WO2019002036A1

WO2019002036A1 - Air conditioning device for a vehicle

Info

Publication number: WO2019002036A1
Application number: PCT/EP2018/066350
Authority: WO
Inventors: Jens Weber
Original assignee: Valeo Klimasysteme Gmbh
Priority date: 2017-06-26
Filing date: 2018-06-20
Publication date: 2019-01-03
Also published as: CN110831794A; CN110831794B; DE102017114119A1

Abstract

An air conditioning device (1) for a vehicle has a heat exchanger (7) and a first control flap (8) and a second control flap (10), with which a proportion of a total volume flow and the temperature thereof can be adjusted, which proportion is supplied to an air conditioning mixing zone (6) with an air discharge duct (16). The air discharge duct (16) has a first air outlet duct (11a) having a first volume control flap (12a) and a second air outlet duct (11b) having a second volume control flap (12b). The air conditioning device (1) further comprises a mechanism (20) which has a single actuator (21) and which is constructed in such a manner that the first control flap (8), the second control flap (10), the first volume control flap (12a) and the second volume control flap (12b) can be controlled by the mechanism together.

Description

AIR CONDITIONING DEVICE FOR A VEHICLE

The invention relates to an air conditioning device for a vehicle.

In the context of the invention, the term "air conditioning device" for a vehicle is used to refer to a heating, ventilation and/or air conditioning device of a vehicle. Preferably, the vehicle is a motor vehicle in this case, such as a passenger vehicle or a utility vehicle.

Air conditioning devices are intended to reliably provide a pleasant ambient environment in extremely different vehicle types. This is intended to be the case both in the front region and in the rear region of a vehicle, as well as in the respective foot region and in the seating region of the vehicle occupants, also referred to below as ventilation regions.

For this reason, known air conditioning devices have different air conditioning mixing zones for the front region and the rear region, that is to say, for the region of the front seats and the rear seats of a vehicle, and for different zones in these regions. In order to provide an air flow at a desired temperature and a specific volume flow in a ventilation region, air conditioning devices comprise a plurality of mixing and distribution flaps which are controlled by means of actuators.

In this case, it is disadvantageous that the air flows in different regions depend on each other. For example, opening a distribution flap may lead to an increase of the air flow in a region while at the same time the air flow thereby decreases in another region. In order to compensate for these effects, all mixing flaps and distribution flaps are controlled so as to correspond to each other via individual actuators.

Therefore, an object of the invention is to provide an improved air conditioning device which allows the provision of a defined air flow in different ventilation regions, in particular with lower complexity.

In order to achieve the object, there is provided a multi-zone air conditioning device for a vehicle having a heat exchanger through which air can be directed in order to control the temperature thereof, wherein the air can subsequently be directed to a first region and/or a second region of a motor vehicle. The air conditioning device has a first control flap and a second control flap, with which a proportion of a total volume flow and the temperature thereof can be adjusted, which proportion is supplied to an air conditioning mixing zone with an air discharge duct. The air discharge duct has a first air outlet duct having a first volume control flap and a second air outlet duct having a second volume control flap. The air conditioning device further comprises a mechanism having a single actuator which is constructed in such a manner that the first control flap, the second control flap, the first volume control flap and the second volume control flap can be controlled by the mechanism together. In this manner, the volume flow and the temperature of an air flow which is provided for a region by means of the air discharge duct can be adjusted with a single operating element, for example, a rotary controller. By only a single actuator being used for the above- mentioned flaps, the air conditioning device can be constructed more simply and may be able to be produced in a more cost-effective manner.

The mechanism may comprise at least one cam disc and four control arms which are each connected to one of the flaps. The at least one cam disc is connected in this case to the four control arms in such a manner that the four flaps can be controlled via the at least one cam disc. As a result of the cam disc, the flaps can be controlled in a defined manner and so as to correspond to each other. Instead of the cam disc, an eccentric plate can also be provided. In an embodiment with a plurality of discs, any number of cam discs can be replaced by eccentric plates.

According to another embodiment, the mechanism may comprise exactly two cam discs. In this case, the cam discs are connected to the four control arms in such a manner that the four flaps can be controlled via the two cam discs. By the four control arms being distributed over two cam discs, they can be constructed more simply and therefore in a more cost-effective manner. In an alternative embodiment, one or both cam disc(s) can be replaced with an eccentric plate, respectively.

The mechanism can be constructed in such a manner that a constant air distribution at a variable temperature can be provided between an opening degree of 45% of the first volume control flap and an opening degree of 55% of the second volume control flap. In this case, the at least one cam disc is/are adjusted in particular in this range through an angle between 50° and 90°, in particular through 70°.

Furthermore, the mechanism may have a two-piece housing, in particular with a first housing half and a second housing half. In this instance, the first cam disc is preferably arranged in the first housing half and the second cam disc is preferably arranged in the second housing half. A two-piece housing has the advantage that the housing can be produced more cost-effectively and the assembly is simplified.

In another embodiment, the first control flap can release in a controlled manner a bypass duct, through which air can be directed past the heat exchanger to the air conditioning mixing zone. In this case, the first control flap is particularly constructed in such a manner that it can direct up to 100% of the total volume flow past the heat exchanger to the air conditioning mixing zone. An air flow which has not been substantially heated by the heat exchanger, with the exception of secondary effects such as thermal radiation, can thereby be provided in the air conditioning mixing zone.

The second control flap can be provided to direct heated air either to the first region or to the second region of a vehicle or to divide it in the case of intermediate positions between the first region and the second region.

Consequently, the proportion of heated air which is supplied to the first or second region can be controlled by means of the second control flap.

At least one of the volume control flaps can be constructed in such a manner that an air flow passing it can be adjusted between 0% and 100%. Consequently, the corresponding air flow can be throttled freely by means of the respective volume control flap.

There may be provision for the heat exchanger to be a heating device for heating the air which flows through an air supply duct.

Other advantages and features will be appreciated from the following description in connection with the appended drawings, in which: - Figure 1 is a schematic cross-section of an air conditioning device according to the invention, - Figure 2 is a perspective view of a mechanism of the air conditioning device from Figure 1 and

- Figure 3 is a functional graph of the air conditioning device from Figure 1 . Figure 1 shows an air conditioning device 1 which is provided in particular for being fitted in a motor vehicle. The air conditioning device 1 has an air supply region 19 which merges downstream into a cold air supply region 2. The air conditioning device 1 further comprises a first air conditioning mixing zone 4, in which air is processed for the front region of the motor vehicle, and a second air conditioning mixing zone 6, in which air is processed for the rear region of the motor vehicle. Alternatively, air which is provided for any regions in the motor vehicle can be processed in the first air conditioning mixing zone 4 and the second air conditioning mixing zone 6.

An air flow in the form of a total volume flow flows into the cold air supply region 2 via the air supply region 19.

A blower 17 which introduces the entire volume flow into the air supply region 19 can be provided in or outside the air conditioning device 1 .

An evaporator 15 which is constructed to air condition the air which flows through the air supply region 19 is arranged in the air supply region 19. "Air condition" means according to the invention that in particular a change of the air humidity and/or the temperature is carried out.

A first flap 3 is arranged along a first flow duct between the first air conditioning mixing zone 4 and the cold air supply region 2. Furthermore, a heating flap 5 followed by a heating device 7 is provided between the first air conditioning mixing zone 4 and the cold air supply region 2 along a second flow duct. Air can therefore be introduced either through the flap 3 or through the flap 5 and the heating device 7 to the first air conditioning mixing zone 4. By the opening of the flaps 3 and 5 being controlled, a predeterminable mixing ratio of cold air and air which is heated in the heating device 7 can thus be adjusted for the first air conditioning mixing zone 4. The heating device 7 is a heat exchanger which is provided to heat the air which flows through the heat exchanger.

In Figure 1 , the solid line of the flap 3 indicates the closed position of the flap 3 and the broken line indicates the open state of the flap 3. In the case of the heating flap 5, the solid line indicates the open state and the broken line indicates the closed state.

A first control flap 8, referred to below as a mixing flap, is provided between the cold air supply region 2 and the second air conditioning mixing zone 6 along a first air supply duct 8a, also referred to below as a bypass duct. The mixing flap 8 is constructed in such a manner that the bypass duct 8a can be completely closed in a first position of the mixing flap 8 (solid line of the flap 8). This means that the total volume flow of the air which is directed to the second air conditioning mixing zone 6 is directed at a rate of 100% through the heat exchanger 7. In a second position of the mixing flap 8 (broken line of the flap 8), however, the total volume flow is directed past the heat exchanger 7 at a rate of 100% through the bypass duct 8a. However, the mixing flap 8 can also take up all freely selectable positions therebetween.

A heating device which constitutes a portion of the already-described heating device 7 in the embodiment shown is provided along a second air supply duct 8b between the cold air supply region 2 and the second air conditioning mixing zone 6. However, the heating device in the air supply duct 8b to the second air conditioning mixing zone 6 may also be a separate heating device.

A second control flap 10, referred to below as the main flap, is arranged downstream of the heating device 7. The main flap 10 is constructed in such a manner that a connection between the second air supply duct 8b and the second air conditioning mixing zone 6 can be closed. At the same time, the main flap 10 can open a connection of the second air supply duct 8b to the first air conditioning mixing zone 4. Thus, all the air which has passed through the heating device can be directed depending on requirements either through the second air supply duct 8b or through the heating flap 5 to the first air conditioning mixing zone 4. This is necessary, for example, in the case of a so-called de-icing operation for rapidly de-icing the windscreen. The main flap 10 is constructed as a double-blade flap which closes the connection with respect to the second air conditioning mixing zone 6 when a connection is opened with respect to the first air conditioning mixing zone 4, and vice versa. In Figure 1 , the solid depiction of the main flap 10 illustrates a position in which the connection with respect to the first air conditioning mixing zone 4 is opened to the maximum extent and a connection with respect to the second air conditioning mixing zone 6 is closed. However, the main flap 10 can also take up all freely selectable positions therebetween, whereby the air heated in the second air supply duct 8b can be freely divided between the first air conditioning mixing zone 4 and the second air conditioning mixing zone 6.

The mixing flap 8 is constructed between the air supply ducts 8a and 8b so that it can optionally close one of the air supply ducts 8a, 8b or takes up any intermediate position so that a predeterminable air flow ratio flows through the air supply ducts 8a, 8b. It is thereby controlled which proportion of the air flow is intended to be heated by means of the second air supply duct 8b in the heating device 7 and which proportion is intended to be directed past the heating device by the bypass duct 8a. Consequently, a desired temperature control of the air can be carried out in the second air conditioning mixing zone 6.

An air discharge duct 16 which directs the air to the rear region of the motor vehicle leads away from the second air conditioning mixing zone 6. The air discharge duct 16 has a first air outlet duct 1 1 a and a second air outlet duct 1 1 b. The air outlet ducts 1 1 a, 1 1 b are used to direct the air to different regions of the air conditioning zone in the rear region. For example, but in a non-limiting manner, the first air outlet duct 1 1 a can direct the air to a vehicle rear ventilation region and the second air outlet duct 1 1 b can direct the air to a vehicle rear foot region.

A first volume control flap 12a is provided in the first air outlet duct 1 1 a and a second volume control flap 12b is provided in the second air outlet duct 1 1 b. The volume control flaps 12a, 12b serve to adjust the air flow passing through and the air distribution in order to divide an air proportion which is intended to flow along the first air outlet duct 1 1 a and along the second air outlet duct 1 1 b.

In this case, the volume control flaps 12a, 12b are adjustable between a closed position (solid line) in which no air can pass and a completely open position (broken line) in which an air flow can pass completely. However, the volume control flaps 12a, 12b can also all take up all freely selectable intermediate positions and can consequently adjust or throttle the corresponding air flow which passes them between 0% and 100%. In Figure 1 , the first volume control flap 12a is illustrated in the open state and the second volume control flap 12b is illustrated in the closed state so that a maximum air flow flows through the first air outlet duct 1 1 a.

The mixing flap 8, the main flap 10 and the first and second volume control flaps 12a, 12b (flaps 8, 10, 12a, 12b below) can be controlled by means of a common mechanism 20 of the air conditioning device 1 (see Figure 2).

The mechanism 20 comprises an actuator 21 , a first cam disc 23a and a second cam disc 23b, four control arms 25a-25d and a housing 27.

The housing 27 comprises a first housing half 27a and a second housing half 27b which are fixed to each other by means of a plurality of engaging elements 29.

The housing 27 surrounds the cam discs 23a, 23b in a radial direction, wherein the first cam disc 23a is received in the first housing half 27a and the second cam disc 23b is received in the second housing half 27b.

The first cam disc 23a and the second cam disc 23b are arranged coaxially relative to each other and are connected to each other in a rotationally secure manner via a shaft 23c.

Furthermore, the cam discs 23a, 23b are rotatably supported about the rotation axis R of the shaft 23c and are connected to the actuator 21 in such a manner that the cam discs 23a, 23b can be rotated into specific positions by means of the actuator 21 .

The first control arm 25a is provided to control the main flap 10. The second control arm 25b is provided to control the mixing flap 8. The third control arm 25c is provided to control the first volume control flap 12a and the fourth control arm 25d is provided to control the second volume control flap 12b. Alternatively, the four control arms 25a-25d can be provided in any manner to control the flaps 8, 10, 12a, 12b. The first control arm 25a and the third control arm 25c are functionally connected to the first cam disc 23a while the second control arm 25b and the fourth control arm 25d are functionally connected to the second cam disc 23b. This means that the position of the flaps 8, 10, 12a, 12b is adjusted via the position of the cam discs 23a, 23b in accordance with the control function which is predetermined by the respective cam disc 23a, 23b. Consequently, all the flaps 8, 10, 12a, 12b can be controlled by means of the one actuator 21 in accordance with a function.

In an alternative embodiment, the mechanism 20 may have a single cam disc 23a, 23b which is provided to control the flaps 8, 10, 12a, 12b. Alternatively, the mechanism 20 may have more than two cam discs 23a, 23b which are provided to control the flaps 8, 10, 12a, 12b, in particular an individual cam disc 23a, 23b can be provided for each flap 8, 10, 12a, 12b.

Figure 3 illustrates the control function of the cam discs 23a, 23b with reference to a graph which indicates the flap position of the flaps 8, 10, 12a, 12b in percent (ordinate) against the rotation angle of the cam discs 23a, 23b in degrees (abscissa). In this instance, the flap position constitutes the opening degree of the flaps 8, 10, 12a, 12b, that is to say, which proportion of an air flow the corresponding flap 8, 10, 12a, 12b allows to pass. The rotation angle of the cam discs 23a, 23b indicates the angle at which the cam discs 23a, 23b are located relative to a defined starting position.

At a rotation angle between 0° and 5°, the mixing flap 8 and the first volume control flap 12a are completely opened while the main flap 10 and the second volume control flap 12b are completely closed. The mixing flap 8 is closed in the range from 5° to 140° in a linear manner with the rotation angle as far as an opening degree of 0% and remains completely closed in the range from 140° to 210°.

The main flap 10 is opened in the range from 5° to 50° in a linear manner with the rotation angle as far as an opening degree of 100% and remains completely opened in the range from 50° to 150°. In the range from 150° to 205°, the main flap 10 is closed in a linear manner with the rotation angle as far as an opening degree of 0% and remains completely closed in the range from 205° to 210°. The first volume control flap 12a is closed in the range from 5° to 40° in a linear manner with the rotation angle as far as an opening degree of 45% and remains open at a rate of 45% in the range from 40° to 1 10°. In the range from 1 10° to 140°, the first volume control flap 12a is closed in a linear manner with the rotation angle as far as an opening degree of 0% and remains completely closed in the range from 140° to 210°.

The second volume control flap 12b is opened in the range from 5° to 40° in a linear manner with the rotation angle as far as an opening degree of 55% and remains open at a rate of 55% in the range from 40° to 1 10°. In the range from 1 10° to 140°, the second volume control flap 12b is opened in a linear manner with the rotation angle as far as an opening degree of 100% and remains completely open in the range from 140° to 150°. In the range from 150° to 205°, the second volume control flap 12b is closed in a linear manner with the rotation angle as far as an opening degree of 0% and remains completely closed in the range from 205° to 210°.

The following ranges of use are thereby produced:

In the range A, that is to say, at a rotation angle between 0° and 5°, the total air flow is supplied to the second air conditioning mixing zone 6 via the bypass duct 8a past the heating device 7, that is to say, it is not heated by the heating device 7, and is directed from there completely via the first air outlet duct 1 1 a into the vehicle rear ventilation region. At this adjustment, consequently, a maximum level of cold air is provided in the vehicle rear ventilation region.

In the range B, that is to say, at a rotation angle between 40° and 1 10°, the first volume control flap 12a is opened at a rate of approximately 45% and the second volume control flap 12b is opened at a rate of approximately 55%, whereby in this range the air in the second air conditioning mixing zone 6 is distributed at a constant ratio between the two air outlet ducts 1 1 a, 1 1 b and flows to the corresponding vehicle regions. At the same time, the mixing flap 8 is closed in this region, whereby less and less cold air is supplied to the second air conditioning mixing zone 6 with an increasing rotation angle, and therefore the resultant temperature of the air which is directed by means of the air outlet ducts 1 1 a, 1 1 b into the corresponding vehicle regions increases. Consequently, an angle of 70° which can be used with a constant air distribution to vary the air temperature is available in this region.

In the range C, that is to say, at a rotation angle between 140° and 150°, the total air flow is directed via the second air supply duct 8b through the heating device 7, that is to say, it is heated by the heating device 7, and is subsequently directed completely via the second air outlet duct 1 1 b into the vehicle rear foot region. At this adjustment, consequently, a maximum level of warm air is provided in the vehicle rear foot region.

In the range D, that is to say, at a rotation angle between 205° and 210°, the entire air flow is directed via the second air supply duct 8b through the heating device 7, that is to say, it is heated by the heating device 7, and is subsequently directed completely to the first air conditioning mixing zone 4. In this manner, a maximum level of hot air can be provided, for example, in order to de-ice the front pane in the front region of the motor vehicle. As can be seen with reference to the graph in Figure 3, only the range between 0° and 210° is used for the control function, that is to say, the cam discs 23a, 23b are adjusted by an angle of 210°. In an alternative embodiment, the range which is used for the control function may be any range between 0° and 360°. According to an alternative embodiment, the control function may provide for other flap positions at different rotation angles of the cam discs 23a, 23b. In particular, the opening degrees of the first and the second volume control flaps 12a, 12b can differ from 45% or 55%. Furthermore, for example, there may be a linear relationship between the temperature change and the opening degree of the first volume control flap 12a and the inverse opening degree of the second volume control flap 12b.

In this manner, the volume flow and the temperature of the air flow which is provided via the first air outlet duct 1 1 a in the vehicle rear ventilation region or via the second air outlet duct 1 1 b in the vehicle rear foot region can be adjusted with the single actuator 21 . For operation, consequently, a single operating element, such as a rotary controller, which is connected to the actuator 21 may be provided. Consequently, a multi-zone air conditioning device which constructed in a particularly cost-effective and simple manner is provided.

Claims

Patent claims

1 . Air conditioning device (1 ) for a vehicle having a heat exchanger (7), a first control flap (8) and a second control flap (10), with which a proportion of a total volume flow and the temperature thereof can be adjusted, which proportion is supplied to an air conditioning mixing zone (6) with an air discharge duct (16), wherein the air discharge duct (16) has a first air outlet duct (1 1 a) having a first volume control flap (12a) and a second air outlet duct (1 1 b) having a second volume control flap (12b), characterised in that the air conditioning device (1 ) has a mechanism (20) having a single actuator (21 ), wherein the mechanism (20) is constructed in such a manner that the first control flap (8), the second control flap (10), the first volume control flap (12a) and the second volume control flap (12b) can be controlled by the mechanism (20) together.

2. Air conditioning device according to claim 1 , characterised in that the mechanism (20) comprises at least one cam disc (23a) and four control arms (25a, 25b, 25c, 25d) which are each connected to one of the flaps (8, 10, 12a, 12b), wherein the at least one cam disc (23a) is connected to the four control arms (25a, 25b, 25c, 25d) in such a manner that the four flaps (8, 10, 12a, 12b) can be controlled via the at least one cam disc (23a).

3. Air conditioning device according to claim 2, characterised in that the mechanism (20) comprises exactly two cam discs (23a, 23b), wherein the cam discs (23a, 23b) are connected to the four control arms (25a, 25b, 25c, 25d) in such a manner that the four flaps (8, 10, 12a, 12b) can be controlled via the two cam discs (23a, 23b).

4. Air conditioning device according to any one of the preceding claims, characterised in that the mechanism (20) is constructed in such a manner that a constant air distribution at a variable temperature can be provided between an opening degree of 45% of the first volume control flap (12a) and an opening degree of 55% of the second volume control flap (12b), in particular wherein the at least one cam disc (23a, 23b) is/are adjusted in this range through an angle between 50° and 90°, in particular through 70°.

5. Air conditioning device according to any one of the preceding claims, characterised in that the mechanism (20) has a two-piece housing (27), in particular with a first housing half (27a) and a second housing half (27b), preferably wherein the first cam disc (23a) is arranged in the first housing half (27a) and the second cam disc (23b) is arranged in the second housing half (27b).

6. Air conditioning device according to any one of the preceding claims, characterised in that the first control flap (8) can release in a controlled manner a bypass duct (8a), through which air can be directed past the heat exchanger (7) to the air conditioning mixing zone (6), in particular wherein the first control flap (8) is constructed in such a manner that it can direct up to 100% of the total volume flow past the heat exchanger (7) to the air conditioning mixing zone (6).

7. Air conditioning device according to any one of the preceding claims, characterised in that the second control flap (10) can direct heated air either to the first region or to the second region of a vehicle or can divide it in the case of intermediate positions between the first region and the second region.

8. Air conditioning device according to any one of the preceding claims, characterised in that at least one of the volume control flaps (12a, 12b) is constructed in such a manner that an air flow passing it can be adjusted between 0% and 100%.

9. Air conditioning device according to any one of the preceding claims, characterised in that the heat exchanger (7) is a heating device for heating the air which flows through an air supply duct (8b).