JP2001030739A - Damper structure, vehicle air conditioning unit and vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a damper structure that can stabilize a blow-off capacity by stabilizing a substantial damper opening in a minute opening area. SOLUTION: A damper structure is such that a defrosting blow-off port 44 opens and closes by oscillation of a defrosting damper 44a with a plate shape. The wind volume is controlled according to the opening of the defrosting damper 44a. This damper structure is used in a minute opening area near fully closed position. A wall 47 having a gap S1 between a swing tip E of the defrosting damper 44a is formed on the side of the swing tip E. The damper opening of the defrosting damper 44a in the minute opening area is determined by the gap S1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a damper structure, a vehicle air conditioning unit, and a vehicle air conditioner, and more particularly, to a damper structure suitable for use in a minute opening region near a fully closed position, and The present invention relates to a vehicle air conditioner and a vehicle air conditioner using the damper structure.

[0002]

2. Description of the Related Art A vehicle air conditioner capable of providing a comfortable cabin environment for an occupant by air-conditioning the interior of a vehicle such as an automobile is an air conditioner including a blower fan, an evaporator, a heater core, and various dampers. A conditioning system, a refrigerant system for supplying low-temperature and low-pressure liquid refrigerant to an evaporator in the air-conditioning unit, a heating source system for introducing high-temperature engine cooling water to a heater core in the air-conditioning unit, and a temperature, humidity, solar radiation and The control unit controls the operation of the air conditioner for a vehicle in accordance with various conditions such as occupant preferences.

The air conditioning unit 1 shown in FIG.
Is a unit in which the inside / outside air box 10, the blower unit 20, the cooler unit 30, and the heater unit 40 are integrated. In the case of a general sedan type passenger car, the air conditioning unit 1 is arranged below the dashboard on the passenger seat side. Hereinafter, the configuration of the air conditioning unit 1 will be briefly described in the order of air flow.

The first inside / outside air box 10 is a part having a function of selecting either the outside air (air outside the vehicle compartment) a or the inside air (air inside the vehicle compartment) b, and includes an outside air inlet 11a and an inside air inlet. 11b is provided. Both inlets 11
One of a and 11b is configured to close one of them by operating the inside / outside air switching damper 12 and select air to be introduced (hereinafter referred to as introduced air). A blower unit 20 is provided downstream of the inside / outside air box 10 and connected thereto.
1 has a function of sucking the outside air a or the inside air b and sending the air to the cooler 30 described later. Cooler part 3
Numeral 0 has a function of cooling and dehumidifying the introduced air blown from the blower unit 20 by the evaporator 31. The evaporator 31 receives the supply of the low-temperature and low-pressure liquid refrigerant from the refrigerant system during the cooling operation and exchanges heat with the passing introduced air to cool and dehumidify. The heater section 40 has a function of selectively heating the introduced air sent from the cooler section 30 and blowing out conditioned air from an outlet corresponding to the operation mode. A heater core 42 that receives supply of engine cooling water as a heat source from a heating source system is provided in a case 41 of the heater unit 40. Heater core 4
The flow rate of the introduced air passing through the air mix damper 4
The temperature of the conditioned air is controlled by adjusting the opening degree of the air conditioner. The case 41 of the heater unit 40 includes
A defrost outlet 44, a face outlet 45 and a foot outlet 46 are provided, and a defrost damper 44a, a face damper 45a and a foot damper 46a are attached to each outlet.

[0005] In the vehicle air conditioner described above, the following operation modes can be selected by opening and closing various dampers provided in the heater section 40 of the air conditioner unit 1. The "defrost blowing mode" is a defrost blow-off port that removes hot air and dehumidified air so as to directly hit the inner surface of the windshield, etc., in order to remove defrost from the windshield before running in winter and remove fogging of the windshield during rainy weather. It blows out from 44. In the “face blowout mode”, the cool air is blown from the face blowout opening 45 toward the upper body of the occupant mainly during the cooling operation in summer. In the "foot blowing mode", warm air is blown from the foot air outlet 46 to the feet of the occupant mainly during a heating operation in winter. At the same time, a part of the warm air is blown to remove defrosting of the windshield and the like. Exit 44
It is blowing out from. In a general distribution ratio, 70 to 80% of the total blown air amount is blown out from the foot outlet 46. The “bi-level blowing mode” is mainly used in the middle period of spring or autumn, and blows out conditioned air from both the face outlet 45 and the foot outlet 46. It is general that the blowing wind of the head is made to be head cold foot heat at a temperature lower than that of the foot outlet 46. In this case, the distribution ratio is
Generally, it is set to 50%. The “blend (foot / defrost) blowing mode” blows out conditioned air from both the defrost blowout port 44 and the foot blowout port 46 used in winter. In this case, the distribution ratio is generally set to 50%.

[0006]

In the above-described conventional air conditioner for a vehicle, warm air is blown out from both the foot outlet 46 and the defrost outlet 44 in the "foot outlet mode". . At this time, the opening of the defrost damper 44a is controlled because the damper opening is controlled so that about 80% of the warm air is blown out from the foot outlet 46 and about 20% is blown out from the defrost outlet 44. The degree is set in a minute opening degree region close to the fully closed state as shown by a solid line in FIG.

In the defrost damper 44a, a plate-shaped damper member swings (rotates) a tip end side about a fulcrum 44b to open and close the defrost blowout port 44 serving as an opening. The air volume of the defrost outlet 44 can be controlled according to the opening degree. As shown in FIG. 8, the defrost damper 44a has an insulation member 44c functioning as a seal member when fully closed on the surface of the plate-shaped base material.

The defrost damper 4 having such a conventional configuration
4a, the difference in the direction in which the blowing mode is switched, when fixed in the small opening area as in the case of the "foot blowing mode",
Since the damper opening is not constant due to the influence of wind pressure and the like, the hysteresis of the wire operating the defrost damper 44a, and the play of the link mechanism such as a lever, a phenomenon may occur in which the amount of blown air becomes unstable. That is, the case where the defrost damper 44a is switched from the "face blowing mode" in the fully closed position to the "foot blowing mode", and the case where the defrost blowing damper 44a is switched from the "defrost blowing mode" in the fully opened position to the "foot blowing mode". In such a case, since the moving direction of the defrost damper 44a moving to the minute opening region is opposite to the wind pressure of the introduced air blown from the blower fan, the opening unstable element due to hysteresis or backlash is generated. The effect is different. For this reason, the gap Sa (see FIG. 7) corresponding to the set damper opening degree is always kept constant every time the blowing mode switching operation is performed, or the gap Sa once set is set.
Is difficult to keep constant. In this case, especially, since the damper opening is in a very small area close to the fully closed position, even a slight difference in the opening degree causes a large rate of change in the opening degree, and therefore has a large effect on the blown air volume and becomes unstable. It becomes. The fact that the amount of blown air becomes unstable in this manner is not preferable for the air conditioning feeling felt by the occupant, and thus appropriate measures have been desired.

The present invention has been made in view of the above circumstances, and provides a damper structure capable of stabilizing a substantial damper opening in a minute opening region and stabilizing an amount of blown air. It is an object of the present invention to provide a vehicle air conditioner unit and a vehicle air conditioner employing the damper structure.

[0010]

In the present invention, the following means are employed in order to solve the above-mentioned problems. The damper structure according to claim 1, wherein the plate-shaped damper member swings to open and close the opening, controls the air flow according to the degree of opening of the damper member, and has a small opening degree near the fully closed position. A damper structure, wherein a wall surface having a gap between the rocking tip and the rocking tip is formed on the side of the rocking tip of the damper member, and the damper is opened in a minute opening area of the damper member. The degree is determined by the gap.

In this case, it is preferable that the wall is provided only in the minute opening area. And, in the opening degree unstable region in the minute opening degree region, a gap S1 formed between the rocking tip and the wall surface at the maximum flow path position, and the swing tip part at the minimum flow path position. It is preferable that the relationship between the opening side opening S formed between the opening and the end of the opening be set so that S1 ≦ S. A preferred wall surface is a curved surface concentric with the trajectory of the swinging tip.

According to such a damper structure, the substantial damper opening in the minute opening region where the opening of the damper tends to be unstable is determined by the gap between the swinging tip of the damper member and the wall surface. With such a configuration, a stable air volume can be blown out from the opening having the minute opening.

According to a fifth aspect of the present invention, there is provided an air conditioning unit for a vehicle having an inside / outside air box provided with an inside / outside air switching damper for opening and closing an inside air introduction port and an outside air introduction port to selectively switch the introduction air to either inside air or outside air. A blower unit provided with a blower fan for sucking the introduced air and blowing it to the downstream side, a cooler unit provided with an evaporator for exchanging heat between a refrigerant and the introduced air passing therethrough, A heater core for heating air, an air mix damper for adjusting a flow rate of the introduced air passing through the heater core,
And a heater portion having a plurality of outlets each having a damper, the opening being provided in the case, the air conditioner for a vehicle comprising: At the outlet, a wall surface having a gap between the swinging tip of the damper member and the swinging tip is formed, and the damper opening in the minute opening area of the damper member is determined by the gap. It is characterized by providing a damper.

In the air conditioning unit for a vehicle in this case, a preferred outlet used in the minute opening region near the fully closed position is a defrost outlet.

According to such an air conditioning unit for a vehicle, the substantial opening degree of the damper used in the minute opening area where the opening degree of the damper tends to be unstable is changed to the swinging tip of the damper member. Since the air gap is determined by the gap between the air-conditioner and the wall, air-conditioning air having a stable air volume can be blown out from the air outlet having a small opening degree.

The vehicle air conditioner according to claim 7 is
An inside / outside air box having an inside / outside air switching damper for opening and closing the inside air introduction port and the outside air introduction port to selectively switch the introduction air to either inside air or outside air, and a blower fan for sucking the introduction air and blowing it to the downstream side Is provided, a cooler unit having an evaporator for exchanging heat between the refrigerant and the introduced air passing therethrough, a heater core for heating the passing introduced air, and a heater core for passing the introduced air passing through the heater core. An air mix damper for adjusting the flow rate, and a heater portion having a plurality of outlets each of which is opened to the case and provided with a damper, are provided in an outlet used in a minute opening region near the fully closed position. Forming a wall surface having a gap between the rocking tip of the damper member and the rocking tip, and defining the damper opening in the minute opening region of the damper member by the gap. An air conditioning unit for vehicles comprising a damper configured in a manner described above, a compressor for compressing gaseous refrigerant, a condenser for exchanging heat of high-pressure gas refrigerant with outside air and condensing, and a low-temperature and low-pressure liquid refrigerant for high temperature and high pressure A refrigerant system for supplying a low-temperature and low-pressure liquid refrigerant to the evaporator, a heating source system for introducing engine cooling water into the heater core, the air conditioning unit, a refrigerant system, and a heating source. And a control unit for controlling the operation of the system.

According to such a vehicle air conditioner,
Since stable conditioned air can be blown out from the outlet having a minute opening, a good air conditioning feeling can be provided.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a damper structure according to the present invention will be described.
An embodiment of a vehicle air conditioning unit and a vehicle air conditioning apparatus will be described with reference to the drawings. 3 to 5 are diagrams showing the configuration of the vehicle air conditioner according to the present invention,
The air conditioner for a vehicle includes an air conditioning unit for a vehicle (hereinafter referred to as an air conditioning unit) 1A that performs air conditioning such as cooling and heating, a refrigerant system 2 that supplies a refrigerant to the air conditioning unit 1A during a cooling operation, and a heating operation. It is composed of a heating source system 3 that sometimes supplies engine cooling water as a heat source to the air conditioning unit 1A, and a control unit 4 that controls the operation of the entire apparatus.

As shown in FIG. 3, the air-conditioning unit 1A has an inner and outer air box 10, a blower section 20, a cooler section 30, and a heater section 40 integrated. In the case of a general sedan type passenger car, the air conditioning unit 1A is located on the left side (passenger seat side) when viewed from the passenger compartment as shown in FIGS.
Moreover, it is arranged below the dashboard 5. Hereinafter, the air conditioning unit 1A will be described in the order of air flow.

The first inside / outside air box 10 is a portion having a function of selectively switching the air introduced into the air conditioning unit 1A to either the outside air a or the inside air b. Here, an outside air inlet 11a communicating with the outside of the cabin and an inside air inlet 11b communicating with the cabin are provided.
One of 1a and 11b is closed by the inside / outside air switching damper 12, and the air to be introduced (hereinafter referred to as introduced air) is selected.

The blower section 20 is provided downstream of the inside / outside air box 10 and is provided with the outside air a by the operation of the blower fan 21.
Alternatively, a cooler unit 30 to be described later is selectively sucked in the inside air b.
It has a function to blow air to This blower fan 21
The electric motor 22 is used as a drive source, and generally, a plurality of air flow rates can be switched in addition to a stop position. When the outside air a is introduced while the vehicle is running, the outside air a, which is the running wind, can flow to the cooler 30 even when the blower fan 21 is stopped.

The cooler unit 30 has a function of cooling the introduced air blown from the blower unit 20 to dehumidify the air. The cooler unit 30 includes an evaporator 31 that is a heat exchanger for cooling, and a case 32 that houses the evaporator 31. Evaporator 31
During the cooling operation, a low-temperature and low-pressure liquid refrigerant is supplied from a refrigerant system 2 to be described later, and heat is exchanged between the introduced air blown from the blower unit 20 and passing through the evaporator 31 and the liquid refrigerant. As a result, the introduced air is deprived of heat by the refrigerant and becomes cooled and dehumidified cold air.
It is led to 0. The case 32 is a resin molded part forming a part of the air conditioning duct AD serving as a flow path of the introduced air. In addition, the case 32 is normally divided into upper and lower parts to facilitate installation of the evaporator 31. A drain pan 33 for collecting and discharging condensed water generated on the surface of the evaporator 31 is formed on the lower surface of the case 32.

The heater section 40 has a function of selectively heating the introduced air sent from the cooler section 30 and blowing out conditioned air from an outlet corresponding to each operation mode. The heater section 40 includes a heater core 42 installed inside a case 41, an air mix damper 43 for adjusting the flow rate of the introduced air passing through the heater core 42, and a damper 44a opened to the case 41 and capable of being opened and closed. , 45a, 46a with outlets 44, 4
5, 46.

The case 41 is a molded resin part and forms a part of the air conditioning duct AD. In this case 4
1, a defroster outlet 44, a face outlet 45 and a foot outlet 46 are provided, and a defroster damper 44a, a face damper 45a and a foot damper 46a are attached to each outlet. The heater core 42 is a heat exchanger that receives a supply of high-temperature engine cooling water from a heating source system 3 described later during heating operation and heats the introduced air blown from the cooler unit 30. Heater part 4
The introduced air sent to 0 is classified into one that passes through the heater core 42 and one that does not pass through the heater core 42 according to the opening degree of the air mix damper 43.

The above-described defrost outlet 44 is provided with hot and dehumidified air to directly hit the inner surface of the windshield or the like in order to remove defrost on the windshield before traveling in winter and to remove fogging of the windshield during rainy weather. It blows out. The air-conditioning operation mode in which the entire amount of the conditioned air is blown out from the defrost outlet 44 in this manner is called a “defroster blowing mode”. In addition, face outlet 4
The air-conditioning operation mode 5 blows cold air toward the upper body of the occupant mainly during the cooling operation in summer. Such an air-conditioning operation mode is referred to as a “face blowing mode”. And
The foot outlet 46 blows warm air to the feet of the occupant mainly during a heating operation in winter, and is called a “foot outlet mode”. In this air-conditioning operation mode, a part of the conditioned air (warm air) is blown out simultaneously from the defrost outlet 44 at a small amount, usually about 20%, to remove the fogging of the windshield and the like. Note that there is also an air-conditioning operation mode called “bi-level blowing mode” which is mainly used in the middle period of spring or autumn and blows air-conditioned air from both the face outlet 45 and the foot outlet 46. In general, the wind blown out from the outlet 45 is head cold foot heat whose temperature is lower than that of the foot outlet 46. There is also an air-conditioning operation mode called a “blend blowing mode” that is used in winter and blows conditioned air from both the defroster outlet 44 and the foot outlet 46.

Next, the structure of the refrigerant system 2 will be described with reference to FIG. The refrigerant system 2 supplies a low-temperature and low-pressure liquid refrigerant to the evaporator 31, and includes a compressor 51, a condenser 52, and an expansion valve 53. When the cooling / dehumidifying function is not required, installation of the refrigerant system 2 is omitted together with the evaporator 31 described above. The compressor 51 compresses the vaporized low-temperature and low-pressure gas refrigerant by removing heat in the vehicle interior by the evaporator 31 and sends it to the condenser 52 as a high-temperature and high-pressure gas refrigerant. In the case of an air conditioner for an automobile, the compressor 51 receives driving force from the normal engine 54 via a belt and a clutch. The condenser 52 is disposed in front of the engine room 6 and cools the high-temperature and high-pressure gas refrigerant supplied from the compressor 51 with the outside air to condense and liquefy the gaseous refrigerant. The liquefied refrigerant is sent to a receiver (not shown) to separate gas and liquid, and then sent to the expansion valve 53 as a high-temperature and high-pressure liquid refrigerant. The expansion valve 53 decompresses and expands the high-temperature and high-pressure liquid refrigerant into a low-temperature and low-pressure liquid (mist-like) refrigerant.
Supply to 1. The expansion valve 53 is generally installed at an appropriate position in the cooler 30 together with the evaporator 31.

Next, the configuration of the heating source system 3 will be briefly described with reference to FIG. The heating source system 3 includes a heater core 42
To supply high-temperature engine cooling water as a heat source to
A part of the engine cooling water system circulating between the engine 54 and the radiator 55 is introduced into the air conditioner.

Finally, the configuration of the control unit 4 will be briefly described with reference to FIG. The control unit 4 controls the operation of the air conditioning unit 1A, the refrigerant system 2, and the heating source system 3 which constitute the air conditioning apparatus. Usually, a control circuit is provided on an operation panel on which the occupant performs various settings. It is installed and installed in the center of the instrument panel. The control unit 4 can perform switching operation of the inside / outside air switching damper 12, selection switching of various operation modes by opening / closing operation of dampers, switching of the air volume of the blower fan 21, desired temperature setting operation, and the like.

In the vehicle air conditioner thus configured, by driving the blower fan 21, the outside air a
Alternatively, the inside air b is introduced into the air conditioning duct AD from the outside air introduction port 11a or the inside air introduction port 11b of the inside / outside air box 10, and the introduced air passes through the blower unit 20 and passes through the air conditioning duct AD to the downstream cooler unit 30. Sent. The introduced air flowing through the cooler section 30 passes through the evaporator 31. Here, during the cooling operation in which the low-temperature and low-pressure liquid refrigerant is supplied from the refrigerant system 2, the refrigerant exchanges heat with the refrigerant and is cooled and dehumidified. It flows to the part 40.

On the other hand, when the air mix damper 43 completely covers the passage on the heater core 42 side, the introduced air that has been cooled and dehumidified and sent to the heater section 40 has the entire amount of the introduced air passing through the heater core 42. Without each outlet 44,
Toward 45 and 46, cool air is blown into the vehicle interior from the outlet with the damper opened. Further, when the air mix damper 43 fully opens the passage on the heater core 42 side, all of the introduced air passes through the heater core 42 and is heated, so that warm air is blown into the vehicle interior from the outlet with the damper open. . Furthermore, when the air mix damper 43 is at the intermediate position, the cool air that does not pass through the heater core 42 and the warm air that has passed through the heater core 42 are mixed downstream of the air mix damper 43 in accordance with the degree of opening thereof. The air conditioned to the temperature is blown into the vehicle compartment from the outlet with the damper open according to the operation mode.

In the defrost outlet 44 of the air conditioner unit 1A described above, in the "foot outlet mode",
Defrost damper 44a to restrict the amount of blown air to a small amount
Is set in a minute opening region close to fully closed. Therefore, as shown in FIGS. 1 and 3, the defrost damper 44 is used.
a between the swinging end portion E and the swinging end portion E.
A damper structure in which a wall surface 47 having 1 is formed is adopted. In the first embodiment shown in FIG. 1, a rib 48 formed integrally with a case 41, which is a resin molded component, is provided to project inward. A wall surface 47 is provided.

The wall 47 is provided with a defrost damper 44a.
From the fully closed position (indicated by a broken line in FIG. 1) to the swing range in the minute opening region, the defrost damper 44a in the minute opening region is affected by wind pressure and the like. There is an opening unstable region where the opening fluctuates and becomes unstable.
In the case of FIG. 1, the defrost damper 44a indicated by the solid line is the minimum flow path position closest to the fully closed position, and the defrost damper 44a indicated by the two-dot chain line is the maximum flow path position farthest from the fully closed position. . That is, in the small opening area of the defrost damper 44a, the defrost damper 4
The opening degree of 4a varies within the range from the minimum flow path position to the maximum flow path position. In addition, the wall surface 47 may be present outside the minute opening area, but even if the wall surface 47 is unnecessarily protruded into the inside of the case 41, it only causes the flow of the conditioned air inside the unit. In such a small opening area, the size of the gap S1 is set as described below. Here, the gap S1 is the dimension of the space formed between the swinging tip E of the defrost damper 44a at the maximum flow path position and the wall surface 47, and the swing of the defrost damper 44a at the minimum flow path position. If the dimension of the space formed between the moving tip E and the nearest end of the defrost outlet 44 is S, the distance between S1 and S is set so that S1 ≦ S. That is, as compared with the dimension S that determines the actual damper opening at the minimum flow path position, the gap S1 formed between the wall surface 47 at the maximum flow path position located on the upstream side in the flow direction. Are set to be the same or smaller, and the substantial opening degree of the damper is defined by the gap S1.

In other words, the amount of air flowing toward the defrost outlet 44 is controlled such that the substantial opening degree of the damper is defined by the gap S1 that passes first. When the wall surface 47 is a flat surface as shown in FIG. 1, a difference occurs between the gap S1 and the gap S2 between the wall surface 47 at the minimum flow path position and S1> S2. However, since the defrost damper 44a is in the minute opening range, the trajectory of the swinging tip E within this range substantially coincides with the straight line, and accordingly, the difference (S
1-S2) becomes very small. On the other hand, when the dimension Sm of the space formed between the swinging tip E at the maximum flow path position and the closest end of the defrost outlet 44 is compared with the similar dimension S at the minimum flow path position, the difference ( Sm-
S) is much larger than (S1-S2), and therefore, the actual change in the opening in the unstable opening region is smaller than the actual change in the damper opening.

As described above, in the small opening area, the gap S
Since the substantial damper opening defined by 1 is much smaller than the change in damper opening actually occurring in the unstable opening range, the change in air volume in the unstable opening range is extremely small. Thus, the air volume can be stabilized. That is, as compared with the change in the damper opening when the wall surface 47 does not exist (the change in the damper opening actually occurring),
Since the substantial change in the opening degree of the damper when the wall surface 47 is provided is considerably small, the air volume can be stabilized. The suitable gap S1 may be a value slightly smaller (smaller) than the dimension S corresponding to the actual damper opening at the minimum flow path position.

Next, a second embodiment shown in FIG. 2 will be described. In this embodiment, a curved wall surface 47A is provided instead of the flat wall surface 47 in the first embodiment. Moreover, the curved surface in this case is concentric with the trajectory when the swing tip E opens and closes, and a gap S1 is formed between the swing tip E and the wall surface 47A. The size of the gap S1 is set to S1 ≦ S, similarly to the above-described first embodiment. That is, while the trajectory drawn by the swinging tip E of the defrost damper 44 swinging about the fulcrum 44b is a circle having a radius R, the wall surface 47A is a curved surface having a radius of (R + S1).

By providing such a wall surface 47A, the defrost damper 44a in the opening unstable region can be
At the maximum flow path position and at the minimum flow path position, the gap S1 defining the substantial opening degree of the damper is constant, so that it is possible to eliminate the change in the air volume and achieve further stabilization. Becomes

With the defrost damper 44a having the above-described damper structure, a small amount of warm air defined by a minute opening can be stably blown out of the defrost outlet 44 in the "foot blowing mode". As a result, the air conditioning feeling of the vehicle air conditioning unit 1A and the vehicle air conditioner including the same as a component can be improved.

In the above description, the damper structure of the present invention is applied to the defrost damper 44a of the vehicle air conditioner unit 1A. Such a damper structure controls the air flow according to the opening degree of the damper. It is needless to say that as long as it is used in the minute opening region near the fully closed position, it can be applied as a damper for other devices.

[0039]

According to the damper structure, the vehicle air conditioner and the vehicle air conditioner of the present invention, the following effects can be obtained. (1) Since the wall surface is provided so as to form a gap S1 between the swinging end portion E of the damper and the damper, the substantial opening degree of the damper can be defined by the gap S1. It is possible to stabilize by reducing the change in the air flow in the unstable area. (2) If the wall surface is a curved surface concentric with the trajectory of the swinging tip E, the gap S1 defining the substantial opening of the damper is always constant in the opening unstable region, so that the air volume change can be further reduced. It can be stabilized with less. (3) The air conditioner for a vehicle and the air conditioner for a vehicle adopting the above-described damper structure can stabilize a small amount of hot air blowout from the defrost blowout port in the “foot blowout mode”. An air-conditioning feeling can be obtained, so that the merchantability can be improved.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a principal part showing a first embodiment of a damper structure according to the present invention.

FIG. 2 is a cross-sectional view of a principal part showing a second embodiment of a damper structure according to the present invention.

FIG. 3 is a cross-sectional view showing one embodiment of a vehicle air conditioning unit according to the present invention, in which the damper structure shown in FIG. 1 is applied to a defrost damper.

FIG. 4 is a perspective view of an engine room of an automobile showing an outline of a configuration and an arrangement of the air conditioner.

FIG. 5 is a perspective view showing an installation example of the air conditioning unit when viewed from the passenger compartment side.

FIG. 6 is a cross-sectional view illustrating a configuration of a conventional vehicle air conditioning unit.

FIG. 7 is a sectional view of a main part showing a conventional defrost damper structure.

FIG. 8 is an enlarged sectional view showing a seal portion of the defrost damper at a fully closed position.

[Explanation of symbols]

 1, 1A (for vehicle) Air conditioning unit 2 Refrigerant system 3 Heat source system 4 Control unit 10 Inner / outer air box 20 Blower unit 30 Cooler unit 40 Heater unit 41 Case 42 Heater core 43 Air mix damper 44 Defrost outlet 44a Defrost damper 44b Support point 45 Face outlet 45a Face damper 46 Foot outlet 46a Foot damper 47, 47A Wall surface 48 Rib E Swing tip S, S1 Clearance

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3L011 BJ02 CP03 3L081 HB01

Claims (7)

[Claims] 1. A damper used in a minute opening area near a fully closed position while controlling an air flow according to an opening degree of the damper member by swinging a plate-shaped damper member to open and close an opening. A wall surface having a gap between the rocking tip and the rocking tip of the damper member, and defining the damper opening in the minute opening region of the damper member by the gap. A damper structure characterized by being configured as described above. 2. The damper structure according to claim 1, wherein the wall surface is provided in the minute opening area. 3. A gap S1 formed between the rocking tip and the wall surface at the maximum flow path position in the opening degree unstable region in the minute opening degree area, and the swing position at the minimum flow path position. The damper structure according to claim 1, wherein a relationship between a blowing-side opening dimension S formed between a moving front end and an end of the opening is set so that S1 ≦ S. 4. . 4. The damper structure according to claim 1, wherein said wall surface is a curved surface concentric with a locus of said swinging tip. 5. An inside / outside air box provided with an inside / outside air switching damper for opening and closing the inside air introduction port and the outside air introduction port to selectively switch the introduction air to either inside air or outside air, A blower unit provided with a blower fan for blowing air, a cooler unit having an evaporator for exchanging heat between a refrigerant and the passing air, a heater core for heating the passing air, and a heater core passing the heater core. An air-mixing damper for adjusting the flow rate of the introduced air, and a heater unit having a plurality of outlets each having an opening in the case and each having a damper, comprising: A wall surface having a gap between the swinging tip of the damper member and the swinging tip is formed at an outlet used in the minute opening region near the fully closed position, and the damper member has a small opening. The vehicle air conditioning unit, characterized in that a structure with damper so as to define a damper opening in the region by the gap. 6. The air conditioning unit for a vehicle according to claim 5, wherein the outlet used in the minute opening region near the fully closed position is a defrost outlet. 7. An inside / outside air box provided with an inside / outside air switching damper for opening and closing the inside air introduction port and the outside air introduction port to selectively switch the introduction air to either inside air or outside air, A blower unit provided with a blower fan for blowing air, a cooler unit having an evaporator for exchanging heat between a refrigerant and the passing air, a heater core for heating the passing air, and a heater core passing the heater core. An air mix damper for adjusting the flow rate of the introduced air, and a heater section having a plurality of outlets each of which is opened to the case and provided with a damper, and is used in a minute opening region near the fully closed position. A wall surface having a gap between the swinging tip of the damper member and the swinging tip is formed in the blowout port, and the damper opening in the minute opening area of the damper member is determined by the gap. An air conditioning unit for a vehicle comprising a damper configured as specified, a compressor for compressing a gaseous refrigerant, a condenser for exchanging heat of a high-pressure gas refrigerant with outside air and condensing, and a high-temperature and high-pressure liquid refrigerant. A refrigerant system for supplying a low-temperature and low-pressure liquid refrigerant to the evaporator; a heating source system for introducing engine cooling water into the heater core; and an air conditioning unit and a refrigerant system. And a control unit for controlling the operation of the heating source system.