JP2003054240A - Vehicular air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress increase of a draft resistance (pressure loss) in an air- conditioning unit while intending to miniaturize the air-conditioning unit. SOLUTION: An upper limit value Y1 of a distance Y between an evaporator 3 and a heater core 4 is set at 0.01912(Q-590)-12.143X+67.8, and a lower limit value Y2 is set at -54.286X+62.543. Where, X is a value obtained by dividing the sum of a passage area of a cool air bypass passage 23 for upward blowoff and the passage area of cool air bypass passage 21a for a foot by the possible draft area of the evaporator 3, and Q is an air flow quantity at an air inlet of a blower unit when it is in a blowoff mode.

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, in which an evaporator (cooling heat exchanger) and a heater core (heating heat exchanger) are arranged side by side in the vehicle longitudinal direction. It is effective when applied.

[0002]

2. Description of the Related Art As means for reducing the size of a vehicle air conditioner (air conditioning unit), an evaporator and a heater core are disclosed as in the invention disclosed in JP-A-11-235914. It is desirable to arrange them in the vehicle front-rear direction and arrange them so that their core surfaces are substantially parallel to each other.

However, if the evaporator and the heater core are brought too close to each other, the passage through which the air that has passed through the evaporator is narrowed, so that ventilation resistance (pressure loss) increases. On the other hand, if the evaporator and the heater core are widely separated, the vehicle air conditioner (air conditioning unit) cannot be downsized.

In view of the above points, the present invention aims to reduce the size of the vehicle air conditioner (air conditioning unit) and increase the ventilation resistance (pressure loss) in the vehicle air conditioner (air conditioning unit). The purpose is to suppress.

[0005]

In order to achieve the above object, the present invention, in the invention described in claim 1, harmonizes the air blown into the room and blows the air toward at least the upper body of the occupant. A vehicle air conditioner having a face mode, wherein a cooling heat exchanger (3) for cooling air blown into a room and an air flow downstream of the cooling heat exchanger (3) heat the air. At the same time, the heating heat exchanger (4) arranged substantially parallel to the cooling heat exchanger (3) and the air passing through the cooling heat exchanger (3) are heated by the heating heat exchanger (4). ) To circulate and distribute
It has a bypass passage (23, 21a), and the distance (Y) between both heat exchangers (3, 4) is greater than or equal to the value (Y2) determined by Equation 2 and is determined by Equation 1. Value (Y1)
It is characterized by the following.

As a result, as shown in FIGS. 10 and 11 to be described later, the ventilation resistance (pressure loss) in the vehicle air conditioner (air conditioning unit) increases while the vehicle air conditioner (air conditioning unit) is downsized. It can be suppressed.

In the invention according to claim 2, the passage area of the first bypass passage (23) and the second bypass passage (21a).
The value (X) obtained by dividing the sum of the passage area of No. 1 and the passage area of No. 3 by the ventilable area of the cooling heat exchanger (3) is 0.3 or more and 0.65 or less.

As a result, as shown in FIG. 12 which will be described later, the pressure loss when the cold air passes through the first bypass passage (23) and the second bypass passage (21a), and the heat exchanger (4) for heating are arranged. It is possible to prevent the pressure loss when the hot air passes through the hot air passage including the abrupt change (increase).

According to the present invention, the heat exchangers (3, 4) are arranged in the longitudinal direction of the vehicle.
Furthermore, it is desirable that the first bypass passage (23) be provided above the cooling heat exchanger (3) and the second bypass passage (21a) be provided below the cooling heat exchanger (3).

Incidentally, the reference numerals in parentheses of the above-mentioned respective means are examples showing the correspondence with the concrete means described in the embodiments described later.

[0011]

1 and 2 show an embodiment of a vehicle air conditioner according to the present invention, in which an air conditioning unit 1 of a vehicle air conditioner has an air passage through which air flows toward a passenger compartment. Constituting resin air-conditioning casing (casing member)
1a. The air-conditioning casing 1a is arranged at a substantially central portion of the vehicle interior instrument panel of the automobile in the left-right direction, and is arranged in the front-rear direction, the up-down direction, and the left-right direction of the vehicle as shown by arrows in FIGS.

The air-conditioning casing 1a has an air inlet 2 opened on the side surface of the front portion of the vehicle. In the case of a right-hand drive vehicle, the air inlet 2 is the air conditioning casing 1a.
Blower unit (not shown) that is located on the passenger seat side of the vehicle (the surface on the left side of the vehicle) and is located on the passenger seat side of the vehicle interior instrument panel
2 is connected to the air inlet 2 via the connection duct 1b of FIG. Therefore, when the blower in the blower unit operates, air flows into the air conditioning casing 1a from the air inlet 2.

Inside the air-conditioning casing 1a, an evaporator (cooling heat exchanger) 3 and a heater core (heating heat exchanger) 4 are arranged in this order from the upstream side of the air flow thereof in a state of being lined up in the longitudinal direction of the vehicle. 4 are arranged so that their core surfaces are substantially parallel to each other.

Here, the evaporator 3 is a low-pressure side heat exchanger of the vapor compression refrigeration cycle, which absorbs heat from the air blown indoors to cool the blown air by evaporating the refrigerant, and the heater core 4 is The engine cooling water is used as a heat source to heat the air in the air conditioning casing 1a.

A plurality of outlet openings 5 to 9 are formed at the air downstream end of the air conditioning casing 1a. Of these, the defroster opening 5 is arranged on the upper surface of the air-conditioning casing 1a and is connected to a defroster duct (not shown). Further, the front seat face opening 6 is arranged above the surface of the air conditioning casing 1a on the rear side of the vehicle, and is connected to a face duct (not shown). (Seat and passenger seat) Blow toward the upper body of the occupant.

Further, the front seat foot openings 7 are arranged on the left and right sides of the lower part of the rear surface of the vehicle of the air conditioning casing 1a, and the conditioned air is directed toward the feet of the front seat (driver's seat and passenger seat) passengers. Blow out. A rear seat face duct (not shown) is connected to the rear seat face opening 8, and the conditioned air is blown toward the upper body of the rear seat occupant through the rear seat face duct. Further, a rear-seat foot duct (not shown) is connected to the rear-seat foot opening 9, and the conditioned air is blown toward the foot portion of the rear-seat occupant through the rear-seat foot duct.

In this example, each of the blowout openings 5 to 9 described above.
Among them, the defroster opening 5 and the front seat face opening 6 are opened and closed by the first film-shaped member 10 for the blowing mode. Both ends of the first film-shaped member 10 in the reciprocating direction are free ends.

As shown in FIG. 1, the first film-shaped member 10 is adapted to reciprocate in the direction of the arrow in a bent path in the air conditioning casing 1a. Therefore, the first film-shaped member 10
Is composed of a flexible thin film resin film member. The drive shaft 11 is arranged only at one location in the reciprocating direction of the first film-shaped member 10, more specifically, only at an intermediate location between the defroster opening 5 and the front seat face opening 6. The drive shaft 11 is arranged so as to extend in the film-shaped member width direction on the windward side (air flow upstream side) of the first film-shaped member 10, and the drive gears 11a, 11 are provided at two axial positions thereof.
b is connected.

Gear engaging holes (not shown) are provided near both ends of the first film member 10 in the width direction (direction orthogonal to the reciprocating direction), and the drive gears 11a and 11b are provided in the gear engaging holes. It is designed to engage the teeth of.
Thereby, the driving force is transmitted from the drive gears 11a and 11b of the drive shaft 11 to the first film-shaped member 10, and the first first film-shaped member 10 moves (reciprocates) in the arrow direction.

Because of such a drive system, a pulling force from the drive shaft 11 acts on the rear side portion of the first film member 10 in the moving (reciprocating) direction with respect to the drive shaft 11, so that the moving direction is increased. At the front side portion of, the pushing force from the drive shaft 11 acts and the first film-shaped member 10 moves.

Therefore, in order to guide the movement of the first film-shaped member 10, the first film-shaped member 10 is provided on the air conditioning casing 1a side.
Guide portions (not shown) for guiding the left and right end portions in the width direction. This guide part includes a drive gear 11a,
It is formed over the entire operating region in the moving direction of the first film-shaped member 10 except for the arrangement portion 11b. .

In this example, the housing for accommodating both ends (free ends) in the moving direction of the first film-shaped member 10 at the end portions in the moving direction of the first film-shaped member 10 in the air-conditioning casing 1a. Spaces 12 and 13 are formed.

In order to guide the first film-shaped member 10 by a guide portion (not shown) and move (advance) the first film-shaped member 10 by the pushing force from the drive shaft 11, the first film-shaped member 1
It is necessary that 0 has a predetermined rigidity. Therefore, the material and plate thickness of the first film-shaped member 10 are selected so as to obtain the required rigidity. As a specific material of the first film-shaped member 10, a PET (polyethylene terephthalate) film, which is a resin material having flexibility and low friction resistance,
Alternatively, a PPS (polyphenylene sulfide) film or the like is suitable, and in addition, an elastomer film or the like having an appropriate rigidity may be used. Next, the front seat foot opening 7 is an air mix door for the front seat foot. The second film member 14 also serves as a front seat foot door. The rear seat face opening 8 and the rear seat foot opening 9 are adapted to be independently opened and closed by door means (not shown).

The second film-shaped member 14 will be described in detail with reference to FIGS. 3 and 4. The second film-shaped member 14 is also flexible like the first film-shaped member 10 and has a small friction resistance. It is made of film material. However, the second film-shaped member 14 is formed in a loop shape (endless shape), and the air conditioning casing 1a
Inside the heater core 4 on the downstream side of the air flow (vehicle rear side)
Is located in the lower part of the.

More specifically, the second film-shaped member 14
The loop shape can be formed by means of a double-sided tape, heat welding (hot melt), sewing or the like at the end in the longitudinal direction of the resin film material. In addition, the second film-shaped member 1 of this example
4 is adjacent to the left and right front seat foot openings 7, x in FIG.
The two second film-shaped members 14 are arranged so as to be divided into y regions, and the air flow to the left and right front seat foot openings 7 is adjusted by the two second film-shaped members 14. Then, as shown in FIG. 3, in the left and right regions x and y on the lower side of the vehicle rear side of the air conditioning casing 1a, a predetermined interval z is provided along the inner side surface 15 of the air conditioning casing 1a so that the guide portion 16 is integrated. It is provided in.

A loop-shaped second portion is provided at a portion of a predetermined interval z between the guide portion 16 and the inner surface 15 of the air conditioning casing 1a.
The film member 14 is slidably arranged. Guide part 16
Is for guiding the inner peripheral surface of the loop-shaped second film-shaped member 14. Therefore, the inner peripheral surface of the second film-shaped member 14 is guided by the guide portion 16 over the entire area other than the drive gear installation portion and the cool / hot air passage forming portion, which will be described later.

Gear engagement holes 14a and 14b are provided near both ends of the second film member 14 in the width direction. on the other hand,
A drive shaft 17 is rotatably arranged in an inner space of the loop-shaped second film member 14, more specifically, in an upper portion of the inner space, and the gear engagement hole 14a is provided in the drive shaft 17.
Two drive gears 17a and 17b are integrally provided corresponding to 14b, and the teeth of the drive gears 17a and 17b are engaged with the gear engagement holes 14a and 14b.

As a result, the drive gear 17 of the drive shaft 17 is
The driving force is transmitted from the a and 17b to the second film-shaped member 14,
The second film-shaped member 14 moves in the arrow direction of FIG. 3 (reciprocating motion).
It is supposed to do.

Drive shaft 1 for two left and right second film-shaped members 14
Reference numeral 7 is rotationally driven by a driving means such as a servo motor (not shown). Here, by connecting the drive shafts 17 of the two left and right second film-shaped members 14 to independent drive means, the operating positions of the two left and right second film-shaped members 14 can be independently controlled. In addition, the drive shafts 17 of the two left and right second film-shaped members 14
Is connected to a common driving means, the operating positions of the two left and right second film-shaped members 14 can be controlled simultaneously.

The loop-shaped second film-shaped member 14 has a predetermined distance A in the circumferential direction (moving direction) (see FIG.
Open) to open two large and small air passage openings 18,
19 is open. The first opening 18 is an opening having a smaller opening area, and the second opening 19 is an opening having a larger opening area.

Here, the first and second openings 18 and 19 are both hexagonal in this example as shown in FIG. 5, and
The height dimension h is also the same. However, the first opening 18
The width dimension w1 of the first opening portion 18 is reduced to 1/2 or less of the width dimension w2 of the second opening portion 19, so that the opening area of the first opening portion 18 is smaller than that of the second opening portion 19. Here, the height dimension h of the first and second openings 18, 19 is the dimension in the moving direction of the second film-shaped member 14, and the first and second openings 18,
The width dimensions w1 and w2 of 19 are dimensions in the direction orthogonal to the moving direction of the second film-shaped member 14.

The warm air passage 20 for the front seat foot and the cold air passage 21 for the front seat foot on the side of the air-conditioning casing 1a shown in FIG.
Here, the front seat foot warm air passage 20 is for allowing warm air from the warm air passage 20a on the rear side (downstream side) of the heater core 4 to flow into the inner space of the loop-shaped second film member 14.
Further, the foot cold air passage 21 for the front seats is provided from a foot cold air bypass passage (second bypass passage) 21a for flowing the air passing through the evaporator 3 formed below the heater core 4 to the downstream side bypassing the heater core 4. The cold air of the above is introduced into the inner space of the loop-shaped second film-shaped member 14.

The inner space of the loop-shaped second membrane member 14 is communicated with the front seat foot opening 7, and the air flowing into the inner space of the second membrane member 14 is blown out from the front seat foot opening 7. It is like this.

As the loop-shaped second film-shaped member 14 moves in the direction, the first opening 18 of the second film-shaped member 14 is moved.
Alternatively, the foot warm air passage 20 for the front seat is provided by the second opening 19.
By adjusting the opening degree of the front seat foot cold air passage 21, the amount of warm air flowing into the front seat foot opening 7 from the warm air passage 20 and the cold air passage 21 flowing into the front seat foot opening 7 are adjusted. It is possible to adjust the ratio with the air volume of the cold air, and thereby the temperature of the air blown out from the front seat foot opening 7 can be adjusted.

Here, the loop-shaped second film-shaped member 14 is
There are a small air volume operation mode in which the air flow rate of the cool and warm air is adjusted in the first opening 18 having a small opening area, and a large air volume operation mode in which the air volume rate of the cool and warm air is adjusted in the second opening 19 having a large opening area. It can be switched.

The first and second members of the second film-shaped member 14
When the front seat warm foot air passage 20 and the front seat foot cold air passage 21 are shut at the same time by the non-opening portion (membrane portion) in which the openings 18 and 19 are not formed, air is blown out from the front seat foot opening 7. You can set the shut mode to shut down.

FIG. 5 shows a specific example of the opening pattern of the second film-shaped member 14 for realizing the two large and small air volume operation modes and the shut-off mode for blowing air from the front seat foot opening 7. The gear engagement holes 14a and 14b of the second film-shaped member 14 are not shown for simplification of the drawing. In FIG. 5, A is a non-opening portion (a film portion having no opening portion) located between the first and second opening portions 18 and 19.
This non-opening portion A is a portion for shut mode that shuts off the air blown out from the front seat foot opening portion 7.

B is a total opening range including the front seat foot warm air passage 20, the front seat foot cold air passage 21, and the partition wall portions 22 of both passages 20 and 19 on the side of the air conditioning casing 1a. The film portion A is made larger than the opening range B (A> B) to obtain the shut mode function. It should be noted that F indicates a range of no opening in the guide portion 16 on the air conditioning casing 1a side, and J indicates a total range of the front seat warm foot air passage 20 and the partition wall portion 22.

Further, C is a non-opening portion (a film portion having no opening portion) for maximum cooling for fully closing the front seat foot warm air passage 20 in the large air volume operation mode. The second opening 19 for the large air volume operation mode in the direction -1 in which the second film-shaped member 14 moves toward the maximum cooling position.
It is located on the rear side of.

This opening C is used as the front seat foot warm air passage 2
By making it larger than the opening range D of 0 (C> D),
At the maximum cooling position in the large air volume operation mode, the front seat foot warm air passage 20 is fully closed by the non-opening portion C. At the maximum cooling position in the small air volume operation mode, the front seat warm foot air passage 20 is provided by the opening A for shut mode.
Is to be fully closed.

The holes 14a, 14b for gear engagement of the second film member 14 are provided on the left and right outside the opening range of the front seat foot warm air passage 20 and the front seat foot cold air passage 21 on the air conditioning casing 1a side. Since it is located in the area, the hole 14
Air leakage from a and 14b does not occur. In addition, since the first and second openings 18 and 19 are formed in a hexagonal shape and the tip of each opening in the moving direction is formed in a mountain shape, the first and second openings are formed.
The tips of the openings 18 and 19 are unlikely to be caught in the ends of the openings 20 and 21 on the air conditioning casing 1a side.

On the other hand, in the air-conditioning casing 1a, above the heater core 4, there is provided an upper blowing cold air bypass passage (first bypass passage) 23 for bypassing the air passing through the evaporator 3 and flowing it to the downstream side. Has been formed.
Then, the third film-shaped member 25 for air-mixing the upper blown air reciprocates in the vertical direction shown by the arrow so as to traverse the upper blow-off cold air bypass passage 23 and the ventilation passage 24 of the heater core 4 inside the air conditioning casing 1a. It is arranged as possible.

The third film member 25 adjusts the air flow rate ratio between the cool air passing through the upper blowing cold air bypass passage 23 and the hot air passing through the ventilation passage 24 of the heater core 4 to adjust the face opening 6 and It serves as an upward blowing temperature adjusting means for adjusting the temperature of the air blown into the vehicle compartment from the defroster opening 5.

The third film-shaped member 25 has a known structure, and is made of a resin film material having flexibility and low frictional resistance like the first and second film-shaped members 10 and 14. ing. One end (upper end) of the third film-shaped member 25 in the reciprocating direction is connected to a drive shaft 26 driven by a drive motor (for example, a step motor) not shown, and the other end (lower end) interlocks with the drive shaft 26. Driven shaft 27
Are linked to. By rotating the drive shaft 26 in both forward and reverse directions by the drive motor, the end portion of the third film-shaped member 25 can be wound or unwound around the drive shaft 26 and the driven shaft 27.

As a result, the third film-shaped member 25 reciprocates in the direction of the arrow, and the opening (not shown) provided in the third film-shaped member 25 moves, whereby the upper blowing cold air bypass passage 23 and the heater core. The temperature of the air blown out from the face opening 6 and the defroster opening 5 is adjusted by adjusting the opening degree of the ventilation passage 24.

Next, the operation (blowing mode) of the air conditioner according to this embodiment will be described.

FIG. 1 shows a state in which both the defroster opening 5 and the front seat face opening 6 are closed by the first film member 10. Therefore, in this state, if the front seat foot opening 7 is opened by door means (not shown), the foot mode on the front seat side can be set (see FIG. 6).

From the state shown in FIG. 1, the motor 24 is rotated by a predetermined amount to reciprocate (move) the first film-shaped member 10 in the direction of the arrow.
By doing so, the defroster opening 5 and the front seat face opening 6 can be opened and closed. Therefore, the defroster opening 5 is fully closed by the first film-shaped member 10, the front seat face opening 6 is fully opened, and the third film-shaped member 2 is formed.
By moving 5 to the shut mode position described later and fully closing the front seat foot opening 7, the face mode on the front seat side can be set (see FIG. 7).

Further, the defroster opening 5 is fully opened by the first film member 10 and the front seat face opening 6 is completely closed, and the third film member 25 is set to the shut mode position shown in FIG. 5 described later. The defroster mode can be set by moving and fully closing the front seat foot opening 7 (see FIG. 8).

Further, the defroster opening 5 is opened by a small opening by the first film member 10, the front seat face opening 6 is fully closed, and the third film member 25 is shown in FIG. When the front seat foot opening 7 is opened by moving to the small air volume operation mode or the large air volume operation mode position, a small amount of air is blown from the defroster opening 5 and most of the air is blown from the front seat foot opening 7. You can set the foot mode on the front seat side.

Further, the opening degree of the defroster opening portion 5 is increased from that in the foot mode while the front seat face opening portion 6 is kept fully closed by the first film member 10. The third film-shaped member 25 maintains the state in which the front seat foot opening 7 is opened. As a result, the amount of air blown out from the defroster opening 5 is increased more than in the foot mode, and the amount of air blown out from the defroster opening 5 and the amount of air blown out from the front seat foot opening 7 are made substantially equal to each other. The foot defroster mode can be set.

Further, the defroster opening 5 is fully closed by the first film-shaped member 10, the front seat face opening 6 is fully opened or opened by a predetermined opening, and the third film-shaped member 25 is opened in FIG. When the front seat foot opening 7 is opened by moving to the small air volume operation mode position or the large air volume operation mode position of
It is possible to set a bi-level mode on the front seat side in which air is blown from the face opening portion 6 to the upper body side of the occupant and at the same time air is blown from the front seat foot opening portion 7 to the foot side of the occupant (see FIG. 9).

In each of the above blowing modes, the opening degree of the upper blowing cold air bypass passage 23 and the heater core ventilation passage 24 is adjusted by reciprocating the third film member 25 in the direction of the arrow, and the face opening 6 is formed. And the temperature of the air blown from the defroster opening 5 can be adjusted.

On the other hand, by reciprocating the second film-shaped member 14 in the direction of the arrow, the small air volume operation mode, the large air volume operation mode and the shut mode can be selected, and in the small air volume operation mode and the large air volume operation mode. 2 Membrane member 1
By adjusting the operation position of No. 4, the temperature of the foot blown air blown from the front seat foot opening 7 to the foot side of the occupant can be adjusted.

The operation of the second film-shaped member 14 will be described in detail below with reference to FIG.

FIG. 5 shows a state in which the second film-shaped member 14 is sequentially moved in the arrow -1 direction from the position (a) to the position (g). In FIG. 5A, the front warm air passage 20 for the front seat is fully opened by the first opening 18 having a small opening area, and the front opening is provided by the non-opening portion C on the rear side of the second opening 18 having a large opening area. The maximum heating state in which the foot cold air passage 21 is fully closed is shown.

FIG. 5B shows an intermediate temperature region (temperature control) in which both the front seat warm air passage 20 and the front seat cold air passage 21 are opened at a predetermined opening by the first opening 18 having a small opening area. Area).

In FIG. 5 (c), the front seat foot cold air passage 21 is fully opened by the first opening 18 having a small opening area, and the front opening C for the shut mode on the rear side of the first opening 18 is provided in front. The maximum cooling state in which the seat foot warm air passage 20 is fully closed is shown.

FIG. 5D is a shut in which the front seat foot cold air passage 21 and the front seat warm air passage 20 are fully closed at the same time by the shut mode non-opening portion C on the rear side of the first opening portion 18. It shows the state of the mode.

Next, FIG. 5E shows a second opening having a large opening area.
Fully open the front foot warm air passage 20 through the opening 19,
Further, the maximum heating state in which the front seat foot cold air passage 21 is fully closed by the non-opening portion A on the rear side of the first opening portion 18 is shown.

FIG. 5F shows an intermediate temperature region (temperature control region) in which both the front seat foot warm air passage 20 and the front seat foot cold air passage 21 are opened at a predetermined opening by the second opening 19. ing.

In FIG. 5 (g), the front seat foot cold air passage 21 is fully opened by the second opening 19, and the second opening 19
It shows a maximum cooling state in which the front seat foot warm air passage 20 is fully closed by the rear-side unopened portion C.

As described above, FIG. 5 (a) to FIG. 5 (c)
When the position of the second film-shaped member 14 is moved within the range, the opening degree of the front seat foot warm air passage 20 and the front seat foot cold air passage 21 can be adjusted by the first opening portion 18 having a small opening area. In the small air volume operation mode using the first opening 18, the foot blowout temperature for the front seat can be adjusted.

When the position of the second membrane member 14 is moved within the range of FIGS. 5 (e) to 5 (g), the front seat foot warm air passage 20 is opened by the second opening 19 having a large opening area. Since the opening degree of the front seat foot cold air passage 21 can be adjusted, the front seat foot blowout temperature can be adjusted in the large air volume operation mode by the second opening 19.

Therefore, in a mode (for example, a foot mode) in which air is blown out from the front seat foot opening 7,
It is possible to properly use the maximum heating state in the large air volume operation mode and the maximum heating state in the small air volume operation mode. For this reason, when maximum heating capacity is required during heating in winter, the maximum heating state in the large air volume operation mode is set to rapidly heat the passenger compartment, and after the passenger compartment temperature rises to a certain extent, a small air flow rate is set. In the operation mode, it is possible to control to adjust the temperature of the front seat foot.

Moreover, the first opening 18 having a small opening area
The air volume ratio between the large air volume operation mode and the small air volume operation mode can be freely set by changing the opening ratio of the second air opening portion 19 having a large opening area.

Further, the first opening 18 having a small opening area
The height dimension h1 of the first opening 18 is the same as the height dimension h2 of the second opening 19 having a large opening area. Therefore, as shown in FIGS. When adjusting the front seat foot blowout temperature in the operation mode, the change rate of the front seat foot blowout temperature with respect to the movement amount of the second film-shaped member 14 is compared with the large air flow operation mode by the second opening 19. Can be significantly reduced. Therefore, the front seat foot blowout temperature can be continuously and favorably adjusted in a linear proportional relationship with the movement amount of the second film-shaped member 14.

Further, in this embodiment, the second film-shaped member 14
2 is divided into left and right regions in x and y in FIG. 2, one of the second film-shaped member 14 on the driver's seat side and the second film-shaped member 14 on the passenger's seat side is operated in the large air volume operation mode. With
If the other is operated in the small air volume operation mode, the left and right foot air volumes can be set separately.

Further, in this embodiment, since both the front seat foot opening 7 and the rear seat foot opening 9 are provided,
When both the left and right second film-shaped members 14 are operated in the large air volume operation mode, the ratio of the foot blowout air quantity from the front seat foot opening 7 is relative to the foot blowout air quantity from the rear seat foot opening 9. The front seat priority mode can be set. On the contrary, when the left and right second membrane members 14 are both operated in the small air volume operation mode, the ratio of the foot air volume from the front seat foot opening 7 becomes the foot air volume from the rear seat foot opening 9. It becomes relatively low, and the rear seat priority mode can be set.

As described above, the loop-shaped second film-shaped member 14
2 in the direction of movement
Since the two openings 18 and 19 are arranged to switch between the large air volume operation mode and the small air volume operation mode, the front seat warm foot air passage 20 and the front foot cold air passage 21 are provided on the air conditioning casing 1a side. Only by providing the two passages, it is possible to exert the action of adjusting the blown air temperature by adjusting the air flow rate ratio of the cool and warm air and the action of adjusting the air flow rate of the blown air.

Further, the second film-shaped member 14 has a loop shape,
No opening A located between two large and small openings 18, 19
Since the shut mode is set by, even if there is only one non-opening portion A for the shut mode, the second membranous member 14 is opened from the position shown in FIG. 5A or 5G.
You can set the shut mode by moving the length of.

Next, the features of this embodiment will be described.

In FIG. 10, the blowing mode is set to the face mode, and the air volume at the air inlet of the blower unit is 590 m.
^In the case of ³ / h, a value obtained by dividing the sum of the passage area of the upward blowing cold air bypass passage 23 and the passage area of the foot cold air bypass passage 21a by the ventilation possible area of the evaporator 3 (hereinafter, this value is The passable rate X is used as a parameter, and the total air pressure difference between the air inlet and outlet of the blower unit and the distance Y between the evaporator 3 and the heater core 4 (FIG. 1).
It is a test result showing a relationship with (see).

As is apparent from FIG. 10, the ventilation resistance (pressure loss) decreases so that the reduction rate of ventilation resistance (pressure loss) (rate of change in the graph shown in FIG. 10) decreases as the distance Y (mm) increases. ) Becomes smaller, even if the distance Y is made larger than the distance Y1 at which the reduction rate of the ventilation resistance (pressure loss) is substantially 0, the dimension of the air conditioning casing 1a in the vehicle front-rear direction is increased, and the ventilation resistance is reduced. No effect occurs.
Therefore, it is understood that the distance Y1 at which the reduction rate of the ventilation resistance (pressure loss) becomes substantially 0 may be set as the upper limit value of the distance Y.

Further, according to the test and examination by the inventors, if the ventilation resistance (minimum ventilation resistance) at which the reduction rate of the ventilation resistance (pressure loss) is approximately 0 is within the range in which the ventilation resistance increases by 2%, it is large. It has been confirmed that there is no reduction in air flow.
Therefore, the lower limit value of the distance Y is set as a lower limit value of the distance Y within a range in which the ventilation resistance increases by 2% from the distance Y1 (minimum ventilation resistance) at which the reduction rate of the ventilation resistance (pressure loss) becomes substantially 0. There is.

From the graph shown in FIG. 10, the upper limit value Y
If 1 and the lower limit Y2 are obtained, the following mathematical expressions 3 and 4 are obtained.

[0077]

## EQU00003 ## Y1 = -12.143X + 67.8

[0078]

## EQU00004 ## Y2 = -54.286X + 62.543 In addition, FIG. 11 shows the upper limit value Y1 and the lower limit value Y2 defined above and the air volume at the air inlet of the unit in the face mode with the cold air passage rate X as a parameter. It is a graph showing the relationship with Q. As is clear from this graph, the upper limit Y1 changes according to the air volume Q, while the lower limit Y2 hardly changes with the air volume Q. Then, considering the influence of the air volume Q, the upper limit value Y1 and the lower limit value Y2
Is obtained, the following equations 5 and 6 are obtained.

[0079]

## EQU00005 ## Y1 = 0.01912 (Q-590) -12.
143X + 67.8

[0080]

Y2 = −54.286X + 62.543 Therefore, if the distance Y is set between the upper limit value Y1 determined by the equation 5 and the lower limit value Y2 determined by the equation 6, the vehicle air conditioner (air conditioner) It is possible to suppress an increase in ventilation resistance (pressure loss) in the vehicle air conditioner (air conditioning unit) while reducing the size of the unit). Incidentally, FIG. 12 is a graph of Equations 5 and 6.

FIG. 13 shows the test results showing the relationship between the cool air passage possibility X and the pressure loss of air (passing pressure loss of the air mix portion) when mixing cold air and warm air.
As is clear from 3, the wind passage possibility X is 0.3 or more,
If it is 0.65 or less, the upward blowing cold air bypass passage 2
3 and pressure loss when cold air passes through the cold air bypass passage 21a for the foot (maximum practical air volume of 400 to 700 m ³ / h), and when hot air passes through the warm air passage including the heater core 4 (maximum practical air volume of 250 to It can be seen that the pressure loss of 500 m ³ / h) does not change (rise) rapidly.

(Other Embodiments) In the above embodiment, the cold air and the warm air are mixed (air mix) on the upper side and the lower side, but the present invention is not limited to this, and either one of them is used. The cold air and the warm air may be mixed with each other.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of an air conditioning unit portion of a vehicle air conditioner according to an embodiment of the present invention.

FIG. 2 is a front view of the air conditioning unit section of FIG. 1 as viewed from the passenger compartment side.

FIG. 3 is a cross-sectional view of an essential part showing an arrangement portion of a second film-shaped member according to the embodiment of the present invention.

FIG. 4 is a perspective view of a single second film member according to the embodiment of the present invention.

FIG. 5 is a development view showing an opening pattern of the second film-shaped member according to the embodiment of the present invention.

FIG. 6 is an explanatory diagram showing an air flow in a foot mode of the air conditioner according to the embodiment of the present invention.

FIG. 7 is an explanatory diagram showing an air flow in a face mode of the air conditioner according to the embodiment of the present invention.

FIG. 8 is an explanatory diagram showing an air flow in the differential mode of the air conditioner according to the embodiment of the present invention.

FIG. 9 is an explanatory diagram showing an air flow in the bilevel mode of the air conditioner according to the embodiment of the present invention.

FIG. 10 shows a case where the blowing mode is the face mode and the air volume at the air inlet of the blower unit is 590 m ³ / h, and the cool air passage possibility X is used as a parameter.
The total air pressure difference between the air inlet and outlet of the blower unit,
It is a graph which shows the relationship with the distance Y (refer to Drawing 1) between evaporator 3 and heater core 4.

FIG. 11 is a graph showing the relationship between the upper limit value Y1 and the lower limit value Y2 and the air flow rate Q at the air inlet of the unit in the face mode, using the cool air passage possibility X as a parameter.

FIG. 12 is a graph showing a relationship between a cool air passage possibility X and a distance Y when the air volume is 590 m ³ / h.

FIG. 13 shows a cold air passage possibility X and a pressure loss of air when the cold air and the hot air are mixed (passing pressure loss of the air mix portion).
It is a graph which shows the relationship with.

[Explanation of symbols]

3 ... Evaporator (cooling heat exchanger), 4 ... Heater core (heating heat exchanger), 23 ... Upper blowing cold air bypass passage (first bypass passage), 21a ... Foot cold air bypass passage (second bypass passage) ).

Claims (3)

[Claims] 1. A vehicle air conditioner having a face mode in which air blown into a room is conditioned and air is blown toward at least the upper body of an occupant, the cooling heat exchanger cooling the air blown into the room ( 3)
And heating the air at the downstream side of the cooling heat exchanger (3) in the air flow direction, and at the same time, cooling the heat exchanger (3).
A heating heat exchanger (4) arranged substantially parallel to the heating heat exchanger (4), and air passing through the cooling heat exchanger (3) is circulated by bypassing the heating heat exchanger (4). 1 and 2 bypass passages (23, 21a), and Y1 = 0.01912 (Q-590) -12.
143X + 67.8 Y2 = −54.286X + 62.543 where X is the sum of the passage area of the first bypass passage (23) and the passage area of the second bypass passage (21a). It is a value obtained by dividing by the ventilable area of the exchanger (3), Q is the maximum air volume in the face mode, and the distance (Y) between the heat exchangers (3, 4) is
An air conditioner for a vehicle, which is equal to or more than a value (Y2) determined by the equation 2 and is equal to or less than a value (Y1) determined by the equation 1. 2. A value obtained by dividing the sum of the passage area of the first bypass passage (23) and the passage area of the second bypass passage (21a) by the ventilation area of the cooling heat exchanger (3) ( X) is 0.3 or more and 0.65 or less, The vehicle air conditioner according to claim 1, wherein. 3. The both heat exchangers (3, 4) are arranged side by side in the vehicle front-rear direction, and the first bypass passage (23) is located above the cooling heat exchanger (3). The air conditioner for a vehicle according to claim 1 or 2, wherein the second bypass passage (21a) is provided on the lower side of the cooling heat exchanger (3).