JP3997959B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an air conditioning unit including a heating heat exchanger and a cooling heat exchanger for exchanging heat with air blown into a passenger compartment in a vehicle air conditioner.

  As a vehicle air conditioner, in an air conditioning unit including a heating heat exchanger and a cooling heat exchanger, the cooling heat exchanger and the heating heat exchanger are arranged in the vehicle front-rear direction, and a temperature adjustment door ( A defroster door that adjusts the flow direction of the air-conditioning air after adjusting the air-conditioning air to a predetermined air volume ratio between the warm air passing through the heating heat exchanger and the cold air bypassing the heating heat exchanger. It is known that a blow mode such as a face mode, a bi-level mode, a foot mode, a hood defroster mode, and a defroster mode is obtained by switching at a blow mode door. In this type of vehicle air conditioner, there is one in which a defroster door is disposed in the vicinity of the cooling heat exchanger (see Patent Document 1).

The defroster door is rotated about the rotation axis, and opens and closes the defroster opening and the communication opening communicating with the face opening and the foot opening arranged on the downstream side. From the defroster opening, the conditioned air blown out toward the inner surface of the front window glass of the vehicle flows out through the defroster outlet.
Japanese Patent Laid-Open No. 10-166838

  However, in the above prior art, the defroster door is arranged near the downstream of the cooling heat exchanger, so that when the defroster door is in an intermediate position between the defroster opening and the communication opening in the foot defroster mode or the like, There is a problem that, for example, cold air blows out from the defroster outlet in the foot defroster mode without mixing the hot air and the hot air.

  The present invention has been made in consideration of such circumstances, and its purpose is to provide a foot mode door in which a blow mode door such as a defroster door for switching the blow mode is disposed in the vicinity of the downstream of the cooling heat exchanger. An object of the present invention is to provide a vehicle air conditioner capable of improving the temperature controllability at the intermediate position of the blowout mode door in the defroster mode.

  According to the first aspect of the present invention, the heat exchanger for heating that heats the air flowing toward the passenger compartment, the cool air bypass passage that bypasses the heat exchanger for heating and through which the cool air flows, and the heat exchanger for heating are passed. A temperature adjustment door that adjusts the air volume ratio between the warm air that flows and the cold air that passes through the cold air bypass passage, and an air mixing unit that mixes the cold air that has passed through the cold air bypass passage and the hot air that has passed through the heating heat exchanger The first air passage, which is provided downstream of the air mixing section, mainly flows cold air, the second air path mainly flows hot air, and the air mixed in the air mixing section is directed into the first air passage. And a blowing mode door that distributes the air that is directed into the second air passage, and the blowing mode door generates hot air when it is at an intermediate opening position that distributes both the first air passage and the second air passage. Flow into the first air passage Characterized in that it comprises a passage portion.

  According to this, when the blowing mode door that distributes the first air passage and the second air passage is at the intermediate opening position, the hot air is caused to flow into the first air passage by the communicating portion. It is possible to control the temperature of the hot air flowing in the first air passage and the temperature of the cold air flowing in the second air passage according to the opening degree of the first air passage and the second air passage.

According to claim 1 of the present invention, the blow mode door has a rotary shaft disposed at a branch point between the first air passage and the second air passage, and a door member which rotates about an axis of rotation, The communication portion is an opening that opens to a substantially central portion of the door member.

  According to this, the communication portion is formed with an opening such as a notch that opens at a substantially central portion of the door member that rotates about a branch point between the first air passage and the second air passage. Therefore, the blowout mode door can be manufactured at low cost.

  In addition, since the communication portion is provided in the substantially central portion of the door member, the warm air flowing into the first air passage can provide a stable flow as compared with the case where the communication portion is on the side of the door member.

According to the second aspect of the present invention, the downstream side of the first air passage communicates with the defroster opening connected to the defroster outlet for blowing the air flow toward the inner surface of the front window glass of the vehicle. The downstream side of the air passage is a face opening connected to a face air outlet that blows out an air flow toward the substantially head of a passenger in the passenger compartment, and a foot connected to a foot air outlet that blows out an air flow toward the feet. It is characterized by having a configuration communicating with the opening.

  According to this, it is suitable to be applied to the temperature control of the hot air flowing in the first air passage and the temperature control of the cold air flowing in the second air passage at the intermediate position of the blowing mode door in the foot defroster mode. .

  In addition, since the warm air can be led to the defroster opening communicating with the first air passage through the communication portion, it is possible to reliably prevent the phenomenon that the cool air blows out from the defroster outlet without mixing the cool air and the warm air according to the prior art. be able to.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a vehicle air conditioner according to the present invention will be described below with reference to the drawings. 1A and 1B are views of an air conditioning unit of a vehicle air conditioner according to an embodiment, in which FIG. 1A is a cross-sectional view, and FIG. 1B is a defroster door as a blowing mode door in FIG. Is a perspective plane as seen from B. The indoor unit portion of the vehicle air conditioner according to the present embodiment is roughly divided into two parts: an air conditioning unit 10 and a blower unit (not shown) that blows air to the air conditioning unit 10. In FIG. 1A, the air conditioning unit is in the foot defroster blowing mode.

  The air conditioning unit 10 is disposed at a substantially central portion in the vehicle width (left and right) direction inside the instrument panel (not shown) in the front of the vehicle interior. The air conditioning unit 10 part is arranged in the mounting direction indicated by the arrows in FIG. 1A with respect to the front-rear direction and the vertical direction of the vehicle at a substantially central part inside the instrument panel in the passenger compartment. On the other hand, the blower unit (not shown) is arranged offset from the center part to the passenger seat side in the inside of the instrument panel in the front part of the passenger compartment. As is well known, the blower unit includes an inside / outside air switching box for switching between outside air (vehicle compartment outside air) and inside air (vehicle compartment air), and a centrifugal blower that sucks and blows air through the inside / outside air switching box.

  The air conditioning unit 10 has an air conditioning case 11 made of resin, and an air passage through which air flows into the vehicle interior is formed inside the air conditioning case 11. The air-conditioning case 11 is specifically configured by integrally fastening a left-side divided case and a right-side divided case that are divided into left and right at a dividing surface at the center in the vehicle width direction.

  In the air conditioning case 11, as shown in FIG. 1A, both an evaporator 12 as a cooling heat exchanger and a heater core 13 as a heating heat exchanger are integrally incorporated. An air inlet space 14 is formed in the most front portion of the air conditioning case 11. Blowing air flows into the air inlet space 14 from the scroll casing outlet of the centrifugal blower of the blower unit.

  In the air conditioning case 11, as shown in FIG. 1A, the evaporator 12 is disposed substantially vertically at a portion immediately after the air inlet space 14. As is well known, this evaporator 12 absorbs the latent heat of evaporation of the refrigerant in the refrigeration cycle from the conditioned air and cools the conditioned air. And the heater core 13 is arrange | positioned in parallel substantially at the predetermined space | interval in the air flow downstream of the evaporator 12, ie, the vehicle rear side (refer Fig.1 (a)). The air flowing into the air inlet space 14 in the air conditioning case 11 passes through the evaporator 12 and the heater core 13 in this order, and flows from the vehicle front side to the vehicle rear side. The heater core 13 may be inclined so that its upper end is located on the vehicle front side of the lower end, in other words, on the evaporator 12 side (air flow upstream side).

  The heater core 13 reheats the cold air that has passed through the evaporator 12, and hot water (cooling water) flows from an internal combustion engine mounted on a vehicle (not shown) into the heater core 13, and heats the air using this hot water as a heat source. To do. The heater core 13 has a known configuration in which tank portions 13b and 13c are arranged on both upper and lower sides of a heat exchanging core portion 13a constituted by flat tubes and corrugated fins.

  As shown in FIG. 1 (a), a cold air bypass passage 15 that bypasses the heater core 13 and passes cold air is formed in the upper portion of the heater core 13. On the other hand, between the evaporator 12 and the heater core 13, a first temperature adjustment door 16 and a second temperature adjustment door 17, which are flat plate doors, are disposed so as to be rotatable about the rotation shafts 16 a and 17 a, respectively. Yes.

  Here, the first temperature adjustment door 16 corresponds to a door generally referred to as an air mix door, and the rotating shaft 16 a is disposed immediately above the upper end of the heater core 13. The first temperature adjustment door 16 rotates in the vertical direction about the rotation shaft 16a. The rotating shaft 17a of the second temperature adjusting door 17 is disposed on the upstream side (vehicle front side) of the air flow on the lower end side of the heater core 13, and the second temperature adjusting door 17 rotates in the vertical direction around the rotating shaft 17a. To do.

  A first inlet air passage 18a and a second inlet air passage 18b are arranged in parallel in the vertical direction on the upstream side (vehicle front side) of the heat exchanging core portion 13a of the heater core 13. That is, the first inlet ventilation path 18a is disposed at a position closer to the upper side (the part on the cold air bypass passage 15 side) on the upstream side of the air flow of the heat exchange core portion 13a of the heater core 13, and the second inlet ventilation path 18b is the heater core. 13 at the upstream side of the air flow of the heat exchanging core portion 13a (located on the side away from the cold air bypass passage 15).

  In addition, the 1st inlet ventilation path 18a is arrange | positioned so that it may open to the site | part by the side of the cold wind bypass channel 15. The second inlet ventilation path 18b is disposed so as to open to a portion on the side farther from the cold air bypass path 15 than the first inlet ventilation path 18a.

  As shown in FIG. 1A, a contact surface 19 at the tip of the first temperature adjustment door 16 is formed between the upper first inlet ventilation path 18a and the lower second inlet ventilation path 18b. A partition wall 19 having a curved surface 19b covering the rotating shaft 17a of the second temperature adjusting door 17 is disposed. The partition wall 19 is formed integrally with the air conditioning case 11 and guides the passing air flowing through the first inlet ventilation path 18a and the second inlet ventilation path 18b, respectively, so that the heat exchanging core portion 13a of the heater core 12 is formed. It plays the role of the air guide member which makes air flow uniformly into the whole up-and-down direction.

  Therefore, the partition wall 19 extends over the entire area of the air conditioning case 11 in the vehicle width direction (perpendicular to the plane of FIG. 1A), and from the vehicle front side end (evaporator side end) of the partition wall 19 to the vehicle. It arrange | positions so that it may incline in the diagonally downward toward the back side edge part (heater core side edge part).

  The rotating shaft 16a of the first temperature adjusting door 16 and the rotating shaft 17a of the second temperature adjusting door 17 are both rotatably supported by bearing holes (not shown) on the left and right wall surfaces of the air conditioning case 11. And one end part of both rotating shaft 16a, 17a protrudes the exterior of the air-conditioning case 11, and is connected to a temperature adjustment operation mechanism via the link mechanism which is not shown in figure, The 1st temperature adjustment door 16 and this temperature adjustment operation mechanism are connected. The second temperature adjustment door 17 is rotated in conjunction with it.

  This temperature adjustment operation mechanism is composed of an electric drive mechanism using a servo motor, and rotates the first temperature adjustment door 16 and the second temperature adjustment door 17 by the rotational power of the servo motor. In addition, you may use the manual type thing which rotates the 1st temperature adjustment door 16 and the 2nd temperature adjustment door 17 directly with a passenger | crew's manual operation force as a temperature adjustment operation mechanism.

  The first temperature adjustment door 16 is heated by the heat exchanging core portion 13a of the heater core 13 through the first inlet ventilation passage 18a by adjusting the opening degree of the cold air bypass passage 15 and the first inlet ventilation passage 18a. The air volume ratio between the hot air (arrow a shown in FIG. 1A) and the cold air passing through the cold air bypass passage 15 (arrow b shown in FIG. 1A) is adjusted.

  On the other hand, the second temperature adjustment door 17 passes through the second inlet ventilation path 18b and is heated by the heat exchange core portion 13a of the heater core 13 (the amount of air of arrow c shown in FIG. 1A). Only adjust.

  Here, as shown in FIG. 1A, the first inlet ventilation path 18 a opened and closed by the first temperature adjustment door 16 is changed to the second inlet ventilation path 18 b opened and closed by the second temperature adjustment door 17. Compared to the large ventilation path area. The second temperature adjustment door 17 plays an auxiliary role of the first temperature adjustment door 16 from the ventilation path area.

  In the present embodiment, the opening degree of the second temperature adjustment door 17 changes substantially proportionally according to the opening degree change of the first temperature adjustment door 16. That is, in the first temperature adjustment door 16 and the second temperature adjustment door 17, the solid line position that fully closes the first inlet ventilation path 18a and the second inlet ventilation path 18b is the maximum cooling position (door opening = 0%). On the other hand, the two-dot chain line position at which the first temperature adjustment door 16 and the second temperature adjustment door 17 fully open the first inlet ventilation path 18a and the second inlet ventilation path 18b is the maximum heating position (door opening = 100%). It is. Then, when the first temperature adjustment door 16 increases the door opening degree from the maximum cooling position indicated by the one-dot chain line toward the maximum heating position indicated by the two-dot chain line, the second temperature adjustment door 17 is also the maximum indicated by the one-dot chain line. The doors 16 and 17 are interlocked so that the door opening increases from the cooling position toward the maximum heating position indicated by the two-dot chain line.

  On the other hand, in the air conditioning case 11, a wall surface 20 that extends in the vertical direction with a predetermined interval between the heater core 13 and the heater core 13 is integrally formed in the air conditioning case 11 at a portion on the downstream side (vehicle rear side) of the heater core 12. Yes. The wall surface 20 forms a warm air passage 21 that extends upward immediately after the heater core 13.

  The downstream side (upper side) of the hot air passage 21 merges with the downstream side of the cold air bypass passage 15 in the upper portion of the heater core 13 to form an air mixing portion 22 that mixes the cold air and the hot air. The air mixing unit 22 is an area that adjusts the temperature of the air that is blown out into the vehicle interior by mixing the hot air flowing in from the hot air passage 21 and the cold air flowing in from the bypass passage 15. In the warm air passage 21, the warm air (arrow a) passing through the heater core 13 through the first inlet ventilation passage 18a and the warm air (arrow b) passing through the heater core 13 through the second inlet ventilation passage 18b merge to join. The warm air (arrow ac) thus made flows into the air mixing unit 22.

  As shown in FIG. 1A, the first temperature adjusting door 16 and the second temperature adjusting door 17 have an air volume of cold air (arrow b) and hot air (arrows a and c) flowing into the air mixing unit 22, respectively. A temperature adjusting means for adjusting the ratio and adjusting the temperature of the air blown into the passenger compartment is configured. In addition, the 2nd temperature adjustment door 17 plays the auxiliary role of the 1st temperature adjustment door 16 from the ventilation path area.

  Here, the arrow b shown in FIG. 1 (a) constitutes a first air passage through which mainly cool air flows. Moreover, the arrow ac shown in FIG. 2 constitutes a second air passage through which hot air mainly flows.

  A defroster opening 23 into which conditioned air whose temperature has been adjusted from the air mixing unit 22 flows in an approximately middle portion in the vehicle longitudinal direction on the upper surface of the air conditioning case 11. The defroster opening 23 is connected to a defroster outlet on the upper surface of the instrument panel via a defroster duct (not shown), and conditioned air is blown from the defroster outlet toward the inner surface of the vehicle front window glass.

  The defroster opening 23 is opened and closed by a flat defroster door 24. The defroster door 24 is rotatable about a rotary rod 25, and switches the defroster opening 23 and the communication port 26 to open and close. The communication port 26 serves as a passage for flowing the conditioned air from the air mixing unit 22 toward the face opening 27 and the foot opening 28.

  The face opening 27 is provided on the upper surface of the air conditioning case 11 at a site on the vehicle rear side (close to the occupant) than the defroster opening 23. The face opening 27 is connected to a face air outlet (not shown) disposed on the upper side of the instrument panel via a face duct (not shown), and the conditioned air flows from the face air outlet toward the passenger's upper body side in the passenger compartment. Is blown out.

  The face opening 27 and the foot opening 28 are opened and closed by a foot face switching door 29. The door 29 is constituted by a flat door that can be rotated around a rotating shaft 30.

  Next, the foot opening 28 is provided below the face opening 27 in the air conditioning case 11. A foot outlet passage 31 is further formed downward below the foot opening 28. In the middle of the foot blowing passage 31 in the vertical direction, front seat foot outlets 32 are opened on the left and right side portions of the air conditioning case 11, and air conditioning is performed from the left and right foot outlets 32 to the feet of the front seat occupant. The wind is blown out.

  A rear seat foot opening 33 is opened at the lower end of the foot outlet passage 31. A rear-seat foot duct (not shown) is connected to the rear-seat foot opening 33, and air-conditioning air flows from the rear-seat foot outlet provided at the front end of the rear-seat foot duct to the feet of the rear-seat occupant. To come out.

  Both the rotating shaft 25 of the defroster door 24 and the rotating shaft 30 of the foot face switching door 29 are rotatably supported by bearing holes (not shown) on the left and right wall surfaces of the air conditioning case 11. And the one end part of both the rotating shafts 25 and 30 protrudes outside the air-conditioning case 11, and is each connected with the blowing mode operation mechanism which is not shown in figure via the link mechanism etc. which are not shown in figure. By this blow-out mode operation mechanism, the defroster door 24 and the foot face switching door 29 are rotated in conjunction with each other.

  The rotation shaft 25 is disposed at a branch point between the defroster opening 23 and the communication port 26. Centering on this branch point, the defroster door 24 rotates from the face mode position where the defroster opening 23 indicated by the one-dot chain line is fully closed to the opening range of the defroster mode position where the communication port 26 indicated by the two-dot chain line is fully closed. Move. The rotation shaft 30 is disposed at a branch point between the face opening 27 and the foot opening 28. The opening range of the foot mode switching door 29 centered on this branch point is from the foot mode position where the face opening indicated by the solid line is fully closed to the face mode position where the foot opening 28 indicated by the alternate long and short dash line is fully closed. To rotate.

  Here, the defroster door 24 is a door member that opens and closes the defroster opening 23 and the communication portion, and as shown in FIG. 1B, an opening 24a is provided at a substantially central portion of the door member. . The opening 24 a is formed in a notch extending substantially perpendicular to the rotation shaft 25.

  Note that the defroster door 24 in the face mode position and the first temperature adjustment door 16 in the maximum cooling position are arranged substantially in parallel as shown in FIG.

  Here, the defroster door 24 and the rotating shaft 25, the foot face switching door 29, and the rotating shaft 30 constitute a blowing mode door for switching the blowing mode, respectively. The defroster door 24 and the foot face switching door 29 constitute an outlet switching means for switching the blowing mode to a face mode, a foot mode, a foot defroster mode, or the like.

  Note that the face mode is a blowing mode in which cool air is mainly blown from only the face outlet connected to the face opening 27, and the foot mode is a blowing mode in which warm air is mainly blown from the foot outlet connected to the foot opening 28. Furthermore, the foot defroster mode is a blowout mode in which warm air is blown out from the foot blower outlet and cold air is blown out from the defroster blowout opening connected to the defroster opening 23.

Next, the operation of the present embodiment having the above-described configuration will be described with reference to FIG.
(1) When the foot mode is set as the blowing mode, the defroster door 24 is operated to a position where the defroster opening 23 is opened in a small amount and the communication port 26 is almost fully opened. The foot face switching door 29 is operated to a position where the foot opening 28 is fully opened and the face opening 27 is fully closed. At this time, when the first and second temperature adjusting doors 16 and 17 are operated to the two-dot chain line position, the first and second inlet air passages 18a and 18b of the heater core 13 are fully opened and the cold air bypass passage 15 is fully closed. The heating state is set. In this state, when a blower of a blower unit (not shown) is operated, the blown air from the blower unit flows into the air inlet space 14 in the foremost part of the case 11 and then passes through the evaporator 12. An air-conditioning refrigeration cycle (not shown) is often stopped during heating in winter, but the air-conditioning refrigeration cycle may be operated for dehumidification. If the refrigeration cycle for air conditioning is operated, the blown air is cooled and dehumidified by the evaporator 12 to become cold air.

  At the time of maximum heating, the entire amount of the cold air passes through the first inlet air passage 18a and the second inlet air passage 18b as indicated by arrows a and c and flows into the heat exchange core portion 13a of the heater core 13 to be heated. Become a wind. The warm air rises in the warm air passage 21 as indicated by an arrow ac and reaches the air mixing unit 22, and a part of the warm air passes through the defroster opening 23 and travels from a defroster outlet (not shown) toward the vehicle window glass. To blow out and demonstrate the anti-fogging effect of the vehicle window glass. At the same time, most of the warm air flows from the air mixing section 22 through the communication opening 26 and the foot opening 28 into the foot blowing passage 31. Then, warm air is blown out from the left and right front seat foot outlets 32 opened in the middle of the foot outlet passage 31 toward the feet of the front seat occupant to heat the feet of the front seat occupant. Further, a part of the warm air flows from the rear seat foot opening 33 opened at the lower end portion of the foot outlet passage 31 to the rear seat foot outlet Rohe via the rear seat foot duct, and this rear foot Warm air is blown from the air outlet to the feet of the rear seat occupant to heat the feet of the rear seat occupant. As a result, the maximum heating capacity can be exhibited by heating the entire amount of blown air with the heater core 13 and blowing it out into the passenger compartment.

  When the first and second temperature adjusting doors 16 and 17 are operated from the maximum heating position indicated by the two-dot chain line in FIG. 1 to the maximum cooling position indicated by the solid line in FIG. As the opening degree of the first and second inlet air passages 18a and 18b of the heater core 13 decreases, the cold air bypass passage 15 opens from the fully closed state. For this reason, the cold air passing through the cold air bypass passage 15 and the warm air heated through the core portion 13a of the heater core 13 are mixed in the air mixing portion 22 and blown out into the vehicle interior.

  Here, when the first and second temperature adjusting doors 16 and 17 decrease the opening of the first and second inlet ventilation passages 18a and 18b, the opening of the cold air bypass passage 15 increases accordingly. Therefore, according to the opening positions of the first and second temperature adjusting doors 16 and 17, the hot air heated by the heater core 13 through the first and second inlet air passages 18 a and 18 b and the cold air bypass passage 15 The air volume ratio with the passing cold air can be continuously adjusted, and the temperature of the air blown into the passenger compartment can be adjusted to a desired temperature.

  (2) Next, when the face mode is set as the blowing mode, the defroster door 24 is operated to the position indicated by the alternate long and short dash line, and the defroster opening 23 is fully closed by the defroster door 24 and the communication port 26 is fully opened. . Then, the foot face switching door 29 is operated to the position indicated by the alternate long and short dash line to fully close the foot opening 28 and fully open the face opening 27. At this time, when the first and second temperature adjusting doors 16 and 17 are operated to the positions indicated by the alternate long and short dash line, the first and second inlet ventilation passages 18a and 18b of the heater core 13 are fully closed and the cold air bypass passage 15 is fully opened. The maximum cooling state is set.

  In this maximum cooling state, when the blower of the blower unit and the air-conditioning refrigeration cycle (not shown) are operated, the blown air from the blower unit is cooled by the evaporator 12 to become cold wind, and this cold wind passes through the cold wind bypass passage 15. Then, it goes directly to the air mixing unit 22 side, and further passes through the face opening 27 from the communication port 26 and cool air blows out to the upper body side of the occupant. Thereby, the maximum cooling capacity can be exhibited.

  Even in the face mode, the first and second temperature adjusting doors 16 and 17 are adjusted in opening degree from the maximum cooling position indicated by the alternate long and short dash line to the maximum heating position indicated by the alternate long and two short dashes line, thereby blowing air into the vehicle interior. The temperature can be adjusted to the desired temperature.

  In the face mode, the defroster door 24 and the first temperature adjustment door 16 are arranged substantially in parallel, and the cold air passing through the cold air bypass passage 15 does not intersect with the defroster door 24. Cold air hardly flows into the defroster opening 23.

  (3) Next, when the foot defroster mode is set as the blowing mode, as shown in FIG. 1 (a), the defroster door 24 is opened by a small amount of the defroster opening 23, and the communication port 26 is almost fully opened. Manipulate to position. The foot face switching door 29 is operated to a position where the foot opening 28 is fully opened and the face opening 27 is fully closed. Then, the first temperature adjusting door 16 is operated to a position where the cold air bypass passage 15 is opened in a small amount and the first inlet air passage 18a is almost fully opened. The second temperature adjustment door 17 that is linked to the first temperature adjustment door 16 is also operated to a position where the second inlet ventilation path 18b is almost fully open. A small amount of cold air passing through the cold air bypass passage 15 is set, and a state close to maximum heating in which the first and second inlet air passages 18a and 18b of the heater core 13 are almost fully opened is set.

  In this state, when the blower of the blower unit (not shown) and the air-conditioning refrigeration cycle are operated, the blown air from the blower unit is cooled by the evaporator 12 to become cold wind, and the cool wind is cooled by the airflow passage area narrowed. It passes through the bypass passage 15. Since the cold air passing through the cold air bypass passage 15 has a smaller air volume than the hot air ac passing through the hot air passage 21, the air is not mixed with the hot air in the air mixing unit 22, and as shown by the arrow d, in the evaporator 12. Into the defroster opening 23 in the vicinity of the downstream side. Since the defroster door 24 is at the intermediate opening position, the defroster door 24 and the second air passage ac intersect the warm air ac flowing into the air mixing unit 22, and most of the warm air ac is generated by the defroster door 24. The flow is distributed in the flow direction toward the communication port 26, and is directed to the communication port 26 as indicated by an arrow f. A part of the hot air d flows into the defroster opening 23 so as to flow into the cold air b through the opening 24 a provided also in the defroster door 24.

  Most of the hot air f passes through the communication port 26 and the foot opening 28 from the air mixing unit 22 and flows into the foot blowing passage 31. Then, part of the warm air d flows into the cold air b, and the temperature-controlled air passes through the defroster opening 23 and blows out from the defroster outlet toward the vehicle window glass, thereby exhibiting an antifogging effect of the vehicle window glass. .

  Here, in the foot defroster mode, the defroster opening 23 is disposed on the downstream side of the first air passage b, and the communication port 26 is disposed on the downstream side of the second air passage ac. The defroster door 24 distributes the first air passage b that mainly flows cold air toward the defroster opening 23 and the second air passage ac that mainly flows hot air toward the communication opening 26, that is, the foot opening 28. . Since the defroster door 24 is at the intermediate opening position, the defroster door 24 and the second air passage ac intersect each other. Further, since the opening 24a is provided in the defroster door 24, most of the warm air ac is distributed by the defroster door 24 in the flow direction toward the communication port 26, but a part of the warm air communicating with the opening 24a. d is allowed to flow into the first air passage b. Thereby, while warm air flows out from a foot blower outlet, it is possible to blow out the temperature-controlled air mainly by letting warm air flow into the flow of cold air from a defroster blower outlet.

  Furthermore, even in the foot defroster mode, by adjusting the opening degree of the first and second temperature adjustment doors 16 and 17 from the maximum cooling position indicated by the one-dot chain line to the maximum heating position side indicated by the two-dot chain line, The blowing air temperature can be adjusted to a desired temperature.

  In addition, although the above demonstrated the operation | movement at the time of foot mode, face mode, and foot defroster, (1) Bilevel mode which opens the face opening part 27 and the foot opening part 28 simultaneously, (2) Defroster opening A blowing mode such as a defroster mode in which the portion 28 is fully opened and the communication port 26 is closed can be selected. Also in each of these blowing modes, the temperature of the blown air into the passenger compartment is adjusted to a desired temperature by adjusting the opening of the first and second temperature adjusting doors 16 and 17.

  Next, the operational effects of the present embodiment will be described. (1) The defroster door 24 that distributes the first air passage b through which mainly cool air flows and the second air passage ac through which mainly hot air flows is at the intermediate opening position. At some point, the air flow in the first air passage b and the second air passage ac intersects the defroster door 24. Most of the hot air f in the second air passage ac is distributed by the defroster door 24 in the flow direction toward the communication port 26, but a part d of the hot air passes through the opening 24 a provided in the defroster door 24. It communicates and flows into the first air passage b. Note that this is a case where the intermediate opening position of the defroster door is set to an intermediate opening position that increases the ventilation passage area of the second air passage ac, that is, the ventilation amount. In the case of setting the intermediate opening position to increase the air flow rate of the 1 air passage b, it is possible to allow a part of the cool air to flow into the second air passage through the opening 24 a of the defroster door 24. Accordingly, it is possible to control the temperature of the hot air flowing through the first air passage and the temperature of the cold air flowing through the second air passage according to the intermediate opening position of the defroster door.

  (2) In addition, according to the present embodiment, the opening provided in the defroster door 24 is formed with a notch in the substantially central portion of the door member. An air conditioning unit for improving temperature control when in the position can be provided at low cost.

  In addition, since the opening 24a is provided at the substantially central portion of the door member, the warm air d flowing into the first air passage b is more stable than that having the opening on the side of the door member. A flow is obtained.

  (3) In the present embodiment, the downstream side of the first air passage b communicates with the defroster opening 23 connected to the defroster outlet that blows out the air flow toward the inner surface of the front window glass of the vehicle. The downstream side of the two air passages ac blows out the airflow toward the communication opening 26, that is, the face opening 27 connected to the face outlet that blows out the airflow toward the head of the passenger in the passenger compartment, and the foot. It is set as the structure connected to the foot opening part 28 connected to a foot blower outlet. According to this, it is applied to the temperature control of the warm air flowing in the first air passage b and the temperature control of the cold air flowing in the second air passage at the intermediate opening position of the defroster door 24 in the foot defroster mode. Is preferred.

  In addition, since the warm air d can be guided to the defroster opening 23 communicating with the first air passage b through the opening 24c, a phenomenon in which only the cool air blows out from the defroster outlet without mixing the cool air and the warm air according to the prior art. Can be reliably prevented. Although the comparative example shown in FIG. 2 shows what has no opening part in the defroster door 24 with respect to this embodiment, the state which only the cold wind b flows in into the defroster opening part 23 shown in a comparative example is prevented in this embodiment. it can.

(Other embodiments)
In the above-described embodiment, the opening 24a is provided in the substantially central portion of the defroster door 24 at the intermediate opening position. However, the bi-level mode in which the foot face switching door 29 is at the intermediate opening position. In this case, an opening may be provided at a substantially central portion of the foot face switching door 29.

  Also in this configuration, the rotary shaft 30 is arranged at the branch point between the face opening 27 and the foot opening 28, and the foot face switching door 29 is located around the branch point so that the entire face opening indicated by the solid line is located. From the foot mode position to be closed, the foot opening 28 indicated by the alternate long and short dash line is rotated within the opening range of the face mode position to be fully closed. Further, the foot face switching door 29 can sort the first air passage b through which mainly cool air flows and the second air passage ac through which mainly hot air flows. The downstream side of the first air passage b is provided with a face opening 27 connected to a face outlet that blows out an air flow toward the substantially head of the passenger in the passenger compartment. The downstream side of the second air passage ac is Since the foot opening 28 connected to the foot outlet that blows out the air flow toward the feet is disposed, the foot face switching door 29 having an opening at the substantially central portion is applied to the air conditioning unit 10. Thus, it is possible to control the temperature of the hot air flowing in the first air passage and the temperature of the cold air flowing in the second air passage according to the intermediate opening position of the foot face switching door 29.

  In the present embodiment described above, the temperature controllability at the intermediate opening position is described as being applied to the defroster door 24. However, the present invention is not limited to the defroster door 24, and the intermediate opening of the blowout mode door such as the foot face switching door 29 is possible. As long as it is in the position, it may be an intermediate position of any of the blowing mode doors.

  Further, in the present embodiment described above, the defroster door 24 has the opening 24a so that a part of the hot air is communicated with the defroster door 24 and flows into the cold air. Any communication part may be used as long as it is a communication part capable of communicating airflow, such as a notch, a groove part, and a slit.

It is a figure of the air-conditioning unit part of the vehicle air conditioner by embodiment of this invention, Comprising: Fig.1 (a) is sectional drawing, FIG.1 (b) shows the defroster door as a blowing mode door in Fig.1 (a). It is a perspective plane seen from B. It is a figure of the air-conditioning unit part of the vehicle air conditioner of a comparative example, Comprising: Fig.2 (a) is sectional drawing, FIG.2 (b) is the perspective plane which looked at the defroster door in Fig.2 (a) from B. FIG.

Explanation of symbols

11 Air-conditioning case 12 Evaporator (cooling heat exchanger)
13 Heater core (heat exchanger for heating)
DESCRIPTION OF SYMBOLS 15 Cold wind bypass path 16 1st temperature adjustment door 17 2nd temperature adjustment door 18a 1st inlet ventilation path 18b 2nd inlet ventilation path 22 Air mixing part 23 Defroster opening part 24 Defroster door (blowing mode door)
24a opening (communication part)
25 Rotating shaft 26 Communication port 27 Face opening 28 Foot opening 29 Foot face switching door 30 Rotating shaft 19 Partition wall 21 Hot air passage

Claims (2)

A heating heat exchanger for heating the air flowing toward the passenger compartment;
A cold air bypass passage through which cold air flows by bypassing the heating heat exchanger;
A temperature adjusting door that adjusts the air volume ratio between the hot air passing through the heating heat exchanger and the cold air passing through the cold air bypass passage;
An air mixing unit that mixes the cold air that has passed through the cold air bypass passage and the hot air that has passed through the heating heat exchanger;
A first air passage that is provided on the downstream side of the air mixing section, mainly through which cool air flows, and a second air passage through which mainly hot air flows;
A blow mode door that distributes the air mixed in the air mixing section into the air that goes into the first air passage and the air that goes into the second air passage,
The blowout mode door includes a communication portion that causes warm air to flow into the first air passage when the blowout mode door is in an intermediate opening position that distributes both the first air passage and the second air passage . An air conditioner ,
The blowout mode door is disposed above the heat exchanger for heating, and has a rotating shaft disposed at a branch point between the first air passage and the second air passage, and the rotating shaft as a center. A rotating door member,
The distal end portion of the door member is located below the base end portion of the door member on the rotating shaft side,
The vehicle air conditioner , wherein the communication portion is an opening that opens to a substantially central portion of the door member and extends to the distal end portion of the door member substantially perpendicularly to the rotation shaft . The downstream side of the first air passage communicates with a defroster opening connected to a defroster outlet for blowing an air flow toward the inner surface of the front window glass of the vehicle,
The downstream side of the second air passage is connected to a face opening that is connected to a face outlet that blows out an air flow toward the substantially head of a passenger in the passenger compartment, and a foot outlet that blows out an air flow toward the feet. The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner communicates with a foot opening portion .

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