from the plenum 601 can then flow through the open lower channel 603 towards the outlet 138a, but is prevented from flowing through the corresponding portion of the upper channel 602 by the walls. The air thus flows through the lower channel 603 between the underside of the flow splitter 502 and the upper surface of the lower wall 603. Just before the outlet 138, the direction of the airflow through the lower channel 603 is diverted upward by the bulbous portion 504 and the lower wall 403. The airflow from the lower channel 603 is then discharged through the left region 138a of the outlet 138 via the third stage 604 as a first jet of air directed along a first jet axis 605, the first jet axis 605 being inclined upwardly at an angle of about 60 degrees relative to the horizontal plane H.

Referring next to the middle portion 508 of the vent assembly 128 depicted in fig. 6b, air from the plenum 601 of the body 136 is allowed to flow through each of the open lower channel 602 and the open upper channel 603 toward the outlet 138 b. Air flowing through the lower channel 603 of the middle portion 508 thus flows between the underside of the flow splitter 502 and the upper surface of the lower wall 403 and flows in an upward direction to the third stage 604. Conversely, air flowing through the upper channel 602 flows between the upper side of the diverter 502 and the lower side of the upper wall 402 and in a downward direction to the third stage 604. The oblique angles of the gas flows from the lower channel 603 and from the upper channel 602 converge such that the axes intersect and the gas flows collide in the third stage 604 immediately before the outlet 138 b. Upon collision, the two air streams merge to form a single air stream that is discharged as a second air jet through the intermediate region 138b of the outlet along a second jet axis 606 that extends generally parallel to the horizontal plane H.

Referring finally to fig. 6c, it can be seen that, similar to the left portion 507, the upper channel 602 of the right portion 509 of the vent assembly 128 is enclosed by the wall 506. Thus, the air flow passes only through the lower channel 603. Thus, air flows from the plenum 601 through the lower channel 603 between the upper surface of the lower wall 403 and the underside of the flow splitter 502. The air flow through the lower channel 603 is similarly diverted upwardly immediately before the outlet 138c and discharged through the right side region 138c of the outlet as a third air jet directed along a third jet axis 607, the third jet axis 607 being inclined upwardly at an angle of about 60 degrees relative to the horizontal plane H.

Thus, in summary, the ventilation assembly 128 is adapted to discharge three different jets of air rearwardly into the passenger compartment 103 through the outlet 138. The first jet is directed through the left region 138a of the outlet in an upward direction, i.e. in a direction inclined upwardly from the horizontal plane H, the second jet is directed through the middle region 138b of the outlet in a substantially horizontal direction, i.e. in a direction substantially parallel to the horizontal plane H, and the third jet is directed through the right region 138c of the outlet in another upwardly inclined direction.

Because the direction, size and relative flow rate of the constituent air streams through the upper and

lower channels

602, 603 are fixed, the direction of each jet axis and the shape of each air jet are correspondingly fixed, i.e., are not easily changed by the user during normal use of the vehicle. Thus, the direction of the jets discharged by the ventilation assembly 128 cannot be changed by the user during normal use in a manner that may negatively impact passenger cabin occupant comfort, for example, by adjusting the ventilation assembly to direct air jets directly toward the seat. Thus, the risk of improper adjustment of the ventilation assembly, which negatively affects the comfort of the passengers, is reduced.

Referring next to fig. 7a, 7b, 8a, 8b, 9a and 9b, as previously described, the ventilation assembly is generally centrally located in the instrument panel 104 relative to the width of the passenger compartment 103. Thus, as shown, the middle portion 508 of the vent assembly 128 and the corresponding middle region 138b of the outlet are positioned directly in front of the gap 122 between the

seats

105 and 106 of the first row 117, aligned with, that is, intersecting, the longitudinal centerline L of the cabin 103. The left portion 507 of the vent assembly 128 and the corresponding left area 138a of the outlet are offset to the left of the centerline L, generally forward of the left seat 105, while the right portion 509 of the vent assembly 128 and the corresponding right area 138c of the outlet are offset to the right of the centerline L, generally forward of the right seat 106.

Referring first to fig. 7a and 7b in particular, as previously described, the vent assembly 128 is adapted to discharge a first jet of air along a first jet axis 605 through the left region 138a of the outlet.

The first jet axis 605 projects from the outlet 138a to the rear of the passenger cabin, upward above the left seat 105 at an upward-inclination angle of about 60 degrees from horizontal, and leftward at a left-hand angle of about 20 degrees from the longitudinal centerline L. Thus, the first air jet is directed over the seat 105 towards the seat 107 of the second row of seats 118 to provide improved ventilation to the occupant of the seat 107.

The first air jet directed in this way thus collides with the top 115, partly adheres to the top underside surface and flows along it over the top of the left seat 105 of the first row 117, i.e. through the gap 701 between the upper end 702 of the backrest support 126 and the underside of the top 115, towards the cabin area located behind the seat 105, i.e. towards the left seat 107 of the second row 118 and/or the left seat 109 of the third row 119. Because the first jet of air is directed upward and over the first row of seats 105, the occupant of the seat 105 is not overly impacted by the jet.

The upward angle of inclination of the first air jets with respect to the horizontal plane H should preferably be at least 45 degrees. By directing the first air stream at an angle of at least 45 degrees, it is expected that a majority of the air of the first jet will be directed over the top of the seat 105 rather than directly to the seat, and thus the impact of the air jet on the occupant of the seat 105 will be minimized.

However, it is desirable that while the angle of inclination with respect to the horizontal plane of the first jet axis 605 is large enough to avoid excessive impact with an occupant of the seat 105, it is not inclined so steeply as to cause the air jet to collide with the underside of the roof 115 at too large an angle of incidence. In this regard, it has been found that at higher angles of incidence, the attachment of the air stream to the underside of the roof is reduced, which may result in turbulence at the point of impact of the air jet with the roof and correspondingly increased impact on the occupant of the first row of seats 105, and/or a reduction in the amount of air that successfully passes through the first row of seats 105 towards the second row of seating regions.

Instead, it has been found that it is generally desirable to minimize the angle of incidence of the jet axis with respect to the top plane. This is because at relatively low angles of incidence the attachment of the air jet to the underside of the top is improved and the air flows more cleanly (cleanly) along the underside of the top through the gap between the top of the seat back support and the underside of the top. Thus, the more aggressive airflow over first row seat 105 reduces the impact on the first row seat occupant and tends to increase the airflow delivered to the rearward target area. In this example, it has been found that a relatively high degree of attachment of the airflow to the underside of the top can be achieved when the axis of the airflow is projected at an angle relative to a horizontal plane H (i.e. a plane which may well represent the plane of the underside of the top), the angle being less than 80 degrees, preferably less than 70 degrees, preferably no more than 65 degrees.

It will therefore be appreciated that the choice of the angle of inclination of the first jet axis 605 relative to horizontal requires a balance to be found between two significantly competing factors, namely to minimise the impact of the first air jet on the occupants of the first row of seats 105 and to assist the airflow through the first row of seats towards the target area behind. In this example, it has been found that the inclination angle of the first jet axis 605 relative to the horizontal plane H in the range of 55 to 65 degrees provides a particularly good balance between these competing factors.

However, those skilled in the art will appreciate that the optimum angle of inclination of the first jet axis is a function of various factors, particularly the height of the vent relative to the height of the gap between the upper end of the seat and the underside of the roof, and the distance of the length of the passenger compartment between the vent and the seat, and therefore, the optimum angle of inclination of the jet axis is expected to vary for different vehicle configurations. More generally, however, it has been found that an optimum balance between the two factors described above is generally achieved where the jet axis is directed to intersect the roof of the vehicle at a location directly above the first row of seats 105 when the seats are disposed in the forward most adjusted position. It has been observed that when the jet axis is projected along this, it is generally ensured that the degree of impact on the seat occupant remains acceptable for any adjusted position of the seat, and that the air passage above the seat is clean and intact.

The vent assembly 128 is adapted to shape the first jet of air to have a generally rectangular cross-section with an aspect ratio greater than 1:1, such as 2:1, 3:1, 4:1, 5:1, or even greater. Shaping the jet into this form is preferred because it approximates the shape of the region of the gap 701 between the top 702 of the seat 105 and the underside of the top 115, which is generally rectangular. Thus, it is contemplated that the air jets optimally utilize the clearance area above the seats so that the maximum volume of air can be delivered to the target area of the passenger cabin with minimal impact on front seat occupants.

In order to make optimal use of the area of the gap 701 above the seat 105, the first air jet may preferably be shaped such that the air flow has an aspect ratio of at least 2:1, that is to say the width of the cross section of the air jet above the seat is at least twice its height. In this example, the vent assembly is adapted to shape the first jet to have an aspect ratio of about 3:1 such that at a location above the left seat 105, the airflow has a width dimension of about 60 centimeters and a height dimension of about 20 centimeters.

Referring next specifically to fig. 8a and 8b, the vent assembly 128 is adapted to discharge a second jet of air through the intermediate region 138a of the outlet along a second jet axis 606, as previously described.

The second jet axis 606 projects from the outlet 138b to the rear of the passenger cabin, generally along the longitudinal centerline L of the passenger cabin, through the gap 122 between the left 105 and right 106 seats, toward the second row of seats 118, thereby providing further ventilation for the occupants of the second row of seats. The axis 606 extends generally parallel to the horizontal plane H of the vehicle, i.e., generally horizontally from the outlet 138 b.

In this example, the axis 606 of the second jet extends through the gap 122 between the

seats

105, 106 at a height of approximately 25 centimeters above the center point 801 of the upper surface of the bottom pad 125 of the seat 105 when the seats are disposed in the lowest adjustment position. In this respect it has been observed that by directing the axis of the jet below a given height, the height of the air jet is lower than the height of the neck and/or facial area of a seated occupant, even if the seat is in the lowest position, for an average height occupant. Thus, impact on the neck and/or face of the occupant is reduced.

The ventilation assembly 128 is adapted to shape the second air jet also to have a substantially rectangular cross-section at a location between the

seats

105, 106, with an aspect ratio of more than 1:1, for example, an aspect ratio of 2:1, 3:1, 4:1, 5:1 or more. Thus, unlike the first air jet, the vent assembly 128 is adapted to shape the second air jet to have a height greater than its width. Shaping the jet into this form is preferred because it approximately matches the area of the gap 122 between the seat 105 and the seat 106, which is bounded by the top 115 and the floor 116, the gap being generally rectangular and its height being greater than its width. Thus, it is contemplated that the second air jet optimally utilizes the area of the gap 122 to allow a maximum volume of air to be directed through the gap while minimizing impact on the occupants of the

seats

105, 106.

In order to make optimal use of the area of the gap 122 between the

seats

105, 106, the second air jet may ideally be shaped such that the air flow has an aspect ratio of at least 2:1, that is to say the height of the cross section of the air jet at the location between the seats is at least twice the width. In this example, the vent assembly is adapted to shape the second jet of air to have an aspect ratio of about 3:1 such that at a location between the

seats

105, 106, the second jet has a height dimension of about 60 centimeters and a width dimension of about 20 centimeters.

Finally, with particular reference to fig. 9a and 9b, the ventilation assembly is adapted to discharge a third jet of air along a third jet axis 607 through the right region 138c of the outlet, as previously described.

Similar to the first jet axis 605, a third jet axis 607 projects from the outlet 138c rearward of the passenger cabin and upwardly at an upward inclination angle relative to horizontal. However, unlike the first jet axis 605, the third jet axis 607 is offset to the right from the longitudinal centerline L by about a 20 degree right angle such that the jet axis 607 is directed above the right seat 106. Thus, the third air jet is directed toward the seat 108 of the second row of seats 118 above the seat 106 to provide improved ventilation to the occupant of the seat 108.

Similar to the first air jet, the third air jet is directed at an angle of about 60 degrees from horizontal H such that the third jet axis 607 intersects the top 115 at a location approximately above the seat 106, thereby causing the third air jet to pass through the gap 901 between the top 902 of the seat 106 and the underside of the top 115. Again, similar to the first air jet, the ventilation assembly 128 is adapted to shape the third air jet to have an aspect ratio of about 3:1 above the seat 106 such that at a point prior to impact with the roof, the air jet has a width dimension of about 60 centimeters and a height dimension of about 20 centimeters.

In the particular example of the invention described in detail herein, the ventilation assembly is adapted to discharge three distinct air jets into the passenger cabin, namely a first and a third air jet directed upwards and blown over the left and

right seats

105, 106 of the first row 117, respectively, and a second air jet directed between the

seats

105, 106. As discussed above, this arrangement has been found to advantageously maximize the airflow delivered by the ventilation assembly 128 to the passenger compartment area behind the front seats 117 while causing minimal impact on occupants of the front seats.

It should be understood, however, that the vent assembly could alternatively be configured to discharge only a single air jet, for example, a single air jet through the gap between the

seats

105, 106 of the first row 117, or a single air jet that passes upwardly and rearwardly across one or

more seats

105, 106, or indeed any number of multiple air jets, if the size of the vent assembly is sufficiently large.

The height and width dimensions of the air jet referred to in this specification refer to the diameter of the air jet in the vertical and horizontal planes respectively, taken between diametrically opposed points of a cross-section through the air jet, depicting the point at which the (time-averaged) velocity in the jet has been reduced to 10% of the local maximum velocity.

Thus, for example, referring to the first air jet directed along the first jet axis 605, the pair of jet envelope lines A, B and C, D trace the points at which the jet velocity drops to about 10% of the local maximum velocity. Thus, according to this measurement, the height of the jet is represented by the distance between lines A-B and the width of the jet is represented by the distance between lines C-D.

In the context of the present invention, it is considered appropriate to define the size of the air jet with reference to the point at which the jet velocity has decreased to 10% of the local maximum velocity, since it is generally expected that an occupant in the airflow path is less likely to perceive an airflow at a velocity less than 10% of the local maximum, or conversely, is not expected to be uncomfortable to the occupant.

Various methods of evaluating the velocity field of an air jet are known in the art, for example, using Background Oriented Streak (BOS) imaging techniques. It is well known that using BOS techniques, the density field of an air jet can be calculated based on the deflection of light produced during the passage of the light through the jet under study. The velocity field can then be derived from the density field using known relationships and methods. Alternative known field speed measurement techniques include hot wire anemometry.

Furthermore, reference in this specification to a "jet axis" refers to an axis extending from the outlet of the ventilation assembly in the average direction of discharge of the air jet from the outlet. Although it will be appreciated that the direction of the air jet will generally be offset from the jet axis as it passes through the cabin environment, for example due to the buoyancy of the jet and the gravitational forces acting on the jet, it is generally expected that the jet axis will closely approximate the path of the air jet through the cabin.

The jet axis of the air jet can be derived by examining the velocity field of the jet. The jet axis can be conveniently derived with reference to the jet centreline of the jet, which represents the locus of points whose (time-averaged) velocity is a local maximum, i.e. the actual average direction of the air jet is plotted, since its distance from the outlet through the cabin environment is very short. The jet axis may thus be considered to be a tangent to the jet centerline at the outlet of the vent assembly. The jet centerline, and hence the jet axis, may be determined using the BOS or hot-wire anemometry techniques described above.

References in this specification to "left" or "left" and "right" or "right" are direction definitions from the perspective of an observer facing forward of the vehicle, as that nomenclature is conventional in the art of this invention. Similarly, references to "forward" or "front" and "rearward" or "rear" are traditionally defined with respect to the front and rear of the vehicle, respectively.

Furthermore, reference in this specification to the jet axis of a "fixed" ventilation assembly means that a user of the vehicle cannot readily change the configuration of the ventilation assembly to change the direction of the jet axis during normal use of the vehicle. Because the jet axis is fixed, the user cannot easily reconfigure the vent assembly to redirect different air jets in different directions during normal use.

Furthermore, the definition of the lowest, highest, frontmost, and rearmost adjustment positions of a seat in this description is the setting of the base mat of the seat to the lowest, highest, frontmost, rearmost position, respectively, in any range of positions of the seat suitable for adjustment by a user of the vehicle in normal use of the vehicle. Where a vehicle embodying the invention includes a seat that is not suitable for repositioning by a user during normal use of the vehicle, reference to a particular adjusted position of the seat should be understood to refer only to the original position of the seat.

Claims

1. A vehicle comprising a passenger compartment, a row of seats in the passenger compartment comprising left and right seats, and a ventilation assembly in front of the seats, the ventilation assembly comprising at least one outlet for discharging air into the passenger compartment, wherein the ventilation assembly is adapted to direct a first, second and third jet of air through a first, second and third region, respectively, of the at least one outlet, the first and third regions being offset to the left and right of the second region, respectively, and the ventilation assembly is adapted to shape the first and third jets to have an aspect ratio greater than 1:1 and the second jet to have an aspect ratio less than 1: 1.

2. The vehicle of claim 1, wherein the second region of the at least one outlet of the vent assembly is centrally located relative to a width of the passenger compartment.

3. A vehicle according to claim 1 or 2, wherein the second region of the at least one outlet is located directly in front of the gap between the left and right side seats.

4. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to shape one or both of the first and third air jets to have an aspect ratio of at least 2:1 and the third air stream to have an aspect ratio of no more than 1: 2.

5. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to shape each of the first and third air jets to be greater in width than the width of the second air jet.

6. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to shape the second jet of air to be greater in height than each of the first and third jets of air.

7. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to direct each of the first and third air jets at an angle of at least 30 degrees relative to cabin horizontal and the second air jet at an angle of less than 30 degrees relative to cabin horizontal.

8. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to direct a first jet of air along a first jet axis that projects rearwardly and upwardly above the left side seat toward a passenger cabin area rearward of the left side seat.

9. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to direct a second jet of air along a second jet axis projected rearwardly between the left and right seats toward a passenger compartment area located rearwardly of the seats.

10. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to direct a third jet of air along a third jet axis projecting rearwardly and upwardly above the right side seat toward a passenger cabin area rearward of the right side seat.

11. A vehicle according to any of claims 7 to 9, wherein the ventilation assembly is adapted such that one or more of the first, second and third jet axes are fixed.

12. The vehicle of any preceding claim, wherein the vehicle further comprises a roof extending above the passenger compartment, and wherein the ventilation assembly is adapted to shape one or both of the first and third air jets to have a height in the range of 80% to 120% of a gap height between the seat and the roof at a location above the left or right seat when the seat is disposed in the highest adjustment position.

13. A vehicle according to any preceding claim, wherein the ventilation assembly is adapted to shape the second air jet to have a width at a location between the left and right seats in the range 80-120% of the width of the gap between the left and right seats.

14. A vehicle according to any preceding claim, wherein the at least one outlet is a single outlet.

15. The vehicle of any preceding claim, wherein the ventilation assembly is adapted to receive an air supply from a source remote from the ventilation assembly through a duct and distribute the air supply between at least two of the first, second and third air jets.