SE509916C2 - Throttle drive mechanism for a vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To drive plural dampers by a single motor by driving the respective dampers so as to be opend and closed by swinging two crank members by a rotary cam. SOLUTION: A damper driving mechanism unit is provided with a base 1, two crank members 2 and 3 whose support parts are rotatably supported on this base, a disk-shaped rotary cam 4 whose shaft is rotatably supported so as to be erected on the base 1 and a motor 5 to rotate the rotary cam 4. The first crank member 2 drives a damper for a defroster. The second crank member 3 drives a damper for a vent. A cam groove engaging pin 22 of an upper side crank 2A is engaged with a cam groove 41, and a cam groove engaging pin 31 of an upper side crank 3A is engaged with the other cam groove, and when the cam groove engaging pins 22 and 31 slidingly move along the cam grooves according to rotation of the rotary cam 4, a crank angle of the upper side cranks 2A and 3A are respectively adjusted.

Description

509 916, a floor position (FLOOR) for opening only the floor openings, a combined position for opening the ventilation openings and floor openings, and a defroster / floor position (D / G) for opening the floor openings and defrost openings.

The air conditioning device, which is designed to be able to carry out such different air blowing methods, is thus equipped with the damper device for switching between outer / inner air, the air mixing damper, the ventilation damper, the defrost damper and the floor damper for achieving different positions of the air conditioning. by closing or opening one or more of the dampers.

For this purpose, the respective dampers have been equipped with one or more motors for opening or closing them.

As an alternative, it has been proposed that the dampers for regulating the opening of the ventilation openings, the defroster openings, and the floor openings are interconnected via a link mechanism, and that the link mechanism is driven by a single motor.

However, the former embodiment, in which each damper is provided with a motor, inevitably leads to a large damper drive mechanism, which requires a large installation space.

In the latter embodiment, the three dampers are driven by a single motor, whereby two motors can be eliminated in comparison with the previous embodiment. However, the link mechanism for selectively driving the three dampers includes many parts, which complicates the design thereof. This entails such problems as it is difficult to assemble the components in predetermined positions, and also has the disadvantage that the linking mechanism itself becomes large, whereby it will probably take up a large space.

A first object of the present invention is to provide a throttle drive mechanism for a vehicle air conditioner, which mechanism is arranged to drive at least two dampers by means of a motor using a single cam mechanism.

A second object of the present invention is to provide a throttle drive mechanism for a vehicle air conditioner, which drive mechanism is designed as a unit so that it can be mounted in the duct portion of an air conditioner to any type of vehicle. .

A third object of the present invention is to provide a drive mechanism for dampers for an air conditioning device for vehicles, which mechanism can also be adapted to different operating modes by means of a minimum of replacement of parts and work.

The first object is achieved according to the invention by means of a drive mechanism for dampers for an air conditioning device for vehicles, comprising partly a motor with reversible direction of rotation, partly a cam member, which is rotatably driven by means of the motor and which is provided with continuous cam grooves formed on its both sides and with varying distances from the center of rotation, partly a first crank member provided with a portion engaging one of the cam grooves, which portion is connected to a first damper, partly a second crank member provided with a portion engaging a second cam groove, which portion is connected to a second damper, and the feature of the invention is that the first and the second crank member are each arranged to be actuated via the respective engaging portions and the respective cam grooves when rotatable. the cam member is caused to rotate to open or close the respective dampers.

The second object is achieved according to the invention in that the drive mechanism also comprises a holding plate, and that the rotatable cam member is arranged on the plate. The above third object is achieved according to the invention in that the rotatable cam member is interchangeably mounted, so that it can be replaced with another one, in which at least one of the cam grooves has a different design.

Both surfaces of the rotatable cam member are provided with respective cam grooves, whereby at least two dampers can be driven by means of a motor using a single cam mechanism.

The drive mechanism for the damper can be designed as a single unit, so that it can be mounted in the duct portion of an air conditioner to a vehicle of any type.

The drive mechanism for the damper can be adapted to different operating modes with a minimum of replacement of parts and work.

A drive mechanism for dampers for an air conditioner for a vehicle according to an embodiment of the present invention will now be described with reference to the accompanying drawing, in which Fig. 1 is an exploded view illustrating the drive mechanism for a damper, Fig. 2 is a view illustrates the assembled drive mechanism of a damper with the drive motor removed, Fig. 3 is a side view of the drive mechanism of Fig. 2, seen from the left, Fig. 4 is a side view of the drive mechanism of Fig. 2, seen from the right, Fig. 5 is a view top view of the upper surface of the rotatable cam member, Fig. 6 is a top view of the lower surface of the rotatable cam member and Fig. 7 is a diagram illustrating the relationship between the rotation angle of the rotatable cam member and the opening / closing of a damper.

In this embodiment, an example will be described in which the ventilation damper and the defrost damper are driven by a single drive mechanism to provide the ventilation mode, the defroster mode, the floor mode and the combined mode.

A drive mechanism for dampers primarily comprises a holding plate 1, crank members 2 and 3, the main fastening portions thereof being rotatably mounted to the bottom plate 1, a disc-shaped, rotatable cam member 4 which is rotatably supported in such a way that its longitudinal axis is mounted vertically on the holder plate 1, and a motor 5 for rotation of the cam member 4.

As shown in Fig. 1, the following means are made in one piece with the holding plate 1: crank member supporting pins 11 and 12, which respectively support the fastening portions of the first and the second crank member 2 and 3; a cylindrical member 13 for supporting the cam member, which cylindrical member has contact with the bottom surface of the cam member 4 at the upper end thereof and which is provided with a round hole in which an output shaft 52 of a motor 5 threaded through the cam member 4 , is loosely attached; and three motor supporting pins 14, to which the motor 5 is attached by means of screws 54.

The crank member supporting pin 12 and the cylindrical member 13 for supporting the cam member are vertically arranged on a surface of the holding plate 1, which surface is lowered so that the upper end of the cylindrical member 13 is lower than the upper end of the pin 11, and the upper end of the pin 12 is lower than the upper end of the member 13. The reference numeral 15 denotes a threaded hole in which a fixing screw 24 for attaching the drive mechanism to a channel (housing) to the main portion of an air conditioner (not shown) is inserted.

The first crank member 2 comprises an upper crank 2A and a lower crank 2B. The upper crank 2A is bent into an L-shape, and a coupling pin 21 and a cam follower pin (engaging portion) 22 are mounted on and project from the bottom surface at both ends of the crank, and a bearing hole 23, which acts as a center of rotation, is provided at the bent part and in the middle of the crank. The coupling pin 21 is inserted into a cutter 25 formed at one end of the lower crank 2B located below the upper crank 2A. The upper end of a drive pin 26 is attached to the bottom surface at one end of the lower crank 2B. The lower crank 2B is 509 916 rotatably mounted around the drive pin 26. A shaft 60a of a defrost damper 60 is attached to the drive pin 26, as shown in Fig. 2, whereby the defrost damper 60 is rotated an angle 62 when the drive pin 26 is pivoted, thus the damper is moved between open and closed defroster.

The bearing hole 23A of the upper crank 2A is loosely, rotatably attached to a cylindrical bearing pin 16, which is arranged vertically at the axis center of the upper end of the pin 11. The upper crank 2A, which is loosely fastened, is retained by means of a washer 27 and a fastening screw 28, so that it does not become detached from the pin 11.

The bottom end of the lower pin 2B drive pin 26 is rotatably mounted in a hole formed in the channel (housing). The lower crank 2B is caused to pivot about the drive pin 26 in the direction of an arrow A, as shown in Fig. 2, whereby it thus moves the defrost damper 60.

The second crank member 3 comprises an upper crank 3A and a lower crank 3B. The upper crank 3A is also bent into an L-shape and its two ends are bent so that they become higher than the angled portion. A cam follower pin (engaging portion) 31 is vertically disposed on the upper surface of one end of the upper crank 3A. A coupling pin 32 is attached to the bottom surface of the other end thereof. The coupling pin 32 is loosely attached to a insert 34 formed at one end of the lower crank 3B, which is located below the upper crank 3A. The upper end of a drive pin 35 is attached to the bottom surface of the other end of the crank 3B. A bearing hole 36, which forms a center of rotation, is arranged at the center of the angled portion of the upper crank 3A. The bearing hole 36 is rotatably and loosely attached to a cylindrical bearing pin 17, which is arranged vertically at the center of the shaft for the upper end of the pin 12, and is fixed by means of a washer 37 and a fixing screw 38, so that it does not come loose from the pin 12. A shaft 61A to a vent damper 61 is attached to the bottom end of the drive pin 35B of the lower crank 39. The bottom end of the drive pin 35 is rotatably mounted in a hole formed in a channel (housing), and the lower crank 3B is arranged to rotate around the drive pin 35 in the direction of an arrow B, as shown in Fig. 2, whereby it can thus move the ventilation damper 61 an angle 61.

The disc-shaped, rotatable cam member 4 is provided with cam grooves 41 and 42 on both sides, as illustrated in Figs. 5 and 6, and with a shaft hole 44 of non-circular cross-section at the center thereof. The circumferential portion at one opening of the shaft hole 44 is formed into a cylindrical portion 43 which projects slightly.

The motor 5 is fixed with its mounting ears 53, which are arranged at three places around the circumference of a housing 51, to the holding plate 1 by means of screws 54 which are screwed into the motor-supporting pins 14. The output shaft 52 of the motor 5 is threaded through the cam member 4 shaft hole 44. The outer end of the output shaft is supported by the cylindrical member 13 at the base plate 1 and arranged to rotate by the rotatable cam member 4.

The cam crankshaft pin 22A engages near the cam groove 41. The cam follower pin 31 of the upper crankshaft 3A engages the cam slot 42. As the cam member 4 is rotated, the cam follower pins 22 and 31 will slide along the cam grooves 41 and 42, respectively, to adjust the crank angle of the upper cranks 2A and 3A. The design of these cam tracks 41 and 42 will be described in detail later.

The motor 5 is caused to rotate by influencing switches (not shown) for selecting the ventilation mode, the defroster mode and the combined mode, which switches are located on the vehicle's dashboard (air conditioning device dashboard). More specifically, the servomotor 5 is caused to rotate by actuating the switches for switching to the selected positions by means of the signals fed from a control means (not shown), whereby the motor causes the cam means 4 509 916 to turn to a predetermined rotational position. The cam member 4 is arranged to rotate within a range of a maximum of 270 °.

The relationship between the angle of rotation of the cam member 4 and the opening / closing of the dampers, which is illustrated in Fig. 7, and the cam grooves 41 and 42 will now be described in detail.

In the cam grooves 41 and 42, the interfaces between the portions having the same shape and those having different color shapes (e.g., portions having the same radius from the center, portions having different radii from the center, and portions having different variations from the center) are marked with " o "for cam slot 41 and" A "for cam slot 42.

As shown in Fig. 5, the cam groove 41 is formed annularly over about 270 ° from a section m0 at a first end near a center of rotation 0 of the cam member 4 to m4 at the second end near the outer circumference. The section m0 is formed in an arc at the same distance from the center of rotation O. When the cam follower 22 22 of the upper crank 2A is placed in the section m0, the defrost damper 60 is in the fully open position (the position shown in Fig. 2). Either end of the cam groove 41 may be the starting end.

However, to simplify the description, the end at section mO will be defined as the starting end in the description below. In Fig. 7, the end position of the cam member 4 is denoted by the angle of rotation 0 °.

In this cam groove 41, the section ml, which follows the section m0, has a greater distance to the center of rotation O. When the cam follower pin 22 moves in the section nü. turn the defroster damper 60 so that it gradually closes or opens. A section sl, which follows the section ml, has a greater slope than the section ml. In this section sl, the defrost damper closes or opens 60 faster.

A section m2, which follows the section sl, is formed with an arc which has the same distance to the center of rotation O. 509 916 The sections m2 have the longest distance to the center of rotation O.

When the cam follower pin 22 is placed in the section m2, the defrost damper 60 is in the completely closed position (the position of the defroster is closed in Fig. 2). That is, while the cam follower pin 22 is moving in the m2 section, the defrost damper 60 is kept in the closed position.

A section s2, which follows the section m2, is designed in such a way that the distance from the center of rotation 0 gradually decreases until it reaches a place at some distance from the outer circumference. As the cam follower pin 22 moves in section s2, the defrost damper 60 will gradually open or close. A section m3, which follows the section s2, is formed with the same distance to the center of rotation O. In the section m3, the defrost damper 60 is maintained in a position where it has moved in a direction towards a slightly closed position. After the section m3, a section s3 'is formed, the distance of which. to the center of rotation 0 gradually increases to the end of the section s3, at which it has the same distance to the center of rotation as the above section m3. As the cam follower pin 22 moves in the section s3, the defrost damper 60 is gradually opened or closed.

After the section s3, a section m4 is formed in the form of an arc with the same distance to the center of rotation O. When the cam follower pin 22 is placed in the section m4, the defroster damper 60 is kept in a completely closed position.

The cam groove 42 of the cam member 4 will now be described.

As illustrated in Fig. 6, the cam groove 42 is formed annularly over about 270 ° to a section n5, a section n0 being formed in the vicinity of the center of rotation O. The sections n1 and n2 from the section n0, which constitute the starting end of the cam groove 42, are formed. formed in the form of an arc at the same distance from the center of rotation O. When the cam follower 31 31 of the upper crank 3a is placed in the section n0 to the section n2, the ventilation damper 61 is held in the closed position (the closed ventilation position shown in fig. 2). This position is maintained until the cam member 4 has rotated halfway or more, i.e. almost about 145 °.

A section n3, which follows the section n2, has a longer distance to the center of rotation O. As the cam follower pin 31 moves in the section n3, the ventilation gap 61 is gradually opened (closed). A section n4, which continues at the end of section n3, is formed with a longer distance to the center of rotation O. Section n4 has a steeper slope than section n3, so that the ventilation damper 61 opens faster (closes faster when the cam follower pin moves in the opposite direction) .

A section n5 following the section n4 is formed in the form of an arc having the same distance from the center of rotation O. The section n5 is located furthest from the center of rotation O.

When the cam follower pin 31 is placed in the section n5, the ventilation damper 61 is fully open (the open ventilation position shown in Fig. 2).

The cam grooves 41 and 42 are arranged in the front and rear surface of the cam member 4 to provide, as shown in Fig. 7, partly a state in which the defroster damper 60 is open, while the ventilation damper 61 is closed (defroster position), partly a condition in which both the defrost damper 60 and the ventilation damper 61 are closed (floor position), partly a condition in which both the defrost damper 60 and the ventilation damper 61 are open approximately 20% (the combined position), and partly a condition in which the defrost damper 60 is closed during that the ventilation damper 61 is open (ventilation mode).

The function of the drive mechanism for the dampers will now be described.

As mentioned above, the servomotor 5 is controlled by transmitting a signal from an electronics unit in accordance with a selected switch position for controlling the air conditioning device and causing the cam member 4 to turn to a predetermined rotational position, thereby enabling selection of the respective stand, as shown in Fig. 7.

First, if the defroster control switch on the instrument panel has been turned on, the defroster damper 60 will be in the fully open position and the ventilation damper 61 in the closed state (defroster mode). In this state, the respective cam follower pins 22 and 31 are located in the sections m0 and n0 of the cam follower grooves 41 and 42 of the cam member 4 (the angle of rotation of the cam member shown in Fig. 7 is 0 °).

If from this state another control switch is actuated to change the setting of the air conditioner, a signal will be transmitted from the electronics unit in accordance with the control switch, and the servomotor 5 is arranged to turn the cam means 4 to the selected angle. Note, for example: the floor position has been selected, the rotation angle of the cam member 4 is gradually increased from 0 ° until it reaches approx. 355 °. As the cam member 4 rotates, the cam follower pin 22 moves from the section m0 via the section ml and reaches the section m2 of the cam member 4. This causes the cam follower pin 22 to gradually move away from the center of rotation 0 along the cam groove 41, whereby the upper crank 2A rotates clockwise in Fig. 2, the bearing hole 23 being the center of rotation. Thereafter, the engagement between the coupling pin 21 and the groove 25 will cause the lower crank 2B to rotate counterclockwise, as seen in Fig. 2, the drive pin 26 being the center of rotation. This in turn causes the defrost damper 60, which is connected to the drive pin 26, to rotate counterclockwise, as seen in Fig. 2, from the fully open condition and it is gradually closed until it is finally completely closed.

When the cam means 4 is rotated, the cam follower pin 31, which is in engagement with the cam follower groove 42 on the rear side of the cam member 4, will also move from the section n0 via the section n1 and reach the section n2 of the cam follower groove 42. However, the ventilation damper 61 remains completely closed. In the floor position, however, the floor damper is opened by another drive mechanism (not shown) (the angle of rotation of the cam member 4 is, as shown in Fig. 7, 135%.

If from this state the switch for controlling the combined position is actuated on the instrument panel for selecting the combined position, the cam follower pin 22 will move from the section m2 via the section s2 and reach the section m3 as the cam member 4 rotates. This function causes the upper crank 2A to move counterclockwise, as seen in Fig. 2, the bearing hole 23 being the center of rotation. The lower crank 2B rotates clockwise, seen as in Fig. 2, with the drive pin 26 forming the center of rotation. This causes the defrost valve 60 to rotate clockwise, as seen in Fig. 2, from the fully closed position to an open position of about 20%. Furthermore, the cam follower pin 22 engages the cam groove 41, which is formed in the form of an arc at the same distance from the center of rotation 0, so that the defroster damper 60 is maintained at an opening degree of about 20%.

During the rotation of the cam member 4, the cam follower pin 31 moves from the section n2 to the section n3 of the cam groove 42. This function causes the upper crank 3A to rotate clockwise, as seen in Fig. 2, with the bearing hole 36 forming the center of rotation. The lower crank 3B moves counterclockwise, seen as in Fig. 2, the drive pin 35 being the center of rotation. This causes the ventilation damper 61 to move counterclockwise, as in Fig. 2, from a completely closed state to a gradually open state. The ventilation damper opens about 20% as is also the case with the defrost damper 60 (the angle of rotation of the cam member 4 is, as shown in Fig. 7, 180 °).

Then, if the ventilation position is selected from the position described above, the cam follower pin 21 will move from the section m3 via the section s3 to the section m4 of the cam groove 41 as the cam member 4 rotates. This function causes the upper crank 2A to rotate clockwise, as seen in Fig. 2, with the bearing hole 23 forming the center of rotation. The lower crank 2B rotates counterclockwise, seen as in Fig. 2, the drive pin 26 being the center of rotation. This causes the defrost damper 60 to gradually close until it is completely closed. The cam follower pin 22 also engages the cam groove 41 which is formed in the form of an arc at the same distance from the center of rotation 0 so that the defrost damper 60 is maintained in a fully closed condition.

During the rotation of the cam member 4, the cam follower pin 31 moves from the section n3 via the section n4 to the section n5 of the cam groove 42. This function causes the upper crank 3A to rotate clockwise, seen as in Fig. 2, the bearing hole 36 being the center of rotation. The lower crank 3B rotates counterclockwise, seen as in Fig. 2, the drive pin 35 being the center of rotation. This causes the ventilation damper 61 to open gradually until it is fully open. The cam follower pin 22 also engages the cam groove 41, which is formed in the form of an arc equidistant from the center of rotation 0, so that the vent dam 61 is maintained in the fully open state (the angle of rotation of the cam member 4 is, as shown in Fig. 7, 270 °).

When a user selects one of the positions on the instrument panel, ie the ventilation mode, the combined mode, etc., the motor 5 will be activated. When the motor 5 rotates, the cam organ 4 rotates to the angle of rotation corresponding to a selected position.

This causes the cam follower pins 22 and 31, respectively, which are engaged with the cam grooves 41 and 42, to move along these grooves and the movement of the cam follower pins 22 and 31 causes the upper cranks 2A and 3A to rotate around the bearing holes 23 and 36, respectively. in turn causes the lower crank 2B, which is connected to the defrost damper 60, and the upper crank 3B, which is connected to the ventilation damper 61, to move back and forth in the directions of the arrows A and B, such as is shown in Fig. 2. In this way, the opening and closing of the defrost damper 60 and the ventilation damper 61 are controlled.

When a vehicle's engine starts, the position of the air conditioner stored in the memory of the electronic unit is recovered, and the motor 5 is free to rotate to rotate the cam member 4 from the position of this position to a predetermined position.

In the embodiment described above, a case was described in which the opening and closing of the defrost damper 60 and the ventilation damper 61 is controlled via the cam means 4 for switching between the ventilation position, the defroster position, the combined position and the floor position. However, the cam means 4 can alternatively be used for driving the defrost damper 60 and the floor damper for switching between the floor position, the defroster position and the floor / defroster position or for driving a damper device for switching between outer / inner air or the air mixing damper. In this case, the cam grooves to be formed on the cam member 4 can be modified so that the dampers are opened and closed in accordance with these positions.

The cam member 4 can be replaced in a simple manner. The cylindrical section 43 of the cam member 4 is detached from the cylindrical member 13 of the holding plate 1, after which the cylindrical section 43 of another cam member 4 is placed on the cylindrical member 13. It is moreover obvious that the drive mechanism. also. can. used for a dual type air conditioner.

According to the invention, as described in claim 1, the cam grooves are formed on both sides of the cam member. Two different air conditioning modes can therefore be set by means of a single motor and a single cam member. In addition, the number of parts, such as motors, can be reduced and a compact design can be achieved.

According to the invention, as described in claim 2, the cam means is mounted on a holding plate independently of the channel 15 509 916 (the housing) of an air conditioning device, whereby the drive mechanism can be designed as a unit for general applications. It is thus possible to mount a drive mechanism unit, which is provided with a cam member with designed cam grooves and which fits in the duct to the air conditioning device of any type of vehicle.

According to the invention, as described in claim 3, the cam member can be replaced in a simple manner, whereby the drive mechanism can be used for changing the blow-in mode of the conditioned air or for switching between outer air and indoor air, and the cam member can be adapted to different operating modes with a minimum of replacement of parts and work. The mechanism according to the invention can also be used in the dual type air conditioning device which is designed to allow independent discharge of conditioned air at the front and rear or to the right or left of a vehicle.

Claims (3)

16 509 916 P a t e n t k r a v Drive mechanism for dampers for an air conditioning device for vehicles, comprising on the one hand a motor (5) with reversible direction of rotation, and on the other hand a cam member (4), which is rotatably driven by the motor (5) and which is provided with continuous cam grooves ( 41, 42), which are designed on both its sides and with. varying distances from the center of rotation, partly a first crank member (2) provided with a portion (22) in engagement with one of the cam grooves (41) and which portion is connected to a first damper, partly a second crank member (3) provided with a portion (31) in engagement with a second cam groove (42), which portion is connected to a second damper, characterized in that the first and the second crank means (2, 3) are each arranged to be actuated via partly the respective engaging portions (22, 31) and partly the respective cam grooves (41, 42) when the cam member (4) is caused to turn to open or close the respective dampers. Drive mechanism according to claim 1, characterized in that it also comprises a holding plate (1), and that the cam member (4) is arranged on the plate (1). Drive mechanism according to claim 1 or 2, characterized in that the cam member (4) is interchangeably mounted, so that it can be replaced with another such, in which at least one of the cam slots (41, 42) has a different design.