JP2011016513A - Damper structure of air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inexpensively restrain rattling of a damper, without increasing the number of part items.SOLUTION: The damper 49 is arranged inside a casing 30 having an air flow passage for making air-conditioning air flow. The damper 49 has a closing plate 51 for opening-closing the air flow passage, and a support shaft 50 for rotatably supporting the closing plate 51. The casing 30 has a bearing part 31 for supporting the support shaft 50. Elastically deforming parts 54 and 55 elastically deformed in the axial direction, are integrally molded in the damper 49. The elastically deforming parts 54 and 55 are positioned to contact in the axial direction with the casing 30.

Description

  The present invention relates to a damper structure provided in an air conditioner mounted on a vehicle.

  Conventionally, a vehicle air conditioner includes a casing that houses a blower fan, a heat exchanger for cooling and heating, and the like. An air flow path through which air for air conditioning flows is formed inside the casing, and a damper that opens and closes the air flow path for temperature adjustment, for example, is disposed (for example, see Patent Document 1). The damper has a plate-like closing portion for closing the air flow path and a support shaft that rotatably supports the closing portion. The support shaft is inserted into a bearing hole formed in the casing.

  On the support shaft of the damper of Patent Document 1, an annular elastic material is fitted and assembled. The elastic material is in contact with the inner surface of the casing and the base of the support shaft of the damper. The elastic material suppresses rattling in the axial direction of the support shaft of the damper, prevents abnormal noise from being generated, and allows a smooth opening and closing operation.

JP 11-291740 A

  However, when the rattling is suppressed by using an elastic material separate from the damper as in Patent Document 1, the number of parts increases and the man-hour required for the assembly increases. Further, in the case of a separate elastic material, man-hours are required for adjustment and confirmation work of the assembly position, resulting in high costs.

  The present invention has been made in view of this point, and an object of the present invention is to make it possible to suppress the rattling of the damper at a low cost without causing an increase in the number of parts.

  According to a first aspect of the present invention, there is provided a damper structure for a vehicle air conditioner, comprising: a casing having an air passage through which conditioning air flows; and a damper that is disposed inside the casing and opens and closes the air passage. Has a closing portion that opens and closes the air flow path, and a support shaft that rotatably supports the closing portion, and the casing has a bearing portion that supports the support shaft, and the damper includes The elastically deforming portion that is elastically deformed in the axial direction is integrally formed, and the elastically deforming portion is positioned so as to be in contact with the casing in the axial direction.

  According to this configuration, since the elastic deformation portion is integrally formed with the damper, the number of parts is reduced, and the elastic deformation portion can be positioned at a predetermined position with respect to the casing by the assembly of the damper. It becomes possible to reduce the man-hours required for position adjustment and confirmation work. Then, with the support shaft of the damper supported by the bearing portion of the casing, the elastically deforming portion that elastically deforms in the axial direction contacts the casing, so the support shaft of the damper is urged in the axial direction. Thus, shakiness in the axial direction is suppressed.

  According to a second invention, in the first invention, the contact portion of the elastically deformable portion with the casing is formed of a protrusion.

  According to this configuration, the contact area of the elastically deforming portion with the casing is reduced, and the sliding resistance when the damper is operated is reduced.

  According to a third aspect of the present invention, in the first or second aspect, the inner surface of the casing is provided with a slidable contact surface in contact with the elastically deformable portion of the damper, and the slidable contact surface extends flat in the circumferential direction of the bearing portion. It is characterized by that.

  According to this configuration, the elastic deformation portion comes into contact with the sliding contact surface by operating the damper. Since the sliding contact surface extends flat in the circumferential direction, the operation of the damper becomes smooth.

  A fourth invention is characterized in that, in any one of the first to third inventions, a plurality of elastic deformation portions are provided at intervals in the circumferential direction.

  According to this configuration, since the plurality of elastically deforming portions come into contact with the casing, the urging force acts in a distributed manner on the damper, and the damper is more stable than in the case where it acts in a concentrated manner. It becomes like this.

  According to a fifth invention, in any one of the first to fourth inventions, the elastically deforming portions are respectively provided on one side and the other side of the support shaft in the axial direction, and the one side elastically deforming portion and the other side elastically deforming. The portions are formed so as to be elastically deformed in opposite directions in the axial direction, and are positioned so as to contact the casing from the opposite sides in the axial direction.

  According to this configuration, since the damper is urged from both sides in the axial direction, it is possible to reliably eliminate the rattling of the damper.

  In a sixth aspect based on the first aspect, the elastically deformable portion is provided in the closing portion of the damper.

  According to this configuration, when the elastically deforming portion comes into contact with the casing, the shakiness in the axial direction is suppressed and the closing portion is supported by the casing, so that the vibration of the closing portion is suppressed. .

  According to a seventh invention, in the sixth invention, the elastically deforming portion protrudes from one axial edge portion of the support shaft at the closing portion.

  According to this configuration, the elastically deformable portion is easily deformed in the axial direction of the support shaft.

  According to the first invention, the elastic deformation portion of the damper is in contact with the casing, so that the damper can be urged in the axial direction, and rattling of the damper in the axial direction can be suppressed. Since this elastically deformable part is integrally formed with the damper, the number of parts does not increase, and the elastically deformable part can be assembled at a predetermined position simply by assembling the damper to the casing, avoiding an increase in manufacturing man-hours. Therefore, cost reduction can be achieved.

  According to the second invention, since the contact portion of the elastically deformable portion with the casing is constituted by the protrusion, the sliding resistance can be reduced, and the damper can be operated with a small force.

  According to the third invention, since the sliding contact surface with which the elastically deforming portion of the damper comes into sliding contact extends in the circumferential direction of the support shaft, the operation of the damper is made smooth while obtaining an axial biasing force. Can do.

  According to the fourth invention, a plurality of elastic deformation portions are provided at intervals in the circumferential direction, and since these elastic deformation portions come into contact with the casing, the urging force is dispersed at a plurality of locations of the damper. The damper can be stabilized during operation.

  According to the fifth aspect, since the damper is urged from both axial sides, the rattling of the damper can be surely eliminated.

  According to the sixth invention, the elastic deformation portion provided in the closing portion of the damper is in contact with the casing, so that the vibration of the closing portion can be suppressed and the generation of noise during the operation of the air conditioner can be prevented.

  According to the seventh invention, the elastically deformable portion can be easily deformed in the axial direction by projecting from the one edge portion in the axial direction of the closing portion, and the effect of suppressing the rattling of the damper is sufficiently obtained. Obtainable.

It is the figure which looked at the vehicle air conditioner which concerns on Embodiment 1 from the vehicle rear side. It is a longitudinal cross-sectional view of an air conditioning unit. FIG. 3 is a cross-sectional view corresponding to line III-III in FIG. 2. It is sectional drawing of the bearing part of a casing. It is the figure which looked at the bearing part from the inside of a casing. It is a figure which expands and shows the left side vicinity of the spindle of a rear side temperature control damper. It is the figure which looked at the left side vicinity of the spindle of a rear side temperature control damper from the left side. FIG. 7 is a view corresponding to FIG. 6 in a state in which the rear temperature control damper is assembled to the casing. It is a figure which expands and shows the left side elastic deformation part vicinity of FIG. It is a figure which expands and shows the right side vicinity of the rear side temperature control damper in the state assembled | attached to the casing. FIG. 9 is a diagram corresponding to FIG. 7 according to Modification 1 of Embodiment 1. FIG. 9 is a diagram corresponding to FIG. 7 according to a second modification of the first embodiment. FIG. 6 is a diagram corresponding to FIG. 6 according to a third modification of the first embodiment. FIG. 9 is a view corresponding to FIG. 7 according to a third modification of the first embodiment. FIG. 3 is a diagram corresponding to FIG. 3 according to a second embodiment. FIG. 6 is a view corresponding to FIG. 3 according to a first modification of the second embodiment. FIG. 9 is a view corresponding to FIG. 3 according to a second modification of the second embodiment. FIG. 10 is a view corresponding to FIG. 3 according to a third modification of the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

(Embodiment 1)
FIG. 1 is a view of a vehicle air conditioner 1 to which a damper structure according to Embodiment 1 of the present invention is applied, as viewed from the rear side of the vehicle. The vehicle in which the air conditioner 1 is disposed is a so-called right-hand drive vehicle in which a driver seat and a passenger seat are provided on the right and left sides of the vehicle, respectively. In the description of this embodiment, for convenience of explanation, the left side in the vehicle width direction is simply referred to as “left”, the right side in the vehicle width direction is simply referred to as “right”, and the front side of the vehicle is simply referred to as “front”. The rear side of the vehicle is simply referred to as “rear”.

  The air conditioner 1 includes a blower unit 3 that blows air for air conditioning, an air conditioner unit 4 that introduces air blown from the blower unit 3 into conditioned air, and a blower unit 3 that blows air to the air conditioner unit 4. And an intermediate duct 5 for sending air for air conditioning.

  The air-conditioning unit 4 is disposed at a substantially central portion in the left-right direction in an instrument panel (not shown) of the passenger compartment, while the air-blowing unit 3 is separated to the left side with respect to the air-conditioning unit 4 and installed in the passenger seat. It is arranged in the front.

  The blower unit 3 includes a casing 6 that houses a fan 23 (described later) as an air conditioning device. The upper portion of the seeding 6 is an air intake portion 7 for taking in air for air conditioning into the blower unit 3, while the lower portion is a blower for blowing the taken air into the air conditioning unit 4. Part 8. A portion of the casing 6 between the air intake portion 7 and the blower portion 8 is a filter housing portion 21 for housing the filter 20.

  An air flow path S extending from the air intake portion 7 to the blower portion 8 is provided in the casing 6, and air-conditioning air introduced from the air intake portion 7 flows through the air flow path S. .

  An air intake 10 for taking in air outside the passenger compartment is formed on the front side of the vehicle above the air intake portion 7, and an air intake 11 for taking in air in the passenger compartment is formed on the rear side of the vehicle. Yes. The outside air intake 10 and the inside air intake 11 constitute the upstream end of the air flow path S. The outside air inlet 10 and the inside air inlet 11 have substantially the same rectangular shape. The casing 6 is provided with a grid-like grill 14 that covers the inside air inlet 11.

  Inside / outside casing 6, an inside / outside air switching damper 12 is arranged. The inside / outside air switching damper 12 is configured to rotate in the direction in which the outside air inlet 10 and the inside air inlet 11 are arranged (front-rear direction) to selectively open and close the outside air inlet 10 and the inside air inlet 11. ing.

  A left end portion of a support shaft (not shown) of the inside / outside air switching damper 12 is rotatably supported by the left wall portion of the casing 6. Further, the right end portion of the support shaft of the inside / outside air switching damper 12 is rotatably supported by the right wall portion of the casing 6 and protrudes outward of the casing 6 from the right wall portion.

  On the right wall portion of the casing 6, an inside / outside air switching motor actuator 15 and an inside / outside air switching link 16 for rotating the inside / outside air switching damper 12 are disposed.

  When the operating force by the inside / outside air switching motor actuator 15 is transmitted to the inside / outside air switching damper 12 via the link 16, the inside / outside air switching damper 12 rotates around the support shaft. Thereby, it switches between the inside air introduction mode in which only the air in the vehicle interior is introduced into the air flow path S of the casing 6 and the outside air introduction mode in which only the air outside the vehicle interior is introduced.

  A centrifugal multiblade fan 23 is disposed in the blower unit 8 with its rotating shaft directed in the vertical direction. A motor M that rotates the fan 23 is attached to the lower wall portion of the blower 8.

  An air outflow path 29 in which air blown out from the fan 23 gathers is formed around the fan 23 in the blower unit 8. Although not shown, the downstream end of the air outflow passage 29 is open on the right side wall of the blower 8, and the left end of the intermediate duct 5 is connected to the downstream end opening.

  Moreover, the casing 30 of the air conditioning unit 4 is long in the vertical direction as a whole, and is larger than the casing 6 of the blower unit 3. An inlet 25 (shown in phantom lines in FIG. 2) is formed in the left side wall of the casing 30, and the right end of the intermediate duct 8 is connected to the inlet 25.

  The introduction port 25 is formed in the lower part of the casing 30. An air passage R extending from the inlet 25 to the upper portion of the casing 30 is formed in the casing 30. The air passage R includes a cooling passage 33, a heating passage 41, an air mix space 65, and an air guide passage 68.

  The cooling passage 33 extends to a substantially central portion in the vertical direction of the casing 30, and the air-conditioning air introduced from the inlet 25 changes its direction upward in the casing 30 and flows. An evaporator 34 as a cooling heat exchanger for cooling the air-conditioning air flowing through the cooling passage 33 is disposed in the middle of the cooling passage 33 in the vertical direction so as to cross the cooling passage 33. The evaporator 34 constitutes one element of the refrigeration cycle. A drain portion 35 for draining the condensed water generated by the evaporator 34 is provided on the bottom wall portion of the casing 30.

  An air flow downstream end of the cooling passage 33 is branched into two in the longitudinal direction of the vehicle. A front cold air outlet 37 is formed at the front downstream end of the cooling passage 33, and a rear cold air outlet 38 is formed at the rear downstream end. A central partition 40 is provided between the front cold air outlet 37 and the rear cold air outlet 38 to divide the inside of the casing 30 into the cooling passage 33 and its upper space.

  An air flow upstream end of a heating passage 41 is connected to the front cold air outlet 37, and the heating passage 41 extends obliquely upward toward the rear side as a whole above the central partition wall 40. A heater core 43 serving as a heat exchanger for heating is disposed in the middle in the vertical direction of the heating passage 41 so as to cross the heating passage 41.

  Above the heater core 43, there is provided an upper partition wall 45 that divides the upper half of the casing 30 into the heating passage 41 and the space above it. Between the rear end of the upper partition 45 and the rear end of the central partition 40, a hot air outlet 46 formed at the downstream end of the heating passage 41 opens toward the rear of the vehicle.

  In the vicinity of the front side cold air outlet 37 and the rear side cold air outlet 38 in the casing 30, there are a front temperature adjustment damper 48 and a rear side temperature that open and close the air outlets 37 and 38 according to the room temperature set by the passenger. An adjustment damper 49 is provided.

  The rear temperature control damper 49 is a so-called plate damper having a closing plate (closing portion) 51 that opens and closes the rear cold air outlet 38 and a support shaft 50 that rotatably supports the closing portion 51. It is an integrally molded product of an elastic resin material. The closing plate 51 has a substantially rectangular shape in a plan view shown in FIG. 3, and seal members 56 are attached to the peripheral portions of the both surfaces. The seal member 56 is made of foamed resin or the like.

  The left and right side walls of the casing 30 are respectively provided with bearing portions 31 and 31 that support the left and right sides of the support shaft 50 of the rear temperature control damper 49. As shown also in FIG. 4, each bearing portion 31 has an inner protrusion 31 a that protrudes inward from the side wall of the casing 30 and an outer protrusion 31 b that protrudes outward. Therefore, the bearing portion 31 is thicker than other portions of the side wall of the casing 30.

  As shown in FIG. 5, the outer shape of the inner protruding portion 31 a of each bearing portion 31 is circular. Further, the front end surface in the protruding direction of the inner protruding portion 31a (the surface on the inner side of the casing 30), which will be described later in detail, is a sliding contact surface 31c with which a part of the rear temperature control damper 49 is in sliding contact. This sliding contact surface 31c extends substantially flat in the circumferential direction. The outer shape of the outer protruding portion 31b is circular like the inner protruding portion 31a, and the protruding end surface of the outer protruding portion 31b extends substantially flat in the circumferential direction.

  The bearing portion 31 is formed with a bearing hole 31d penetrating the inner projecting portion 31a and the outer projecting portion 31b in the left-right direction. The bearing hole 31d has a circular cross section and is located concentrically with the centers of the inner protrusion 31a and the outer protrusion 31b.

  As shown in FIG. 6, a left flange 52 is integrally formed on the left side of the support shaft 50 of the rear temperature adjustment damper 49. The left flange 52 has a disc shape. The left side of the support shaft 50 protrudes from the left side surface of the left flange 52 to the left side, and the portion protruding from the left flange 52 is rotatably inserted into the left bearing hole 31d of the casing 30 as shown in FIG. It has become so.

  As shown in FIG. 7, two left elastic deformation portions 54, 54 are integrally formed on the left side surface of the left flange 52. The left elastic deformation portions 54 and 54 have the same shape as each other and are positioned 180 ° apart in the circumferential direction of the support shaft 50. As shown in FIG. 6, two concave portions 52 a and 52 a are provided on the left side surface of the left flange 52 corresponding to the positions where the left elastic deformation portions 54 and 54 are disposed. The left elastic deformation portion 54 has a rectangular piece extending in the tangential direction of the support shaft 50. A base end portion which is one end portion in the longitudinal direction of the left elastic deformation portion 54 is continuous with the inner surface of the recess 52a. About half of the base end side of the left elastic deformation portion 54 is a base end side portion 54a, and this base end side portion 54a extends toward the left side so as to be away from the inner surface of the recess 52a as it approaches the tip end side. The left flange 52 is inclined with respect to the left side surface. A bent portion 54b is formed continuously at the proximal end side portion 54a of the left elastically deformable portion 54. About half of the left elastic deformation portion 54 on the tip side of the bent portion 54b is a tip side portion 54c, and the tip side portion 54c extends toward the left side of the left flange 52 toward the tip. Opposite to the end side portion 54a, it is inclined in the direction. The distal end of the distal end side portion 54 c is separated from the left side surface of the left flange 52 to the left side.

  The left elastically deforming portion 54 is elastically deformed to the right (axial direction of the support shaft) starting from the vicinity of the base end portion. As indicated by phantom lines in FIG. 8, when a pressing force is applied to the left elastic deformation portion 54 to the right, the front end side portion 54 c comes into contact with the left side surface of the left flange 52 by elastic deformation to the right. When a pressing force further acts on the right side in a state where the distal end side portion 54c is in contact with the left flange 52, the bent portion 54b is elastically deformed so as to open.

  A projection 54d that protrudes to the left is formed on the bent portion 54b of the left elastically deformable portion 54. As shown in FIG. 9, the protrusion 54 d has a hemispherical peripheral surface, and the front end in the protruding direction comes into contact with the sliding contact surface 31 c of the casing 30. That is, the contact portion of the left elastically deformable portion 54 with the casing 30 is constituted by the protrusion 54d, and the contact area is small.

  Further, as shown in FIG. 10, a notch 50 a is provided at the right end of the support shaft 50, and a link 111 for transmitting a driving force to the rear temperature adjustment damper 49 is attached.

  A right side flange 53 similar to the left side is integrally formed on the right side of the support shaft 50 of the rear temperature control damper 49. A right elastic deformation portion 55 having the same shape as that of the left elastic deformation portion 54 is similarly integrally formed on the right flange 53 with an interval therebetween. The right elastic deformation portion 55 includes a base end side portion 55a, a bent portion 55b, a distal end side portion 55c, and a protrusion 55d, and is elastically deformed to the left side that is opposite to the left elastic deformation portion 54. Yes.

  The shape of the left elastic deformation portion 54 and the right elastic deformation portion 55 is such that the protrusion 54d of both elastic deformation portions 54 and 55 is in a state where the rear temperature adjustment damper 49 is supported by the bearing portions 30 and 30 (shown in FIG. , 55d are in contact with the sliding contact surfaces 31c and 31c, respectively, and are elastically deformed. That is, the protrusions 54 d and 55 d of the left elastic deformation portion 54 and the right elastic deformation portion 55 are positioned so as to contact the casing 30 from opposite sides in the axial direction. As a result, a leftward biasing force and a rightward biasing force act on the rear temperature control damper 49, and rattling is prevented.

  As shown in FIG. 2, the front temperature control damper 48 is a so-called butterfly damper including a support shaft 58 and a pair of closed portions 59 and 59 extending on both sides in the radial direction of the support shaft 58. The air outlet 37 is opened and closed. Seal members 61 are attached to the peripheral portions of the closing portions 59 and 59, respectively. Although not shown, the front temperature control damper 48 is also provided with an elastic deformation portion similar to the rear temperature control damper 49.

  The front temperature adjustment damper 48 and the rear temperature adjustment damper 49 are driven by a temperature adjustment motor actuator 110 as shown in FIG. The temperature adjustment motor actuator 110, the front temperature adjustment damper 48, and the rear temperature adjustment damper 49 are connected by a link 111.

  Further, as shown in FIG. 2, the air mix space 65 is provided above the rear side cold air outlet 38 in the casing 30. The rear side cold air outlet 38 and the hot air outlet 46 are connected to the air mix space 65, and cold air and hot air respectively flow from the rear side cold air outlet 38 and the hot air outlet 46. . The cold air and the warm air flowing into the air mix space 65 are mixed in the air mix space 65 to become conditioned air.

  The air guide passage 68 communicates with the upper portion of the air mix space 65 and extends toward the rear side of the vehicle. A center vent outlet 66 and a side vent outlet 67 constituting the downstream end of the air guide passage 68 are formed in the upper wall portion of the casing 30. In addition, a defroster outlet 70 constituting the downstream end portion of the air guide passage 68 is formed in the upper wall portion of the casing 30.

  Left and right foot outlets 73 constituting a part of the air guide passage 68 are formed in the upper part of the left side wall part and the right side wall part of the casing 30, respectively. The left and right foot outlets 73 are for guiding conditioned air to the feet of the passengers in the driver seat and the passenger seat.

  A first blow direction switching damper 76 that opens and closes the center vent outlet 66 and the side vent outlet 67 at the same time is provided at the rear upper part of the casing 30. The first blowing direction switching damper 76 includes a support shaft 86 and a closing plate 87 in the same manner as the rear temperature adjustment damper 49. Seal members 88 and 88 are attached to both surfaces of the closing plate 87, respectively.

  A second blowing direction switching damper 77 that opens and closes the defroster outlet 70 is provided at the upper front side of the vehicle in the casing 30. The second blowing direction switching damper 77 includes a support shaft 92 and a closing plate 93 as with the first blowing direction switching damper 76. Seal members 94, 94 are attached to both surfaces of the closing plate 93, respectively.

  The first and second blowing direction switching dampers 76 and 77 are driven by the blowing direction switching motor actuator 100 shown in FIG. The blowing direction switching motor actuator 100 and the first and second blowing direction switching dampers 76 and 77 are connected by a link 102.

  The first and second blowing direction switching dampers 76 and 77 change the open / close state of the center vent outlet 66, the side vent outlet 67, and the defroster outlet 70 according to the blowing mode such as the vent mode, the defroster mode, and the foot mode. It is supposed to switch. The left and right foot outlet 73 is opened and closed by another damper and actuator (not shown).

  Next, the flow of air in the air conditioner 1 configured as described above will be described. First, the air-conditioning air blown by the fan 23 of the blower unit 3 passes through the intermediate duct 5 from the inlet 25 to the air-conditioning unit 4. Is introduced into the casing 30.

  Subsequently, the air introduced into the casing 30 of the air conditioning unit 4 flows upward immediately after the introduction, passes through the evaporator 34, and is cooled by the evaporator 34 at this time. If the front temperature control damper 48 and the rear temperature control damper 49 are in the open state, a part of the cool air that has passed through the evaporator 34 flows into the heating passage 41 from the front cool air outlet 37 and the rest is the rear cool air blower. It flows into the air mix space 65 from the outlet 38.

  The cold air flowing into the heating passage 41 flows obliquely upward toward the rear side and passes through the heater core 43. At this time, the cold air is heated by the heater core 43 and warm air flows into the air mix space 65 from the warm air outlet 46.

  The flow rate ratio between the cold air and the warm air flowing into the air mix space 65 is determined by adjusting the opening degree of the front cold air outlet 37 by the front temperature adjustment damper 48 and opening the rear cold air outlet 38 by the rear temperature adjustment damper 49. It depends on the degree adjustment. By changing the flow rate ratio between the cold air and the hot air, the temperature of the conditioned air generated in the air mix space 65 can be changed.

  Since the front and rear temperature control dampers 48 and 49 are provided with elastic deformation portions 54 and 55, they are biased in the axial direction, and rattling of both dampers 48 and 49 is suppressed. ing. Thereby, even if both the dampers 48 and 49 are vibrated by the vibration at the time of ventilation and the vibration at the time of vehicle travel, no abnormal noise is generated. Furthermore, since the rattling of the dampers 48 and 49 is suppressed, the dampers 48 and 49 rotate smoothly.

  Further, when the occupant desires rapid cooling, the occupant is switched to the full cold mode, and the front side temperature adjustment damper 48 is rotated until the front side cold air outlet 37 is fully closed, and the rear side temperature adjustment damper. 49 is rotated until the rear side cold air outlet 38 is fully opened. As a result, only the cold air flows into the air mix space 65 from the rear cold air outlet 38. In this full cold mode, the first blowing direction switching damper 76 operates at the same time until the vent outlets 66 and 67 are fully opened, and the second blowing direction switching damper 77 operates until the defroster outlet 70 is fully closed. The foot outlet 73 is fully closed. As a result, the cold air that has flowed into the air mix space 65 from the rear cold air outlet 38 flows straight through the air mix space 65 and is led out from the center vent outlet 66 and the side vent outlet 67.

  When the passenger desires rapid heating, the occupant is switched to the full hot mode, and the front temperature adjustment damper 48 is rotated until the front cold air outlet 37 is fully opened, and the rear temperature adjustment damper 49 is turned on. Is rotated until the rear cold air outlet 38 is fully closed. As a result, only warm air flows into the air mix space 65 from the warm air outlet 46. In the full hot mode, the first blowing direction switching damper 76 operates at the same time until the vent outlets 66 and 67 are fully closed, and the second blowing direction switching damper 77 is operated until the defroster outlet 70 is fully opened. Thereby, the warm air flowing into the air mix space 65 from the warm air outlet 46 is led out from the defroster outlet 70. In the full hot mode, part of the conditioned air may be derived from the foot outlet 73.

  Further, in the case of an intermediate blowing mode such as the bi-level mode, it is possible to close the defroster outlet 70 half and close the vent outlets 66 and 67 half.

  As described above, according to the first embodiment, the elastic deformation portions 54 and 55 of the front temperature adjustment damper 48 and the rear temperature adjustment damper 49 are in contact with the casing 30, so that the dampers 48 and 49 are attached in the axial direction. It is possible to suppress the rattling of the dampers 48 and 49 in the axial direction. Since the elastic deformation portions 54 and 55 are integrally formed with the dampers 48 and 49, the number of parts does not increase, and the elastic deformation portions 54 and 55 are fixed to each other only by assembling the dampers 48 and 49 to the casing 30. It can be assembled at the position, and an increase in the number of manufacturing steps can be avoided, so that the cost can be reduced.

  Further, since the contact portions of the elastically deforming portions 54 and 55 with the casing 30 are constituted by the protrusions 54d and 55d, the contact area can be reduced and the sliding resistance can be reduced, and the front temperature control damper 48 and the rear temperature control damper 49 Can be operated with a small force.

  Further, since the slidable contact surface 31c slidably contacting the elastically deforming portions 54 and 55 of the front temperature control damper 48 and the rear temperature control damper 49 extends flat in the circumferential direction of the support shaft 50, an axial urging force is obtained. However, the operations of the dampers 48 and 49 can be made smooth.

  Further, the left elastic deformation portions 54, 54 are provided at intervals in the circumferential direction, and the elastic deformation portions 54, 54 are in contact with the casing 30, whereby the urging force is dispersed at a plurality of locations of the rear temperature adjustment damper 49. Thus, the damper 49 can be stabilized during operation.

  In addition, since the front temperature control damper 48 and the rear temperature control damper 49 are urged from both sides in the axial direction, rattling of the dampers 48 and 49 can be reliably eliminated.

  Note that three left-side elastic deformation portions 54 may be provided as in the first modification shown in FIG. 11, or four left-side elastic deformation portions 54 may be provided as in the second modification shown in FIG. Moreover, although not shown in figure, the left elastic deformation part 54 may be one and may provide five or more. The number of right elastic deformation portions 55 may be any number.

  Further, as in Modification 3 shown in FIGS. 13 and 14, the rear temperature adjustment damper 49 may be provided with a claw-like elastic deformation portion 79. Three elastic deformation portions 79 are arranged at equal intervals in the circumferential direction. As shown in FIG. 14, the left flange 52 is provided with three pairs of slits 52 b and 52 b for allowing deformation of the elastic deformation portion 79 corresponding to the number of elastic deformation portions 79. Further, as shown in FIG. 13, the elastic deformation portion 79 protrudes to the left side from the left side surface of the left flange 52, and the tip of the portion protruding to the left side comes into contact with the sliding contact surface 31 c of the casing 30. It has become. Further, the elastic deformation portion 79 is formed so as to become thinner as it approaches the left end, and the contact area with the sliding contact surface 31c is reduced.

  In the above embodiment, the left elastic deformation portion 54 and the right elastic deformation portion 55 are provided on the right and left sides of the front temperature adjustment damper 48 and the rear temperature adjustment damper 49, respectively. Only one of the elastic deformation portion 54 and the right elastic deformation portion 55 may be provided.

(Embodiment 2)
FIG. 15 is a partial cross-sectional view of the vehicle air conditioner 1 to which the damper structure according to the second embodiment is applied. The second embodiment is different from the first embodiment in that the left and right elastic deformation portions 90 and 91 are provided on the closing plate 51 of the rear temperature adjustment damper 49, and the other parts are the same as the first embodiment. Therefore, hereinafter, the same parts as those in the first embodiment are denoted by the same reference numerals, description thereof will be omitted, and different parts will be described in detail.

  The left elastic deformation portion 90 is formed in a piece shape protruding toward the left side from a portion of the left edge portion of the closing plate 51 (one axial edge portion of the support shaft 50) near the support shaft 50. The base end of the left elastic deformation portion 90 is integrally formed with the left edge portion of the closing plate 51. The left elastic deformation portion 90 extends in a direction away from the support shaft 50, and is inclined with respect to the left edge portion of the closing plate 51 so as to be located on the left side as the distance from the support shaft 50 increases. The distal end portion of the left elastic deformation portion 90 is in sliding contact with a sliding contact surface 30 d formed on the inner surface of the casing 30. The sliding contact surface 30d extends flat in the circumferential direction of the bearing hole 31d. The left elastic deformation portion 90 is protruded from the edge of the closing plate 51, so that the entire left elastic deformation portion 90 is easily elastic to the right (axial direction of the support shaft 50) starting from the vicinity of the base end portion of the left elastic deformation portion 90. It is designed to deform.

  The right elastic deformation portion 91 is formed in a single piece protruding toward the right side from the portion near the support shaft 50 of the right edge portion of the closing plate 51 (the other edge portion in the axial direction of the support shaft 50). The base end of the right elastic deformation portion 91 is integrally formed with the right edge portion of the closing plate 51. The right elastic deformation portion 91 extends in a direction away from the support shaft 50, and is inclined with respect to the right edge portion of the closing plate 51 so as to be positioned on the right side as the distance from the support shaft 50 increases. The distal end portion of the right elastic deformation portion 90 is in sliding contact with a sliding contact surface 30 e formed on the inner surface of the casing 30. The sliding contact surface 30e extends flat in the circumferential direction of the bearing hole 31d. The right elastic deformation portion 91 is elastically deformed rightward (in the axial direction of the support shaft 50) starting from the vicinity of the base end portion.

  Although not shown, the front temperature adjustment damper 48 is also provided with elastic deformation portions similar to the elastic deformation portions 90 and 91 of the rear temperature adjustment damper 49.

  Therefore, according to the second embodiment, the elastic deformation portions 90 and 91 of the front temperature adjustment damper 48 and the rear temperature adjustment damper 49 are in contact with the casing 30, so that the dampers 48 and 49 can be urged in the axial direction. Shaking in the axial direction of 48 and 49 can be suppressed. Since the elastically deforming portions 90 and 91 are integrally formed with the dampers 48 and 49, the number of parts does not increase, and the elastically deforming portions 90 and 91 are fixed to each other only by assembling the dampers 48 and 49 to the casing 30. It can be assembled at the position, and an increase in the number of manufacturing steps can be avoided, so that the cost can be reduced.

  In the second embodiment, the left and right elastic deforming portions 90 and 91 are provided on the closing plate 51 of the rear temperature adjustment damper 49, so that the closing plate 51 is connected to the casing 30 by the left and right elastic deforming portions 90 and 91. It will be in the state supported by. Thereby, since the vibration of the closing plate 51 is suppressed, generation | occurrence | production of the noise during the action | operation of the air conditioner 1 can be prevented.

  Further, the shapes of the left and right elastic deformation portions 90 and 91 are not limited to the above-described shapes. For example, Modification 1 shown in FIG. 16, Modification 2 shown in FIG. 17, Modification 3 shown in FIG. It is good also as a shape like this.

  In the first modification, as shown in FIG. 16, the left elastic deformation portion 90 extends in a direction approaching the support shaft 50, and as it approaches the support shaft 50, it is inclined so as to be positioned on the left side. The right elastic deformation portion 91 extends in the same manner.

  In the second modification, as shown in FIG. 17, the left elastic deformation portion 90 is formed in a piece shape, and both end portions in the longitudinal direction are integrally formed with the left edge portion of the closing plate 51. A middle portion in the longitudinal direction of the left elastic deformation portion 90 is curved so as to protrude to the left. When the middle portion in the longitudinal direction of the left elastic deformation portion 90 is pressed to the right, it is elastically deformed so as to be recessed to the right. The right elastic deformation portion 91 is configured similarly to the left elastic deformation portion 90.

  In Modification 3, as shown in FIG. 18, the left elastic deformation portion 90 is formed in a piece shape, and one end portion in the longitudinal direction thereof is integrally formed with the left edge portion of the closing plate 51. The base end side 90 a of the left elastic deformation portion 90 is inclined so as to be positioned on the left side as it is away from the support shaft 50. The distal end side 90 b of the left elastic deformation portion 90 extends substantially parallel to the sliding contact surface 30 d of the casing 30. A protrusion 90c that protrudes toward the left side is formed on the distal end side 90b. The tip of the protrusion 90c is in sliding contact with the sliding contact surface 30d. The protrusion 90c can be omitted. Similar to the left elastic deformation portion 90, the right elastic deformation portion 91 also has a proximal end side 91a, a distal end side 91b, and a protrusion 91c.

  Further, the elastic deformation portions 54 and 55 of the first embodiment may be provided in the rear temperature adjustment damper 49 and the front temperature adjustment damper 48 of the second embodiment, and the elastic deformation portions 90 and 91 of the second embodiment are used in the embodiment. One rear temperature control damper 49 or the front temperature control damper 48 may be provided.

  Although not shown, even if one or both of the first blowing direction switching damper 76 and the second blowing direction switching damper 77 are provided with an elastic deformation portion similar to the rear side temperature adjustment damper 49 of the first and second embodiments. Good. Further, the damper 12 of the blower unit 3 may be provided with an elastic deformation portion similar to the rear side temperature adjustment damper 49 of the first and second embodiments.

  Further, the front temperature control damper 48, the rear temperature control damper 49, the first blowing direction switching damper 76, and the second blowing direction switching damper 77 may be manually operated by an occupant without being driven by the actuator 78. . In this case, although not shown, an operation lever is provided in the vehicle interior, the link connected to the support shafts 58, 50, 86, 92 of the dampers 48, 49, 76, 77 and the operation lever are connected by a wire, It is possible to operate the dampers 48, 49, 76, 77 by push-pull operation.

  Moreover, although the said Embodiment 1 and 2 demonstrated the case where this invention was applied to the semi-center type in which the air conditioner 1 is divided | segmented into the ventilation unit 3 and the air conditioning unit 4, it is not restricted to this, For example, ventilation The present invention can also be applied to a full center type in which the fan 23, the evaporator 34, and the heater core 43 are accommodated in one casing.

  As described above, the damper structure of the vehicle air conditioner according to the present invention can be applied to, for example, a vehicle air conditioner having a temperature adjustment damper or a blow direction switching damper.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 30 Casing 31 Bearing part 31c Sliding contact surface 49 Rear side temperature control damper 50 Support shaft 51 Closing plate (closing part)
54, 55, 79 Elastic deformation part 54d, 55d Protrusion 90, 91 Elastic deformation part 90c, 91c Protrusion R Air flow path

Claims (7)

A casing having an air flow path through which air-conditioning air flows;
In the damper structure of the vehicle air conditioner provided inside the casing and provided with a damper that opens and closes the air flow path,
The damper has a closing portion that opens and closes the air flow path, and a support shaft that rotatably supports the closing portion,
The casing has a bearing portion that supports the support shaft,
A damper structure for a vehicle air conditioner, wherein an elastically deforming portion that is elastically deformed in an axial direction is formed integrally with the damper, and the elastically deforming portion is positioned so as to be in contact with the casing in the axial direction. . In the damper structure of the vehicle air conditioner according to claim 1,
The damper structure of the vehicle air conditioner characterized in that the contact portion of the elastically deforming portion with the casing is constituted by a protrusion. In the damper structure of the vehicle air conditioner according to claim 1 or 2,
The inner surface of the casing is provided with a sliding contact surface with which the elastic deformation portion of the damper contacts,
The damper structure of a vehicle air conditioner, wherein the sliding contact surface extends flat in a circumferential direction of the bearing portion. In the damper structure of the vehicle air conditioner according to any one of claims 1 to 3,
A damper structure for a vehicle air conditioner, wherein a plurality of elastic deformation portions are provided at intervals in the circumferential direction. In the damper structure of the vehicle air conditioner according to any one of claims 1 to 4,
The elastically deformable portions are provided on one side and the other side of the support shaft in the axial direction,
The elastic deformation portion on one side and the elastic deformation portion on the other side are formed so as to be elastically deformed opposite to each other in the axial direction, and are positioned so as to contact the casing from the opposite sides in the axial direction. A damper structure for a vehicle air conditioner. In the damper structure of the vehicle air conditioner according to claim 1,
The damper structure of a vehicle air conditioner, wherein the elastically deforming portion is provided in a closing portion of the damper. In the damper structure of the vehicle air conditioner according to claim 6,
The elastically deforming portion protrudes from one axial edge portion of the support shaft at the closing portion, and is a damper structure for a vehicle air conditioner.

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