JP6672124B2 - Air conditioners for vehicles - Google Patents

Description

  The present invention relates to a two-layer air conditioner for a vehicle.

  In the field of vehicle air conditioners, a two-layer flow type vehicle air conditioner is known. An air conditioner of this type includes an upper air passage and a lower air passage that are separated from each other, and a cooling heat exchanger and a heating heat exchanger provided in the air passages. Between the cooling heat exchanger and the heating heat exchanger, an upper temperature control door and a lower temperature control door (also referred to as “air mix door”) are provided in the upper air passage and the lower air passage, respectively. I have. By adjusting the positions of these temperature control doors, the ratio of the air passing through the heating heat exchanger after passing through the cooling heat exchanger and the air bypassing the heating heat exchanger is adjusted. (See, for example, Patent Document 1).

  Vehicle air conditioners generally include a defrost outlet for supplying conditioned air to the windshield in order to ensure the windshield windows are clean, a vent outlet for supplying conditioned air to the upper body of the occupant, and the feet of the occupant. It has a foot outlet for supplying conditioned air to the vehicle.

  The operation modes of the vehicle air conditioner generally include a differential mode, a differential foot mode, a foot mode, a vent mode, a bi-level mode, and the like. In the differential mode, conditioned air is blown out of the defrost outlet. In the differential foot mode, conditioned air is blown from the defrost outlet and the foot outlet. In the foot mode, conditioned air is blown from the foot outlet. In the vent mode, conditioned air is blown from the vent outlet. In the bi-level mode, conditioned air is blown from the vent outlet and the foot outlet. In the foot mode, a small amount of conditioned air may be blown out of the defrost outlet from the viewpoint of ensuring the comfort of the occupant.

  In the vehicle air conditioner of the type disclosed in Patent Document 1, the temperature of the blown air is adjusted by adjusting the positions of the upper and lower temperature control doors. The temperature of the air blown from the defrost outlet and the vent outlet is mainly affected by the position of the upper temperature control door. The temperature of the air blown out from the foot outlet is mainly affected by the position of the lower temperature control door.

  In the bi-level mode, it is required to blow relatively low-temperature air from the vent outlet and relatively high-temperature air from the foot outlet from the viewpoint of ensuring occupant comfort (so-called head cold feet). Temperature is required). In other blowing modes (vent mode, differential mode, differential foot mode, foot mode), it is not necessary to provide a temperature difference between the upper and lower blowing air, or it is desired to reduce the temperature difference between the blowing air. In order to respond to such conflicting demands, the positional relationship between the upper temperature control door and the lower temperature control door must be different between the bi-level mode and the other modes. For this purpose, it is conceivable to provide a dedicated actuator for each of the upper and lower temperature control doors, but problems such as an increase in cost, an increase in product weight, and difficulty in securing an installation space for the actuator are foreseen. .

  Patent Literature 2 discloses a configuration in which a plurality of doors are driven by one actuator, but does not meet the above demand.

JP 2015-080959 A JP 2011-251556 A

  According to the present invention, the first door and the second door are moved so that the first door and the second door maintain the first positional relationship, and the first door and the second door maintain the second positional relationship. It is an object of the present invention to provide a vehicle air conditioner provided with a link mechanism capable of realizing the movement of the first door and the second door using one actuator.

  According to one embodiment of the present invention, there is provided an air conditioner for a vehicle that reconciles air in a passenger compartment, wherein a case provided with a first air passage and a second air passage, and an opening degree of the first air passage. A first door for adjusting the opening, a second door for adjusting the opening of the second air passage, and a link mechanism for interlocking the first door and the second door. Has a first cam groove and a second cam groove, a cam plate rotating about a rotation axis, a first lever for moving the first door, and a second lever for moving the second door. Wherein the first lever has a first pin that engages with the first cam groove, and the first pin moves in the first cam groove by rotation of the cam plate. The first lever is displaced to rotate the first door, and the second lever is moved to the second cam. And the second pin is displaced as the cam plate rotates to move in the second cam groove to rotate the second door, and the first cam groove And each of the second cam grooves has a first end, a second end, and a central portion, and continuously extends from the first end to the second end through the central portion, The first cam groove has a first section corresponding to a first rotation range of the cam plate between the central portion and the first end of the first cam groove. When the first pin moves, the first door rotates within a predetermined angle range, and the first cam groove is provided between the central portion of the first cam groove and the second end. A second section corresponding to a second rotation range of the cam plate, and when the first pin moves in the second section, One door rotates within the predetermined angle range, and the second cam groove corresponds to the first rotation range of the cam plate between the central portion and the first end of the second cam groove. And a second section corresponding to the second rotation range of the cam plate between the central portion and the second end of the second cam groove. The relationship between the angular position of the first door and the angular position of the second door when rotating within the first rotation range, and the relationship between the angular position of the first door when the cam plate rotates within the second rotation range. An air conditioner is provided in which the relationship between the angular position and the angular position of the second door is different.

  According to the embodiment of the present invention, the first door and the second door can be driven by driving the cam plate by one actuator, and the first range is changed by changing the rotation range of the cam plate. With respect to the positional relationship between the door and the second door, first and second positional relationships different from each other can be realized.

It is a schematic diagram showing composition of an important section of an air-conditioner for vehicles concerning one embodiment of the present invention. It is a figure explaining an operation mode of an air conditioner. It is a figure explaining the composition of the link mechanism which drives a temperature control door. FIG. 4 is a diagram showing a relationship between an angular position of a cam plate and angular positions of first and second doors. It is a meridional sectional view showing the structure of the blower provided in the air conditioner.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, the vehicle air conditioner has a case C, in which an upper air passage 112 </ b> A and a lower air blower through which an air flow formed by a centrifugal blower (described later in detail) shown in FIG. 5 flows. A path 112B is formed. The upper air passage 112A and the lower air passage 112B are separated from each other by a partition wall 114.

  A cooling heat exchanger (evaporator) 126 is provided in the case C. The upper portion 126A of the cooling heat exchanger 126 is located in the upper air passage 112A, and the lower portion 126B of the cooling heat exchanger 126 is located in the lower air passage 112B. The cooling heat exchanger 126 removes heat from the air passing therethrough and, when the humidity of the air is high, reduces the humidity of the air by condensing the moisture in the air.

  Downstream of the cooling heat exchanger 126, a heating heat exchanger (heater core) 128 is provided in the case C. The upper portion 128A of the heating heat exchanger 128 is located in the upper air passage 112A, and the lower portion 128B of the heating heat exchanger 128 is located in the lower air passage 112B. The heating heat exchanger 128 heats the air passing therethrough.

  The upper portion 128A of the heating heat exchanger 128 does not occupy the entire cross section of the upper air passage 112A. The region of the upper air passage 112A where the heating heat exchanger 128 does not exist is used for heating the air flowing through the upper air passage 112A without passing through the upper portion 128A of the heating heat exchanger 128 (bypassing the upper portion 128A). A bypass path 129A that allows the heat to flow downstream of the heat exchanger 128 is provided. This bypass path is referred to as an “upper bypass path 129A” in the sense of a bypass path provided in the “upper” air passage 112A.

  Similarly, the lower portion 128B of the heating heat exchanger 128 does not occupy the entire cross section of the lower air passage 112B. The region of the lower air passage 112B where the heating heat exchanger 128 does not exist is such that the air flowing through the lower air passage 112B does not pass through the lower portion 128B of the heating heat exchanger 128 (bypasses the lower portion 128B). B) a bypass path 129B that allows the heat to flow downstream of the heat exchanger 128; This bypass path is called a “lower bypass path 129B” in the sense that the bypass path is provided in the “lower” air passage 112B.

  In the embodiment shown in FIG. 1, the upper bypass passage 129A is provided in an upper region of the upper air passage 112A, and the lower bypass passage 129B is provided in a lower region of the lower air passage 112B. The arrangement of the upper bypass path 129A and the lower bypass path 29B is not limited to that shown in FIG. 1. The upper bypass path 129A is provided on the side of the upper air passage 112A, and the lower bypass path 129B is You may provide in the side of the side ventilation path 112B.

  Between the cooling heat exchanger 126 and the heating heat exchanger 128, an upper temperature control door 130A and a lower temperature control door 130B are provided in the upper air passage 112A and the lower air passage 112B, respectively. The upper temperature control door 130A can pivot about a pivot axis (a central axis of a later-described rotary shaft 213A) extending in a horizontal direction (a direction perpendicular to the paper surface of FIG. 1), and thereby the upper side of the cooling heat exchanger 126 can be rotated. A first bypass ratio, which is a ratio of the amount of air passing through the upper bypass path 129A (QUcool) to the amount of air (QUtotal) (total amount) flowing out from the portion 126A, that is, the amount of air bypassing the heat exchanger 128 for heating. (QUcool / QUtotal) can be adjusted. Similarly, the lower temperature control door 130B can pivot around a pivot axis extending in the horizontal direction (a central axis of a rotating shaft 213B described later), whereby the lower temperature control door 130B can move from the lower portion 126B of the cooling heat exchanger 126. The second bypass ratio (QLcool /), which is the ratio of the amount of air passing through the lower bypass passage 129B (QLcool) to the amount of outflow air (QLtotal) (total amount), that is, the amount of air bypassing the heat exchanger 128 for heating. QL total) can be adjusted.

  A mixing chamber 131 is formed in the case C downstream of the heating heat exchanger 128. In the mixing chamber 131, the air flowing through the upper air passage 112A and the air flowing through the lower air passage 112B are mixed. In addition, mainly in the upper mixing space 131A of the mixing chamber 131, the air flowing through the upper air passage 112A and passing through the upper portion 128A of the heating heat exchanger 128 and the upper side of the heating heat exchanger 128 The air bypassing the portion 128A and passing through the upper bypass path 129A is mixed. In addition, mainly in the lower mixing space 131B of the mixing chamber 131, the air that has passed through the lower part 128B of the heating heat exchanger 128 among the air flowing through the lower air passage 112B and the heating heat exchanger The air that has passed through the lower bypass path 129B bypassing the lower portion 128B of the 128 is mixed.

  The defroster outlet passage 132 and the vent outlet passage 134 face the upper mixing space 131A. The foot outlet passage 136 faces the lower mixing space 131B. Therefore, although the air is mixed in the mixing chamber 131 as described above, the air flowing out of the upper air passage 112A into the mixing chamber 131 tends to easily enter the defroster outlet passage 132 and the vent outlet passage 134. In addition, the air that has flowed out of the lower air passage 112B into the mixing chamber 131 tends to easily enter the foot outlet passage 136.

  The downstream end of the defroster outlet passage 132 is connected to a not-shown defroster outlet that blows air toward the inner surface of the windshield in the vehicle compartment. The downstream end of the vent outlet passage 134 is connected to a vent outlet (not shown) that blows air toward the upper body of an occupant sitting in a driver seat and a passenger seat (and in some cases, a rear seat). The downstream end of the foot outlet passage 136 is connected to a foot outlet (not shown) that blows air toward the feet of an occupant sitting in a driver's seat and a passenger seat (and, in some cases, a rear seat).

  The opening areas of the defroster outlet passage 132, the vent outlet passage 134, and the foot outlet passage 136 (at the entrances of the outlet passages 132, 134, 136 in the illustrated example) are adjusted. A defroster door 132D, a vent door 134D, and a foot door 136D are provided.

  The upper temperature control door 130A and the lower temperature control door 130B are driven by an actuator 202 (see FIG. 3) controlled by a control unit 140 such as an in-vehicle microcomputer via a link mechanism 200 described later in detail. Each of the defroster door 132D, the vent door 134D, and the foot door 136D is driven by an actuator (not shown) controlled by the control unit 140, and can be stopped at an arbitrary angular position. Control unit 140 may be a part of a vehicle air conditioner, or may be a part of a vehicle in which the vehicle air conditioner is mounted.

  FIG. 2 shows the upper temperature control door 130A and the lower temperature control in the differential mode (DEF), the differential foot mode (D / F), the foot mode (FOOT), the vent mode (VENT), and the bi-level mode (B / L). The example of the state of the door 130B, the defroster door 132D, the vent door 134D, and the foot door 136D is shown.

  In the differential mode, the defroster door 132D is opened, the vent door 134D and the foot door 136D are closed, and conditioned air is blown from the defrost outlet.

  In the differential foot mode, the defroster door 132D and the foot door 136D are opened, the vent door 134D is closed, and conditioned air is blown out of the defrost air outlet and the foot air outlet.

  In the foot mode, the foot door 136D is opened, the defroster door 132D and the vent door 134D are closed, and the conditioned air is blown out from the foot outlet. In the foot mode, the defroster door 132D may be opened at a small opening as shown in FIG.

  In the vent mode, the vent door 134D is opened, the defroster door 132D and the foot door 136D are closed, and the conditioned air is blown from the vent outlet.

  In the bi-level mode, the vent door 134D and the foot door 136D are opened, the defroster door 132D is closed, and conditioned air is blown from the vent outlet and the foot outlet.

  In each of the above modes, the angle position θA of the upper temperature control door 130A and the angle position θB of the lower temperature control door 130B are determined using the set temperature set by the occupant, the actual temperature in the passenger compartment, the amount of solar radiation received by the vehicle, and the like. Is controlled based on the calculated target outlet temperature, whereby the temperature of the air blown into the vehicle compartment is adjusted.

  In the present specification, the angle position θA of the upper temperature control door 130A is defined as a reference position (that is, θA is zero) at a position where all the air flowing through the upper air passage 112A is bypassed from the heating heat exchanger 128. The position at which all of the air flowing through the air passage 112A passes through the heating heat exchanger 128 is defined as a fully open position (that is, θA is the maximum). The angle position θA can be said to be a parameter representing the opening degree of the upper bypass path 129A, which is the air passage, that is, the first detour ratio (QUcool / QUtotal). The angle position θB of the lower temperature control door 130B is similarly defined, and the angle position θB can be said to be a parameter representing the second detour ratio (QLcool / QLtotal).

  In the example shown in FIG. 2, θA and θB are zero in the figure showing the vent mode, and θA and θB are maximum in the figure showing the differential mode. Of course, also in these modes, θA and θB are not fixed values, but values that fluctuate according to the target blowout temperature.

  In the bi-level mode, from the viewpoint of ensuring the comfort of the occupants, establish a cold head heat condition, that is, blow out relatively low-temperature air from the vent outlet and relatively hot air from the foot outlet. Is requested. In other blowing modes (vent mode, differential mode, differential foot mode, foot mode), it is not necessary to provide a temperature difference between the upper and lower blowing air, or it is desired to reduce the temperature difference between the blowing air. In FIG. 2, note that while in the bi-level mode, θB is much larger than θA, the difference between θA and θB in other modes is zero or small.

  Next, referring to FIG. 3, a drive mechanism of upper temperature control door 130A and lower temperature control door 130B that can make the relationship between θA and θB different between the bi-level mode and the other modes. That is, the link mechanism 200 will be described.

  The link mechanism 200 has a cam plate 220 that rotates about the rotation shaft 204, a first lever 210A for moving the upper temperature control door 130A, and a second lever 210B for moving the lower temperature control door 130B. doing.

  In the illustrated example, the cam plate 220 is attached to the rotation shaft 204 of the actuator 202. A reduction gear may be provided between the actuator 202 and the cam plate 220, and in this case, the rotating shaft 204 is an output shaft of the reduction gear. In a preferred embodiment, the actuator 202 comprises a rotary motor, such as a stepping motor, capable of stopping the cam plate 220 at any rotational angle position. The actuator 202 is fixed to a case C (not shown in FIG. 3).

  The cam plate 220 has a first cam groove 222A and a second cam groove 222B.

  The first lever 210A includes a rotation shaft 213A rotatably attached to the case C, an arm portion 212A having a base end fixed to the rotation shaft 213A, and a pin (first pin) provided at a distal end of the arm portion 212A. ) 211A. The base end of the upper temperature control door 130A is fixed to the rotating shaft 213A. The pin 211A is engaged with the first cam groove 222A, moves in the first cam groove 222A with the rotation of the cam plate 220, and accordingly, the arm portion 212A rotates the rotation shaft 213A. The angular position θA of the first door 130A changes.

  The second lever 210B includes a rotating shaft 213B rotatably attached to the case C, a first arm 212B having a central portion fixed to the rotating shaft 213B, and a pin provided at one end of the first arm 212B. (Second pin) 211B, a pin (third pin) 214B provided at the other end of the first arm portion 212B, a rotating shaft 217B rotatably attached to the case C, and a rotating shaft 217B at the base end. And a second arm portion 215B formed with an elongated hole 216B for receiving a pin (third pin) 214B. The base end of the lower temperature control door 130B is fixed to the rotating shaft 217B. The pin 211B is engaged with the second cam groove 222B, moves in the second cam groove 222B with the rotation of the cam plate 220, and rotates the rotation shaft 213B via the first arm portion 212B. Then, the pin 214B moves in the elongated hole 216B, and the rotation shaft 217B rotates via the second arm portion 215B, whereby the angular position θB of the second door 130B changes.

  A friction reducing means such as a roller or grease may be provided in a portion of the pins 211A and 211B which engages with the cam grooves 222A and 222B.

  The first cam groove 222A has a first end 223A, a second end 224A, and a central portion 225A, and extends continuously from the first end 223A to the second end 224A through the central portion 225A.

  The first cam groove 222A has a first section 226A between a central portion 225A of the first cam groove and a first end 223A. The first section 226A is a section in which the first pin 211A moves when the cam plate 220 rotates within the first rotation range φA. When the first pin 211A moves in the first section 226A, the first door 130A rotates within a predetermined angular range (the angular position θA of the first door 130A is in the range of θA1 to θA2 as shown in FIG. 4). . In the present embodiment, θA1 is the minimum value (corresponding to the first detour ratio (QUcool / QUtotal) = 1), and θA2 is the maximum value of θA (corresponding to the first detour ratio (QUcool / QUtotal) = 0). It is.

  FIG. 3A shows an example when the cam plate 220 is within the first rotation range φA, and FIG. 3B shows that the cam plate 220 is within the second rotation range φB. An example of time is shown.

  The first cam groove 222A further has a second section 227A corresponding to the second rotation range φB of the cam plate 220 between the central portion 225A and the second end 224A of the first cam groove. The second section 227A is a section in which the first pin 211A moves when the cam plate 220 rotates in the second rotation range φB. When the first pin 211A moves in the second section 227A, the upper temperature control door 130A moves in the same angle range as when the first pin 211A moves in the first section 226A (the angular position θA of the upper temperature control door 130A). Rotate in the range of θA1 to θA2).

  The second cam groove 222B has a first end 223B, a second end 224B, and a central portion 225B, and continuously extends from the first end 223B to the second end 224B through the central portion 225B.

  The second cam groove 222B has a first section 226B between the central portion 225B and the first end 223B. A first section 226B of the second cam groove 222B is a section where the second pin 211B moves when the cam plate 220 rotates in the first rotation range φA. When the second pin 211B moves in the first section 226B, the lower temperature control door 130B moves within a predetermined angular range (the angular position θB of the second door 130B is in the range of θB1 to θB2 as shown in FIG. 4). Rotate. In the illustrated example, θB1 is the minimum value (corresponding to the second bypass ratio (QLcool / QLtotal) = 1), and θB2 is the maximum value of θB (corresponding to the second bypass ratio (QLcool / QLtotal) = 0). It is.

  The second cam groove 222B further has a second section 227B between the central portion 225B and the second end 224B. A second section 227B of the second cam groove 222B is a section where the second pin 211B moves when the cam plate 220 rotates in the second rotation range φB. When the second pin 211B moves in the second section 227B, the lower temperature control door 130B moves in the same angle range as when the second pin 211B moves in the first section 226B (the angle position of the lower temperature control door 130B). θB rotates within the range of θB1 to θB2).

  FIG. 4 is a diagram showing a change in the angular position of the first door 130A and the second door 130B as the cam plate 220 rotates. 4, the horizontal axis indicates the rotational angle position of the cam plate 220, and the vertical axis indicates the angular position θA of the upper temperature control door 130A (upper part in FIG. 4) and the angular position θB of the lower temperature control door 130B (lower part in FIG. 4). Is shown. Reference numerals 223A, 224A, 225A, 226A, and 227A attached to the lines indicate the positions of the first pins 211A in the first cam grooves 222A (first end 223A, second end 224A, central portion 225A, first section 226A, A second section 227A), and reference numerals 223B, 224B, 225B, 226B, and 227B indicate the position of the second pin 211B in the second cam groove 222B in the same manner as described above.

  The central portion 225A of the first cam groove 222A and the central portion 225B of the second cam groove 222B have a certain length, and this causes a slight error in the rotational position of the rotary shaft 204 of the actuator 202. However, the angular positions of the first door 130A and the second door 130B can be stably maintained at θA2 and θB2.

  As is clear from FIG. 4, the relationship between the angular position θA of the upper temperature control door 130A and the angular position θB of the lower temperature control door 130B when the cam plate 220 rotates within the first rotation range φA, and the cam plate The relationship between the angle position θA of the upper temperature control door 130A and the angle position θB of the lower temperature control door 130B when the 220 rotates in the second rotation range φB is different.

  More specifically, in the example shown in FIG. 4, the function “θA = f (θB)” indicating the angle position θA of the upper temperature control door 130A with respect to the angle position θB of the lower temperature control door 130B is defined by the first rotation range. φA differs from the second rotation range φB. More specifically, for any θB, f (θB) in the second rotation range φB is smaller than f (θB) in the first rotation range φA (excluding both ends of the rotation ranges φA and φB). Relationship is established.

  Specifically, as shown in FIG. 4, in the first rotation range φA, when the angle position θB of the lower temperature control door 130B is, for example, 60 degrees, the angle of the upper temperature control door 130A in the first rotation range φA is changed. The position θA is also 60 degrees. On the other hand, in the second rotation range φB, when the angle position θB of the lower temperature control door 130B is the same 60 degrees as above, the angle position θA of the upper temperature control door 130A is 36 degrees smaller than the above 60 degrees. is there. Note that the angular positions θA and θB in this case refer to the rotation angles of the upper temperature control door 130A and the lower temperature control door 130B when θA1 and θB1 are set to the reference angle positions, that is, 0 degrees.

  The first rotation range φA of the cam plate 220 is used in the blowing mode other than the bi-level mode, and the second rotation range φB is used in the bi-level mode. Therefore, in the bi-level mode, the θA value corresponding to the θB value is smaller than in the blowout modes other than the bi-level mode. That is, in the bilevel mode, the first detour ratio (QUcool / QUtotal) corresponding to the same θB value is larger than in the blowout modes other than the bilevel mode. For this reason, the temperature of the conditioned air blown out from the vent outlet through which the air conditioned in the upper mixing space 131A easily flows in is blown out from the foot outlet through which the air conditioned in the lower mixing space 131B easily flows. The temperature is surely lower than the temperature of the conditioned air, and it is possible to realize head and foot fever.

  According to the above-described embodiment, the upper temperature control door 130A and the lower temperature control door 130A and the lower temperature control door are selectively used by selectively using the first rotation range φA and the second rotation range φB of the cam plate 220 (that is, using different sections of the cam groove). The first and second positional relationships different from each other with respect to the positional relationship of 130B can be realized. Only one actuator (rotation motor) for rotating and driving the cam plate 220 is required. Therefore, it is possible to suppress an increase in cost, weight, and occupied space of the link mechanism including the actuator.

  In the above embodiment, the link mechanism realizes two different positional relationships for the upper temperature control door 130A and the lower temperature control door 130B, but the present invention is not limited to this. The above-described link mechanism can be used to realize two different positional relationships for any two doors provided for controlling the flow of air in the vehicle air conditioner.

  In the above embodiment, one cam plate is used to control the angular positions of two doors, but may be used to control the angular positions of three or more doors. In this case, three or more cam grooves may be provided in one cam plate.

  In the above embodiment, two different positional relationships are realized for a plurality (two) of doors, but three or more different positional relationships may be realized. In this case, the third section corresponding to the third rotation range of the cam plate 220 may be connected to the end of the second section of each cam groove.

  In the above embodiment, as shown in FIG. 4, “f (θB) in the second rotation range φB is smaller than f (θB) in the first rotation range φA for any θB (however, the rotation range φA , ΦB) is established, but the present invention is not limited to this. For example, when θB is in the range of θBi to θBj (where θB1 <θBi <θBj <θB2), for any θB, f (θB) in the second rotation range φB is f (θB) in the first rotation range φA. is smaller than θB), but when θB is other than θBi to θBj, for any θB, f (θB) in the second rotation range φB is f (θB) in the first rotation range φA. May be established.

  Finally, an example (but not limited to) of a configuration of a centrifugal blower that forms an airflow flowing through the upper air passage 112A and the lower air passage 112B will be briefly described with reference to FIG. The centrifugal blower 1 is a single suction type. The centrifugal blower 1 has an impeller 2. The impeller 2 has a plurality of blades 3 forming a circumferential cascade, is driven to rotate around a rotation axis by a motor 13, and is sucked from one axial end into a space radially inside the cascade. The air is blown radially outward. Reference numeral 9 denotes an airflow deflecting member integrally formed with the impeller 2.

  The impeller 2 is housed in the scroll housing 17. The scroll housing 17 has a suction port 22 that opens on one end side in the axial direction, and a discharge port 170 that opens in the circumferential direction. A partition wall 20 provided on the inner peripheral surface of the peripheral wall of the scroll housing 17 moves the space between the inner peripheral surface of the scroll housing 17 and the outer peripheral surface of the impeller 2 and the internal space of the discharge port 170 in the axial direction (vertical direction). ) To form the upper air flow path 18 and the upper air flow path 19. The upper air passage 18 and the upper air passage 19 are connected to an upper air passage 112A and a lower air passage 112B (see FIG. 1), respectively.

  The separation cylinder 14 is inserted into the suction port 22 of the scroll housing 17 and the inside of the impeller 2. The separation tube 14 allows the flow of the air sucked into the scroll housing 17 to flow into the upper half portion 5 of the blade 3 through the first passage 14A outside the separation tube 14, and then flows into the upper air passage 18. And a second air flow that flows into the lower half 6 of the blade 3 through the second passage 14B inside the separation cylinder 14 and then flows into the lower air flow path 19.

  An air intake housing 21 is connected to an upper portion of the scroll housing 17. Openings 25, 26, 27, 28 for air intake are formed in the upper part of the air intake housing 21. Reference numeral 29 denotes an exit of an inside air introduction passage provided in the vehicle, and reference numeral 30 denotes an exit of an outside air introduction passage provided in the vehicle. By switching the positions of the switching doors 31, 32, 33, air (inside air and / or outside air) is introduced into the air intake housing 21 through an opening selected from the openings 25, 26, 27, 28. be able to. The air introduced into the air intake housing 21 passes through the filter 35 and then flows into the scroll housing 17 through the first passage 14A and the second passage 14B.

  The operation modes of the centrifugal blower include an outside air mode in which the second opening 26 and the fourth opening 28 are opened, the first opening 25 and the third opening 27 are closed, and only outside air is introduced into the scroll housing 17. The second opening 26 and the third opening 27 are opened, the first opening 25 and the fourth opening 28 are closed, and the outside air FE flows through the first passage 14A and the inside air FR flows through the second passage 14B. There is a mode and an inside air mode in which the first opening 25 and the third opening 27 are opened and the second opening 26 and the fourth opening 28 are closed and only the inside air is introduced into the scroll housing 17. FIG. 5 shows a state in which the inside / outside air two-layer flow mode is executed.

C case 112A Upper air passage 112B Lower air passage 129A First air passage (upper bypass passage)
129B 2nd air passage (lower bypass passage)
130A First door θA Angle position of first door 130B Second door θB Angle position of second door 200 Link mechanism 210A First lever 211A First pin 210B Second lever 211B Second pin 220 Cam plate φA First of cam plate Rotation range φB Second rotation range of cam plate 222A First cam groove 223A First end of first cam groove 224A Second end of first cam groove 225A Central part of first cam groove 226A First section of first cam groove 227A Second section of first cam groove 222B Second cam groove 223B First end of second cam groove 224B Second end of second cam groove 225B Central part of second cam groove 226B First section of second cam groove 227B Second section of second cam groove

Claims (3)

An air conditioner for a vehicle that reconciles air in a vehicle interior,
A case (C) provided with a first air passage (129A) and a second air passage (129B);
A first door (130A) for adjusting an opening degree of the first air passage;
A second door (130B) for adjusting an opening of the second air passage;
A link mechanism (200) for interlocking the first door and the second door;
With
The link mechanism (200)
A cam plate (220) having a first cam groove (222A) and a second cam groove (222B) and rotating about a rotation axis;
A first lever (210A) for moving the first door (130A);
A second lever (210B) for moving the second door (130B);
Including
The first lever (210A) has a first pin (211A) engaged with the first cam groove (222A), and the first pin (211A) is rotated by the rotation of the cam plate (220). The first door (130A) is rotated by being displaced along with moving in one cam groove (222A),
The second lever (210B) has a second pin (211B) engaged with the second cam groove (222B), and the rotation of the cam plate (220) causes the second pin (211B) to move to the second position. The second door (130B) is rotated by being displaced along with moving in the two cam grooves (222B),
Each of the first cam groove (222A) and the second cam groove (222B) has a first end (223A, 223B), a second end (224A, 224B), and a central portion (225A, 225B). And extending continuously from the first end to the second end through the central portion, wherein the first cam groove (222A) is connected to the central portion (225A) of the first cam groove. A first section (226A) corresponding to a first rotation range (φA) of the cam plate (220) is provided between the first pin (211A) and the first end (223A). ) Moves, the first door (130A) rotates within a predetermined angle range,
The first cam groove (222A) is provided between the central portion (225A) of the first cam groove and the second end (224A) in a second rotation range (φB) of the cam plate (220). A corresponding second section (227A), and when the first pin (211A) moves in the second section, the first door (130A) rotates within the predetermined angle range;
The second cam groove (222B) is provided between the central portion (225B) of the second cam groove and the first end (223B) in the first rotation range (φA) of the cam plate (220). And a second section (226B) corresponding to the second rotation range (φB) of the cam plate between the central portion (225B) and the second end (224B) of the second cam groove. And the second section (227B)
The angle position (θA) of the first door (130A) and the angle position (θB) of the second door (130B) when the cam plate (220) rotates within the first rotation range (φA). Relationship between the angular position (θA) of the first door (130A) and the angular position (θB) of the second door (130B) when the cam plate (220) rotates within the second rotation range (φB). ) and the relationship with is, are different,
The air conditioner,
An upper air passage (112A) and a lower air passage (112B) provided in the case (C);
A cooling heat exchanger (126) having an upper portion (126A) and a lower portion (126B) located in the upper air passage and the lower air passage, respectively;
A heating heat exchanger (128) having an upper portion (128A) and a lower portion (128B) located in the upper air passage and the lower air passage downstream of the cooling heat exchanger (126), respectively. )When,
An upper bypass path provided in the upper air passage (112A) and configured to allow air flowing out of the cooling heat exchanger (126) to flow downstream by bypassing the heating heat exchanger (128). (129A),
A lower side provided in the lower air passage (112B) and configured to allow air flowing out of the cooling heat exchanger (126) to flow downstream by bypassing the heating heat exchanger (128). A bypass path (129B);
The upper part (126A) of the cooling heat exchanger (126) is provided in the upper air passage (112A) between the cooling heat exchanger (126) and the heating heat exchanger (128). An upper temperature control door (130A) for adjusting a first detour ratio, which is a ratio of an amount of air passing through the upper bypass path (129A) to an amount of air flowing out of the air;
The lower air passage (112B) is provided between the cooling heat exchanger (126) and the heating heat exchanger (128), and the lower portion () of the cooling heat exchanger (126) is provided. A lower temperature control door (130B) for adjusting a second detour ratio, which is a ratio of an amount of air passing through the lower bypass path (129B) to an amount of air flowing out of the lower airflow outlet 126B);
With
One of the set of the upper bypass path (129A) and the upper temperature control door (130A) and the set of the lower bypass path (129B) and the lower temperature control door (130B) is the first set. An air conditioner, wherein one set corresponds to a set of one air passage and the first door, and the other set corresponds to a set of the second air passage and the second door . A mixing chamber (131) into which air flowing out from the upper air passage (112A) and the lower air passage (112B) flows, wherein the air passes through the upper portion (128A) of the heating heat exchanger; An upper mixing space (131A) where the air that has passed through the upper bypass passage (129A) is mixed, and the air that has passed through the lower portion (128B) of the heating heat exchanger and the lower bypass passage (129B). ), And a lower mixing space (131B) in which the air that has passed through the mixing chamber (131B) is mixed.
A defroster outlet passage (132) and a vent outlet passage (134) facing the upper mixing space (131A);
A foot outlet passage (136) facing the lower mixing space (131B),
When the air conditioner is operated in a bi-level mode in which conditioned air is blown into the vehicle interior through the vent outlet passage (134) and the foot outlet passage (136), the first pin (211A) and the air conditioner are operated. The second pin (211B) moves through at least the second section (227A, 227B) of the first cam groove (222A) and the second cam groove (222B), respectively, and operates the air conditioner in another operation mode. If it is, the first pin and each second pin first cam groove and at least the first section (226A, 226B) of the second cam groove to move the air conditioning apparatus according to claim 1. The first detour ratio with respect to the second detour ratio when the first pin and the second pin move in the second sections (227A, 227B) of the first cam groove and the second cam groove, respectively. Is greater than the ratio of the first detour ratio to the second detour ratio when moving in the first section (226A, 226B) of the first cam groove and the second cam groove. Item 3. The air conditioner according to Item 2 .

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