JP4254450B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner in a vehicle provided with a front pillar that is disposed obliquely in front of and behind a passenger.

2. Description of the Related Art Conventionally, air conditioners for vehicles, particularly open car air conditioners, have the following structures.
In other words, when the roof detection sensor detects the opening of the roof part, air outlets are provided on both sides of the center console installed between the driver's seat and the passenger seat to blow air-conditioned air toward the feet of the occupant. When the air conditioning mode is switched to the roof open mode and the conditioned air is blown from the above-mentioned outlet toward the feet of the occupant to open the roof of the open car, the cold air due to the influence of the entrained air flowing into the passenger compartment It is an air conditioner configured to reduce feeling and configured to obtain a comfortable air conditioning feeling (see, for example, Patent Document 1).

On the other hand, a state determining means for detecting the opening and closing of the hood (roof portion) provided, when the state determination means detects the opening of the folding top, from the blowing port formed in a front header portion blown air, this blowing air There is also a configuration in which the air-conditioning operation by the air-conditioning apparatus is smoothly performed by preventing the running wind from flowing into the vehicle interior from the opened roof portion while the vehicle is running (see, for example, Patent Document 2). ).

However, in any of the above-described conventional structures, there is a problem that it is impossible to efficiently air-condition the periphery of the neck where the passenger's air-conditioning sensitivity is high.
In general, it is known that when the conditioned air is applied partially to the occupant's thighs, armpits, and neck, the occupant can fully experience the air-conditioning action, which is not only the open car but also the roof part can be opened and closed. This is also common to ordinary vehicles that do not, and how to obtain an air-conditioning effect particularly on the neck of the occupant and its surroundings is a problem.
Japanese Patent Laid-Open No. 2002-12020 Japanese Patent Laid-Open No. 7-266841

Therefore, the present invention is configured to arrange an air conditioning duct along the front pillar, and to blow out the conditioned air from the air conditioning duct toward the occupant's neck or head.
The air-conditioning duct is provided with an impact absorbing portion that deforms while cushioning the load when a predetermined load or more is input from the passenger compartment, thereby efficiently air-conditioning around the neck where the passenger's air-conditioning sensitivity is high It is possible to secure the safety of the occupant's head at the time of a vehicle collision , and the rib portion for shock absorption is arranged along the passage direction of the conditioned air. The passage of conditioned air is not obstructed, and as a result, it is possible to achieve both the passage of conditioned air and impact absorption, and the head of the occupant hits the front pillar side air conditioning duct at the time of a vehicle collision. Even if the directions are different, the plurality of rib portions can cope with this, and the safety of the head of the occupant can be improved, and the strength of the air conditioning duct at the time of non-collision can be improved by the plurality of rib portions. To secure In addition, the air conditioning duct is composed of a base part and a duct part, so that the air conditioning duct can be configured with a simple structure, and the rib part improves the safety of the occupant's head in the event of a vehicle collision. An object is to provide a vehicle air conditioner that can be secured .

A vehicle air conditioner according to the present invention is a vehicle air conditioner provided with a front pillar that is disposed obliquely forward and backward in front of an occupant, wherein an air conditioning duct is disposed along the front pillar. The air-conditioning duct can be blown out from the air-conditioning duct toward the occupant's neck or head, and when a load exceeding a predetermined value is input to the air-conditioning duct, the load is buffered. The air-conditioning duct includes a cylindrical portion through which the conditioned air passes, and a rib portion disposed along the direction of passage of the conditioned air is formed inside the cylindrical portion. The rib portion is configured to be crushed by input of a predetermined load, and a plurality of the rib portions are provided along the passage direction of the conditioned air, and the plurality of rib portions are configured to be crushed by input of the predetermined load. , Above sky The duct includes a base portion attached to the front pillar, and a duct portion attached to the base portion and having one side faced to the vehicle interior. The rib portion is provided between the base portion and the duct portion. A rib portion formed on the front pillar trim, a rib portion formed outside the air conditioning duct, and a rib portion formed inside the air conditioning duct, from above to below the front pillar. The shock absorbing portion is provided continuously in the form of ribs .

  You may form the impact-absorbing part of the said structure by the rib part which consists of synthetic resins etc.

  According to the above configuration, the occupant is air-conditioned by the conditioned air blown from the air-conditioning duct disposed along the front pillar toward the neck or the head of the occupant. Can be air-conditioned.

Further, in the air conditioning duct described above is provided with the shock absorbing portion is deformed while cushioning the load during load input, when the occupant's head hits the air conditioning duct during a vehicle collision, the impact absorbing portion of the load buffer While deforming. As a result, it is possible to ensure the safety of the head of the occupant during a vehicle collision.

Further, the air conditioning duct includes a cylindrical portion through which the conditioned air passes, and a rib portion disposed along the passing direction of the conditioned air is formed inside the cylindrical portion, and the rib portion has a predetermined load. what der that is configured to collapse (deform) the input, since the rib portion of the impact-absorbing and arranged along the passing direction of the conditioned air, the rib portion inhibits the passage of conditioned air As a result, it is possible to achieve both the passage of the conditioned air and the shock absorption.

In addition, the rib portion along the passing direction of the conditioned air is provided in plural, since the plurality of ribs are those that are configured to collapse (deform) the respective predetermined load input, the front pillar in the vehicle collision Even if the direction in which the occupant's head hits the air conditioning duct on the side is different, the plurality of rib portions can cope with this, and the safety of the occupant's head can be improved, and the plurality of ribs The strength of the air conditioning duct at the time of non-collision can be ensured by the portion.

Further, the base portion above the air conditioning duct is attached to the front pillar, it is attached to the base portion, and is constituted by a duct portion whose one side is facing the vehicle interior, between the base portion and the duct portion what der that a rib portion, since it is configured to air-conditioning ducts in the base portion and the duct portion, by a simple structure can be constituted the air conditioning duct, further occupant during a vehicle collision in the rib portion The safety of the head can be ensured.

In one embodiment of the present invention, the duct portion is constituted by a front pillar trim.
According to the above configuration, since the duct portion of the air conditioning duct is configured by the front pillar trim, the front pillar trim can also serve as the duct portion of the air conditioning duct, and it is possible to achieve both reduction in the number of parts and simplification of the structure. it can.

  In one embodiment of the present invention, the air conditioning duct is provided with a louver device that deflects conditioned air passing through the air conditioning duct in a predetermined direction, and the louver device is configured to input the load exceeding a predetermined value from the passenger compartment. It is configured to be detached from the air conditioning duct.

  According to the above configuration, the louver device deflects the blowing direction of the conditioned air, and the louver device receives a load exceeding a predetermined value from the passenger compartment when the head of the occupant hits the air conditioning duct at the time of a vehicle collision. When the vehicle is out of the air conditioning duct, the air deflectability of the air conditioning wind and the safety of the occupant's head in the event of a vehicle collision can be achieved.

In one embodiment of the present invention, the vehicle is configured such that at least a roof portion extending from an occupant to the front pillar can be opened.
According to the above configuration, in the case of an open car whose roof portion can be opened, it is difficult to keep the temperature in the vehicle interior properly by flowing in the traveling wind so as to be caught in the vehicle interior. It can be controlled, and is particularly advantageous in an open car, and the air conditioning performance of the open car can be improved.

According to the present invention, the air conditioning duct is disposed along the front pillar, and the air conditioning air can be blown out from the air conditioning duct toward the occupant's neck or head.
The air conditioning duct is provided with an impact absorbing part that deforms while buffering the load from the passenger compartment when the load exceeds a predetermined level. it it is, Ri effect there can be ensured the safety of the occupant's head during the vehicle collision, and since the rib portion of the impact-absorbing and arranged along the passing direction of the conditioned air, This rib portion does not obstruct the passage of conditioned air, and as a result, there is an effect that it is possible to achieve both the passage of conditioned air and shock absorption. Further, the air conditioning duct on the front pillar side in the event of a vehicle collision Even if the direction in which the head of the occupant hits is different, the plurality of rib portions can cope with this, and the safety of the occupant's head can be improved, and the plurality of rib portions do not collide Air conditioning In addition, since the air-conditioning duct is composed of the base portion and the duct portion, the air-conditioning duct can be constituted with a simple structure, and the rib portion is used for the vehicle. There is an effect of ensuring the safety of the head of the occupant at the time of the collision.

Air-conditioning around the neck where the air-conditioning sensitivity of the passenger is high, ensuring the safety of the head of the passenger in the event of a vehicle collision, and the ribs used for shock absorption obstruct the passage of air-conditioned air It is possible to achieve both the passage of conditioned air and shock absorption, and even if the direction of the head of the occupant against the air conditioning duct on the front pillar side differs in the event of a vehicle collision, In addition to this, the safety of the head of the occupant can be improved, and the strength of the air-conditioning duct at the time of non-collision can be ensured by the plurality of rib portions. The air conditioning duct can be configured with a simple structure, and the safety of the passenger's head in the event of a vehicle collision is ensured by the rib portion. Diagonally forward In a vehicle air conditioner having a front pillar that is inclined in the front-rear direction, an air conditioning duct is disposed along the front pillar, and toward an occupant's neck or head from the air conditioning duct. The air conditioning duct is configured to be capable of blowing air, and the air conditioning duct is provided with an impact absorbing portion that deforms while buffering the load when a predetermined load or more from the vehicle interior is input. A rib portion disposed along the direction of passage of the conditioned air is formed inside the cylindrical portion, and the rib portion is configured to be crushed by input of a predetermined load. A plurality of the rib portions along the direction of passage of the conditioned air are provided, the plurality of rib portions are configured to be crushed by input of a predetermined load, and the air conditioning duct is attached to the front pillar. And a duct portion attached to the base portion and having one side faced to the vehicle interior, the rib portion being provided between the base portion and the duct portion, and from above to the lower side of the front pillar. The shock absorption is continuously performed in the form of a rib formed on the front pillar trim, the rib formed outside the air conditioning duct, and the rib formed on the air conditioning duct. Realized by the structure that constitutes the part .

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawings show the vehicle air conditioner. First, the structure of the vehicle will be described with reference to FIGS.
As shown in FIG. 1, a dash lower panel 3 (dash panel) that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction is provided, and a cowl portion 4 that extends in the vehicle width direction is attached to an upper portion of the dash lower panel 3. The upper part of the engine room 1 is covered with a hood 5 so as to be opened and closed.

Further, the floor panel 6 extending horizontally horizontally or substantially rearward from the lower end portion of the dash lower panel 3 described above is provided, as shown in FIG. 2, the driver's seat 7 and the passenger's is at the top left and right sides of the floor panel 6 A sheet 8 is provided.

  Each of the left and right seats 7 and 8 is configured such that the position of the left and right seats 7 and 8 can be adjusted in the front-rear direction of the vehicle by a seat slide device (not shown) including a pair of lower rails and upper rails. The seating position of Y, Z, (see FIGS. 12 and 13) can be changed in the vehicle front-rear direction.

Each of these sheets 7 and 8, while including a seat cushion 9 and a seat back 10 and the headrest 11 respectively, in front of the driver's seat 7 are disposed steering wheel Lumpur 12. In this embodiment, a right-hand drive vehicle is illustrated, but it is needless to say that a left-hand drive vehicle may be used.

Furthermore , left and right front pillars 13 and 13 are provided obliquely in front of the occupants seated on the seats 7 and 8 so as to be inclined in the front-rear direction (inclined in the front-rear and rear-height directions). 13 and 13 are connected by a front header 14 having a closed cross-sectional structure extending in the vehicle width direction.

  As shown in FIG. 4, this vehicle is a so-called open car in which at least a roof portion 15 from the upper part of the occupant to the front pillars 13 and 13 can be opened.

Next, the configuration of the vehicle air conditioner will be described in detail.
As shown in FIGS. 1 to 4, an air conditioning unit 17 is disposed between the dash lower panel 3 and the instrument panel 16.
The air conditioning unit 17 includes a blower unit 18, a heater & cooler unit 19 as a temperature adjustment unit, and a mode switching box 20. In this embodiment, the above-described mode switching box 20 is disposed at a substantially central portion in the vehicle width direction.

  Further, as shown in FIG. 5, the blower unit 18 has an inside / outside air switching box 21, and an inside air inlet 22 and an outside air inlet 23 formed in the inside / outside air switching box 21. Are switched by the inside / outside air switching door 24, and the blower 26 driven by the blower motor 25 is used to blow the inside or outside air to the heater & cooler unit 19.

The heater & cooler unit 19 described above has a cooler 27 (evaporator), a heater core 28, and an air mix door 29 so as to blow air-conditioned air such as cold air or hot air whose temperature is adjusted to the mode switching box 20. It is composed.
In this mode switching box 20, a defroster duct 30, a vent duct 31 having a driver's seat side passage 31a and a passenger seat side passage 31b, and a heat duct 32 are connected in communication, and each communication portion has a defroster door 33, A vent door 34 and a heat door 35 are provided.

  The defroster duct 30 described above includes a center defroster outlet 37 (see FIG. 2) facing the inclined lower end portion of the front window glass 36 (see FIG. 1), side defroster outlets 38, 38 located on both sides in the vehicle width direction. Communicate with.

The vent duct 31 has a center vent duct 39 and a side vent duct 40 on both the driver seat side and the passenger seat side as shown in FIG. An air outlet 41 (center vent air outlet) is formed, and a side vent air outlet 42 (side vent air outlet) is formed at the tip of the side vent duct 40, respectively. Each of these air outlets 41 and 42 may be provided with a louver device that adjusts the direction in which the conditioned air is blown out.

Furthermore , the above-described heat duct 32 includes a driver's side passage 43 that blows conditioned air to the feet of the driver side occupant and a passengers side passage 44 that blows conditioned air to the feet of the passenger side occupant. Yes.
As shown in FIG. 6, the front end portion of the side vent duct 40 is bent so as to be oriented in the front-rear direction of the vehicle, and is substantially L-shaped in the middle portion of the side vent duct 40 facing in the front-rear direction. The branch duct 45 is branched and connected in communication, and the branch duct 45 is disposed below the front pillar 13.

As shown in FIG. 3, the front pillar 13 of the above-arranged front pillar duct 46 as the air-conditioning duct along the front pillar 13, and sends the conditioned air from the front pillar duct 46 toward the passenger A front pillar air-conditioning air outlet 47 (front pillar air-conditioning air outlet) that directly applies the air-conditioning air to the passenger's neck or head is provided. The lower end portion of the front pillar duct 46 is connected to the branch duct 45 in communication.

  In short, the duct structure shown in FIG. 3 connects the mode switching box 20 of the air conditioning unit 17 and the side vent outlet 42 with the side vent duct 40 and branches off from the front end side intermediate portion of the side vent duct 40. A front pillar air-conditioning duct (see the ducts 45 and 46 and an air-conditioning duct 55 to be described later) provided along the front pillar 13 and connected to the front pillar air-conditioning air outlet 47 is provided. This simplifies the duct structure and improves the duct layout in the instrument panel 16.

Next , the configuration of the front pillar 13 portion including the front pillar duct 46 will be described in detail with reference to FIGS.
7 is an exploded perspective view showing the louver device in a state in which the louver device is omitted, FIG. 8 is an exploded perspective view including the louver device, FIG. 9 is a cross-sectional view of a portion corresponding to the line AA in FIG. FIG. 11 is a cross-sectional view of a portion corresponding to the line BB of FIG. 7, and FIG. 11 is a cross-sectional view of a portion corresponding to the line CC of FIG.

  9 to 11, the front pillar 13 has a front pillar outer 48, a front pillar inner 49, and a reinforcement 50, and a reinforcement that is joined to the reinforcement 50 and extends vertically in the pillar closed cross section. A pipe 51 is provided.

As shown in FIGS. 7, 8, 10, and 11, a front pillar trim 52 is disposed on the surface of the above-described front pillar inner 49 via the front pillar duct 46, and the above-described front pillar inner 49 is disposed. pillar conditioned air blowout port 47, an upper closer than the middle position of the front pillar trim 52, that is disposed at a position near set as much as possible to the occupant.

  The front pillar duct 46 described above is formed in a duct shape on the lower side in the vertical direction as shown in FIG. 7, and the upper side in the vertical direction is surrounded by a closed loop adhesive surface 53 shown by hatching for convenience of illustration in FIG. This portion is configured to open to the front pillar trim 52 side, and when this bonding surface 53 is bonded to the front pillar trim 52, the duct portion through which the conditioned air is passed by both the front pillar duct 46 and the front pillar trim 52. Is formed.

Further , the lower end of the front pillar duct 46 has a closed cross-sectional shape (duct shape) to be attached to the branch duct 45, and the front pillar inner 49 is provided in the middle portion in the vertical direction on the back side (front pillar 13 side) of the front pillar duct 46. A concave portion 46a (see FIGS. 8 and 11) is formed to be disposed.

  Furthermore, as shown in FIGS. 10 and 11, the portion corresponding to the adhesive surface 53 of the front pillar duct 46 has a base portion 46b attached to the front pillar inner 49, and the base portion 46b has a front portion as a duct portion. A pillar trim 52 is attached, and an air conditioning duct 55 having a cylindrical portion 54 inside is formed by both 46 b and 52.

That is, on the lower side than the bonding surface 53 shown in FIG. 7, a duct that allows the conditioned air to pass through only the front pillar duct 46 is formed, and a front pillar duct 46 (duct outer portion) is formed in a portion corresponding to the bonding surface 53. An air conditioning duct 55 that allows the conditioned air to pass therethrough is formed by both the front pillar trim 52 (duct inner portion) whose one side faces the vehicle interior.

The front pillar duct 46 described above has a generally front pillar conditioned air blowout port 47 corresponding head 46c, 7, 8, between the outer surface and the front pillar trim 52 of the head 46c As shown in FIG. 10, a plurality of rib portions 56 are provided as shock absorbing portions that are deformed while buffering the impact load.

  In other words, a plurality of the rib portions 56 are provided between the base portion 46 b of the front pillar duct 46 and the front pillar trim 52 at a predetermined interval in the vertical direction.

  Further, as shown in FIGS. 7 and 11, a plurality of rib portions 57 are arranged inside the cylindrical portion 54 along the passage direction of the conditioned air (that is, the direction along the upper and lower longitudinal directions of the front pillar portion 13). The plurality of ribs 57 directed in a direction not impeding the passage of the conditioned air are configured to be crushed while buffering the load by inputting a predetermined load. In this embodiment, the rib portion 57 described above is arranged in a substantially zigzag shape between the base portion 46 b of the front pillar duct 46 and the front pillar trim 52.

Also , as shown in FIGS. 7 and 9, a plurality of shock absorbing ribs 58 are integrally formed on the front pillar 13 side surface of the front pillar trim 52 above the front pillar air conditioning air outlet 47, It is configured to be deformed while absorbing impact energy in the event of a vehicle collision.

  As shown in FIGS. 8 and 10, a rectangular frame-shaped mounting portion 59 (so-called mounting frame) protruding toward the front pillar inner 49 side is integrally formed at the edge of the front pillar air-conditioning air outlet 47 of the front pillar trim 52 described above. The louver device 60 as a louver part is attached to the attachment part 59.

The louver device 60, the conditioned air passing through the air conditioning duct 55 intended to deflect in a predetermined direction, a rectangular frame-shaped louver box 61 the louver device 60 is provided inside the mounting portion 59 described above, the louvers A plurality of louvers 62 (so-called fins) attached to the box 61 are provided, and support shafts 63, 63 that are pivotally supported by the support holes 59 a of the attachment portion 59 on the side pieces on both sides of the louver box 61. Provided on both upper and lower surfaces of the louver 62 are support shafts 64, 64 pivotally supported by the support hole 61a of the louver box 61, and a plurality of louvers 62, 62 are simultaneously rotated. As described above, the connecting rod 65 is pin-connected between the plurality of louvers 62.

  Then, after inserting the support shafts 64, 64 at the upper and lower ends of the louvers 62, 62 into the support holes 61 a, 61 a of the louver box 61, the support shafts 63, 63 of the louver box 61 are attached to the mounting portion 59 on the front pillar trim 52 side. When the louver box 61 is inserted into the support holes 59a, 59a, the louver box 61 rotates up and down with the fulcrum 63 as a fulcrum, and the louvers 62, 62 in the louver box 61 have the fulcrum 64 as a fulcrum. The plurality of louvers 62 and 62 are configured to rotate in the vehicle width direction at the same time so as to blow conditioned air in an appropriate direction regardless of the size of the passengers.

  That is, the louver device 60 is arranged so that the direction of the conditioned air can be adjusted in the vertical direction within a predetermined range, and is arranged so that the direction of the conditioned air can be adjusted in the vehicle width direction within the predetermined range. Therefore, it is possible to appropriately adjust the blowing direction of the conditioned air according to the physique of the occupant.

  The louver device 60 provided in the above-described front pillar air-conditioning air outlet 47 deflects the air-conditioning air toward the neck or head of the occupant. As shown in a side view of FIG. Deflects the conditioned air to an angle θ2 that is smaller than an inclination angle θ1 of the front pillar 13 toward the vehicle interior (an elevation angle of the front pillar 13 when the belt line is horizontal).

Specifically, the upper limit L1 of the air-conditioning air blowing line by the louver device 60 is substantially parallel to the belt line, and the lower limit L2 is a range having an opening angle of 28 to 30 degrees downward with respect to the upper limit L1 (see angle θ2). ) Is set.

Moreover , the air-conditioning wind blowing direction by the louver device 60 as seen from the plane is as shown in FIG. 13, a line L3 substantially on the extension line of the front pillar 13 and 22-24 inward in the vehicle width direction with respect to this line L3. It is configured to be arbitrarily deflected within the range of the line L4 having the opening angle θ3.

  That is, the occupants seated on the seats 7 and 8 include a large occupant X, a middle occupant Y, and a small occupant Z. The seats 7 and 8 move forward and backward according to the occupant's physiques X, Y, and Z. Although the direction of the louver device 60 is changed, the louver device 60 can blow air-conditioned air toward the neck or head of the occupant X, Y, Z even when the seating position of the occupant X, Y, Z is changed. It is configured to adjust the position of the air-conditioning system, so that the spot air-conditioning wind blowout to the neck or head can be adjusted regardless of the size of the occupant's physiques X, Y, and Z. 12 and 13, the louver device 60 is omitted for convenience of illustration, but the louver device 60 is provided at the mounting portion 59 in the front pillar air-conditioning air outlet 47 as described above. is there.

  The louver device 60 (louver part) shown in FIG. 8 is configured such that the louver box 61 rotates in the vertical direction and the louver 62 rotates in the vehicle width direction. A configuration in which the box is rotated in the vehicle width direction and the louver in the vertical direction may be employed.

  That is, as shown in another embodiment of the louver device 60 in FIG. 14, a rectangular frame-shaped louver box 61 provided in the attachment portion 59 of the front pillar trim 52 and a plurality of louvers 62 attached to the louver box 61. In the louver device 60 provided with (so-called fins), the upper and lower pieces of the louver box 61 are pivotally supported by the support holes 59a and 59a at the corresponding positions of the mounting portion 59 so as to be rotatable. 63, and the left and right sides of the plurality of louvers 62 are provided with support shafts 64, 64 pivotally supported by the support holes 61a of the louver box 61, and the plurality of louvers 62 are simultaneously interlocked. A connecting rod 65 is pin-connected between the plurality of louvers 62.

  Then, after inserting the support shafts 64 at the left and right ends of the louver 62 into the support holes 61a, 61a of the louver box 61, the upper and lower support shafts 63, 63 of the louver box 61 are attached to the mounting portion 59 on the front pillar trim 52 side. The louver box 61 is inserted into the support holes 59a and 59a at the support shafts 59a and 59a so that the louver box 61 and the louver box 61 are pivoted in the vehicle width direction indicated by the arrow a in FIG. The louvers 62 are configured such that a plurality of louvers 62... Simultaneously rotate in the vertical direction indicated by the arrow b in FIG. 14 with the support shaft 64 as a fulcrum. Even if the seating position in the direction changes, it is configured to adjust the blowing direction of the conditioned air appropriately according to each of these occupants X, Y, Z, Appropriate blowing of the conditioned air is to be able to cover, regardless.

  Even if the louver device 60 shown in FIG. 14 is used in place of the louver device 60 of FIG. 8, the direction of blowing the conditioned air in the vertical direction and the vehicle width direction is within a predetermined range as shown in FIGS. In FIG. 14, the same reference numerals are given to the same parts as those in FIG. 8 or the parts having the same function, and the detailed description thereof is omitted.

  FIG. 15 is a partial view showing the relationship between the mounting portion 59 of the front pillar trim 52 shown in FIG. 8 and the support shaft 63 of the louver box 61, and the outer peripheral portion of the support shaft 63 coincides with the inner end of the mounting portion 59. Alternatively, the louver device 60 is pivotally supported so as to substantially coincide with each other, and when a predetermined load or more from the vehicle interior is input to the front pillar trim 52 at the time of a vehicle collision, the support shaft 63 is detached from the mounting portion 59, whereby the louver device 60 is ducted. It separates from the front pillar trim 52 as a part and is configured to ensure the safety of the head of the occupant.

Instead of the configuration shown in FIG. 15, the configurations shown in FIGS. 16 and 17 may be employed.
That is, the structure shown in FIG. 16, in which grooves 59b of width smaller than the diameter of the support hole 59a is formed continuously with respect to the support hole 59a, the louver box 61 shown in FIG. 8 in the supporting hole 59a Even when the support shaft 63 is pivotally supported, the louver device 60 can be detached from the front pillar trim 52 when a load exceeding a predetermined value is input from the interior of the passenger compartment 2 to ensure the safety of the passenger's head.

In the structure shown in FIG. 17, fragile portions 59c and 59c are formed by concave grooves on the inner side of the support hole 59a in the attachment portion 59, and the louver device 60 is moved to the front when a predetermined load or more is input from the interior of the vehicle compartment 2 . It is configured to be separated from the pillar trim 52 to ensure the safety of the passenger's head. If it comprises as shown in FIG. 17, the support hole 59a can be provided in the intermediate part or center part of the attaching part 59. FIG.

  By the way, the switching part 66 shown in FIGS. 18-21 is interposed between the side vent duct 40 shown in FIG. 6, the branch duct 45, and the side vent outlet 42 as a side vent blowing part.

The switching portion 66 includes upper and lower cases 67 and 68 having a split structure shown in FIG. 21, and when these cases 67 and 68 are combined, a vent that communicates the side vent duct 40 and the side vent outlet 42 is provided. A passage 69 and a front pillar side passage 70 that communicates the side vent duct 40 and the branch duct 45 are formed.

  The bearing portion 71 of the case wall constituting the vent passage 69 supports a door shaft 73 having a gear 72 on the outer end side, and the vent passage 69 is provided by a door 74 integrally attached to the door shaft 73. Is configured to open and close.

  Further, a door shaft 77 having a gear 76 on the inner end side is pivotally supported on the bearing portion 75 of the case wall constituting the front pillar side passage 70 described above, and the door 78 is integrally attached to the door shaft 77. Thus, the front pillar side passage 70 is configured to be opened and closed.

  Further, for the purpose of simultaneously controlling the opening and closing of the doors 74 and 78 described above, an operation lever 79 is provided as a blowout air adjusting means. By this operation lever 79, the side vent air outlet 42 and the front pillar air conditioning air outlet 47 are provided. It is configured to control the blowout amount.

  As shown in FIG. 22, the operation lever 79 includes a support shaft 80, an operation knob 81, a gear 82 provided at the rear end of the lever for driving the gear 72, and a gear 76 for driving the gear 76. And a gear 83 provided on the side surface of the lever. A support shaft 80 is pivotally supported on the bearing portion 84 of the case wall, and the gear 82 on the rear end side of the lever is engaged with the gear 72 on the door 74 side under this shaft support state. Further, the gear 83 on the side surface of the lever is engaged with the gear 76 on the door 78 side, and the operation knob 81 of the operation lever 79 protrudes from the opening 85 of the instrument panel 16 toward the passenger compartment as shown in FIG. The occupant can manually operate from the passenger compartment.

  Then, when the operation knob 81 shown in FIG. 23 is operated to the FP side (the upper side in the drawing) of FIG. 23, the door on the vent passage 69 side is engaged as shown in FIGS. 19 and 24 due to the engagement of the gears 82 and 72 and the gears 83 and 76. 74 is closed (closed), the door 78 of the front pillar side passage 70 is opened (opened), and the entire amount of the conditioned air in the side vent duct 40 is transferred to the front pillar conditioned air outlet 47 as shown by arrows in FIG. Lead to.

  Further, when the operation knob 81 shown in FIG. 23 is operated to the SIDE side (the lower side in the figure) of FIG. 23, the engagement of the gears 82 and 72 and the gears 83 and 76 causes the vent passage 69 side as shown in FIGS. The door 74 is opened (opened), the door 78 of the front pillar side passage 70 is closed (closed), and the entire amount of the conditioned air in the side vent duct 40 is transferred to the side vent outlet 42 as indicated by an arrow in FIG. Lead.

Further , when the operation knob 81 shown in FIG. 23 is operated to an intermediate position between the FP side and the SIDE side in FIG. 23, that is, the BOTH side, as shown in FIG. 18 and FIG. The doors 74 and 78 are also operated in a half-open state, and the conditioned air in the side vent duct 40 is guided to both the side vent air outlet 42 and the front pillar air conditioned air outlet 47 as shown by arrows in FIG.

  In this way, by manually operating the operation lever 79 via the operation knob 81 described above, the blowout amount can be controlled as shown in FIG. 18, FIG. 19, FIG. 20, and FIG.

  24, FP corresponds to the state shown in FIG. 19, and BOTH corresponds to the state shown in FIG. 18, and SIDE is the correspondence between FP, BOTH, and SIDE in the explanatory diagram of FIG. This corresponds to the state shown in FIG.

  The operation lever 79 having the manual operation structure shown in FIGS. 18 to 20 may have an electric operation structure as shown in FIGS. 25, 26, and 27. When the operation lever 79 is set to an electric structure, the operation lever 79 becomes a switching operation unit.

  In this case, the operation knob 81 is omitted, and a driven gear 86 is provided for the support shaft 80 of the operation lever 79 (switching operation portion), and this driven gear 86 is driven by a driving gear 88 of a reversible motor 87 as a driving device. Configure as appropriate.

4 is provided with a roof open detection device 89 (roof open detection means) comprising a limit switch, a micro switch, or the like for detecting opening and closing of the roof portion 15 shown in FIG. (A control unit) is connected, and the reversible motor 87 as a driving device is configured to be driven forward and reverse by the output of the control unit 90.

  Specifically, when the roof open detecting device 89 detects the opening of the roof portion 15, in order to improve the body sensitivity of the air conditioning effect for the occupant, as shown in FIG. 25 or FIG. The blowout amount is controlled to be larger than the blowout amount from the side vent blowout port 42 (including the case where the blowout amount from the side vent blowout port 42 is zero).

  More specifically, when the roof opening detecting device 89 detects the opening (opening) of the roof portion 15, in order to improve the body sensitivity of the air conditioning effect for the occupant, the roof portion 15 is not closed (closed). Control is performed so that the amount of air blown from the front pillar air-conditioning air outlet 47 is larger than the amount of air blown from the side vent outlet 42. Specifically, the doors 74 and 78 are controlled so as to be in the state of FIG. 26 when the roof is opened, or the conditioned air passage amount from the door 78 is larger than the conditioned air passage amount from the door 74 in the state of FIG. If the opening degree of each door 78, 74 is controlled so as to increase, even when the roof portion 15 is opened, the occupant can improve the air conditioning effect by the amount of conditioned air blown from the front pillar air conditioned air outlet 47. You can experience it.

  28, 29, and 30 show another embodiment of the switching portion 66, and an outer valve housing 91 and an internal hollow that is provided in the valve housing 91 and rotates around a rotation center shaft 92. FIG. And a rotary valve 93 (blowing air adjusting means).

  The above-described valve housing 91 communicates with the front pillar air-conditioning air outlet 47 via the inflow passage 94 through which the conditioned air from the side vent duct 40 flows, the vent passage 69 communicating with the side vent outlet 42, and the branch duct 45. And a front pillar side passage 70.

Further, the valve 93 has an inlet port 95 and an outlet port 96, and peripheral walls 97 and 98 that also serve as an air conditioning air blocking wall are formed between the ports 95 and 96.
As shown in FIG. 28, when the inlet port 95 and the inflow passage 94 are communicated with each other, and the outlet port 96 is simultaneously communicated with the vent passage 69 and the front pillar side passage 70, as shown by arrows in FIG. The conditioned air can be supplied simultaneously to the side vent outlet 42 and the front pillar conditioned air outlet 47, and the conditioned air can be simultaneously blown out from these outlets 42, 47.

Further , as shown in FIG. 29, when the valve 93 is rotated, the inlet port 95 and the inflow passage 94 are communicated, the outlet port 96 is communicated only to the front pillar side passage 70, and the vent passage is formed by the peripheral wall 97. If 69 is cut off, as shown by an arrow in FIG. 29 , the conditioned air can be supplied only to the front pillar conditioned air outlet 47 and the conditioned air can be blown out from the front pillar conditioned air outlet 47.

Further , as shown in FIG. 30, by rotating the valve 93, the inlet port 95 and the inflow passage 94 are communicated, the outlet port 96 is communicated only to the vent passage 69, and the front pillar side passage is formed by the peripheral wall 98. When 70 is cut off , the conditioned air can be supplied only to the side vent outlet 42 and blown out from the side vent outlet 42 as shown by the arrows in FIG.

  Here, when the above-described rotation center shaft 92 is interlocked with a reversible motor as a driving device, the valve 93 can be driven by a motor, and the rotation center shaft 92 is operated via power transmission means such as a pulley and a belt. When interlocked with the dial (operation member), the valve 93 can be driven manually.

Thus, if the above-mentioned switching part 66 is made into a rotary type, the number of parts can be reduced, the structure can be simplified, and the size can be reduced.
FIGS. 31 and 32 show another embodiment of the vehicle air conditioner, in which the mode switching box 20 of the air conditioning unit 17 disposed inside the instrument panel 16 and the vent outlets 41 and 42 as vent outlets are shown. Are connected by the vent ducts 39, 40, while providing a front pillar side duct 99 that extends in parallel with the side vent duct 40 and whose vehicle outer end portion 99a is connected to the lower portion of the front pillar duct 46. This front pillar side duct 99 is connected to the mode switching box 20.

  That is, the side vent duct 40 and the front pillar side duct 99 are integrated into the mode switching box 20 of the air conditioning unit 17 so that the switching unit 66 is omitted and the switching of the conditioned air is facilitated. .

  In FIG. 31, the center vent duct 39, the side vent duct 40 and the front pillar side duct 99 are shown only on the driver side, but as shown in FIG. 32, these ducts 39, 40 and 99 are on the driver side ( Not only α) but also the passengers side (β) is provided in a substantially symmetrical structure.

  Further, as shown in FIG. 32, doors 34 and 100 are provided at the communicating portions between the switching box 20 and the ducts 39, 40 and 99, respectively. In the case of the embodiment shown in FIG. 31 and FIG. 32, the blowout air adjusting means in which the doors 34 and 100 on the mode switching box 20 side can adjust the blowout amount between the side vent blowout opening 42 and the front pillar air conditioning air blowout opening 47. Acts as In FIG. 31 and FIG. 32, the same reference numerals are given to the same portions as those in the previous drawings, and detailed description thereof is omitted. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inside of the vehicle, and arrow OUT indicates the outside of the vehicle.

  Thus, the vehicle air conditioner of the above embodiment is a vehicle air conditioner provided with the front pillar 13 that is disposed obliquely forward in the front-rear direction of the occupants X, Y, Z. Air-conditioning ducts (see front pillar duct 46 and air-conditioning duct 55) are arranged along the front pillar 13, and air-conditioning air can be blown from the air-conditioning ducts (see each duct 46 and 55) toward the neck or head of the passenger. In addition, when a load exceeding a predetermined value is input from the passenger compartment 2 to the air conditioning duct (refer to the front pillar duct 46 and the air conditioning duct 55), an impact absorbing portion (rib) that deforms while buffering the load. Parts 56 and 57).

  According to this configuration, the occupants X, Y, and the like are conditioned by the conditioned air blown from the air conditioning duct (see the front pillar duct 46 and the air conditioning duct 55) disposed along the front pillar 13 toward the neck or head of the occupant. Since Z is air-conditioned, it is possible to efficiently air-condition the periphery of the neck where the air conditioning sensitivity of the passenger is high.

  In addition, since the above-described air conditioning duct (see the front pillar duct 46 and the air conditioning duct 55) is provided with an impact absorbing portion (see the rib portions 56 and 57) that deforms while buffering the load when the load is input, When the head hits the air conditioning duct, the shock absorbing part (see the rib parts 56 and 57) is deformed while buffering the load. As a result, it is possible to ensure the safety of the head of the occupant during a vehicle collision.

  The air-conditioning duct (refer to the front pillar duct 46 and the air-conditioning duct 55) includes a cylindrical portion 54 through which conditioned air passes, and is disposed inside the cylindrical portion 54 along the direction in which the conditioned air passes. A rib portion 57 is formed, and the rib portion 57 is configured to be crushed (deformed) by inputting a predetermined load.

  According to this configuration, since the shock absorbing rib portion 57 is disposed along the direction of passage of the conditioned air, the rib portion 57 does not hinder the passage of the conditioned air. Both passage and shock absorption can be achieved.

  Furthermore, a plurality of rib portions 57 are provided along the direction of passage of the conditioned air, and the plurality of rib portions 57 are each configured to be crushed (deformed) by inputting a predetermined load.

  According to this configuration, even if the direction in which the head of the occupant hits the air conditioning duct on the side of the front pillar 13 (see the front pillar duct 46 and the air conditioning duct 55) at the time of a vehicle collision is different, The safety of the head of the occupant can be improved, and the strength of the air conditioning duct at the time of non-collision can be ensured by the plurality of rib portions 57. Here, as shown in FIG. 11, it is desirable that the plurality of ribs 57 are arranged in different directions.

  In addition, the air conditioning duct includes a base portion 46b attached to the front pillar 13 (specifically, the front pillar inner 49), a duct portion attached to the base portion 46b and having one side faced to the vehicle interior (front pillar trim). 52), and rib portions 56 and 57 are provided between the base portion 46b and the duct portion (see the front pillar trim 52).

  According to this configuration, since the air conditioning duct is configured by the base portion 46b and the duct portion (see the front pillar trim 52), the air conditioning duct can be configured with a simple structure. It is possible to ensure the safety of the occupant's head in the event of a collision.

The duct portion is constituted by a front pillar trim 52.
According to this configuration, since the duct portion of the air conditioning duct 55 is configured by the front pillar trim 52, the front pillar trim 52 can also serve as the duct portion of the air conditioning duct 55, reducing the number of parts and simplifying the structure. Both can be achieved.

  Further, the air conditioning duct (refer to the front pillar duct 46 and the air conditioning duct 55) is provided with a louver device 60 for deflecting the conditioned air passing through the air conditioning duct in a predetermined direction. The air-conditioning duct (see the front pillar duct 46 and the air-conditioning duct 55) is configured to be detached when a load exceeding a predetermined value is input.

According to this configuration, the louver device 60 deflects the blowing direction of the conditioned air,
By providing the louver device 60, the front pillar trim 52 is hardened.
The louver device 60 is disengaged from the air-conditioning duct when the passenger's head hits the air-conditioning duct at the time of a vehicle collision and a load exceeding a predetermined value is input from the passenger compartment 2. It is possible to balance the safety of the head of the passenger at the time.

  Moreover, the vehicle is configured such that at least the upper portion of the passengers X, Y, and Z and the roof portion 15 extending to the front pillar 13 can be opened.

  According to this configuration, in the case of an open car in which the roof portion 15 can be opened, it is difficult for the traveling wind to flow into the passenger compartment 2 and keep the temperature in the passenger compartment 2 appropriately. This makes it possible to control air conditioning more efficiently, and is particularly advantageous in open cars, and can improve the air conditioning performance of open cars.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The air conditioning duct of the present invention corresponds to the front pillar duct 46 and the air conditioning duct 55 of the embodiment,
Similarly,
The shock absorbing parts correspond to the rib parts 56 and 57,
The duct part corresponds to the front pillar trims 52 and 57,
The duct portion corresponds to the front pillar trim 52,
The present invention is not limited to the configuration of the above-described embodiment.

The principal part side view of the vehicle provided with the vehicle air conditioner of this invention. The top view of FIG. The perspective view which shows a vehicle air conditioner. The perspective view of the vehicle which can open | release a roof part. Sectional drawing which shows the internal structure of the air conditioning unit in the apparatus of FIG. FIG. 4 is a partially enlarged perspective view of FIG. 3. The front pillar, the front pillar duct, and the trim exploded perspective view. The exploded perspective view of a front pillar duct, a louver device, and a trim. Sectional drawing of the front pillar part equivalent to the AA arrow of FIG. Sectional drawing of the front pillar part equivalent to the BB arrow of FIG. Sectional drawing of the front pillar part corresponded in the CC arrow of FIG. The side view which shows the blowing angle of an air conditioning wind. The top view which shows the blowing angle of an air conditioning wind. The perspective view which shows the other Example of a louver apparatus. The fragmentary figure which shows the detachment structure of the louver apparatus at the time of impact load input. The fragmentary figure which shows the other Example of the detachment | leave structure. The fragmentary figure which shows the further another Example of the detachment | leave structure. Sectional drawing of a switching part. Sectional drawing which shows the air-conditioning wind blowing state to the front pillar side. Sectional drawing which shows the air-conditioning wind blowing state to a side vent blower outlet. The disassembled perspective view of a switching part. The expansion perspective view of an operation lever. Explanatory drawing which shows the layout of an operation lever. Explanatory drawing which shows the pattern of the air-conditioning wind blowing state by an operation lever. The systematic diagram which shows the other Example of the switching part. The system diagram which shows the air-conditioning wind blowing state to the front pillar side. The system diagram which shows the air-conditioning wind blowing state to a side vent blower outlet. Sectional drawing which shows the further another Example of the switching part. Sectional drawing which shows the air-conditioning wind blowing state to the front pillar side. Sectional drawing which shows the air-conditioning wind blowing state to a side vent blower outlet. The perspective view which shows the other Example of a vehicle air conditioner. Sectional drawing which shows the internal structure of the air conditioning unit in the apparatus of FIG.

Explanation of symbols

2 ... Vehicle compartment 13 ... Front pillar 15 ... Roof 46 ... Front pillar duct (air conditioning duct)
46b ... Base part 52 ... Front pillar trim (duct part)
54 ... Cylindrical part 55 ... Air conditioning duct
56 ... rib part (rib part outside the air conditioning duct)
57 ... Rib part (rib part in the air conditioning duct)
58 ... rib part (rib part of front pillar trim)
60 ... Louvre device

Claims (4)

A vehicle air conditioner for a vehicle including a front pillar that is disposed obliquely forward and backward in front of an occupant,
Air conditioning ducts are arranged along the front pillars,
While being configured to be able to blow conditioned air from the air conditioning duct toward the neck or head of the occupant,
The air-conditioning duct is provided with an impact absorbing portion that deforms while buffering the load when a load greater than a predetermined value from the passenger compartment is input ,
The air conditioning duct includes a cylindrical portion through which conditioned air passes,
Inside the cylindrical part is formed a rib part arranged along the passage direction of the conditioned air, the rib part is configured to be crushed by the input of a predetermined load,
A plurality of the rib portions along the passing direction of the conditioned air are provided, and each of the plurality of rib portions is configured to be crushed by input of a predetermined load,
The air conditioning duct is composed of a base portion attached to the front pillar, a duct portion attached to the base portion, and one side surface of which faces the vehicle interior,
The rib portion is provided between the base portion and the duct portion,
Each rib of the rib part formed in the front pillar trim, the rib part formed outside the air conditioning duct, and the rib part formed in the air conditioning duct from above to below the front pillar. The vehicle air conditioner is provided with the shock absorbing portion continuously in a form . The vehicle air conditioner according to claim 1, wherein the duct portion is configured by a front pillar trim . The air conditioning duct is provided with a louver device that deflects the conditioned air passing through the air conditioning duct in a predetermined direction,
The louver device moving vehicle air-conditioning apparatus configured <br/> claim 1, wherein in order to leave from the air conditioning duct during a predetermined or more load input from the vehicle interior. The vehicle air conditioner according to any one of claims 1 to 3, wherein the vehicle is configured so that at least an upper portion of an occupant and a roof portion extending from the front pillar can be opened .

Images