JP2009119911A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve the miniaturization of the dimensions of an air conditioner as a whole and the linearity of the temperature change inside a cabin for the change of the degree of opening of an air mix door at the same time. <P>SOLUTION: A maximum ventilation area of a cool air passage 16 for heating, which leads cool air after passing through an evaporator 13 to a heater core 15, is formed larger than that of a cool air bypass passage 17, which bypasses the cool air after passing through the evaporator 13 to the heater core 15. Furthermore, a first air mix door 21, which changes the ventilation area only of the cool air bypass passage 17, and a second air mix door 22, which changes only the ventilation area of the cool air passage 16 for heating, are interlocked for operation to adjust the mix ratio of cool air and warm air flowing into the mix chamber 20. Thereby, the size of an air conditioner can be miniaturized as a whole by employing two pieces of first and second air mix doors 21, 22, and the linearity of the temperature change inside a cabin for the change of the degree of opening of the first and second air mix doors 21, 22 can be improved. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that adjusts the mixing ratio of cold air and hot air to adjust the temperature of air blown into the passenger compartment.

  Conventionally, the mixing ratio of the cool air cooled by the evaporator of the refrigeration cycle that is a heat exchanger for cooling and the warm air heated by the heater core that is a heat exchanger for heating using engine cooling water as a heat source is adjusted. Thus, a so-called air mix type vehicle air conditioner that adjusts the temperature of the air blown into the vehicle interior is known.

  In this type of vehicle air conditioner, for example, as described in Patent Document 1, on the downstream side of the air flow of the evaporator, a heater core and a cold air bypass passage through which the cold air flows so as to bypass the heater core are provided. Cold air that has passed through the passage and hot air that has been reheated by the heater core are mixed in the mixing chamber and blown into the passenger compartment.

  Further, on the downstream side of the evaporator and on the upstream side of the cold air bypass passage and the heater core, air that is a door means for adjusting the air volume ratio between the amount of cold air passing through the cold air bypass passage and the amount of cold air reheated by the heater core. A mix door is arranged, and the mixing ratio of the cold air and the hot air mixed in the mixing chamber is adjusted by adjusting the opening of the air mix door.

  Moreover, in the vehicle air conditioner of Patent Document 1, as the above-described air mix door, a first air mix door that adjusts the air volume ratio between the cool air volume that passes through the cool air bypass passage and the cool air volume that is reheated by the heater core, and Two second air mix doors for adjusting only the amount of cold air passing through the heater core are provided, and the opening degree is adjusted in conjunction with both air mix doors.

As a result, the temperature of the air blown into the passenger compartment can be adjusted, and at the same time, by providing two air mix doors, each air can be adjusted with respect to the case where the mixing ratio of cold air and hot air is adjusted by one air mix door. By reducing the length of the mixed door in the radial direction and reducing the working space, the size of the vehicle air conditioner as a whole is reduced.
Japanese Patent Laid-Open No. 2003-21934

  However, when the vehicle air conditioner of Patent Document 1 is actually operated, the linearity (linearity) of the vehicle interior temperature change with respect to the air mix door opening change cannot be sufficiently obtained as shown in FIG. Problems arise. In addition, in FIG. 4, the opening degree of the air mix door at the time of maximum cooling is set to 0%, and the opening degree of the air mix door at the time of maximum heating is set to 100%.

  The reason why the linearity of the temperature change in the passenger compartment with respect to the change in the opening degree of the air mix door is not sufficiently obtained in this way is that when the wind pressure of the warm air passing through the heater core and flowing into the mixing chamber passes through the heater core or the like This is because the pressure loss results in lower than the wind pressure of the cool air flowing through the cool air bypass passage and flowing into the mixing chamber.

  For this reason, in the configuration in which the first air mix door simultaneously adjusts the amount of cold air that passes through the cold air bypass passage and the amount of cold air that is reheated by the heater core as in Patent Document 1, for example, the opening of the first air mix door is opened. Even if the degree is 50%, the amount of hot air is less than the amount of cold air flowing into the mixing chamber. As a result, as shown in FIG. 4, the change in the passenger compartment temperature with respect to the change in the opening of the air mix door changes so as to protrude downward with respect to the ideal change in temperature.

  On the other hand, in the configuration in which the second air mix door for adjusting only the amount of cool air passing through the heater core is provided as in Patent Document 1, the cool air on the second air mix door side is improved in order to improve the linearity. Means for enlarging the passage area are conceivable. However, if the area of the cold air passage on the second air mix door side is enlarged, it is necessary to enlarge the length of the second air mix door in the rotational radial direction, so that the above-described miniaturization effect cannot be sufficiently obtained. .

  In view of the above points, the present invention achieves both the downsizing of the physique of the vehicle air conditioner as a whole and the improvement of the linearity of the temperature change in the vehicle interior with respect to the opening change of the door means in the air mix type vehicle air conditioner. The purpose is to let you.

  In order to achieve the above object, according to the first aspect of the present invention, a case (11) that forms an air passage through which air flows toward the vehicle interior, and a cooling device that is disposed in the case (11) and cools the air. Heat for heating the cold air after passing through the heat exchanger (13) and the heat exchanger (13) and the case (11), which is arranged on the downstream side of the air flow of the cooling heat exchanger (13). Heat exchanger that is formed on the downstream side of the air flow of the exchanger (15) and the cooling heat exchanger (13) and that guides the cool air after passing through the cooling heat exchanger (13) to the heating heat exchanger (15). The cold air passage (16) and the cooling heat exchanger (13) are formed on the downstream side of the air flow so that the cold air after passing through the cooling heat exchanger (13) bypasses the heating heat exchanger (15). Cold air bypass passage (17) flowing through the air, and cold air and heating after passing through the cold air bypass passage (17) A mixing chamber (20) for mixing hot air heated by the heat exchanger (15), first door means (21) for changing only the ventilation area of the cold air bypass passage (17), and a cold air passage for heating And a second door means (22) that changes only the ventilation area of (16), and the maximum ventilation area of the cooling cold air passage (16) is larger than the maximum ventilation area of the cold air bypass passage (17). It features a vehicle air conditioner.

  According to this, since the maximum ventilation area of the cooling cold air passage (16) is formed larger than the maximum ventilation area of the cold air bypass passage (17), the first and second door means (21, 22) are opened. Even if the degree changes, the ventilation area on the cold air passage for heating (16) side can be made larger than the ventilation area on the cold air bypass passage (17) side.

  Therefore, the first and second door means (21, 21) are formed by increasing the maximum ventilation area on the side of the cooling air passage (16) so as to compensate for the decrease in the amount of hot air due to pressure loss in the heating heat exchanger (15). 22) The linearity (linearity) of the temperature change in the passenger compartment with respect to the change in the opening degree can be improved.

  Furthermore, since the first and second door means (21, 22) change the ventilation area of only the cold air bypass passage (17) and the heating cold air passage (16), respectively, in order to improve the linearity, There is no need to increase the length of the one of the door means in the rotational radial direction. Therefore, the effect of downsizing the entire vehicle air conditioner by providing the two first and second door means (21, 22) can be sufficiently obtained.

  As a result, it is possible to achieve both the size reduction of the entire vehicle air conditioner and the improvement of the linearity of the temperature change in the passenger compartment with respect to the change in the opening of the door means.

  In the present invention, the maximum ventilation area of the cold air bypass passage (17) is the opening at which the opening degree of the first door means (21) maximizes the amount of cold air passing through the cold air bypass passage (17). The maximum ventilation area of the cooling cold air passage (16) means that the opening of the second door means (22) is an opening that maximizes the amount of cold air passing through the heating cold air passage (16). It means the ventilation area when it becomes a degree.

  According to a second aspect of the present invention, in the vehicle air conditioner according to the first aspect, the first door means has a first rotating shaft (21b) on the center side of the flat first door main body (21a). The first butterfly door (21) is provided with a first seat portion (11c) that contacts the case (11) when the first butterfly door (21) closes the cold air bypass passage (17). Of the first upstream body portion (21d) operating on the upstream side of the air flow with respect to the first seat portion (11c) in the first door body portion (21a). May be formed longer than the length of the first downstream body portion (21e) operating on the downstream side of the air flow with respect to the first seat portion (11c).

  According to this, when the first butterfly door (21) closes the cold air bypass passage (17), the first butterfly door (21) and the first butterfly door (21) are caused by the wind pressure of the air flow flowing out from the cooling heat exchanger (13). Adhesion (sealability) with the first sheet portion (11c) can be improved. As a result, it is possible to prevent the cold air from flowing into the mixing chamber (20) from the gap between the first butterfly door (21) and the first seat portion (11c) and deteriorating the linearity.

  According to a third aspect of the present invention, in the vehicle air conditioner according to the first aspect, the first door means has a first rotating shaft (on one end side of the flat first door main body (41a)). 41b) may be formed of a first cantilever door (41).

  According to a fourth aspect of the present invention, in the vehicle air conditioner according to any one of the first to third aspects, the second door means is located on the center side of the flat plate-like second door main body (22a). It is composed of a second butterfly door (22) formed with a second rotating shaft (22b), and contacts the case (11) when the second butterfly door (22) closes the cooling cold air passage (16). The second seat part (11d) is formed, and the second upstream body part (22d) operating on the upstream side of the air flow with respect to the second seat part (11d) in the second door body part (22a). ) Is formed longer than the length of the second downstream body portion (22e) operating on the downstream side of the air flow with respect to the second seat portion (11d). Also good.

  According to this, when the second butterfly door (22) closes the heating cool air passage (16), the second butterfly door (22) is caused by the wind pressure of the air flow flowing out from the cooling heat exchanger (13). And the second sheet portion (11d) can be improved in adhesion (sealability). As a result, it is possible to suppress the warm air from flowing into the mixing chamber (20) from the gap between the second butterfly door (22) and the second seat portion (11d) and deteriorating the linearity.

  According to a fifth aspect of the present invention, in the vehicle air conditioner according to any one of the first to third aspects, the second door means is one end of a flat plate-like second door main body (42a). You may comprise the 2nd cantilever door (42) by which the 2nd rotating shaft (42b) was formed in the side.

  According to a sixth aspect of the present invention, in the vehicle air conditioner according to any one of the first to fifth aspects, the mixing chamber (20) is disposed above the heating heat exchanger (15) and is heated. On the downstream side of the air flow of the heat exchanger for heat (15), there is formed a warm air passage (19) for flowing warm air from the lower side to the upper side of the case (11) and leading it to the mixing chamber (20). The heat exchanger (15) may be arranged such that the upper side of the heat exchange surface is inclined to the upstream side of the air flow from the lower side.

  According to this, since the upper side of the heat exchange surface of the heat exchanger for heating (15) is arranged so as to be inclined to the upstream side of the air flow rather than the lower side, the heat exchanger after the cooling heat exchanger (13) has passed. Even if the cold air changes direction from the lower side to the upper side in the hot air passage (19), the pressure loss when passing through the heating heat exchanger (15) can be reduced.

  As a result, the wind pressure of the warm air flowing through the heating heat exchanger (15) and flowing into the mixing chamber (20) passes through the cold air bypass passage (17) and flows into the mixing chamber (20). Therefore, it is possible to further improve the linearity of the vehicle interior temperature change with respect to the opening change of the first and second door means (21, 22).

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a cross-sectional view of an air conditioning unit 10 of an indoor air conditioning unit in the vehicle air conditioner of this embodiment. Note that the up and down and front and rear arrows in FIG. 1 indicate directions in the vehicle-mounted state of the air conditioning unit 10.

  The indoor air conditioning unit is roughly classified into an air conditioning unit 10 shown in FIG. 1 and a blower unit (not shown) that blows air to the air conditioning unit 10. The air conditioning unit 10 is disposed at a substantially central portion in the vehicle width direction inside the instrument panel (instrument panel) at the foremost part of the vehicle interior. On the other hand, the blower unit is arranged offset from the center to the passenger seat side inside the instrument panel.

  As is well known, the blower unit has an internal / external air switching box that switches between outside air (vehicle exterior air) and internal air (vehicle interior air) and directs the air sucked through the internal / external air switching box toward the vehicle interior. It has a blower that blows air. This blower is an electric blower that drives a centrifugal multi-blade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from an air conditioning control device described later.

  The air-conditioning unit 10 has a case 11 that forms an outer shell of the air-conditioning unit 10 and forms an air passage through which indoor blown air flows toward the vehicle interior. The case 11 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength.

  Furthermore, the case 11 has a dividing surface in the vehicle vertical direction at a substantially central portion in the vehicle width direction, and can be divided into two divided portions on the left and right by this dividing surface. The left and right divided parts are integrated by fastening means such as metal spring clips and screws in a state in which an evaporator 13, a heater core 15, first and second air mix doors 21 and 22 described later are accommodated therein. Are combined.

  An air inlet space 12 indicated by a broken line in FIG. 1 is formed at the frontmost portion of the case 11 in the vehicle. The air inlet space 12 is an inflow space into which air blown from the blower of the blower unit described above flows into the air conditioning unit 10.

  An evaporator 13 is disposed immediately after the air flow downstream of the air inlet space 12. The evaporator 13 is one of the components constituting a well-known vapor compression refrigeration cycle (not shown), and evaporates the low-pressure refrigerant in the refrigeration cycle to exert an endothermic effect, thereby allowing indoor air to be blown. A cooling heat exchanger for cooling. In addition, the evaporator 13 is arrange | positioned so that the heat exchange surface (heat exchange core surface) may become a substantially up-down direction (substantially vertical direction).

  A drain water discharge space 14 for discharging condensed water (drain water) generated in the evaporator 13 is formed on the lower side of the evaporator 13 in the case 11. The drain water discharge space 14 is provided with a drain water discharge port (not shown). The drain water that has fallen from the evaporator 13 to the drain water discharge space 14 is discharged out of the case 11 through the drain water discharge port.

  On the vehicle rear side of the evaporator 13 (on the downstream side of the air flow), an air passage for cold air such as a cooling cold air passage 16, a cold air bypass passage 17, and an auxiliary cold air passage 18 through which the cold air after passing through the evaporator 13 flows is formed. ing. The heating cold air passage 16 is an air passage that flows the cold air after passing through the evaporator 13 in the direction of arrow A and guides it to the heater core 15, and is formed on the vehicle rear side of the evaporator 13 and below the case 11. .

  The heater core 15 flows high-temperature engine coolant that circulates through an engine coolant circuit (not shown) into the interior, heat-exchanges the engine coolant and the cool air that has passed through the evaporator 13, and reheats the cool air. It is an exchanger. Further, the heater core 15 is disposed such that the upper side of the heat exchange surface is inclined to the vehicle front side (air flow upstream side) rather than the lower side.

  On the downstream side of the air flow of the heater core 15, a hot air passage 19 is formed in which the hot air that has passed through the heater core 15 flows in the direction of arrow B and is led to the mixing chamber 20. The warm air passage 19 is formed in a shape extending from the lower side toward the upper side. The mixing chamber 20 is a mixing space that mixes the hot air that has passed through the hot air passage 19 and the cold air that has passed through the cold air bypass passage 17, and is disposed above the heater core 15 and the hot air passage 19.

  The cold air bypass passage 17 is an air passage through which the cold air that has passed through the evaporator 13 flows in the direction of arrow C so as to bypass the heater core 15 and flows into the mixing chamber 20, on the vehicle rear side of the evaporator 13. In addition, it is formed on the upper side of the heater core 15 and further on the vehicle front side of the mixing chamber 20.

  The cold air passage 16 for heating and the cold air bypass passage 17 are partitioned by a first partition wall 11a formed so as to extend in the left-right direction in the case (the direction perpendicular to the paper surface of FIG. 1). The first partition wall 11 a also functions as a support fixing member that supports and fixes the upper end side of the heater core 15.

  Further, in the present embodiment, the maximum ventilation area of the cooling cold air passage 16 is formed to be larger than the maximum ventilation area of the cold air bypass passage 17. The relationship between the maximum ventilation area of the cold air passage 16 for heating and the cold air bypass passage 17 will be described later.

  The auxiliary cold air passage 18 is an air passage provided to make the air blown into the vehicle interior at the maximum cooling time, and is formed on the vehicle rear side of the evaporator 13 and above the cold air bypass passage 17. Has been. The cold air bypass passage 17 and the auxiliary cold air passage 18 are partitioned by a second partition wall 11b formed in the case so as to extend in the left-right direction. The first and second partition walls 11 a and 11 b are formed integrally with the case 11.

  Moreover, the doors 21-23 which change the ventilation area of each air path are arrange | positioned at these air paths 16-18 for cold air. First, the cold air bypass passage 17 is provided with a first air mix door 21 as first door means for changing only the ventilation area of the cold air bypass passage 17.

  The 1st air mix door 21 is comprised by what is called a butterfly door by which the 1st rotating shaft 21b was provided in the center part side of the flat 1st door main-body part 21a. The first door body 21a is formed in a substantially rectangular shape that matches the shape of the cold air bypass passage 17 with a resin material (specifically, polypropylene or the like).

  The first rotating shaft 21 b is formed integrally with the first door body 21 a and is rotatably supported by bearing holes (not shown) on the left and right wall surfaces of the case 11. Furthermore, one end of the first rotating shaft 21b protrudes outside the case 11 and is connected to a servo motor for driving the air mix door via a link mechanism (not shown).

  A first seal member 21c formed so as to extend toward the case 11 is provided at the outer peripheral end of the first door body 21a. Moreover, when the 1st air mix door 21 obstruct | occludes the cold wind bypass channel | path 17 in the inner peripheral side of the cold wind bypass channel | path 17 among the 1st, 2nd partition walls 11a and 11b of the case 11, the 1st seal member 21c is The 1st sheet | seat part 11c which contacts is formed.

  The first seal member 21c is formed of a thermoplastic elastomer, and when the first air mix door 21 closes the cold air bypass passage 17, the first seal member 21c is in contact with the first seat portion 11c while being elastically deformed. This is a sealing member. The thermoplastic elastomer is a material that exhibits rubber elasticity at room temperature, melts and exhibits fluidity when heated at high temperatures, and can be injection-molded in the same manner as a thermoplastic resin.

  Further, in the first door main body 21a, the length of the first upstream main body 21d that operates on the upstream side of the air flow with respect to the first seat 11c is longer than the first seat 11c. The first downstream body portion 21e operating on the downstream side of the air flow is formed longer than the length in the rotational radial direction.

  A second air mix door 22, which is a second door means for changing only the ventilation area of the heating cold air passage 16, is disposed in the heating cold air passage 16. The basic configuration of the second air mix door 22 is the same as that of the first air mix door 21. Therefore, the second air mix door 22 is also configured to include the second door main body portion 22a, the second rotating shaft 22b, and the second seal member 22c similar to the first air mix door 21.

  One end portion of the second rotating shaft 22b also protrudes outside the case 11, and is connected to the above-described servo motor for driving the air mix door via a link mechanism (not shown). Further, the second seal member 22c is disposed at a portion of the case 11 located on the inner peripheral side of the first partition wall 11a and the heating cold air passage 16 when the second air mix door 22 closes the heating cold air passage 16. A second sheet portion 11d that contacts is formed.

  Further, of the second door main body portion 22a, the length in the rotational radial direction of the second upstream main body portion 22d operating on the upstream side of the air flow with respect to the second seat portion 11d is relative to the second seat portion 11d. The second downstream main body portion 22e operating on the downstream side of the air flow is formed longer than the length in the rotational radial direction.

  An auxiliary cold air passage opening / closing door 23 for opening and closing the auxiliary cold air passage 18 is disposed in the auxiliary cold air passage 18. The auxiliary cold air passage opening / closing door 23 is also configured as a butterfly door similar to the first and second air mix doors 21 and 22, and the rotating shaft 23b of the auxiliary cold air passage opening / closing door 23 is also connected to the above-mentioned via a link mechanism (not shown). It is connected to the servo motor for driving the air mix door.

  Therefore, in the present embodiment, the first and second air mix doors 21 and 22 and the auxiliary cold air passage opening / closing door 23 are rotated in conjunction with each other by the servo motor for driving the air mix door. The operation of the servo motor for driving the air mix door is controlled by a control signal output from an air conditioning control device described later.

  Specifically, the opening degree of the first air mix door 21 is an opening degree that closes the cold air bypass passage 17 from the opening degree (solid line position in FIG. 1) with the cold air bypass passage 17 as the maximum ventilation area (broken line in FIG. 1). As the position of the second air mix door 22 changes to the position) in the direction of the arrow D, the maximum air flow through the heating cold air passage 16 starts from the opening (solid line position in FIG. 1) that closes the heating cold air passage 16. It changes in the direction of arrow E to the opening degree which makes it an area (dashed line position of FIG. 1).

  Thereby, the air volume ratio (mixing ratio) of the cool air (arrow C) and the warm air (arrow B) flowing into the mixing chamber 20 is adjusted, and the temperature of the conditioned air blown from the mixing chamber 20 into the vehicle interior is adjusted. The Therefore, the 1st, 2nd air mix doors 21 and 22 of this embodiment comprise the temperature adjustment means of vehicle interior blowing air.

  The auxiliary cold air passage opening / closing door 23 opens the auxiliary cold air passage 18 only when the opening degree of the first air mix door 21 reaches an opening degree that makes the cold air bypass passage 17 the maximum ventilation area (the position of the solid line in FIG. 1). ), When the opening degree of the first air mix door 21 is other opening degree, it changes to a position (broken line position in FIG. 1) where the auxiliary cold air passage 18 is closed.

  Here, the maximum ventilation area of the cold air passage 16 for heating and the cold air bypass passage 17 will be described. As described above, the hot air (arrow B) flowing into the mixing chamber 20 passes through the cold air bypass passage 17 due to the pressure loss when passing through the heating cold air passage 16 → the heater core 15 → the hot air passage 19, and then the mixing chamber. The wind pressure is lower than that of the cool air (arrow C) that flows directly into the air.

  For this reason, for example, even when the first and second air mix doors 21 and 22 are displaced to an opening degree where the air flow areas of the cold air passage 16 for heating and the cold air bypass passage 17 are the same, the hot air passage 19 is The amount of hot air flowing into the mixing chamber 20 via the cooling air flow passage is reduced below the amount of cold air flowing into the mixing chamber 20 via the cold air bypass passage 17.

  Therefore, in the present embodiment, the amount of warm air flowing into the mixing chamber 20 when the heating cool air passage 16 has the maximum ventilation area and the mixing chamber 20 when the cold air bypass passage 17 has the maximum ventilation area. The maximum ventilation area of the cooling cold air passage 16 is made larger than the maximum ventilation area of the cold air bypass passage 17 so that the amount of cold air flowing into the air flow matches.

  In other words, the maximum ventilation area of the cooling cold air passage 16 is set to the maximum ventilation area of the cold air bypass passage 17 so as to compensate for the pressure loss when the warm air passes through the heating cold air passage 16 → the heater core 15 → the hot air passage 19. Is bigger than. Specifically, the maximum ventilation area of the cooling cold air passage 16 is increased by about 30% with respect to the maximum ventilation area of the cold air bypass passage 17.

  In the present embodiment, the maximum ventilation area of the cold air bypass passage 17 is the opening degree (the solid line in FIG. 1) at which the opening degree of the first air mix door 21 maximizes the amount of cold air passing through the cold air bypass passage 17. The maximum ventilation area of the heating cool air passage 16 means the opening degree at which the opening degree of the second air mix door 22 maximizes the amount of cool air passing through the heating cold air passage 16 (see FIG. It means the ventilation area when it becomes 1 (broken line).

  Further, in the present embodiment, the flow direction of the hot air flowing into the mixing chamber 20 is downstream of the hot air passage 19 and in the vicinity of the hot air inlet 20a through which the hot air flows into the mixing chamber 20. A warm air guide member 19a for guiding the air is disposed. The hot air guide member 19a is formed to extend in the left-right direction, and guides the direction of the hot air flowing into the mixing chamber 20 toward the cold air inlet 20b through which the cold air flows into the mixing chamber 20. Yes.

  On the other hand, a cold air guide member 11 e that guides the flow direction of the cold air flowing into the mixing chamber 20 is formed in the first partition wall 11 a on the downstream side of the cold air bypass passage 17. Specifically, the cold air guide member 11e is arranged so that the direction of the cold air flowing into the mixing chamber 20 is away from the direction toward the hot air inlet 20a, specifically, the side of the mixed air outlet 20c provided on the upper side of the mixing chamber 20 Guide you to head towards.

  In the present embodiment, the direction of the hot air and the cold air flowing into the mixing chamber 20 is guided by the hot air guide member 19a and the cold air guide member 11e, so that the hot air having a low wind pressure is blocked by the cold air having a high wind pressure. Thus, it is prevented that it becomes difficult to flow into the mixing chamber 20.

  Next, a defroster opening 24 is disposed on the upper surface portion of the air conditioning case 11 and substantially above the mixing chamber 20. The defroster opening 24 is connected to a defroster outlet disposed in the vehicle compartment via a defroster duct (not shown), and conditioned air is blown from the defroster outlet toward the inner surface of the vehicle window glass.

  In the rearmost part of the air conditioning case 11, a face passage 25 extending from the upper side to the lower side in the case 11 is formed on the rear side of the defroster opening 24, and the defroster opening 24 in the face passage 25 is formed. A front seat side face opening 26 is arranged on the rear side of the face, and a rear seat side face opening 27 is arranged on the most downstream side of the face passage 25.

  The front seat side and rear seat side face openings 26 and 27 are respectively connected to the front seat side and the rear seat side face outlets disposed in the vehicle interior via a front seat side and a rear seat side face duct (not shown), Air-conditioning air is blown out from these front seat and rear seat face outlets toward the upper body side of the front seat and rear seat passengers.

  A foot passage 28 is formed between the warm air passage 19 and the face passage 25 so as to extend from the upper side to the lower side. An opening 29 is disposed, and a rear seat side foot opening 30 is disposed in the most downstream portion of the foot passage 28.

  The front seat side and the rear seat side foot openings 29 and 30 are connected to the front seat side and the rear seat side foot outlets, which are arranged in the vehicle interior via a front seat side and a rear seat side foot duct (not shown), respectively. Air-conditioned air is blown out from these front seat and rear seat foot outlets toward the front and rear passengers' feet.

  The air flow upstream of the defroster opening 24, front seat side, rear seat side face openings 26, 27 and front seat side, rear seat side foot openings 29, 30 is respectively sent through the defroster opening 24. Defroster door 31 for adjusting the air volume, face door 32 for adjusting the amount of air passing through the front and rear seat face openings 26, 27, the front seat side, and the rear seat foot openings 29, 30 A foot door 33 for adjusting the air volume is arranged.

  Each of these doors 31 to 33 constitutes a blowout mode door for switching the blowout mode, and is linked to a servomotor for driving the blowout mode door via a link mechanism (not shown) and is operated to rotate. The The operation of the servo motor for driving the blowout mode door is also controlled by a control signal output from the air conditioning control device.

  The air conditioning control device (not shown) is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processes based on an air conditioning control program stored in the ROM. It controls the operation of various electric actuators such as the electric motor of the blower unit connected to the output side, the servo motor for driving the air mix door, and the servo motor for driving the blowout mode door.

  Further, on the input side of the air conditioning control device, sensor detection signals from various air conditioning sensor groups (not shown) and an operation panel (not shown) arranged near the instrument panel in the front of the vehicle interior are provided. Operation signals from various air conditioning operation switches are input.

  Next, the operation of this embodiment in the above configuration will be described. When the operation signal of the vehicle air conditioner is input from the operation panel in the vehicle operating state, the air conditioning control device executes the air conditioning control program. When the air conditioning control program is executed, the detection signal detected by the air conditioning sensor group and the operation signal of the operation panel are read, and based on these signals, the target outlet temperature TAO of the vehicle compartment outlet air is calculated. The

  Further, the air conditioning control device determines the control state of the electric motor of the blower unit, the servo motor for driving the air mix door, the servo motor for driving the blow mode door, and the like based on the target blowing temperature TAO, and the determined control state is Control signals are output to various actuators so as to be obtained. Then, the routine of reading the detection signal and the operation signal → calculating TAO → determining a new control state → outputting the control signal is repeated.

  Specifically, for the electric motor of the blower unit, the control voltage output to the electric motor in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the TAO is maximized, and the amount of air blown into the vehicle interior is set. Control is made near the maximum amount, and the amount of air blown into the passenger compartment is reduced as TAO approaches the intermediate temperature range.

  For the servo motor for driving the air mix door, the first, second, second, etc. based on the target outlet temperature TAO and the detection signals detected by the air conditioning sensor group based on the evaporator outlet air temperature Te, the engine coolant temperature Tw, etc. The target opening degree of the air mix doors 21 and 22 is determined.

  In the present embodiment, the first air mix door 21 fully opens the cold air bypass passage 17 and the second air mix door 22 fully opens the cold air passage 16 for heating, and the opening degree at the maximum cooling is 0%. The first air mix door 21 fully closes the cold air bypass passage 17 and the second air mix door 22 fully opens the heating cold air passage 16 at 100%.

  For the blowout mode door drive servomotor, the blowout mode is sequentially switched from the face mode to the bilevel mode to the foot mode as the TAO rises from the low temperature range to the high temperature range.

  The face mode is a mode in which conditioned air is blown out from the front seat side and rear seat side face outlets toward the upper body side of the occupant. In this face mode, as shown in the solid line of FIG. 1, only the face door 32 is rotated to the fully open position in the state of each blowing mode door 31-33. In the face mode, the auxiliary cold air passage opening / closing door 23 also opens the auxiliary cold air passage 18 as shown by the solid line.

  In the bi-level mode, air-conditioning air is blown from the front and rear face outlets toward the passenger's upper body, and at the same time, air-conditioning air is emitted from the front and rear foot outlets toward the passenger's feet. It is a mode to blow out. In this bilevel mode, the face door 32 and the foot door 33 are rotated to the same degree of opening.

  The foot mode is a mode in which conditioned air is blown mainly from the front seat side and the rear seat side foot outlet toward the occupant's feet. In this foot mode, as shown by the broken line in FIG. 1, the foot door 33 is rotated to the fully open position with the defroster door 31 slightly opened.

  Next, the excellent effect by this embodiment is demonstrated. In the present embodiment, since the maximum ventilation area of the cold air passage 16 for heating is formed larger than the maximum ventilation area of the cold air bypass passage 17, the opening degree of the first and second air mix doors 21 and 22 changes. However, the ventilation area on the side of the cold air passage 16 for heating can be made larger than the ventilation area on the side of the cold air bypass path 17.

  Furthermore, the passage area on the side of the cold air passage 16 for heating is made large so as to compensate for the decrease in the amount of hot air due to pressure loss when passing through the cold air passage 16 for heating → the heater core 15 → the hot air passage 19. As shown, the linearity (linearity) of the temperature change in the vehicle interior with respect to the opening change of the first and second air mix doors 21 and 22 can be improved.

  Further, since the two first and second air mix doors 21 and 22 are provided to adjust the mixing ratio of the cold air and the hot air in the mixing chamber 20, the mixing ratio is adjusted by one air mix door. Thus, the lengths of the first and second air mix doors 21 and 22 in the rotational radial direction can be reduced. Therefore, the working space of the first and second air mix doors 21 and 22 can be reduced, and the size of the entire vehicle air conditioner can be reduced.

  As a result, it is possible to achieve both the size reduction of the entire vehicle air conditioner and the improvement of the linearity of the temperature change in the passenger compartment with respect to the opening change of the first and second air mix doors 21 and 22.

  Further, in the present embodiment, in the first door main body portion 21a, the length of the first upstream main body portion 21d in the rotational radial direction is longer than the length of the first downstream main body portion 21e in the rotational radial direction. Therefore, when the first air mix door 21 closes the cold air bypass passage 17, the first air mix door 21 and the first seat portion 11c are caused by the action of the wind pressure of the air flow flowing out from the cooling heat exchanger 13. The sealing property can be improved.

  Further, in the second door main body portion 22a, the length of the second upstream main body portion 22d in the rotational radial direction is longer than the length of the second downstream main body portion 22e in the rotational radial direction. 2 When the air mix door 21 closes the cooling cold air passage 16, the sealing performance between the second air mix door 22 and the second seat portion 11d is improved by the wind pressure of the air flow flowing out from the cooling heat exchanger 13. it can.

  As a result, when the first and second air mix doors 21 and 22 close the cold air bypass passage 17 or the heating cold air passage 18, cold air or hot air is mixed from the gap with the first and second sheet portions 11 c and 11 d. It can suppress flowing into 20 and deteriorating linearity.

  Further, since the upper side of the heat exchange surface of the heater core 15 is disposed so as to be inclined to the upstream side of the air flow from the lower side, the cold air after passing through the evaporator 13 passes through the heating cold air passage 16 as in the present embodiment. Through the heater core 15, and the warm air after passing through the heater core 15 passes through the heater core 15 even though the warm air passes through the warm air passage 19 and turns out from the vehicle lower side to the upper side. Can reduce pressure loss.

  Therefore, it can be suppressed that the wind pressure of the warm air flowing through the heater core 15 and flowing into the mixing chamber 20 becomes lower than the wind pressure of the cool air flowing through the cold air bypass passage 17 and flowing into the mixing chamber 20. Furthermore, by providing the hot air guide member 19a and the cold air guide member 11e, it is possible to prevent the hot air having a low wind pressure from being obstructed by the cold air having a high wind pressure and hardly flowing into the mixing chamber 20.

  As a result, the linearity of the vehicle interior temperature change with respect to the opening changes of the first and second air mix doors 21 and 22 can be further improved.

(Second Embodiment)
In 1st Embodiment, although the example which employ | adopted the 1st and 2nd air mix doors 21 and 22 comprised by the butterfly door as 1st and 2nd door means was demonstrated, in this embodiment, as shown in FIG. The first and second air mix doors 41 and 42 constituted by so-called cantilever doors in which the first and second rotary shafts 41b and 42b are formed on one end side of the flat plate-like first and second door main body portions 41a and 42a. Is adopted.

  In FIG. 3, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals. Other configurations are the same as those of the first embodiment.

  Even if the first and second air mix doors 41 and 42 are configured as cantilever doors as in the present embodiment, the maximum ventilation area of the cooling cold air passage 16 is the same as that of the cold air bypass passage 17 as in the first embodiment. By making it larger than the maximum ventilation area, both the size reduction of the entire vehicle air conditioner and the improvement of the linearity of the vehicle interior temperature change with respect to the opening change of the first and second air mix doors 41 and 42 are achieved. Can be made.

(Other embodiments)
In each of the above embodiments, an example in which doors having the same configuration (butterfly doors, cantilever doors) are employed as the first and second air mix doors has been described. A butterfly door may be employed and a cantilever door may be employed on the other side.

  In each of the above-described embodiments, the first and second air mix doors 21 and 22 and the blowing mode doors 31 to 33 are rotated by a servo motor. Of course, these doors are directly rotated by a passenger's manual operation force. A manual method may be adopted.

It is sectional drawing of the air conditioning unit of 1st Embodiment. It is a graph which shows the vehicle interior temperature change with respect to the opening change of the air mix door of 1st Embodiment. It is sectional drawing of the air conditioning unit of 2nd Embodiment. It is a graph which shows the vehicle interior temperature change with respect to the opening degree change of the air mix door of a prior art.

Explanation of symbols

11 ... Case, 11c ... First sheet part, 11d ... Second sheet part,
13 ... Evaporator, 15 ... Heater core, 16 ... Cooling air passage for heating, 17 ... Cold air bypass passage,
19 ... warm air passage, 20 ... mixing chamber,
21, 41 ... 1st air mix door, 21a, 41a ... 1st door main-body part,
21b, 41b ... 1st rotating shaft, 21d ... 1st upstream body part, 21e ... 1st downstream body part,
22, 42 ... 2nd air mix door, 22a, 42a ... 2nd door main-body part,
22b, 42b ... 2nd rotating shaft, 22d ... 1st upstream body part, 22e ... 1st downstream body part.

Claims (6)

A case (11) that forms an air passage through which air flows toward the passenger compartment;
A cooling heat exchanger (13) disposed in the case (11) for cooling the air;
A heating heat exchanger (15) that is arranged in the case (11) on the downstream side of the air flow of the cooling heat exchanger (13) and that heats the cold air that has passed through the cooling heat exchanger (13). When,
A cooling cold air passage (16) that is formed on the downstream side of the air flow of the cooling heat exchanger (13) and guides the cold air that has passed through the cooling heat exchanger (13) to the heating heat exchanger (15). )When,
A cold air bypass formed on the downstream side of the air flow of the cooling heat exchanger (13) and flowing the cold air after passing through the cooling heat exchanger (13) so as to bypass the heating heat exchanger (15) Passage (17),
A mixing chamber (20) for mixing the cold air after passing through the cold air bypass passage (17) and the hot air heated by the heating heat exchanger (15);
First door means (21) for changing only the ventilation area of the cold air bypass passage (17);
Second door means (22) for changing only the ventilation area of the cold air passage (16) for heating,
The vehicle air conditioner characterized in that a maximum ventilation area of the cold air passage for heating (16) is formed larger than a maximum ventilation area of the cold air bypass passage (17). The first door means is constituted by a first butterfly door (21) in which a first rotating shaft (21b) is provided on a central portion side of a flat plate-like first door main body (21a),
The case (11) is formed with a first seat portion (11c) that contacts when the first butterfly door (21) closes the cold air bypass passage (17),
Of the first door main body (21a), the length of the first upstream main body (21d) operating on the upstream side of the air flow with respect to the first seat (11c) is the rotational radial length of the first door main body (21a). The length of the 1st downstream side main-body part (21e) which operate | moves an air flow downstream with respect to 1 sheet | seat part (11c) is formed longer than the length of the rotation radial direction. Vehicle air conditioner. The first door means includes a first cantilever door (41) in which a first rotating shaft (41b) is formed on one end of a flat plate-like first door main body (41a). The vehicle air conditioner according to claim 1. The second door means includes a second butterfly door (22) in which a second rotating shaft (22b) is formed on the center side of the flat plate-like second door main body (22a).
The case (11) is formed with a second sheet portion (11d) that comes into contact with the second butterfly door (22) when the cold air passage for heating (16) is closed.
Of the second door body portion (22a), the length in the rotational radial direction of the second upstream body portion (22d) operating on the upstream side of the air flow with respect to the second seat portion (11d) is The second downstream body portion (22e) operating on the downstream side of the air flow with respect to the two seat portions (11d) is formed longer than the length in the rotational radial direction. The vehicle air conditioner as described in any one. The second door means is constituted by a second cantilever door (42) in which a second rotating shaft (42b) is formed on one end side of a flat plate-like second door main body (42a). The vehicle air conditioner according to any one of claims 1 to 3. The mixing chamber (20) is disposed above the heating heat exchanger (15),
On the downstream side of the air flow of the heat exchanger for heating (15), there is a hot air passage (19) for flowing the warm air from the lower side to the upper side of the case (11) and leading it to the mixing chamber (20). Formed,
The heating heat exchanger (15) is arranged such that the upper side of the heat exchange surface is inclined to the upstream side of the air flow rather than the lower side. The vehicle air conditioner described in 1.

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