JP2002205541A - Vehicular air-conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of performing more comfortable temperature control. SOLUTION: In a B/L/D mode, a differential door 22 is placed at a position (2), a V/F door 25 is placed at a position (2) and a temperature controlled air are distributed into a defroster air outlet 32, a center vent air outlet 34a, a side vent air outlet 34b and a foot air outlet 38. As a result, quick heating of the upper body of a passenger is achieved and the temperature controlled air is also efficiently blown to a rear seat to quicken the heating of the rear seat. Furthermore, since the temperature controlled air is also blown from the defroster air outlet 32, the clouding of a window shield glass is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner.

[0002]

The conventional vehicle air conditioner has a plurality of air distribution modes having different air distribution patterns. Examples of the air distribution mode include a vent mode in which temperature-controlled air is blown from the vent outlets provided at the center and both sides of the instrument panel toward the upper body of the front passenger, and a driver seat and a passenger seat. A foot mode in which temperature-controlled air is blown to the feet, a B / L (bi-level) mode in which temperature-controlled air is supplied to both the upper body and feet of the front seat occupant, and a temperature-controlled air flow to the window shield Defrost mode.

[0003] When the foot mode is selected during heating in winter, temperature-controlled air is not supplied from the vent outlet, but is blown toward the feet of the occupant in the front seat. There was a problem that the upper body warmed slowly.

Further, when the B / L mode is selected for the purpose of heating the upper body, there is no air flow to the window shield, so that water droplets adhere to the inner surface of the window shield and become cloudy, making it difficult to confirm the front. Become. Furthermore, in the B / L mode, there is also a problem that the warming of the feet is slow due to a large amount of air distribution to the upper body.

It is an object of the present invention to provide an air conditioner for a vehicle which can perform a more comfortable temperature control by adding an air distribution mode which has not existed before.

[0006]

An embodiment of the present invention will be described with reference to FIGS. 2, 3 and 6 to 8. FIG. (1) To be described with reference to FIGS. 2 and 3, the invention according to claim 1 is a vent outlet 34a, 34b having a blower opening facing the upper body of the occupant, and a foot outlet provided at the foot of the passenger compartment. The control means L1 to L4, 43 control the supply amount of the temperature-regulated air from the defrost air outlet 32 having a blower port facing the side of the vehicle compartment of the window shield 33 and the window shield 33, thereby controlling the temperature inside the vehicle compartment 30. It is applied to the vehicle air conditioner. Then, the control means L1 to L4, 43 distributes an amount of temperature-regulated air corresponding to each of the outlets 32, 34a, 34b, 38, respectively, and the outlets 32, 34a, 34b,
The above-described object is achieved by having a control mode (B / L / D mode) for supplying temperature-controlled air from all of 38 to the vehicle interior 30. (2) To be described in association with FIGS. 2, 3 and 6 to 8, the invention of claim 2 is characterized in that vent vents 34a and 34b having air vents facing the upper body of the occupant, The foot outlet 38 provided and the window shield 33
Defrost outlet 3 with blower opening facing the side of vehicle compartment
2, a first door 22 for adjusting the distribution of temperature-controlled air to the foot outlet 38 and the vent outlets 34 a and 34 b and the distribution to the defrost outlet 32, and the first door 22 for air distribution. The second door 25 and the first and second doors 22 and 25 for controlling the distribution of the temperature-controlled air to the foot outlet 38 and the vent to the vent outlets 34a and 34b are linked to each other. A first door state (B / L mode) in which a part of the temperature-regulated air is distributed to the foot outlet 38 and the remaining air is distributed to the vent outlets 34a and 34b, respectively, and a part of the temperature-controlled air is distributed to the defrost port 32. And a link mechanism L1 to L4, 43 which can be selectively set to one of a second door state (FOOT mode) for distributing the remainder to the foot outlet 38, wherein the link mechanism is The first door state (B / L mode) of L1 to L4, 43 and the In the transition state between the two-door state (FOOT mode), the temperature-controlled air is supplied to the defrost outlet 3
2. Foot outlet 38 and vent outlets 34a, 34
b, and the third door state (B / L / D mode) in which the air distribution amount to the foot outlet 38 is larger than the first door state (B / L mode) is provided. Achieve the objectives. (3) The invention of claim 3 is the vehicle air conditioner according to claim 1 or 2, wherein approximately 20% of the temperature-regulated air is distributed to the defrost outlet 32, and approximately 35% of the temperature-regulated air.
% Is distributed to the vent outlets 34a and 34b, and approximately 45% of the temperature-controlled air is distributed to the foot outlet 38.

[0007] In the section of the means for solving the above problems, the drawings of the embodiments of the present invention are used to make the present invention easy to understand, but the present invention is not limited to the embodiments of the present invention. Not something.

[0008]

(1) According to the first aspect of the present invention, the temperature-controlled air is supplied into the vehicle cabin from all of the vent outlet, the foot outlet, and the defrost outlet having the blower opening facing the upper body of the occupant. By performing the temperature control in the control mode, the passenger's upper body is quickly heated, and the temperature-controlled air is efficiently blown to the rear seat. further,
It can also prevent the window shield from fogging. (2) According to the second aspect of the invention, in the transition state between the first door state and the second door state of the link mechanism, temperature-controlled air is supplied to the defrost outlet, the foot outlet, and the vent outlet. Since the third door state for distributing air is provided for each, the same effect as in claim 1 can be obtained. Furthermore, since the amount of air distribution to the foot outlet is larger than in the second door state, it is possible to heat the foot more quickly. Further, since the third door state is provided in the transition state, it is possible to reduce the cost of modifying the link mechanism. (3) According to the invention of claim 3, fogging of the window shield can be prevented, and the occupant's upper body and feet can be equally warmed without bias.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner according to the present invention. Reference numerals 11 and 12 denote an outside air suction port and an inside air suction port provided on the upstream side of the vehicle air conditioner 1, and the ratio of the outside air to the inside air to be taken in is adjusted by the intake door 13. The air sucked in from both inlets 11 and 12 is blown to the downstream side (left side in the figure) of the air conditioner 1 by the blower fan 14, heat exchange is performed by the evaporator 15, and becomes cool air.

On the downstream side of the evaporator 15, the flow path of the cool air is divided into a flow path 17 passing through the heater core 16 and a flow path 18 bypassing the heater core, and merges again downstream of the heater core 16. The cool air passing through the flow path 17 is supplied to the heater core 1.
6, heat exchange is performed to generate warm air, and the warm air and the cool air that has passed through the flow path 18 merge to form temperature-controlled air having a predetermined temperature. An air mix door 19 is provided at a branch point between the flow path 17 and the flow path 18.
, The ratio of the air passing through the flow paths 17 and 18 is adjusted.

Reference numeral 20 denotes a differential duct, and reference numeral 21 denotes a vent / foot duct. By changing the opening / closing position of the differential door 22, the differential duct 20 and the vent / foot duct 2 are opened.
The air volume of the temperature-regulated air distributed to 1 is adjusted. The differential duct 20 guides the temperature-controlled air to a defrost air outlet (not shown) provided near the window shield glass of the instrument panel. The vent / foot duct 21 is branched at its downstream into a vent duct 23 and a foot duct 24, and 25 is a V / F door for adjusting the flow rate of temperature-controlled air distributed to the vent duct 23 and the foot duct 24. It is.

Although not shown, the vent duct 20 includes a duct for guiding temperature-controlled air downstream of the vent duct 20 to a center vent outlet (not shown) disposed near the center of the instrument panel, and right and left sides of the instrument panel. It is branched to a duct for guiding temperature-controlled air to side vent outlets (not shown) provided on both sides. The foot duct 24 guides the temperature-controlled air to foot outlets provided near the feet of the driver's seat and the passenger's seat.

FIG. 2 is a view showing the arrangement of the air outlets in the vehicle interior, and is a schematic view of the vehicle interior 30. A defrost outlet 32 is provided on the upper surface of the instrument panel 31, and temperature-controlled air is blown from the defrost outlet 32 toward the window shield glass 33. On the surface of the instrument panel 31 facing the occupant, a center vent outlet 34a is provided at the center, and side vent outlets 34b are provided on both left and right sides. The temperature-controlled air a1 blown from the center vent outlet 34a passes between the front seats 35 and reaches the rear seats 36. Further, a foot outlet 38 is provided at the foot of an occupant 37 seated on the front seat 35.

<< Explanation of Air Distribution Mode >> Next, each air outlet 3
The air distribution mode representing a combination of the air blows from the air blowers 2, 34a, 34b, and 38 will be described. FIG. 3 is a diagram showing the ratio (%) of the air volume of the temperature-controlled air distributed from each outlet in each air distribution mode, that is, the air distribution ratio. The horizontal axis represents the air distribution mode, and the vertical axis represents the air distribution mode. Indicates the air volume ratio. FIGS. 4A and 4B are diagrams for explaining the door positions of the differential door 22 and the V / F door 25 in each air distribution mode. FIG. 4A is a diagram showing the door positions, and FIG. It is a figure which shows the combination of.

In the vehicle air conditioner of the present embodiment, FIG.
As shown in FIG. 4B, a vent (VENT) mode, a bi-level (B / L) mode, a bi-level differential (B / L / D) mode, a foot (FOOT) mode, and a differential foot There are six air distribution modes: (D / F) mode and differential (DEF) mode. Of these six air distribution modes, B / L / D
The mode is an air distribution mode newly added in the present embodiment, and the other five air distribution modes are conventionally known modes.

That is, the VENT mode is a mode in which temperature-controlled air is blown from the center vent outlet 34a and the side vent outlet 34b in FIG. 2, and the FOOT mode is a mode in which air is blown from the foot outlet 38 in FIG. The DEF mode is a mode in which air is blown from the defrost outlet 32 in FIG. In B / L mode, the center vent outlet 34
a, side vent outlet 34b and foot outlet 38
The D / F mode is a mode in which air is blown from the defrost air outlet 32 and the foot air outlet 38. The B / L / D mode is a mode in which temperature-controlled air is blown from all outlets of the defrost outlet 32, the center vent outlet 34a, the side vent outlet 34b, and the foot outlet 38.

Next, the air distribution and the door position in each mode will be described. First, in the VENT mode, the differential door 22 and the V / F door 25 are disposed at respective positions as shown in FIGS. As a result, the distribution of the temperature-controlled air to the differential duct 20 and the foot duct 24 is stopped, and all of the temperature-controlled air is positioned to the vent duct 23. That is, as shown in FIG. 3, the air distribution ratio to the vent duct 23 provided with the center vent outlet 34a and the side vent outlet 34b is 100%.

In the B / L mode, the differential door 22 is positioned at the position, and the V / F door 25 is positioned at the position. As a result, as shown in FIG. 3, D% of the temperature-controlled air is distributed to the foot duct 24, and the remaining (100-D)% is distributed to the vent duct 23. In B / L / D mode, the differential door 22
At the position, and the V / F door 25 at the position. As a result, as shown in FIG. 3, A% of the temperature-controlled air is distributed to the differential duct 20, and accordingly, the air volumes distributed to the vent duct 23 and the foot duct 24 become B% and C, respectively. %.

In the FOOT mode, the differential door 22 is positioned at the position, and the V / F door 25 is positioned at the position.
As a result, the distribution of the temperature-controlled air to the vent duct 23 is stopped, and as shown in FIG.
% Is distributed, and the remaining (100-A)% is distributed to the foot duct 24. In the D / F mode, the differential door 2
2 is positioned at the position, and the V / F door 25 is positioned at the position. As a result, the ratio of air distribution to the differential duct 20 increases, and E% (E is larger than A) of the temperature-controlled air is distributed to the differential duct 20 as shown in FIG.
0-E)% is distributed to the foot duct 24. In the DEF mode, the differential door 22 is positioned at the position, and the V / F door 25 is positioned at the position. As a result, the distribution of the temperature-controlled air to the vent / foot duct 21 is stopped, and all the temperature-controlled air is distributed to the differential duct 20.

An example of an optimal air distribution balance in the B / L / D mode is as follows: A = 20 ± 5 (%), B = 35 ± 5
(%), C = 45 ± 5 (%). With this setting, fogging of the window shield glass can be prevented, and the upper body and the feet are similarly heated.

FIGS. 5 to 9 are views showing an example of a link mechanism for driving the differential door 22 and the V / F door 25 to open and close. VENT mode, B / L mode, B
The door positions in / L / D mode, FOOT mode and DEF mode are shown. The link mechanism described here is for VENT mode, B /
L / FOOT mode / D / F mode / DEF mode
The door position in L / D mode can be set.

In FIG. 5, the rotating shaft 40 of the differential door 22
A link L1 is provided on the first and second doors, and the differential door 22 and the link L1 rotate integrally with the rotation shaft 40 as an axis. The link L2 is also provided on the rotating shaft 41 of the V / F door 25, and the V / F door 25 and the link L2 are connected to the rotating shaft 41.
And rotate together as an axis. L3 is a link rotatably provided around the rotation shaft 42, and is connected to the link L2 via a connecting rod 43. L4 is a driving link that drives the link L1 and the link L3 in conjunction with each other, and rotates around the rotation shaft 44. Pins P1 to P4 are fixed to the driving link L4, and these pins P1 to P4
Are formed in the guide grooves M1, M formed in the links L1 and L3.
2, the links L1 and L3 are driven.

As shown in FIG. 5, in the VENT mode, the pin P2 of the driving link L4 is in contact with the guide surface S1 of the link L1, and the pin P4 is engaged with the guide groove M2 of the link L3. As a result, the opening of the differential duct 20 is closed by the differential door 22, and the distribution of the temperature-controlled air to the differential duct 20 is stopped. Further, the engagement of the pin P4 with the guide groove M2 of the link L3 causes the V / F door 25 to move as shown in FIG.
(Corresponding to the position shown in FIG. 4A), and all of the temperature-controlled air is distributed to the vent duct 23. In addition, the two-dot chain line with a2 indicates the flow of the temperature-controlled air.

FIG. 6 is a diagram showing a door position in the B / L mode. In the B / L mode, the driving link L4 is connected to V in FIG.
From the position in the ENT mode, it is rotated counterclockwise about the rotation shaft 44 by θ1. At this time, the pins P2 and P4 are
It moves so as to draw an arc around the rotation axis 44 as shown by the arrow. Pins P2 and P4 indicated by broken lines indicate positions in the VENT mode.

When the differential door 22 is in a state in which the opening of the differential duct 20 is closed, the guide surface S1 of the link L1 is an arc-shaped surface centered on the rotation shaft 44, so that the pin P2 moves the differential door 22 It moves on the guide surface S1 while maintaining the state of FIG. That is,
Even if the drive link 44 is rotated by the angle θ1 to shift from the VENT mode to the B / L mode, the position of the differential door 22 is maintained, and the opening of the differential duct 20 is kept closed.

On the other hand, when the pin P4 moves so as to draw an arc, the link L3 is rotated like R1, and
The link L2 is rotated via the connecting rod 43 like R2. As a result, the V / F door 25 is driven from position to position, and the temperature-regulated air is distributed to each of the vent duct 23 and the foot duct 24 as shown by the two-dot chain line a3.

FIG. 7 is a diagram showing the door position in the B / L / D mode. In the B / L / D mode, the driving link L4 is B / L
The mode is further rotated counterclockwise by an angle θ2. At this time, the pins P1 to P4 rotate and move by an angle θ2 so as to draw an arc, the pin P1 engages with the guide groove M1 of the link L1, and the pin P3 engages the guide surface S2 of the link L3.
Abut. When the pin P1 moves by engaging with the guide groove M1, the differential door 22 is driven like R3, and moves from position to position. At this time, the pin P2 deviates from the arc-shaped range of the guide surface S1 to the left in the drawing.

On the other hand, the pin P4 also moves in an arc shape as shown in FIG. 7, and the guide groove M2 where the pin P4 moves at this time is formed in an arc shape with the rotation shaft 44 as the center. Therefore, the link L3 does not rotate, and V /
The position of the F door 25 is also maintained. As a result, the temperature-controlled air is distributed to the differential duct 20, the vent duct 23, and the foot duct 24, respectively, as indicated by a two-dot chain line a4.

FIG. 8 is a diagram showing the door position in the case of the FOOT mode. In FOOT mode, drive link L4 is B / L / D
The mode is further rotated counterclockwise by the angle θ3, and the pins P1 to P4 also move in an arc from the position shown by the broken line to the position shown by the solid line. At this time, the guide groove M1 where the pin P1 moves has an arc shape centered on the rotation shaft 44. Therefore, the link L1 does not rotate, and the position of the differential door 22 is maintained.

On the other hand, the pin P4 is connected to the guide groove M of the link L3.
When moving inside 2, the link L3 is rotated like R4, and the link L2 is also driven like R5. as a result,
The V / F door 25 is driven from the position of FIG. 7 to the position,
The opening of the vent duct 23 is closed by the V / F door 25. Therefore, the temperature-controlled air is distributed to the differential duct 20 and the foot duct 24 as indicated by a two-dot chain line a5.

FIG. 9 is a diagram showing the door position in the case of the DEF mode. In the DEF mode, the driving link L4 is further rotated counterclockwise by an angle θ4 from the FOOT mode, and the pins P1 to P4 also move in an arc by an angle θ4.
When the pin P1 moves from the position shown by the broken line to the position shown by the solid line, the link L1 is rotated in the R6 direction and the differential door 2 is moved.
2 is positioned in position, and vent foot duct 21
The air distribution of the temperature-controlled intake air is stopped. When the driving link L4 is rotated, the pin P4 is moved to the guide groove M of the link L3.
2, but the pin P3 is connected to the guide surface S2 of the link L3.
Therefore, the link L3 is not rotated because it moves along the surface while abutting against the surface. As a result, the V / F door 25 is maintained at the position, and the temperature-controlled air is supplied to the differential duct 2 as shown by a two-dot chain line a6.
It is distributed only to 0.

In the above description, VENT mode → B /
The operation of the link mechanism has been described in the order of L mode → B / L / D mode → FOOT mode → DEF mode. By rotating the driving link L4 clockwise from the position shown in FIG.
Air distribution mode is DEF mode → FOOT mode → B / L / D mode → B /
It changes like L mode → VENT mode →.

FIG. 10A is a diagram showing the link structure before the B / L / D mode is added. The driving link L4 has the same angle (θ1 + θ2) as that of the B / L / D mode (FIG. 7) described above. ). In FIG. 10A, a link L10
Indicates a link before remodeling to link L1, and link 30 indicates a link before remodeling to link L3. FIG. 10B is an enlarged view of a link L10 portion.
The shape of the link L1 is shown by a broken line. Link L1 described above
Is obtained by adding a portion C3 (hatched portion) below the guide groove to the link L10 and changing the shape C4 above the guide groove of the link L10 to a shape like a hatched C5. It has become.

On the other hand, the link L3 is the link L3 in FIG.
Except for the C1 portion of 0, the shape has a C2 portion added. Therefore, the link L30 in FIG.
3 is slightly rotated in the R7 direction, and V / F
The door 25 is driven from the position in the R8 direction. FIG.
In a state shown as 0, the temperature-regulated air is distributed to the vent duct 23 and the foot duct 24. However, this state is a transition state during transition from B / L mode to FOOT mode,
It is not set to this state. FIG. 11 shows link L
FIG. 4 is a diagram illustrating an air distribution ratio when 10 and a link L30 are used, and is a diagram similar to FIG. 3.

As described above, in the present embodiment, since the conventional links L10 and L30 can be implemented simply by changing to the links L1 and L3 shown in FIG. 7, the change can be easily made and the change is required. Cost increase can be kept low.

As described above, by performing heating in the B / L / D mode newly added in the present embodiment, it is possible to solve the problem of the conventional vehicle air conditioner. That is, in the B / L / D mode, unlike the conventional FOOT mode, the temperature-controlled air is blown from the center vent outlet 34a and the side vent outlet 34b, so that quick heating of the upper body can be obtained. Further, since the temperature-controlled air is efficiently blown to the rear seat 36, heating of the rear seat is accelerated. Further, since the temperature-regulated air is blown from the defrost outlet 32, it is possible to prevent the window shield glass from fogging. In addition, since the air volume of the temperature-controlled air to the feet is increased compared to the B / L mode, heating of the feet is accelerated.

In the correspondence between the embodiment described above and the elements of the claims, the center vent outlet 34a
The side vent outlet 34b is a vent outlet, the links L1 to L4 and the connecting rod 43 are control means, the differential door 22 is a first door, the V / F door 25 is a second door, and B
The / L / D mode constitutes the control mode of claim 1 and the third door state of claim 2, the B / L mode constitutes the first door state, and the FOOT mode constitutes the second door state.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle air conditioner according to the present invention.

FIG. 2 is a schematic diagram showing an arrangement of each outlet in a vehicle cabin.

FIG. 3 is a diagram showing an air distribution ratio in each air distribution mode.

FIG. 4 shows a differential door 22 and a V / F in each air distribution mode.
It is a figure explaining the door position of the door 25, (a) is a figure which shows a door position, (b) is a figure which shows the combination of the door position in each air distribution mode.

FIG. 5 is a diagram showing a door position in a VENT mode.

FIG. 6 is a diagram showing a door position in the B / L mode.

FIG. 7 is a diagram showing a door position in the B / L / D mode.

FIG. 8 is a diagram showing a door position in a FOOT mode.

FIG. 9 is a diagram showing a door position in a DEF mode.

FIG. 10 is a diagram showing a link structure before adding a B / L / D mode, and FIG. 10 (a) is a diagram showing the entire link mechanism;
(B) is an enlarged view of a link L10 portion.

11 is a diagram showing an air distribution ratio in the case of the link structure shown in FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 21 Differential foot duct 20 Differential duct 22 Differential door 23 Vent duct 24 Foot duct 25 V / F door 32 Defrost outlet 34a Center vent outlet 34b Side vent outlet 38 Foot outlet L1 to L4 Link 43 Connecting rod P1 to P4 Pin M1, M2 Guide groove

Claims (3)

[Claims] 1. A vent outlet having an air outlet facing the upper body of the occupant, a foot outlet provided at the foot of the passenger compartment, and a defrost outlet having an air outlet facing the side of the passenger compartment of the window shield. In a vehicle air conditioner that controls a supply amount of temperature-controlled air by a control unit to adjust a temperature in a vehicle interior, the control unit distributes an amount of temperature-controlled air corresponding to each of the outlets. And a control mode for supplying temperature-controlled air from all of the air outlets into the vehicle interior. 2. A vent outlet having an air outlet facing the upper body of the occupant, a foot outlet provided at a foot of a vehicle cabin, and a defrost air outlet having an air vent directed to a side surface of the cabin of a window shield. A first door for adjusting the distribution of temperature-controlled air to the foot outlet and the vent outlet and the distribution of air to the defrost outlet; and the temperature-controlled air distributed by the first door. A second door for adjusting the air distribution to the foot air outlet and the air distribution to the vent air outlet; and interlocking the first and second doors to allow a part of the temperature-regulated air to flow to the foot air outlet. A first door state in which the rest is distributed to the vent outlet, and a second door state in which a part of the temperature-controlled air is distributed to the defrost outlet and the rest is distributed to the foot outlet. Vehicle sky with selectively configurable link mechanism An apparatus, in the transition state between the first door state and the second door state of the link mechanism, the temperature control air the defrost outlet,
The air is distributed to each of the foot outlet and the vent outlet, and the amount of air distributed to the foot outlet is controlled by the first air outlet.
An air conditioner for a vehicle, wherein a third door state larger than the door state is provided. 3. The vehicle air conditioner according to claim 1, wherein approximately 20% of the temperature-controlled air is blown to a defrost outlet,
An air conditioner for a vehicle, wherein approximately 35% of the temperature-controlled air is distributed to a vent outlet, and approximately 45% of the temperature-controlled air is distributed to a foot outlet.