JP5516012B2 - Vehicle air conditioning panel - Google Patents

Description

  The present invention relates to the structure of an air conditioning panel for a vehicle.

  A vehicle air conditioner that cools the passenger compartment is attached to the vehicle. This air conditioner compresses refrigerant by a compressor, evaporates and expands the compressed refrigerant in an evaporator to lower the temperature of the evaporator, and sends air around the evaporator where the temperature has decreased by an air conditioner blower. In many cases, the air is cooled, the cooled air is blown out into the vehicle interior to cool the vehicle interior, and the air is heated through the heater core during heating. Since this air conditioner cools or heats the entire passenger compartment even when the driver is only the driver, there is a problem that more energy is consumed than necessary and the fuel consumption of the vehicle is deteriorated. On the other hand, if the energy consumption of the air conditioner is reduced in consideration of the fuel consumption, there is a problem that the occupant feels uncomfortable.

  For this reason, when the occupant changes the set temperature in the passenger compartment by operating the air conditioner, the occupant feels uncomfortable by changing the blowing direction of the cold or hot air so that the cold or hot air directly hits the occupant. It has been proposed to reduce energy consumption while avoiding the above (see, for example, Patent Document 1). Further, Patent Document 1 proposes a method for reducing energy consumption by determining a position where a passenger is present and a position where a passenger is not present using a seating sensor or the like, and stopping air blowing to a seat without a passenger.

JP 2002-248936 A

  However, the vehicle air conditioner described in Patent Document 1 acquires state quantities such as set temperature, inside air, outside air temperature, solar radiation state, and occupant's seating position by sensors and processes them by a computer, It has become a large-scale system that drives a motor that changes the direction of the louver of the air outlet, changes the air outlet direction, and changes the air volume of the air-conditioning blower.

  As a method of stopping air blowing to a seat without an occupant without using a large-scale system as described in Patent Document 1, for example, a shut damper is provided at an air outlet, and it can be manually opened and closed Although it is conceivable, there are problems that the air outlets on the passenger seat side and the rear seat are difficult to operate from the driver's seat and that the energy consumption cannot be sufficiently reduced because the air volume cannot be adjusted even when the damper is closed.

  Therefore, an object of the present invention is to change the damper position of the air conditioning flow path and the air volume of the air conditioning blower in an interlocking manner by a simple method.

  The vehicle air-conditioning adjustment panel of the present invention includes a first operation knob for changing the opening / closing position of a damper provided in the air flow path toward the passenger seat side or the rear seat side, and a second operation for changing the air volume of the air-conditioning blower. An operation knob, and a knob interlocking mechanism that is mechanically interlocked with the change in the position of the first operation knob and changes the position of the second operation knob in accordance with the change in the position of the first operation knob; When the position of the first knob is moved to a position where the damper is closed, the second operation knob is moved to a position where the blower air volume is reduced from the position before the movement.

  In the vehicle air-conditioning adjustment panel of the present invention, the knob interlocking mechanism is also preferable in that the position of the first operation knob is not changed in conjunction with the change in the position of the second operation knob.

  In the vehicle air conditioning control panel according to the present invention, including the base portion, the first operation knob is rotatably attached to the base portion, and the second operation knob is rotatable side by side with the first operation knob. The first disk rotating with the first operation knob and the second disk rotating with the second operation knob and having a groove extending in an arc shape along the rotation direction, one end of which is the first disk The other end is slidably connected to the disk of the first disk, the other end is slidably connected to the groove of the second disk, and the other end is the second circle when the first operation knob is rotated in the first direction. It is also preferable to include a connection member that engages with the first direction end of the groove of the plate and rotates the second operation knob in conjunction with the first direction.

  In the vehicle air conditioning adjustment panel according to the present invention, the base unit is included, the first operation knob is rotatably attached to the base unit, and the second operation knob is arranged on the base unit side by side with the first operation knob. The first disk rotating with the first operation knob, the second disk rotating with the second operation knob and having gear teeth formed on a part of the outer periphery, and the first disk connected A rack connected by a member, attached to the base portion so as to move in a direction orthogonal to the rotation axis of the second disk, and engaged with the gear teeth of the second disk; and the rotation axis of the second disk A rod having a pin protruding in the direction, a spring attached to the base portion, and a spring for urging the rod away from the second disc in a radial direction of the second disc, and a pin attached to the base portion Engages and cooperates with the movement of the rod by the rotation of the first disc, Is moved to the contact and separation direction, engaging the gear teeth of the rack and the second disc of the rod, it is provided with a guide for releasing, and is also suitable as.

  In the vehicle air conditioning control panel according to the present invention, the base unit is included, the first operation knob is rotatably attached to the base unit, and the second operation knob is arranged on the base unit side by side with the first operation knob. And the knob interlocking mechanism has a cam groove on its outer periphery, a cam plate that rotates together with the first operation knob, and a pin that moves with the second operation knob and engages with the cam groove, Is also suitable.

  The present invention has an effect that the damper position of the air conditioning flow path and the air volume of the air conditioning blower can be changed in conjunction with each other by a simple method.

It is a perspective view which shows the vehicle interior of the vehicle by which the vehicle air-conditioning adjustment panel in embodiment of this invention is mounted. It is explanatory drawing which shows the structure of the air conditioning unit of a vehicle. It is explanatory drawing which shows the front and cross section of the vehicle air-conditioning adjustment panel in embodiment of this invention. It is explanatory drawing of a cable pulling unit. It is explanatory drawing which shows operation | movement of the air conditioning adjustment panel for vehicles in embodiment of this invention. It is explanatory drawing which shows the front and cross section of the air-conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows operation | movement of the air conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the internal structure and cross section of the air-conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the structure of the guide of the vehicle air conditioner adjustment panel in other embodiment of this invention. It is explanatory drawing which shows the internal structure and cross section of the air-conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the other structure of the air conditioning unit of a vehicle. It is explanatory drawing which shows the front and cross section of the air-conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the internal structure of the air conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows operation | movement of the air conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the other operation | movement of the air conditioning adjustment panel for vehicles in other embodiment of this invention. It is explanatory drawing which shows the front and cross section of the air-conditioning adjustment panel for vehicles in other embodiment of this invention.

  As shown in FIG. 1, the vehicle air conditioning adjustment panel 50 of the present invention is attached to the center console 13 between the driver seat 11 and the passenger seat 12 of the vehicle 10. The vehicle air conditioning adjustment panel 50 has three modes: a mode dial 52 for setting a hot or cold air outlet, a fan dial 53 for adjusting the air volume of the air conditioning fan, and a temperature dial 54 for setting the air conditioning temperature of the passenger compartment. An operation knob is provided. Further, in the center of the dashboard 14 of the vehicle 10, a D seat central outlet 37D that blows warm air or cold air toward the upper body of the driver, and a P seat central outlet 37P that blows hot air or cold air toward the upper body of the passenger. The D seat side outlet 38D and the P seat side outlet 38P are provided on both sides of the dashboard 14. A front glass side outlet 44 for blowing warm air or cold air to the front glass is provided on the dashboard 14 and the front glass side. A driver seat 11 on the lower side of the dashboard 14 is provided with a D seat side lower air outlet 39D for blowing warm air or cold air to the driver's feet, and the passenger seat 12 side has hot air or cold air on the feet of the passenger. P seat lower outlet 39P is provided.

  Inside the dashboard 14 shown in FIG. 1, air conditioning units 30 shown in FIG. 2 are provided on the driver side and passenger side, respectively. The air conditioning unit 30 includes a casing 33, a cooling evaporator 31 attached to the casing 33, a heater core 32 for heating, a central outlet duct 34 that connects the casing 33 and the central outlet 37, and the casing 33. The side blowout duct 35 for connecting the side blowout opening 38 and the front glass side blowout duct 40 for connecting the casing 33 and the front glass side blowout opening 44, and the casing 33 and the lower blowout opening 39 are connected. And a lower outlet duct 36. The air conditioning unit 30 also includes a damper 41 that switches between a flow path through which the air passes the heater core 32 and a flow path that bypasses the heater core 32, an air flow path to the lower blow-out duct 36, and a central blow-out duct 34. A damper 42 that switches between the air flow path to the side blow-out duct 35 and a damper 45 that opens and closes the flow path of the front glass-side duct 40 is provided. A damper 43 that opens and closes the air flow path is provided in the middle of the side blow-out duct 35, and a damper that opens and closes the air flow path is provided in the middle of the lower blow-out duct 36. 46 is provided.

  As shown in FIG. 3 (a), a casing 51, which is a base portion, has a mode dial 52, which is a first operation knob for setting a hot or cold air outlet, and a second, which adjusts the air volume of an air conditioning fan. There are provided three operation knobs, namely, a fan dial 53 which is an operation knob and a temperature dial 54 which sets the air conditioning temperature of the passenger compartment. As shown in FIG. 3B, the mode dial 52 is connected to a main body 55 attached to the inside of the casing 51, and a pulley 62 that rotates together with the mode dial 52 is attached to the main body 55. A cable 63 is wound around. As shown in FIG. 4 as an example of the dampers 43, 46, the cable 63 is wound around pulleys 67 attached to the shafts of the dampers 42, 43, 45, 46, and the mode dial 52 is rotated. The pulley 62 and the pulley 67 are rotated in conjunction with each other by the cable 63 so that the dampers 42, 43, 45, 46 can be switched between open and closed according to the rotational position of the mode dial 52. Here, the pulleys 62 and 67 and the pull cable 63 constitute a cable pull unit 66. A damper 41 that switches between a flow path that passes through the heater core 32 and a flow path that bypasses the heater core 32 is opened and closed depending on the position of the temperature dial 54. Similarly to the mode dial 52, the damper 41 may be configured to rotate in conjunction with the temperature dial 54 by the cable pulling unit 66, or may be opened and closed by a drive motor separately installed according to the position of the temperature dial 54. It may be configured to. The fan dial 53 is connected to a rotary switch 56 attached to the inside of the casing 51. By rotating the fan dial 53, the contacts inside the rotary switch can be switched to change the air volume of the air conditioning fan. ing.

  As shown in FIG. 3A, the mode dial 52 and the fan dial 53 are provided with position indication marks 52 a and 53 a indicating the rotational positions of the dials 52 and 53, and are selected for the casing 51. Indicators 71 to 81 indicating the mode or fan air flow level are arranged around the dials 52 and 53. An indicator 71 arranged around the mode dial is a D seat priority mode, which will be described later, an indicator 72 is a first mode in which warm air or cold air is blown toward the passenger's upper body, and an indicator 73 is the passenger's upper body and feet. The second mode in which hot air or cold air is blown toward the vehicle, the indicator 74 is in the third mode in which warm air or cold air is blown toward the passenger's feet, and the indicator 75 is hot air or air toward the passenger's feet and the front glass. The fourth mode for blowing cool air and the indicator 76 indicate the positions of the fifth mode for blowing warm air or cool air toward the front glass. An indicator 77 arranged around the fan dial indicates that the air conditioning fan is stopped, and indicators 78 to 81 indicate positions where the airflow level of the air conditioning fan is 1 to 4, respectively. Here, the air volume level indicates that the air volume increases as the number increases. The central angle with respect to the center of each dial 52, 53 between the adjacent indicators of each indicator 71-81 is 45 degrees.

  When the position indication mark 52a of the mode dial 52 is set to the position of the indicator 72, as shown in FIG. 2, the damper 42 moves to the inlet side of the lower outlet duct 36, closes the lower outlet duct 36, The air flow path to the outlet duct 34 and the side outlet duct 35 is opened. Further, since the damper 45 is in a position to close the entrance of the front glass side outlet duct 40 and the set temperature in the passenger compartment is low, the damper 41 has a position to close the entrance of the heater core 32 so that air bypasses the heater core 32. It has become. For this reason, in the first mode, after passing through the evaporator 31, the air from the air conditioning fan bypasses the heater core 32 and flows to the central outlet duct 34 and the side outlet duct 35. Air is not blown out from the front glass side air outlet 44 and each lower air outlet 39 from the air outlets 37D and 37P and the side air outlets 38D and 38P.

  In the second mode when the position indication mark 52a of the mode dial 52 is set to the position of the indicator 73, the damper 42 has the inlet of the lower outlet duct 36, the central outlet duct 34, and the side outlet duct 35. The air flows into the ducts 36, 34, and 35, and the air from the air conditioning fan flows into the central outlet duct 34, the side outlet duct 35, and the lower outlet duct 36. The air is blown into the vehicle compartment from the central outlets 37D and 37P, the side outlets 38D and 38P, and the lower outlets 39. In the third mode when the position indication mark 52a of the mode dial 52 is set to the position of the indicator 74, the damper 42 moves to the inlet side of the central outlet duct 34 and the side outlet duct 35, and the central outlet The duct 34 for the side and the duct 35 for the side outlet are closed, and the air flow path to the lower outlet duct 36 is opened. Then, the air from the air conditioning fan is blown out into the vehicle interior from the respective lower outlets 39, and flows into the front glass side outlet 44, the central outlet duct 34, and the side outlet duct 35, and the central outlets 37D, 37D, Air does not blow out from 37P and each side outlet 38D, 38P. Similarly, in the fourth mode when the position indication mark 52a of the mode dial 52 is set to the position of the indicator 75, the damper 45 is opened and air flows from the front glass side outlet duct 40, and the lower outlet Air also flows through the duct 36. In the fifth mode when the position indication mark 52a is set to the position of the indicator 76, the lower outlet duct 36 is closed by another damper (not shown), and air flows only to the front glass side outlet duct 40.

  As shown in FIG. 3B, discs 57 and 58 are attached to the rotating shaft 52b of the mode dial 52 and the rotating shaft 53b of the fan dial 53, respectively. The discs 57 and 58 are connected by a link 59 which is a connecting member and are configured to be able to rotate in conjunction with each other. As shown in FIG. 5A, the circular plates 57 and 58 are provided with arc-shaped grooves 64 and 65, respectively. The groove 64 is provided at an angle similar to the angle from the position of the indicator 72 to the position of the indicator 76. In this embodiment, the central angle of the arc of the groove 64 is about 180 degrees. The groove 65 is provided at an angle similar to the angle from the position of the indicator 77 to the position of the indicator 81. In the present embodiment, the central angle of the arc of the groove 65 is also about 180 degrees. The disc 57 is attached so that the center of the groove 64 comes to the position of the position indication mark 52 a of the mode dial 52, and the disc 58 has the center of the groove 65 comes to the position of the position indication mark 53 a of the fan dial 53. Is attached. The link 59 whose length is substantially the same as the distance between the center of the mode dial 52 and the center of the fan dial 53 is such that the projection 60 at one end engages the groove 64 of the disk 57 and the projection at the other end. Is engaged with the groove 65 of the disk 58. Therefore, as shown in FIG. 5A, the position of the position indication mark 52a of the mode dial 52 is the position of the indicator 72, and the position of the position indication mark 53a of the fan dial 53 is an indicator across the rotary shafts 52b and 53b. 72, the projection 60 at one end of the link 59 is engaged with the most clockwise end 64b of the groove 64, and the projection 61 at the other end is one of the grooves 65. The counterclockwise end 65a is engaged. In this state, the positions of the dampers 42, 43, and 45 are the positions of the first mode described above, and the air volume of the air conditioning fan is the maximum level 4 air volume.

  In this state, when the position indication mark 52a of the mode dial 52 is rotated counterclockwise from the position of the indicator 72 to the position of the indicator 71, the dampers 43 and 46 of the air conditioning unit 30 on the passenger seat side are closed, and the passenger seat side The side air outlet 38P and the downward air outlet 39P stop blowing air into the vehicle interior, and the positions of the other dampers 42 and 45 are the positions of the D seat priority mode similar to the positions of the first mode. . That is, the positions of the dampers 42, 43, 45 in the D seat priority mode are the same as those in the first mode described above except that the dampers 43, 46 of the air conditioning unit 30 on the passenger seat side are closed. Further, as shown in FIG. 5B, when the disc 57 is rotated counterclockwise by the counterclockwise rotation of the mode dial 52, the projection 60 at one end of the link 59 is in contact with the most clockwise end 64b of the groove 64. Since the protrusion 61 at the other end is engaged with the most counterclockwise end 65a of the groove 65, the link 59 pulls the disk 58 by the counterclockwise rotation, and the disk 58 is counterclockwise. Rotate in conjunction with rotation. When the position indication mark 52 a of the mode dial 52 moves from the position of the indicator 72 to the position of the indicator 71, the position indication mark 53 a of the fan dial 53 also rotates by the same angle as the rotation angle of the mode dial 52. To the position of the indicator 80 at the same rotation angle as the rotation angle of the mode dial 52. Then, the contact of the rotary switch 56 moves, and the air volume of the air conditioning fan decreases from the maximum air volume level 4 to the level 3.

  Further, as shown in FIG. 5C, even if the fan dial 53 is rotated counterclockwise in the state shown in FIG. Since it moves in the groove 65 toward the end 65 b in the clockwise direction, the mode dial 52 does not rotate in conjunction with the rotation of the fan dial 53. On the other hand, when the fan dial 53 is rotated clockwise in the state of FIG. 5B, the link 59 in which the counterclockwise end 65 a of the groove 65 of the disk 58 and the protrusion 61 are engaged with the protrusion 60. Then, the mode dial 52 is rotated in the clockwise direction by pulling the clockwise end 64b of the groove 64 of the disk 57. When the position indication mark 53a of the fan dial 53 is rotated clockwise until it reaches level 4 of the indicator 81, the mode dial 52 rotates to the position of the indicator 71, and the damper 43 of the air conditioning unit 30 on the passenger seat side Opening is started, and air blowing into the passenger compartment is started from the side air outlet 38P and the lower air outlet 39P on the passenger seat side, and the positions of the dampers 42, 43, 45, 46 are returned to the positions of the first mode.

  Thus, in the vehicle air-conditioning adjustment panel 50 of the present embodiment, the damper position of the air-conditioning flow path is set to the D seat priority mode by a simple configuration in which the mode dial 52 and the fan dial 53 are rotated in conjunction with the link 59. At the same time, the air volume of the air-conditioning blower can be reduced from the maximum air volume level 4 to level 3. Even if the airflow of the air-conditioning blower is reduced from the maximum airflow level 4 to level 3, the airflow from the side air outlet 38P on the passenger seat side to the passenger compartment is stopped, so the airflow toward the upper body of the driver is reduced. In this way, the energy used for air conditioning can be reduced without causing the driver to feel uncomfortable. Further, when the position indication mark 53a of the fan dial 53 is at the position of the indicator 81, the position of the position indication mark 52a of the mode dial 52 is moved from the position of the indicator 72 to the position of the indicator 71, and the position of the mode dial 52. Only when the position of the indication mark 52a is the position of the indicator 71 and the position indication mark 53a of the fan dial 53 is moved from the position of the indicator 80 to the position of the indicator 81, the mode dial 52 and the fan dial 53 are interlocked. In other cases, the projections 60 and 61 of the link 59 move in the grooves 64 and 65, and the dials 52 and 53 can be operated independently, so that the normal air conditioning setting operation is affected. The effects as described above can be obtained.

  Another embodiment will be described with reference to FIGS. Components similar to those described with reference to FIGS. 1 to 5 are denoted by the same reference numerals, and description thereof is omitted. As shown in FIG. 6, the mode dial 52 is not provided with the position of the D seat priority mode, but the D seat priority switching dial 91 is separately provided, and the rotation of the D seat priority switching dial 91 and the fan dial 53 rotate in conjunction with each other. It is connected by a link 59 so that it can be performed. In the present embodiment, the D seat priority switching dial 91 serves as the first operation knob according to claim 1. As shown in FIG. 6 (a), an indicator 82 indicating the normal mode is provided directly above the periphery of the D seat priority switching dial 91, and the indicator indicating the D seat priority mode with an angle of 45 degrees with the indicator 82. 71 is provided. The D seat priority switching dial 91 is provided with a position instruction mark 91a. As shown in FIG. 6B, the D seat priority switching dial 91 is connected to a main body 92 attached to the casing 51, and a pulley 93 that rotates together with the D seat priority switching dial 91 is attached to the main body 92. A cable 95 is wound around the cable. The retractable cable 95 is wound around a pulley 67 attached to the shafts of the dampers 43 and 46 of the air conditioning unit 30 on the passenger seat side. When the D seat priority switching dial 91 is rotated, it is connected to be interlocked by the retractable cable 95. The pulley 93 and the pulley 67 are rotated to open and close the damper 43 on the passenger seat side.

  As shown in FIG. 7A, a disc 94 that rotates together with the D seat priority switching dial 91 is attached to the D seat priority switching dial 91, and one end of the link 59 is a position indication mark 91 a of the D seat priority switching dial 91. Are attached to the disc 94 at the same rotational angle position as to be rotatable. The projection 61 at the other end of the link is engaged with the groove 65 of the disk 58 as in the above-described embodiment.

  When the position indication mark 91a of the D seat priority switching dial 91 is the position of the indicator 82 and the position indication mark 53a of the fan dial 53 is the position of the indicator 81, the projection 61 at the other end of the link 59 is The groove 65 is engaged with the most counterclockwise end 65 a of the groove 65. In this state, the damper 43 is open, the positions of the other dampers 42 and 45 are the positions of the modes corresponding to the indicators 72 to 76 indicated by the position indication marks 52a of the mode dial 52, and the air volume of the air conditioning fan is Level 4 maximum airflow.

  In this state, when the position indication mark 91a of the D seat priority switching dial 91 is rotated counterclockwise from the position of the indicator 82 to the position of the indicator 71, the dampers 43 and 46 of the air conditioning unit 30 on the passenger seat side are closed, Air blowing into the vehicle compartment from the side air outlet 38P and the lower air outlet 39P on the passenger seat side stops. The positions of the other dampers 42 and 45 do not change. Further, as shown in FIG. 7B, when the disc 94 rotates counterclockwise due to the counterclockwise rotation of the D seat priority switching dial 91, one end of the link 59 rotates together with the disc 94. The link 59 pulls the disk 58 by the rotation in the rotating direction, and rotates the disk 58 in a counterclockwise direction. When the position instruction mark 91 a of the D seat priority switching dial 91 is changed from the position of the indicator 82 to the position of the indicator 71, the position instruction mark 53 a of the fan dial 53 is changed from the position of the indicator 81 to the position of the indicator 80. For this reason, the contact point of the rotary switch 56 moves, and the air volume of the air conditioning fan decreases from the maximum air volume level 4 to the level 3.

  Further, as shown in FIG. 7C, even when the fan dial 53 is rotated counterclockwise in the state shown in FIG. Since it moves in the groove 65 toward the end 65 b in the clockwise direction, the D seat priority switching dial 91 does not rotate in conjunction with the rotation of the fan dial 53. On the other hand, when the fan dial 53 is rotated clockwise in the state of FIG. 7B, the link 59 in which the counterclockwise end 65 a of the groove 65 of the disk 58 is engaged with the projection 61 is connected to the disk 94. Is pulled to rotate the D seat priority switching dial 91 in the clockwise direction. When the position indication mark 53a of the fan dial 53 is rotated clockwise until it reaches level 4 of the indicator 81, the D seat priority switching dial 91 is rotated to the position of the indicator 71, and the air conditioning unit 30 on the passenger seat side is turned on. The dampers 43 and 46 are opened, and the blowing of air into the passenger compartment is started from the side outlet 38P and the lower outlet 39P on the passenger seat side.

  In addition to the effects similar to those of the above-described embodiment, the present embodiment has a simpler structure of the disk 94 and can freely set the mounting positions of the dampers 43 and 46 of the air-conditioning unit 30 on the passenger seat side. Since it is possible, the effect of improving the degree of freedom of arrangement is achieved. In addition, since the dampers 43 and 46 of the air-conditioning unit 30 on the passenger seat side can be opened and closed when the other dampers 42 and 45 are in any position, the energy consumption in the air-conditioning apparatus is more preferably reduced and the fuel consumption is improved. Can be made.

  Each embodiment described above explained the case where the vehicle air-conditioning adjustment panel of the present invention is applied to a passenger car. However, if the vehicle air-conditioning adjustment panel of the present invention is a manual panel, other types such as a truck bus are used. It can also be applied to vehicles. Further, in each embodiment, in the D seat priority mode, the dampers 43 and 46 of the air conditioning unit 30 on the passenger seat side are opened and closed, thereby opening and closing air blowing from the side air outlet 38P on the passenger seat side to the vehicle interior. As described above, when there is an air conditioning outlet from the center console of the vehicle toward the rear seat, the air conditioning outlet to the rear seat may be opened and closed.

  In each of the embodiments described above, in the D seat priority mode, the dampers 43 and 46 are closed, and air blowing from the side air outlet 38P and the lower air outlet 39P on the passenger seat side to the vehicle interior is stopped. However, only one of the damper 43 and the damper 46 is closed, and air is blown out into the vehicle compartment from either the passenger outlet side side outlet 38P or the lower outlet 39P. You may comprise so that it may stop.

  In the embodiment described above, when the mode dial 52 is set to the D seat priority mode and the fan dial 53 is at the highest level 4, the fan dial 53 is lowered by one level in conjunction with the mode dial 52. Although the fan air volume has been described as being reduced by one level, the vehicle air conditioning that reduces the fan air volume by one level when the D seat priority mode is set, even when the fan air volume is not at the maximum level 4 The adjustment panel will be described. Parts similar to those of the embodiments described with reference to FIGS. 1 to 7 are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIGS. 8A and 8B, a first operation for setting a hot or cold air outlet in the casing 151 that is a base portion of the vehicle air conditioning panel 150 according to this embodiment. There are provided three operation knobs: a mode dial 152 that is a knob, a fan dial 153 that is a second operation knob for adjusting the air volume of the air conditioning fan, and a temperature dial that sets the air conditioning temperature of the passenger compartment (not shown). As shown in FIG. 8 (b), the mode dial 152 is connected to a main body 155 mounted inside the casing 151, and a pulley 162 that rotates together with the mode dial 152 is attached to the main body 155, and the pulley 162 is gradually moved. A cable 163 is wound around. As in the above-described embodiment, the cable 63 is wound around a pulley 67 attached to each shaft of the dampers 42, 43, 45, and 46 shown in FIG. 1, and is pulled when the mode dial 152 is rotated. The pulley 162 and the pulley 67 rotate in conjunction with each other by the cable 163, and the dampers 42, 43, 45, 46 can be switched according to the rotational position of the mode dial 152. Here, the pulleys 162 and 67 and the cable 63 constitute a cable pulling unit 166. As in the above-described embodiment, the damper 41 that switches between the flow path that passes through the heater core 32 and the flow path that bypasses the heater core 32 is opened and closed depending on the position of the temperature dial 54, and the fan dial 153 is attached inside the casing 151. The rotary switch 156 is connected, and the fan dial 153 is rotated to switch the contact inside the rotary switch so that the air volume of the air conditioning fan can be changed.

  As shown in FIG. 8B, the mode dial 152 and the fan dial 153 are provided with position indication marks 152a and 153a indicating the rotational positions of the dials 152 and 153, respectively. Indicators 71 to 81 are arranged around the dials 152 and 153 to indicate the current mode or the fan air flow level. When the mode indicated by the indicators 71 to 76 arranged around the mode dial, the airflow level of the air conditioning fan indicated by the indicators 77 to 81, and the position indication mark 52a of the mode dial 52 are adjusted to the positions of the indicators 72 to 76, respectively. The opening and closing of each of the dampers 41 to 46 and the opening and closing of the air outlet are both the same as in the embodiment described above.

  As shown in FIG. 8A, the rotary shaft 152b of the mode dial 152 and the rotary shaft 153b of the fan dial 153 are respectively a first disc and a second disc that rotate with the rotation of the dials 152 and 153. Some discs 157 and 158 are attached. Pinion gear teeth 207 are formed in a range corresponding to the positions of the indicators 78 to 80 on the outer periphery of the disk 158, that is, an angle range corresponding to three levels of fan airflow. Since the position indication mark 153a of the fan dial 153 is arranged on the most clockwise side of the pinion gear teeth 207, when the position indication mark 153a is at the air flow level 2 to 4, the pinion gear teeth 207 will be described later. The position is opposite to the rack 206. Inside the casing 151, the rod 200 is supported by two brackets 201 and 202 so that the axial direction of the rod 200 is slidable in a direction orthogonal to the respective rotation shafts 152b and 153b of the disks 157 and 158. The rod 200 is a rod having a square cross section, and a rack 206 is provided on the side of the disc 158, which is a toothed gear that meshes with the pinion gear teeth 207 of the disc 158. In addition, one end of a link 159 that is a connecting member is rotatably attached to the rod 200 by a pin 161. The other end of the link 159 is attached to an arc-shaped groove 164 provided in the disk 157 by a pin 160, and the pin 160 is configured to slide in the circumferential direction of the disk 157 along the groove 164.

  The bracket 202 on the disc 158 side (the right side in FIG. 8A) of the rod 200 is a long hole so that the distance between the rod 200 and the disc 158 can be changed. The end of the rod 200 on the disc 158 side is urged away from the disc 158 by a spring 203 provided between the 158 side and the bracket 202. The rod 200 is provided with a bracket 204 that protrudes on the opposite side of the rack 206 and the disk 158. A round bar-like pin 205 is attached to the bracket 204 in a direction parallel to the rotation shaft 153b of the disk 158. The pin 205 is engaged with a groove provided in a guide 220 described later. A protrusion 208 is provided at the center of the rod 200, a spring 210 is provided between the rod 200 and the bracket 209 fixed to the casing 151, and the rod 200 is moved from the disk 158 to the disk 157 (left in FIG. 8A). When slid in the direction), the rod 200 is configured to receive a biasing force from the disc 157 of the spring 210 toward the disc 158.

  As shown in FIG. 9, the guide 220 includes a box-shaped main body 221 and a partition wall 222 provided inside the main body, and is partitioned into a lower groove 225 and an upper groove 227 by the partition wall 222. Yes. The lower groove 225 and the upper groove 227 are connected by a gap 226 on the disk 157 side. The disc 158 side (left side in FIG. 9) of the partition wall 222 is curved upward, and at the end thereof, a pin 224 and a spring (not shown) are used to open and close between the partition wall 222 and the ceiling plate of the main body 221. An opening / closing plate 223 is provided. Since the opening / closing plate 223 engages with the ceiling plate of the main body 221 as shown in FIG. 9, it moves only in the clockwise direction from the initial position, and does not move in the counterclockwise direction from the initial position. The bottom plate of the main body 221 has a gently upwardly inclined ship bottom shape on both the disc 158 side and the disc 157 side, and the pin 205 slides horizontally between the partition wall 222 and the main body 221 and moves up and down. It is the structure which can guide to do.

  As shown in FIG. 8A, the groove 164 of the disc 157 is provided at an angle similar to the angle from the position of the indicator 71 to the position of the indicator 75. In this embodiment, the center of the arc of the groove 164 is provided. The angle is about 180 degrees. Further, as shown in FIG. 8A, the groove end 164a and the position indication mark 152a of the mode dial 152 correspond to one scale of each indicator, and in FIG. 8A, the angle between the indicator 71 and the indicator 72. It is off by the minute. Therefore, as shown in FIG. 8A, when the position indicating mark 152a comes to the position of the indicator 72, the counterclockwise end 164a of the groove 164 is positioned at the position of the indicator 71, and the clockwise end 164b is The position of the indicator 75 is such that the pin 160 to which the link 159 is attached is engaged with the clockwise end 164 b of the groove 164. In this state, when the passenger rotates the mode dial 152 in the counterclockwise direction, the clockwise end 164b of the groove 164 engages with the pin 160 and pulls the link 159 toward the left side of FIG. 8A. It becomes. Since the link 159 is connected to the rod 200, the lot 200 slides toward the left side of FIG. 8A when the passenger rotates the mode dial 152 in the counterclockwise direction.

  The operation of the present embodiment configured as described above will be described. In the state shown in FIG. 8A, the disk 157 does not pull the link 159 and the rod 200, and the rod 200 has an initial position indicated by a symbol and a solid line obtained by adding a to each symbol in FIG. Yes. Further, the position of the position indication mark 153a of the fan dial 153 is level 3. At the initial position, the disc 158 side end of the rod 200 (the right side in FIG. 8A) is pressed against the casing ceiling inner surface of the guide 220 by the spring 203, so that it is provided on the rod 200a as shown in FIG. The rack 206a is not meshed with the pinion gear teeth 207 provided on the disc 158. When the occupant rotates the mode dial 152 counterclockwise from the state shown in FIG. 8A, the link 159 connected to the disk 157 is moved to the left side of FIG. The rod 200 is pulled toward the left, and starts moving toward the left side of FIG. When the rod 200 starts moving toward the left, as shown in FIG. 9, the pin 205 of the rod 200 is a side surface of the open / close plate 223 attached to the partition wall 222 on the disc 158 side (right side in FIG. 8A). It hits. Since the opening / closing plate 223 is provided with a gentle inclination similar to that of the main body 221, the pin 205 is guided by the opening / closing plate 223 and the bottom plate of the main body 221 as the rod 200 moves to the left, and the direction of the disc 158 (The lower side of FIG. 8A). When the rod 200 further moves to the left and the pin 205 enters the lower groove 225 as indicated by reference numeral 205b, the pin 205 comes into contact with the lower surface of the partition wall 222, and the rod 200 has a position where its rack 206 is indicated by reference numeral 206b. The rack 206 is engaged with the pinion gear teeth 207 of the disk 158. When the rack 206 and the pinion gear teeth 207 mesh with each other, the disc 158 rotates counterclockwise as the rod 200 moves to the left.

  When the passenger rotates the position indicator mark 152a of the mode dial 152 until the position of the indicator 71 is reached, the disk 158 moves by one memory in the indicators 77 to 81, so that the fan airflow is increased from level 3. Decrease by one level to level 2. When the position of the pin 205 moves to the position of the gap 226, the pin 205 is not guided by the partition wall 222, so that the rod 200 is removed from the lower groove 225 by the urging force of the spring 203 shown in FIG. Through to the upper groove 227. Then, the rack 206 of the rod 200 and the pinion gear teeth 207 of the disc 158 are disengaged, and the disc 158 and the fan dial 153 do not rotate any more. Thus, the passenger rotates the position indication mark 152a of the mode dial 152 to the position of the indicator 71, enters the D seat priority mode, closes the dampers 43 and 46, and opens the side outlet 38P on the passenger seat side. When the air blowing from the lower air outlet 39P into the vehicle interior stops, the air volume is reduced by one level from the air volume set by the fan.

  Next, when the passenger rotates the mode dial 152 clockwise and rotates the position indication mark 152a until the position of the indicator 72 becomes the position of the indicator 72, the D seat priority mode is canceled, and the positions of the dampers 42 to 46 are It becomes the position of 1 mode. When the mode dial 152 is rotated clockwise, the groove 164 is rotated clockwise together with the disk 157, and the groove 164 is also rotated together with the disk 157. Since the rod 200 is urged toward the right side in FIG. 8A by the spring 210, the rod 200 moves toward the right according to the rotation of the disk 157 and the groove 164. Since the disc 158 side end (the right side of FIG. 8A) of the rod 200 is urged upward by the spring 203, the pin 205 attached to the rod 200 has a guide 220 as shown in FIG. 9 while moving in the upper groove 227 toward the right side in FIG. When the pin 205 is in the upper groove 227, the rack 206 of the rod 200 is positioned away from the pinion gear teeth 207 of the disk 158, so that the fan dial 153 does not rotate by the rotation of the mode dial 152. The air volume does not change. When the pin 205 of the rod 200 contacts the left side surface of the opening / closing plate 223 of the guide 220, the pin 205 overcomes the biasing force of a spring (not shown) and rotates the opening / closing plate 223 in the clockwise direction to open the opening / closing plate 223. Return to the initial position indicated by reference numeral 205a. When the pin 205 returns to the initial position, the opening / closing plate 223 is rotated counterclockwise by a spring (not shown) to return to the initial state.

  As described above, when the passenger rotates the position indication mark 152a of the mode dial 152 to the position of the indicator 71, the D seat priority mode is set, the dampers 43 and 46 are closed, and the passenger outlet side side outlet The air flow from the lower air outlet 39P to the passenger compartment is stopped, and the air volume is reduced by one level from the set air volume of the fan. In addition, the pinion gear teeth 207 provided on the disc 158 have an angle corresponding to three levels, and the position indication mark 153a is located on the most clockwise side. Since the air volume level is reduced by one level by selecting the D-seat priority mode regardless of which level is set, any effect can be achieved that energy consumption can be reduced more efficiently by a simple method. Play. Further, in this embodiment, only when the mode dial 152 is rotated to the position of the D seat priority mode, the pin 205 enters the lower groove 225 of the guide 220 and the rack 206 of the rod 200 and the pinion gear teeth 207 of the disk 158. , And the disk 158 is moved to a position where the fan dial 153 reduces the air volume by one memory. In other cases, the pin 205 does not enter the lower groove 225 of the guide 220 and the rack 206 of the rod 200 is moved. And the pinion gear teeth 207 of the disc 158 are not engaged, the mode dial 152 and the fan dial 153 are not interlocked at all, and the rotation of the fan dial 153 does not affect the rotation of the mode dial 152.

  Next, another embodiment of the present invention will be described with reference to FIG. Portions described with reference to FIGS. 8 and 9 are denoted by the same reference numerals, and description thereof is omitted. As shown in FIG. 10, the vehicle air-conditioning adjustment panel 150 of the present embodiment has been described with reference to FIGS. 6 and 7 instead of the mode dial 152 of the embodiment described with reference to FIGS. A similar D seat priority switching dial 191 is provided. In the present embodiment, the D seat priority switching dial 191 serves as the first operation knob according to claim 1. Similar to the embodiment described with reference to FIGS. 6 and 7, a disk 194 that rotates together with the D seat priority switching dial 191 is attached to the rotation shaft 191 b of the D seat priority switching dial 191. Are connected by a link 159. In the present embodiment, when the D seat priority switching dial 191 is rotated and the position indication mark 191a is set to the position of the indicator 71, the dampers 43 and 46 are closed, and the side air outlet 38P and the lower air outlet 39P on the passenger seat side. As shown in FIGS. 8 and 9, the pin 205 and the guide 220 are engaged with each other in cooperation with the axial movement of the rod 200 as described above with reference to FIGS. As a result, the rack 206 of the rod 200 can be engaged with the pinion gear teeth 207 of the disc 158 to reduce the fan air volume. Also, in the present embodiment, similarly to the embodiment described above, only when the D seat priority switching dial 191 is rotated to the D seat priority position, it is linked with the fan dial 153, and in other cases, the D seat priority switching dial. 191 and the fan dial 153 are not linked, and even if the fan dial 153 is operated, the D seat priority switching dial 191 does not operate.

  This embodiment has the same effect as the embodiment described above with reference to FIGS. Further, in each of the embodiments described with reference to FIGS. 8-10, the dampers 43 and 46 are closed in the D seat priority mode, and the passenger seat side side air outlet 38P and the lower air outlet 39P are connected to the passenger compartment. However, only one of the damper 43 and the damper 46 is closed, and either the side outlet 38P or the lower outlet 39P on the passenger seat side is closed. You may comprise so that the blowing of the air to a vehicle interior may be stopped. Further, the external dimensions of the discs 157 and 194 and the disc 158 are different from each other. For example, by making the external shape of the disc 158 smaller than the external shape of the discs 157 and 194, the disc 158 is changed to the discs 157 and 194. It may be configured to rotate more than the rotation angle and reduce the air volume by two levels, or conversely, the outer shape of the disk 158 may be increased to reduce the reduction of the air volume level. Good.

  Application of the present invention to another air conditioning unit will be described with reference to FIG. As shown in FIG. 11, the air conditioning unit 300 includes a rear seat outlet duct 34b for guiding air to the rear seat to the air conditioning unit 30 described with reference to FIG. 2, and a rear seat outlet 37b. The damper 43b attached to the rear seat outlet duct 34b is included. In addition, a rear seat lower outlet duct 36b, a rear seat lower outlet 39b, and a rear seat lower outlet duct 36b that branch off from the lower outlet 36 of the air conditioning unit 300 and blow out warm air below the rear seat are provided. The damper 46b is provided. As described above with reference to FIG. 4, the cable 63 is also wound around the dampers 43b and 46b. In the embodiment described with reference to FIGS. When the position designation mark 52a of 52 is set to the position of the indicator 71 and the D seat priority mode is set, the dampers 43b and 46b are closed, and the blowout of air conditioning and warm air to the rear seats are stopped. In the embodiment described above with reference to FIGS. 6, 7, and 9, when the position indicating mark 91a of the mode dial 91 is set to the position of the indicator 71, the dampers 43b and 46b are closed to the rear seat. Stop air-conditioning and hot air blowing.

  Thus, in the present embodiment, in the D seat priority mode, not only the front passenger seat but also the blowout of conditioned air and hot air to the rear seat can be stopped, and the energy consumption can be more effectively reduced. Reduction can be achieved.

  Another embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the same parts as those in the embodiment described with reference to FIGS. 1 to 11 are given the same number for the tenth place and the first place in the 200 series with 2 added to the beginning of the reference numeral. The description thereof is omitted.

  As shown in FIG. 12B, the vehicle air conditioning adjustment panel 250 of the present embodiment of the present embodiment is provided with a D seat priority switching knob 291 separately from the fan dial 253, and the D seat priority switching knob 291 is moved left and right. And the fan dial 253 are interlocked.

  As shown in FIG. 12B, an indicator 272 indicating the normal mode and an indicator 271 indicating the D seat priority mode are provided on the D seat priority switching knob 291 of the casing 251. As shown in FIG. 12A, the D seat priority switching knob 291 is connected to the main body 292. The main body 292 is attached to the casing 251 so as to rotate around the rotation shaft 292b. The main body 292 has a plate shape, and an end surface on the front side of the casing 251 has an arc shape centering on the rotation shaft 292b. A pulley 293 that rotates as the D seat priority switching knob 291 moves left and right is attached to the main body 292. The pulley 293 is configured to rotate about the same rotation shaft 292 b as the main body 292. A cable 295 is wound around the pulley 293. The cable 295 is wound around a pulley 67 attached to the shafts of the dampers 43 and 46 of the passenger seat side air conditioning unit 30 shown in FIGS. When the D seat priority switching knob 291 is moved to the left or right, the main body 292 rotates, and the pulley 293 and the pulley 67 connected to the cable 295 are rotated in conjunction with the rotation, and the dampers 43 and 46 on the passenger seat side are rotated. Open and close.

  As shown in FIG. 12 (a), a partition plate 254 is provided inside the casing 251, and a switch 256 whose connection position is switched by a rotating shaft 253b is attached to the partition plate. In addition, a cam plate 258 that rotates together with the fan dial 253 is attached to the rotating shaft 253 b of the fan dial 253 inside the casing 251. As shown in FIG. 13A, the cam plate 258 is provided with cam grooves 258 a to 258 d on the outer periphery on the surface side of the main body 292. The cam grooves 258 a to 258 d are provided around the rotation shaft 253 b of the fan dial 253 at intervals of the circumferential angle θ. This angle θ is the same as the difference in the center angle around the rotation axis 253b of the fan dial 253 of each indicator 277 to 281 disposed around the fan dial 253. Moreover, each protrusion 258e-258j is provided adjacent to each cam groove 258a-258d. The interval between the central angles of the protrusions around the rotation shaft 253b is the same as that of the cam groove. And each protrusion 258e-258j is comprised so that it may become a position shifted 180 degree | times with respect to each indicator 277-281 and a rotating shaft. Accordingly, the cam grooves 258a to 258d are shifted by 180 degrees from the intermediate position of the indicators 277 to 281 and the rotation shaft 253b, and the protrusions 258e adjacent to the centers of the cam grooves 258a to 258d. The angle between the center of ˜258j is shifted by θ / 2 around the rotation axis 253b.

  As shown in FIG. 13A, pins 261 that engage with the cam grooves 258 a to 258 d of the cam plate 258 are attached to the surface of the flat main body 292 on the fan dial 253 side. As shown in FIG. 13B, the pin 261 is attached to the inside of the pin main body 261a, the holder 261b provided on the main body 292 and slidably holding the pin main body 261a up and down, and the holder 261b. The lower side is in contact with the surface of the main body 292, the upper side is in contact with the lower end of the pin main body 261a, and includes a spring 261c that pushes the pin main body 261a upward. The pin main body 261a is provided with a stepped portion having a large diameter at the lower end, and this stepped portion engages with a shoulder portion provided on the upper side of the holder 261b so that the pin main body 261a does not come off from the holder 261b. Is restricted from moving.

  In the present embodiment, the D seat priority switching knob 291 is the first operation knob described in claim 1, and the fan dial 253 is the second operation knob. The cam plate 258 and the pin 261 constitute a knob interlocking mechanism.

  The operation when the D seat priority switching knob 291 of the vehicle air-conditioning adjustment panel 250 of the present embodiment configured as described above is operated will be described with reference to FIG. As shown in FIG. 14A, the position indication mark 253a of the fan dial 253 is aligned with the indicator 280 having an air volume level of 3. In this state, the protrusion 258f is directed substantially downward, and the third cam groove 258c is inclined to the left by an angle θ / 2 from directly below. Further, the position of the D seat priority switching knob 291 is at the position of the indicator 272 and is in the normal mode or the D seat priority off state, and the dampers 43 and 46 shown in FIG. 2 are in the open state. In FIG. 14, the positions of the indicators 271 and 272 are shown on the lower side of the main body 292 for the sake of explanation so that the drawing is not complicated.

  In this state, when the position of the D seat priority switching knob 291 is moved to the right from the indicator 272 toward the indicator 271, the main body 292 rotates counterclockwise as shown in FIG. As a result, the position of the pin 261 moves to the right. Then, as indicated by the dotted line in FIG. 14A, the pin 261 enters the cam groove 258c when it moves to the middle between the indicator 272 and the indicator 271. The right side surface of the pin 261 engages with the left side surface of the cam groove 258c. When the D seat priority switching knob 291 is further moved to the right, the cam groove 258c is engaged with the pin 261, so that the cam plate 258 moves to the right in conjunction with the right movement of the pin 261. As a result, the fan dial 253 starts to rotate counterclockwise together with the rotating shaft 253b. When the D seat priority switching knob 291 is further moved to the left, as shown in FIG. 14B, when the cam plate 258 is rotated by the angle θ, the cam groove 258c and the pin 261 are disengaged. The rotation of the cam plate 258 stops, and the D seat priority switching knob 291 moves rightward to the position of the indicator 271 as it is. The cam plate 258 is rotated counterclockwise by the angle θ by the above operation, and accordingly, the rotation shaft 253b and the fan dial 253 are also rotated counterclockwise by the angle θ. Then, the position indication mark 253a of the fan dial 253 moves from the position of the indicator 280 indicating the air volume level 3 to the position of the indicator 279 indicating the air volume level 2, and the fan air volume is changed from the air volume level 3 to the air volume level 2. descend. In addition, when the position of the D seat priority switching knob 291 becomes the position of the indicator 271 that enters the D seat priority mode, the dampers 43 and 46 are in the closed position. As described above, in the vehicle air conditioning adjustment panel 250 according to the present embodiment, when the mode is switched to the D seat priority mode, the air flow level of the fan is lowered by one step and the energy consumed for air conditioning can be reduced. .

  As shown in FIG. 14B, when the D seat priority switching knob 291 moves to the indicator 271, the position of the pin 261 attached to the main body 292 does not engage with the cam plate 258. For this reason, even if the fan dial 253 is rotated in this state, the position of the D seat priority switching knob 291 does not move in conjunction therewith, and the passenger's normal adjustment of the air-conditioning air volume is not hindered.

  14B, the D seat priority switching knob 291 is at the position of the indicator 271 in which the D seat priority mode is set, and the position indication mark 253a of the fan dial 253 is at the position of the indicator 279 at which the air volume level is 2. Accordingly, when the D seat priority switching knob 291 is moved to the left and returned to the position of FIG. 14A, the pin 261 engages with the left side surface of the cam groove 258c, as described above. Then, the cam plate 258 is rotated clockwise, and the fan dial 253 is moved to the position of the indicator 280 where the position indication mark 253a becomes the air flow level 3. When the D seat priority switching knob 291 is moved to the position of the indicator 272 that is in the normal state, the dampers 43 and 46 are in the open position.

  Next, referring to FIG. 15, when the position indication mark 253 a of the fan dial 253 is at the level 4 of the maximum air volume level, the D seat priority switching knob 291 is set to the indicator 271 for entering the D seat priority mode. The operation in the case of moving to the left from the position to the position of the indicator 272 in the normal mode will be described. In this case, even if the fan dial 253 tries to rotate clockwise by the movement of the D seat priority switching knob 291, the position indication mark 253 a cannot rotate clockwise more than the indicator 281, and thus the following operation is performed. . As shown in FIG. 15, in the fan dial 253, the position indication mark 253a is the position of the indicator 281 of the numeral 4 indicating the maximum air volume level. In this case, the rightmost protrusion 258f of the cam plate 258 has a tip just above the main body 292 and slightly to the left of the position of the rotation shaft 253b. In this state, when the D seat priority switching knob 291 is moved to the left from the position of the indicator 271 that is in the D seat priority mode, the D seat priority switching knob 291 is moved to approximately the middle of the indicator 271 and the indicator 272. The tip of the pin 261 hits the left side surface of the cam plate 258. However, since the left side surface of the cam plate 258 is inclined obliquely downward toward the surface of the main body 292, the pin 261 is not fitted into the cam grooves 258a to 258d, and the cam plate 258 is not fitted. It is pushed down by the right side of the. Then, the spring 261c that pushes up the pin main body 261a of the pin 261 is contracted, and the pin main body 261a moves downward. When the D seat priority switching knob 291 further moves to the left, the pin 261 enters under the protrusion 258f. When the pin body 261a passes under the protrusion 258f, the pin body 261a is pushed up by the spring 261c, and the stepped portion hits the shoulder of the holder 261b to return to the initial position. At this time, the tip of the pin body 261a enters the cam groove 258d. When the D seat priority switching knob 291 is further moved to the left, the tip of the pin main body 261a slips to the left from the cam groove 258d, and passes under the protrusion 258g adjacent to the left of the cam groove 258d. Exit to the left side of plate 258. When the D seat priority switching knob 291 is further moved to the left, the tip of the pin body 261a moves toward the left without contacting the cam plate 258, and the D seat priority switching knob 291 enters the normal mode. Move to the position of the indicator 272. Then, the dampers 43 and 46 are in the open position.

  Similarly, when the position indication mark 253a of the fan dial 253 is the position of the indicator 277 indicating the fan off position, even if the D seat priority switching knob 291 is moved to the right, the fan Since the dial 253 cannot be rotated counterclockwise from the off position, the cam plate 258 does not rotate even when the D seat priority switching knob 291 is moved to the right as described above. It becomes operation. In this case, when the position of the D seat priority switching knob 291 is moved from the position of the indicator 272 in the normal mode to the position of the indicator 271 in the D seat priority mode, as in the case described above, the pin The spring 261c of 261 contracts, and the tip of the pin 261 is pushed down along the left side surface of the cam plate 258, and can be moved under the projections 258g to 258j to the position of the indicator 271. For this reason, even if the D seat priority switching knob 291 is moved to the right, the fan dial 253 is not rotated.

  As described above, in the vehicle air conditioning panel 250 of the present embodiment, the pin body 261a is slidably supported in the vertical direction and is pushed up by the spring 261c. Therefore, when the airflow level is 4 or off Even if the tip of the pin 261 passes through the lower part of the cam plate 258 and the D seat priority switching knob 291 is moved, the fan dial 253 is not rotated, and the D seat priority switching knob even when the air volume level is 4 or OFF. 291 can be moved to the left and right to switch between the D seat priority mode and the normal mode.

  Another embodiment of the present invention will be described with reference to FIG. In the present embodiment, the same parts as those in the embodiment described with reference to FIGS. 1 to 15 are assigned the same number for the tenth place and the first place in the 300s with 3 added to the beginning of the reference numerals. The description thereof is omitted.

  As shown in FIG. 16A, in the present embodiment, the D seat priority switching knob 291 of the embodiment described with reference to FIGS. As shown in (b), a disc 394 fixed to the rotating shaft 391 b of the D seat priority switching dial 391 and rotating together with the D seat priority switching dial 391 is provided inside the casing 351, and a cam plate is provided on the outer periphery of the disc 394. The arm 395 to which the pin 396 engaged with each cam groove 358a-358d provided in 358 is attached is fixed.

  In the present embodiment, like the embodiment described above with reference to FIGS. 12 to 15, the D seat priority switching dial 391 is moved from the position of the indicator 372 in the generic mode to the position of the indicator 371 in the D seat priority mode. When rotated, the pin 396 attached to the arm 395 of the disk 394 that rotates in conjunction with the D seat priority switching dial 391 engages with the cam grooves 358a to 358d to rotate the fan dial 353, thereby It operates so as to lower the air volume level. This embodiment has the same effect as the embodiment described above with reference to FIGS.

[Appendix]
In the vehicle air conditioning panel,
The first disk has another groove extending in an arc shape along the rotation direction,
One end of the connection member is slidably connected to the other groove of the first disk, and when the first operation knob is rotated in the first direction, the one end of the connection member is the other groove of the first disk. Engaging the end opposite to the first direction and rotating the second operating knob in conjunction with the first direction;
It is also suitable.
Moreover, in the vehicle air conditioning adjustment panel described,
The first disk has a first groove extending in an arc shape along the rotation direction,
One end of the connection member is slidably connected to the first groove of the first disk, and when the first operation knob is rotated in the first direction, one end of the connection member is the first groove of the first groove. Engaging the end opposite to the direction and moving the rod,
It is also suitable.

  10 Vehicle, 11 Driver seat, 12 Passenger seat, 13 Center console, 14 Dashboard, 22 Wall, 30, 300 Air conditioning unit, 31 Evaporator, 32 Heater core, 33 Casing, 34 Central outlet duct, 34b Rear seat outlet Duct, 35 side outlet duct, 36 lower outlet duct, 36b rear seat lower outlet duct, 37 central outlet, 37b rear seat outlet, 38 side outlet, 39 lower outlet, 39b Rear seat lower air outlet, 40 Front glass side air outlet duct, 44 Front glass side air outlet, 41, 42, 43, 45, 46 Damper, 50, 150, 250, 350 Vehicle air conditioning adjustment panel, 51, 151 251 Casing, 52, 152 Mode dial 52a, 152a, 53a, 153a, 91a, 253a Position indication mark, 52b, 152b, 53b, 153b, 91b, 191b, 253b, 292b, 353b, 391b Rotating shaft, 53, 153, 253, 353 Fan dial, 54 Temperature Dial, 55 Body, 56, 156 Rotary switch, 57, 157, 58, 158, 94, 194, 394 Disc, 59, 159 Link, 60, 61 Protrusion, 62, 67, 93, 162, 293 Pulley, 63, 163, 95, 295 cable, 64, 164, 65, 165 groove, 66, 166, 96, 196 cable cable unit, 71-82, 271, 272, 277-281 indicator, 91, 191 391 seat D Priority switching dial, 160, 161, 205, 224 61 pins, 200 rods, 201, 202, 204, 209 brackets, 203, 261c springs, 206 racks, 207 pinion gear teeth, 208 protrusions, 210 springs, 220 guides, 221, 292 main bodies, 222 partition walls, 223 opening / closing plates, 225 Lower groove, 226 clearance, 227 upper groove, 254 partition plate, 256 switch, 258 cam plate, 258a-258d, 358a-358d cam groove, 258e-258j protrusion, 261a pin body, 261b holder, 291 D seat priority switching knob .

Claims (5)

A vehicle air conditioning panel,
A first operation knob for changing the opening / closing position of a damper provided in the air flow path toward the passenger seat side or the rear seat side;
A second operation knob for changing the air volume of the air-conditioning blower;
A knob interlocking mechanism that is mechanically interlocked with the change of the position of the first operation knob and changes the position of the second operation knob in accordance with the change of the position of the first operation knob;
When the position of the first knob is moved to a position where the damper is closed, the second operation knob is moved to a position where the blower air volume is reduced from the position before the movement,
A vehicle air-conditioning adjustment panel. The air conditioning adjustment panel according to claim 1,
The knob interlocking mechanism should not change the position of the first operation knob in conjunction with the change of the position of the second operation knob.
A vehicle air-conditioning adjustment panel. The vehicle air conditioning adjustment panel according to claim 1 or 2,
Including a base portion,
The first operation knob is rotatably attached to the base portion,
The second operation knob is rotatably arranged on the base body side by side with the first operation knob,
A first disk that rotates together with the first operation knob; a second disk that rotates together with the second operation knob and has a groove extending in an arc along the rotation direction;
One end of the first disk is rotatably connected to the first disk, the other end is slidably connected to the groove of the second disk, and the other end is rotated when the first operation knob is rotated in the first direction. A connecting member that engages with the first direction end of the groove of the second disc and rotates the second operation knob in conjunction with the first direction;
A vehicle air-conditioning adjustment panel comprising: The vehicle air conditioning adjustment panel according to claim 1 or 2,
Including a base portion,
The first operation knob is rotatably attached to the base portion,
The second operation knob is arranged on the base body side by side with the first operation knob,
A first disc rotating with the first operating knob;
A second disk that rotates with the second operating knob and has gear teeth formed on a portion of the outer periphery;
A rack connected to the first disk by a connecting member, attached to the base so as to move in a direction orthogonal to the rotation axis of the second disk, and engaged with gear teeth of the second disk; A rod having a pin projecting in the direction of the rotation axis of the disc 2;
A spring attached to the base portion and biasing the rod from the second disk in a direction away from the radial direction of the second disk;
The rod is attached to the base body, the pin is engaged, and the rod is moved in the contact / separation direction of the second disk in cooperation with the movement of the rod by the rotation of the first disk. A guide for engaging and releasing the gear teeth of the disc,
A vehicle air-conditioning adjustment panel comprising: The vehicle air conditioning adjustment panel according to claim 1 or 2,
Including a base portion,
The first operation knob is rotatably attached to the base portion,
The second operation knob is arranged on the base body side by side with the first operation knob,
The knob interlocking mechanism has a cam groove on the outer periphery thereof, a cam plate that rotates together with the first operation knob, and a pin that moves together with the second operation knob and engages with the cam groove.
A vehicle air-conditioning adjustment panel.

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