JPS60131312A - Air conditioner for automobile - Google Patents

Abstract

PURPOSE:To make a bi-level mode attainable as well as to aim at improvements in body heat sensibility, by installing a heater core in an air bypass passage, while setting up a vent defrost damper, a bi-level damper and a heat damper in a bypass passage in regular sequence as constitution. CONSTITUTION:Cooled and dehumidified air being passed through a cooling unit enters inside a heater unit 13 from a connection port 26. At a bi-level mode, a bypass damper 17 is set to 'open', a vent port 20 of a vent defrost damper 21 to 'open', a defrost port 19 to 'close', a heat damper 24 to 'open'; a bi-level damper 25 to 'close', and a rear seat's heat damper 28 to 'slightly open', respectively. With this setup, a part of intake air is fed to the breast of people aboard from the vent port 20 in keeping the air cooled intact, and the rest is reheated by way of a heater core 14, then blown off close to one's feet of people aboard and a rear seat duct 17 from a heat port 23. In this constitution, since temperature in the heater core 14 is controlled by a hot water control valve, correspondingness or a warmth sense in people aboard is thus improvable.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an air conditioner for an automobile that performs heating, cooling, ventilation, and defrosting of the interior of an automobile.

The structure of the conventional example and its problems The conventional all-reheating type air conditioner is
As shown in the figure, the air supplied by the blower 1 is once cooled and dehumidified in the evaporator 2 of the refrigeration cycle, and then the air is appropriately reheated by the heater core 3. Engine cooling water in circulation (
The temperature of the air blown into the vehicle interior from the outlet 5.6 is controlled by varying the amount of hot water (hot water) by changing the opening degree of the hot water amount control valve 4 to adjust the amount of reheating.

In such a configuration, since the entire amount of air that has been once cooled and dehumidified in the evaporator 2 is reheated in the heater core 3, relatively cool air is blown out from the chest outlet 5, and the air is blown out from the foot outlet. In addition to the drawback that the BI-LEVICL mode, which blows out warmer air, cannot be performed from 6, it is possible to create a cold air zone in the upper part of the space 7 and a warm air zone in the lower part by taking some measures. , because it is not possible to completely separate the cold and warm air in the space 7 due to the structure, the chest area 5 and the feet 6
There was a problem in that it was not possible to blow out air from each of the air outlets at an optimal temperature based on the thermal sensation of the human body.

OBJECTS OF THE INVENTION The present invention provides an air conditioner for a motor vehicle that eliminates the above-mentioned conventional drawbacks.

Structure of the Invention The present invention provides a blower unit having a built-in blower for feeding air, a cooling unit provided on the air downstream side of the blower unit and having a built-in evaporator for cooling and dehumidifying the air, A heater unit provided on the air downstream side of the cooling unit 71 and having a built-in heater core for reheating the air; and a heater unit provided within the heater unit to prevent the air from passing through the heater core and being reheated. an air bypass path installed in parallel with the heater core;
a bypass damper for opening and closing the flow of the bypass air in the air bypass passage; a bypass damper provided adjacent to the air bypass passage on the downstream side of the bypass air;
A first space including a rotation space for a VICNT-DEF110ST damper that opens and closes a T outlet and a DEFRO5T outlet, and a first space that includes a rotation space for a VICNT-DEF110ST damper that opens and closes a T outlet and a DEFRO5T outlet; A BI-L E V that is provided between a second space including a space and the first and second spaces, and opens and closes the air circulation spanning the first and 20th rain spaces as appropriate.
E L Tambatka et al. j6j), BI-LICVKL mode can be realized, and furthermore, air γζ air conditioning with excellent thermal comfort can be achieved, which is extremely excellent in practical terms.

DESCRIPTION OF THE EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. 2 to 8. FIG. 2 is an overall schematic diagram of an air conditioner for an automobile according to an embodiment of the present invention. In FIG. 2, 8 is a blower unit, which is driven by an electric motor 9 and blows air 1Of! : Built-in. Reference numeral 11 denotes a cooling unit, which includes a built-in evaporator 12 of a refrigeration cycle to cool and dehumidify the air. 13 is a heater unit, which has a built-in heater core 14 for reheating the air. The amount of reheating in the heater core 14 is
The flow rate of the engine cooling water (hot water) flowing through the hot water V f
It is appropriately controlled by adjusting using the li'lJ control valve 15.

Reference numeral 16 denotes an air bypass path formed in parallel with the heater core 14 for the air flow, and a bypass damper 17 is provided to open and close the air flow flowing in the air bypass path 16. Reference numeral 18 denotes a first space provided adjacent to and downstream of the air bypass path 16, and the first space 18 includes a VICNT that opens and closes the air from the VENT outlet 19 and the DKFRO8T outlet 2°. -DEF
A rotation space for the RO8T damper 21 is also included. A second space 22 is provided on the air downstream side of the heater core 14 and includes a rotation space for the H'B-whip damper 24 that opens and closes the air blowing from the HE whip T outlet 23. 25 is the first
A BI-LE that is provided between the space part 18 and the second space part 22 and opens and closes the flow of air across the inner space parts 1ε and 22.
This is a VEL damper.

The operation of the apparatus of this embodiment configured as described above will be explained below.

FIG. 3 is a sectional view of the heater unit/nod in the apparatus of this embodiment, showing the operating state in BI-LB:VEL mode. The air that has been once cooled and dehumidified in the cooling unit 11 in FIG. 2 flows into the heater unit 13 through the connection port 26. At this time, heater unit 1
-13 each damper is a bypass damper 17
is open, VENT-DKFRO8T damper 21 is VK)J
Open T air outlet 20 and DkFRO3T air outlet 1
9 is closed, HICA T p” button 24 is open, BI-
LKVICI.

The damper 25 is closed, and the rear seat HEAT damper 28 connected to the rear seat air duct 27 is rotated to a slightly open state. Therefore, of the cooling/dehumidifying airflow flowing into the heater unit 13, the air that reaches the air bypass path 16 passes through the first space 18 as it is and is blown out as cold air to the chest of the occupant through the VICNT outlet 20. . On the other hand, the airflow that has been appropriately reheated and warmed by passing through the heater core 14 passes through the second space 22 and is heated to the HE.
Warm air is blown out from the AT air outlet 23 to the feet of the passenger, and a portion of the warm air is also sent to the rear seat side through the rear seat air duct 27. In the state shown in Figure 3, the first
Since the space 18 and the second space 22 are completely blocked off by the Bl-LKVI/L damper 25, the cold and warm air flowing into the rain spaces 18 and 22 do not mix. Therefore, the amount of reheating of the heater core 14 can be maximized by maximizing the flow rate of the engine cooling water flowing to the heater core 14 through the hot water control valve 15 (Fig. 2) in response to the temperature of the cold air from the HEAT outlet 20. ,)! EAT outlet 2
It is possible to maximize the difference between the temperature of the hot air and the temperature of the hot air from 3. Furthermore, by decreasing the flow rate of the hot water control valve 15 from this state, the amount of reheating in the heater core 14 can be changed arbitrarily, and finally, by fully closing the opening of the hot water control valve 16, the VICNT Air outlet 20 and HEA
It is also possible to equalize the temperature of the air blown out from the T air outlet 23. Tsumashi, VENT outlet 2
Keep the cold air temperature constant from 0 without changing, and
The temperature of the air blown from the AT air outlet 23 is arbitrarily controlled from the maximum to the minimum depending on the passenger's preference or the thermal sensation of the human body.

Moreover, at this time, the first space part 18 and the second space part 22 are BI-
Since it is blocked by the LEVIL damper 25, B
There is no change in the air volume from both the air outlets 20.23 due to the adjustment of the I-I4VICL air outlet temperature difference.

Next, according to the configuration of this embodiment, the HEAT outlet 23
It is possible to control the temperature of the cold air from the VENT outlet 2o to be higher while keeping the temperature of the hot air from the VENT outlet 2o constant. To do this, the BI-LKVK, L damper 25 can be rotated from the fully closed position shown in FIG. 3 to an arbitrary angle near the dotted line angle 29 in the same figure.
On the bypass path 16 side, hot air is caused to flow into the first space 18 through a passage between the heater core 14 and the second space 22, which are designed to have low wind pressure loss, and is mixed with cold air there. The temperature of the cold air from the VENT outlet 20 can be changed. That is, by arbitrarily changing the rotation angle of the BI-LXVIEL bumper 25 from the fully closed position to a maximum rotation angle of 29, the temperature of the cold air from the chest outlet 20 can be increased.

Further, it goes without saying that the amount of heating of the heater core 14 can be changed using the hot water control valve 16 during the above two methods of temperature control.

The above two methods of temperature control in B1-11VKL mode can be simply expressed as one in which the cold air temperature from the VICNT outlet 20 is kept constant and the other is varied, and one in which the warm air temperature from the iKAT outlet 23 is kept constant. There is a distinction between how one changes the other.

After considering the added value and price of the product, we will either reflect only one of the temperature control methods in the product design, or we will design a model with high-end functions to satisfy the complex thermal and physiological comfort needs of the passengers. A fine-grained I-LEVIL temperature control method that includes the surface temperature control method described above using a control circuit using a microcomputer can also be adopted in product design.

Next, operations in other modes in the apparatus of this embodiment will be explained. FIG. 4 shows the operating state in the VENT mode. The cold air that has already been cooled and dehumidified by the cooling unit 11 (FIG. 2) passes from the bypass path 16 through the first space 18 and is re-circulated. The air is blown out directly from the VICNT outlet 20 to the chest area (mainly meaning the upper body) of the passenger without being heated. In this case, BI-LE
Since the VEL damper 25 is closed, one connection 26
The cold air flowing into the heater unit 13 from the heater core 1
4, the cold air is not reheated and is blown out from the VENT outlet 20 as it is.

Next, if you want to increase the amount of air blown from the VENT air outlet 20.

The BI-L1CVEL damper 26 is rotated to a maximum angle of 29 in the figure, and the heater core 14, second space 22.
A flow path called the first space 18 is formed, and the fluid flows both from the bypass path 16 side and from the bypass path 16 side. However, in this case, the engine cooling water (hot water) flowing into the heater core 14 is supplied to the hot water control valve 1.
6 (FIG. 2), and it is desirable that unnecessary heat not flow into the heater core 14 via the engine cooling water pipe 30 or the like.

That is, if the heater core 14 has no reheating ability (heat dissipation) at all, the cold air flowing to the heater core 14 side will not be unnecessarily warmed and will not maintain a low temperature together with the cold air from the bypass path 16 side. The air is blown out from the VICNT air outlet 20.

This operation is effective as a method of increasing the air volume without increasing the rotational speed of the blower 1o, and as a result, the input power to the electric motor 9 can be reduced. Furthermore, B.I.
-Heater core 1 with LEVEL damper 26 open
4, the cold air passing through the heater core 14 side can be reheated by flowing an appropriate amount of engine cooling water (hot water) through the hot water control valve 15, so the cold air blows out from the VENT outlet 20 mainly to the upper body. temperature can be increased. In this case, in order to raise the blowing temperature above a certain temperature, control is performed so that the bivanu damper 17 is closed and all the cold air passes through the heater core 14.

FIG. 6 shows the operating state in the HEAT mode, in which the warm air that has passed through the heater core 14 from the connection port 26 is heated from the HICAT outlet 23 through the second space 22 to the occupant's feet (main lower body) K is blown out. The temperature of the hot air blown out can be adjusted arbitrarily by controlling the amount of heat dissipated in the heater core 14 by changing the amount of engine cooling water (hot water) flowing into the heater core 14 per unit time using the hot water control valve 16. It is variable. In addition, in this case, by opening the rear seat HICAT damper 28 according to the passenger's request, the rear seat air outlet duct 2 can be opened.
7, the warm air is blown out from the feet of the rear seat passengers.

FIG. 6 shows the operating state in the I(EAT-DEFRO5T mode), in which warm air passed through the heater core 14 and heated is sent to the rear seat via the HEAT outlet 23 and the rear seat outlet duct 27. (optional), and DKFR
The air is blown out from the 03T air outlet 19.

FIG. 7 shows the operating state in the DEFROI5T mode, in which the warm air passed through the heater core 14 is used to melt ice on the window glass, remove clouds, remove frost, etc.
The air is blown out from the DkFHO8T air outlet 19 toward the front windshield and the side windshield.

It goes without saying that in each of the above modes, the cooling/dehumidifying action in the evaporator 12 of the cooling unit 11 shown in FIG. 2 is turned off as necessary.

FIG. 8 is a side view of the heater unit 313 according to this embodiment. 171L is the bypass damper shaft, 212L is the VE
NT-DIEFRO8T damper shaft, 24& is HK A
T l-emper shaft, 261L is B I -L E V K
L damper shaft 28a is the rear seat HIEAT damper shaft.

As shown in the figure, each damper is operated in conjunction with a link mechanism system (the link system between the BI-1, me damper shaft 25& and the rear seat HICAT damper shaft 28& is omitted).

It goes without saying that this link system may be driven by an electric actuator or a manual lever wire mechanism, or each damper I14+ may be rotated using a separate stepping motor, geared motor, etc. stomach.

In the device having the above configuration, a bypass damper 17 is provided in the bypass path 16, and the first space 18 has a voltage of V gN' T
-1J E F ROS T By being configured to include the rotation space for the tamper 21 and further providing the rotation space for the HICAT damper 24 to be included in the second hollow portion 22, the overall volume of the heater unit 13 can be reduced. The present invention can be made compact and has extremely high practical effects as an air conditioner for automobiles, which is facing a trend of expanding living space and decreasing engine compartment size.

Note that although the rear seat HICAT damper 28 is provided in the above embodiment, it is also possible to omit this and the warm air to the rear seat feet always be linked to the warm air blowing from the HEAT outlet 23. Needless to say.

Effects of the Invention As described above, the present invention provides the first space adjacent to the bypass path provided with the heater unit l-+7)/<Ipass damper, and the BI-L between the second space adjacent to the heater core.
It forms an EVEL damper and arbitrarily opens and closes the flow of wind across the rain space.In particular, the bypass damper and B
In order to effectively open and close the I-LKVEL door, BI-LKVICL mode operation, which was previously impossible, is now possible with cold air and warm air completely separated, and the thermal physiology of the occupants is improved. In order to meet individual needs, one can freely adjust the temperature of one side of the air outlet relative to the temperature of the air outlet at the feet or chest to create a desired BI-LICVEL operating state. Furthermore, by sharing the rain space and the damper rotation space, the heater unit can be significantly downsized.

[Brief explanation of drawings]

Fig. 1 is an overall schematic diagram showing a conventional air conditioner for an automobile, Fig. 2 is a schematic cross-sectional view of an air conditioner for an automobile showing an embodiment of the present invention, and Fig. 3 is a cross-section of a heater unit of the same device. 4 to 7 are operation diagrams of each operation mode in the heater unit, and FIG. 8 is a side view of the heater unit. 10...Blower, 8...Blower unit, 12...Evaporator, 11...Cooling unit, 14...H17 Vegeta core, 13... Heater unit, 16...
... Air bypass path, 17 ... Air bypass damper, 20 ... VINT outlet, 19
...DIEFHO8T balloon white, 21 ・-
...V F N T -D K F RO8T damper, 18... First space section, 22... Second space section, 25... BI-LKVICL damper .

Claims (1)

[Claims] A blower unit with a built-in blower for feeding empty food,
A cooling unit provided on the air downstream side of the blower unit and having a built-in evaporator for cooling and dehumidifying the air; and a cooling unit provided on the air downstream side of the cooling unit and having a built-in heater corer for reheating the air. a heater unit; an air bypass passage provided in the heater unit and arranged in parallel with the heater core for preventing the air from passing through the heater core and being reheated; and the bypass air in the air bypass passage. a bypass damper for opening and closing the flow of air, and a bypass damper provided adjacent to the air bypass path and on the downstream side of the bypass air; a VENT outlet and a DEFRO5T outlet; VIc to open and close the mouth
a first space section that includes a rotation space for the NT-DEyRO8T damper; a second space section that is provided adjacent to the heater core on the reheated air outlet side of the heater core and also includes a rotation space for the HICAT damper; Provided between the first and second rain spaces to appropriately open and close air circulation across the first and second rain spaces (B 1-L B V E L
An automotive air conditioner consisting of a damper.