JP2012153331A - Vehicular air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air conditioning device that can prevent a temperature difference from being generated between the temperature of air flow blown toward the feet of an occupant on the front seat side and that of air flow blown toward the feet of an occupant on the back seat side.SOLUTION: A partition wall 11g for guiding air flow to an axial outer side relative to sidewall surface parts 21d of a foot door 21 and thereafter guiding the air flow to the side of a foot opening 11d for a back seat is arranged between an outer peripheral door surface part 21c of the foot door 21 comprising a rotary door for simultaneously opening/closing both foot openings 11c for a front seat arranged on the axial outside of rotary shafts 21a, 21b and the foot opening 11d for a back seat arranged on radial outsides of the rotary shafts 21a, 21b, and the foot opening 11d for the back seat. Thereby, the temperature difference between the temperature of the air flow flowing out from the foot openings 11c for the front seat and that of the air flow flowing out from the foot opening 11d for the back seat is restrained.

Description

  The present invention relates to a vehicle air conditioner that opens and closes a blow-off opening of blown air using a rotary door.

  2. Description of the Related Art Conventionally, there is known a vehicle air conditioner that opens and closes a blown air blowing opening formed in a case that forms an air passage for blown air to be blown into a vehicle interior by a rotary door. Here, the rotary door is a rotating shaft, an outer peripheral door surface portion that is disposed on the outer peripheral side in the radial direction of the rotating shaft and is rotationally displaced integrally with the rotating shaft, and is disposed at both ends of the outer peripheral door surface portion in the rotational axis direction. This is a door configured to have a substantially fan-shaped side wall surface portion connected to a shaft and an outer peripheral door surface.

  In this type of rotary door, the blowout opening can be opened and closed by displacing the outer peripheral door surface portion in a direction perpendicular to the flow of the blown air, so that the blowout opening is opened and closed like a so-called cantilever door or butterfly door. At this time, it is not necessary to displace the door surface portion in a direction opposite to the air flow. Therefore, by adopting the rotary door, it is possible to reduce the rotational operation force of the rotating shaft when opening and closing the blowout opening, as compared with the case where a cantilever plate door or the like is adopted.

  Furthermore, Patent Document 1 discloses a vehicle air conditioner that includes two rotary doors and opens and closes different blowout openings depending on the rotary doors. Thereby, in patent document 1, while improving the design freedom of the layout of each blowing opening part with respect to the vehicle air conditioner which opens and closes several blowing opening parts by one rotary door, each rotary door of each rotary door is improved. By downsizing, the overall size of the vehicle air conditioner is suppressed.

Japanese Patent No. 4089390

  By the way, in the vehicle air conditioner of Patent Document 1, the front seat foot opening and the rear for letting out the blown air blown out toward the feet of the front seat occupant by the first rotary door of the two rotary doors. A defroster opening that opens and closes both rear seat foot openings that allow the blown air blown toward the feet of the passengers on the seat side to flow out, and allows the blown air blown toward the vehicle window glass to flow out by the second rotary door. The structure which opens and closes both the face opening part which flows out the blowing air which blows off toward the upper part of a passenger | crew and a passenger | crew is employ | adopted.

  More specifically, the first rotary door is disposed on the upstream side of the air flow in the case with respect to the second rotary door, and simultaneously opens and closes both the front seat foot opening and the rear seat foot opening. Plays a function. Furthermore, the front seat foot opening is disposed at two locations on the axially outer side from the side wall surface portion of the second rotary door, and the rear seat foot opening is the radial direction of the substantially central portion in the axial direction of the second rotary door. Arranged outside.

  However, when the front seat foot opening and the rear seat foot opening are arranged as in Patent Document 1, the temperature of the blown air blown toward the feet of the front seat passenger and the rear seat side A temperature difference is generated between the temperature of the blown air blown out toward the passenger's feet. The reason is that the temperature of the blown air cannot be adjusted evenly in the heat exchanger as the temperature adjusting means that is arranged upstream of the first rotary door and adjusts the temperature of the blown air, and is blown out from the heat exchanger. This is because a temperature distribution is generated in the blown air.

  In addition, when the first rotary door is arranged on the upstream side of the air passage in the case with respect to the second rotary door as in the vehicle air conditioner of Patent Document 1, the second rotary door opens the face opening. In addition, when the first rotary door opens both the front seat foot opening and the rear seat foot opening, the cold air having higher density and higher inertia than the warm air is in front of the face opening. It becomes easy to flow into the foot opening for the seat and the foot opening for the rear seat.

  As described above, if the cool air is more likely to flow into the front seat foot opening and the rear seat foot opening than the face opening, the temperature of the blown air blown toward the upper body of the occupant and the feet of the occupant A temperature difference from the temperature of the blown air that is blown out is difficult to be achieved, and it is impossible to realize a comfortable air conditioning of the head-and-foot heat type.

  In view of the above, the present invention has a temperature difference between the temperature of the blown air blown toward the feet of the front seat occupant and the blown air blown toward the feet of the rear seat occupant. It is a first object of the present invention to provide a vehicle air conditioner that can suppress the occurrence of the above.

  Further, in the present invention, a temperature difference is generated between the temperature of the blown air blown toward the feet of the passenger on the front seat side and the blown air blown toward the feet of the passenger on the rear seat side. A second object is to provide a vehicle air conditioner capable of realizing comfortable air conditioning while suppressing the above.

In order to achieve the above object, according to the first aspect of the present invention, a case (11) that forms an air passage through which air flows into the vehicle interior and a case (11) are arranged to adjust the temperature of the air. A temperature adjusting means (13, 15, 16), and a blowing opening opening / closing means (21, 31) that opens and closes a plurality of blowing openings (11c, 11d, 11f) that are formed in the case (11) and allow air to flow out. The blowout opening portion opening / closing means is disposed on the radially outer peripheral side of the rotating shaft (21a, 21b, 31a, 31b) and the rotating shaft (21a ... 31b), and is an outer peripheral door surface portion that is rotationally displaced integrally with the rotating shaft. (21c, 31c) and side wall surface portions (21d) arranged at both ends of the outer peripheral door surface portions (21c, 31c) in the rotational axis direction and connecting the rotational shafts (21a ... 31b) and the outer peripheral door surface portions (21c, 31c). , 31 A front door foot opening (11c) for letting out the air blown out toward the feet of the front seat occupant as a plurality of blowout openings, And a vehicular air conditioner provided with a rear seat foot opening (11d) for allowing the air blown out toward the foot of the passenger on the rear seat side to flow out,
Of the front-seat foot opening (11c) and the rear-seat foot opening (11d), one of the openings (11c) is on the outer side in the axial direction of the rotation shaft (21a ... 31b) than the side wall surface parts (21d, 31d). The other opening (11d) is arranged on the outer side in the radial direction of the rotating shaft (21a ... 31b) than the outer peripheral door surface (21c, 31c),
Further, the rotary doors (21, 31) are arranged between the rotary doors (21, 31) and the other opening (11d) so that the rotary doors (21, 31) have a front seat foot opening (11c) and a rear seat foot opening ( 11d), when the air temperature-adjusted by the temperature adjusting means (13... 16) is guided to the outside in the axial direction of the rotating shaft (21a. A partition wall (11g) leading to the other opening (11d) side is provided.

  According to this, the air whose temperature is adjusted by the temperature adjusting means (13 ... 16) by the partition wall (11g) is more rotated than the side wall surface parts (21d, 31d) of the rotary door (21, 31). ) Is guided to the other opening (11d) side, so even if there is a temperature distribution in the temperature-adjusted air by the temperature adjusting means (13... 16), the one opening The air having the same temperature as the air flowing out from (11c) can be guided to the other opening (11d).

  Therefore, it is possible to suppress the occurrence of a temperature difference between the temperature of the air blown toward the feet of the passenger on the front seat side and the air blown toward the feet of the passenger on the rear seat side.

  According to a second aspect of the present invention, in the vehicular air conditioner according to the first aspect, a face opening (11f) through which air blown out toward the upper body of the occupant flows out as a plurality of blowing openings. The face opening (11f) is disposed on the downstream side of the air flow from the front seat foot opening (11c) and the rear seat foot opening (11d), and the rotary door (31) As the outer peripheral door surface portion (31c), the central side door surface portion (31h) positioned on the axial center side of the rotating shaft (31a, 31b) and the end portion side positioned on both axial ends of the rotating shaft (31a, 31b) A radial distance from the center of the rotating shaft (31a, 31b) to the central door surface portion (31h) having the door surface portion (31i) is from the axial center of the rotating shaft (31a, 31b) to the end portion. Characterized in that it is longer than the radial distance leading to the door surface (31i).

  Here, the clearance space (F) formed between the outer peripheral door surface portions (21c, 31c) and the partition wall (11g) of the rotary doors (21, 31) will be described in an embodiment described later. , Low temperature air is easy to flow in. Therefore, by guiding the air that has flowed into the gap space (F) to the face opening (11f), the temperature of the air blown toward the passenger's upper body is changed to the temperature of the air blown toward the passenger's feet. Can be lowered.

  According to the invention described in this claim, the radial distance from the shaft center of the rotating shaft (21a, 21b, 31a, 31b) to the central door surface portion (31h) and the rotating shaft (21a, 21b, 31a, 31b). Since the radial distance from the shaft center to the end side door surface portion (31i) is different, the volume of the gap space (F) can be easily changed.

  That is, by adjusting the amount of cold air guided from the gap space (F) to the face opening (11f), the temperature of the air blown toward the passenger's upper body and the temperature of the air blown toward the passenger's feet Can be easily adjusted.

  As a result, while suppressing the temperature difference between the temperature of the air blown toward the feet of the passenger on the front seat side and the air blown toward the feet of the passenger on the rear seat side, Comfortable air conditioning of the head-and-foot heat type can be realized by appropriately securing a temperature difference between the temperature of the air blown toward the upper body of the occupant and the temperature of the air blown toward the feet of the occupant.

  Further, as in the third aspect of the invention, the axial end of the central door surface portion (31h) and the axial end of the end door surface portion (31i) extend in parallel with the side wall surface portion (31d). You may be connected by the 2nd side wall surface part (31j). And like invention of Claim 4, the both-ends side wall part (11h) extended in parallel with a 2nd side wall surface part (31j) may be provided in the axial direction both ends of the partition wall (11g). .

  According to this, air is prevented from flowing out to the outside in the axial direction from the gap space (F) formed between the rotary door (31) and the partition wall (11g), and the face opening (11f ). Therefore, the temperature difference between the temperature of the air blown toward the passenger's upper body and the temperature of the air blown toward the passenger's feet can be easily adjusted.

  Further, as in the fifth aspect of the invention, the radial distance from the shaft center of the rotation shaft (31a, 31b) to the end portion side door surface portion (31i) increases toward the rotation shaft direction end portion side. It may be gradually reduced. And like the invention of Claim 6, the both-ends side wall part (11h) extended along the edge part side door surface part (31i) may be provided in the both ends side of the partition wall (11g).

  According to this, the temperature difference between the temperature of the air blown toward the occupant's upper body and the temperature of the air blown toward the occupant's feet can be easily adjusted, as in the fourth aspect of the invention. .

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is sectional drawing at the time of the face mode of the air conditioning unit of 1st Embodiment. It is sectional drawing at the time of the bilevel mode of the air conditioning unit of 1st Embodiment. It is sectional drawing at the time of the foot mode of the air conditioning unit of 1st Embodiment. It is sectional drawing at the time of the defroster mode of the air conditioning unit of 1st Embodiment. It is sectional drawing at the time of the foot-diff mode of the air conditioning unit of 1st Embodiment. It is an external appearance perspective view of the foot door of the air-conditioning unit of 1st Embodiment. It is typical DD sectional drawing of FIGS. (A) is a graph which shows the change of the vehicle interior front seat side temperature and the vehicle interior rear seat side temperature with respect to the opening change of the air mix door in the vehicle air conditioner of 1st Embodiment, (b) is conventional. It is an equivalent graph of technology. It is an external appearance perspective view of the foot door of the air-conditioning unit of 2nd Embodiment. It is typical DD sectional drawing of FIGS. 1-5 in 2nd Embodiment. (A) is a graph which shows a temperature difference when the radial direction distance of the foot door and a partition wall in the vehicle air conditioner of 2nd Embodiment is 5 mm, (b) is 3 mm in radial direction distance. It is a graph which shows the temperature difference at the time. It is an external appearance perspective view of the foot door of the air-conditioning unit of 3rd Embodiment. It is typical DD sectional drawing of FIGS. 1-5 in 3rd Embodiment.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. 1-5 is sectional drawing of the air conditioning unit 10 among the indoor units of the vehicle air conditioner of this embodiment, Comprising: The sectional view in each different blowing mode is shown. 1 to 5 indicate the respective directions when the air conditioning unit 10 is mounted on the vehicle. The same applies to the left and right arrows in the following drawings.

  The blowing mode is determined by the open / closed states of a plurality of blowing openings 11c to 11f, which will be described later. Specifically, the face mode shown in FIG. 1, the bi-level mode shown in FIG. 2, the foot mode shown in FIG. And a foot-diff mode shown in FIG. Details of each blowing mode will be described later.

  The indoor unit of the vehicle air conditioner is roughly classified into an air conditioning unit 10 and a blower unit (not shown) that blows air to the air conditioning unit 10 shown in FIGS. The air conditioning unit 10 is disposed at a substantially central portion in the vehicle width direction (left-right direction) inside the instrument panel (instrument panel) at the foremost part of the vehicle interior. On the other hand, the blower unit is arranged offset from the center to the passenger seat side inside the instrument panel.

  The blower unit includes an inside / outside air switching box that switches between outside air (outside air in the passenger compartment) and inside air (inside the passenger compartment), and a blower that blows air sucked through the inside / outside air switching box toward the inside of the passenger compartment. It is configured. This blower is an electric blower that drives a centrifugal multi-blade fan (sirocco fan) with an electric motor, and the number of rotations (the amount of blown air) is controlled by a control voltage output from an air conditioning control device described later.

  The air conditioning unit 10 has a case 11 that forms an outer shell of the air conditioning unit 10 and forms an air passage through which air flowing toward the vehicle interior (hereinafter referred to as blown air) flows. The case 11 is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent in strength.

  Further, the case 11 is composed of a plurality of divided parts, in which an evaporator 13, an air mix door 19, a heater core 15, a PTC heater 16, a foot door 21, a face-defroster door 22, etc., which will be described later, are accommodated. Thus, they are integrally coupled by a fastening means such as a metal spring clip or a screw.

  First, an air inlet space 12 is formed in a lowermost portion of the case 11 as shown by a broken line in FIGS. The air inlet space 12 is an inflow space into which the blown air blown from the blower of the blower unit described above flows into the air conditioning unit 10.

  An evaporator 13 is arranged above the air inlet space 12 immediately after the air flow downstream side of the air inlet space 12. The evaporator 13 is one of the components constituting the vapor compression refrigeration cycle (not shown), and serves as a temperature adjusting means for cooling the blown air by evaporating the low-pressure refrigerant in the refrigeration cycle and exerting an endothermic action. It is a functioning heat exchanger for cooling.

  The evaporator 13 is inclined so that the rear side of the heat exchange core surface (inflow surface or outflow surface of the blown air) is positioned below the front side of the vehicle. In addition, a drain water discharge port 11 a for discharging condensed water (drain water) generated in the evaporator 13 is provided on the lower side of the evaporator 13 and the vehicle rear side of the case 11.

  Further, on the vehicle upper side, which is the downstream side of the air flow of the evaporator 13, a heating cold air passage 14 a and a cold air bypass passage 14 b for flowing the cold air after passing through the evaporator 13 are formed. The cooling cool air passage 14a is an air passage that guides the cool air that has passed through the evaporator 13 in the direction of arrow A (from the vehicle lower side to the vehicle upper side) and leads to the heater core 15. Is formed.

  The heater core 15 has a high temperature engine cooling water circulating in an engine cooling water circuit (not shown) flowing therein to exchange heat between the engine cooling water and the cold air after passing through the evaporator 13 to reheat the cold air. It is a heat exchanger for heating that functions as: Furthermore, similarly to the evaporator 13, the heater core 15 is inclined so that the vehicle rear side of the heat exchange core surface is positioned below the vehicle front side.

  A PTC heater 16 for further heating the warm air that has passed through the heater core 15 is disposed on the vehicle upper side, which is the downstream side of the air flow of the heater core 15. The PTC heater 16 has a PTC element (positive characteristic thermistor), generates heat when electric power is supplied to the PTC element from the air conditioning control device, and functions as temperature adjusting means for further heating the air that has passed through the heater core 15. It is a heater.

  More specifically, the PTC heater 16 includes a holding plate that holds the PTC element, an electrode plate that supplies power to the PTC element, a heat exchange fin that promotes heat exchange between the PTC element and the blown air, and the like. Are formed in a substantially rectangular shape. Furthermore, the stacking direction of the holding plate, the electrode plate, and the heat exchange fin is arranged so as to be substantially parallel to the heat exchange core surface of the heater core 15.

  A guide wall 11b that is formed integrally with the case 11 and extends from the front side of the vehicle toward the rear side and the lower side of the vehicle is disposed on the upper side of the vehicle, which is the downstream side of the PTC heater 16. The guide wall 11b forms a hot air passage 17 that guides the hot air that has passed through the heater core 15 or the PTC heater 16 in the direction of arrow B (from the vehicle front side to the vehicle rear side and the lower side) to the mixing space 18. In addition, the vehicle is disposed over the entire vehicle width direction in the case 11.

  The mixing space 18 is a space that mixes the hot air that has passed through the hot air passage 17 and the cold air that has passed through the cold air bypass passage 14 b, and is disposed on the vehicle rear side and the lower side of the hot air passage 17. Further, the mixing space 18 communicates with a plurality of blowing openings 11c to 11f that allow the blown air blown into the vehicle interior to flow out of the case 11. The plurality of outlet openings 11c to 11f will be described later.

  On the other hand, the cold air bypass passage 14 b allows the cold air after passing through the evaporator 13 to flow in the direction of arrow C (from the vehicle lower side to the vehicle upper side and the rear side) so as to bypass the heater core 15 and the PTC heater 16, thereby mixing space 18. The air passage is made to flow into the vehicle, and is formed on the vehicle upper side of the evaporator 13 and on the vehicle rear side of the heater core 15 and the PTC heater 16.

  Further, as shown in FIGS. 1 to 5, on the downstream side of the air flow of the evaporator 13 and on the upstream side of the heater core 15, there are provided an amount of cold air passing through the heating cold air passage 14 a and a cold air bypass passage 14 b. An air mix door 19 that adjusts the air volume ratio with the cool air volume to be passed is arranged. The air mix door 19 is a slide that drives and displaces a plate-like portion 19a extending curvedly in an arc shape in a bending direction of the plate-like portion 19a by a not-shown servo motor for driving an air mix door via a gear mechanism 19b. Consists of doors.

  More specifically, in the air mix door 19 of the present embodiment, the opening on the cold air bypass passage 14b side is increased by moving (sliding) the plate-like portion 19a to the front side of the vehicle, and the cold air passage for heating is increased. The opening degree on the 14a side can be reduced. On the contrary, by moving the plate-like portion 19a to the vehicle rear side, the opening degree on the cold air bypass passage 14b side can be decreased and the opening degree on the heating cold air passage 14a side can be increased.

  Then, by adjusting the opening degree of the air mix door 19, the air volume ratio of the cold air (arrow C) and the hot air (arrow B) flowing into the mixing space 18 is adjusted, and the conditioned air mixed in the mixing space 18 is adjusted. The temperature is adjusted. The operation of the servo motor for driving the air mix door is controlled by a control signal output from the air conditioning control device.

  Next, on the most downstream side of the air flow in the case 11, various blowout openings 11 c to 11 f are formed through which the blown air whose temperature is adjusted in the mixing space 18 flows out from the case 11.

  Specifically, front seat foot openings 11c are formed on both side surfaces in the vehicle width direction of the case 11 directly above the mixing space 18 to allow the blown air to be blown out toward the feet of the front seat occupant. A rear seat foot opening 11d through which the blown air blown out toward the foot of the passenger on the rear seat side flows out at a substantially central portion in the vehicle width direction of the vehicle rear surface of the case 11 immediately after the mixing space 18. Is formed.

  These front seat and rear seat foot openings 11c and 11d are connected to the front seat side and rear seat side foot outlets via front and rear seat foot ducts (not shown), respectively. Then, air-conditioning air is blown out from these front seat side and rear seat side foot outlets toward the feet of the front seat occupant and the rear seat occupant, respectively.

  In addition, a defroster opening 11e through which blown air blown toward the vehicle window glass flows out is formed on the uppermost vehicle front side of the case 11. The defroster opening 11e is connected to a defroster outlet disposed in the vehicle compartment via a defroster duct (not shown), and conditioned air is blown from the defroster outlet toward the inner surface of the vehicle window glass.

  Furthermore, on the vehicle rear side of the defroster opening 11e on the upper surface of the case 11, a face opening 11f that allows the blown air blown toward the upper body of the occupant to flow out is formed adjacent to the defroster opening 11e. . The face opening portion 11f is connected to a face air outlet disposed in the vehicle compartment via a face duct (not shown), and air-conditioned air is blown out from the face air outlet toward the upper body of the occupant.

  As is clear from the above description, the mixing space 18 is disposed on the vehicle rear side with respect to the warm air passage 17 etc. in the air passage formed in the case 11, and further, the front seat and rear seat foot openings are provided. The parts 11 c and 11 d are arranged in the vicinity of the mixing space 18. On the other hand, the defroster opening 11 e and the face opening are formed on the vehicle front side of the upper surface of the case 11.

  Therefore, the defroster opening 11e and the face opening 11f are formed at positions farther from the mixing space 18 than the front seat and rear seat foot openings 11c and 11d. In other words, the defroster opening 11e and the face opening 11f of the present embodiment are arranged on the downstream side of the air flow in the ventilation passage in the case 11 with respect to the front seat and rear seat foot openings 11c and 11d. Yes.

  Therefore, in the present embodiment, an conditioned air passage 20 that guides conditioned air from the mixed space 18 to the defroster opening 11e and the face opening 11f is formed between the guide wall 11b and the upper surface of the case 11.

  Next, the front seat and rear seat foot openings 11c and 11d are opened and closed on the upstream side of the front and rear seat foot openings 11c and 11d in the case 11, and the conditioned air passage 20 is opened and closed. A foot door 21 is disposed to open and close the entrance portion. Further, a face-defroster door 22 that opens and closes the defroster opening 11e and the face opening 11f is disposed on the upstream side of the air flow of the defroster opening 11e and the face opening 11f.

  The foot door 21 and the face-defroster door 22 are blow opening opening / closing means constituting a blow mode door for switching the blow mode, and are linked to and linked to a blow mode door drive servomotor via a link mechanism (not shown). And rotated. The operation of the servo motor for driving the blowing mode door is controlled by a control signal output from the air conditioning control device.

  Specifically, for example, as shown in FIG. 3, when the foot door 21 is for the front seat and the rear seat foot openings 11c and 11d are fully opened, the inlet of the conditioned air passage 20 is fully closed. Therefore, in this state, the conditioned air does not flow out from the front seat and rear seat foot openings 11c and 11d, and does not flow from the mixing space 18 toward the defroster opening 11e and the face opening 11f.

  Conversely, for example, as shown in FIGS. 1 and 4, when the foot door 21 is for the front seat and the rear seat foot openings 11 c and 11 d are fully closed, the inlet of the conditioned air passage 20 is fully open. . Therefore, in this state, the conditioned air flows from the mixing space 18 toward the defroster opening 11e and the face opening 11f, and does not flow out from the front and rear foot openings 11c and 11d.

  For example, as shown in FIGS. 4 and 5, when the face-defroster door 22 fully opens the defroster opening 11e, the face opening 11f is fully closed, and the conditioned air flows out of the defroster opening 11e. However, it does not flow out of the face opening 11f. On the other hand, for example, as shown in FIGS. 1 and 2, when the face-defroster door 22 fully closes the defroster opening 11e, the face opening 11f is fully opened, and the conditioned air flows out of the face opening 11f. However, it does not flow out from the defroster opening 11e.

  Detailed configurations of the foot door 21 and the face-defroster door 22 will be described with reference to FIG. The foot door 21 and the face-defroster door 22 have the same basic configuration although the detailed dimensions are different. 6 shows an external perspective view of the foot door 21, and the configuration of the foot door 21 will be described in the following description.

  The foot door 21 is disposed on both ends of the vehicle in the vehicle width direction so as to be coaxial with each other, and is disposed on the radially outer side of the rotation shafts 21a and 21b so as to rotate and displace integrally with the rotation shafts 21a and 21b. It is composed of a rotary door having an outer peripheral door surface portion 21c and side wall surface portions 21d that are disposed at both ends of the outer peripheral door surface portion 21c in the rotation axis direction and connect the rotation shafts 21a, 21b and the outer peripheral door surface 21c.

  The side wall surface portion 21d is formed in a substantially fan shape when viewed from the direction of the rotation axis, and the rotation shafts 21a and 21b are respectively connected to the center position of the side wall surface portion 21d (the position of the fan). . Furthermore, the rotating shafts 21a and 21b protrude outward in the axial direction from the side wall surface portion 21d, and are rotatably supported by bearing holes (not shown) formed on both side surfaces of the case 11 in the vehicle width direction of the case 11, respectively. Yes.

  The outer peripheral door surface portion 21c has an axially vertical cross section formed in a substantially arc shape, and the radial distance from the axial center of the rotating shafts 21a and 21b to the outer peripheral door surface portion 21c is substantially constant over the entire axial direction. Is formed. Furthermore, the outer peripheral side of the side wall surface part 21d is connected to the inner peripheral side of both axial ends of the outer peripheral door surface part 21c. Thereby, the ventilation resistance of the ventilation air which distribute | circulates the inner side space of the outer peripheral door surface part 21c is suppressed so that a rotating shaft may not be penetrated to the inner side space of the outer peripheral door surface part 21c.

  In the present embodiment, as shown in FIG. 6, the strength of the side wall surface portion 21d is improved by slightly bending the side wall surface portion 21d inward in the rotation axis direction. Further, U-shaped lip seals 21f and 21g are joined to both ends in the rotational direction (displacement direction) of the outer peripheral door surface portion 21c along the shape of the outer peripheral door surface portion 21c when viewed from the rotational direction. .

  The lip seals 21f and 21g come into contact with the contact ribs provided in the case 11 when the foot door 21 fully opens or closes the front seat and rear seat foot openings 11c and 11d. This is a sealing member for preventing the blown air from leaking from the contact portion between the case 11 and the case 11.

  In the present embodiment, the rotating shafts 21a and 21b, the outer peripheral door surface portion 21c and the side wall surface portion 21d are formed of the same resin (for example, polypropylene) as the case 11, and the lip seals 21f and 21g are made of a thermoplastic resin at a high temperature. It is possible to mold and is formed of a thermoplastic elastomer that exhibits rubber elasticity at room temperature.

  Then, the foot door 21 is formed by integrally forming the rotary shafts 21a and 21b, the outer peripheral door surface portion 21c, the side wall surface portion 21d and the lip seals 21f and 21g by injection molding. The basic configuration is the same for the face-defroster door 22. Therefore, in FIG. 6, the reference numerals of the components in the face-defroster door 22 are shown in parentheses.

  Next, the positional relationship between the foot door 21 and the front and rear seat foot openings 11c and 11d will be described with reference to FIG.

  FIG. 7 is a schematic DD cross-sectional view of FIGS. As described above, the front seat foot opening 11c is formed on both sides of the case 11 in the vehicle width direction, and thus is disposed on the axially outer side than the side wall surface portion 21d of the foot door 21. The rear seat foot opening 11 d is formed at a substantially central portion in the vehicle width direction (axial direction) of the vehicle rear surface of the case 11, and is disposed on the outer side in the radial direction from the outer peripheral door surface portion 21 c of the foot door 21. Yes.

  Further, on the vehicle rear side of the foot door 21 in the case 11, when the conditioned air flows out of the mixed space 18 through the rear seat foot opening 11d, the conditioned air is more rotated than the side wall surface portion 21d by the rotating shafts 21a and 21b. A partition wall 11g that leads to the rear seat foot opening 11d side (axial center side) is arranged after being led to the outside in the axial direction.

  The partition wall 11g is formed integrally with the case 11, and when the foot door 21 closes the front seat and rear seat foot openings 11c and 11d as shown in FIGS. 21 is disposed on the outer peripheral side below the outer peripheral door surface portion 21c and extends in the vehicle width direction.

  Further, as shown in FIG. 7, on the both ends of the partition wall 11g in the vehicle width direction, when the foot door 21 opens the front seat and rear seat foot openings 11c and 11d, the mixed space 18 and the rear seat are used. A communication gap 11h that communicates with the foot opening 11d is formed. Therefore, when the foot door 21 opens the front seat and rear seat foot openings 11c and 11d, conditioned air flows as shown by an arrow E in FIG.

  Here, the temperature distribution of the conditioned air in the mixed space 18 will be described. In the mixing space 18, the cold air that has passed through the evaporator 13 and the warm air that has passed through the heater core 15 or the PTC heater 16 flowing from different directions are mixed, so it is difficult to uniformly mix the cold air and the hot air. Therefore, a temperature distribution occurs in the conditioned air in the mixed space 18.

  Further, according to the examination by the inventors, it has been found that in the mixed space 18, a temperature distribution is generated in which the temperature of the conditioned air at both ends in the vehicle width direction is higher than the temperature of the conditioned air at the center side. The reason is that cold air has higher density and higher inertial force than hot air. In other words, cold air with higher inertia and higher straightness than hot air travels to push the hot air toward both ends in the width direction of the vehicle. It becomes higher than the temperature of the conditioned air.

  Next, the electric control part of the vehicle air conditioner of this embodiment will be described. The air conditioning control device (not shown) is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processes based on an air conditioning control program stored in the ROM. It controls the operation of various electric actuators such as the electric motor of the blower unit connected to the output side, the servo motor for driving the air mix door, and the servo motor for driving the blowout mode door.

  In addition, on the input side of the air conditioning control device, various air conditioning sensor groups (not shown) such as an inside air temperature sensor that detects the temperature inside the vehicle, an outside air temperature sensor that detects the outside air temperature, and a solar radiation sensor that detects the amount of solar radiation Further, an operation panel (not shown) disposed near the instrument panel in front of the vehicle interior is connected, and detection signals from various air conditioning sensor groups and operation signals from various air conditioning operation switches are input.

  Next, the operation of this embodiment in the above configuration will be described. When the operation signal of the vehicle air conditioner is input from the operation panel in the vehicle operating state, the air conditioning control device executes the air conditioning control program. When the air conditioning control program is executed, the detection signal detected by the air conditioning sensor group and the operation signal of the operation panel are read, and based on these signals, the target outlet temperature TAO of the vehicle compartment outlet air is calculated. The

  Further, the air conditioning control device determines the control state of the electric motor of the blower unit, the servo motor for driving the air mix door, the servo motor for driving the blow mode door, and the like based on the target blowing temperature TAO, and the determined control state is Control signals are output to various actuators so as to be obtained. Then, the routine of reading the detection signal and the operation signal → calculating TAO → determining a new control state → outputting the control signal is repeated.

  Specifically, for the electric motor of the blower unit, the control voltage output to the electric motor in the extremely low temperature range (maximum cooling range) and the extremely high temperature range (maximum heating range) of the TAO is maximized, and the amount of air blown into the vehicle interior is set. Control is made near the maximum amount, and the amount of air blown into the passenger compartment is reduced as TAO approaches the intermediate temperature range. The PTC heater 16 is energized when the outside temperature is equal to or lower than a predetermined reference outside temperature.

  As for the servo motor for driving the air mix door, based on the target blow temperature TAO and the detection signals detected by the air conditioning sensor group, the air mix door 19 is based on the evaporator blow air temperature Te, the engine coolant temperature Tw, and the like. Determine the target opening. For the blowout mode door drive servomotor, the blowout mode is sequentially switched from the face mode to the bilevel mode to the foot mode as the TAO rises from the low temperature range to the high temperature range.

  The face mode is a mode in which air-conditioned air is blown from the face air outlet toward the upper body side of the occupant, and is an air outlet mode that is selected mainly during cooling in summer. In this face mode, as shown in FIG. 1, the foot door 21 is for the front seat and the rear seat foot openings 11c and 11d are fully closed, and the face-defroster door 22 is the fully closed defroster opening 11e. At the same time, the face opening 11f is fully opened.

  The bi-level mode is a mode in which conditioned air is blown out from the face outlet toward the upper body of the occupant and at the same time, conditioned air is blown out from the front and rear foot outlets toward the occupant's feet. It is a blowing mode selected in the middle temperature season of spring and autumn. In this bi-level mode, as shown in FIG. 2, the face-defroster door 22 fully closes the defroster opening 11e, with the front and rear seat foot openings 11c, 11d and the conditioned air passage 20 opened halfway. At the same time, the face opening 11f is fully opened.

  The foot mode is a mode in which air-conditioning air is blown out from the front seat side and rear seat side foot outlets toward the feet of the occupants, and is a blowout mode that is mainly selected during heating in winter. In this foot mode, as shown in FIG. 3, the foot door 21 fully opens the front seat and rear seat foot openings 11c and 11d.

  Furthermore, in the vehicle air conditioner of the present embodiment, the occupant can switch to the defroster mode and the foot-diff mode by turning on (ON) the defroster switch on the operation panel.

  The defroster mode is a blowing mode for preventing window fogging by blowing conditioned air from the defroster outlet toward the inner surface of the vehicle window glass. In the defroster mode, as shown in FIG. 4, the foot door 21 has the front and rear seat foot openings 11c and 11d fully closed, and the face-defroster door 22 has the defroster opening 11e fully opened. The face opening 11f is fully closed.

  In the foot-def mode, the front seat side, the rear seat side foot outlet and the defroster are used in order to prevent window fogging when heating of the vehicle interior is required, such as when the outside air temperature is lower than a predetermined temperature. This is a blowout mode in which conditioned air is blown from the blowout port. In the foot-diff mode, as shown in FIG. 5, the foot door 21 is for the front seat and the rear seat foot openings 11c and 11d are in a half-open state, and the face-defroster door 22 is in a fully open state for the defroster opening 11e. The face opening 11f is fully closed.

  As described above, in the vehicle air conditioner of the present embodiment, appropriate air conditioning in the vehicle interior is performed by switching between various blowout modes in accordance with detection signals from various air conditioning sensor groups and operation signals from various air conditioning operation switches. Can be realized. Moreover, since the rotary door is employ | adopted as the foot door 21 and the face-defroster door 22, the rotational operation force of the rotating shaft at the time of opening and closing a blowing opening part can be reduced with respect to the case where a cantilever door etc. are employ | adopted. .

  In addition, since the plurality of (four in this embodiment) outlet openings 11c to 11f are opened and closed by two rotary doors, the vehicle air conditioner that opens and closes the plurality of outlet openings by one rotary door is provided. On the other hand, it is possible to improve the design freedom of the layout of each outlet opening and to reduce the size of each rotary door, thereby suppressing an increase in the size of the entire vehicle air conditioner.

  Further, in the vehicle air conditioner of the present embodiment, the temperature-adjusted air in the mixing space 18 by the partition wall 11g is more than in the side wall surface portion 21d of the foot door 21 in the bi-level mode, the foot mode, and the foot-def mode. After being guided to the outside in the axial direction of the rotation shafts 21a and 21b (that is, the front seat foot opening 11c side), it can be guided to the rear seat foot opening 11d side.

  Therefore, even if a temperature distribution is generated in the air in the mixing space 18, air having the same temperature as the air flowing out from the front seat foot opening 11c can be guided to the rear seat foot opening 11d. As shown in FIG. 4, there is a temperature difference between the temperature of the air blown toward the feet of the occupant on the front seat side and the air blown toward the feet of the occupant on the rear seat side, compared to the conventional technology. Can be suppressed.

  FIG. 8A shows the temperature in the front seat of the vehicle interior and the rear seat side of the vehicle interior with respect to the change in the opening SW of the air mix door 19 when the vehicle air conditioner of the present embodiment is in the foot mode. It is the graph which showed the change of temperature, (b) is a graph equivalent to a prior art.

  In FIG. 8, the opening degree SW = 0 (%) of the air mix door 19 is the maximum cooling position in which the cold air bypass passage 14b side is fully opened and the heating cold air passage 14a side is fully closed. = 100 (%) is the maximum heating position where the cold air bypass passage 14b side is fully closed and the heating cold air passage 14a side is fully open.

  Further, in FIG. 8, in order to reliably verify the temperature difference suppression effect by the vehicle air conditioner of the present embodiment, the temperature in the front seat side and the rear seat side of the vehicle interior are 2 locations on the driver seat side and 2 on the passenger seat side, respectively. It is measured at a point.

  Further, in the vehicle air conditioner of the present embodiment, the conditioned air flowing out from the front seat foot opening 11c and the rear seat foot opening 11d in the bi-level mode is generated at both ends of the mixing space 18 in the vehicle width direction. The conditioned air having a relatively high temperature and flowing out from the face opening 11 f becomes the conditioned air having a relatively low temperature on the center side in the vehicle width direction in the mixed space 18. Accordingly, it is possible to realize the appropriate air conditioning of the cold head heat type.

(Second Embodiment)
In the present embodiment, an example in which the configuration of the foot door 31 is changed as shown in FIG. 9 and the shape of the partition wall 11g is changed as shown in FIG. 10 with respect to the first embodiment will be described. 9 is an external perspective view of the foot door 31 of the present embodiment, which corresponds to FIG. 6 of the first embodiment, and FIG. 10 is a schematic D of the air conditioning unit 10 of the present embodiment. -D is a cross-sectional view corresponding to FIG. 7 of the first embodiment.

  Specifically, as shown in FIG. 9, the foot door 31 of the present embodiment has the same rotary shafts 31a and 31b, the outer peripheral door surface portion 31c, the side wall surface portion 31d, and the lip seal 31f as the foot door 21 of the first embodiment. , 31g and the like.

  Further, the outer peripheral door surface portion 31c of the foot door 31 has a central door surface portion 31h positioned on the axially central side and end side door surface portions 31i positioned on both axial end sides. The axial direction end part and the axial direction edge part of the end part side door surface part 31i are connected by the 2nd side wall surface part 31j.

  The center-side door surface portion 31h and the end-side door surface portion 31i each have a substantially arc-shaped cross section in the axial direction, and the radial distance from the center of the rotation shafts 31a and 31b to the center-side door surface portion 31h is It is formed longer than the radial distance from the shaft center of the rotating shafts 31a, 31b to the end portion side door surface portion 31i. Furthermore, the 2nd side wall surface part 31j which connects the center side door surface part 31h and the edge part side door surface part 31i has spread in parallel with the side wall surface part 31d.

  On the other hand, as shown in FIG. 10, both end side wall portions 11i extending in parallel to the second side wall surface portion 31j are provided on both ends in the vehicle width direction of the partition wall 11g of the case 11. Therefore, in the case 11, a gap space F surrounded by the central door surface portion 31h, the second side wall surface portion 31j, and the partition wall 11g (both side wall portions 11i) is formed.

  Other configurations and operations are the same as those in the first embodiment. Therefore, according to the vehicle air conditioner of the present embodiment, appropriate vehicle interior air conditioning can be realized by switching between various blowing modes. That is, in the bi-level mode, the foot mode, and the foot-diff mode, the temperature between the air blown toward the feet of the front passenger and the air blown to the feet of the rear passenger It is possible to suppress the occurrence of a temperature difference.

  Furthermore, in the vehicle air conditioner of the present embodiment, in the bi-level mode, the temperature of the conditioned air flowing out from the front seat foot opening 11c and the rear seat foot opening 11d and the conditioned air flowing out from the face opening 11f. The difference can be easily adjusted, and a more appropriate head cold foot type air conditioning can be realized.

  That is, as described above, the conditioned air in the mixed space 18 has a temperature distribution in which the temperature at both ends in the vehicle width direction is higher than the temperature of the conditioned air at the center side. For this reason, the conditioned air in the mixing space 18 having a relatively low temperature tends to flow into the inner space and the gap space F of the outer peripheral door surface portion 31 c of the foot door 31.

  At this time, since the partition wall 11g of the present embodiment is provided with both end side wall portions 11i, air flows from the gap space F formed between the foot door 31 and the partition wall 11g to the shafts of the rotary shafts 31a and 31b. It is possible to suppress the outflow to the outside in the direction, and to reliably guide the conditioned air flowing into the gap space F to the face opening 11f side.

  Furthermore, by adjusting the volume of the gap space F, the amount of cold air guided to the face opening 11f side can be easily adjusted. Therefore, in this embodiment, the radial distance from the axial center of the rotary shafts 31a and 31b to the central door surface portion 31h and the radial distance from the end door surface portion 31i are different from each other, so that the volume of the clearance space F can be easily set. It can be changed to.

  As a result, it becomes possible to adjust the air volume of the relatively low temperature air-conditioning air guided from the gap space F to the face opening 11f side, and it is possible to realize an appropriate head-and-foot heat type air-conditioning that meets the needs of the user. .

  For example, as shown in FIG. 11A, if the radial distance X from the outer peripheral surface of the central door surface portion 31h to the inner peripheral surface of the partition wall 11g is about 5 mm, as shown in FIG. When the radial distance X is 3 mm, the temperature difference between the temperature of the air blown toward the passenger's foot and the air blown toward the passenger's upper body is 4 ° C to 5 ° C. It can be expanded by about ℃.

(Third embodiment)
In the present embodiment, the shape of the end side door surface portion 31i of the foot door 31 is changed as shown in FIG. 12, and the shape of the partition wall 11g is changed as shown in FIG. An example will be described. 12 is an external perspective view of the foot door 31 of the present embodiment, which corresponds to FIG. 6 of the first embodiment, and FIG. 13 is a schematic D of the air conditioning unit 10 of the present embodiment. -D is a cross-sectional view corresponding to FIG. 7 of the first embodiment.

  Specifically, in the foot door 31 of the present embodiment, as shown in FIG. 12, the end-side door surface portion 32i of the outer peripheral door surface portion 32c extends from the axial center of the rotation shafts 32a and 32b to the end-side door surface portion 32i. It is formed in a shape (so-called taper shape) in which the radial distance gradually decreases toward the end in the rotation axis direction.

  On the other hand, as shown in FIG. 13, the shape of the partition wall 11g of the case 11 that extends along the end-side door surface portion 32b on both ends in the vehicle width direction (that is, the same tapered shape as the end-side door surface portion 32i). Both end side wall portions 11i are provided.

  Other configurations and operations are the same as those of the second embodiment. Therefore, according to the vehicle air conditioner of the present embodiment, appropriate vehicle interior air conditioning can be realized by switching between various blowing modes. That is, in the bi-level mode, the foot mode, and the foot-diff mode, the temperature between the air blown toward the feet of the front passenger and the air blown to the feet of the rear passenger It is possible to suppress the occurrence of a temperature difference.

  Further, in the vehicle air conditioner of the present embodiment, as in the second embodiment, in the bi-level mode, the conditioned air flowing out from the front seat foot opening 11c and the rear seat foot opening 11d and the face opening 11f. Therefore, it is possible to easily adjust the temperature difference from the air-conditioning air flowing out from the air, and to realize an appropriate head-and-foot heat type air-conditioning that meets user needs.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows.

  In the above-described embodiment, the air mix door 19 is rotated by the air mix door driving servo motor, and the foot door 21 and the face-defroster door 22 are rotated by the blow mode door driving servo motor. In addition, a manual method in which these doors are directly rotated by a passenger's manual operation force may be employed.

  In addition, in the second and third embodiments described above, the face-defroster door 22 is not mentioned, but the same face-defroster door 22 as in the first embodiment may be adopted, and the same as the foot door 31 may be adopted. A shaped face-defroster door 22 may be employed.

  Further, in the above-described embodiment, the example in which the evaporator 13, the heater core 15, and the PTC heater 16 are employed as the temperature adjustment unit has been described. However, the temperature adjustment unit is not limited thereto. For example, the PTC heater 16 may be abolished, a heating heat exchanger different from the engine cooling water and a heat source may be provided, or the PTC heater 16 may be eliminated.

11 Case 11c Front seat foot opening 11d Rear seat foot opening 11f Face opening 11g Partition wall 11h Both side walls 13 Evaporator 15 Heater core 16 PTC heater 21, 31 Foot doors 21a, 21b, 31a, 31b Rotating shaft 21c, 31c Outer peripheral door surface portion 21d, 31d Side wall surface portion 31h Center side door surface portion 31i End side door surface portion 31j Second side wall surface portion

Claims (6)

A case (11) that forms an air passage through which air flows toward the passenger compartment;
A temperature adjusting means (13, 15, 16) disposed in the case (11) for adjusting the temperature of the air;
Blowing opening opening / closing means (21, 31) formed on the case (11) for opening and closing a plurality of blowing openings (11c, 11d, 11f) for allowing the air to flow out,
The blowout opening / closing means is arranged on the outer peripheral side of the rotating shaft (21a, 21b, 31a, 31b) and the rotating shaft (21a. 21c, 31c), and side wall surface portions that are arranged at both ends of the outer peripheral door surface portions (21c, 31c) in the rotation axis direction and connect the rotation shafts (21a ... 31b) and the outer peripheral door surface portions (21c, 31c). (21d, 31d) is composed of rotary doors (21, 31),
As the plurality of blowing openings, the front seat foot opening (11c) for letting out the air blown toward the feet of the passenger on the front seat side and the feet of the passenger on the rear seat side are blown out. A vehicle air conditioner provided with a rear seat foot opening (11d) through which air flows out,
Of the front-seat foot opening (11c) and the rear-seat foot opening (11d), one of the openings (11c) is more rotatable than the side wall surface parts (21d, 31d) than the rotation shaft (21a ... 31b). The other opening (11d) is arranged radially outside the rotating shaft (21a ... 31b) with respect to the outer peripheral door surface (21c, 31c),
Further, the rotary door (21, 31) is disposed between the rotary door (21, 31) and the other opening (11d), and the rotary door (21, 31) is connected to the front seat foot opening (11c) and the rear seat. When the foot opening (11d) is opened, the air whose temperature has been adjusted by the temperature adjusting means (13... 16) is moved more to the rotating shaft (21a... 31b) than to the side wall surface portions (21d, 31d). A vehicle air conditioner comprising a partition wall (11g) guided to the other opening (11d) side after being guided outward in the axial direction. Further, as the plurality of blowing openings, a face opening (11f) for allowing the air blown toward the upper body of the occupant to flow out is provided,
The face opening (11f) is disposed on the downstream side of the air flow with respect to the front seat foot opening (11c) and the rear seat foot opening (11d),
The rotary door (31) includes, as the outer peripheral door surface portion (31c), a central door surface portion (31h) positioned on the axially central side of the rotation shaft (31a, 31b) and the rotation shaft (31a, 31b). Having an end side door surface portion (31i) positioned at both axial ends;
The radial distance from the axial center of the rotating shaft (31a, 31b) to the central door surface portion (31h) is longer than the radial distance from the axial center to the end door surface portion (31i). The vehicle air conditioner according to claim 1, wherein   The axial end portion of the central door surface portion (31h) and the axial end portion of the end portion door surface portion (31i) are connected by a second side wall surface portion (31j) extending in parallel with the side wall surface portion (31d). The vehicle air conditioner according to claim 1, wherein the vehicle air conditioner is provided.   The vehicle air conditioner according to claim 3, wherein both end portions of the partition wall (11g) are provided with both end side wall portions (11h) extending in parallel with the second side wall surface portion (31j). .   The radial distance from the axial center of the rotating shaft (31a, 31b) to the end portion side door surface portion (31i) is gradually reduced toward the rotating shaft direction end portion side. Item 3. The vehicle air conditioner according to Item 1 or 2.   6. The vehicle air conditioner according to claim 5, wherein both end side walls (11 h) extending along the end-side door surface portion (31 i) are provided on both ends of the partition wall (11 g). apparatus.

Images