JP2017149301A - Air blowout device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air blowout device for a vehicle capable of blow out conditioned air to be dispersed to the whole of a targeted object.SOLUTION: A casing 11 includes a left side wall part 11d and a right side wall part 11e, that is, a first side wall part and a second side wall part that are connected to a blowout opening 11a, and which are arrange to face each other. A plurality of louvers 13, which are a plurality of flow straightening and adjusting parts, are arranged in alignment in a direction from the left side wall part 11d to the right side wall part 11e. A flow velocity difference adjusting louver 13L, that is, a first flow velocity difference adjusting part that adjusts a direction of conditioned air with a flow velocity difference in the conditioned air, is disposed closer to the side of the left side wall part 11d than the plurality of louvers 13.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle air blowing device.

  2. Description of the Related Art Conventionally, there is known a vehicle air blowing device that integrates two types of air outlets, a defrost air outlet that blows air toward the windshield of a vehicle and a vehicle air outlet that blows air toward the vehicle interior. Yes. Specifically, the vehicle air blowing device executes a plurality of modes by changing the mode of the conditioned air blown from a single air outlet provided in the instrument panel.

  For example, a vehicle air blowing device described in Patent Document 1 below includes a casing that surrounds a ventilation path that guides conditioned air from a vehicle air conditioner, an airflow deflecting door disposed in the ventilation path, and a plurality of left and right adjustment doors. And. The vehicle air blowing device changes the position and orientation of the airflow deflecting door to generate a flow velocity difference in the flow of the plurality of conditioned air, and uses the flow velocity difference to change the conditioned airflow direction in the vehicle longitudinal direction. Change. In addition, the vehicle air blowing device described in Patent Literature 1 below changes the traveling direction of the conditioned air flowing along the left-right adjustment door by changing the attitude of the left-right adjustment door, thereby air-conditioning in the vehicle left-right direction. Change the wind direction. The vehicle air blowing device changes the direction of the conditioned air in this manner, thereby blowing the conditioned air to the windshield and another mode other than the defrost mode (for example, blowing the conditioned air to the face of the passenger) Switch to face mode).

JP, 2014-210564, A

  In some cases, the size of the air outlet cannot be sufficiently ensured from the viewpoint of the space of the instrument panel or the design. In this case, the vehicle air blowing device is preferably blown out so as to diffuse the conditioned air from the outlet. For example, when anti-fogging of the windshield is performed by a blowout opening provided in a part of the instrument panel in the left-right direction of the vehicle, in order to supply the conditioned air to a portion far away from the blowout opening, Is preferably blown out so as to diffuse in the vehicle left-right direction. Such a request becomes more prominent when the air outlet is provided on one side of the vehicle left-right direction.

  However, there is a problem that the conditioned air cannot be sufficiently diffused by changing the wind direction of the conditioned air in the left and right direction of the vehicle only by the left and right direction adjusting door as in the vehicle air blowing device described in Patent Document 1. there were. As a result, in the defrost mode, a region in which the air-conditioning air cannot be sufficiently supplied occurs in the windshield, and there is a problem that anti-fogging in a wide range cannot be achieved.

  This invention is made | formed in view of such a subject, The objective is to provide the air blowing apparatus for vehicles which can blow off an air-conditioning wind so that it may diffuse to the whole blowing object.

In order to solve the above problems, a vehicle air blowing device according to the present invention includes a casing (11) that surrounds a ventilation path (X) that guides conditioned air and blows out conditioned air from an outlet (11a) at an end.
A plurality of rectification adjustment units (13, 13A, 13B) arranged in the ventilation path and for adjusting the direction of the conditioned air by the rectification effect. The casing has a first side wall portion (11d) and a second side wall portion (11e) which are connected to the air outlet and are arranged to face each other. The plurality of rectification adjusting portions are arranged so as to be aligned from the first side wall portion toward the second side wall portion. A first flow rate difference adjustment unit (13L, 12A2, 12B2) that adjusts the airflow direction of the conditioned air according to the flow rate difference of the conditioned air is provided on the first side wall portion side of the plurality of rectifying adjustment units.

  According to the above configuration, the first flow rate difference adjusting unit that adjusts the airflow direction of the conditioned air by the flow rate difference of the conditioned air is provided closer to the first side wall than the plurality of rectifying adjustment units. Therefore, while adjusting the wind direction by the plurality of rectifying adjustment units so that the conditioned air blown from the outlet is diffused in the direction from the second side wall portion toward the first side wall portion, the adjusted wind direction is changed to the first air direction. It can adjust so that it may spread | diffuse further in the same direction with a flow-rate difference adjustment part. As a result, the conditioned air can be blown out so as to diffuse from the outlet to the entire blowing target.

  ADVANTAGE OF THE INVENTION According to this invention, the air blowing apparatus for vehicles which can blow off an air-conditioning wind so that it may diffuse over the whole blowing object can be provided.

It is a mimetic diagram showing composition of the air blowing device for vehicles concerning a 1st embodiment. It is a schematic diagram which shows the vehicle air conditioner of FIG. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 1st Embodiment. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 1st Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 1st Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 1st Embodiment. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 2nd Embodiment. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 2nd Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 2nd Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 2nd Embodiment. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 3rd Embodiment. It is explanatory drawing explaining operation | movement in the defrost mode of the air blowing apparatus for vehicles which concerns on 3rd Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 3rd Embodiment. It is explanatory drawing explaining operation | movement in the face mode of the air blowing apparatus for vehicles which concerns on 3rd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same constituent elements in the drawings will be denoted by the same reference numerals as much as possible, and redundant description will be omitted.

[First Embodiment]
A vehicle air blowing device 10 according to the first embodiment will be described with reference to FIGS. 1 to 6. The vehicle air blowing device 10 is a device that is mounted on a vehicle and blows out conditioned air from the air conditioning case 21 of the vehicle air conditioning device 20 through the air outlet 11a. The blower outlet 11a is arrange | positioned in the site | part near the right end among the instrument panels 1 of a vehicle, and is exhibiting the shape elongated in the left-right direction. In addition, the left-right direction length of the blower outlet 11a and the arrangement | positioning location in the upper surface 1a can be changed arbitrarily. A configuration similar to that of the vehicle air blowing device 10 according to the present embodiment is also generally referred to as a “hybrid differential device”.

  In this specification, the direction in which the vehicle moves forward is referred to as “front”, and the direction in which the vehicle moves backward is referred to as “rear”. Further, the left direction when the vehicle faces in the forward direction is referred to as “left”, and the right direction is referred to as “right”. Further, the description will be made by referring to the vertically upward direction as “up” and the vertically downward direction as “down”.

  The vehicle air conditioner 20 is disposed inside the instrument panel 1 of the vehicle. The instrument panel 1 is disposed in front of the front seat in the vehicle interior. As shown in FIG. 2, the vehicle air conditioner 20 includes an air conditioning case 21 that forms an outer shell. The air conditioning case 21 forms an air passage that guides air into the passenger compartment. An air intake port 22 and an external air intake port 23 are formed at the most upstream part of the air flow of the air conditioning case 21. The inside air suction port 22 is an opening for sucking air in the vehicle interior. The outside air inlet 23 is an opening for sucking air outside the passenger compartment.

  An inlet opening / closing door 24 is provided in the vicinity of the inside air inlet 22 and the outside air inlet 23. By operating the inlet opening / closing door 24 so as to open one or both of the inside air inlet 22 and the outside air inlet 23, one or both of the air inside the vehicle compartment and the air outside the vehicle compartment are sucked into the air conditioning case 21. The The operation of the suction opening / closing door 24 is controlled by a control signal output from a control device (not shown). On the downstream side of the suction opening / closing door 24, a blower 25 that sucks and blows air is disposed.

  An evaporator 26 that cools the air blown out by the blower 25 is disposed on the downstream side of the blower 25. The evaporator 26 is a heat exchanger that exchanges heat between the refrigerant flowing in the evaporator 26 and air. The evaporator 26 constitutes a vapor compression refrigeration cycle together with a compressor, a condenser, an expansion valve and the like (not shown).

  A heater core 27 is disposed on the downstream side of the evaporator 26. The heater core 27 is a heat exchanger that heats the air cooled by the evaporator 26. The heater core 27 of the present embodiment heats air using a cooling water of an engine (not shown) of the vehicle as a heat source. Further, on the downstream side of the evaporator 26, a cold air bypass passage 28 is formed in which the air that has passed through the evaporator 26 flows around the heater core 27.

  Here, the temperature of the air mixed on the downstream side of the heater core 27 and the cold air bypass passage 28 varies depending on the ratio of the flow rate of the air passing through the heater core 27 and the air passing through the cold air bypass passage 28.

  For this reason, an air mix door 29 is arranged on the downstream side of the evaporator 26 and on the inlet side of the heater core 27 and the cold air bypass passage 28. The air mix door 29 continuously changes the ratio of the flow rate of air flowing into the heater core 27 and the cold air bypass passage 28. The air mix door 29 adjusts the temperature of the air together with the evaporator 26 and the heater core 27. In this specification, the flow of air whose temperature has been adjusted in this way is referred to as “air conditioned air”. The operation of the air mix door 29 is controlled by a control signal output from the control device.

  A defrost / face opening 30 and a foot opening 31 are provided on the downstream side of the heater core 27 and the cold air bypass passage 28. The defrost / face opening 30 communicates with the air outlet 11 a provided on the upper surface 1 a of the instrument panel 1 via the vehicle air blowing device 10. The foot opening 31 communicates with the foot outlet 33 via the foot duct 32.

  A defrost / face door 34 is disposed upstream of the defrost / face opening 30. The defrost / face door 34 opens and closes the defrost / face opening 30. A foot door 35 is disposed on the upstream side of the foot opening 31. The foot door 35 opens and closes the foot opening 31. The defrost / face door 34 and the foot door 35 switch the blowing state of the conditioned air so that the conditioned air is blown from one or both of the defrost / face opening 30 and the foot opening 31 by opening and closing operations thereof.

  The vehicle air blowing device 10 is disposed in the instrument panel 1. The vehicle air blowing device 10 communicates with the defrost / face opening 30 and functions to guide the conditioned air emitted from the defrost / face opening 30 into the vehicle interior.

  Next, the configuration of the vehicle air blowing device 10 will be described with reference to FIGS. 3 to 6. The vehicle air blowing device 10 includes a casing 11, a flap 12, a plurality of louvers 13, and a flow rate difference adjusting louver 13L.

  The casing 11 is a member disposed between the vehicle air conditioner 20 and the instrument panel 1. As shown in FIG. 3 and FIG. 5, the casing 11 includes a front side wall part 11 b and a rear side wall part 11 c that is disposed to face the front side wall part 11 b with a space therebetween. A rear Coanda wall 11c1 is provided at the downstream end of the rear side wall portion 11c. The rear Coanda wall 11c1 is a wall that extends while curving in the rearward direction from the upper end of the portion extending in the substantially vertical direction in the rear side wall portion 11c.

  As shown in FIGS. 4 and 6, the casing 11 includes a left side wall part 11d and a right side wall part 11e arranged to face the left side wall part 11d with a space therebetween. The left side wall portion 11d and the right side wall portion 11e correspond to an example of a first side wall portion and a second side wall portion that are connected to the air outlet and are arranged to face each other. The left side wall part 11d and the right side wall part 11e are provided so as to connect the front side wall part 11b and the rear side wall part 11c. A left Coanda wall 11d1 is provided at the downstream end of the left side wall portion 11d. The left Coanda wall 11d1 is a wall that extends while curving in the left direction from the upper end of the portion extending in the substantially vertical direction in the left wall portion 11d.

  The casing 11 surrounds the ventilation path X by the front side wall part 11b, the rear side wall part 11c, the left side wall part 11d, and the right side wall part 11e. The ventilation path X is a flow path through which the conditioned air that has exited from the defrost / face opening 30 flows from the inlet X1 and flows out from the outlet X2. The lower end of the casing 11 is connected to the defrost / face opening 30 described above. Moreover, the upper end of the casing 11 is the blower outlet 11a.

  As shown in FIGS. 3 and 5, the rear Coanda wall 11c1 is curved from the inlet X1 side to the outlet X2 side so as to expand the ventilation path X in the rearward direction. As shown in FIGS. 4 and 6, the left Coanda wall 11d1 is curved so as to expand the ventilation path X in the left direction from the inlet X1 side to the outlet X2 side.

  The blower outlet 11a is an opening that blows out conditioned air guided by the casing 11 in the two blowout modes of the defrost mode and the face mode. Here, the defrost mode is a mode in which conditioned air is blown toward the windshield 2 shown in FIG. 1 and is executed for the purpose of preventing the windshield 2 from being fogged. The face mode is a mode in which conditioned air is blown toward the upper body of the passenger in the vehicle interior. The face mode corresponds to an example of another mode other than the defrost mode.

  The flap 12 is a member corresponding to an example of a second flow velocity difference adjusting unit that adjusts the airflow direction of the conditioned air according to the flow velocity difference of the conditioned air. The flap 12 is disposed in the ventilation path X. Further, the flap 12 has a flat plate shape with a flat surface, and is arranged so that the left-right direction is the longitudinal direction.

  A shaft 12a is formed at both ends of the flap 12 in the left-right direction and at the center of the flap 12 in the vertical direction. The shaft 12a has a cylindrical shape and is formed to extend along the left-right direction. The left side of the shaft 12a is pivotally supported by the left Coanda wall 11d1, and the right shaft 12a is pivotally supported by the right wall portion 11e. As a result, the flap 12 can rotate and swing around the shaft 12a.

  The plurality of louvers 13 are members corresponding to an example of a rectification adjustment unit that adjusts the direction of the conditioned air by the rectification effect. The plurality of louvers 13 are arranged in the ventilation path X so as to line up from the left side wall part 11d toward the right side wall part 11e. Each louver 13 has a flat plate shape with a flat surface.

  A shaft 13a is formed at both ends of each louver 13 in the front-rear direction and at the center of each louver 13 in the vertical direction. The shaft 13a has a cylindrical shape and is formed to extend along the front-rear direction. The front side of the shaft 13a is pivotally supported by the front side wall portion 11b, and the rear side of the shaft 13a is pivotally supported by the rear side wall portion 11c. As a result, each louver 13 can rotate and swing around the shaft 13a.

  The flow rate difference adjustment louver 13L is a member corresponding to an example of a first flow rate difference adjustment unit that adjusts the direction of the conditioned air according to the flow rate difference of the conditioned air. Similar to each louver 13, the flow rate difference adjusting louver 13L has a flat plate shape with a flat surface, and can rotate and swing about the shaft 13La.

  The drive mechanism 14 is an actuator that drives the flap 12, the plurality of louvers 13, and the flow rate difference adjusting louver 13L, and includes, for example, an electric motor. The drive mechanism 14 switches the defrost mode and the face mode by driving the flaps 12 and the like to change their postures. The drive mechanism 14 drives the flow rate difference adjusting louver 13 </ b> L so as to interlock with the plurality of louvers 13.

  Next, the operation of the vehicle air blowing device 10 in the defrost mode will be described with reference to FIGS. 3 and 4.

  The drive mechanism 14 drives the flap 12, and arrange | positions so that the surface may follow a perpendicular direction, as FIG. 3 shows. At this time, in the ventilation path X, both the portion partitioned on the front side of the flap 12 and the portion partitioned on the rear side of the flap 12 have a flow path cross-sectional area from the lower end to the upper end of the flap 12. Almost no change. Further, the gap C1 formed between the upper end of the flap 12 and the rear Coanda wall 11c1 is relatively large. Accordingly, the conditioned air flowing from the inlet X1 and flowing upward in the ventilation path X flows with almost no change in the wind direction in the front-rear direction and reaches the outlet X2.

  Moreover, the drive mechanism 14 drives each louver 13 and the flow velocity difference adjustment louver 13L, and as shown in FIG. 4, it arrange | positions so that each upper end may incline in the left direction. The inclination is set to gradually increase from the louver 13 arranged on the rightmost side to the flow velocity difference adjusting louver 13L. Thereby, the conditioned air flowing in from the inlet X1 is rectified so as to flow in the left direction along the respective surfaces when passing between the louvers 13 and the flow velocity difference louver 13L.

  Further, the portion of the ventilation path X that is partitioned to the left of the flow rate difference adjusting louver 13L gradually decreases in the cross-sectional area from the lower end to the upper end of the flow rate difference adjusting louver 13L. A gap C2 formed between the left side wall portion 11d and the left side wall portion 11d is relatively small. For this reason, the flow velocity of the conditioned air passing through the gap C2 is increased.

  The conditioned air flowing at high speed flows along the curve of the left Coanda wall 11d1 due to the Coanda effect. As a result, the high-speed conditioned air has its air direction greatly changed to the left as indicated by an arrow F11. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C2 is attracted by the high-speed conditioned air indicated by the arrow F11 as indicated by the arrow S11. As a result, the wind direction of the low-speed conditioned air also changes to the left.

  Thus, in the defrost mode, the conditioned air diffused leftward is blown out from the air outlet 11a. As a result, the conditioned air blown from the blower outlet 11a arranged at the portion near the right end of the instrument panel 1 is also supplied to the portion near the left end of the windshield 2, and defogging is performed in a wide range.

  Next, the operation of the vehicle air blowing device 10 in the face mode will be described with reference to FIGS. 5 and 6.

  The drive mechanism 14 drives the flap 12, and arrange | positions so that the upper end of the flap 12 may approach the rear side wall part 11c, as FIG. 5 shows. Thereby, the flap 12 is arrange | positioned so that it may incline back from the lower end to an upper end. At this time, in the portion of the ventilation path X that is partitioned to the rear side of the flap 12, the flow path cross-sectional area gradually decreases from the lower end to the upper end of the flap 12, and between the upper end of the flap 12 and the rear side wall portion 11c. The gap C3 formed in is relatively small. That is, the size of the gap C3 is smaller than the gap C1 described above (see FIG. 3). For this reason, the flow velocity of the conditioned air passing through the gap C3 is increased.

  The conditioned air flowing at high speed flows along the curve of the rear Coanda wall 11c1 due to the Coanda effect. As a result, the high-speed conditioned air has a large wind direction and changes backward as indicated by an arrow F12. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C3 is attracted by the high-speed conditioned air indicated by the arrow F12, as indicated by the arrow S12. As a result, the direction of the low-speed conditioned air also changes backward.

  Moreover, the drive mechanism 14 drives each louver 13 and the flow velocity difference adjustment louver 13L, and arrange | positions so that the surface may follow a vertical direction, as FIG. 6 shows. At this time, in the portion of the ventilation path X that is partitioned to the left of the flow rate difference adjusting louver 13L, the flow path cross-sectional area hardly changes from the lower end to the upper end of the flow rate difference adjusting louver 13L. A gap C4 formed between the upper end of the flow rate difference adjusting louver 13L and the left side wall portion 11d is relatively large. That is, the size of the gap C4 is larger than the gap C2 (see FIG. 4) described above. As a result, the conditioned air flowing in from the inlet X1 flows with almost no change in the wind direction to the left, and reaches the outlet X2.

  Thus, in the face mode, the conditioned air diffuses backward from the air outlet 11a. As a result, the conditioned air blown from the air outlet 11a disposed at the portion near the right end of the instrument panel 1 is supplied to the portion near the rear end in the vehicle interior.

  As described above, according to the air blowing device 10 for a vehicle according to the first embodiment, the airflow direction of the conditioned air is adjusted on the left side wall 11d side from the plurality of louvers 13 by the flow velocity difference of the conditioned air. A flow rate difference adjusting louver 13L is provided. Therefore, the air direction is adjusted by the plurality of louvers 13 so that the conditioned air blown from the air outlet 11a is diffused in the left direction, and the adjusted wind direction is further diffused in the left direction by the flow velocity difference adjusting louver 13L. Can be adjusted as follows. As a result, the conditioned air can be blown out from the air outlet 11a so as to diffuse into the windshield 2 that is the entire blowing target.

  In addition, a left Coanda wall 11d1 that is curved so as to direct the conditioned air in the left direction is provided at the downstream end of the left wall portion 11d. According to this configuration, the conditioned air blown from the air outlet 11a can be further diffused in the left direction by flowing the conditioned air so as to follow the curvature of the left Coanda wall 11d1.

  The flow rate difference adjusting louver 13L is provided between the plurality of louvers 13 and the left side wall portion 11d so as to swing around a shaft 13La that intersects the flow direction of the conditioned air. The flow velocity difference adjusting louver 13L adjusts the airflow direction of the conditioned air according to the flow velocity difference of the conditioned air as the downstream end approaches the left side wall portion 11d by this swing. According to this configuration, it is possible to change the flow rate of the conditioned air by changing the size of the gap formed between the flow rate difference adjusting louver 13L and the left side wall portion 11d. That is, it is possible to reliably adjust the direction of the conditioned air while simplifying the configuration.

  Moreover, the casing 11 has the rear side wall part 11c which connects the left side wall part 11d and the right side wall part 11e. A rear Coanda wall 11c1 is provided at the downstream end of the rear side wall portion 11c. The rear Coanda wall 11c1 is curved so as to widen the air outlet 11a. Moreover, the flap 12 which adjusts the wind direction of an air conditioned wind with the rear side wall part 11c with the flow-rate difference of an air conditioned wind is provided. According to this configuration, the front and rear direction of the conditioned air blown out from the air outlet 11a can be adjusted by adjusting the flow velocity difference of the conditioned air between the flap 12 and the rear side wall portion 11c. . In addition, by flowing the conditioned air so as to follow the curve of the rear Coanda wall 11c1, the conditioned air blown from the outlet 11a can be diffused backward. Therefore, the conditioned air can be blown out from the single outlet 11a so as to diffuse backward.

  Further, the vehicle air blowing device 10 includes a drive mechanism 14 that switches between a defrost mode and a face mode corresponding to another mode other than the defrost mode by driving the flow rate difference adjusting louver 13L and the flap 12. In the defrost mode, the drive mechanism 14 drives the flow rate difference adjusting louver 13L and the flap 12 so that the flow velocity of the conditioned air flowing along the left Coanda wall 11d1 is larger than that in the face mode. Further, in the face mode, the drive mechanism 14 drives the flow rate difference adjusting louver 13L and the flap 12 so that the flow rate of the conditioned air flowing along the rear Coanda wall 11c1 is larger than that in the defrost mode. Thus, in the defrost mode, the conditioned air is blown out from the air outlet 11a in the left direction, while in the face mode, the diffusion in the left direction is suppressed and the occupant is diffused in the backward direction. It becomes possible to blow out the conditioned air.

[Second Embodiment]
Next, a vehicle air blowing device 10A according to a second embodiment will be described with reference to FIGS. Similarly to the vehicle air blowing device 10 according to the first embodiment described above, the vehicle air blowing device 10 </ b> A is mounted on the vehicle, and the conditioned air emitted from the air conditioning case 21 of the vehicle air conditioning device 20 is sent from the air outlet 11 a. It is a device that blows out into the passenger compartment. Among the configurations of the vehicle air blowing device 10A, the same configurations as those of the vehicle air blowing device 10 according to the first embodiment are appropriately denoted by the same reference numerals, and description thereof is omitted.

  The vehicle air blowing device 10A includes a casing 11, a flap 12A, a plurality of louvers 13A, and a plurality of louvers 13A.

  The flap 12A is a member disposed in the ventilation path X. The flap 12A has a main flap portion 12A1 and a sub-flap portion 12A2.

  The main flap portion 12A1 is a member corresponding to an example of a second flow rate difference adjusting unit that adjusts the direction of the conditioned air according to the flow rate difference of the conditioned air. The main flap portion 12A1 has a flat plate shape with a flat surface. The main flap portion 12A1 is arranged so that the left-right direction is the longitudinal direction.

  The sub-flap portion 12A2 is a member corresponding to an example of a first flow rate difference adjusting unit that adjusts the direction of the conditioned air according to the flow rate difference of the conditioned air. The sub-flap portion 12A2 has a flat plate shape with a flat surface, and is provided at the end of the main flap portion 12A1 on the left wall portion 11d side. As shown in FIGS. 7 and 9, the sub-flap portion 12A2 protrudes from the front surface and the rear surface of the main flap portion 12A1 so as to be substantially perpendicular to each other. As shown in FIGS. 8 and 10, the sub-flap portion 12 </ b> A <b> 2 is arranged such that its upper end is arranged on the left side of the lower end and is inclined leftward from the lower end to the upper end.

  A shaft 12Aa is formed near the rear end and near the upper end of the sub-flap portion 12A2. The left side of the shaft 12Aa is pivotally supported by the upper end 11d2 (in other words, the lower end of the left Coanda wall 11d1) of the portion extending in the substantially vertical direction of the left wall portion 11d. The right side of the shaft 12Aa has a substantially L shape, and an end portion thereof is pivotally supported by the right wall portion 11e. Thereby, the flap 12A can rotate and swing around the shaft 12Aa. In addition, the shape of the shaft in the present invention is not limited to these, and various shapes can be adopted.

  Next, the operation of the vehicle air blowing device 10A in the defrost mode will be described with reference to FIGS.

  The drive mechanism 14A drives the flap 12A and arranges the surface of the main flap portion 12A1 along the vertical direction as shown in FIG. At this time, in the ventilation path X, the portion partitioned on the front side of the main flap portion 12A1 and the portion partitioned on the rear side of the main flap portion 12A1 are both upper ends from the lower end of the main flap portion 12A1. The channel cross-sectional area hardly changes over the period. Further, the gap C1A formed between the upper end of the main flap portion 12A1 and the rear side wall portion 11c is relatively large.

  At this time, as shown in FIG. 8, the sub-flap portion 12A2 is disposed substantially below the reference line L1 indicating the position of the upper end 11d2 of the portion extending in the substantially vertical direction of the left wall portion 11d. Has been. That is, in the defrost mode, the sub-flap portion 12A2 is not disposed at a position corresponding to the left Coanda wall 11d1.

  Moreover, the drive mechanism 14A drives each louver 13A, and arrange | positions so that each upper end may incline in the left direction, as FIG. 8 shows. The inclination is set to gradually increase from the louver 13A disposed on the rightmost side to the left side. Thereby, the conditioned air flowing in from the inlet X1 is rectified so as to flow in the left direction along the respective surfaces when passing through each louver 13A.

  The conditioned air that has passed through the gap C21A then flows along the surface of the sub-flap portion 12A2 disposed above the gap C21A. As described above, the sub-flap portion 12A2 is disposed so as to be inclined leftward from the lower end to the upper end. For this reason, the high-speed conditioned air that has passed through the gap C21A then flows further leftward along the surface of the sub-flap portion 12A2. The flow velocity is further increased by passing through a gap C22A formed between the upper end of the sub-flap portion 12A2 and the left side wall portion 11d.

  The high-speed conditioned air that has passed through the gap C22A flows along the curve of the left Coanda wall 11d1 due to the Coanda effect. As a result, the high-speed conditioned air has its air direction greatly changed to the left as indicated by an arrow F21. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C22A is attracted by the high-speed conditioned air indicated by the arrow F21 as indicated by the arrow S21. As a result, the wind direction of the low-speed conditioned air also changes to the left.

  Thus, in the defrost mode, the conditioned air diffused leftward is blown out from the air outlet 11a. As a result, the conditioned air blown from the blower outlet 11a arranged at the portion near the right end of the instrument panel 1 is also supplied to the portion near the left end of the windshield 2, and defogging is performed in a wide range.

  Next, the operation of the vehicle air blowing device 10 </ b> A in the face mode will be described with reference to FIGS. 9 and 10.

  The drive mechanism 14A drives the flap 12A and arranges the upper end of the main flap portion 12A1 so as to approach the rear side wall portion 11c, as shown in FIG. Thereby, main flap part 12A1 is arrange | positioned so that it may incline back from the lower end to an upper end. At this time, in the portion of the ventilation path X that is partitioned on the rear side of the main flap portion 12A1, the channel cross-sectional area gradually decreases from the lower end to the upper end of the main flap portion 12A1, and the upper end and the rear of the main flap portion 12A1. A gap C3A formed between the side wall portion 11c and the side wall portion 11c is relatively small. That is, the size of the gap C3A is smaller than the gap C1A described above (see FIG. 7). For this reason, the flow velocity of the conditioned air passing through the gap C3A is increased.

  The conditioned air flowing at high speed flows along the curve of the rear Coanda wall 11c1 due to the Coanda effect. As a result, the high-speed conditioned air has a large wind direction and changes backward as indicated by an arrow F22. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C3A is attracted by the high-speed conditioned air indicated by the arrow F22 as indicated by the arrow S22. As a result, the direction of the low-speed conditioned air also changes backward.

  Further, the drive mechanism 14A drives each louver 13A and arranges its surface along the vertical direction as shown in FIG. At this time, in the ventilation path X, the gap C41A formed between the upper end of the leftmost louver 13A and the left side wall portion 11d is relatively large. As a result, the conditioned air flowing from the inlet X1 passes through the louver 13A with almost no change in the wind direction or flow velocity.

  When the upper end of the main flap portion 12A1 is arranged so as to be close to the rear side wall portion 11c, the sub flap portion 12A2 is arranged so as to be inclined downward from the front side to the rear side. As a result, as shown in FIG. 10, a portion of the sub-flap portion 12A2 that is disposed above the reference line L1, that is, a portion that is disposed at a position corresponding to the left Coanda wall 11d1 has a height A1. It becomes size. That is, the said part becomes larger than the part arrange | positioned in the position corresponding to the left Coanda wall 11d1 among subflap part 12A2 in defrost mode.

  As described above, the left Coanda wall 11d1 is curved so as to expand the ventilation path X in the left direction from the inlet X1 side to the outlet X2 side of the ventilation path X. Therefore, when the sub-flap portion 12A2 is disposed at a position corresponding to the left Coanda wall 11d1, the gap C42A formed between the sub-flap portion 12A2 and the left Coanda wall 11d1 is an upstream end portion of the sub-flap portion 12A2. From the downstream end to the downstream end. The larger the portion of the sub-flap portion 12A2 that is disposed at the position corresponding to the left Coanda wall 11d1, the larger the gap C42A. For this reason, the size of the gap C42A formed between the sub-flap portion 12A2 and the left Coanda wall 11d1 is larger than C22A (see FIG. 8) described above.

  As a result, the conditioned air flowing from the inlet X1 and flowing upward through the ventilation path X flows with little change in the wind direction to the left even when passing through the gap C42 after passing through the louver 13A, and flows to the outlet X2. It reaches.

  Thus, in the face mode, the conditioned air diffuses backward from the air outlet 11a. As a result, the conditioned air blown from the air outlet 11a disposed at the portion near the right end of the instrument panel 1 is supplied to the portion near the rear end in the vehicle interior.

  As described above, according to the vehicle air blowing device 10A according to the second embodiment, the sub-flap portion 12A2 is provided at the end of the main flap portion 12A1 on the left wall portion 11d side. According to this configuration, by driving the main flap portion 12A1, the sub flap portion 12A2 is also driven at the same time, and the airflow direction of the conditioned air can be adjusted so as to diffuse in the left direction.

  The main flap portion 12A1 is provided so as to swing around an axis 12Aa that intersects the flow direction of the conditioned air. Due to this swing, the downstream end approaches the rear side wall portion 11c, so that the flow rate difference of the conditioned air This adjusts the direction of the conditioned air. Further, the sub-flap portion 12A2 adjusts the direction of the conditioned air according to the flow velocity difference of the conditioned air as the downstream end approaches the left side wall portion 11d by the swing of the main flap portion 12A1. According to this configuration, by swinging the main flap portion 12A1, the size of the gap formed between the downstream end of the sub flap portion 12A2 and the left side wall portion 11d is changed, and the flow rate of the conditioned air is changed. It becomes possible. That is, it is possible to reliably adjust the direction of the conditioned air while simplifying the configuration.

  Further, in the driving mechanism 14A, a portion of the sub-flap portion 12A2 that is disposed at a position corresponding to the left Coanda wall 11d1 in the defrost mode is disposed at a position that corresponds to the left Coanda wall 11d1 of the sub-flap portion 12A2 in the face mode. The sub-flap portion 12A2 and the main flap portion 12A1 are driven so as to be smaller than the portion to be formed. According to this configuration, the flow rate of the conditioned air flowing along the left Coanda wall 11d1 in the defrost mode can be made larger than that in the face mode. As a result, the direction of the conditioned air can be made suitable for each of the defrost mode and the face mode.

[Third Embodiment]
Next, a vehicle air blowing device 10B according to a third embodiment will be described with reference to FIGS. Similarly to the vehicle air blowing device 10 according to the first embodiment described above, the vehicle air blowing device 10B is mounted on the vehicle, and the conditioned air emitted from the air conditioning case 21 of the vehicle air conditioning device 20 is sent from the air outlet 11a. It is a device that blows out into the passenger compartment. Among the configurations of the vehicle air blowing device 10B, the same configurations as those of the vehicle air blowing device 10 according to the first embodiment are appropriately denoted by the same reference numerals, and description thereof is omitted.

  The vehicle air blowing device 10B includes a casing 11, a flap 12B, and a plurality of louvers 13B.

  The flap 12B is a member disposed in the ventilation path X. The flap 12B has a main flap portion 12B1 and a sub-flap portion 12B2.

  The main flap 12B1 is a member corresponding to an example of a second flow rate difference adjusting unit that adjusts the direction of the conditioned air according to the flow rate difference of the conditioned air. The main flap portion 12B1 has a flat plate shape with a flat surface. The main flap portion 12B1 is arranged so that the left-right direction is the longitudinal direction.

  The sub-flap portion 12B2 is a member corresponding to an example of a first flow rate difference adjusting unit that adjusts the direction of the conditioned air according to the flow rate difference of the conditioned air. The sub-flap portion 12B2 has a flat plate shape with a flat surface. As shown in FIGS. 11 and 13, the sub-flap portion 12B2 is formed so as to protrude from the front surface and the rear surface of the main flap portion 12B1 so as to be substantially perpendicular to each other. Moreover, as FIG.12 and FIG.14 shows, the subflap part 12B2 is arrange | positioned so that the upper end may be arrange | positioned on the left side from a lower end, and may incline in the left direction from a lower end to an upper end.

  A shaft 12Ba is formed in the vicinity of the upper end of the sub-flap portion 12B2 and in the center of the sub-flap portion 12B2 in the front-rear direction. The left side of the shaft 12Ba is pivotally supported by the upper end (in other words, the lower end of the left Coanda wall 11d1) of the portion extending in the substantially vertical direction of the left wall portion 11d. The right side of the shaft 12Ba has a substantially L shape, and its end is pivotally supported by the right wall 11e. As a result, the flap 12B can rotate and swing around the shaft 12Ba. In addition, the shape of the shaft in the present invention is not limited to these, and various shapes can be adopted.

  Further, as shown in FIGS. 11 and 13, the rear end portion 12Bb and the front end portion 12Bc of the sub-flap portion 12B2 are formed in an arc shape. The outer shapes of the end 12Bc and the end 12Bb are both along a circle 12Bd centered on the axis 12Ba.

  Next, the operation of the vehicle air blowing device 10B in the defrost mode will be described with reference to FIGS.

  The drive mechanism 14B drives the flap 12B, and arrange | positions so that the surface of the main flap part 12B1 may follow a perpendicular direction, as FIG. 11 shows. At this time, in the ventilation path X, both the portion partitioned on the front side of the main flap portion 12B1 and the portion partitioned on the rear side of the main flap portion 12B1 flow from the upstream side to the downstream side. The road cross-sectional area hardly changes. Further, the gap C1B formed between the upper end of the main flap portion 12B1 and the rear side wall portion 11c is relatively large.

  Moreover, the drive mechanism 14B drives each louver 13B, and arrange | positions so that each upper end may incline in the left direction, as FIG. 12 shows. The inclination is set to gradually increase from the louver 13B arranged on the rightmost side to the left side. Thereby, the conditioned air flowing in from the inlet X1 is rectified so as to flow in the left direction along the respective surfaces when passing through each louver 13B.

  The conditioned air that has passed through the gap C21B then flows along the surface of the sub-flap portion 12B2 disposed above the gap C21B. As described above, the sub-flap portion 12B2 is disposed so as to be inclined leftward from the lower end to the upper end. For this reason, the high-speed conditioned air that has passed through the gap C21B then flows further leftward along the surface of the sub-flap portion 12B2. The flow velocity is further increased by passing through a gap C22B formed between the upper end of the sub-flap portion 12B2 and the left side wall portion 11d.

  The high-speed conditioned air that has passed through the gap C22B flows along the curve of the left Coanda wall 11d1 due to the Coanda effect. As a result, the direction of the high-speed conditioned air greatly changes to the left as indicated by the arrow F31. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C22B is attracted by the high-speed conditioned air indicated by the arrow F31, as indicated by the arrow S31. As a result, the wind direction of the low-speed conditioned air also changes to the left.

  Thus, in the defrost mode, the conditioned air diffused leftward is blown out from the air outlet 11a. As a result, the conditioned air blown from the blower outlet 11a arranged at the portion near the right end of the instrument panel 1 is also supplied to the portion near the left end of the windshield 2, and defogging is performed in a wide range.

  Next, the operation of the vehicle air blowing device 10B in the face mode will be described with reference to FIGS.

  The drive mechanism 14B drives the flap 12B, and is arranged so that the upper end of the main flap portion 12B1 is close to the rear side wall portion 11c, as shown in FIG. Thereby, main flap part 12B1 is arrange | positioned so that it may incline back from the lower end to an upper end. At this time, in the portion of the ventilation path X that is partitioned on the rear side of the main flap portion 12B1, the flow passage cross-sectional area gradually decreases from the lower end to the upper end of the main flap portion 12B1, and the upper end and the rear of the main flap portion 12B1. A gap C3B formed between the side wall portion 11c and the side wall portion 11c is relatively small. For this reason, the flow velocity of the conditioned air passing through the gap C3B is increased.

  The conditioned air flowing at high speed flows along the curve of the rear Coanda wall 11c1 due to the Coanda effect. As a result, the high-speed conditioned air has a large wind direction and changes backward as indicated by an arrow F32. On the other hand, the low-speed conditioned air that has passed through the portion other than the gap C3B is attracted by the high-speed conditioned air indicated by the arrow F32 as indicated by the arrow S32. As a result, the direction of the low-speed conditioned air also changes backward.

  Moreover, the drive mechanism 14B drives each louver 13B, and arrange | positions so that the surface may follow a perpendicular direction, as FIG. 14 shows. At this time, in the ventilation path X, the gap C41B formed between the upper end of the leftmost louver 13B and the left side wall portion 11d is relatively large. As a result, the conditioned air flowing from the inlet X1 passes through the louver 13B with almost no change in the wind direction to the left.

  Further, as the main flap portion 12B1 rotates and is inclined, the sub flap portion 12B2 is also arranged so as to be inclined downward from the front side to the rear side. When the sub-flap portion 12B2 swings, the end portion 12Bb and the end portion 12Bc move along the circle 12Bd. Accordingly, as shown in FIG. 14, a portion of the sub-flap portion 12B2 that is disposed at a position corresponding to the left Coanda wall 11d1 in the face mode corresponds to the left Coanda wall 11d1 of the sub-flap portion 12B2 in the defrost mode. It becomes larger than the part arrange | positioned in the position to do. For this reason, the size of the gap C42B formed between the sub-flap portion 12B2 and the left Coanda wall 11d1 is larger than C22B (see FIG. 12) described above.

  As a result, the conditioned air flowing from the inlet X1 and flowing upward through the ventilation path X flows without changing the wind direction to the left direction even when passing through the gap C42B after passing through the louver 13B, and flows to the outlet X2. It reaches.

  Thus, in the face mode, the conditioned air diffuses backward from the air outlet 11a. As a result, the conditioned air blown out from the air outlet 11a disposed in the portion near the right end of the instrument panel 1 is supplied to the rear portion of the passenger compartment.

  As described above, the vehicle air blowing device 10B according to the third embodiment has the sub-flap portion 12B2 provided at the end on the left wall portion 11d side of the main flap portion 12B1. The end portions 12Bb and 12Bc of the sub-flap portion 12B2 are formed in an arc shape centered on the shaft 12Ba when viewed along the direction of the shaft 12Ba that is the center of swing of the main flap portion 12B1. According to this configuration, the end portions 12Bb and 12Bc are prevented from interfering with the front side wall portion 11b and the rear side wall portion 11c, which are the walls constituting the casing 11, and the end portions 12Bb and 12Bc are connected to the wall bodies. It becomes possible to arrange | position close to. Thereby, in the defrost mode, the conditioned air flowing in the vicinity of the front side wall 11b and the rear side wall 11c in the ventilation path X is also changed to the left by the sub-flap portion 12B2, and the conditioned air suitable for the defrost mode is used. Can be performed.

  The embodiments of the present invention have been described above with reference to specific examples. However, the present invention is not limited to these specific examples. In other words, those specific examples that have been appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. Each element provided in each of the specific examples described above and its arrangement, material, condition, shape, size, and the like are not limited to those illustrated, but can be changed as appropriate.

  In the above-described embodiment, the description has been given mainly of diffusing the conditioned air in the left direction from the air outlet 11a, but the present invention is not limited to this. For example, a mode in which the above-described configuration is provided on both the left and right sides of the casing in order to diffuse the conditioned air in both the left and right directions from the air outlet is also included in the scope of the present invention.

10, 10A, 10B: Vehicle air blowing device 11: Casing 11a: Air outlet 11c1: Rear Coanda wall (second Coanda wall)
11d: Left side wall (first side wall)
11d1: Left Coanda wall (first Coanda wall)
11e: Right side wall (second side wall)
12: Flap (second flow rate difference adjustment unit)
12A1, 12B1: Main flap part (second flow rate difference adjusting part)
12A2, 12B2: Sub-flap part (first flow rate difference adjusting part)
12a, 12Aa, 12Ba: Shaft 13L: Flow rate difference adjusting louver (first flow rate difference adjusting unit)
13La, 13ALa, 13BLa: shafts 14, 14A, 14B: drive mechanism 20: vehicle air conditioner X: ventilation path X1: inlet X2: outlet

Claims (9)

An air blowing device for a vehicle,
A casing (11) that surrounds the ventilation path (X) for guiding the conditioned air and blows out the conditioned air from the outlet (11a) at the end;
A plurality of rectification adjustment units (13, 13A, 13B) arranged in the ventilation path and adjusting the direction of the conditioned air by a rectification effect;
The casing has a first side wall part (11d) and a second side wall part (11e) connected to the air outlet and arranged to face each other.
The plurality of rectification adjusting portions are arranged so as to be aligned from the first side wall portion toward the second side wall portion,
A first flow rate difference adjustment unit (13L, 12A2, 12B2) that adjusts the airflow direction of the conditioned air by the flow rate difference of the conditioned air is provided on the first side wall portion side of the plurality of rectifying adjustment units. Air blowing device.   The first Coanda wall (11d1) is provided at the downstream end of the first side wall portion, and is curved so as to direct the conditioned air in a direction from the second side wall portion toward the first side wall portion. The vehicle air blowing device according to claim 1.   The first flow velocity difference adjusting unit is provided so as to swing around an axis (13La) that intersects the flow direction of the conditioned air between the plurality of rectification adjusting units and the first side wall. The air blowing device for a vehicle according to claim 1 or 2, wherein the air flow direction of the conditioned air is adjusted by the difference in flow rate of the conditioned air as the downstream end approaches the first side wall portion by swinging. The casing has a third side wall (11c) that connects the first side wall and the second side wall,
A second Coanda wall (11c1) that curves to widen the outlet is provided at the downstream end of the third side wall,
The vehicular vehicle according to claim 2, wherein a second flow rate difference adjusting unit (12, 12A1, 12B1) for adjusting a wind direction of the conditioned air is provided between the third side wall portion and the flow rate of the conditioned air. Air blowing device. A drive mechanism (14, 14A, 14B) for switching between the defrost mode and another mode other than the defrost mode by driving the first flow rate difference adjustment unit and the second flow rate difference adjustment unit;
The drive mechanism is
In the defrost mode, the first flow rate difference adjustment unit and the second flow rate difference adjustment unit are driven so that the flow rate of the conditioned air flowing along the first Coanda wall is larger than that in the different mode.
The said 1st flow rate difference adjustment part and the said 2nd flow rate difference adjustment part are driven so that the flow velocity of the air-conditioning wind which flows along the said 2nd Coanda wall may be larger than the said defrost mode in the said another mode. The air blowing device for a vehicle according to the above.   6. The vehicle according to claim 5, wherein the first flow velocity difference adjusting portion (12 </ b> A <b> 2, 12 </ b> B <b> 2) is provided at an end portion on the first side wall portion side of the second flow velocity difference adjusting portion (12 </ b> A <b> 1, 12 </ b> B <b> 1). Air blowing device. The second flow velocity difference adjusting portion is provided so as to swing around an axis (12Aa, 12Ba) that intersects the flow direction of the conditioned air, and the downstream end approaches the third side wall portion by this swinging. It adjusts the direction of the conditioned air according to the flow velocity difference of the conditioned air,
The first flow velocity difference adjusting unit (12A2, 12B2) adjusts the airflow direction of the conditioned air according to the flow velocity difference of the conditioned air as the downstream end approaches the first side wall portion by the swing of the second flow velocity difference adjusting unit. The vehicle air blowing device according to claim 6.   The drive mechanism (14A, 14B) is configured such that a portion of the first flow rate difference adjusting unit arranged at a position corresponding to the first Coanda wall in the defrost mode is the first flow rate difference adjusting unit in the different mode. The vehicle air according to claim 7, wherein the first flow velocity difference adjustment unit and the second flow velocity difference adjustment unit are driven so as to be smaller than a portion disposed at a position corresponding to the first Coanda wall. Balloon device. The first flow rate difference adjusting unit is a flap portion (12B2) provided at an end of the second flow rate difference adjusting unit (12B1) on the first side wall portion side,
The end portions (12Bb, 12Bc) of the flap portion are formed in an arc shape centered on the axis when viewed along the direction of the axis (12Ba) that is the oscillation center of the second flow velocity difference adjusting portion. The vehicular air blowing device according to claim 8.

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