CN118560583B

CN118560583B - Roof module, roof device and vehicle

Info

Publication number: CN118560583B
Application number: CN202411050468.1A
Authority: CN
Inventors: 宋培宇; 李鹏; 张涛; 肖帆; 罗瑞
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2024-08-01
Filing date: 2024-08-01
Publication date: 2024-12-10
Anticipated expiration: 2044-08-01
Also published as: CN118560583A

Abstract

The present application relates to the field of vehicle technology, and discloses a roof module, a roof device and a vehicle. The roof module includes a roof frame, a roof skin and a shell. The roof frame includes a first side and a second side opposite to each other. The roof skin is arranged on the first side and connected to the roof frame, and the roof skin covers the roof frame. The shell is arranged on the second side, and the shell is connected to the roof frame. The shell and the roof skin together form an air duct, and the air duct is used for gas to flow into the interior of the vehicle.

Description

Roof module, roof device and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a roof module, a roof device and a vehicle.

Background

In order to improve riding comfort for a driver and passengers, a vehicle is generally provided with an air conditioner. When the air conditioner is arranged at the top of the vehicle, an air duct and an air supply outlet are additionally arranged in the vehicle, so that the air sent out by the air conditioner can flow out from the air supply outlet along the air duct after being sent out from the air outlet of the air conditioner, and then the air is conveyed into the vehicle.

However, the panels forming the air duct are usually separate elements, and are mounted on the roof frame after the manufacture, and then combined with the roof frame together with the top surrounding skin of the vehicle, so that the integration of the roof module is not high, and the overall assembly efficiency of the vehicle is affected.

Disclosure of Invention

The application provides a roof module, a roof device and a vehicle.

In a first aspect, embodiments of the present application provide a roof module for a vehicle. The roof module comprises a roof surrounding framework, a roof surrounding skin and a shell. The top wall skeleton includes a first side and a second side that are opposite. The top surrounding skin is arranged on the first side and connected with the top surrounding framework, and the top surrounding skin covers the top surrounding framework. The shell is arranged on the second side, and the shell is connected with the top wall framework. The shell and the top surrounding skin together form an air duct, and the air duct is used for allowing air to flow into the vehicle.

In certain embodiments, the housing, the roof framework, and the roof skin are integrated into a roof module

In some embodiments, the top wall skin is welded, riveted or bonded to the top wall armature, and/or the shell is welded, riveted or bonded to the top wall armature.

In some embodiments, the top surrounding skin is provided with a skin air inlet, and the shell is provided with a cavity and an air supply outlet which are communicated. The skin air inlet, the cavity and the air supply outlet jointly form the air duct.

In some embodiments, the housing includes a static portion provided with a static cavity at least partially corresponding to the skin air intake.

In some embodiments, the housing includes a static pressure section and a blowing section. The static pressure part corresponds to the skin air inlet. The air supply part is arranged at least on one side of the static pressure part. The static pressure part is provided with a static pressure cavity, the air supply part is provided with an air supply cavity, and the static pressure cavity is communicated with the air supply cavity and jointly forms the cavity. The air supply opening is arranged on the air supply part and is communicated with the air supply cavity.

In some embodiments, the hydrostatic cavity has a depth greater than a depth of the plenum in a height direction of the vehicle.

In some embodiments, the static pressure portion includes a bottom wall and a side wall, wherein an end of the side wall away from the top wall skeleton is connected with the bottom wall and encloses the static pressure cavity together with the bottom wall, and the side wall is connected with the top wall skeleton.

In some embodiments, the side walls include a first side wall, a second side wall, a third side wall and a fourth side wall that are sequentially connected, one end of the first side wall, the second side wall, the third side wall and the fourth side wall, which is far away from the top wall skin, is connected with four sides of the bottom wall, and one end of the first side wall, part of the second side wall, the third side wall and part of the fourth side wall, which is near the top wall skeleton, is connected with the top wall skeleton.

In some embodiments, the first side wall has a height relative to the bottom wall that is greater than a height of the third side wall relative to the bottom wall.

In some embodiments, the air supply portion includes a first air supply portion and a second air supply portion. The first air supply part and the second air supply part are respectively connected with the two opposite sides of the side wall.

In some embodiments, the length of the first air blowing portion and the length of the second air blowing portion are the same in the longitudinal direction of the vehicle.

In some embodiments, the air blowing portion includes a bottom plate, a side plate, and a sealing plate, and the bottom plate includes a first surface and a second surface that are opposite to each other in a width direction of the vehicle. The first face of bottom plate with the skeleton is enclosed on the top is connected, the first end of curb plate with the second face of bottom plate is connected, the second end of curb plate with the skeleton is enclosed on the top is connected, the closing plate with the bottom plate curb plate reaches the skeleton is enclosed on the top all is connected, in order to shutoff the cavity is in vehicle length direction is kept away from the opening of static pressure portion one side.

In some embodiments, the included angle between the side plate and the bottom plate is an obtuse angle, a right angle or an acute angle.

In some embodiments, the air supply port is provided on the side plate and/or the bottom plate.

In some embodiments, the top wall skeleton is provided with a skeleton air inlet, and the skin air inlet and the skeleton air inlet are arranged opposite to each other and are communicated with the cavity.

In a second aspect, the present application provides a roof apparatus. The roof device comprises the roof module and the air conditioner in any one of the embodiments. The air conditioner is arranged on one side of the top surrounding skin away from the top surrounding framework.

In some embodiments, the air conditioner is provided with an air conditioner air outlet and an air conditioner air return inlet, the top surrounding skin is provided with a skin air inlet and a skin air return inlet, and the air conditioner air outlet corresponds to the skin air inlet and the skeleton air inlet. The top wall framework is also provided with a framework air return opening, and the air conditioner air return opening, the skin air return opening and the framework air return opening correspond to each other.

In some embodiments, in the longitudinal direction of the vehicle, the air supply opening of the roof module is staggered from the air-conditioning air outlet.

In some embodiments, in the longitudinal direction of the vehicle, the air supply opening of the roof module and the air-conditioning return opening are staggered.

In certain embodiments, the depth of the hydrostatic cavity of the roof module is greater than the expanded length of the jet range of the air conditioner.

In a third aspect, the present application provides a vehicle. The vehicle comprises the roof device according to any one of the embodiments.

In the vehicle roof module, the vehicle roof device and the vehicle, the shell and the top surrounding skin are connected with the top surrounding framework, and the shell and the top surrounding skin can be assembled with the vehicle frame as a whole after being connected with the top surrounding framework in the whole vehicle assembly process, so that the overall assembly efficiency of the vehicle is improved. In addition, the shell and the top surrounding skin jointly form an air channel, the self top surrounding skin and the top surrounding framework of the vehicle are utilized to form a part of the air channel, and compared with the case that the air channel is installed on the roof after an independent air channel structure is manufactured, the air channel is saved in material consumption, and the cost of the vehicle is reduced.

Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic perspective assembly view of a roof module according to certain embodiments of the present application;

FIG. 2 is a schematic perspective assembly view of the roof module shown in FIG. 1;

FIG. 3 is a schematic cross-sectional view of the roof module shown in FIG. 1;

FIG. 4 is an exploded isometric view of a roof assembly according to certain embodiments of the present application;

FIG. 5 is a schematic plan view showing a part of the structure of the roof apparatus shown in FIG. 4;

fig. 6 is a schematic structural view of a vehicle according to some embodiments of the present application.

Reference numerals for main elements:

Vehicle 10000;

Roof module 100, roof side rail 10, first side 11, second side 13, frame intake 15, frame return 17, roof skin 30, skin intake 31, skin return 33, shell 50, cavity 51, static pressure section 53, static pressure cavity 531, bottom wall 533, side wall 535, first side wall 5351, second side wall 5353, third side wall 5355, fourth side wall 5357, supply section 55, supply cavity 551, supply port 553, floor 555, first side 5551, second side 5553, side panel 556, first end 5561, second end 5563, seal plate 557, first supply section 558, second supply section 559, air duct 70, air conditioner 300, air conditioner outlet 301, air conditioner return 303.

Detailed Description

In the description of the present application, portions of the disclosure have been represented by corresponding drawings, wherein like or similar reference numerals indicate like or similar elements or elements having like or similar functions throughout. The following description is exemplary in nature and is in no way intended to limit the application, its application, or the like.

In the description of the present application, many different matters or examples are disclosed for realizing the different structures of the present application. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present application, it should be understood that terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. used for indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present application and for understanding the corresponding embodiments, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus the terms used for indicating the orientation or positional relationship should not be construed as limiting the present application.

In the description of the present application, unless explicitly stated and limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, or may include both the first and second features not being in direct contact but being in contact by another feature therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present application, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, as well as, for example, fixedly coupled, detachably coupled, or integrally coupled, unless otherwise specifically indicated and defined. It may be a mechanical connection that is made, or may be an electrical connection. Can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

Referring to fig. 1-4, an embodiment of the present application provides a roof module 100 for a vehicle 10000 (shown in fig. 6). The roof module 100 includes a roof rail 10, a roof rail skin 30, and a housing 50. The top wall skeleton 10 includes first and second opposite sides 11, 13. The top cover 30 is disposed on the first side 11 and is connected to the top frame 10, and the top cover 30 covers the top frame 10. The housing 50 is disposed on the second side 13, the housing 50 is connected to the top wall skeleton 10, the housing 50 and the top wall skin 30 together form an air duct 70, and the air duct 70 is used for allowing air to flow into the vehicle 10000.

Specifically, the roof rail 10 is a frame structure that constructs the roof module 100, and can provide necessary support for the roof module 100. The roof rail 10 is a frame made up of a plurality of members of different directions and shapes to form the basic outline of the roof module 100. It is understood that the profile of the roof rail 10 may vary from vehicle 10000 to vehicle. The members constituting the roof rail 10 may be long or plate-shaped, and are not limited in the present application. In one example, the components comprising the top wall skeleton 10 may be coupled together using a removable connection, including, but not limited to, a snap fit connection or a threaded connection. In another example, the components comprising the top wall skeleton 10 may be joined together using non-removable attachment means, including, but not limited to, adhesive or welding. The materials of construction of the top wall skeleton 10 include, but are not limited to, metal or plastic.

The present application uses the longitudinal direction of the vehicle 10000 as the first direction X, the width direction of the vehicle 10000 as the second direction Y, and the height direction of the vehicle 10000 as the third direction Z. In the third direction Z, the top frame 10 includes a first side 11 and a second side 13 opposite to each other, the first side 11 of the top frame 10 is above the top frame 10, and the second side 13 of the top frame 10 is below the top frame 10.

A top wall skin 30 is provided on the first side 11 of the top wall skeleton 10, the top wall skin 30 being adapted to cover the first side 11 of the top wall skeleton 10 to form a basic appearance of the roof module 100 and to form a seal against the first side 11 of the top wall skeleton 10. The top wall skin 30 may be composed of one or more materials to accommodate the different requirements of the roof module 100. For example, a portion of the top wall skin 30 may be made of metal to increase the strength of the top wall skin 30. As another example, a portion of the top wall skin 30 may be made of plastic to reduce the weight of the top wall skin 30. As another example, a portion of the top wall skin 30 may be made of leather material to enhance the aesthetics of the top wall skin 30.

A housing 50 is provided on the second side 13 of the roof truss 10. The housing 50 is adapted to be connected to the roof skeleton 10 and to form an air duct 70 together with the roof skin 30, the air duct 70 being adapted to supply air to the interior of the vehicle 10000. The housing 50 may be one or a plurality of housings. In the present application, the number of the housings 50 is two, and the housings are disposed at both ends of the top frame 10 in the second direction Y to form two air channels 70 in the second direction Y. The duct 70 extends entirely in the first direction X to supply air to the inside of the vehicle 10000. When the housing 50 has a plurality of air passages 70, the air passages 70 may have the same shape or may have different shapes. The plurality of air channels 70 may or may not be in communication with each other. In the present application, the two air channels 70 have a certain interval therebetween and are not communicated with each other, so that the cost is saved. In other embodiments of the present application, a plurality of air channels 70 may be in communication with each other.

The shell 50 and the top surrounding skin 30 are connected with the top surrounding framework 10, and in the whole vehicle assembling process, the shell 50 and the top surrounding skin 30 are connected with the top surrounding framework 10 and then assembled with the vehicle frame as a whole, so that the whole assembling efficiency of the vehicle 10000 is improved. In addition, the air duct 70 is formed by the shell 50 and the top surrounding skin 30 together, and a part of the air duct 70 is formed by the top surrounding skin 30 and the top surrounding framework 10 of the vehicle 10000, so that compared with the case that an independent air duct 70 structure is manufactured and then is arranged on the roof of the vehicle 10000, the air duct 70 is saved in material consumption and the cost of the whole vehicle is reduced.

Referring to fig. 1-4, in some embodiments, the housing 50, the roof skeleton 10, and the roof skin 30 are integrated into a roof module 100.

Specifically, the roof frame 10 and the roof module 100 integrated with the roof skin 30 may be assembled with the frame as a whole in the whole vehicle assembling process, so that the overall assembling efficiency of the vehicle 10000 is improved.

Referring to fig. 5, in some embodiments, the top wall skin 30 is welded to the top wall armature 10 and/or the shell 50 is welded to the top wall armature 10.

Specifically, the top wall skin 30 and the top wall skeleton 10 may be welded, riveted or bonded to achieve a firm bond between the top wall skin 30 and the top wall skeleton 10 and form a good seal with the first side 11 of the top wall skeleton 10. The connection between the housing 50 and the top frame 10 may be by welding, riveting or bonding, so as to achieve a firm bond between the housing 50 and the top frame 10 and form a good seal with the second side 13 of the top frame 10.

The top surrounding skin 30 is welded with the top surrounding framework 10, the shell 50 is welded with the top surrounding framework 10, the top surrounding framework 10 can be used as a basic framework, the shell 50 and the top surrounding skin 30 are connected through the top surrounding framework 10 to form a whole car top surrounding with original framework support, the top surrounding skin 30 not only can seal the upper end opening of the shell 50, so that air leakage cannot occur at the upper part of the air duct 70, but also good sealing can be formed on the whole car.

Referring to fig. 2 and 4, in some embodiments, the top cover 30 is provided with a cover air inlet 31, the top cover skeleton 10 is provided with a skeleton air inlet 15, and the housing 50 is provided with a cavity 51 and an air supply opening 553 which are communicated. The skin air inlet 31 and the skeleton air inlet 15 are arranged opposite to each other and are communicated with the cavity 51. The skin air inlet 31, the framework air inlet 15, the cavity 51 and the air supply opening 553 together form an air duct 70.

Specifically, the position where the top wall skin 30 is provided with the skin air inlet 31 and the position where the top wall skeleton 10 is provided with the skeleton air inlet 15 are not limited in the present application. It is understood that the skin air inlet 31 may correspond to the air conditioner air outlet 301, or may be spaced apart from the air conditioner air outlet 301. The skeleton air inlet 15 may correspond to the air-conditioning air outlet 301, or may be spaced apart from the air-conditioning air outlet 301. The opening mode corresponding to the air conditioner air outlet 301 can enable the skin air inlet 31 and/or the skeleton air inlet 15 to be positioned simply during manufacturing, so that air blown out of the air conditioner air outlet 301 can flow along the skin air inlet 31 and the skeleton air inlet 15 directly. The opening mode not corresponding to the air conditioner air outlet 301 can enable the skin air inlet 31 and/or the skeleton air inlet 15 to adapt to different layout modes of the roof module 100. The top enclosure skin 30 is provided with a skin air intake 31 by, but not limited to, flanging or cutting. The skin air inlet 31 and the skeleton air inlet 15 may have various shapes such as a circle, a triangle, a quadrangle, or a polygon, which is not limited in the present application. The number of the skin air inlets 31 and the skeleton air inlets 15 may be one or more. The skin air inlets 31 and the skeleton air inlets 15 may be arranged in the first direction X, may be arranged in the second direction Y, or may be arranged in other ways. In the present application, the skin air inlets 31 and the skeleton air inlets 15 are two, are arranged along the second direction Y, and are symmetrical with respect to the width center line of the roof module 100.

The number of the air outlets 553 provided in the case 50 may be one or more for one case 50. In the present application, two air supply openings 553 are formed in one housing 50, and the air supply openings 553 extend along the first direction X to improve the air supply effect of the air duct 70. The air sequentially passes through the skin air inlet 31, the framework air inlet 15 and the cavity 51 of the air duct 70, and finally flows out from the air supply outlet 553 to the interior of the vehicle 10000 so as to regulate the temperature of the interior of the vehicle 10000.

The air duct 70 is formed by the skin air inlet 31 arranged on the top surrounding skin 30, the framework air inlet 15 arranged on the top surrounding framework 10, and the cavity 51 and the air supply outlet 553 arranged on the shell 50, so that the top surrounding skin 30 and the top surrounding framework 10 are used as the upper parts of the air duct 70 structure, and compared with the case that an independent air duct 70 structure is manufactured and then assembled with the top surrounding skin 30, the material consumption of the air duct 70 is reduced, and the cost of the whole vehicle is reduced.

Referring to fig. 2 and 4, in some embodiments, the housing 50 includes a static pressure portion 53 and a blower portion 55. The static pressure portion 53 corresponds at least in part to the skin air intake 31 and the skeleton air intake 15. The air blowing portion 55 is provided at least on one side of the static pressure portion 53. The static pressure portion 53 is provided with a static pressure chamber 531, and the air blowing portion 55 is provided with an air blowing chamber 551, and the static pressure chamber 531 and the air blowing chamber 551 communicate with each other and together form a chamber 51. The air blowing port 553 is provided in the air blowing portion 55 and communicates with the air blowing chamber 551.

Specifically, the static pressure portion 53 corresponds to the skin air intake 31 and the skeleton air intake 15. It will be appreciated that the number of static portions 53 is at least not less than the number of skin air intakes 31 or skeleton air intakes 15 to ensure that gas can pass through the static portions 53. That is, the static pressure portion 53 may be one or a plurality of. In one embodiment, static pressure portion 53 is the entire housing 50, i.e., cavity 51 is static pressure cavity 531. The static pressure portion 53 corresponds in position to the skin air intake 31 and the skeleton air intake 15. In the present application, the roof module 100 includes two skin air inlets 31 and two skeleton air inlets 15, so the roof module 100 of the present application also includes two static pressure portions 53 corresponding to the skin air inlets 31 and the skeleton air inlets 15. The number of the blower 55 connected to the static pressure section 53 may be one or more than one for one static pressure section 53. The air blowing portions 55 may be connected to either side of the static pressure portion 53, and in the present application, two air blowing portions 55 are connected to one static pressure portion 53, and the air blowing portions 55 are connected to both sides of the static pressure portion 53 in the first direction X.

The static pressure part 53 is provided with a static pressure cavity 531, the static pressure cavity 531 has a certain volume, the static pressure part 53 can consume dynamic pressure of gas entering the static pressure cavity 531, uniform static pressure distribution is realized, and wind noise is reduced. More specifically, the gas flows out from the skin air inlet 31 and the skeleton air inlet 15 and enters the static pressure cavity 531 to undergo volume mutation, so that the flow velocity of the gas can be reduced, and the dynamic pressure of the gas entering the static pressure cavity 531 is consumed, and the gas also collides with the wall surfaces (namely the bottom wall 533 and the side wall 535) forming the static pressure cavity 531, so that the dynamic pressure of the gas entering the static pressure cavity 531 is further consumed, and uniform static pressure distribution is realized.

The static pressure part 53 corresponds to the skin air inlet 31 and the skeleton air inlet 15, so that gas can directly and smoothly enter the static pressure cavity 531 of the static pressure part 53, the air supply part 55 is arranged on at least one side of the static pressure part 53, the air supply cavity 551 is arranged on at least one side of the static pressure cavity 531, on one hand, the air supply cavity 551 can convey the gas from the air supply opening 553 to the inside of the vehicle 10000 to regulate the temperature of the inside of the vehicle 10000, on the other hand, the gas firstly enters the static pressure cavity 531 and then flows out from the air supply opening 553 to the inside of the vehicle 10000 after passing through the air supply cavity 551, the air supply cavity 551 increases the conveying distance of the gas, further consumes the dynamic pressure of the gas, and reduces the wind noise.

In addition, the shell 50 formed by the static pressure part 53 and the air supply part 55 has a simple structure and is easy to manufacture into a flat shape, on one hand, the air in the air duct 70 can be smoothly and orderly flowed from the skin air inlet 31, the framework air inlet 15, the static pressure cavity 531 and the air supply cavity 551 and then flows out from the air supply opening 553 to the inside of the vehicle 10000, the uniformity of the air outlet intensity of all parts in the vehicle 10000 is high, the situation of uneven intensity is avoided, the uniformity of the air outlet can be improved, and the comfort of passengers in the vehicle 10000 can be improved, on the other hand, the shell 50 with a simple structure is easy to form good sealing and difficult air leakage when being jointed with the top surrounding skin 30 through the top surrounding framework 10 to form the top surrounding of the whole vehicle with the original framework support.

Referring to fig. 2 and 3, in some embodiments, the depth of hydrostatic cavity 531 is greater than the depth of plenum 551 in the height direction of vehicle 10000.

Specifically, the height direction of the vehicle 10000, that is, the third direction Z, and the depth of the static pressure chamber 531 is the distance from the skeleton air intake 15 to the bottom wall 533 of the static pressure portion 53 in the third direction Z. The depth of the air blowing chamber 551 is the distance from the top chassis 10 to the bottom plate 555 of the air blowing unit 55 in the third direction Z.

Because the static pressure cavity 531 corresponds to the skin air inlet 31 and the skeleton air inlet 15, the air can enter the static pressure part 53 from the skin air inlet 31 and the skeleton air inlet 15, and the depth of the static pressure cavity 531 is designed to be larger than that of the air supply cavity 551 according to the embodiment of the application, so that the static pressure cavity 531 can provide a sufficient buffer space for the air flow, thereby stabilizing the air, reducing the air disturbance, reducing the dynamic pressure, increasing the static pressure and reducing the noise.

Referring to fig. 2 and 4, in some embodiments, the static pressure portion 53 includes a bottom wall 533 and a side wall 535, wherein an end of the side wall 535 remote from the top frame 10 is connected to the bottom wall 533, and forms a static pressure chamber 531 together with the bottom wall 533, and the side wall 535 is connected to the top frame 10.

Specifically, in some embodiments, the bottom wall 533 and the side wall 535 are integrally formed, that is, the bottom wall 533 and the side wall 535 are integrally formed, so that the bonding strength between the bottom wall 533 and the side wall 535 can be improved, and the bottom wall 533 and the side wall 535 are prevented from being separated during the operation of the static pressure portion 53, thereby ensuring the stability and reliability of the operation of the static pressure portion 53. In other embodiments, bottom wall 533 and side wall 535 are of a split construction, i.e., bottom wall 533 and side wall 535 are of two different constructions. In one example, bottom wall 533 and side wall 535 may be joined together using a removable connection, including, but not limited to, a snap-fit connection or a threaded connection, etc. In another example, bottom wall 533 and side wall 535 may be joined together using a non-removable connection, including, but not limited to, adhesive or welding.

The materials of the bottom wall 533 and the side wall 535 may be the same or different. For example, bottom wall 533 and side wall 535 may both be made of an aluminum alloy. The same material for bottom wall 533 and side wall 535 may facilitate the formation of bottom wall 533 and side wall 535. For another example, bottom wall 533 may be made of an aluminum alloy while side wall 535 may be made of plastic or the like to further reduce the weight of static pressure section 53. The bottom wall 533 may intercept the gas in the third direction Z, reducing the flow rate of the gas in the third direction Z. The sidewalls 535 may intercept the gas in the first direction X and the second direction Y, reducing the flow rate of the gas in the first direction X and the second direction Y.

After the gas enters the static pressure cavity 531 through the skin air inlet 31 and the skeleton air inlet 15, the volume of the static pressure cavity 531 is larger than that of the skeleton air inlet 15, so that the volume of the gas can be enlarged after the gas enters the static pressure cavity 531, the flow rate of the gas can be reduced, the gas can collide with the bottom wall 533 and the side wall 535, the dynamic pressure of the gas can be consumed, the static pressure of the gas can be increased, and the disturbance of the gas can be reduced to stabilize the gas. In addition, the impact can reduce local high-speed gas, and is beneficial to uniform distribution of the gas, so that the whole gas is more stable and uniform.

Referring to fig. 2 and 4, in some embodiments, the side walls 535 include a first side wall 5351, a second side wall 5353, a third side wall 5355 and a fourth side wall 5357 which are sequentially connected, one end of the first side wall 5351, the second side wall 5353, the third side wall 5355 and the fourth side wall 5357 away from the top wall skin 30 is connected to four sides of the bottom wall 533, and one end of the first side wall 5351, part of the second side wall 5353, the third side wall 5355 and part of the fourth side wall 5357 close to the top wall skeleton 10 is connected to the top wall skeleton 10.

Specifically, the first sidewall 5351, the second sidewall 5353, the third sidewall 5355 and the fourth sidewall 5357 may have various shapes such as a quadrangle, a pentagon or a polygon. The bottom wall 533, the first side wall 5351, the second side wall 5353, the third side wall 5355, and the fourth side wall 5357 may have the same shape, may be partially the same shape, or may be partially different from each other. The bottom wall 533, the first sidewall 5351, the second sidewall 5353, the third sidewall 5355 and the fourth sidewall 5357 having the same shape are easy to manufacture and mold. The differently shaped bottom wall 533, first sidewall 5351, second sidewall 5353, third sidewall 5355, and fourth sidewall 5357 may accommodate different configurations of the top wall skeleton 10 and/or top wall skin 30. For example, in the embodiment of the present application, the shapes of the second side wall 5353 and the fourth side wall 5357 are the same, and thus the connection effect and the air blowing effect to the air blowing portion 55 connected to the second side wall 5353 and the fourth side wall 5357 can be ensured to be uniform. The materials of the first sidewall 5351, the second sidewall 5353, the third sidewall 5355 and the fourth sidewall 5357 may be the same or different. For example, since the second side wall 5353 and the fourth side wall 5357 are connected to the blower 55 in the present application, a material having high strength can be used to ensure the connection strength between the second side wall 5353 and the fourth side wall 5357 and the blower 55. The first and third sidewalls 5351, 5355 may be made of a lighter weight material to reduce the weight of the static portion 53.

After the gas enters the static pressure cavity 531 through the skin air inlet 31 and the framework air inlet 15, the volume of the static pressure cavity 531 is larger than that of the framework air inlet 15, so that the volume of the gas after entering the static pressure cavity 531 is enlarged, and the gas flow rate is reduced. The bottom wall 533 may intercept the gas in the third direction Z, reduce the flow rate of the gas in the third direction Z, the first side wall 5351 and the third side wall 5355 may intercept the gas in the second direction Y, reduce the flow rate of the gas in the second direction Y, the second side wall 5353 and the fourth side wall 5357 may intercept the gas in the first direction X, reduce the flow rate of the gas in the first direction X, thereby consuming dynamic pressure of the gas, increasing static pressure of the gas, and thus reducing disturbance of the gas to stabilize the gas. In addition, the impact can reduce local high-speed gas, and is beneficial to uniform distribution of the gas, so that the whole gas is more stable and uniform.

Referring to fig. 2 and 4, in some embodiments, the height of the first sidewall 5351 relative to the bottom wall 533 is greater than the height of the third sidewall 5355 relative to the bottom wall 533.

Specifically, the static pressure portion 53 is connected to the top wall skeleton 10, and for the vehicle 10000, it can be understood that the top wall skeleton 10 has a certain radian as a whole to meet the aerodynamic and aesthetic requirements of the vehicle 10000, so that the static pressure portion 53 and other structures connected to the top wall skeleton 10 should consider the structural characteristics of the top wall skeleton 10 itself to achieve better connection with the top wall skeleton 10. In the present application, the top frame 10 is disposed on two sides of the second direction Y and has a certain radian, so the height of the first sidewall 5351 of the static pressure portion 53 relative to the bottom wall 533 is higher than the height of the third sidewall 5355 relative to the bottom wall 533, that is, the dimension of the first sidewall 5351 in the third direction Z is greater than the dimension of the third sidewall 5355 in the third direction Z, so that the sidewall 535 can better adapt to the arc structure of the top frame 10, and the static pressure portion 53 can better adhere to the top skin 30 through the top frame 10, thereby forming a good seal, reducing air leakage, and also enabling the bottom wall 533 to remain parallel to the XY plane, and improving the overall aesthetic property of the roof module 100.

Referring to fig. 2 and 4, in some embodiments, the blower 55 includes a first blower 558 and a second blower 559. The first air blowing unit 558 and the second air blowing unit 559 are connected to opposite sides of the side wall 535, respectively.

Specifically, in an embodiment in which one static pressure portion 53 connects two air blowing portions 55, the air blowing portions 55 may include a first air blowing portion 558 and a second air blowing portion 559. The first air blowing unit 558 and the second air blowing unit 559 are provided on both sides of the static pressure unit 53 in the first direction X. In other embodiments of the present application, the first air blowing unit 558 and the second air blowing unit 559 may be provided separately on both sides of the static pressure unit 53 in the second direction Y. The first air blowing unit 558 and the second air blowing unit 559 may have the same size and shape, or may have different sizes and shapes. The first air supply portion 558 and the second air supply portion 559 may be changed according to the installation position of the static pressure portion 53, so as to adapt to different layouts. The connection between the first air blowing unit 558 and the second air blowing unit 559 and the static pressure unit 53 may be the same or different. In some embodiments, the static pressure portion 53, the first air supply portion 558 and the second air supply portion 559 are integrally configured, that is, the static pressure portion 53, the first air supply portion 558 and the second air supply portion 559 are integrally configured, so that the bonding strength between the static pressure portion 53, the first air supply portion 558 and the second air supply portion 559 can be improved, and separation of the static pressure portion 53, the first air supply portion 558 and the second air supply portion 559 is prevented, thereby ensuring the stability and reliability of the operation of the roof module 100. In other embodiments, the static pressure portion 53, the first air blowing portion 558, and the second air blowing portion 559 are of a split structure, i.e., the static pressure portion 53, the first air blowing portion 558, and the second air blowing portion 559 are of two different structures. In one example, the static pressure portion 53, the first air supply portion 558, and the second air supply portion 559 may be coupled together using a removable connection, including, but not limited to, a snap fit connection, a threaded connection, or the like. In another example, the static pressure portion 53, the first air supply portion 558, and the second air supply portion 559 may be coupled together using a non-removable coupling, including, but not limited to, adhesive or welding. The static pressure part 53, the first air supply part 558 and the second air supply part 559 which are connected in a non-detachable connection manner are better in sealing performance, and the static pressure part 53, the first air supply part 558 and the second air supply part 559 which are connected in a detachable connection manner are more convenient to detach and clean.

It should be noted that, in some embodiments, the first air supply portion 558 may be made of a hard material, such as PP, ABS, PBT, or other plastics. The material of the first air blowing unit 558 and the material of the second air blowing unit 559 may be the same, for example, the material of the first air blowing unit 558 and the material of the second air blowing unit 559 are both PP plastic, or the material of the first air blowing unit 558 and the material of the second air blowing unit 559 may be different, for example, the material of the first air blowing unit 558 is PP plastic, and the material of the second air blowing unit 559 is ABS plastic.

The first air blowing unit 558 and the second air blowing unit 559 are connected to opposite sides of the side wall 535 of the static pressure unit 53, so that air can enter the vehicle 10000 along the first air blowing unit 558 and the second air blowing unit 559 after passing through the static pressure unit 53, and the air blowing speed is faster and the air blowing efficiency is higher than when only one air blowing unit 55 is provided. In addition, the air enters the static pressure cavity 531 first, then flows out from the air supply opening 553 to the inside of the vehicle 10000 after passing through the air supply cavity 551 of the first air supply part 558 and the air supply cavity 551 of the second air supply part 559, and the two air supply cavities 551 further increase the conveying distance of the air, further consume the dynamic pressure of the air and reduce the wind noise.

Referring to fig. 2 and 4, in some embodiments, in the longitudinal direction of the vehicle 10000, the length of the first air blowing portion 558 is the same as the length of the second air blowing portion 559.

Specifically, in the first direction X, the length of the first air blowing portion 558 is the same as the length of the second air blowing portion 559, that is, the air blowing cavities 551 of the first air blowing portion 558 and the air blowing cavities 551 of the second air blowing portion 559 are symmetrical with respect to the static pressure portion 53, so that the first air blowing portion 558 and the second air blowing portion 559 can provide equal amounts of air, so that the air in the length direction of the vehicle 10000 is more uniform, and uniformity and balance of the air flow in the vehicle 10000 are facilitated.

Referring to fig. 2 and 4, in some embodiments, the air supply portion 55 includes a bottom plate 555, a side plate 556, and a sealing plate 557, and the bottom plate 555 includes a first surface 5551 and a second surface 5553 opposite to each other in the width direction of the vehicle 10000. The first surface 5551 of the bottom plate 555 is connected with the top wall skeleton 10, the first end 5561 of the side plate 556 is connected with the second surface 5553 of the bottom plate 555, the second end 5563 of the side plate 556 is connected with the top wall skeleton 10, and the sealing plate 557 is connected with the bottom plate 555, the side plate 556 and the top wall skeleton 10 to seal the opening of the cavity 51 on one side far away from the static pressure part 53 in the length direction of the vehicle 10000.

Specifically, in the second direction Y, the bottom plate 555 includes a first face 5551 and a second face 5553. The first surface 5551 of the bottom plate 555 is connected with the top wall skeleton 10, the second surface 5553 of the bottom plate 555 is connected with the first end 5561 of the side plate 556, and the connection modes of the two parts can be the same or different. The second end 5563 of the side panel 556 is attached to the top wall skeleton 10. The bottom plate 555 and the side plate 556 may have the same shape or different shapes. The bottom plate 555 and the side plates 556 may be quadrangular, pentagonal, polygonal, or the like, without limitation in the present application. In some embodiments, the bottom plate 555 and the side plate 556 are of an integrated structure, that is, the bottom plate 555 and the side plate 556 are of an integrated structure, so that the bonding strength between the bottom plate 555 and the side plate 556 can be improved, the bottom plate 555 and the side plate 556 are prevented from being separated in the working process of the air supply part 55, and the working stability and the working reliability of the air supply part 55 are ensured. In other embodiments, the bottom panel 555 and the side panel 556 are of a split construction, i.e., the bottom panel 555 and the side panel 556 are of two different constructions. In one example, the bottom panel 555 and the side panel 556 may be coupled together using a removable connection, including, but not limited to, a snap fit connection or a threaded connection. In another example, the bottom panel 555 and the side panel 556 may be joined together using a non-removable connection, including, but not limited to, adhesive or welding.

It should be noted that, in some embodiments, the bottom plate 555 may be made of a hard material, such as PP, ABS, PBT, or other plastics. The material of the bottom plate 555 and the material of the side plate 556 may be the same, for example, the material of the bottom plate 555 and the material of the side plate 556 are PP plastic, or the material of the bottom plate 555 and the material of the side plate 556 may be different, for example, the material of the bottom plate 555 is aluminum alloy, and the material of the side plate 556 is ABS plastic.

The sealing plate 557 is connected to the bottom plate 555, the side plates 556, and the top frame 10, and can seal the opening of the cavity 51 on the side away from the static pressure portion 53 in the first direction X of the vehicle 10000, thereby preventing leakage of air and ensuring air supply efficiency.

Referring to fig. 2 and 4, in some embodiments, an included angle between a side plate 556 disposed in the air duct 70 and a side plate 555 disposed in the air duct 70 is an obtuse angle, a right angle or an acute angle.

Specifically, the side plate 556 is arranged on one surface in the air duct 70 and the included angle formed by one surface of the bottom plate 555 in the air duct 70 is an obtuse angle, so that the cross-sectional area of the air duct 70 cut on the XZ plane can be increased, the air supply quantity is increased, and the refrigerating effect or the heating effect of the inside of the vehicle 10000 is improved. The junction of the side plate 556 and the bottom plate 555 may be rounded to avoid the connection of forces between the side plate 556 and the bottom plate 555. In other embodiments, the included angle between the side plate 556 and the bottom plate 555 may be right angle, which is simple in structure and easy to assemble. The included angle between the side plate 556 and the bottom plate 555 in the air duct 70 can be acute, so that the volume of the air duct 70 is reduced and the space is saved.

Referring to fig. 2 and 4, in some embodiments, the air supply opening 553 is disposed at the side plate 556 and/or the bottom plate 555.

Specifically, the air supply opening 553 may be disposed on the side plate 556, may be disposed on the bottom plate 555, or may be disposed on both the side plate 556 and the bottom plate 555 on the bottom plate 555.

The positions of the air outlets 553 may be the same or different in the different air blowing portions 55. For example, in one embodiment, the first air blowing unit 558 and the second air blowing unit 559 are provided at both ends of the one static pressure unit 53 in the first direction X, and the air blowing port 553 is provided in the bottom plate 555 of the first air blowing unit 558 and the air blowing port 553 is provided in the side plate 556 of the second air blowing unit 559. In another embodiment, the side plate 556 of the first air blowing unit 558 is provided with an air blowing port 553, and the side plate 556 of the second air blowing unit 559 is provided with an air blowing port 553. For another example, in the embodiment in which the roof module 100 includes a plurality of static pressure portions 53, each of which is connected to at least one air blowing portion 55, the side plate 556 of the air blowing portion 55 to which the partial static pressure portion 53 is connected is provided with an air blowing port 553, and the bottom plate 555 of the air blowing portion 55 to which the partial static pressure portion 53 is connected is provided with an air blowing port 553. The shape of the air blowing port 553 may be a plurality of shapes such as a circle, an ellipse, a race track, etc., and the shape of the air blowing port 553 provided in the different air blowing portions 55 may be the same or different. In the embodiment of the present application, the air outlets 553 of the plurality of air blowing portions 55 are identical in shape and each have a racetrack shape.

The air supply port 553 is arranged on the side plate 556, so that air flowing out of the air supply port 553 can be prevented from being directly blown to a human body, and the impact of the air on the human body is reduced. The air supply outlet 553 is arranged on the bottom plate 555, which is beneficial to the rapid sinking of the air flowing out of the air supply outlet 553 and quickens the circulation efficiency of the air.

Referring to fig. 4 and 5, the present application provides a roof apparatus 1000, where the roof apparatus 1000 includes a roof module 100 and an air conditioner 300 according to any of the above embodiments. The air conditioner 300 is provided on the side of the top wall skin 30 away from the top wall skeleton 10.

Specifically, the air conditioner 300 is capable of generating a gas, which may be either cold or hot, to regulate the temperature of the interior of the vehicle 10000. In other embodiments of the present application, the air conditioner 300 may be other devices with temperature regulation. The air conditioner 300 is arranged on one side of the top surrounding skin 30 away from the top surrounding framework 10, namely, the air conditioner 300 is arranged on the outer side of the top surrounding framework 10. For the roof module 100, the air conditioner 300 is provided on top of the roof module 100. The air conditioner 300 may be provided at any position on the top of the roof module 100 according to the layout requirement of the roof apparatus 1000, and in the present application, the air conditioner 300 is provided at the center of the top of the roof module 100.

The shell 50 and the top surrounding skin 30 are connected with the top surrounding framework 10, and in the whole vehicle assembling process, the shell 50 and the top surrounding skin 30 are connected with the top surrounding framework 10 and then assembled with the vehicle frame as a whole, so that the whole assembling efficiency of the vehicle 10000 is improved. In addition, the housing 50 and the top surrounding skin 30 together form the air duct 70, and the top surrounding skin 30 and the top surrounding framework 10 of the vehicle 10000 are utilized to form a part of the air duct 70, so that compared with the case that an independent air duct 70 structure is manufactured and then is installed on the roof of the vehicle 10000, the air duct 70 is saved in material consumption, and the cost of the vehicle 10000 is reduced.

Referring to fig. 4 and 5, in some embodiments, an air conditioner 300 is provided with an air conditioner air outlet 301 and an air conditioner air return 303, and the air conditioner air outlet 301 corresponds to the skin air inlet 31 and the skeleton air inlet 15. The top wall skin 30 is also provided with a skin air return opening 33, the top wall skeleton 10 is also provided with a skeleton air return opening 17, and the air conditioner air return opening 303, the skin air return opening 33 and the skeleton air return opening 17 correspond to each other.

Specifically, after the air conditioner 300 generates air, the air enters the roof module 100 through the air conditioner air outlet 301, and the air passes through the skin air inlet 31, the framework air inlet 15, the static pressure cavity 531 and the air supply cavity 551 in sequence, and then is blown into the vehicle 10000 through the air supply outlet 553, so as to regulate the temperature of the vehicle 10000, and the air conditioner air outlet 301 corresponds to the skin air inlet 31 and the framework air inlet 15, so that the circulation efficiency of the air can be ensured, and the efficiency of temperature regulation can be further ensured. The number of the air-conditioning outlets 301 may be one or more, and in the present application, two air-conditioning outlets 301 correspond to the skin air inlet 31 and the skeleton air inlet 15.

The air conditioner return air inlet 303 is used to suck air from the interior of the vehicle 10000 back into the air conditioner 300 to reprocess and circulate the air to maintain the temperature and air quality in the vehicle. More specifically, the air in the vehicle 10000 returns to the air conditioner 300 through the skeleton return air port 17, the skin return air port 33, and the air conditioner return air port 303 in this order. The air conditioner air return opening 303, the skin air return opening 33 and the skeleton air return opening 17 correspond to each other, so that the efficiency of returning air to the air conditioner 300 can be ensured, and the efficiency of temperature regulation can be further ensured. The number of the air conditioner air return inlets 303 may be one or more, and in the present application, 1 air conditioner air return inlet 303 is provided in the middle of two air conditioner air outlets 301.

Referring to fig. 4 and 6, in some embodiments, in the length direction of the vehicle 10000, the air supply opening 553 of the roof module 100 is staggered from the air-conditioning air outlet 301.

Specifically, in the length direction of the vehicle 10000, the air supply opening 553 of the roof module 100 and the air-conditioning air outlet 301 are staggered, that is, in the first direction X, the air supply opening 553 of the roof module 100 and the air-conditioning air outlet 301 have a certain interval, so that the air of the air-conditioning air outlet 301 can be prevented from interfering with the air blown out by the air supply opening 553.

Referring to fig. 4 and 6, in some embodiments, the air supply opening 553 of the roof module 100 is offset from the air conditioning air return opening 303 along the length of the vehicle 10000.

Specifically, in the length direction of the vehicle 10000, the air supply opening 553 of the roof module 100 and the air conditioning air return opening 303 are staggered, that is, in the first direction X, the air supply opening 553 of the roof module 100 and the air conditioning air return opening 303 have a certain interval, so that the air just blown out by the air supply opening 553 can be prevented from being sucked back into the air conditioner 300 by the air conditioning air return opening 303, and the internal refrigeration or heating effect of the vehicle 10000 is affected.

Referring to fig. 4 and 6, in some embodiments, the depth of the hydrostatic cavity 531 of the roof module 100 is greater than the expanded length of the jet range of the air conditioner 300.

Specifically, the depth of the static pressure cavity 531 is the distance from the air outlet of the skeleton to the bottom wall 533 in the third direction Z. The depth of the static pressure cavity 531 of the roof module 100 is greater than the length of the expansion section of the jet range of the air conditioner 300, so that the sufficient buffer distance is ensured inside the static pressure cavity 531 after the air is sent out from the air conditioner air outlet 301 to accommodate the change of the jet of the air conditioner 300 in the expansion process, thereby further consuming the dynamic pressure of the air, reducing the turbulence and vortex of the air and reducing the wind noise.

Referring to fig. 4 and 6, the present application provides a vehicle 10000. The vehicle 10000 includes the roof apparatus 1000 of any of the above embodiments.

Specifically, the roof apparatus 1000 of the present disclosure may be provided on top of the vehicle 10000. The vehicle 10000 can be a fuel oil vehicle, a fuel gas vehicle or a new energy vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid electric vehicle or a range-extended vehicle.

Although embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to the embodiments of the present application without departing from the principles and spirit of the application, the scope of which is defined in the appended claims and their equivalents.

Claims

1. A roof module (100) of a vehicle (10000), comprising:

A top wall skeleton (10), the top wall skeleton (10) comprising a first side (11) and a second side (13) opposite to each other;

a top surrounding skin (30), wherein the top surrounding skin (30) is arranged on the first side (11) and is connected with the top surrounding framework (10), the top surrounding skin (30) covers the top surrounding framework (10), and

The shell (50), the shell (50) is arranged on the second side (13), the shell (50) is connected with the top wall skeleton (10), the shell (50) and the top wall skin (30) jointly form an air duct (70), the air duct (70) is used for enabling air to flow into the vehicle (10000), the shell (50), the top wall skeleton (10) and the top wall skin (30) are integrated into a roof module (100), the roof module (100) is used for being integrally connected with a frame of the vehicle (10000), the shell (50) comprises a static pressure part (53), the static pressure part (53) is provided with a static pressure cavity (531), the static pressure part (53) comprises a bottom wall (533) and a side wall (535), one end of the side wall (535) far away from the top wall skeleton (10) is connected with the bottom wall (533) and jointly encloses the static pressure cavity (531), one end (535) is close to the top wall skeleton (10) and is connected with a back side wall (535) and a third side wall (53) which comprises a side wall (53), the height of the first side wall (5351) relative to the bottom wall (533) is greater than the height of the third side wall (5355) relative to the bottom wall (533).

2. The roof module (100) of claim 1, wherein the roof module is configured to,

The top wall skin (30) is welded, riveted or bonded to the top wall skeleton (10), and/or,

The shell (50) is welded, riveted or bonded to the top wall skeleton (10).

3. The roof module (100) according to claim 1, wherein the top enclosure skin (30) is provided with a skin air inlet (31), the housing (50) is provided with a cavity (51) and an air supply opening (553) which are communicated, and the skin air inlet (31), the cavity (51) and the air supply opening (553) jointly form the air duct (70).

4. A roof module (100) according to claim 3, characterized in that the hydrostatic cavity (531) corresponds at least in part to the skin air intake (31).

5. The roof module (100) according to claim 4, wherein the housing (50) further comprises an air supply part (55), the static pressure part (53) corresponds to the skin air inlet (31), the air supply part (55) is at least arranged on one side of the static pressure part (53), the air supply part (55) is provided with an air supply cavity (551), the static pressure cavity (531) is communicated with the air supply cavity (551) and jointly forms the cavity (51), and the air supply opening (553) is arranged in the air supply part (55) and is communicated with the air supply cavity (551).

6. The roof module (100) of claim 5, wherein a depth of the static pressure cavity (531) is greater than a depth of the air supply cavity (551) in a height direction of the vehicle (10000).

7. The roof module (100) of claim 5, wherein the side walls (535) further comprise a second side wall (5353) and a fourth side wall (5357), the first side wall (5351), the second side wall (5353), the third side wall (5355) and the fourth side wall (5357) are sequentially connected, and one end of the first side wall (5351), the second side wall (5353), the third side wall (5355) and the fourth side wall (5357), which is far away from the top wall skin (30), is connected with four sides of the bottom wall (533), and one end of the first side wall (5351), part of the second side wall (5353), the third side wall (5355) and part of the fourth side wall (5357), which is close to the top wall skeleton (10), is connected with the top wall skeleton (10).

8. The roof module (100) of claim 5, wherein the air supply portion (55) includes a first air supply portion (558) and a second air supply portion (559), the first air supply portion (558) and the second air supply portion (559) being respectively connected to opposite sides of the side wall (535).

9. The roof module (100) of claim 8, wherein a length of the first air blowing portion (558) and a length of the second air blowing portion (559) are the same in a length direction of the vehicle (10000).

10. The roof module (100) according to claim 5, wherein the air supply portion (55) includes a bottom plate (555), a side plate (556) and a sealing plate (557) in a width direction of the vehicle (10000), the bottom plate (555) includes a first surface (5551) and a second surface (5553) opposite to each other, the first surface (5551) of the bottom plate (555) is connected with the top frame (10), the first end (5561) of the side plate (556) is connected with the second surface (5553) of the bottom plate (555), the second end (5563) of the side plate (556) is connected with the top frame (10), and the sealing plate (557) is connected with the bottom plate (555), the side plate (556) and the top frame (10) to block an opening of the cavity (51) on a side far from the static pressure portion (53) in the length direction of the vehicle (10000).

11. The roof module (100) of claim 10, wherein an included angle of a side of the side panel (556) disposed within the air tunnel (70) and a side of the bottom panel (555) disposed within the air tunnel (70) is an obtuse angle, a right angle, or an acute angle.

12. The roof module (100) according to claim 10, wherein the air supply opening (553) is provided in the side panels (556) and/or the bottom panel (555).

13. A roof module (100) according to claim 3, wherein the roof frame (10) is provided with a frame air inlet (15), and the skin air inlet (31) and the frame air inlet (15) are arranged opposite to each other and are both communicated with the cavity (51).

14. A roof arrangement (1000), characterized by comprising:

the roof module (100) of any of claims 1-13, and

The air conditioner (300) is arranged on one side, far away from the top surrounding framework (10), of the top surrounding skin (30).

15. The roof apparatus (1000) according to claim 14, wherein the air conditioner (300) is provided with an air conditioner air outlet (301) and an air conditioner air return opening (303), the top enclosure skin (30) is provided with a skin air inlet (31) and a skin air return opening (33), the air conditioner air outlet (301) corresponds to the skin air inlet (31), the top enclosure frame (10) is further provided with a frame air return opening (17), and the air conditioner air return opening (303), the skin air return opening (33) and the frame air return opening (17) correspond.

16. The roof apparatus (1000) according to claim 15, wherein an air supply opening (553) of the roof module (100) is offset from the air-conditioning air outlet (301) in a length direction of the vehicle (10000).

17. The roof arrangement (1000) according to claim 15, wherein in the longitudinal direction of the vehicle (10000) the air supply opening (553) of the roof module (100) is arranged offset to the air conditioning return opening (303).

18. The roof arrangement (1000) of claim 15, wherein a depth of the hydrostatic cavity (531) of the roof module (100) is greater than an expanded length of the jet range of the air conditioner (300).

19. A vehicle (10000) comprising a roof arrangement (1000) as claimed in any one of claims 16-18.