阅读说明：本技术 车辆通风组件 (Vehicle ventilation assembly ) 是由 A.平克斯通 R.哈里斯 于 2020-02-03 设计创作，主要内容包括：公开了一种包括客舱(103)和通风组件(119)的车辆(101)。该通风组件(119)包括：用于输送气流并具有出口(129)的管道,气流通过该出口排入客舱(103)；位于管道内的偏转器(401),该偏转器(401)具有供气流越过的凸面(406)；以及围绕凸面的至少一部分延伸的阀(409),用于限制气流越过凸面(406)的方向,其中气流在由气流越过凸面(406)的方向限定的方向上排放通过出口(129)；并且阀(409)是可旋转的,以改变气流越过凸面(406)的方向。(A vehicle (101) comprising a passenger compartment (103) and a ventilation assembly (119) is disclosed. The ventilation assembly (119) comprises: a duct for conveying the air flow and having an outlet (129) through which the air flow is discharged into the passenger compartment (103); a deflector (401) located within the duct, the deflector (401) having a convex surface (406) over which the gas stream passes; and a valve (409) extending around at least a portion of the convex surface for restricting the direction of gas flow across the convex surface (406), wherein the gas flow discharges through the outlet (129) in a direction defined by the direction of gas flow across the convex surface (406); and the valve (409) is rotatable to change the direction of the gas flow over the convex surface (406).)

1. A vehicle comprising a passenger compartment and a ventilation assembly, the ventilation assembly comprising:

a duct for conveying an air flow and having an outlet through which the air flow is discharged into the passenger compartment;

a deflector located within the duct, the deflector having a convex surface over which the gas stream passes; and

a valve extending around at least a portion of the convex surface for restricting gas flow across the convex surface,

wherein the gas flow is discharged through the outlet in a direction defined by the direction of the gas flow over the convex surface, and the valve is rotatable to change the direction of the gas flow over the convex surface.

2. The vehicle of claim 1, wherein the valve prevents airflow around at least half of the convex surface.

3. A vehicle as claimed in claim 1 or 2, wherein the valve comprises an opening for allowing airflow over the convex surface, and the valve is rotatable such that the opening moves along a path extending around the convex surface.

4. The vehicle of claim 3, wherein the valve is rotatable such that the opening moves through a center angle of at least 90 ° along the path.

5. The vehicle of any of claims 1-4, wherein the valve is rotatable about an axis of rotation that intersects an apex of the convex surface.

6. The vehicle of any of claims 1-5, wherein the outlet is above a convex surface of the deflector.

7. The vehicle of any one of claims 1-6, wherein a portion of the conduit upstream of the deflector extends perpendicular to a central axis of the convex surface.

8. The vehicle of any of claims 1-7, wherein the valve is rotatable independently of the deflector.

9. The vehicle of any of claims 1-7, wherein the valve is connected to the deflector and rotatable therewith.

10. A vehicle as claimed in any preceding claim wherein the convex surface is axisymmetric about the axis of rotation of the valve.

11. The vehicle of any of claims 1-9, wherein the convex surface defines a slope in a circumferential direction of the convex surface.

12. The vehicle of any of claims 1-11, further comprising a handle connected to the valve for manipulation by an occupant of the passenger compartment to rotate the valve.

13. The vehicle of any of claims 1-12, further comprising an electric motor connected to the valve, wherein the electric motor is operable to rotate the valve.

14. The vehicle of claim 13, wherein the electric motor is at least partially located within a cavity of the deflector.

15. The vehicle according to any one of claims 1 to 14. Wherein the vehicle includes a seat in the passenger compartment for seating an occupant, the ventilation assembly is located in a position forward of the seat, and the valve is rotatable to a position in which the airflow passes through the outlet, discharging toward the seat.

16. The vehicle of any one of claims 1-15, wherein the vehicle includes a pillar extending between a floor and a roof of the vehicle, and the vent assembly is mounted to the pillar.

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 cars, typically include a ventilation system for exhausting air into the passenger compartment of the vehicle to enhance occupant comfort. Typically, such ventilation systems include a fan unit for generating an airflow and one or more vents for exhausting the airflow into the passenger compartment. The vents may be adjustable to change the direction in which the airflow is discharged into the passenger compartment, for example to allow passengers to direct the airflow to specific areas of the body.

Disclosure of Invention

According to a first aspect of the present invention, there is provided a vehicle comprising a passenger compartment and a ventilation assembly, the ventilation assembly comprising: a duct for conveying an air flow and having an outlet through which the air flow is discharged into the passenger compartment; a deflector positioned within the duct, the deflector having a convex surface through which the gas stream flows; and a valve extending around at least part of the convex surface for restricting the direction of gas flow through the convex surface, wherein the gas flow is discharged through the outlet in a direction defined by the direction of gas flow through the convex surface; and the valve is rotatable to change the direction of the gas flow over the convex surface.

Thus, the gas flow through the conduit encounters the deflector and flows diametrically across the convex surface. As the air flows over the convex surface, it is deflected outwardly through the outlet into the passenger compartment as an air jet.

It has been observed that the use of a convex surface within the duct to turn the airflow is less restrictive than the use of alternative means (e.g. the use of slats or flap baffles across the outlet) to turn the airflow. As a result, a given flow rate of air jet can be achieved using a less powerful blower, thereby saving electrical energy. Conversely, for a given blower power, a higher flow rate of the air jet can be obtained, so that improved ventilation of the passenger cabin can be provided.

The valve is rotatable to change the direction of the gas flow over the convex surface. The direction in which the air jet enters the passenger cabin depends on the direction of the air flow through the convex surface. Thus, the direction of the air jet entering the passenger compartment may be changed by rotating the valve to allow the air jet to be aimed at different areas of the passenger compartment.

The valve may prevent gas flow around at least half of the convex surface. Preferably, the valve may prevent airflow around at least three quarters of the convex surface.

By preventing the airflow from reaching the convex surface around at least half and preferably at least three quarters of the convex surface, the direction of airflow across the convex surface can be limited to airflow around no more than half or preferably one quarter of the convex surface. Thus, the air flow is allowed to pass over the convex surface with a velocity vector not exceeding 180 °. As a result, the synthetic air jet formed by the air flow separating from the convex surface may be relatively concentrated, i.e. the divergence angle of the air jet from the outlet may be relatively low. Thus, such an arrangement may advantageously allow for relatively high targeted ventilation of the passenger cabin area.

For example, the valve may comprise a wall for blocking the gas flow extending around at least half or more preferably three quarters of the convexity, i.e. a wall enclosing a central angle of at least 180 ° or more preferably at least 270 °.

The valve may include an opening for allowing airflow over the convex surface, and the valve may be rotated such that the opening moves along a path extending around the convex surface. Thus, the air flow can be allowed to pass over the convex surface through the opening. Because the openings move around the convex surface, the direction of the gas flow over the convex surface can be varied. As a result, the direction of the synthetic air jet entering the passenger cabin may be desired to be changed.

The valve may be rotated such that the opening moves through a central angle of at least 90 ° along the path. That is, the degree of freedom of rotation of the valve may be such that the valve is rotatable through an angle sufficient to move the opening through a central angle of at least 90 ° along a path around the convex surface. Thus, the average direction of the gas flow allowed to pass the outlet over the convex surface may vary by at least 90 °. The average direction of the synthetic air jet can thus be adjusted by the same relatively large angle of at least 90 °. Preferably, the degree of freedom of rotation of the valve may be even greater, for example such that the opening may move along the path through a central angle of at least 180 °, or even more preferably at least 270 °.

The valve may be rotatable about an axis of rotation that intersects the convex apex. Thus, the distance between the valve and the apex of the convex surface is not changed when the valve is rotated. The shape of the synthetic air jet may generally be a function of the distance between the valve and the apex of the convex surface, for example because the air flow is expected to spread and/or change velocity as it flows between the valve and the apex of the convex surface. By keeping the distance between the valve and the apex of the convex surface constant, the shape of the generated air jet can generally be kept constant accordingly, even when the direction of the jet changes.

The deflector is located within the conduit at a position such that the outlet is above the convex surface of the deflector. In other words, the deflector may be located directly behind the pipe such that the convex surface of the deflector faces outwardly through the outlet. Thus, the distance between the convex surface and the outlet is minimized, and therefore the extent of diffusion of the air jet as it passes over the outlet can be expected to be minimal. Thus, the air jet is more likely to pass cleanly over the outlet with less interaction with the edge of the outlet.

A portion of the conduit upstream of the deflector may extend perpendicular to a central axis of the convex surface. Thus, the gas flow is directed through this part of the duct in a radial direction with respect to the convex surface. As a result, the ventilation assembly can be more compact in the axial direction.

The valve may rotate independently of the deflector. In other words, the valve and the deflector may be separate, independently mounted components. In this arrangement, the deflector may be statically mounted while allowing the valve to rotate. The static mounting of the deflector can be more easily achieved and thus the construction of the ventilation assembly can be simplified. Furthermore, in the case of a valve separate from the deflector, the mass of the valve and therefore its mass can be expected to be reduced and therefore the force that needs to be exerted on the valve to rotate it can be reduced, facilitating easier operation of the valve.

The valve may be connected to the deflector and may rotate therewith. In other words, the valve may be structurally integrated with the deflector. This one-piece construction may simplify the manufacturing and assembly process of the vent assembly. Further, in the case where the valve member is integrated with the deflector, air leakage between the valve and the deflector can be reduced. Thus, the direction of the air flow over the convex surface can be better restricted.

The convex surface may be axisymmetric about the rotational axis of the valve. Thus, the degree of deflection of the gas flow in the axial direction of the convex surface, and thus the axial inclination of the jet produced, will remain unchanged even when the valve is rotated about the convex surface to change the direction of the gas flow over the convex surface.

The convex surface may define a slope in a circumferential direction of the convex surface. The chamfer in the convex surface may serve to block air flow in the circumferential direction around the convex surface. In particular, a gas flow encountering a ramp in the circumferential direction may be accelerated in the radial direction and directed outwardly through the outlet. Reducing circumferential airflow around the convex surface may advantageously reduce turbulence of the airflow over the convex surface, thereby reducing restriction to the airflow over the convex surface and resulting in a more concentrated airflow in a direction over the convex surface.

The vehicle may further include a handle connected to the valve and extending outside the duct for manipulation by an occupant of the passenger compartment to rotate the valve. Thus, an occupant of the passenger compartment may use the handle to rotate the valve, thereby changing the direction of the synthetic air jet entering the passenger compartment.

The vehicle may also include an electric motor connected to the valve and operable to rotate the valve. Thus, the motor may be used in conjunction with suitable electronic controls to rotate the valve to change the direction of the generated air jet into the passenger compartment. The electric motor may advantageously reduce the manual effort required by a user to rotate the valve. Furthermore, an electric motor and suitable electronic control means may contribute to automatically controlling the direction of the air jet into the passenger cabin. Suitable electronic control means for controlling the stepper motor are well known in the art.

The electric motor may be at least partially located within the cavity of the deflector. In other words, the motor may be nested within a volume at least partially defined by the deflector. For example, the surface of the deflector may be concave and the motor may nest in a concave profile. Thus, the deflector and electric motor pair may be more compact in the axial direction.

The vehicle may include a seat in the passenger compartment for seating an occupant, the ventilation assembly may be located in a position forward of the seat, and the valve may be rotated to a position in which the airflow is discharged through the outlet toward the seat. Thus, the ventilation assembly may be used to facilitate targeted ventilation of an occupant of a passenger seat.

The vehicle may further include a pillar extending between a floor and a roof of the vehicle and the vent assembly may be mounted to the pillar. In this arrangement, the ventilation assembly may direct the projection of the air jet across the entire width of the passenger cabin.

Drawings

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

FIG. 1 is a schematic top 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 vehicle illustrating a ventilation assembly of a ventilation system;

figures 3a, 3b, 3c and 3d show the ventilation assembly previously identified in figure 2 in isolation in a schematic perspective view, a front view, a rear view and a side view respectively;

figures 4a and 4b show the ventilation assembly again in isolation, in exploded perspective and exploded side views respectively;

FIGS. 5a and 5B are cross-sectional views of the vent assembly taken along lines A-A and B-B, respectively, identified in FIG. 3B;

6a, 6b and 6c are partial views of the vent assembly with the front housing 302 removed to show the valve members of the vent assembly in three different positions;

FIGS. 7a, 7b and 7c are schematic views of the path of the air jets discharged by the ventilation assembly into the passenger compartment of the automobile;

figures 8a and 8b schematically illustrate a second vent assembly embodying the present invention in exploded perspective and exploded side views respectively; and

fig. 9a and 9b are schematic and exploded side sectional views of a second vent assembly.

Detailed Description

Fig. 1 and 2 show a vehicle in the form of a passenger car 101 according to an exemplary embodiment of the invention.

Referring to the drawings, a vehicle 101 includes a body structure 102 defining a passenger compartment 103 for accommodating passengers therein, an instrument panel 104 carrying vehicle controls located at a front end of the passenger compartment 103, a plurality of seats 105 to 110 for seating passengers located in a seating area of the passenger compartment, and a ventilation system 111 for ventilating the passenger compartment to improve passenger comfort.

The vehicle body structure 103 includes a roof structure 112 extending above the passenger compartment 103, a floor structure 113 extending below the passenger compartment 103, and left and right side structures, generally indicated at 114 and 115, respectively. The left side structure 114 and the right side structure 115 each include a plurality of structural pillars, including a pair of "B" pillars 116, 117 extending upward from the floor 113 to the roof 112. The instrument panel 104 is mounted at the front end of the passenger compartment 103, in front of the seating area, and extends laterally, i.e., in the width dimension of the passenger compartment 103, between the left side structure 114 and the right side structure 115.

The plurality of seats 105-110 are arranged in three transverse rows of two seats each. Thus, the first row of seats is formed by seats 105 and 106, the second row of seats is formed by seats 107 and 108, and the third row of seats is formed by seats 109 and 110. Each row of seats comprises a left seat 105, 107, 109, respectively, located to the left of the longitudinal centre line L of the passenger cabin and a right seat 106, 108, 110, respectively, located to the right of the longitudinal centre line L.

The ventilation system 111 includes an air handling unit 118, a ventilation assembly 119, and duct assemblies 120, 121.

The air handling unit 118 includes a housing 122 defining an inlet 123 and an outlet 124. The housing 122 contains an electrically driven fan assembly 125 and a heating element 126. The fan unit 125 is operable by conventional control circuitry to generate an airflow that enters through the inlet 123, passes over the heating element 126 and exits through the outlet 124. In this example, the heating element 126 is a conventional liquid-to-air heat exchanger through which heated liquid is circulated by a remote source. An air handling unit 118 is mounted at the front end of the passenger compartment 103 in front of the instrument panel 104.

The vent assembly 119 includes a body 127 defining an inlet 128 and an outlet 129. The vent assembly 119 is mounted to the B-pillar 117 of the vehicle body structure 102 at a height that is approximately equidistant between the floor 113 and the roof 112, with the outlet 129 facing the passenger compartment 103. The B-pillar 117 includes an interior trim panel 130 and the body 127 of the vent assembly 119 is positioned behind the interior trim panel 130 such that the body 127 is blocked from view by occupants of the passenger compartment 103. The outlet 129 of the ventilation assembly 119 opens into the passenger compartment 103 through an aperture in the interior trim panel 130.

The duct assemblies 120, 121 communicate the inlet 123 of the air handling unit 118 with the atmosphere surrounding the vehicle and the outlet 124 of the air handling unit with the inlet 128 of the ventilation assembly 129, respectively. The ventilation system 111 is thus operable to draw air from the atmosphere, past the heating element 126, and discharge the air into the passenger compartment 103 through the ventilation assembly 119. As will be described with reference to later figures, in this example, the ventilation assembly 119 is adapted to direct jets of air towards the seat 108 to provide ventilation to an occupant of the seat.

Referring collectively to fig. 3a to 3d, 4a and 4b, and 5a and 5b, the vent assembly 119 includes a body 127 and a deflector assembly 401.

The main body 127 includes a front case 302 and a rear case 303. Each of the front and rear cases 302, 303 includes a substantially planar panel 304, 305 and a flange 306, 307 upstanding from the perimeter of the planar panel 304, 305, respectively. The front housing 302 and the rear housing 303 are connected by flanges 306, 307 such that the panels 304, 305 are spaced apart and a chamber 308 is defined therebetween. The front housing 302 defines an outlet 129 formed as a generally circular aperture through the faceplate 304. The front housing 302 and the rear housing 303 together define the inlet 128 at the lower end of the body 127 between spaced apart panels 304, 305. The chamber 308 extends between the inlet 128 and the outlet 129 and defines an enclosed passage for air to flow therebetween.

The deflector assembly 401 includes a rotor assembly 402, a mounting assembly 403, and a bearing assembly 404.

The rotor assembly 402 includes a dome-shaped disk 405 having a convex front surface 406 and a concave rear surface 407. In this example, the disk 405 is substantially axisymmetric about a central axis 408 of the convex surface, the central axis 408 extending through an apex of the convex surface 406 perpendicular to the convex surface. The disc 405 and its front 406 and rear 407 surfaces are each substantially circular in area.

The rotor assembly 402 also includes a wall 409 rigidly connected to and upstanding from the convex surface 406 of the disc 405. The wall 409 is substantially hemispherical in the axial direction of the deflector and is arranged to extend circumferentially around the convex surface 406 adjacent the peripheral edge of the disc 405. In this example, wall 409 encompasses a central angle of about 230 ° such that the wall extends around only less than three-quarters of the circumference of convex surface 406. Thus, the wall 409 defines an opening 410 between the free ends 411, 412 that subtends a central angle of about 130 °, i.e., such that the opening 410 extends around only more than one quarter of the circumference of the convex surface 406.

The mounting assembly 403 includes a base and a shaft. The base is rigidly secured to the back of the panel 305 of the rear housing 303 and the shaft of the mounting assembly protrudes through a hole formed in the panel 305 into the chamber 308. The bearing assembly 404 comprises a roller bearing having an inner race received by press fit on the shaft of the mounting assembly 403 and an outer race that is free to rotate about the shaft of the mounting assembly.

The rotor assembly 402 is located within the chamber 308 through which the airflow path between the inlet 128 and the outlet 129 passes. A disc 405 of rotor assembly 402 is attached to an outer race of bearing assembly 404 by press fit, and rotor assembly 402 is rotatable therewith about axis 408. The rotor assembly 402 further comprises a handle 413 rigidly coupled to the disc 405 and arranged to protrude outside the main body 127 through the outlet 129. Thus, the handle 413 may be manipulated by an occupant of the passenger compartment to rotate the rotor assembly 402 within the chamber 308 about the rotational axis 408.

Referring next to fig. 5a and 5b in particular, it can be seen that in the assembled state, the rotor assembly 402 is disposed in the chamber 308 with the concave surface 407 of the disc 405 facing the rear housing 303 and the convex surface 406 facing the front housing 302. The rotor assembly 402 is located directly behind the outlet 129 such that the axis 408 protrudes through the outlet 129. The rotor assembly 402 is thus located in the airflow path through the chamber 308 between the inlet 128 and the outlet 129 of the body 127, such that substantially all air flowing between the inlet 128 and the outlet 129 encounters the rotor assembly 402 and must flow over its convex surface 406.

The outer diameter D1 of chamber 308 is greater than the outer diameter D2 of rotor assembly 402 such that chamber 308 extends circumferentially around the entire circumference of rotor assembly 402. The wall 409 extends from the convex surface 406 of the disc 405 substantially the entire distance to the inside of the front housing 302. Thus, the wall 409 forms a substantially airtight seal between the convex surface 406 of the disc 405 and the front housing 302, thereby partially separating the chamber 308 from the outlet 129 and restricting the flow of air from the circumferential chamber 308 through the convex surface 406 of the disc 405.

However, airflow from chamber 308 may be allowed to pass over convex surface 406 through opening 410 defined by wall 409. As shown, the air flow from chamber 308 over convex surface 406 of disc 405 may be deflected by the convex surface to the exterior of body 127 through outlet 129 as a jet of air directed along jet axis 501.

The wall 409 of the rotor assembly 402 thus acts as a valve to restrict the direction of airflow from the chamber 308 over the convex surface 406. Further, because the wall 409 of the rotor assembly 402 may rotate relative to the chamber 308, the angular position of the opening 410 of the wall 409 may vary. As a result, the direction of the airflow passing over the convex surface 406, and thus the direction of the synthetic air jet formed thereby when the airflow separates from the convex surface 406, may be controllably adjusted by rotation of the wall 409, thereby changing the direction of the jet axis of the air jet discharged into the passenger compartment 103 of the vehicle.

Referring next to fig. 6a to 6c, as previously described, by user manipulation of the handle 413, the rotor assembly 402 may be rotated about the axis of rotation 408 within the chamber 308 through an angle of rotation of about 180 ° thereby changing the direction of the airflow over the convex surface 406 of the rotor assembly 402.

Referring first to fig. 6a, the rotor assembly 402 is shown in a first angular position, wherein the opening 410 defined by the wall 409 is located at a twelve o' clock position relative to the convex surface 406. As a result, wall 409 restricts the flow of air from chamber 308 through convex surface 408 in a generally downward direction. Thus, the air flow may be expected to separate from the convex surface 406 to form an air jet directed in a generally downward direction along the jet axis 601.

Referring next to fig. 6b, the rotor assembly 402 is shown having been rotated counterclockwise about the axis of rotation 408 to a second angular position. In the second angular position, the opening 410 of the wall 409 is located at a ten o' clock position relative to the convex surface 406. As a result, wall 409 restricts the flow of air from chamber 308 past convex surface 406 to a generally diagonally downward direction. Thus, the airflow may be expected to separate from the convex surface 406 to form an air jet directed in a generally diagonally downward direction along the jet axis 602.

Referring again to fig. 6c, the rotor assembly 402 is shown as having been rotated further counterclockwise about the axis of rotation 408 to a third angular position. In the third angular position, the opening 410 of the wall 409 is at the eight o' clock position relative to the convex surface 406. As a result, the wall 409 restricts the flow of air from the chamber 308 through the convex surface 406 to a generally diagonally upward direction. Thus, the air flow may be expected to separate from the convex surface 406 to form an air jet directed in a generally diagonally upward direction along the jet axis 603.

Turning next to fig. 7a to 7c, as previously mentioned, the ventilation system is arranged to discharge an airflow into the passenger compartment in a direction towards a passenger seated in the second seat row 108.

Referring first to fig. 7a, the ventilation system is shown operating with the ventilation assembly 119 in a first configuration, which generally corresponds to the configuration shown in fig. 6 a. In this configuration, the vent assembly directs the air jet through the outlet 129 along a vertically downwardly directed jet axis 601, as previously described. Thus, the air jet is directed downwardly along axis 601 generally toward the feet of the seated occupant.

Referring next to fig. 7b, the ventilation system is shown operating with the ventilation assembly in a second configuration, which generally corresponds to the configuration shown in fig. 6 b. In this configuration, the vent assembly directs the air jet through the outlet 129 along a diagonally downwardly directed jet axis 602, as previously described. Thus, the air jet is directed along axis 602 generally toward the thighs and lower torso/abdomen of the seated passenger.

Referring again to fig. 7c, the ventilation system is shown operating with the ventilation assembly in a third configuration, which generally corresponds to the configuration shown in fig. 6 c. In this configuration, the vent assembly directs a jet of air through the outlet 129 along a diagonally upwardly directed jet axis 603, as previously described. Thus, the air jet is directed along axis 603 generally toward the neck and face of the seated passenger.

Referring finally to fig. 8a, 8b, 9a and 9b, an alternative embodiment of the vent assembly 119 previously described with reference to fig. 1-7 is shown.

The vent assembly 801 is similar in construction to the vent assembly 119 of fig. 1 to 7, and like reference numerals will be used to identify equivalent features. Similar to the vent assembly 119, the vent assembly 801 includes a body 127 ', the body 127 ' including a front housing 302 ' and a rear housing 303 ' that, in an assembled state, internally define a chamber 308 ' extending between the inlet 128 ' and the outlet 129 '. The ventilation assembly 801 further comprises a disc 405 ' arranged in the path of air flowing through the chamber 308 ' between the inlet 128 ' and the outlet 129 ', the disc 405 ' having a convex surface 406 ' facing the passenger compartment 103 for deflecting the air flow through the outlet 129 ', and a convex surface 407 ' opposite the convex surface 406 '. The vent assembly 801 also includes a rotor assembly 402 'for restricting the direction of airflow over the convex surface 406'.

Unlike the vent assembly 119, for the vent assembly 801, the disc 405 ' and its convex surface 406 ' are integral with the front housing 302 '. An annular outlet 806 is defined between the disc 405 ' and the face plate 304 ' of the front housing 302 ' through which the airflow can be exhausted from the ventilation assembly. Further, unlike the vent assembly 119, the rotor assembly 402 'of the vent assembly 801 is a separate component from the disc 405', which is rotatable relative to the disc 405 'and the convex surface 406'. Furthermore, unlike the axisymmetric convex surface 406 of the vent assembly 119, the convex surface 406 'defines a ramp profile 804 that slopes in the circumferential direction of the convex surface 406'.

Rotor assembly 402 includes a hub 802, a wall 409 'and spokes 803, spokes 803 spanning a gap 805 between hub 802 and wall 409' and rigidly connecting the wall to the hub. Wall 409 'similarly encompasses a central angle of about 230 and defines an opening 410' encompassing a central angle of about 130. In the assembled state, as shown in fig. 9a, the wall 409 ' extends circumferentially around the convex surface 406 ' between the inner side of the rear housing 303 ' and the inner side of the front housing 302.

Similar to the vent assembly 119, the wall 409 'of the vent assembly 801 serves to restrict the direction of airflow from the chamber 308' through the convex surface 406 ', and the rotor assembly is rotatable about the axis of rotation 408', thereby changing the angular position of the opening 410 'relative to the convex surface 406', and thus changing the direction of airflow through the convex surface 406 ', and thus changing the direction of the jet axis of the air jet formed by the separation of the airflow from the convex surface 406'.

In this embodiment, the ventilation assembly 801 also includes a stepper motor 804 for controlling rotation of the rotor assembly 402'. The stepper motor 804 is rigidly mounted to the rear housing 303 ' and includes a rotatable shaft to which the hub 802 of the rotor assembly 402 ' is rigidly coupled, the rotatable shaft defining an axis of rotation for the rotor assembly 402 '. Thus, stepper motor 804 may be operated by conventional electronic controls to rotate rotor 402 'about axis of rotation 408' to move wall 409 'circumferentially about convex surface 406'. In the assembled state shown in fig. 9a, the stepper motor 804 is partially nested in the cavity formed by the concave surface 407 'of the disk 405'.

Reference in this specification to a "jet axis" is to an axis extending from the outlet of the ventilation assembly in the average direction in which the air jet is discharged from the outlet. The jet axis may generally be expected to represent a good approximation of the path of the air jet through the passenger compartment, although it will be appreciated that the air jet will generally be directed away from the jet axis as it advances through the passenger compartment environment, for example due to the buoyancy of the jet and the gravitational forces acting on the jet.

The jet axis of the air jet can be derived with reference to the jet centerline of the jet, which represents the locus of points of velocity at which the jet is a local maximum (time average), i.e. the actual average direction of the air jet as it travels from the outlet through an infinitely short distance of the cabin environment is plotted. Thus, the jet axis may be considered to be a tangent to the jet centerline at the outlet of the vent assembly. The jet axis may be determined by determining the jet centerline by evaluating the velocity field of the air jet using known Background Oriented Streak (BOS) imaging techniques. As is well known, using BOS techniques, the density field of an air jet can be calculated based on the light deflection produced during the passage of light through an angled jet. The velocity field can then be derived from the density field using known relationships and methods. Alternative known speed field measurement techniques include hot wire anemometers.

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

In this specification, the "central axis" of a convexity refers to the axis extending through the apex of the convexity perpendicular to the apex.