JP2013116675A - Damper driving structure of air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress abnormal sound generated by a pin which hits an inner face of a groove, without making a gap, between the pin and the groove, minute when a damper is operated by engaging the pin of a link, connected to the damper, with the groove of a power transmission member.SOLUTION: A damper driving structure of an air conditioner for a vehicle includes: the damper that is provided in a casing in which there is formed an air passage where air for air conditioning flows inside, and that opens or closes the air passage; the link 44 that is connected to the damper; and a main link 50 that transmits driving force to the link 44. The damper driving structure of an air conditioner for a vehicle is constituted so as to transmit driving force to the damper by inserting the pin 44a included in the link 44 into the groove 56 that is formed in the main link 50. There is provided an elongated projection section 70 for generating frictional force with the pin 44a by contacting the pin 44a in the inner face of the groove 56.

Description

  The present invention relates to a damper drive structure for a vehicle air conditioner mounted on, for example, an automobile.

  2. Description of the Related Art Conventionally, a vehicle air conditioner has a casing that houses a heat exchanger or the like, and an air passage through which air for air conditioning is introduced is formed inside the casing. The air passage is opened and closed by a damper disposed inside the casing (see, for example, Patent Document 1).

  A link is connected to the damper of Patent Document 1. In addition, a disk-shaped driving force transmission member that transmits a driving force of an actuator or the like to the link is provided outside the casing. The driving force transmission member has a groove that engages with the link pin. When the driving force transmission member is operated by an actuator or the like, the link pin slides in the groove, thereby driving the link. The force is transmitted and the damper opens and closes.

  Since the link pin slides in the groove of the power transmission member in this way, the pin diameter is set smaller than the groove width to form a gap between the outer peripheral surface of the pin and the inner surface of the groove. In general, it is possible to allow a molding error and reduce sliding resistance.

  Further, usually, the damper of the vehicle air conditioner is driven until it presses against the sealing surface of the casing with a predetermined force in order to ensure the sealing performance in the closed state.

JP 2010-260435 A

  However, since the gap is formed between the pin of the link and the groove of the driving force transmission member as described above, there is a concern that the pin hits the inner surface of the groove, and so-called hitting noise is generated as abnormal noise. That is, in the closed state of the damper, the link pin and the groove of the driving force transmission member are engaged to press the damper against the seal surface of the casing with a predetermined force, so that the reaction force from the damper is applied to the link pin. Is working. When the driving force transmission member is moved in the opening direction of the damper from this state, the damper pressed against the seal surface of the casing is instantaneously moved in the opening direction. At this time, the link pin and the groove of the driving force transmission member are moved. Since there is a gap between the pins, the pin moves in the groove and hits the inner surface of the groove, and as a result, a tapping sound is generated.

  On the other hand, it is conceivable to set the gap between the link pin and the groove of the driving force transmission member as small as possible so that the pin does not play. It is difficult to make.

  The present invention has been made in view of such a point, and the object of the present invention is to engage the pin of the link connected to the damper and the groove of the driving force transmission member to operate the damper. An object of the present invention is to suppress noise generated by the pin hitting the inner surface of the groove without making the gap with the groove minute.

  In order to achieve the above object, in the present invention, the play of the pin is suppressed by generating a frictional force between a part of the inner surface of the groove of the driving force transmitting member and the pin of the link.

A first invention is provided in a casing in which an air passage through which air-conditioning air flows is formed, and a damper that opens and closes the air passage;
A link connected to the damper,
A driving force transmission member that transmits the driving force to the link;
In the damper driving structure of the vehicle air conditioner configured to insert the pin of the link into the groove formed in the driving force transmitting member and transmit the driving force to the damper.
The inner surface of the groove is provided with a contact portion that contacts the pin and generates a frictional force with the pin.

  According to this configuration, since a frictional force is generated between the inner surface of the groove of the driving force transmission member and the pin of the link, it is possible to prevent the pin from playing in the groove. Accordingly, when the damper in the closed state is driven in the opening direction, the pin does not move so as to hit the inner surface of the groove.

According to a second invention, in the first invention,
The tip surface of the pin is arranged to face the bottom surface of the groove,
The contact portion is provided on the bottom surface of the groove.

  According to this configuration, it is possible to prevent the pin from playing in the groove while forming a gap for absorbing molding variations with a margin between the outer peripheral surface of the pin and the side surface of the groove.

According to a third invention, in the first or second invention,
The damper is provided with a seal member that compresses and deforms in contact with the casing in a closed state,
The contact portion is provided only in an operation region where a compression load of the seal member against the damper is removed.

  That is, in the operation region where the compressive load of the seal member with respect to the damper is removed, the damper is likely to move carelessly, and this makes it easier for the pin to play in the groove and generate a hitting sound. On the other hand, when the contact portion of the present invention comes into contact with the pin, it is considered that the operation of the damper becomes heavy due to the frictional force generated at that time.

  In the present invention, the contact portion is provided only in the operation region in which the compressive load of the seal member with respect to the damper is removed, so that it is possible to suppress the operability of the damper while reliably suppressing the hitting sound. .

  According to the first invention, since the frictional force is generated between the inner surface of the groove of the driving force transmitting member and the pin of the link to prevent the pin from playing in the groove, the gap between the pin and the groove is not made minute. However, the pin does not move so as to hit the inner surface of the groove, and the generation of abnormal noise can be suppressed.

  According to the second aspect of the invention, since the contact portion is provided on the bottom surface of the groove of the driving force transmission member, the gap between the outer peripheral surface of the pin and the side surface of the groove is provided to sufficiently absorb the molding variation. In this case, it is possible to suppress the occurrence of abnormal noise by suppressing the pin from playing in the groove.

  According to the third invention, since the contact portion is provided only in the operation region where the compression load of the seal member with respect to the damper is removed, it is possible to suppress the deterioration of the operability of the damper while suppressing the generation of abnormal noise. .

It is a right view of the vehicle air conditioner concerning an embodiment. It is sectional drawing of the vehicle air conditioner. It is a left view of a main link. It is the IV-IV sectional view taken on the line in FIG. 3 at the time of inserting the pin of a heat link into the heat groove of a main link. It is the IV-IV sectional view taken on the line in FIG. It is the VI-VI sectional view taken on the line in FIG. It is the VII-VII sectional view taken on the line in FIG. It is the VIII-VIII sectional view taken on the line in FIG.

  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.

  FIG. 1 is a right side view of a vehicle air conditioner 1 including a damper drive structure 10 according to an embodiment of the present invention.

  In the description of this embodiment, 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 right side of the vehicle is simply referred to as “right”, and the left side of the vehicle is simply referred to as “left”. To do.

  The vehicle air conditioner 1 is mounted in an instrument panel (not shown) disposed at the front end of a vehicle cabin.

  The vehicle air conditioner 1 includes a blower unit (not shown) and an air conditioning unit 20. The blower unit is disposed on the passenger seat side of the vehicle, and the air conditioning unit 20 is disposed in the center in the vehicle width direction. The blower unit and the air conditioning unit 20 are connected.

  The blower unit includes a blower and includes an inside / outside air switching unit. The inside / outside air switching unit is for selecting and introducing one of air inside the vehicle interior and air outside the vehicle compartment. The blower unit can send air inside the vehicle compartment or air outside the vehicle compartment to the air conditioning unit 20.

  As shown in FIG. 2, the air conditioning unit 20 includes an evaporator 21 as a cooling heat exchanger, a heater core 22 as a heating heat exchanger, an air mix damper 23, a defroster damper 24, a vent damper 25, and a heat damper. 26 and a resin casing 27 for housing them.

  The casing 27 includes a front casing 27a and a rear casing 27b that are divided at an intermediate portion in the front-rear direction. The evaporator 21 is accommodated in the front casing 27a, while the heater core 22, the air mix damper 23, the defroster damper 24, the vent damper 25, and the heat damper 26 are accommodated in the rear casing 27b. Yes. The front casing 27a and the rear casing 27b are coupled using fasteners, screws, or the like.

  Inside the casing 27, an air passage R through which air-conditioning air flows is formed. The evaporator 21 is accommodated in the air passage R inside the front casing 27a.

  The air conditioning air flowing in the cooling passage R1 constituting a part of the air passage R passes through the evaporator 21, whereby the refrigerant and the air conditioning air exchange heat, and the air conditioning air is cooled. At this time, the evaporator 21 Condensed water condensed on the surface of the water flows downward through the tubes and fins.

  As shown in FIG. 1, a drain portion D is provided on the bottom wall portion of the casing 27 for collecting and discharging the condensed water that has condensed and dropped on the evaporator 21. A drain hose H for discharging condensed water to the outside of the passenger compartment is connected to the drain part D.

  As shown in FIG. 2, a defroster outlet 32 is formed in the vicinity of the central portion in the front-rear direction of the upper wall portion of the casing 27. The defroster outlet 32 is connected to a defroster duct (not shown) extending to the defroster nozzle of the instrument panel.

  A vent outlet 34 is formed at the rear side of the upper wall portion of the casing 27 from the defroster outlet 32. Although not shown, a vent duct extending to the vent nozzle of the instrument panel is connected to the vent outlet 34.

  A heat outlet 36 is formed on the rear side of the casing 27. Although not shown, a foot duct extending to the passenger's feet is connected to the heat outlet 36.

  A downstream portion of the cooling passage R1 of the air passage R branches up and down in the rear casing 27b, and an upper opening 29 formed on the upper side of the partition wall 38 in the rear casing 27b and a lower side of the partition wall 38. It communicates with the lower opening 28 formed in.

  A heating passage R <b> 2 that heats air for air conditioning is connected to the lower opening 28. This heating passage R2 also constitutes a part of the air passage R. The upper opening 29 is connected to an air mix space R3 constituting a part of the air passage R. The downstream side of the heating passage R2 is connected to the air mix space R3.

  The air mix damper 23 is configured to open and close the upper opening 29 and the lower opening 28 and also to open and close the downstream end opening 30 of the heating passage R2, and as shown by the solid line in FIG. 29, the lower opening 28 and the downstream end opening 30 of the heating passage R2 are fully closed, while the upper opening 29 is fully closed as shown by the phantom line in FIG. The opening 28 and the downstream end opening 30 of the heating passage R2 are fully opened.

  In addition, the opening degree of each opening part 28,29,30 by the air mix damper 23 can be set arbitrarily.

The defroster damper 24 opens and closes the defroster outlet 32, and includes a rotation shaft 24a extending in the left-right direction and a pair of blocking plate portions 24b, 24b extending in the radial direction from the rotation shaft 24a. Both left and right end portions of the rotation shaft 24 a are rotatably supported by the left and right side walls of the casing 27. Each closing plate part 24b is made into the substantially rectangular shape long in the left-right direction. When the defroster damper 24 is rotated around the rotation shaft 24a, the defroster outlet 32 is covered with the blocking plates 24b and 24b (shown by solid lines), and the defroster outlet 32 is closed with the blocking plates 24b and 24b. It is switched to an open state (indicated by a virtual line) that is not covered.
In addition, a compression-deformable seal member 24c made of an elastic member such as urethane foam is provided at the peripheral edge of each closing plate portion 24b of the defroster damper 24. When the defroster damper 24 is in a closed state, the seal member 24c is pressed against a seal surface provided on the inner surface of the casing 27 and is compressed and deformed.

  As shown in FIG. 1, the right end portion of the rotation shaft 24a of the defroster damper 24 protrudes from the right side wall portion of the casing 27, and a first defroster link 40 made of resin is attached to the right end portion of the rotation shaft 24a. It has been.

  As shown in FIG. 2, the vent damper 25 opens and closes the vent outlet 34, and includes a pivot shaft 25a extending in the left-right direction and a pair of blocking plate portions 25b, 25b extending in the radial direction from the pivot shaft 25a. It has. Both left and right end portions of the rotation shaft 25a are rotatably supported by the left and right side walls of the casing 27. Each blocking plate portion 25b has a substantially rectangular shape that is long in the left-right direction. When the vent damper 25 rotates around the rotation shaft 25a, the vent outlet 34 is covered with the closing plate portions 25b and 25b (shown by solid lines), and the vent outlet 34 is covered with the closing plate portions 25b and 25b. Switched to an open state (shown in phantom).

  Further, a sealing member 25 c similar to the defroster damper 24 is provided on the peripheral edge of each closing plate portion 25 b of the vent damper 25. When the vent damper 25 is in the closed state, the seal member 25c is pressed against the seal surface of the casing 27 and is compressed and deformed.

  The right end portion of the rotation shaft 25a of the vent damper 25 protrudes from the right wall portion of the casing 27, and one end portion of a resin vent link 43 is attached to the right end portion of the rotation shaft 25a as shown in FIG. Yes. The other end of the vent link 43 is engaged with a main link (driving force transmission member) 50 described later.

  As shown in FIG. 2, the heat damper 26 opens and closes the heat outlet 36, and includes a rotating shaft 26a extending in the left-right direction and a closing plate portion 26b extending in the radial direction from the rotating shaft 26a. . Both left and right ends of the rotation shaft 26 a are rotatably supported by the left and right side walls of the casing 27. The blocking plate portion 26b is formed in a substantially rectangular shape that is long in the left-right direction. When the heat damper 26 rotates around the rotation shaft 26a, the closed state (indicated by a solid line) where the heat outlet 36 is covered with the closing plate portion 26b, and the open state where the closing plate portion 26b does not cover the heat outlet 36 ( (Indicated by a virtual line).

  Further, a sealing member 26 c similar to the defroster damper 24 is provided at the peripheral edge of the closing plate portion 26 b of the heat damper 26. When the heat damper 26 is in the closed state, the seal member 26c is pressed against the seal surface of the casing 27 and is compressed and deformed.

  The right end portion of the rotation shaft 26a of the heat damper 26 protrudes from the right side wall portion of the casing 27, and one end portion of a resin heat link 44 is attached to the right end portion of the rotation shaft 26a as shown in FIG. Yes. The other end of the heat link 44 is engaged with a main link 50 described later.

  As shown in FIG. 2, the heater core 22 is disposed in the heating passage R2. Engine cooling water circulates inside the heater core 22. The air for air conditioning is heated by heat exchange between the engine cooling water and the air for air conditioning flowing in the heating passage R2.

  Moreover, as shown in FIG. 1, the resin-made 2nd defroster link 41 is attached to the outer surface of the right side wall part of the casing 27 so that rotation is possible. One end of the second defroster link 41 is engaged with the first defroster link 40 and the other end is engaged with a main link 50 described later.

  A resin main link 50 is rotatably attached to the outer surface of the right side wall portion of the casing 27. The main link 50 is formed in a plate shape close to a circle, and is used to transmit an occupant's operating force (driving force) to the second defroster link 41, the vent link 43, and the heat link 44.

  As shown in FIG. 3, a bearing hole 51 penetrating in the thickness direction is formed near the center of the main link 50. A support shaft 27c (shown in FIG. 1) protruding from the right side wall portion of the casing 27 is inserted into the bearing hole 51, and the main link 50 is rotatable around the support shaft 27c.

  A rod connection hole 53 to which one end portion of the rod 60 shown in FIG. 1 is connected is formed at a portion of the main link 50 that is separated from the bearing hole 51 in the radial direction. The rod 60 is disposed outside the right side wall portion of the casing 27. An operation link 61 connected to an operation wire (not shown) operated by a passenger is rotatably attached to the outside of the right side wall portion of the casing 27. The operation link 61 and the rod 60 are connected to each other. The other end is connected.

  The operation wire can transmit the operation force as a driving force to the dampers 24 to 26 when the occupant operates the operation means such as the blow mode switching lever in the passenger compartment. Accordingly, the occupant's operating force is input to the main link 50 as a driving force via the operating wire, the operating link 61 and the rod 60.

  Further, ribs 52 are respectively provided on the left side surface (surface on the casing 27 side) of the main link 50 shown in FIG. 3 and the right side surface (side opposite to the casing 27) of the main link 50 shown in FIG. .

  Also, on the left side of the main link 50 shown in FIG. 3, a pin (not shown) of the second defroster link 41 is inserted and engaged, and a pin (not shown) of the vent link 43 is inserted. The vent groove 55 engaged and the pin 44a (shown in FIG. 4) of the heat link 44 are inserted and the heat groove 56 engaged is formed.

  The defroster groove 54, the vent groove 55, and the heat groove 56 are positioned on the outer peripheral portion of the main link 50 and extend in the circumferential direction of the main link 50 while being bent. As the main link 50 rotates, the pin 44a illustrated in FIG. 4 slides in the defroster groove 54, the vent groove 55, and the heat groove 56, whereby the second defroster link 41, the vent link 43, and the heat link. 44 rotates. The defroster damper 24, the vent damper 25 and the heat damper 26 are rotated by the rotation of the second defroster link 41, the vent link 43 and the heat link 44.

  The amount of rotation and the timing of rotation of the defroster damper 24, the vent damper 25, and the heat damper 26 are set according to the shape and position of the defroster groove 54, the vent groove 55, and the heat groove 56.

  In this embodiment, for example, a defroster mode in which the defroster outlet 32 is opened and the vent outlet 34 and the heat outlet 36 are closed, or a vent mode in which the defroster outlet 32 and the heat outlet 36 are closed and the vent outlet 34 is opened, It is possible to switch to a plurality of blowing modes such as a bi-level mode in which the vent outlet 34 and the heat outlet 36 are opened. Note that the blowing mode is not limited to these.

  As shown in FIG. 5, the heat groove 56 has a substantially rectangular cross-sectional shape perpendicular to the longitudinal direction. A bottom surface 56 a of the heat groove 56 extends in a direction substantially orthogonal to the rotation axis of the main link 50. Further, both side surfaces 56b, 56b of the heat groove 56 extend substantially parallel to each other and substantially perpendicular to the bottom surface 56a. As shown in FIG. 4, the tip surface of the pin 44 a faces the bottom surface 56 a of the heat groove 56 in a state where the pin 44 a of the heat link 44 is inserted into the heat groove 56. In addition, the outer diameter of the pin 44a is set smaller than the width of the heat groove 56, and a slight gap is formed between the outer peripheral surface of the pin 44a and the side surface 56b of the heat groove 56. Yes. This is to allow variation in molding of the main link 50 and the heat link 44.

  As shown in FIG. 3, a region on one side in the longitudinal direction of the heat groove 56 (left side in FIG. 3) has a groove shape for closing the heat damper 26 and is a heat damper closed region HC. A region in the middle in the longitudinal direction of the heat groove 56 has a groove shape for opening the heat damper 26, and is a heat damper open region HO.

  Of the heat damper closed region HC in the heat groove 56, a predetermined region close to one end (left end) in the longitudinal direction is a seal member compression region HC1 for compressing the seal member 26c of the heat damper 26 to the seal surface of the casing 27. The heat damper 26 hardly rotates. Of the heat damper closed region HC in the heat groove 56, the region close to the other end in the longitudinal direction (right end) rotates the heat damper 26 in the closed state in the open direction or rotates the heat damper 26 in the open state in the close direction. It is a damper rotation area HC2 to be moved.

  In the heat damper closed region HC on the bottom surface 56 a of the heat groove 56, a heat protrusion portion 70 is formed in the heat groove 56 for contacting the tip surface of the pin 44 a of the heat link 44 and generating a frictional force with the pin 44 a. It is formed to bend and extend along. As shown in FIGS. 4 and 5, the heat protrusion 70 is located at the center in the width direction of the bottom surface 56 a of the heat groove 56, and therefore contacts the vicinity of the center on the tip surface of the pin 44 a. become.

  Further, as shown in FIG. 6, the protruding height of the heat ridge 70 from the bottom surface 56 a is set so as to gradually decrease toward the right open region HO side in the heat damper closed region HC of the heat groove 56. ing. The maximum height of the heat protrusion 70 is preferably set so that the tip end surface of the pin 44a can float about 1.0 mm from the bottom surface 56a of the heat groove 56.

  As shown in FIG. 7, the vent groove 55 also has a bottom surface 55 a and side surfaces 55 b and 55 b similar to the heat groove 56. As shown in FIG. 3, a region on one side in the longitudinal direction of the vent groove 55 (lower side in FIG. 3) has a groove shape for opening the vent damper 25, and serves as a vent damper open region VO. A region on the other side in the longitudinal direction of the vent groove 55 (upper side in FIG. 3) has a groove shape for closing the vent damper 25, and is a vent damper closed region VC. Although not shown, the vent damper open region VO is composed of a seal member compression region and a damper rotation region, like the heat groove 56.

  In the vent damper opening region VO on the bottom surface 55a of the vent groove 55, a vent protrusion 71 that contacts the pin of the vent link 43 is formed in the same manner as the heat groove 56, and a frictional force is generated between the vent link 43 and the pin. Is supposed to occur.

  As shown in FIG. 3, the defroster groove 54 also has a bottom surface 54 a and side surfaces 54 b and 54 b similar to the heat groove 56.

  The defroster damper 24, the vent damper 25, the heat damper 26, the second defroster link 41, the vent link 43, the heat link 44, and the main link 50 constitute the damper drive structure 10 of the vehicle air conditioner 1 of the present invention.

  Next, operation | movement of the vehicle air conditioner 1 comprised as mentioned above is demonstrated.

  The air-conditioning air blown from the blower unit flows into the cooling passage R <b> 1 in the air passage R of the casing 27 and passes through the evaporator 21. Further, the amount of air flowing into the heating passage R2 is determined according to the rotational position of the air mix damper 23. The air that has flowed into the heating passage R2 passes through the heater core 22 and is heated to flow into the air mix space R3, while the air that has not flowed into the heating passage R2 flows directly from the cooling passage R1 into the air mix space R3.

  The conditioned air generated in the air mix space R3 flows toward the defroster outlet 32, the vent outlet 34, and the heat outlet 36. At this time, since the blowing mode is set according to the open / closed state of the defroster damper 24, the vent damper 25, and the heat damper 26, conditioned air is supplied to each part of the passenger compartment according to the blowing mode.

  When the occupant switches the blowing mode, a lever or the like in the passenger compartment is operated. The operating force of the lever or the like is transmitted to the main link 50 through the operating wire, the operating link 61 and the rod 60, and the main link 50 rotates around the support shaft 27c.

  When the main link 50 rotates, the defroster groove 54, the vent groove 55, and the heat groove 56 move around the support shaft 27c. As a result, the second defroster link 41, the vent link 43, and the heat link 44, which are engaged with the defroster groove 54, the vent groove 55, and the heat groove 56, rotate, and the defroster damper 24, the vent damper 25, and the heat damper 26 rotate. Move.

  Here, for example, when closing the heat damper 26 in the open state, the pin 44a of the heat link 44 relatively moves in the heat groove 56 toward the heat damper closed region HC. Then, as shown in FIG. 4, the pin 44 a of the heat link 44 starts to contact the heat protrusion 70. At this time, since the protrusion height of the heat protrusion 70 gradually increases, the frictional force with the pin 44a does not increase rapidly but gradually increases. Therefore, it is difficult for the operating passenger to feel uncomfortable.

  In the damper rotation region HC2 in the heat damper closed region HC, the seal member 26c of the heat damper 26 approaches the seal surface of the casing 27. When the seal member 26 c of the heat damper 26 comes into contact with the seal surface of the casing 27, the pin 44 a of the heat link 44 reaches the seal member compression region HC 1 of the heat groove 56. When the main link 50 further rotates in the direction to close the heat damper 26, the pin 44a strongly contacts the side surface 56b of the heat groove 56 and tries to strongly rotate the heat damper 26 in the closing direction. 27 is elastically deformed by being pressed against the sealing surface.

  In the closed state, the pin 44a remains in strong contact with the side surface 56b of the heat groove 56 due to the repulsive force of the seal member 26c. When the heat damper 26 is opened from this state, the main link 50 is rotated in the opposite direction by the occupant's operation. When the main link 50 starts to rotate and the pin 44a in the seal member compression region HC1 reaches the damper rotation region HC2, the heat damper 26 is allowed to rotate, so the pin 44a that has received the repulsive force of the seal member 26c. Suddenly rotates in the opening direction of the heat damper 26. At this time, a gap is formed between the pin 44a and the side surfaces 56b, 56b of the heat groove 56. However, the heat projecting portion 70 of the heat groove 56 is in contact with the pin 44a and between the pin 44a and the pin 44a. Since the frictional force is generated, the pin 44 a does not play in the heat groove 56. Therefore, the pin 44a does not hit the side face 56b of the heat groove 56, and the generation of a hitting sound is suppressed.

  Then, when the main link 50 further rotates in the opening direction of the heat damper 26, the pin 44a comes out of the damper rotation area HC2, but at this time, the height of the heat protrusion 70 gradually decreases. The occupant's operating force does not change abruptly.

  The opening and closing of the vent damper 25 is the same as that of the heat damper 26. In other words, since the vent ridge portion 71 is provided in the vent groove 55, the generation of a hitting sound by the pin of the vent link 43 is suppressed.

  As described above, according to the damper drive structure 10 for a vehicle air conditioner according to this embodiment, a frictional force is generated between the bottom surface 56 a of the heat groove 56 of the main link 50 and the pin 44 a of the heat link 44. Thus, the pin 44a can be prevented from playing in the heat groove 56. Thereby, even if it does not make the clearance gap between the pin 44a and the heat groove 56 minute, the pin 44a does not move so that it may hit the inner surface of the heat groove 56, and generation | occurrence | production of abnormal noise can be suppressed.

  Further, in this embodiment, since the heat protrusion 70 is provided on the bottom surface 56 a of the heat groove 56, molding variation is provided with a margin in the gap between the outer peripheral surface of the pin 44 a and the side surfaces 56 b and 56 b of the heat groove 56. It is possible to suppress the occurrence of abnormal noise by suppressing the pin 44a from playing in the heat groove 56 while sufficiently absorbing.

  Similar effects can be achieved on the vent side.

  In the above-described embodiment, the heat ridge 70 is separated from the region where the compression load of the seal member 26c is applied to the heat damper 26 (the seal member compression region HC1) and the compression load of the seal member 26c to the heat damper 26 is removed. However, the present invention is not limited to this, and the heat protrusion 70 may be formed only in the damper rotation area HC2. By doing so, it is possible to suppress the operability deterioration of the heat damper 26 while suppressing the generation of abnormal noise. The same applies to the bent ridge 71.

  Further, the heat protrusion 70 may be provided on the side surface 56 b of the heat groove 56. The same applies to the bent ridge 71.

  Moreover, in the said embodiment, although the main link 50 is made to rotate with a passenger | crew's operating force, it is not restricted to this, For example, an electric actuator is attached to the casing 27, and the main link 50 is rotated by this actuator. It may be.

  Moreover, although the case where this invention was applied to the dampers 24-26 for switching blowing modes was demonstrated in the said embodiment, it does not restrict to this, For example, it is made to drive by applying this invention to the air mix damper 23, for example. May be.

  Moreover, as a structure of the air conditioner 1, it is also possible to apply this invention to the full center type air conditioner which integrates a ventilation unit and an air conditioning unit in the center part of a vehicle width direction.

  As described above, the damper driving structure of the vehicle air conditioner according to the present invention can be used, for example, when driving a damper that switches the blowing mode.

DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 10 Damper drive structure 20 Air conditioning unit 24 Defroster damper 24c Seal member 25 Vent damper 25c Seal member 26 Heat damper 26c Seal member 40 First defroster link 41 Second defroster link 43 Vent link 44 Heat link 50 Main link (driving force) (Transmission member)
55 Vent groove 55a Bottom face 56 Heat groove 56a Bottom face 70 Heat protrusion (contact part)
71 Vent ridge (contact part)
R air flow path

Claims (3)

A damper that is provided in a casing in which an air passage through which air for air conditioning flows is formed, and that opens and closes the air passage;
A link connected to the damper,
A driving force transmission member that transmits the driving force to the link;
In the damper driving structure of the vehicle air conditioner configured to insert the pin of the link into the groove formed in the driving force transmitting member and transmit the driving force to the damper.
A damper drive structure for a vehicle air conditioner, wherein a contact portion that contacts the pin and generates a frictional force with the pin is provided on an inner surface of the groove. In the damper drive structure of the vehicle air conditioner according to claim 1,
The tip surface of the pin is arranged to face the bottom surface of the groove,
The damper drive structure for a vehicle air conditioner, wherein the contact portion is provided on a bottom surface of the groove. In the damper drive structure of the vehicle air conditioner according to claim 1 or 2,
The damper is provided with a seal member that compresses and deforms in contact with the casing in a closed state,
The damper drive structure for a vehicle air conditioner, wherein the contact portion is provided only in an operation region where a compressive load of the seal member with respect to the damper is removed.

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