Headliner air duct assembly

A vehicle headliner air duct assembly includes a headliner having a first surface and a second surface. A radiused edge is defined between the first surface and the second surface. A headliner duct is coupled to the first surface and the second surface of the headliner. The headliner duct defines an inlet. The inlet is disposed on the radiused edge. A connector duct is coupled to a vehicle body and at least partially overlaps the headliner duct proximate to the inlet to form a duct interface. The connector duct defines an outlet disposed on the radiused edge. The outlet is in fluid communication with the inlet via the duct interface. The duct interface is disposed on the radiused edge.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a headliner air duct assembly. More specifically, the present disclosure relates to a headliner air duct assembly for a vehicle.

BACKGROUND OF THE DISCLOSURE

Vehicles generally include air ducts to direct air into a passenger compartment. The air ducts may fluidly couple a heating, ventilation, and air conditioning system with the passenger compartment. Air vents may be disposed in various locations within the passenger compartment for directing air from the air ducts.

SUMMARY OF THE DISCLOSURE

According to at least one aspect of the present disclosure, a vehicle headliner air duct assembly includes a headliner having a first surface and a second surface. A radiused edge is defined between the first surface and the second surface. A headliner duct is coupled to the first surface and the second surface of the headliner. The headliner duct defines an inlet. The inlet is disposed on the radiused edge. A connector duct is coupled to a vehicle body and at least partially overlaps the headliner duct proximate to the inlet to form a duct interface. The connector duct defines an outlet disposed on the radiused edge. The outlet is in fluid communication with the inlet via the duct interface. The duct interface is disposed on the radiused edge.

According to another aspect of the present disclosure, a vehicle headliner assembly includes a headliner having a first surface and a second surface. A radiused edge is defined between the first surface and the second surface. A headliner duct is coupled to the first surface of the headliner. The headliner duct defines an inlet. A connector duct is coupled to the headliner duct. An outlet of the connector duct is in fluid communication with the inlet of the headliner duct to define an airflow path through a duct interface. The airflow path extends along a longitudinal extent of the headliner through the duct interface.

According to another aspect of the present disclosure, a method of manufacturing a vehicle air duct interface includes: proposing an angled cut plane along a radiused edge of a headliner; defining an intersection between the headliner and the angled cut plane; sweeping a surface of the headliner along the intersection; forming a headliner duct utilizing a sweep surface; blow molding a connector duct; and cutting the connector duct along the angled cut plane to define an outlet.

DETAILED DESCRIPTION

Additional features and advantages of the presently disclosed device will be set forth in the detailed description which follows and will be apparent to those skilled in the art from the description, or recognized by practicing the device as described in the following description, together with the claims and appended drawings.

Referring toFIGS.1-13, reference numeral10generally designates an air duct assembly10for a vehicle12. A headliner14includes a first surface16and a second surface18. A radiused edge20is defined between the first surface16and the second surface18. A headliner duct22is coupled to the first surface16and the second surface18of the headliner14. The headliner duct22defines an inlet24, which is disposed on the radiused edge20. A connector duct26is coupled to a vehicle body28and at least partially overlaps the headliner duct22proximate to the inlet24to define a duct interface30. The connector duct26defines an outlet32disposed on the radiused edge20. The outlet32is in fluid communication with the inlet24via the duct interface30. The duct interface30is disposed on the radiused edge20.

Referring toFIGS.1and2, the vehicle12is illustrated as a van; however, the vehicle12may be a sedan, a sport utility vehicle, a van, a truck, a crossover, other styles of wheeled motor vehicles12, or other types of vehicles12without departing from the teachings herein. The vehicle12may be a manually operated vehicle12(e.g., with a human driver), a fully autonomous vehicle12(e.g., with no human driver), or a partially autonomous vehicle12(e.g., operated with or without a human driver). The vehicle12may be utilized for personal or commercial purposes, such as for ride providing services (e.g., chauffeuring), transport, or ride-sharing surfaces.

The vehicle12includes the headliner14, which is adhered or otherwise coupled to an interior surface of a roof40of the vehicle12. The headliner14may define an aperture42for accommodating a sunroof44of the vehicle12. Generally, the headliner14operates as a ceiling for an interior compartment46of the vehicle12. The headliner14may also provide support for the air duct assembly10, as well as other components, of the vehicle12. The air duct assembly10at least partially extends between the headliner14and the roof40for providing air to the interior compartment46from proximate the roof40.

According to various aspects, the air duct assembly10is coupled to the first surface16and the second surface18of headliner14to provide airflow to various locations within the interior compartment46of the vehicle12. The first surface16and the second surface18may each be B-surfaces of the headliner14. The term “B-surface” generally refers to a surface of any component within the vehicle12that is concealed or not contactable by a passenger within the vehicle12when the component is in an assembled state. In comparison, the term “A-surface” generally refers to a surface of any component within the vehicle12that is visible or contactable by the passenger within the vehicle12when the component is in the assembled state. Accordingly, the air duct assembly10extends between the B-surfaces of the headliner14and the roof40and may be substantially obscured from the view of the passengers in the interior compartment46.

Referring still toFIGS.1and2, the air duct assembly10directs air from a heating, ventilation, and air conditioning (HVAC) system48to the interior compartment46. The HVAC system48may be configured one or both of an HVAC unit48A and an auxiliary HVAC unit48B. The HVAC system48generally cleans, cools, heats, regulates, ventilates, and/or dehumidifies the air directed into the interior compartment46. The air travels along an airflow path from the HVAC system48, through the air duct assembly10, and is expelled from vents or registers operably coupled to the headliner14into the interior compartment46.

The HVAC unit48A is generally positioned in a vehicle-forward portion of the vehicle12. Many commercial vehicles12or larger vehicles12(e.g., sport utility vehicles) include both the HVAC unit48A disposed in the vehicle-forward portion of the vehicle12and the auxiliary unit48B disposed in a vehicle-rearward portion of the vehicle12proximate to a quarter panel trim of the vehicle body28. The auxiliary HVAC unit generally operates fully on electric power.

The air duct assembly10generally includes the headliner duct22in fluid communication with the connector duct26. The connector duct26directs the air from the HVAC system48to the headliner duct22. The connector duct26is generally coupled to the vehicle body28. In various examples, the connector duct26is coupled to a pillar50defined by the vehicle body28and may be disposed within a portion of the vehicle body28, behind a trim panel, or a combination thereof to be substantially obscured from view. In the illustrated example, the connector duct26is provided air by the auxiliary HVAC unit48B. In such examples, the connector duct extends through at least one of a C-pillar and a D-pillar of the vehicle body28. In examples where the connector duct26is provided air from the HVAC unit48A, the pillar50may be an A-pillar in the vehicle-forward portion of the vehicle body28. It is contemplated that the connector duct26may extend to the headliner14in a variety of locations without departing from the teachings herein.

The connector duct26may include at least one coupling flange52. The coupling flange52extends outward from the connector duct26to abut the headliner14or the vehicle body28. The coupling flange52may be utilized to couple, or otherwise engage, the connector duct26to the headliner14or the vehicle body28, depending on the location of the coupling flange52on the connector duct26.

The connector duct26extends from the duct interface30, over the headliner14, and beyond an outer edge60of the headliner14. The outer edge60of the headliner14defines an indent62and the connector duct26extends through the indent62toward the HVAC system48. The connector duct26generally extends substantially vertically along the vehicle body28, through the indent62, and then substantially horizontally along the headliner14to couple with the headliner duct22(seeFIG.4). An end of the connector duct26that engages the headliner duct22is coupled to the first surface16, the second surface18, and the radiused edge20of the headliner14. The end that engages the headliner duct22(e.g., the more horizontal portion) may have a different configuration than the more vertical portion that engages the vehicle body28in order to define the duct interface30. The vertically oriented portion of the connector duct26may have different configurations based on the configuration of the vehicle12.

Referring still toFIG.2, as well asFIG.3, as previously stated, the headliner14includes the first surface16and the second surface18. The second surface18extends at an angle toward the interior compartment46from the first surface16. An obtuse angle a is defined between the first surface16and the second surface18.

Generally, the second surface18is disposed proximate to the outer edge60of the headliner14and the first surface16is more centrally located on the headliner14. The radiused edge20is defined between the first surface16and the second, sloped surface18. Accordingly, the radiused edge20is generally defined proximate to the outer edge60of the headliner14. A radius of the radiused edge20corresponds with the obtuse angle a defined between the first and second surfaces16,18. The radiused edge20generally extends around at least a substantial portion, or the entirety, of a perimeter of the first surface16.

The headliner duct22is coupled to the first surface16, the second surface18, and the radiused edge20on the headliner14. The headliner duct22includes a first side70defining a first edge of the inlet24and a second side72defining a second, opposing edge of the inlet24. Generally, the first side70of the headliner duct22is an upper side disposed proximate to the roof40, while the second side72is a lower side disposed proximate to the headliner14. The first side70may extend over the headliner14and over the vents or registers to deliver air to the interior compartment46. In comparison, the second side72may extend vertically between the headliner14and the inlet24and horizontally outward (e.g., toward the connector duct26) from the vertical section to engage the headliner14, and may not otherwise extend across the headliner14.

Referring still toFIGS.2and3, the headliner14also includes third and fourth sides74,76that partially define the inlet24. The third and fourth sides74,76couple with the first side70and the second side72to define the inlet24. However, as previously noted, the second side72may not extend along the headliner14toward the vents. In locations of the headliner duct22not defining the inlet24(e.g., along a length thereof extending toward the vents), the third and fourth sides74,76may extend between the first side70and the headliner14to define an airflow path through the headliner duct22. The third and fourth sides74,76may be adhered or otherwise directly coupled to the headliner14. In such configurations, the airflow path is primarily defined by the first side70, the third side74, the fourth side76, and the headliner14, while the inlet24is defined by the first side70, the second side72, the third side74, and the fourth side76of the headliner duct22.

A first edge78of the second side72of the headliner duct22is coupled to the first surface16, the second surface18, and the radiused edge20. Accordingly, the first edge78defines a curve that corresponds with the curve or radius of the radiused edge20and a slope that corresponds with the slope of the second surface18. A second edge80of the second side72defines a curve and a slope, different from the curve and the slope of the first edge78. The second edge80had a first height over the first surface16of the headliner14and a second, greater height over the second surface18. The curve and the slope defined by the second edge80are each shallower than the first edge78, contributing to the increase in height of the second side72of the headliner duct22over the second surface18relative to the second side72over the first surface16. The configuration of the second side72is determined through sweeping the first and second surface16,18and the radiused edge20of the headliner14as discussed in further detail herein.

Referring still toFIGS.2and3, the first side70of the headliner duct22is generally parallel with the first surface16of the headliner14. The first side70has a width that is less than a width of the second side72. The third and fourth sides74,76extend between the first and second sides70,72. As the width of the second side72is greater than the width of the first side70, the third and fourth sides74,76of the headliner duct22extend at an angle from the first side70to the second side72. The third and fourth sides74,76each extend outward, at obtuse angles from the first side70. The third and fourth sides74,76may extend at the same angle or different angles depending on the configuration of the headliner14. The third side74is disposed substantially over the first surface16of the headliner14. In comparison, the fourth side76is disposed substantially over the second surface18of the headliner14. Due to the sloping nature of the second surface18, the fourth side76has a height greater than a height of the third side74of the headliner duct22.

The configuration of the sides of the headliner duct22generally dictates the shape of the inlet24. An upper edge of the inlet24defined by the first side70of the headliner duct22is generally horizontal. Lateral edges of the inlet24extend at an outward angle relative to the upper edge of the inlet24. A bottom edge of the inlet24is defined by the second edge80of the second side72of the headliner duct22. Accordingly, the bottom edge of the inlet24curves with the radiused edge20and slopes with the second surface18. As such, an inner side of the inlet24over the first surface16has a height less than an outer side of the inlet24over the second surface18. The asymmetrical shape of the inlet24maximizes the cross-sectional shape of the inlet24and thereby maximizes the airflow through the inlet24. Additionally, the inlet24opens in a fore-aft direction. Accordingly, air flowing through the inlet24into the headliner duct22is traveling in the fore-aft direction. The fore-aft direction is generally parallel with or extends along a longitudinal extent of the headliner14.

Referring still toFIGS.2and3, the headliner duct22includes a first branch82and a second branch84extending from the duct interface30(e.g., proximate the inlet24). The first branch82extends from the duct interface30in the fore-aft direction along the headliner14. Accordingly, airflow is directed through the inlet24and continues along the first branch82in the fore-aft direction. The second branch84extends in a cross-car direction from the duct interface30. When the second branch84reaches a position proximate to the opposing outer edge60of the headliner14, the second branch84extends in the fore-aft direction across at least the first surface16of the headliner14. Accordingly, air travels in the fore-aft direction through the inlet24, in the cross-car direction through a portion of the second branch84, and then again in the fore-aft direction along a portion of the second branch84. The first branch82and the second branch84generally extend, at least partially, on opposing sides of the aperture42defined in the headliner14, and accordingly, on opposing sides of the sunroof44(FIG.1).

Referring toFIGS.4-6, the end of the connector duct26may also be referred to as a duct tip88, which is the portion of the connector duct26that couples with the headliner duct22proximate the inlet24to provide fluid communication with the HVAC system48(FIG.1). The duct tip88generally has a different geometry than the remainder of the connector duct26to couple with the headliner duct22. The duct tip88of the connector duct26defines the outlet32, which has a shape and a size that corresponds with the inlet24of the headliner duct22. At least the duct tip88of the connector duct26extends over the radiused edge20of the headliner14, similar to the headliner duct22previously described.

A first side90of the duct tip88is generally an upper side disposed proximate the roof40and spaced from the headliner14. A second side92of the duct tip88is a lower side disposed proximate the headliner14. The second side92of the duct tip88defines a curve and a slope that corresponds with the second edge80of the second side72of the headliner duct22that defines the inlet24. In this way, the second side92the duct tip88defines a curve and a slope shallower than the curve of the radiused edge20and the slope of the second surface18. However, the second side92curves and slopes to mate with the curved and sloped configuration of the second side72of the headliner duct22.

A third side94of the duct tip88extends between the first and second sides90,92and is disposed over the first surface16of the headliner14. A fourth side96, opposing the third side94, extends between the first and second sides90,92of the duct tip88and is disposed over the second surface18of the headliner14. Due to the slope of the second surface18, the fourth side96has a height greater than a height of the third side94. The sides of the duct tip88define the size and shape of the outlet32. The configuration of the outlet32maximizes airflow through the outlet32. Similar to the inlet24, a first portion of the outlet32disposed over the first surface16has a height less than a height of a second portion of the outlet32disposed over the second surface18.

Referring still toFIGS.4-6, the first side90of the duct tip88of the connector duct26extends beyond an edge of the second side92that defines the outlet32. Accordingly, the outlet32is defined on an angled plane p that extends between the first and second sides90,92. The outlet32is defined on a single plane p, which may maximize efficiency during the manufacturing process. A single cut may be utilized to define the outlet32along the angled plane p. The outlet32opens to provide airflow in the fore-aft direction. Accordingly, as air travels through the outlet32and into the inlet24, the air is flowing parallel with the longitudinal extent of the headliner14.

Referring toFIG.7, the angled outlet32of the connector duct26allows the duct tip88of the connector duct26to extend partially over and overlap the headliner duct22. The first side90of the connector duct26overlaps the first side70of the headliner duct22. The distance of overlap of the first sides70,90is generally in a range of about 10 mm to about 30 mm. The third and fourth sides94,96of the connector duct26also overlap the third and fourth sides74,76of the headliner duct22. The overlapping of the connector duct26with the headliner duct22defines the duct interface30for directing air to the headliner duct22. In certain aspects, the configuration of the connector duct26allows the assembly of the headliner14to the connector duct26with a vertical movement.

Due to the overlapping, the headliner duct22at least partially extends through the outlet32and into the connector duct26to define the duct interface30. Each of the inlet24, the outlet32, and the duct interface30are disposed on the radiused edge20. Additionally, the duct interface30is positioned to direct airflow in the fore-aft direction. The duct interface30is generally disposed proximate the outer edge60of the headliner14to maximize space for other components proximate to the roof40. In the illustrated configuration, the duct interface30is disposed proximate a side outer edge60adjacent to the indent62.

Referring toFIGS.1-7, when assembled within the vehicle12, the connector duct26directs the air from the HVAC system48to the headliner duct22. The headliner duct22is in fluid communication with vents or registers operably coupled headliner14, which direct air into the interior compartment46. The duct interface30is disposed proximate to the outer edge60of the headliner14and on the radiused edge20. The configuration of the headliner duct22and the connector duct26allows the duct interface30to be disposed on the radiused edge20, rather than a flat surface. The duct interface30directs air in the fore-aft direction and parallel with, or along, the longitudinal extent of the headliner14. Additionally, the configuration of the air duct assembly10maximizes space on the headliner14or proximate to the roof40for other components of the vehicle12.

Referring toFIGS.8-12, the duct interface30may be designed using computer software, such as a computer-aided design (CAD) software. Utilizing the CAD software, the curve and slope of the headliner duct22and the connector duct26may be designed, as well as the overlap between the connector duct26and the headliner duct22(e.g., the duct interface30). A digital design of the headliner14with the radiused edge20is provided in the CAD software. A cut plane100that extends through the radiused edge20is proposed. The cut plane100generally extends in the cross-car direction through the radiused edge20. The cut plane100extends at an angle, such that an obtuse angle β is defined between the first surface16of the headliner14and the cut plane100on the side of the cut plane100where the connector duct26will be positioned (e.g., generally the vehicle-forward direction).

The cut plane100corresponds with the plane p at which the connector duct26is to be cut to define the angled outlet32. Once the cut plate100is proposed, an intersection102between the headliner14and the cut plane100is computed with the CAD software. The intersection102generally includes two different configurations, which include an actual intersection102A and adjusted intersection102B. The actual intersection102A represents actual locations across the cut plane100where the cut plane100crosses the headliner14. The adjusted intersection102B is offset from the actual intersection102A. The adjusted intersection102B accounts for a thickness of at least one of the headliner14, the headliner duct22, the connector duct26, and a seal between the headliner14and the headliner duct22.

As best illustrated inFIG.10, the intersection102is utilized to sweep the surfaces of the headliner14to define a sweep surface104. Generally, the adjusted intersection102B is utilized to define the sweep surface104; however, it is contemplated that the actual intersection102A may be utilized without departing from the teachings herein. The sweep surface104is defined using a draft angle. The draft angle is generally in a range of about 10° to about 20° relative to a z-axis/molding tool die vector. The sweep surface104may be utilized to define or create the second side72of the headliner duct22that extends vertically between the headliner14and the inlet24.

As best illustrated inFIG.11, using the sweep surface104, a digital design of the headliner duct22may be created. As previously stated, the second side72is designed using the sweep surface104. The remainder of the end of the headliner duct22extends along the single plane to define the inlet24and can be designed in the CAD software. Accordingly, the inlet24is defined on a single plane, which maximizes manufacturing efficiency. The third and fourth sides74,76of the headliner duct22extend vertically from the sweep surface104and through the angled cut plane100. The distance that the headliner duct22extends through the cut plane100corresponds with the extent of the overlap between the headliner duct22and the connector duct26(e.g., the duct interface30).

As best illustrated inFIG.12, a digital design of the duct tip88of the connector duct26that defines the outlet32may be created. The outlet32is defined along the cut plane100. The configuration of the outlet32may be adjusted by adjusting the angle of the cut plane100. The cut plane100is adjusted to provide the selected overlap between the connector duct26and the headliner duct22.

Referring still toFIGS.8-12, once the design of the headliner duct22and the connector duct26have been finalized in the CAD software, the headliner duct22and the connector duct26may be blow-molded. The connector duct26is cut along the cut plane100, using a single cut, to define the angled outlet32. The headliner duct22is coupled to the headliner14. The connector duct26is coupled to the vehicle body28(FIG.1) and/or the headliner14and is positioned to overlap the headliner duct22. The headliner duct22extends at least partially through the outlet32, such that an outer surface of the first side70of the headliner duct22abuts an inner surface of the first side90of the connector duct26. An adhesive or other coupling method may be utilized to secure the headliner duct22with the connector duct26without departing from the teachings herein.

Referring toFIG.13, as well asFIGS.1-12, a method120of manufacturing the duct interface30of the air duct assembly10includes a step122of proposing the cut plane100using the CAD software. The cut plane100extends through the radiused edge20of the headliner14defined between the first and second surfaces16,18of the headliner14. Generally, the cut plane100defines the obtuse angle β with the first surface16of the headliner14. In step124, in the CAD software, the intersection102is defined between the headliner14and the cut plane100. The intersection102is defined by each point along the cut plane100that intersects with the headliner14, forming a line. In step126, the intersection102is adjusted providing the adjusted intersection102B. The adjusted intersection102B in response to a thickness of the various components of the air duct assembly10and/or the headliner14and is offset from the actual intersection102A. The components include the thickness of the headliner duct22, the thickness of the headliner14, the thickness of a seal, and/or the thickness of the connector duct26.

In step128, the first and second surfaces16,18and the radiused edge20are swept using the CAD software. The sweeping is conducted along the intersection102to form the sweep surface104. In step130, the headliner duct22is designed or formed using the sweep surface104. The sweep surface104is used to define the second side72of the headliner duct22, which vertically extends between the headliner14and the inlet24. The headliner duct22extends partially through the cut plane100. The second side72aligns with the sweep surface104, and the third and fourth sides74,76extend vertically from the sweep surface104and through the cut plane100.

In step132, the cut plane100is adjusted to a predefined angle to define the selected overlap between the headliner duct22and the connector duct26. The distance the digital rendering of the headliner duct22extends through the cut plane100in the CAD software corresponds with the overlap that will occur with the connector duct26when the air duct assembly10is manufactured and assembled. In step134, the headliner duct22and the connector duct26may be blow-molded using the designed configurations from the CAD software. In step136, the cut plane100may be utilized to cut the connector duct26to define the angled outlet32. A single cut may be used to define the outlet32to maximize efficiency in the manufacturing process while reducing costs. It is understood that the steps of the method120may be performed in any order, simultaneously and/or omitted without departing from the teachings herein.

Referring toFIGS.1-13, once the headliner duct22is blow-molded and the connector duct26is blow-molded and cut, the air duct assembly10may be assembled on the headliner14. The headliner duct22may be coupled directly to the headliner14through adhesives or other practicable methods. The connector duct26is positioned to partially overlap the headliner duct22, thereby forming the duct interface30. The connector duct26is coupled to the vehicle body28, the headliner14, the headliner duct22, or a combination thereof. The configuration of the duct interface30generally provides a direct connection between the connector duct26and the headliner duct22. Moreover, the configuration of the duct interface30and the duct tip88allows the headliner14to be assembled to the connector duct26with a vertical movement and generally without a horizontal movement. The headliner14, with the air duct assembly10, may then be installed within the vehicle12. Further, the configuration of the duct interface30provides for the airflow path extending through the duct interface30to be in the fore-aft direction and over the radiused edge20.

Use of the present device may provide for a variety of advantages. For example, the inlet24of the headliner duct22may be arranged over the radiused edge20defined by the headliner14. Additionally, the outlet32of the connector duct26may be arranged over the radiused edge20of the headliner14. Further, the connector duct26may partially overlap the headliner duct22to define the duct interface30. The configuration of the inlet24, the outlet32, and the duct interface30may provide the airflow in the fore-aft direction through the duct interface30, which is generally parallel with the longitudinal extent of the headliner14. Moreover, the duct interface30may be arranged on the radiused edge20. Each of the headliner duct22and the connector duct26may be shaped to follow the slope of the second surface18of the headliner14and the curve or radius of the radiused edge20. The configurations allow the duct interface30to be positioned on the radiused edge20, rather than a flat surface. Further, the connector duct26can be cut on a single plane p in a single direction. Also, the configuration of the headliner duct22and the connector duct26maximizes a cross-sectional area for the airflow to pass through and, thereby, maximizes the airflow through the duct interface30. Additionally, the air duct assembly10may maximize space on the headliner14to provide space for other components of the vehicle12. Moreover, the configuration of the duct interface30minimizes a pressure drop between the connector duct26and the headliner duct22. Additional benefits or advantages may be realized and/or achieved.

According to various examples, a vehicle headliner air duct assembly includes a headliner having a first surface and a second surface. A radiused edge is defined between the first surface and the second surface. A headliner duct is coupled to the first surface and the second surface of the headliner. The headliner duct defines an inlet. The inlet is disposed on the radiused edge. A connector duct is coupled to a vehicle body and at least partially overlaps the headliner duct proximate to the inlet to form a duct interface. The connector duct defines an outlet disposed on the radiused edge. The outlet is in fluid communication with the inlet via the duct interface. The duct interface is disposed on the radiused edge. Embodiments of the present disclosure may include one or a combination of the following features:the outlet is defined on a single plane;the outlet of the connector duct and the duct interface are arranged on the headliner to direct airflow in a fore-aft direction;the headliner duct includes a first branch and a second branch, wherein the first branch extends in a fore-aft direction along the headliner, and wherein the second branch extends in a cross-car direction and the fore-aft direction along the headliner;the first branch and the second branch are at least partially disposed on opposing sides of a sunroof, and wherein the duct interface directs airflow in the fore-aft direction;the connector duct includes a first side and a second side, wherein the first side is disposed proximate the headliner and the second side opposes the first side, and wherein the second side extends beyond an edge of the first side that partially defines the outlet; andthe connector duct includes a third side and a fourth side extending between the first side and the second side, wherein the third side is disposed over the second surface of the headliner and the fourth side is disposed over the first surface of the headliner, and wherein the third side has a height greater than a height of the fourth side.

According to various examples, a vehicle headliner assembly includes a headliner having a first surface and a second surface. A radiused edge is defined between the first surface and the second surface. A headliner duct is coupled to the first surface of the headliner. The headliner duct defines an inlet. A connector duct is coupled to the headliner duct. An outlet of the connector duct is in fluid communication with the inlet of the headliner duct to define an airflow path through a duct interface. The airflow path extends along a longitudinal extent of the headliner through the duct interface. Embodiments of the present disclosure may include one or a combination of the following features:the duct interface is disposed on the radiused edge of the headliner;a side of the connector duct disposed proximate to the headliner defines a curve, wherein the curve follows the radiused edge of the headliner;the headliner duct extends partially through the outlet such that the connector duct overlaps the headliner duct;the inlet has a first side and a second side, wherein the first side is disposed over the first surface of the headliner and the second side is disposed over the second surface of the headliner, and wherein the second side has a greater height than the first side to maximize airflow through the inlet;the outlet is defined on a single plane;a side of the connector duct overlaps a side of the headliner duct to define the duct interface;each of the inlet and the outlet are disposed on the radiused edge of the headliner;a side of the connector duct that is disposed proximate the headliner includes a first portion disposed over the first surface of the headliner and a second portion disposed over the second surface of the headliner, wherein a curve following a radius of the radiused edge is defined between the first portion and the second portion; andthe radiused edge is disposed proximate an outer edge of the headline.

According to various examples, a method of manufacturing a vehicle air duct interface includes: proposing an angled cut plane along a radiused edge of a headliner; defining an intersection between the headliner and the angled cut plane; sweeping a surface of the headliner along the intersection; forming a headliner duct utilizing a sweep surface; blow molding a connector duct; and cutting the connector duct along the angled cut plane to define an outlet. Embodiments of the present disclosure may include one or a combination of the following features:adjusting the sweep surface in response to a thickness of the headliner duct and a thickness of the headliner; andadjusting the angled cut plane to a predefined angle to provide overlap between the connector duct and the headliner duct.