JPS621615A - Air-conditioning device for automobile - Google Patents

Abstract

PURPOSE:To prevent an electrical resistor from being damaged due to overheat, in an air-conditioning device provided with two air-conditioning ducts in combination and a blower having a blast capacity to be controlled by the electrical resistor, by providing a means for inhibiting two blow-out ports from being closed simultaneously. CONSTITUTION:In such a condition that an upper space temperature control lever 31 is shifted to a position in the vicinity of its turn-off position to fully close a face blow-out port 11 by means of a damper 9, during a lower space temperature control lever 32 being shifted to its turn-off position, a projection 44a formed on a bearing section 44 of a rotary actuating rod 42 of the lever 32 abuts against one end of an arcuate groove 43a formed in a bearing section 43 of a rotary actuating rod 41 of the lever 31. Further, when the lever 32 is successively shifted, both rotary actuating rods 41, 42 are rotated integrally with each other so that the lever 31 is moved in association with the lever 32 in the same direction as that of the lever 32, thereby a face blow-out port 11 are slightly opened. With this arrangement, a resistor for adjusting the blast capacity of a blower 24 is always subjected to cooling action.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention provides an air conditioning system for automobiles that is equipped with a mechanism that can independently control the temperature of the air conditioning air that is blown into the upper and lower parts of the vehicle interior. Relating to a harmonizing device.

[Prior art] As a method of warming a person's living space during the cold season, it is sensually comfortable to achieve a so-called cold head and warm foot condition.
It is widely known that it is physiologically favorable and also desirable from the viewpoint of fuel consumption saving. This naturally applies to vehicles, especially passenger cars.Nowadays, driving performance has reached an almost satisfactory level, and in order to improve comfort, air conditioning is required for each space in the upper and lower parts of the vehicle interior independently. Air conditioners have been developed that have a structure in which two air conditioning ducts are combined into one in order to perform more fine-grained air conditioning control by blowing out the air. For example, this type of technology is disclosed in Utility Model Application Publication No. 59-658124.

[Problems to be Solved by the Invention] As described above, the first air conditioning duct has an air outlet to the upper space of the vehicle interior, and the second air conditioning duct has an air outlet to the lower space of the vehicle interior. A duct shares an air intake port, and a blower for introducing conditioned air is installed on the upstream side (or downstream side) of the duct.As a means of adjusting the air blowing capacity of this blower, the electric resistance value is variable in the power supply circuit to the blower. A register was used. When the blower rotates at low speed, the resistor's current carrying resistance increases, creating a risk of overheating.If the fuse function of the resistor is uneven, it may melt, so in order to avoid such inconveniences, it is necessary to It was designed to be installed inside a duct and cooled by the air sent from the blower.

By the way, inside the air conditioning duct of the device, there is an air mix damper to mix the warm air and cold air generated by the built-in heat exchanger to obtain conditioned bay air at an appropriate temperature, a blowout rodan bar to adjust the blowout amount, The interlocking mechanism for these two dampers is built in, and the device control panel installed in the driver's seat instrument panel has two remote manual control knobs for independently rotating the two air mix dampers. Provided.

For this reason, in some cases, operating the two knobs may cause both the outlets of the two air conditioning ducts to be completely closed by the outlet damper. If such a situation occurs, the flow of air in the air conditioning duct will stop, and the above-mentioned resistor cooling effect will no longer be performed, creating a risk of overheating the resistor and risk of melting. come.

The present invention is a type of air conditioning duct that combines two air conditioning ducts, and is operated so that the outlets of both ducts are closed at the same time in an automotive air conditioner equipped with a blower whose blowing capacity is controlled by an electric resistor. By providing a means to automatically prevent the complete closing of at least one of the air outlets, even in the case of
The object of the present invention is to provide a device that can prevent I loss.

[Means for Solving the Problems] In order to achieve the above object, the automotive air conditioner of the present invention includes an air mix damper for controlling the temperature of the blown air, and an air mix damper for controlling the temperature of the blown air, in each of the two air conditioning ducts arranged in parallel. In an air conditioner for an automobile, which is equipped with a blower rod damper placed in an interlocking relationship with a damper and a rotating means for these dampers, and a blower whose blowing capacity is adjusted via an electric resistor, While the damper rotation means fully closes the outlet damper of the duct, the damper rotation means of the other duct between the faces is rotated in the direction in which the outlet damper of the duct is fully opened. When near the position, the one rotation means is brought into interlocking relationship with the other rotation means, and both the blower outlet dampers are rotated in the opening direction. A configuration with an interlocking mechanism for the exit damper was adopted.

[Function] In the automobile air conditioner having the above configuration, after operating the damper rotation means of one air conditioning duct to fully close its outlet damper, the other air conditioning duct also rotates the damper. When an attempt is made to bring the outlet damper to the fully open position by operating the moving means, when this outlet rod damper reaches close to the fully open position, the interlocking mechanism of the two rotating means automatically operates to fully open the outlet damper. As one of the outlet dampers is rotated in the opening direction, both outlet dampers are fully opened and the flow of air in the air conditioning duct is stopped. To prevent the occurrence of an accident in which an electrical resistor that has been used for a long time is overheated and becomes brittle.

[Example] A specific configuration of the present invention will be described below based on an example shown in the accompanying drawings.

FIG. 1 is an exploded perspective view of the main part of the interlocking mechanism, illustrating an embodiment of the NvJ mechanism of the two outlet dampers incorporated in the device of the present invention, and the two air pumps rotated by the operation of the main part. FIG. 2 is a composite view with a perspective view of the mix damper installed in the air conditioning duct, and is a schematic top view of the main body of the interlocking mechanism. In the figure, 30 is a control panel for the air conditioner, which is assembled into the driver's seat instrument panel. 30a is a bottom plate joined to the back of the control panel 30, and serves as a base for mounting the main body of the interlocking mechanism. 41 and 4
Reference numerals 2 denote rotary operating frames, each having the role of rotating air mix dampers 5 and 6 built into two air conditioning ducts A and B, respectively. Reference numeral 31 indicates an upper temperature control lever of the vehicle interior mounted on the tip of the rotary operating frame 41; 32 indicates a lower temperature control lever of the vehicle interior also fitted on the operating frame 42; The rotation bearing portion 44 is also a bearing portion of the operating frame 42. 4o is a rotating shaft shared by the two bearings 43 and 44, and is rotatably fitted into the rotating shaft 40, whose axis direction is perpendicular to the bearings 43 and 44, so that it is vertically overlapped with the rotating shaft 40. There is. And, one bearing part 43 has an arcuate groove 43a on the inner peripheral surface of the shaft hole, and the other bearing part 4
4, and is rotatably fitted into the shaft hole of one of the bearings 43. On the outer peripheral surface of the short cylinder 44b, there is a groove that is slidable in the arcuate groove 43a. A protrusion 44a is provided. 45 and 46 are remote control wires as connection means for transmitting the movement of the rotational operation frame 41 or 42 to the rotation bar 5b or 6b of the rotation shaft 5a or 6a of the air mix damper 5 or 6, and 47 and 48 are respectively A connecting portion between the rotation operating frame and the wire, 50 is a tube for supporting the wire, 51 and 52 are fixtures for the tube 50, 5
3 is a washer for preventing the rotating shaft 40 from being removed. In addition, 4
a is the interior of the air conditioning duct body 1, which is connected to two air conditioning ducts A.
32a is a partition wall for dividing lever 3 into 8 parts.
This is the second guide groove.

The rotational movement of the air mix damper 5 or 6 is transmitted via a link mechanism to open and close the outlet dampers of the respective air conditioning ducts placed in an interlocking relationship under predetermined linkage conditions. Since the seed mechanism belongs to the known technology, illustration thereof is omitted.

FIG. 3 is a schematic side sectional view of an air conditioner for a VJ vehicle according to the present invention (hereinafter simply referred to as an air conditioner), which is made of synthetic resin or the like and has a cylindrical shape that is elongated in the horizontal direction. The duct body 1 includes a blower unit 1a containing a blower, a cooling unit 1b containing an evaporator, and a heater unit 1c containing a heater core, etc.
It has a structure that looks like three parts are joined together. Reference numeral 2o denotes an inside/outside air switching box, which includes an outside air inlet 21 and an inside air inlet 22, and houses an inside/outside air switching damper 23 inside.

Reference numeral 24 is a blower that serves to draw inside or outside air into the air conditioning duct, send it into the air conditioning heat exchanger, and then blow it out from the outlet. Reference numerals 3 and 2 are evaporators as cooling heat exchangers. , receives a circulating supply of liquid phase refrigerant from the refrigeration equipment installed in the engine room, etc. Reference numeral 3 denotes a heater core as a heating heat exchanger, which receives circulating supply of engine cooling water as a heating source. 4a and 4b are partition walls for dividing the inside of the air conditioning duct main body 1 into two air conditioning ducts A and B on the downstream side of the evaporator 2; 5 is an air mix damper installed in one duct A, and 6 is an air mix damper installed in the other duct B, after passing through the upstream evaporator 2. It serves to adjust the temperature of the conditioned blown air by selectively passing all or a portion of the cold air into the heater core 3. C and d are bypass paths for the cold air to flow directly toward the outlet without passing through the heater core.

Reference numeral 7 denotes a communication port provided in the downstream partition wall 4b of the heater core 3, which allows the rain spaces of the ducts A and B to communicate with each other. 8 is a communication rod bar, which is connected to the communication lower or one of the ducts A
It plays the role of selectively opening and closing one of the outlets e of the heater core 3 provided therein.

Reference numeral 11 indicates the air outlet of one duct A, in this example, the face (upper body) air outlet, and 9 represents a face damper for adjusting the air outlet, which is connected to the air mix damper 5 via a link mechanism (not shown). placed in an interlocking relationship. Reference numeral 12 designates the air outlet of the other duct B, which in this embodiment is a foot air outlet, and 10 represents a foot damper for adjusting the air flow rate, which is interlocked with the air mix damper 6 via a link mechanism (not shown). placed in a relationship. Reference numeral 15 denotes a defrost outlet, which opens at the tip of the defrost duct 13 which is provided by branching off the downstream side of the other duct B, and a foot defrost communication port 16 is provided in the partition wall between the duct B and the defrost duct 13. It is provided. 17 is a link mechanism for interlocking the face damper 9 and the foot damper 10.

Reference numeral 18 denotes an electrical resistor for adjusting the rotational speed of the drive motor of the blower 24, and is made up of a plurality of coiled electrical resistors connected in series or in parallel. By changing the state using a circuit changeover switch, the combined resistance value of the electric resistor 18 can be changed over several stages. If this combined resistance value increases, the voltage supplied to the motor decreases and the blowing capacity of the blower 24 decreases, and if a power supply circuit that bypasses the electric resistor is formed, the maximum law Jilffl can be obtained. Electrical resistors (resistors) generate heat when energized, so to prevent the risk of overheating, some types are commonly used that have a fuse function that blows out when the heat exceeds a set temperature.

As shown in the figure, the resistor 18 receives air cooling by being attached to an appropriate location on the inner wall surface of the duct body 1 on the downstream side of the blower 24.

FIG. 4 is a front view of the control panel for operating the air conditioner of the above embodiment, and 30 is a control panel which is assembled to the driver's seat instrument panel. 31 is an upper temperature control lever for rotating the air mix damper 5 for adjusting the face air temperature of one air conditioning duct A, and 32 is an air control lever for adjusting the foot air temperature of the other air conditioning duct B. A lower layer temperature control lever for rotating the mix damper 6, which is the upper layer temperature control lever 3.
A CO leaf mark is attached to the left end of the guide groove 31a of No. 1, a WARM mark is attached near the right end, and a leaf F mark is attached to the rightmost end. Also, the lower layer temperature control lever 32
A WARM mark is attached to the right end of the guide groove 32a, a CO mark is attached near the left end, and an OFF mark is attached to the leftmost end. A defrost lever 33 rotates the defrost damper 14 to control the amount of air discharged from the defrost Suita mouth 15. 34 is a lever for operating the inside/outside air switching damper 23, 35 is a lever for adjusting the blowing capacity of the blower 24, and 36 is an air conditioner switch for intermittent operation of an air conditioning compressor (not shown).

FIGS. 5 to 9 show the two air mix dampers 5 and 6, the communication rod damper 8, the face damper 9, the foot damper 1o, and when the device shown in FIG. 3 is operated in different air conditioning modes. The rotating state of the defrost damper 14 and the flow direction of the conditioned air are shown by arrows, and FIG. 10 is a schematic side sectional view of the heater unit portion 1c. When the position is lightly moved while reaching the OFF position, and therefore when the air mix damper 5 in one of the air conditioning dows 1 to A is rotated, how the communication rod damper 8 responds to the movement of the damper 5. This is a graph showing how the communication rod damper 8 can be linked, with the vertical axis representing the rotational position of the communication rod damper 8 (see Figure 3), and the horizontal axis representing the rotational position of the upper layer temperature control lever 31.
The moving position is taken.

FIG. 11 is a graph showing how the air flow from the face air outlet 11 changes when the upper temperature control lever 31 is operated, with the vertical axis representing the air flow S and the horizontal axis representing the lever position. Teru.

FIG. 12 is a graph similar to FIG. 11, showing how the amount of air flow from the foot air outlet 12 changes when the lower layer temperature control lever 32 is operated.

Next, the general air conditioning operation of the apparatus shown in the above embodiment will be explained, first referring to the number of times for each air conditioning mode.

[Ventilation blowout air conditioning mode] This is a mode in which conditioned air is blown out from the face outlet 11, and each damper incorporated in the heater unit portion 1C is fixed in the state shown in FIG. The air in the duct follows the flow path indicated by the arrow. That is, the lower layer temperature control lever 32 is OF
The air mix damper 6 on the lower layer side is set in the F position.
occupies a position that blocks the inlet q of the heater core 3, and the foot damper 10 that is interlocked with the air mix damper 6 is closed, so that the function of the foot outlet 12 is maintained in a state where it is lost. Then, when the upper layer temperature control lever 31 is manually moved to the left or right, the air mix damper 5 is moved to the inlet f of the heater core 3, as shown by the arrow m in the figure.
Continuously from the illustrated position (c) where the duct A is completely closed and the entire amount of cold air that has flowed into the duct A flows into the cold air bypass path C, to the (2) position where the cold air bypass path C is completely closed. It is rotated and set. As the air mix damper 5 rotates, the communication rod damper 8 is rotated by the action of a link mechanism (not shown) while maintaining the interlocking relationship as shown graphically in FIG.

That is, when the upper layer temperature 3 degree control lever 31 occupies the leftmost, strongest CO control lever position, the communication rod bar 8 is placed in the illustrated position (a) where it closes the outlet e of the heater core 3, but the lever 31 is slightly moved. When it is moved to the right, that is, in the 14ARM direction, it is suddenly switched to the (B) position by the action of the link mechanism, that is, the state in which the outlet e of the heater core 3 is opened and the communicating lower is closed instead. This state is maintained even if the lever 31 is further moved to the right toward the -ARM side1, and the lever 31 reaches the OFF mark position beyond the WARM mark position attached to the guide groove 31a. Then, the link mechanism works again, and the communication rod damper 8 suddenly moves the heater core 3 as shown in FIG.
It is returned to the illustrated position (a), which closes the exit e.

- The face damper 9 whose rotating shaft is connected to the air mix damper 5 on the upper layer side which is linked to the sumo wrestler layer temperature control lever 31 via a link mechanism (not shown) is shown graphically in FIG. When the lever 31 is set at the CO leaf mark position of the guide groove 31a, the upper duct A is fully opened and the maximum amount of air-conditioned air is blown out from the face outlet 11. Gradually turn lever 31 -A
When moved in the RMh direction, the face damper 9 moves towards the duct A.
is rotated over the range shown by arrow V in the figure in the direction of gradually closing the door. When the lever 31 exceeds the WARM position and reaches the OFF position, the duct A is completely closed and the function of the face outlet 11 is stopped.

By the way, when the upper temperature control lever 31 occupies the C00L mark position at the leftmost end of the guide groove 31a, that is, when it is set to the strongest cooling state, the inlet f of the heater core 3 is blocked by the air mix damper 5, and this Since the communication rod damper 8, which is in an interlocking relationship with the damper 5, cooperates with the damper 5 to also block the outlet e of the heater core 3, the heating function of the heater core 3 located in the upper duct is completely lost. At the same time, the heater core 3 located in the lower duct is also stopped from functioning because the lower air mix damper 6 closes the inlet q of the heater core 3. If the lower layer temperature control lever 32 is
2a, that is, the air mix damper 6 on the lower layer side is at a position other than the position where the inlet Q of the heater core 3 is completely closed, and the warm air generated by passing through the heater core 3 in the duct B on the lower layer side is Even if a situation arises in which the lower two ducts can pass through the communication lower, the communication lower is completely blocked by the damper 8 as described above, so hot air warmed by the heater core 3 still blows out from the face outlet 11. Therefore, the cooling function of the air conditioner can be maximized.

Then, the upper layer temperature control lever 31 is set to C00 [and -
Air mix damper 5 when in the middle position of AR14
rotates within the range indicated by arrow m, and the face damper 9
As mentioned above, in conjunction with this air mix damper 5, the warm air that has passed through the heater core 3 flows from the face outlet 11,
The cool air that goes directly to the outlet via the cold air bypass path is appropriately mixed in the downstream part of the duct A, so that air at an appropriate temperature is blown out. Note that the lower air mix damper 6 and the foot damper 10 are also placed in the same interlocking relationship as the upper air mix damper 5, so the foot damper 10 is in the completely closed position.

[Heater blowout air conditioning mode] This is a mode in which air conditioning air is blown out from the foot outlet 12, and the upper layer temperature control lever 31 is moved to the above-mentioned OF position.
By setting the air conditioner at the F mark position and operating the upper layer temperature control lever 32, the desired air conditioning state can be obtained. The operation will be explained below with reference to Fig. 6.
In the upper duct A, the air mix damper 5 completely opens the inlet r of the heater core 3 of the duct.
Since the face damper 9 is set to a position where it closes the outlet e of the duct A, the blowing function of the air conditioning duct A on the upper layer side is lost. The lower layer side air mix damper 6 and the foot damper 10, which are rotated in accordance with the operation of the lower layer temperature control lever 32, are connected by a link mechanism (as shown in the diagram).
An interlocking relationship as depicted in FIG. 12 is established through the. That is, when the lower layer temperature control lever 32 occupies the OFF mark position of the guide groove 32a,
The air mix damper 6 on the lower layer side completely closes the inlet q of the heater core 3 shown in (f) in the figure, but at this time, the foot damper 10 occupies a position that completely blocks the duct B on the lower layer side, and No wind blows out from it. As the lever 32 is moved from the OFF position to the 1^RH position, the air mix damper 6 rotates within the range indicated by the arrow n in the figure from the (E) position to the (E) position. At the same time, the foot damper 10 also rotates in the direction h to gradually open the duct B within the range indicated by the arrow W in the figure. When the lever 32 approaches the rightmost position to the ○H mark position, the air mix damper 6 moves to the (bo) position, and the foot damper 10 fully opens the duct B, resulting in the strongest heating condition. When set to the strongest heating state, all of the cold air that has flowed into the lower duct B passes through the heater core in this duct and heads toward the foot outlet 12, and in addition, the cold air that has flowed into the upper duct A After all of it is sent to the heater core 3 located on the upper layer side,
Since it passes through the communication lowers of both ducts and merges with the warm air in the lower duct, it is possible to bring out the maximum rll performance of the air system. In addition, in this blowout mode, when the foot damper 10 opens the duct B@, the foot differential opens in the partition wall with the defrost duct 13, which is provided in parallel with this duct. Some amount of conditioned air is allowed to flow out.

[Pi level (I) outlet air conditioning mode] In this mode, both the upper and lower air conditioning ducts A and B work together to connect the face and knot outlet 11.
By blowing out air adjusted to an appropriate temperature and feed rate from 1 and 12, it is possible to perform more fine-grained air conditioning in the vehicle interior.

By appropriately moving the upper IsW stiffness control lever and the lower layer temperature control lever 32, each air mix damper 5 and 6 can be rotated over the range indicated by arrows m or n in FIG. Air conditioning duct A
and B function respectively as explained in the sections of the pendeletion and heater blowout modes above.

[Pie level (II) blowout air conditioning mode] This mode is a so-called cold-head-heat-feet mode, which emphasizes the state in which the lower part of the body is relatively warm and the upper part is relatively cold, which is both sensually comfortable and physiologically preferable. be able to. FIG. 8 is an explanatory diagram of the operation of this mode, in which the lower temperature control lever 32 is fixed at the -ARM position so that warm air in the strongest heating state is always blown out from the foot outlet 12, and the upper temperature control lever 31 is fixed at the -ARM position. Cold or relatively warm air according to each individual's preference is blown out from the face blow-off port 11 by operating only the air outlet 11.

[Denorost blowout air conditioning mode] This mode blows warm air onto the window glass to prevent fogging due to condensation.The upper air conditioning duct is shut down and only the lower air conditioning duct functions. Defrost lever 33 provided on the control panel 30 of
The function is created by switching from the OFF position to the ON position. At this time, the defrost damper 14 normally occupies the position (g) (see FIG. 3) in which the inlet of the defrost duct 13 is closed in order to close the foot outlet 12 and open the defrost outlet 15, as shown in FIG. 1.However, even in this air conditioning mode, the upper layer temperature control lever 31 must be operated to blow out an appropriate amount of air at the appropriate temperature from the face outlet 11. is at the discretion of the operator. Note that in this mode, a certain amount of warm air that has passed through the foot defrost communication port 16 is also sent out from the foot air outlet 12.

In the above-mentioned automotive air conditioner equipped with so-called dual air conditioning ducts, the temperature of the air blown from each air conditioning duct is controlled by the upper temperature control lever 31 and the lower temperature control provided on the control panel 30 of the device. When attempting to adjust the lever 32 manually, the lever 31 or 32 shown in FIGS.
As is clear from the correlation graph between the movement position on the panel surface of When the damper 9 is brought close to the COO1 position, the damper 9 completely closes the face air outlet 11 and the air outlet level becomes zero. However, if the lever 32 is also brought close to the OFF position beyond the COO1 position under such a condition, Since the damper 10 also completely closes the foot outlet 12, if the one remaining outlet, the defrost outlet 15, is closed by the defrost damper 14, the blower 24 will send the air into the air conditioning duct 1. Under these circumstances, the register 18 for the blowing capacity vA node of the blower 24 cannot receive any air cooling action, and the overheating Risk of danger or meltdown may arise.

In order to prevent such inconvenience from occurring, a countermeasure means is an interlocking mechanism between the two outlet dampers 9 and 10, as illustrated in FIGS. 1 and 2. Next, regarding the operation of this interlocking mechanism, we will mainly refer to Figure 2 of the attached drawings, and then Figures 1, 4, and 1.
This will be explained below with reference to FIG. 1, FIG. 12, etc. now,
With the upper layer temperature control lever 31 moved to the OFF position on the right side of the figure and the face outlet 11 fully opened as described above, until now the OFF position on the left side of the figure has been moved.
Move the lower temperature control lever 32, which had been set at any position other than the F position on the side of the device, toward the OFF position (see Figure 4) as indicated by the arrow in Figure 2. , until it reaches the position shown, lever 3
The rotating shaft 41 of the lever 32 and the rotating shaft 42 of the lever 32 were able to rotate independently and freely around the shared rotation shaft 40, but now the rotating shaft 44 of the rotating shaft 42 of the lever 32 has been rotated freely.
The protrusion 44a provided in the lever 31 reaches one terminal end of the region where it can freely rotate (that is, inside the arcuate groove 43a provided in the rotation bearing portion 43 of the rotation operation frame 41 of the lever 31). Therefore, as is clear from the figure, if the lever 32 is moved further in the direction of the arrow shown in the figure, that is, toward the OFF position, the two rotational operation frames 41 and 42 will be placed in an interlocking relationship from then on. , the lever 31 is moved to the left in the figure, so that the face outlet 11 is opened somewhat, as can be seen from the graph in FIG. 11, and both the face and foot outlets 11.
This prevents the occurrence of a situation in which both 12 are completely closed. Therefore, the air-cooled state of the resistor 18 is maintained without interruption, and burnout due to overheating can be avoided.Contrary to the above, the operation of such an interlocking mechanism is that when the lever 32 is near the leaf F position, This is also done when the foot damper 10 is in the fully open state and the lever 31 is moved from a position other than the OFF position toward the leaf F position, causing the damper 10, which had been fully closed, to be moved slightly. Since they are opened, the above-mentioned effect of preventing both the face and foot outlet dampers 9 and 10 from being fully closed can be obtained.

The interlocking structure of the two outlet dampers 9 and 10 is merely an example of one embodiment of the present invention, and in reality, various designs may be used without departing from the technical idea of the present invention. Changes are possible. For example, instead of one set of rotation operating frames 41 and 42, a dial such as a double volume dial used in electrical equipment may be attached to the rotating shaft 40, or another combination may be used instead of the combination of the arcuate groove 43a and the protrusion 445. This is a type that incorporates an engagement/disengagement mechanism.

Since this type of interlocking mechanism relies on simple mechanical means without electrical control means, it is inexpensive, reliable in operation, and works automatically whether or not the operator is aware of it. I'll give it to you.

In the process of independently moving and operating both levers 31 and 32 in the above-described embodiment, what positional relationship should the two levers occupy, and the rotational operation frames 41 and 42 of both levers should be placed in an interlocking relationship? Therefore, both outlet dampers 9 and 10
If it is explained graphically how to bring about the interlocking state, it can be expressed as shown in FIG. 13. In the region shown in (a) in the figure, both actuating rods 41 and 42, and therefore the levers 31 and 32, are kept in an interlocked state, and in the region shown in (b) they need to be operated independently. .

As a measure to satisfy the interlocking relationship between the face damper 9 and the seven-piece damper 10 as described above, it is not necessarily necessary to assemble the damper interlocking mechanism on the control panel side of the device as exemplified in the first embodiment. That is, by appropriately changing the design of the interlocking link mechanism 17 of both dampers 9 and 10 incorporated in the heater unit 1C, it is also possible to provide an arbitrary series #Jf311 to achieve the object of the present invention. .

[Effects of the Invention] The device of the present invention having the above-mentioned configuration is capable of controlling two air conditioners extremely precisely to bring the temperature distribution inside the vehicle to the most comfortable state, which differs for each individual. In an automotive air conditioner that combines two ducts, when operating the damper rotation means that can be manually operated independently to control the rotation of the dampers built into both ducts, one If one attempts to bring the other duct's outlet damper to the fully open position when the outlet damper of one duct is fully open, the rotation means of the two dampers will enter into an interlocking relationship when this damper reaches the vicinity of the fully open position. Since one of the dampers is rotated in the opening direction, it is possible to prevent the air introduced into the duct by the blower from losing its escape port. This avoids the risk that the electric resistor for adjusting the air blowing capacity of the blower, which receives the cooling effect from the air blown from the blower, will no longer be able to receive the air cooling effect and will be burnt out.

[Brief explanation of the drawing]

Fig. 1 is an exploded perspective view illustrating an embodiment of the interlocking mechanism for both outlet dampers, Fig. 2 is a schematic top view of the interlocking mechanism shown in Fig. 1, and Fig. 3 is a schematic side sectional view of the device of the present invention. 4 is a front view of the control panel of the device shown in FIG. 3, FIGS.
Fig. 0 is an explanatory diagram of the interlocking relationship between the temperature control lever of the device and the communication rod damper, Figs. 11 and 12 are explanatory diagrams of the relationship between the lower layer or lower layer temperature control lever, the moving position, and the amount of air blown from the duct. The figure is an explanatory diagram of a desirable interlocking range of two temperature control levers. In the diagram A, B... Air conditioning duct 1... Air conditioning duct body 2... Evaporator 3... Heater core 5.6... Air mix damper 9... Face damper 10... Foot damper 17 ... Link mechanism for interlocking dampers 9 and 10 31.32 ... Knob for damper rotation operation (i1M degree control lever) 40 ...
・Rotating shaft 41.42...Rotating rod 5b, 6b
...Rotation bar 45.46...Connection means (wire)

Claims (1)

[Claims] 1) Each of the two air conditioning ducts arranged in parallel is provided with an air mix damper for adjusting the temperature of the blown air, an outlet damper placed in an interlocking relationship with the damper, and means for rotating these dampers. In an automotive air conditioner equipped with a blower whose blowing capacity is adjusted via an electric resistor when assembled, the damper rotation means of one of the ducts fully closes the outlet damper of the duct. When the damper rotation means of the other duct is rotated in the direction in which the outlet damper of the duct is closed and the damper reaches a fully closed position, the one rotation means rotates the damper rotation means of the other duct. An air conditioner for an automobile, characterized in that an interlocking mechanism for both the outlet dampers is provided in an interlocking relationship with the rotation means for rotating the one outlet damper in the opening direction. Device. 2) The interlocking mechanism of both the air mix dampers includes a pair of rotation rods each having a knob for rotating the damper and sharing one rotation axis, and a rotation bar for each of the air mix dampers; connecting means between each of the rotation bars and each of the rotary operating rods, an arcuate groove provided in one bearing portion of the pair of rotational actuating rods, and the arcuate groove provided in the other bearing portion; The air conditioner for an automobile according to claim 1, characterized in that the air conditioner is configured in combination with a protrusion that can slide in a groove.