WO2016194674A1 - Air-conditioning device for vehicles - Google Patents

Abstract

An air-conditioning device for vehicles is provided with an air-conditioning case (11). The air-conditioning case has: a first partition wall (16, 17) for dividing an air passage into an upper passage (41) and a lower passage (42); and a second partition wall for dividing the lower passage into a passage for a front seat and a passage (42c) for a rear seat. The first partition wall is provided with at least one first communication opening for connecting the upper passage and the passage for the front seat. The first partition wall is further provided with at least one second communication opening (47b) for connecting the upper passage and the passage for the rear seat. The air conditioning case is provided with a door (48) for opening and closing the second communication opening. In a defroster mode in which air flowing through the passage for the front seat is caused to flow out of a defroster opening through the first communication opening and the upper passage, the door opens the second communication opening to connect the upper passage and the passage for the rear seat.

Description

Air conditioner for vehicles Cross-reference to related applications

This application is based on Japanese Patent Application No. 2015-111253 filed on June 1, 2015, the description of which is incorporated herein by reference.

This disclosure relates to a vehicle air conditioner.

2. Description of the Related Art Conventionally, there is a vehicle air conditioner in which an air conditioning case is partitioned into an upper passage and a lower passage, and the temperature of air flowing through the upper passage and the temperature of air flowing through the lower passage can be adjusted independently (for example, Patent Documents). 1).

In such a vehicle air conditioner, the air conditioning case has a defroster opening and a front seat face opening connected to the upper passage, and a front seat foot opening connected to the lower passage. And the communicating port which connects an upper channel | path and a lower channel | path is provided in the partition wall which partitions an upper channel | path and a lower channel | path. Thus, in the defroster mode and the face mode, not only the air in the upper passage but also the air in the lower passage can be discharged from the defroster opening and the front seat face opening through the communication port. The communication port is closed by an open / close door when air flows out from the front seat foot opening.

Japanese Patent Laid-Open No. 11-151929

By the way, in the vehicle air conditioner described above, the lower passage inside the air conditioning case is divided into a front seat passage and a rear seat passage in order to have a function of independently controlling the temperature of air blown to the rear seat. Configuration is conceivable. The rear seat passage is an air passage through which air for blowing toward the rear seat flows. A rear seat opening is connected to the downstream side of the air flow in the rear seat passage. A front seat foot opening is connected to the downstream side of the air flow in the front seat passage.

In this configuration, in order to control the temperature of the conditioned air in the rear seat passage independently of the conditioned air in the upper passage and the front seat passage in the lower passage, It is desirable to completely separate the upper passage and the lower passage from the front seat passage.

However, if the rear seat passage is completely separated from the upper and lower front seat passages, the air flow from the rear seat passage to the defroster opening in the defroster mode does not require airflow to the rear seat. Is not formed. For this reason, in the case where the rear seat passage is completely separated from the front passage and the lower passage, the pressure loss inside the air conditioning case increases compared to the conventional vehicle air conditioner described above, and the defroster The air volume of the conditioned air flowing out from the opening is reduced.

The present disclosure relates to a vehicle capable of suppressing a decrease in the amount of air-conditioning air flowing out from the opening of the defroster in the defroster mode, as compared with a case where the rear seat passage is completely separated from the front seat passage of the upper passage and the lower passage. The purpose is to provide an air conditioner for a vehicle.

According to one aspect of the present disclosure, a vehicle air conditioner includes:
An air passage through which air flows and an air conditioning case in which a plurality of openings for allowing the air flowing through the air passage to flow out toward the passenger compartment are formed;
A temperature adjusting device that is provided inside the air conditioning case and adjusts the temperature of the air flowing through the air passage;
The air conditioning case includes a first partition wall that divides an air passage through which air whose temperature is adjusted by a temperature adjusting device flows into an upper passage located on an upper side and a lower passage located on a lower side, and the lower passage is a passage for a front seat. A second partition wall that partitions the rear seat passage,
The plurality of openings include a defroster opening that allows air flowing through the upper passage toward the window glass on the front surface of the vehicle, a face opening that allows air flowing through the upper passage toward the upper side of the front seat, and the front seat A foot opening that allows the air flowing through the passage to flow downward toward the lower side of the front seat, and a rear seat opening that allows the air flowing through the passage for the rear seat to flow toward the rear seat,
The temperature adjustment device is configured to independently adjust the temperature of the air flowing through each of the upper passage, the front seat passage, and the rear seat passage,
A portion of the first partition wall that partitions the upper passage and the front seat passage is provided with at least one first communication port that connects the upper passage and the front seat passage;
At least one second communication port that connects the upper passage and the rear seat passage is provided in a part of the first partition wall that partitions the upper passage and the rear seat passage,
The air conditioning case includes a door that opens and closes the second communication port,
In the state where the outflow of air from the foot opening and the rear seat opening is prohibited, the air flowing through the upper passage is made to flow out from the defroster opening, and the air flowing through the front seat passage is passed through the first communication port and the upper passage. In the defroster mode of flowing out from the opening of the defroster, the door opens the second communication port so that the rear seat passage and the upper passage communicate with each other.

According to this, in the defroster mode, it is possible to form an air flow from the rear seat passage toward the defroster opening through the second communication port. Therefore, according to this aspect, compared with the case where the rear seat passage is completely separated from the front seat passage of the upper passage and the lower passage, the airflow rate of the air-conditioning air flowing out from the opening of the defroster in the defroster mode is reduced. Can be suppressed.

According to another aspect of the present disclosure,
The door is configured such that the first door portion that opens and closes the first communication port and the second door portion that opens and closes the second communication port rotate at least integrally, and in the defroster mode and the face opening portion The first communication port and the second communication port are opened in the face mode for allowing air to flow out from the air, and the first communication port and the second communication port are closed in the foot mode for allowing air to flow out from the foot opening,
The total opening area of the second communication port is smaller than the total opening area of the first communication port.

When this door is used, the door closes the first communication port and the second communication port in the foot mode, so that the rear seat passage is separated from the upper seat passage and the lower seat passage. be able to. In the defroster mode, since the door opens the first communication port and the second communication port, it is possible to secure the amount of conditioned air flowing out from the defroster opening.

However, when this door is used, the door opens the second communication port in the face mode, so that the conditioned air flows from one of the rear seat passage and the upper passage to the other through the second communication port. For this reason, the temperature of the other conditioned air changes. At this time, as the opening area of the second communication port is larger, the temperature change of the other conditioned air becomes larger, and the temperature control of the other conditioned air is hindered.

Therefore, in this aspect, the total opening area of the second communication port is set smaller than the total opening area of the first communication port. Thereby, compared with the case where the total opening area of the 2nd communication port is larger than the total opening area of the 1st communication port, inflow of the conditioned air from one of the rear seat passage and the upper passage to the other can be suppressed. The temperature change of the other conditioned air can be kept small.

According to yet another aspect of the present disclosure,
The door is configured such that a first door portion that opens and closes the first communication port, a second door portion that opens and closes the second communication port, and a foot door portion that opens and closes the foot opening are integrally rotated. In addition, in the defroster mode and in the face mode in which air flows out from the face opening, the foot opening is closed and the first communication port and the second communication port are opened, and in the foot mode in which air flows out from the foot opening, the foot opening And the first communication port and the second communication port are closed while opening the part,
The total opening area of the second communication port is smaller than the total opening area of the first communication port.

By using this door, when the first door part, the second door part and the foot door part are all separate bodies, or the second door part is separate from the one where the first door part and the foot door part are integrated. Compared with the case where it is said, the component of a vehicle air conditioner can be reduced.

When this door is used, the door closes the first communication port and the second communication port in the foot mode, so that the rear seat passage is separated from the upper seat passage and the lower seat passage. be able to. In the defroster mode, since the door opens the first communication port and the second communication port, it is possible to secure the amount of conditioned air flowing out from the defroster opening.

However, when this door is used, the door opens the second communication port in the face mode, so that the conditioned air flows from one of the rear seat passage and the upper passage to the other through the second communication port. For this reason, the temperature of the other conditioned air changes. At this time, as the opening area of the second communication port is larger, the temperature change of the other conditioned air becomes larger, and the temperature control of the other conditioned air is hindered.

Therefore, in this aspect, the total opening area of the second communication port is set smaller than the total opening area of the first communication port. Thereby, compared with the case where the total opening area of the 2nd communication port is larger than the total opening area of the 1st communication port, inflow of the conditioned air from one of the rear seat passage and the upper passage to the other can be suppressed. The temperature change of the other conditioned air can be kept small.

It is a perspective view of the air-conditioning unit in a 1st embodiment. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 1 and is a cross-sectional view at a side portion located on an end portion side of the air conditioning unit in FIG. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1, and is a cross-sectional view at a center portion located at the center in the left-right direction of the air conditioning unit in FIG. It is typical sectional drawing of the air conditioning unit of FIG. FIG. 5 is a cross-sectional view of the air conditioning unit along line VV in FIG. 4. It is sectional drawing of the air conditioning unit in the VI-VI line of FIG. It is sectional drawing of the air conditioning unit in the VII-VII line of FIG. It is typical sectional drawing of the connection duct connected to the opening part for rear seats. It is a top view of the rear side partition wall in FIG. It is a top view of the combined door in FIG. It is sectional drawing in the side part of the air conditioning unit of FIG. 1 at the time of face mode. It is sectional drawing in the center part of the air conditioning unit of FIG. 1 at the time of face mode. It is sectional drawing in the side part of the air conditioning unit of FIG. 1 at the time of a defroster mode. It is sectional drawing in the center part of the air conditioning unit of FIG. 1 at the time of a defroster mode. It is a typical sectional view of an air-conditioning unit in comparative example 1. 6 is a top view of a rear partition wall in Comparative Example 1. FIG. It is sectional drawing in the center part of the air-conditioning unit in the comparative example 1. It is a figure which shows the relationship between the total opening area of a 2nd communicating port in 1st Embodiment, and the defroster air volume, and the relationship between the total opening area of a 2nd communicating port, and the temperature change of front seat face blowing air.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
The vehicle air conditioner of the present embodiment is roughly divided into two parts, a blower unit (not shown) and the air conditioning unit 10 shown in FIG. The blower unit is arranged offset from the central portion inside the instrument panel in the passenger compartment to the passenger seat side. On the other hand, the air-conditioning unit 10 is arrange | positioned in the approximate center part of the left-right direction in the inner side of the instrument panel in a vehicle interior.

As is well known, the blower unit is introduced from the blower case forming the outer shell, the inside / outside air switching box for switching between the inside air (that is, the cabin air) and the outside air (ie, the outside air), and the inside / outside air switching box. It is comprised from the air blower etc. which blow the performed air. The blower of the present embodiment blows air by rotating a centrifugal multiblade fan with an electric motor.

Also, the blower unit is configured to allow outside air to flow into an upper passage 41 of the air conditioning case 11 described later and allow inside air to flow into the lower passage 42 of the air conditioning case 11. Thereby, the conditioned air using dry air of the outside air is blown out to the front window glass and the like, and the conditioned air using warm air of the inside air can be blown out to the feet of the passengers.

As shown in FIG. 1, the air conditioning unit 10 includes an air conditioning case 11 that forms an outer shell and forms an air passage through which air blown from the blower unit flows toward the vehicle interior. The air conditioning case 11 is molded from a resin having a certain degree of elasticity and excellent in strength, for example, polypropylene. In addition, the front-rear, left-right, and up-and-down arrows in FIG. The same applies to drawings other than FIG.

The air conditioning case 11 is specifically composed of a plurality of divided cases. The plurality of divided cases are integrally coupled by fastening means such as metal spring clips and screws in a state where various devices constituting the air conditioning unit 10 are accommodated.

Subsequently, the internal structure of the air conditioning case 11 in the air conditioning unit 10 will be described with reference to FIGS. 2 and 3 illustrate states of the front seat foot mode and the rear seat foot mode which will be described later.

An air inlet (not shown) is formed on the side surface of the air conditioning case 11 that is the frontmost part of the vehicle. Air blown from the blower case of the blower unit described above flows into the air inlet.

In the air conditioning case 11, an evaporator 12 is disposed immediately after the air inlet. The evaporator 12 is one of devices constituting a vapor compression refrigeration cycle (not shown). The evaporator 12 is a cooling member that cools the blown air by evaporating the low-pressure refrigerant in the refrigeration cycle and exerting an endothermic action. A partition wall 11 a is provided in a portion of the air conditioning case 11 on the upstream side of the air flow from the evaporator 12. By this partition wall 11a, the air flow path upstream of the evaporator 12 in the air conditioning case 11 is partitioned into an upper air flow path and a lower air flow path.

A heater core 13 is arranged on the downstream side of the air flow of the evaporator 12 (that is, the vehicle rear side). The heater core 13 is a heating member that heats the cold air that has passed through the evaporator 12. In the heater core 13, high-temperature cooling water circulating in an engine cooling water circuit (not shown) flows therein, and heats the air using the cooling water as a heat source.

The heater core 13 has a core part for heat exchange composed of a tube through which cooling water passes and a fin joined to the tube. The core portion of the heater core 13 is partitioned into an upper core portion 13a and a lower core portion 13b by a front partition wall 16 positioned on the front surface side of the core portion and a rear partition wall 17 positioned on the rear surface side of the core portion. ing. Each partition wall 16 and 17 is formed in the air conditioning case 11 so as to extend over the entire area in the vehicle width direction (the direction perpendicular to the plane of FIG. 2 and FIG. 3). The rear partition wall 17 is formed to extend from the vicinity of the rear surface of the core portion of the heater core 13 to the vicinity of the vehicle rear side wall surface of the air conditioning case 11.

A first cold air bypass passage 14 is formed on the upper end side of the heater core 13 to allow the cold air that has passed through the evaporator 12 to flow around the heater core 13. A second cold air bypass passage 15 is formed on the lower end side of the heater core 13 to allow the cold air that has passed through the evaporator 12 to flow around the heater core 13.

Further, first and second air mix doors 18 and 19 are disposed between the heater core 13 and the evaporator 12. The first air mix door 18 adjusts the air volume ratio between the warm air that has passed through the upper core portion 13 a and the cold air that has passed through the first cold air bypass passage 14. The warm air that has passed through the upper core portion 13a and the cold air that has passed through the first cold air bypass passage 14 are mixed by the first air mixing unit 20 so as to be air at a desired temperature.

The second air mix door 19 adjusts the air volume ratio between the warm air that has passed through the lower core portion 13 b and the cold air that has passed through the second cold air bypass passage 15. The warm air that has passed through the lower core portion 13b and the cold air that has passed through the second cold air bypass passage 15 are mixed by the second air mixing portion 21 so as to be air at a desired temperature.

The air mix doors 18 and 19 of the present embodiment are constituted by slide doors that slide along the front surface of the evaporator 12. Each air mix door 18, 19 is connected to an actuator (not shown), and the slide position can be adjusted by the actuator. The vehicle air conditioner of the present embodiment can adjust the air in the air conditioning case 11 to different temperatures in the vertical direction by independently adjusting the door openings of the air mix doors 18 and 19.

A first hot air passage 22 through which the hot air that has passed through the upper core portion 13a flows is formed on the downstream side of the air flow of the heater core 13 in the air conditioning case 11 (that is, the vehicle rear side). The downstream side (that is, the upper side) of the first hot air passage 22 merges with the downstream side of the first cold air bypass passage 14 to form a first air mixing unit 20 that mixes the cold air and the hot air. Yes.

A second hot air passage 23 through which the warm air that has passed through the lower core portion 13 b flows is formed below the rear partition wall 17. The air flow downstream side (that is, the vehicle rear side) of the second hot air passage 23 merges with the downstream side of the second cold air bypass passage 15 to form a second air mixing unit 21 that mixes the cold air and the hot air. ing.

In the second hot air passage 23 of the present embodiment, an electric heater 24 constituting a heating member is disposed. As the electric heater 24, for example, a PTC heater that generates heat by energizing the PTC element can be employed.

A defroster opening 25 and a front seat face opening 27 are formed on the upper surface of the air conditioning case 11. The defroster opening 25 and the front seat face opening 27 are formed above the front partition wall 16 and the rear partition wall 17 in the air conditioning case 11, and are connected to the air flow downstream side of the first air mixing unit 20. .

The air whose temperature has been adjusted by the first air mixing unit 20 flows into the defroster opening 25. The defroster opening 25 is connected to a defroster outlet through a defroster duct (not shown). The air that has passed through the defroster opening 25 is blown out from the defroster outlet toward the inner surface of the vehicle front window glass.

The defroster opening 25 is opened and closed by a defroster door 26. The defroster door 26 is provided close to the upper surface of the air conditioning case 11. The defroster door 26 is configured by a cantilever door that is rotated by a rotation shaft that is disposed in the left-right direction of the vehicle. The defroster door 26 is connected to an actuator (not shown) and is rotated by the actuator.

The front seat face opening 27 is formed in a portion of the air conditioning case 11 on the vehicle rear side with respect to the defroster opening 25. The air adjusted in temperature by the first air mixing unit 20 flows into the front seat face opening 27. The front seat face opening 27 is connected to a face air outlet disposed on the upper side of the instrument panel via a face duct (not shown). The air that has passed through the front seat face opening 27 is blown out from the face outlet toward the upper side of the front seat in the vehicle interior, that is, toward the upper body of the passenger.

The front seat face opening 27 is opened and closed by a face door 28. The face door 28 is provided close to the upper surface of the air conditioning case 11. The face door 28 is composed of a rotary door that is rotated by a rotation shaft arranged in the vehicle left-right direction. The face door 28 is connected to an actuator (not shown) and is rotated by the actuator.

A front seat foot opening 29 (see FIG. 1) and a rear seat opening 30 (see FIG. 3) are formed in the vehicle rear portion of the air conditioning case 11. The front seat foot opening 29 and the rear seat opening 30 are formed below the front partition wall 16 and the rear partition wall 17 in the air conditioning case 11, and are connected to the downstream side of the air flow of the second air mixing unit 21. ing.

The front seat foot opening 29 is formed on the left and right side surfaces of the air conditioning case 11 as shown in FIG. The front seat foot opening 29 communicates with the second air mixing unit 21 via the communication path 31. The conditioned air whose temperature is controlled by the second air mixing unit 21 passes through the front seat foot opening 29. The air that has passed through the front seat foot opening 29 is blown out to the lower side of the front seat, that is, the lower half of the occupant through the front seat foot outlets on the left and right sides (not shown).

The rear seat opening 30 is formed on the surface of the air conditioning case 11 on the vehicle rear side, as shown in FIG. The rear seat opening 30 is connected to a rear seat outlet through a connection duct 50 described later. The air adjusted in temperature by the second air mixing unit 21 passes through the rear seat opening 30. The air that has passed through the rear seat opening 30 is blown out from the rear seat outlet toward the rear seat.

The air conditioning unit 10 of the present embodiment is configured such that the temperature of air blown toward the passengers in the driver's seat, passenger seat, and rear seat can be independently controlled. Here, for easy understanding, FIG. 4 shows a schematic cross-sectional view of the air conditioning unit 10, FIG. 5 shows a cross-sectional view taken along the line VV of FIG. 4, and FIG. A cross-sectional view taken along line -VI is shown, and FIG. 7 is a cross-sectional view taken along line VII-VII in FIG.

As shown in FIG. 4, in the air conditioning case 11 described above, the air passage on the downstream side of the air flow from the evaporator 12 is separated from the upper passage 41 located on the upper side by the front partition wall 16 and the rear partition wall 17. It is partitioned by a lower passage 42 located on the lower side. In the upper passage 41, the first cold air bypass passage 14, the first hot air passage 22, and the first air mixing unit 20 are formed. In the lower passage 42, the second cold air bypass passage 15, the second hot air passage 23, and the second air mixing portion 21 are formed. In the present embodiment, the front partition wall 16 and the rear partition wall 17 constitute a first partition wall that partitions an air passage through which air whose temperature is adjusted by the temperature adjusting device flows into an upper passage 41 and a lower passage 42. .

5 and 7, the upper passage 41 is partitioned by the upper partition wall 43 into two air passages, an upper driver seat passage 41a on the right side of the vehicle and an upper passenger seat passage 41b on the left side of the vehicle.

As shown in FIG. 5, the first air mix door 18 includes the upper driver seat air mix door 18a disposed in the upper driver seat passage 41a and the upper passenger seat disposed in the upper passenger seat passage 41b. And an air mix door 18b. The upper driver seat air mix door 18a and the upper passenger seat air mix door 18b are respectively connected to an actuator mechanism (not shown). The slide positions of the two air mix doors are independently adjusted by this actuator mechanism.

The first air mixing unit 20 includes an upper driver seat mixing unit 20a formed in the upper driver seat passage 41a and an upper passenger seat mixing unit 20b formed in the upper passenger seat passage 41b (FIG. 2). 3).

The aforementioned defroster opening 25 includes a driver seat defroster opening 25a formed on the downstream side of the upper driver seat passage 41a and a passenger seat defroster opening 25b formed on the downstream side of the upper passenger seat passage 41b. It is configured. The driver seat defroster opening 25a and the passenger seat defroster opening 25b are opened and closed by a common defroster door 26 (see FIG. 2).

The aforementioned front seat face opening 27 includes a driver seat face opening 27a formed on the downstream side of the upper driver seat passage 41a and a passenger seat face opening 27b formed on the downstream side of the upper passenger seat passage 41b. (See FIGS. 1, 2, and 3). The driver seat face opening 27 a and the passenger seat face opening 27 b are opened and closed by a common face door 28. The driver seat face opening 27a and the passenger seat face opening 27b may be opened and closed by dedicated face doors, respectively.

As shown in FIGS. 6 and 7, the lower passage 42 includes a lower driver's seat passage 42a, a rear seat passage 42c, and a lower passenger seat passage 42b by two lower left and right partition walls 44 and 45. Are partitioned into three air passages arranged in the vehicle left-right direction. The lower driver seat passage 42a is located on the right side of the vehicle, the lower passenger seat passage 42b is located on the left side of the vehicle, and the rear seat passage 42c includes the lower driver seat passage 42a and the lower passenger seat. It is located between the use passages 42b. In the present embodiment, the lower left and right partition walls 44 and 45 constitute a second partition wall that partitions the lower passage 42 into front seat passages 42a and 42b and a rear seat passage 42c.

As shown in FIG. 6, the second air mix door 19 described above has a lower driver seat air mix door 19a disposed in the lower driver seat passage 42a and a lower passenger seat passage 42b disposed in the lower passenger seat passage 42b. It is composed of a side passenger seat air mix door 19b and a rear seat air mix door 19c disposed in the rear seat passage 42c. Each of these three air mix doors 19a, 19b, and 19c is connected to an actuator mechanism (not shown). By this actuator mechanism, the slide positions of the three air mix doors 19a, 19b, 19c are independently adjusted.

The second air mixing section 21 includes a lower driver seat mixing section 21a formed in the lower driver seat path 42a, a lower passenger seat mixing section 21b formed in the lower passenger seat path 42b, The rear seat mixing portion 21c is formed in the rear seat passage 42c.

Of the aforementioned front seat foot opening 29, the driver seat foot opening 29a that is formed on the side surface of the air conditioning case 11 on the driver seat side and blows air toward the passenger's feet on the driver seat side is a lower driver seat passage. It is formed on the downstream side of 42a. A front passenger foot opening 29b (see FIG. 1) formed on a side surface of the air conditioning case 11 on the passenger seat side of the front seat foot opening 29 for blowing air to the passenger's feet on the passenger seat side is a lower passenger seat. It is formed on the downstream side of the use passage 42b.

The aforementioned rear seat opening 30 is formed in the air conditioning case 11 on the downstream side of the rear seat passage 42c. The rear seat opening 30 is connected to a connection duct 50 shown in FIG. The connection duct 50 is a duct that extends from the vicinity of the instrument panel to the vicinity of the lower part of the front seat of the passenger compartment. The connection duct 50 branches into a rear seat face passage 51 and a rear seat foot passage 52. The rear seat face passage 51 is connected to the rear seat face outlet 53. The rear seat foot passage 52 is connected to the rear seat foot outlet 54. The rear seat face passage 51 is provided with a rear seat face door 55 for opening and closing the rear seat face passage 51. The rear seat foot passage 52 is provided with a rear seat foot door 56 for opening and closing the rear seat foot passage 52. The rear seat face door 55 may be provided between the rear seat face passage 51 and the rear seat face outlet 53. The same applies to the rear seat foot door 56.

Therefore, when the rear seat face door 55 and the rear seat foot door 56 are closed, the air-conditioning air blowing to the rear seat is prohibited. That is, the outflow of the conditioned air from the rear seat opening 30 is prohibited. Further, when the rear seat face door 55 is opened, the conditioned air is blown out from the rear seat face outlet 53 toward the upper body of the rear seat occupant. When the rear seat foot door 56 is opened, the conditioned air is blown out from the rear seat foot outlet 54 toward the lower half of the rear seat occupant.

FIG. 9 shows a plan view of the rear partition wall 17. FIG. 9 is a view of the rear partition wall 17 in FIG. 7 as viewed from above. As shown in FIGS. 7 and 9, a part of the rear partition wall 17 that partitions the upper driver seat mixing portion 20a and the lower driver seat mixing portion 21a is connected to the driver seat side first. One communication port 46a is provided. Similarly, a part of the rear partition wall 17 that partitions the upper passenger seat mixing portion 20b and the lower passenger seat mixing portion 21b is provided with a first communication port 46b on the passenger seat side that allows the two to communicate with each other. (See FIG. 2). *

Further, a part of the rear partition wall 17 that partitions the upper driver seat mixing portion 20a and the rear seat mixing portion 21c is provided with a second communication port 47a on the driver seat side that allows the two to communicate with each other. . Similarly, a part of the rear partition wall 17 that partitions the upper passenger seat mixing portion 20b and the rear seat mixing portion 21c is provided with a second communication port 47b on the passenger seat side that allows the two to communicate with each other. (See FIG. 3).

Then, as shown in FIG. 9, each of the second communication ports 47a and 47b is set so that the total opening area of the second communication ports 47a and 47b is smaller than the total opening area of the first communication ports 46a and 46b. The opening area is set. The total opening area of the second communication ports 47a and 47b is the sum of the respective opening areas of the second communication port 47a on the driver's seat side and the second communication port 47b on the passenger seat side. Similarly, the total opening areas of the first communication ports 46a and 46b are the total of the opening areas of the first communication port 46a on the driver's seat side and the first communication port 46b on the passenger seat side. In the present embodiment, the opening areas of the second communication port 47a on the driver's seat side and the second communication port 47b on the passenger seat side are the same, and the first communication port 46a on the driver's seat side and the first communication port 46a on the passenger seat side are the same. The opening areas of the first communication ports 46b are the same.

2 and 3, the air conditioning case 11 is provided with a dual purpose door 48 that selectively opens and closes the first communication ports 46a and 46b, the second communication ports 47a and 47b, and the communication path 31. The combined door 48 serves as a door that opens and closes the first communication ports 46 a and 46 b, a door that opens and closes the second communication ports 47 a and 47 b, and a foot door that opens and closes the communication path 31.

As shown in FIG. 10, the dual purpose door 48 includes a first door portion 48 a that opens and closes the first communication ports 46 a and 46 b, a second door portion 48 b that opens and closes the second communication ports 47 a and 47 b, and the communication passage 31. The foot door part 48c which opens and closes is integrated, and these are configured to rotate integrally. In the present embodiment, the dual-purpose door 48 corresponds to a door configured such that the first door portion that opens and closes the first communication port and the second door portion that opens and closes the second communication port rotate at least integrally. To do.

Specifically, the dual-purpose door 48 includes a plate-like first door body 49a that opens and closes the first communication ports 46a and 46b and the second communication ports 47a and 47b, and a plate-like shape that opens and closes the front seat foot opening 29. The door main body 49b and a common rotary shaft 49c for rotating both door main bodies 49a and 49b are configured as a butterfly door. The first door main body portion 49a constitutes a first door portion 48a and a second door portion 48b, and the second door main body portion 49b constitutes a foot door portion 48c. The combined door 48 is connected to an actuator (not shown) and is rotated by this actuator. In the present embodiment, the first door main body portion 49a, the door main body portion 49b, and the rotating shaft 49c are separately molded with resin and then combined with each other and integrated. The first door main body 49a, the door main body 49b, and the rotation shaft 49c may be molded simultaneously with resin to form an integrated door.

In the present embodiment, since the first communication ports 46a and 46b and the second communication ports 47a and 47b are opened and closed by the dual purpose door 48, the open / closed states of the first communication ports 46a and 46b and the second communication ports 47a and 47, respectively. Are the same. In the present embodiment, one dual-purpose door 48 is used. However, the dual-use door on the driver's seat and the dual-purpose door on the passenger seat can be controlled independently. May be.

Next, an outline of the electric control unit of the vehicle air conditioner according to this embodiment will be described. The vehicle air conditioner is automatically controlled by an electronic control device (that is, ECU) (not shown). This ECU is composed of a microcomputer or the like, and controls various air conditioners installed in the above-described blower unit and air conditioning unit 10 according to a preset program.

The ECU includes a sensor signal from the sensor group, a front seat side operation panel (not shown) for air conditioning installed in an instrument panel in front of the vehicle interior, and a rear seat for air conditioning installed in the rear seat side of the vehicle interior An operation signal is input from a side operation panel (not shown).

The sensor group includes an outside air temperature sensor (not shown) for detecting the outside temperature (that is, outside temperature) Tam, an inside temperature sensor (not shown) that detects the inside temperature (ie, inside temperature) Tr, a vehicle A solar radiation sensor (not shown) for detecting the amount of solar radiation Ts into the room, a post-evaporator temperature sensor (not shown) for detecting the blown air temperature TE of the evaporator 12, and a water temperature for detecting the hot water temperature Tw to the heater core 13 A sensor (not shown) and the like are provided.

Although not shown, the front seat side operation panel includes a driver seat side temperature setting switch for setting the driver seat side set temperature Tset1, a passenger seat side temperature setting switch for setting the passenger seat side set temperature Tset2, and a blowing mode. A setting switch, an inside / outside air mode setting switch, an air conditioning mode setting switch, and the like are provided, and a rear seat side temperature setting switch for setting the rear seat side set temperature Tset3 is provided on the rear seat side operation panel.

As driving means for various air conditioners controlled by the ECU, a motor (not shown) for driving the above-mentioned inside / outside air switching door (not shown) and a motor for driving a blower fan (not shown) (not shown). ), And motors for driving actuator mechanisms for the first and second air mix doors 18 and 19, the defroster door 26, the face door 28, the dual purpose door 48, the rear seat face door 55 and the rear seat foot door 56 (see FIG. Etc.) are provided.

Next, the operation of the vehicle air conditioner of the present embodiment in the above configuration will be described. The vehicle air conditioner selects the operation positions of the defroster door 26, the face door 28, the dual purpose door 48, the rear seat face door 55, and the rear seat foot door 56, which form the blow mode switching door, to thereby implement the following basic blow modes. Can be set. The blowing mode switching door is operated by the ECU so as to realize the blowing mode selected by the operation of the blowing mode setting switch by the occupant or the blowing mode selected based on the blowing mode calculation result in the ECU. .

(1) Front-seat face mode and rear-seat face mode When the face mode is selected, the blowing mode switching doors 26, 28, and 48 are operated to the positions shown in FIGS. Accordingly, the driver's seat face opening 27a, the passenger seat face opening 27b, and the first communication ports 46a and 46b are opened. The defroster opening 25 and the communication path 31 (that is, the driver seat foot opening 29a and the passenger seat foot opening 29b) are closed. At this time, as the first communication ports 46a and 46b are opened by the dual purpose door 48 as shown in FIG. 11, the second communication ports 47a and 47b are also opened as shown in FIG. It becomes a state. Further, the rear seat face passage 51 (that is, the rear seat face outlet 53) shown in FIG. 8 is opened. The rear seat foot passage 52 shown in FIG. 8 (that is, the rear seat foot outlet 54) is closed.

For this reason, as shown in FIG. 11, the conditioned air of the upper passenger seat mixing portion 20b and the conditioned air of the lower passenger seat mixing portion 21b flow out of the passenger seat face opening 27b, and It blows out toward the upper body (for example, face). Similarly, although not shown in FIG. 11, the conditioned air of the upper driver seat mixing unit 20a and the conditioned air of the lower driver seat mixing unit 21a flow out of the driver seat face opening 27a, and the driver seat. It is blown out toward the passenger's upper body (for example, face).

Also, as shown in FIG. 12, the conditioned air from the rear seat mixing portion 21c flows out from the rear seat opening 30 and is blown out toward the upper body (for example, the face) of the rear seat passenger.

(2) Front-seat foot mode and rear-seat foot mode When the foot mode is selected, the blowing mode switching doors 26, 28, 48 are operated to the positions shown in FIGS. As a result, as shown in FIG. 2, the communication path 31 (that is, the driver's seat foot opening 29a and the passenger's seat foot opening 29b) is opened, and the first communication ports 46a and 46b are closed. . The driver seat face opening 27a and the passenger seat face opening 27b are in a closed state. The defroster opening 25 is slightly opened.

Therefore, as shown in FIG. 2, the conditioned air in the lower passenger seat mixing portion 21b flows out of the passenger seat foot opening 29b and is blown out toward the feet of the passenger seat passenger. Similarly, although not shown in FIG. 2, the conditioned air of the lower driver seat mixing portion 21a flows out from the driver seat foot opening 29a and is blown out toward the feet of the driver seat occupant. At this time, the conditioned air of the lower driver seat mixing unit 21a and the conditioned air of the lower passenger seat mixing unit 21b are obtained by adjusting the temperature of the inside air.

Further, since the defroster opening 25 is slightly opened, the conditioned air from the upper passenger seat mixing unit 20b flows out of the defroster opening 25 and blows out toward the vehicle front window glass as shown in FIG. Is done. Similarly, although not shown in FIG. 2, the conditioned air from the upper driver seat mixing unit 20 a flows out from the defroster opening 25 and blows out toward the vehicle front window glass. At this time, the conditioned air of the upper driver seat mixing unit 20a and the conditioned air of the upper passenger seat mixing unit 20b are obtained by adjusting the temperature of the outside air.

Further, as the first communication ports 46a and 46b are closed by the dual purpose door 48, the second communication ports 47a and 47b are also closed as shown in FIG. Further, the rear seat face passage 51 (ie, the rear seat face outlet 53) shown in FIG. 8 is closed, and the rear seat foot passage 52 (ie, the rear seat foot outlet 54) shown in FIG. Opened.

For this reason, as shown in FIG. 3, the conditioned air of the rear seat mixing portion 21 c passes through the rear seat opening 30 and is blown out from the rear seat foot outlet 54. At this time, the conditioned air in the rear seat mixing section 21c is obtained by adjusting the temperature of the inside air.

(3) Defroster mode When the defroster mode is selected, the blowing mode switching doors 26, 28, 48 are operated to the positions shown in FIGS. As a result, the defroster opening 25 is opened. The face opening 27 is in a closed state. The first communication ports 46a and 46b are opened, and the communication path 31 (that is, the driver seat foot opening 29a and the passenger seat foot opening 29b) is closed. At this time, as the first communication ports 46a and 46b are opened by the dual purpose door 48 as shown in FIG. 13, the second communication ports 47a and 47b are also opened as shown in FIG. It becomes a state. Further, the rear seat face passage 51 (that is, the rear seat face outlet 53) and the rear seat foot passage 52 (that is, the rear seat foot outlet 54) shown in FIG. 8 are closed.

For this reason, as shown in FIG. 13, the conditioned air of the upper passenger seat mixing portion 20b flows toward the defroster opening 25, and the conditioned air of the lower passenger seat mixing portion 21b passes through the first communication port 46b. And flows toward the defroster opening 25. Similarly, although not shown in FIG. 13, the conditioned air of the upper driver seat mixing unit 20a flows toward the defroster opening 25, and the conditioned air of the lower driver seat mixing unit 21a flows to the first communication port 46a. And flows toward the defroster opening 25.

Furthermore, as shown in FIG. 14, the conditioned air of the rear seat mixing portion 21c also flows toward the defroster opening 25 through the second communication port 47b and the second communication port 47a (not shown). Then, the conditioned air that has flowed out of the defroster opening 25 is blown out toward the vehicle front window glass, thereby preventing the front window glass from fogging.

In each of these blowout modes, the operation position (that is, the slide position) of each of the air mix doors 18a, 18b, 19a, 19b, and 19c described above is independently controlled, so that the driver seat side, the passenger seat side, The air temperature at the rear seat side can be controlled independently.

In the vehicle air conditioner of the present embodiment, the occupant can operate the air conditioning mode setting switch on the operation panel to prohibit the blowing of conditioned air to the rear seat. In this case, the rear seat face passage 55 (that is, the rear seat face outlet 53) and the rear seat foot passage 52 (that is, the rear seat foot outlet 54) are closed by the rear seat face door 55 and the rear seat foot door 56. As a result, the blowing of conditioned air to the rear seat is prohibited.

Next, the characteristics of the vehicle air conditioner of this embodiment will be described.

(1) The air conditioning unit 10 of this embodiment is compared with the air conditioning unit of Comparative Example 1. As shown in FIGS. 15, 16, and 17, the air conditioning unit of Comparative Example 1 has a rear partition wall 17 that is not provided with the second communication ports 47 a and 47 b shown in FIG. The point which does not have the 2nd door part 48b shown by FIG. 10 differs from this embodiment, and the other structure is the same as this embodiment. FIG. 15 is a schematic diagram of the air mixing units 20 and 21 of the first comparative example, and corresponds to FIG. 16 is a top view of the rear partition wall 17 in FIG. 15, and corresponds to FIG. FIG. 17 is a diagram illustrating the wind flow in the defroster mode of the air conditioning unit of Comparative Example 1, and corresponds to FIG. 14. In the air conditioning unit of Comparative Example 1, in the defroster mode, the blowing mode switching doors 26, 28, and 48 are operated to the positions shown in FIG. 13 as in the present embodiment.

In Comparative Example 1, as shown in FIG. 15, the rear seat passage 42c is completely separated from the upper passages 41a, 41b and the front seat passages 42a, 42b.

In order to control the temperature of the conditioned air in the rear seat passage 42c independently of the conditioned air in the upper passages 41a and 41b and the conditioned air in the front seat passages 42a and 42b in the lower passage 42, FIG. It is desirable to adopt the configuration of Comparative Example 1 shown in FIG.

However, in Comparative Example 1, as shown in FIG. 17, in the defroster mode, an air flow from the rear seat mixing portion 21c (that is, the rear seat passage 42c) toward the defroster opening 25 is not formed. For this reason, in the comparative example 1, compared with the case where the rear seat passage 42c is not provided in the air conditioning unit 10 of the present embodiment, the pressure loss inside the air conditioning case 11 increases and the conditioned air flowing out from the defroster opening 25 The air volume will be reduced.

On the other hand, in this embodiment, as described above, the second communication ports 47a and 47b are provided in the rear partition wall 17. In the defroster mode, the dual purpose door 48 opens the second communication ports 47a and 47b, and the rear seat mixing unit 21c, the upper driver seat mixing unit 20a, and the upper passenger seat mixing unit 20b communicate with each other. In other words, the rear seat passage 42c and the upper passage 41 are in communication with each other.

Therefore, as shown in FIG. 14, it is possible to form an air flow from the rear seat mixing portion 21c (that is, the rear seat passage 42c) toward the defroster opening 25 through the second communication ports 47a and 47b. Therefore, according to this embodiment, compared with the comparative example 1, the air volume fall of the air-conditioning wind which flows out from the defroster opening part 25 at the time of a defroster mode can be suppressed.

(2) In the present embodiment, as shown in FIG. 10, as the door for opening and closing the second communication ports 47a and 47b, the first door portion 48a for opening and closing the first communication ports 46a and 46b, and the second communication port 47a. , 47b, and a second door portion 48b that opens and closes the communication passage 31 and a foot door portion 48c that opens and closes the communication passage 31 are rotated together.

Unlike the present embodiment, when a dedicated door that opens and closes the second communication ports 47a and 47b is used, the number of doors increases, and a mechanism for driving the dedicated door is also required. For this reason, the component of a vehicle air conditioner will increase.

On the other hand, according to the present embodiment, it is possible to reduce the number of components of the vehicle air conditioner as compared with the case where a dedicated door for opening and closing the second communication ports 47a and 47b is used. That is, when the first door part 48a, the second door part 48b, and the foot door part 48c are all separate bodies, the second door part 48b is different from the one in which the first door part 48a and the foot door part 48c are integrated. Compared with the case where it is a body, the components of the vehicle air conditioner can be reduced.

(3) In the present embodiment, in the foot mode, the dual purpose door 48 closes the first communication ports 46a, 46b and the second communication ports 47a, 47b, thereby changing the rear seat passage 42c to the upper passages 41a, 41b and It can be separated from the front seat passages 42a, 42b. Further, in the defroster mode, the dual purpose door 48 opens the first communication ports 46a and 46b and the second communication ports 47a and 47b, so that it is possible to secure the amount of conditioned air that flows out from the defroster opening 25.

However, in the present embodiment, as shown in FIG. 12, in the face mode, the dual purpose door 48 opens the second communication ports 47a and 47b, so that the rear seat passage 42c and the upper side are connected to the upper side through the second communication ports 47a and 47b. Air-conditioned air flows from one side of the passage 41 to the other. For this reason, the temperature of the other conditioned air changes. At this time, as the opening areas of the second communication ports 47a and 47b are larger, the temperature change of the other conditioned air becomes larger, and the temperature control of the other conditioned air is hindered.

Therefore, in the present embodiment, as shown in FIG. 9, the second communication port 47a and the second communication port 47a are set so that the total opening area of the second communication ports 47a and 47 is smaller than the total opening area of the first communication ports 46a and 46b. , 47b are set. Thereby, compared with the case where the total opening area of the 2nd communication port 47a, 47b is larger than the total opening area of the 1st communication port 46a, 46b, it is from one side of the channel | path 42c for the rear seats, and the upper channel | path 41 to the other Inflow of conditioned air can be suppressed. Therefore, the temperature change of the other conditioned air can be kept small.

Here, the relationship between the size of the total opening area of the second communication ports 47a and 47b, the defroster air volume, and the temperature change of the conditioned air will be described with reference to FIG. FIG. 18 is an analysis result showing these relationships. The area ratio of the second communication ports 47a and 47b indicated by the horizontal axis in FIG. 18 is the ratio of the total opening area of the second communication ports 47a and 47 to the total opening area of the first communication ports 46a and 46b. The air flow rate reduction rate indicated by the left vertical axis in FIG. 18 indicates the rate of decrease in the defroster air volume relative to the defroster air volume when the opening area ratio of the second communication ports 47a and 47b is 100%. Moreover, an air volume fall rate is a comparison result when the ventilation capability of an air blower is the same conditions. The defroster air volume is the air volume of the conditioned air flowing out from the defroster opening 25 in the defroster mode.

As shown in FIG. 18, when the ratio of the total opening area of the second communication ports 47a and 47b is 0, that is, when the second communication ports 47a and 47b are not provided as in Comparative Example 1, the rate of decrease in the defroster air volume Is the largest at 7%. From FIG. 18, it can be seen that there is a relationship that the rate of decrease in the defroster air volume decreases as the ratio of the total opening area of the second communication ports 47 a and 47 increases from zero.

If the opening area ratio of the second communication ports 47a and 47b is 100%, that is, the opening area of the second communication ports 47a and 47b is the same as the opening area of the first communication ports 46a and 46b, a desired defroster air volume Can be secured sufficiently, and functions to prevent fogging of the front window glass. At this time, it is known that if the rate of decrease in the defroster air volume is within 2%, there is no effect on the anti-fogging function of the front window glass in the defroster mode. Therefore, as shown in FIG. 18, the ratio of the total opening area of the second communication ports 47a and 47 is preferably 32% or more. In this case, the reduction rate of the defroster air volume can be suppressed to within 2%.

Further, the lift temperature indicated by the vertical axis on the right side of FIG. 18 flows out from the front seat face opening 27 in the face mode in which conditioned air is blown from both the front seat face opening 27 and the rear seat face outlet. It is the rising temperature of the conditioned air, that is, the front seat blowing air. More specifically, in the condition that the opening degree of the first air mix door 18 is the maximum cooling opening degree (that is, MAXCOOL) and the opening degree of the rear seat air mixing door 19c is the maximum heating opening degree (that is, MAXHOT). The temperature rises with respect to the temperature of the front seat blowing air when the second communication ports 47a and 47b are not provided. In this case, the opening of the first air mix door 18 is the maximum cooling opening (ie, MAXCOOL) and the opening of the rear seat air mix door is the maximum heating opening (ie, MAXHOT). This is because the temperature rise of the conditioned air in the upper passage 41 due to the mixed conditioned air in the rear seat passage 42c mixed with the conditioned air in the upper passage 41 is the largest.

18 that the temperature rise of the front seat face blowing air increases as the ratio of the total opening area of the second communication ports 47a and 47b increases from zero. If the temperature rise of the front seat blowing air is within 5 ° C., the impact on passenger comfort is small. Therefore, as shown in FIG. 18, the ratio of the total opening area of the second communication ports 47a and 47 is preferably 61% or less. In this case, the temperature rise of the front-seat blown air due to the mixing of the conditioned air in the rear passage 42c with the conditioned air in the upper passage 41 can be suppressed to within 5 ° C. That is, the temperature change of the front-seat blown air can be minimized.

(Other embodiments)
The present disclosure is not limited to the above-described embodiment, and can be appropriately changed within the scope described in the claims as follows.

(1) In the first embodiment, the dual-purpose door 48 is used as the door for opening and closing the second communication ports 47a and 47b. However, a dedicated door for opening and closing the second communication ports 47a and 47b may be used. Even in this case, when the defroster mode is used, the dedicated door opens the second communication ports 47a and 47b, and similarly to the first embodiment, the decrease in the air volume of the conditioned air flowing out from the defroster opening 25 in the defroster mode is suppressed. it can. In the face mode, the dedicated door closes the second communication ports 47a and 47b, so that the conditioned air in the rear seat passage 42c can be prevented from being mixed into the conditioned air in the upper passage 41.

Further, as a door for opening and closing the second communication ports 47a and 47b, a first door portion 48a for opening and closing the first communication ports 46a and 46b and a second door portion 48b for opening and closing the second communication ports 47a and 47b are integrated. A door configured to rotate automatically may be used. This door is a separate foot door part that opens and closes the communication path 31 leading to the foot opening. This door corresponds to a door configured such that the first door portion that opens and closes the first communication port and the second door portion that opens and closes the second communication port rotate at least integrally. This door opens the first communication ports 46a and 46b and the second communication ports 47a and 47b in the defroster mode and the face mode. Moreover, this door closes the 1st communication port 46a, 46b and the 2nd communication port 47a, 47b at the time of foot mode. In this case as well, as in the first embodiment, the total opening area of the second communication ports 47a and 47b is smaller than the total opening area of the first communication ports 46a and 46b. Has the same effect as.

(2) In the first embodiment, the upper passage 41 is divided into the upper driver seat passage 41a and the upper passenger seat passage 41b. However, the upper passage 41 may not be separated. That is, the air conditioning unit 10 of the first embodiment is configured such that the temperature of the air blown toward the three passengers, the driver's seat, the passenger seat, and the rear seat, can be independently controlled. The temperature of the air blown out toward the two occupants in the rear seats may be controlled independently.

(3) In the first embodiment, one second communication port 47a is provided in a part of the rear partition wall 17 that partitions the upper driver seat mixing section 20a and the rear seat mixing section 21c. A plurality of second communication ports 47a may be provided. Similarly, one second communication port 47b is provided in a part of the rear partition wall 17 that partitions the upper passenger seat mixing unit 20b and the rear seat mixing unit 21c. The second communication port 47b A plurality of may be provided. Even in this case, the total opening area of the second communication ports 47a and 47 only needs to be smaller than the total opening area of the first communication ports 46a and 46b.

(4) The above embodiments are not irrelevant to each other, and can be appropriately combined unless the combination is clearly impossible. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes.

Claims (5)

1. A vehicle air conditioner,
   An air passage through which air flows and an air conditioning case (11) formed with a plurality of openings through which the air flowing through the air passage flows out toward the vehicle interior;
   A temperature adjustment device (12, 13, 18, 19) that is provided inside the air conditioning case and adjusts the temperature of the air flowing through the air passage;
   The air conditioning case includes a first partition wall (16, 16) that divides an air passage through which air whose temperature is adjusted by the temperature adjusting device flows into an upper passage (41) located above and a lower passage (42) located below. 17) and a second partition wall (44, 45) that partitions the lower passage into a front seat passage (42a, 42b) and a rear seat passage (42c),
   The plurality of openings include a defroster opening (25) that causes the air flowing through the upper passage to flow out toward the window glass on the front surface of the vehicle, and a face that allows the air flowing through the upper passage to flow out toward the upper side of the front seat. An opening (27), a foot opening (29) for allowing the air flowing through the front seat passage to flow downward toward the lower side of the front seat, and the air flowing through the rear seat passage toward the rear seat A rear seat opening (30),
   The temperature adjusting device is configured to independently adjust the temperature of air flowing through each of the upper passage, the front seat passage, and the rear seat passage,
   At least one first communication port (46a, 46b) that communicates the upper passage and the front seat passage with a part of the first partition wall that partitions the upper passage and the front seat passage. Is provided,
   At least one second communication port (47a, 47b) that communicates the upper passage and the rear seat passage with a part of the first partition wall that partitions the upper passage and the rear seat passage. Is provided,
   The air conditioning case includes a door (48) for opening and closing the second communication port,
   In a state where the outflow of air from the foot opening and the rear seat opening is prohibited, the air flowing through the upper passage is caused to flow out from the defroster opening, and the air flowing through the front seat passage is allowed to flow through the first communication passage. In the defroster mode of flowing out from the defroster opening through the mouth and the upper passage, the door opens the second communication port so that the rear seat passage and the upper passage communicate with each other Air conditioner.
2. The door is configured such that a first door portion (48a) that opens and closes the first communication port and a second door portion (48b) that opens and closes the second communication port rotate at least integrally. The first communication port and the second communication port are opened in the defroster mode and in the face mode in which air flows out from the face opening, and in the foot mode in which air flows out from the foot opening. The communication port and the second communication port are closed,
   The vehicle air conditioner according to claim 1, wherein a total opening area of the second communication port is smaller than a total opening area of the first communication port.
3. The door includes a first door part (48a) that opens and closes the first communication port, a second door part (48b) that opens and closes the second communication port, and a foot door part (48c) that opens and closes the foot opening. And the first communication port and the second communication port in the defroster mode and in the face mode in which air flows out from the face opening. In the foot mode in which the mouth is opened and air is allowed to flow out from the foot opening, the foot opening is opened and the first communication port and the second communication port are closed.
   The vehicle air conditioner according to claim 1, wherein a total opening area of the second communication port is smaller than a total opening area of the first communication port.
4. The vehicle air conditioner according to claim 2 or 3, wherein a ratio of a total opening area of the second communication port to a total opening area of the first communication port is 32% or more.
5. The vehicle air conditioner according to any one of claims 2 to 4, wherein a ratio of a total opening area of the second communication port to a total opening area of the first communication port is 61% or less.

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