JP4016906B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to an air conditioning unit including a heating heat exchanger and a cooling heat exchanger for exchanging heat with air blown into a passenger compartment in a vehicle air conditioner.

  As a vehicle air conditioner, the air volume ratio between the warm air passing through the heating exchanger and the cold air bypassing the heating heat exchanger is adjusted between the heating heat exchanger and the cooling heat exchanger. There is known one in which a temperature adjustment door (air mix door) is arranged (see Patent Documents 1 and 2).

  In the technique disclosed in Patent Document 1, as shown in FIG. 3, the length of the temperature adjustment door 16 is shortened to narrow the interval between the cooling heat exchanger 12 and the heating heat exchanger 13.

Moreover, in the technique disclosed by patent document 2, as shown in FIG. 4, the heat exchanger 13 for heating is made to incline the upper end part of the heat exchanger 13 for heating to back side (right direction of FIG. 4). It arrange | positions in the position away from the heat exchanger 12 for cooling, and the length of the temperature control door 16 is formed large.
JP 2001-150923 A Japanese Patent Laid-Open No. 10-166838

  However, in the prior art disclosed in Patent Document 1, it is not possible to reduce the size of the entire air conditioning unit in the side-by-side direction of the cooling heat exchanger 12 and the heating heat exchanger 13 (the left-right direction in FIG. 3), that is, the vehicle longitudinal direction. Although the temperature adjustment door 16 is shortened, the area of the inlet ventilation path 18a of the heating heat exchanger 13 is necessarily reduced. As a result, the pressure loss of the ventilation path on the heating heat exchanger 13 side increases, so the amount of warm air blown into the passenger compartment decreases. Moreover, in the prior art by patent document 1, although the pressure loss of the ventilation path by the side of the heat exchanger 13 for heating can be reduced by expanding the area of the inlet ventilation path 18a of the heat exchanger 13 for heating, an air-conditioning unit The whole becomes large in the longitudinal direction of the vehicle.

  In addition, when the temperature adjusting door 16 that rotates around the rotating shaft 16a is moved and the inlet ventilation path 18a is fully closed, the cold air to be bypassed becomes the maximum air flow. However, in order to ensure a predetermined air flow, It is necessary to reduce the pressure loss of the ventilation path on the heat exchanger 12 side.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle air conditioner capable of reducing the size of an air conditioning unit and ensuring heating and cooling performance. It is in.

According to claim 1 of the present invention, a heat exchanger for heating that heats air flowing toward the passenger compartment, a cold air bypass passage that bypasses the heat exchanger for heating and through which cool air flows, and air for the heat exchanger for heating A first inlet ventilation path that opens to a portion on the cold air bypass passage side on the upstream side of the flow and an air flow upstream side of the heat exchanger for heating that opens to a portion that is farther from the cold air bypass passage than the first inlet ventilation passage In addition, the second inlet ventilation path formed smaller than the ventilation path area of the first inlet ventilation path, the first rotation axis, and rotating around the first rotation axis, the cold wind bypass path and the first inlet ventilation are provided. A first door means for opening and closing the path; a second door means having a second rotation axis; and opening and closing the second inlet ventilation path by rotating about the second rotation axis ; a first inlet ventilation path; Arranged between the two entrance vents And a partition wall, which is,
The partition wall is configured as an air guide member that guides an air flow led from the first inlet ventilation path and the second inlet ventilation path to the heat exchanger for heating, and at the downstream end of the air flow of the partition wall Is formed with a curved surface covering the second rotating shaft of the second door means,
In the maximum heating position where the first inlet ventilation path and the second inlet ventilation path are fully opened, the second door means is disposed at a position along the partition wall .

  As a result, the first door means and the second door means are used in combination to adjust the air volume ratio between the amount of hot air passing through the heat exchanger for heating and the amount of cold air passing through the cold air bypass passage. The temperature of the air blown into the room is adjusted. Furthermore, by dividing the ventilation path area required by one door means for temperature adjustment into a plurality of door means, each ventilation path area can be reduced. Therefore, since the length of the plurality of door means can be reduced, the size of the air conditioning unit can be effectively reduced in size.

  Further, even if the area of each ventilation path is small, the total ventilation path area when the first door means and the second door means are used together can be increased as compared with a single conventional door means. . Thereby, as an inlet ventilation path which guides the air which passes the heat exchanger for heating, the total ventilation path area of the 1st entrance ventilation path by the 1st door means and the 2nd door means and the 2nd entrance ventilation path can be expanded. Therefore, since the passing air volume of the heat exchanger for heating is ensured, the heating performance can be ensured.

  Furthermore, of the first door means and the second door means that are used together for temperature adjustment, the air passage area of the first door means related to the air passage area of the cold air bypass passage that determines the amount of cold air that affects the cooling performance. Since it is formed larger than the ventilation path area by the second door means, it is possible to secure the passing air amount of the cooling exchanger passing through the cold air bypass passage. Therefore, since the maximum amount of cooling air when the cooling air bypass passage is fully opened by the first door means is secured, the cooling performance can be secured.

  According to Claim 2 of this invention, the rotating shaft of the said 1st door means is arrange | positioned above the said heat exchanger for heating.

  Thereby, the length of the first door means can be expanded beyond the gap between the cooling heat exchangers and the heating heat exchangers arranged side by side, that is, the amount of air passing through the cold air bypass passage can be increased.

According to claim 1 of the present invention, the partition wall is disposed between the first inlet ventilation path and the second inlet ventilation path, and the partition wall is used for heating from the first inlet ventilation path and the second inlet ventilation path. The air guide member is configured to guide an air flow guided to the heat exchanger.

  As a result, the partition walls separating the first inlet ventilation path and the second inlet ventilation path guide the respective air flowing through the first inlet ventilation path and the second inlet ventilation path to be uniform throughout the heating heat exchanger. Can lead to.

According to a third aspect of the present invention, when the first door means is in the maximum cooling position where the first inlet ventilation path is fully closed and the cold air bypass passage is fully opened, the second door means is fully closed. When the first door means is in the maximum heating position in which the first inlet air passage is fully opened and the cold air bypass passage is fully closed, the second door means is fully opened in the second inlet air passage, and the first door means is at the maximum. When moving from the cooling position toward the maximum heating position, the second door means moves from the fully closed position of the second inlet ventilation path toward the fully open position.

  According to this, for example, by changing the opening degree of the first door means and the second door means continuously in conjunction with each other, the temperature of the air blown into the passenger compartment is changed according to the change in the opening degree of the first door means and the second door means. Can be changed continuously. Therefore, it is possible to easily secure control characteristics such as linearity related to the controllability of the vehicle interior blown air temperature control.

According to claim 4 of the present invention, when the first door means is in the maximum cooling position where the first inlet ventilation path is fully closed and the cold air bypass passage is fully opened, the second door means is fully closed. The second door means fully opens the second inlet ventilation path only when the first door means is in the maximum heating position where the first inlet ventilation path is fully opened and the cold air bypass passage is fully closed. When moving from the maximum cooling position toward the maximum heating position, the second door means may maintain a fully closed position or a predetermined opening position of the second inlet ventilation path. According to this, both the first inlet ventilation path and the second inlet ventilation path are fully opened at the maximum heating position, and air is guided from both the inlet ventilation paths to the heat exchanger for heating, so that the maximum heating capacity is satisfactorily exhibited. be able to.

  Furthermore, the second door means serves as an auxiliary role for the first door means from the ventilation path area, and the opening degree control of the second door means can be simplified.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a vehicle air conditioner according to the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view of the air conditioning unit of the vehicle air conditioner according to the present embodiment. FIG. 2 is a cross-sectional view showing a maximum heating state in the air conditioning unit of FIG. FIG. 1 shows the maximum cooling state in the air conditioning unit. The indoor unit portion of the vehicle air conditioner according to the present embodiment is roughly divided into two parts: an air conditioning unit 10 and a blower unit (not shown) that blows air to the air conditioning unit 10.

  The air conditioning unit 10 is disposed at a substantially central portion in the vehicle width (left and right) direction inside the instrument panel (not shown) in the front of the vehicle interior. The air-conditioning unit 10 is arranged in the mounting direction indicated by the arrows in FIG. On the other hand, the blower unit (not shown) is arranged offset from the center part to the passenger seat side in the inside of the instrument panel in the front part of the passenger compartment. As is well known, the blower unit includes an inside / outside air switching box for switching between outside air (vehicle compartment outside air) and inside air (vehicle compartment air), and a centrifugal blower that sucks and blows air through the inside / outside air switching box.

  The air conditioning unit 10 has an air conditioning case 11 made of resin, and an air passage through which air flows into the vehicle interior is formed inside the air conditioning case 11. The air-conditioning case 11 is specifically configured by integrally fastening a left-side divided case and a right-side divided case that are divided into left and right at a dividing surface at the center in the vehicle width direction.

  In the air conditioning case 11, as shown in FIG. 1, both an evaporator 12 as a cooling heat exchanger and a heater core 13 as a heating heat exchanger are integrally incorporated. An air inlet space 14 is formed in the most front portion of the air conditioning case 11. Blowing air flows into the air inlet space 14 from the scroll casing outlet of the centrifugal blower of the blower unit.

  In the air conditioning case 11, as shown in FIG. 1, the evaporator 12 is disposed substantially vertically at a portion immediately after the air inlet space 14. As is well known, this evaporator 12 absorbs the latent heat of evaporation of the refrigerant in the refrigeration cycle from the conditioned air and cools the conditioned air. And the heater core 13 is arrange | positioned in parallel with the predetermined space | interval in the air flow downstream of the evaporator 12, ie, the vehicle rear side, with the predetermined space | interval (refer FIG. 1). The air flowing into the air inlet space 14 in the air conditioning case 11 passes through the evaporator 12 and the heater core 13 in this order, and flows from the vehicle front side to the vehicle rear side. In addition, specifically, the heater core 13 may be inclined and disposed so that the upper end portion thereof is located on the vehicle front side relative to the lower end portion, in other words, on the evaporator 12 side (air flow upstream side).

  The heater core 13 reheats the cold air that has passed through the evaporator 12, and hot water (cooling water) flows from an internal combustion engine mounted on a vehicle (not shown) into the heater core 13, and heats the air using this hot water as a heat source. To do. The heater core 13 has a known configuration in which tank portions 13b and 13c are arranged on both upper and lower sides of a heat exchanging core portion 13a constituted by flat tubes and corrugated fins.

  As shown in FIG. 1, a cold air bypass passage 15 that bypasses the heater core 13 and passes cold air is formed above the heater core 13. On the other hand, between the evaporator 12 and the heater core 13, a first temperature adjustment door 16 and a second temperature adjustment door 17, which are flat plate doors, are disposed so as to be rotatable about the rotation shafts 16 a and 17 a, respectively. Yes.

  Here, the first temperature adjustment door 16 corresponds to a door generally referred to as an air mix door, and the rotating shaft 16 a is disposed immediately above the upper end of the heater core 13. The first temperature adjustment door 16 rotates in the vertical direction about the rotation shaft 16a. The rotating shaft 17a of the second temperature adjusting door 17 is disposed on the upstream side (vehicle front side) of the air flow on the lower end side of the heater core 13, and the second temperature adjusting door 17 rotates in the vertical direction around the rotating shaft 17a. To do.

  A first inlet air passage 18a and a second inlet air passage 18b are arranged in parallel in the vertical direction on the upstream side (vehicle front side) of the heat exchanging core portion 13a of the heater core 13. That is, the first inlet ventilation path 18a is disposed at a position closer to the upper side (the part on the cold air bypass passage 15 side) on the upstream side of the air flow of the heat exchange core portion 13a of the heater core 13, and the second inlet ventilation path 18b is the heater core. 13 at the upstream side of the air flow of the heat exchanging core portion 13a (located on the side away from the cold air bypass passage 15).

  In addition, the 1st inlet ventilation path 18a is arrange | positioned so that it may open to the site | part by the side of the cold wind bypass channel 15. The second inlet ventilation path 18b is disposed so as to open to a portion on the side farther from the cold air bypass path 15 than the first inlet ventilation path 18a.

  As shown in FIG. 1, the contact surface 19 at the tip of the first temperature adjustment door 16 and the second temperature are provided between the upper first inlet ventilation passage 18a and the lower second inlet ventilation passage 18b. A partition wall 19 having a curved surface 19b covering the rotating shaft 17a of the adjustment door 17 is disposed. The partition wall 19 is formed integrally with the air conditioning case 11 and guides the passing air flowing through the first inlet ventilation path 18a and the second inlet ventilation path 18b, respectively, so that the heat exchanging core portion 13a of the heater core 12 is formed. It plays the role of the air guide member which makes air flow uniformly into the whole up-and-down direction.

  Therefore, the partition wall 19 extends over the entire region in the vehicle width direction (perpendicular to the plane of FIG. 1) inside the air conditioning case 11 and from the vehicle front side end (evaporator side end) of the partition wall 19 to the vehicle rear side end. It arrange | positions so that it may incline diagonally downward toward a part (heater core side edge part).

  The rotating shaft 16a of the first temperature adjusting door 16 and the rotating shaft 17a of the second temperature adjusting door 17 are both rotatably supported by bearing holes (not shown) on the left and right wall surfaces of the air conditioning case 11. And one end part of both rotating shaft 16a, 17a protrudes the exterior of the air-conditioning case 11, and is connected to a temperature adjustment operation mechanism via the link mechanism which is not shown in figure, The 1st temperature adjustment door 16 and this temperature adjustment operation mechanism are connected. The second temperature adjustment door 17 is rotated in conjunction with it.

  This temperature adjustment operation mechanism is composed of an electric drive mechanism using a servo motor, and rotates the first temperature adjustment door 16 and the second temperature adjustment door 17 by the rotational power of the servo motor. In addition, you may use the manual type thing which rotates the 1st temperature adjustment door 16 and the 2nd temperature adjustment door 17 directly with a passenger | crew's manual operation force as a temperature adjustment operation mechanism.

  The first temperature adjustment door 16 is heated by the heat exchanging core portion 13a of the heater core 13 through the first inlet ventilation passage 18a by adjusting the opening degree of the cold air bypass passage 15 and the first inlet ventilation passage 18a. The air volume ratio between the warm air (arrow a shown in FIG. 2) and the cold air passing through the cold air bypass passage 15 (arrow b shown in FIG. 1) is adjusted.

  On the other hand, the second temperature adjusting door 17 adjusts only the amount of warm air (arrow c shown in FIG. 2) that passes through the second inlet air passage 18b and is heated by the heat exchange core 13a of the heater core 13. To do.

  Here, as shown in FIG. 1, the first inlet ventilation path 18 a opened and closed by the first temperature adjustment door 16 is ventilated compared to the second inlet ventilation path 18 b opened and closed by the second temperature adjustment door 17. The road area is large. The second temperature adjustment door 17 plays an auxiliary role of the first temperature adjustment door 16 from the ventilation path area.

  In the present embodiment, the opening degree of the second temperature adjustment door 17 changes substantially proportionally according to the opening degree change of the first temperature adjustment door 16. That is, in the first temperature adjustment door 16 and the second temperature adjustment door 17, the solid line position that fully closes the first inlet ventilation path 18a and the second inlet ventilation path 18b is the maximum cooling position (door opening = 0%). On the other hand, the two-dot chain line position at which the first temperature adjustment door 16 and the second temperature adjustment door 17 fully open the first inlet ventilation path 18a and the second inlet ventilation path 18b is the maximum heating position (door opening = 100%). It is. When the first temperature adjustment door 16 increases the door opening from the maximum cooling position indicated by the solid line toward the maximum heating position indicated by the two-dot chain line, the second temperature adjustment door 17 is also indicated by the maximum cooling position indicated by the solid line. The doors 16 and 17 are interlocked so as to increase the door opening toward the maximum heating position indicated by the two-dot chain line.

  On the other hand, in the air conditioning case 11, a wall surface 20 that extends in the vertical direction with a predetermined interval between the heater core 13 and the heater core 13 is integrally formed in the air conditioning case 11 at a portion on the downstream side (vehicle rear side) of the heater core 12. Yes. The wall surface 20 forms a warm air passage 21 that extends upward immediately after the heater core 13.

  The downstream side (upper side) of the hot air passage 21 merges with the downstream side of the cold air bypass passage 15 in the upper portion of the heater core 13 to form an air mixing portion 22 that mixes the cold air and the hot air.

  As shown in FIG. 1, the first temperature adjustment door 16 and the second temperature adjustment door 17 are provided with cold air (arrow b shown in FIG. 1) and hot air (arrow a shown in FIG. 2) flowing into the air mixing unit 22. A temperature adjusting means for adjusting the temperature of air blown into the passenger compartment by adjusting the air volume ratio with c) is configured. In addition, the 2nd temperature adjustment door 17 plays the auxiliary role of the 1st temperature adjustment door 16 from the ventilation path area.

A defroster opening 23 into which conditioned air whose temperature has been adjusted from the air mixing unit 22 flows in an approximately middle portion in the vehicle longitudinal direction on the upper surface of the air conditioning case 11. The defroster opening 23 is connected to a defroster outlet on the upper surface of the instrument panel via a defroster duct (not shown), and conditioned air (mainly hot air) is blown out from the defroster outlet toward the inner surface of the vehicle front window glass. .

  The defroster opening 23 is opened and closed by a flat defroster door 24. The defroster door 24 is rotatable about a rotary rod 25, and switches the defroster opening 23 and the communication port 26 to open and close. The communication port 26 serves as a passage for flowing the conditioned air from the air mixing unit 22 toward the face opening 27 and the foot opening 28.

  The face opening 27 is provided on the upper surface of the air conditioning case 11 at a site on the vehicle rear side (close to the occupant) than the defroster opening 23. The face opening 27 is connected to a face air outlet (not shown) disposed on the upper side of the instrument panel via a face duct (not shown), and the conditioned air flows from the face air outlet toward the passenger's upper body side in the passenger compartment. (Mainly cold wind) is blown out.

  The face opening 27 and the foot opening 28 are opened and closed by a foot face switching door 29. The door 29 is constituted by a flat door that can be rotated around a rotating shaft 30.

  Next, the foot opening 28 is provided below the face opening 27 in the air conditioning case 11. A foot outlet passage 31 is further formed downward below the foot opening 28. In the middle of the foot blowing passage 31 in the vertical direction, front seat foot outlets 32 are opened on the left and right side portions of the air conditioning case 11, and air conditioning is performed from the left and right foot outlets 32 to the feet of the front seat occupant. The wind (mainly warm air) is blown out.

  A rear seat foot opening 33 is opened at the lower end of the foot outlet passage 31. A rear-seat foot duct (not shown) is connected to the rear-seat foot opening 33, and air-conditioning air flows from the rear-seat foot outlet provided at the front end of the rear-seat foot duct to the feet of the rear-seat passengers. (Mainly warm air) is blown out.

  The defroster door 24 and the foot face switching door 29 constitute a blow mode door for switching the blow mode, and are operated in conjunction by a blow mode operation mechanism (not shown).

  Next, the operation of the present embodiment having the above-described configuration will be described. When the foot mode is set as the blowing mode, the defroster door 24 is operated to a position where the defroster opening 23 is opened in a small amount and the communication port 26 is almost fully opened (see FIG. 2). The foot face switching door 29 is operated to a position where the foot opening 28 is fully opened and the face opening 27 is fully closed (see FIG. 2).

  At this time, when the first and second temperature adjusting doors 16 and 17 are operated to the two-dot chain line positions shown in FIG. 1, the first and second inlet ventilation passages 18 a and 18 b of the heater core 13 are fully opened, and the cold air bypass passage 15 is opened. The maximum heating state that is fully closed is set (see FIG. 2). In this state, when a blower of a blower unit (not shown) is operated, the blown air from the blower unit flows into the air inlet space 14 in the foremost part of the case 11 and then passes through the evaporator 12.

  An air conditioning refrigeration cycle (not shown) is often stopped during heating in winter, but the air conditioning refrigeration cycle may be operated for dehumidification. If the refrigeration cycle for air conditioning is operated, the blown air is cooled and dehumidified by the evaporator 12 to become cold air. During maximum heating, the entire amount of the cold air passes through the first inlet air passage 18a and the second inlet air passage 18b as shown by arrows a and c shown in FIG. 2 and flows into the heat exchange core portion 13a of the heater core 13. It is heated and becomes warm air.

  The warm air rises in the warm air passage 21 as shown by an arrow ac (see FIG. 2) and reaches the air mixing unit 22, and a part of the warm air passes through the defroster opening 23 and passes through a defroster outlet (not shown). It blows out toward the vehicle window glass and demonstrates the anti-fogging effect of the vehicle window glass. At the same time, most of the warm air flows from the air mixing section 22 through the communication opening 26 and the foot opening 28 into the foot blowing passage 31.

  Then, warm air is blown out from the left and right front seat foot outlets 32 opened in the middle of the foot outlet passage 31 toward the feet of the front seat occupant to heat the feet of the front seat occupant. Further, a part of the warm air flows from the rear seat foot opening 33 opened at the lower end portion of the foot outlet passage 31 to the rear seat foot outlet Rohe via the rear seat foot duct, and this rear foot Warm air is blown from the air outlet to the feet of the rear seat occupant to heat the feet of the rear seat occupant. As a result, the maximum heating capacity can be exhibited by heating the entire amount of blown air with the heater core 13 and blowing it out into the passenger compartment.

  When the first and second temperature adjusting doors 16 and 17 are operated from the maximum heating position indicated by the two-dot chain line in FIG. 1 to the maximum cooling position indicated by the solid line in FIG. As the opening degree of the first and second inlet air passages 18a and 18b of the heater core 13 decreases, the cold air bypass passage 15 opens from the fully closed state. For this reason, the cold air passing through the cold air bypass passage 15 and the warm air heated through the core portion 13a of the heater core 13 are mixed in the air mixing portion 22 and blown out into the vehicle interior.

  Here, when the first and second temperature adjusting doors 16 and 17 decrease the opening of the first and second inlet ventilation passages 18a and 18b, the opening of the cold air bypass passage 15 increases accordingly. Therefore, according to the opening positions of the first and second temperature adjusting doors 16 and 17, the hot air heated by the heater core 13 through the first and second inlet air passages 18 a and 18 b and the cold air bypass passage 15 The air volume ratio with the passing cold air can be continuously adjusted, and the temperature of the air blown into the passenger compartment can be adjusted to a desired temperature.

  Next, when the face mode is set as the blowing mode, the defroster door 24 is operated to the solid line position shown in FIG. 1, the defroster opening 23 is fully closed by the defroster door 24, and the communication port 26 is fully opened. Then, the foot face switching door 29 is operated to the solid line position shown in FIG. 1 to fully close the foot opening 28 and fully open the face opening 27.

  At this time, if the first and second temperature adjusting doors 16 and 17 are operated to the positions shown by solid lines in FIG. 1, the first and second inlet ventilation passages 18a and 18b of the heater core 13 are fully closed and the cold air bypass passage 15 is fully opened. The maximum cooling state to be set is set (see FIG. 1).

  In this maximum cooling state, when the blower of the blower unit and the air-conditioning refrigeration cycle (not shown) are operated, the blown air from the blower unit is cooled by the evaporator 12 to become cold wind, and this cold wind passes through the cold wind bypass passage 15. Then, it goes directly to the air mixing unit 22 side, and further passes through the face opening 27 from the communication port 26 and cool air blows out to the upper body side of the occupant. Thereby, the maximum cooling capacity can be exhibited.

  Even in the face mode, the first and second temperature adjusting doors 16 and 17 are adjusted from the maximum cooling position indicated by the solid line in FIG. 1 to the maximum heating position indicated by the two-dot chain line in FIG. The temperature of the air blown into the room can be adjusted to a desired temperature.

  The operation in the foot mode and the face mode has been described above. In addition, (1) the bilevel mode in which the face opening 27 and the foot opening 28 are simultaneously opened, and (2) the defroster opening 23 and the foot. A blowing mode such as a foot defroster mode in which the opening 28 is opened to the same extent, and (3) a defroster mode in which the defroster opening 28 is fully opened and the communication port 26 is closed can be selected. Also in each of these blowing modes, the temperature of the blown air into the passenger compartment can be adjusted to a desired temperature by adjusting the opening of the first and second temperature adjusting doors 16 and 17.

  Next, functions and effects of the present embodiment will be described. (1) The first temperature adjusting door 16 and the second temperature adjusting door 17 are used in combination, and the amount of hot air passing through the heater core 13 and the cold air bypass passage 15 are passed. The temperature of the air blown into the passenger compartment can be adjusted by adjusting the ratio of the amount of cool air to be generated. Thus, the door means for temperature adjustment is divided into the first and second plurality of doors 16 and 17, thereby reducing the length of the plurality of doors 16 and 17 and the vehicle front-rear direction of the air conditioning unit 10. Can be effectively downsized.

  In addition, since the rotary shaft 16a of the first temperature adjustment door 16 is disposed at the upper end of the heater core 13, the position of the rotary shaft 16a of the first temperature adjustment door 16 is the conventional technology (see FIGS. 3 and 4). Compared to the vehicle front side, the length of the first temperature adjustment door 16 (length in the vehicle front-rear direction) can be reduced. As a result, the size of the air conditioning unit 10 in the vehicle front-rear direction can be further reduced.

  (2) Moreover, according to the present embodiment, there is an effect that the heating performance can be sufficiently secured even if the lengths of the first temperature adjustment door 16 and the second temperature adjustment door 17 are reduced. That is, in the present embodiment, the inlet ventilation path of the heater core 13 is divided into first and second inlet ventilation paths 18a and 18b, and the temperature adjustment doors corresponding to the first and second temperature adjustment doors 16 and 17 are correspondingly divided. Since the first inlet air passage 18a is opened and closed by the first temperature adjusting door 16, and the second inlet air passage 18b is opened and closed by the second temperature adjusting door 17, the first and second temperature adjusting doors 16 are divided. , 17, even if the first and second inlet ventilation paths 18a and 18b are used together even if the length of each of the first and second inlet ventilation paths 18a and 18b is reduced. By the ventilation path area (total ventilation path area), a much larger ventilation path area than the prior art (see FIG. 3) can be secured.

  Thereby, the ventilation path area of the heater core 13 can be ensured to be equal to or greater than that of the conventional technique (see FIG. 4), and the pressure loss of the ventilation path on the heater core 13 side can be suppressed to a sufficiently small level. Therefore, it is possible to sufficiently ensure the amount of air blown out from the passenger compartment during the maximum heating, and thus the maximum heating performance.

  That is, it is possible to satisfactorily achieve both improvement in vehicle mountability due to downsizing of the air conditioning unit 10 and securing of heating performance.

  (3) Further, of the first temperature adjustment door 16 and the second temperature adjustment door 17 that are used together for temperature adjustment, the first one related to the ventilation passage area of the cold air bypass passage 15 that determines the amount of cold air that affects the cooling performance. Since the length of the temperature adjustment door is formed to be larger than the length of the second temperature adjustment door 17, the amount of air passing through the evaporator 12 passing through the cold air bypass passage 15 can be secured. Therefore, since the maximum cooling air volume when the cold air bypass passage 15 is fully opened by the first temperature adjustment door 16 is ensured, the cooling performance can be ensured.

  (4) Since the opening degree of the first and second temperature adjustment doors 16 and 17 is continuously changed in conjunction with each other, the temperature of the air blown into the vehicle interior is changed to the opening degree of the first and second temperature adjustment doors 16 and 17. It can be changed continuously in response to changes. Therefore, the control characteristics such as linearity related to the controllability of the blown air temperature control can be easily secured by adjusting the opening degree of both the first and second temperature adjusting doors 16 and 17.

  (5) Further, as in the prior art (see FIG. 4), when the heater core 13 is inclined to the warm air passage 21 side (air flow downstream side) on the vehicle rear side, the warm air passage near the upper end of the heater core 13. 21 is formed with a bent portion 21a that bends sharply toward the air mixing portion 22 on the front side of the vehicle, and pressure loss occurs at the bent portion 21a. However, in this embodiment, the heater core 13 is disposed substantially vertically. The degree of bending of the bent portion is relaxed, and the hot air passage 21 on the downstream side of the heater core 13 can be formed substantially linearly toward the upper air mixing portion 22. For this reason, the pressure loss in the warm air passage 21 can be significantly reduced as compared with the conventional technique (see FIG. 4).

  (6) Moreover, in this embodiment, the partition wall 19 which partitions between the 1st, 2nd inlet ventilation path 18a, 18b is changed from the vehicle front side edge part (evaporator side edge part) to the vehicle rear side edge part ( The heat exchange core portion of the heater core 13 is arranged so as to be inclined obliquely downward toward the heater core side end), and the air passing through the first and second inlet air passages 18a and 18b is guided by the partition wall 19. It can be made to uniformly flow in the entire vertical direction of 13a. As a result, the heat exchange efficiency of the heater core 13 is improved, and the heating performance can be further improved.

(Other embodiments)
In the above-described embodiment, the case where the opening degree of the first and second inlet air passages 18a and 18b is continuously changed in conjunction with each other has been described. It is operated to the fully open position (two-dot chain line position shown in FIG. 1) of the inlet ventilation path 18b, and other states, that is, the first temperature adjustment door 16 and the first temperature adjustment door 16 at the time of intermediate temperature control when the first temperature adjustment door 16 is at the intermediate opening position The second temperature adjusting door 17 may always be maintained at the fully closed position (solid line position shown in FIG. 1) of the second inlet ventilation path 18b when is at the maximum cooling position.

  According to this, at the time of the maximum heating, the second temperature adjustment door 17 can fully open the second inlet ventilation path 18b to ensure the maximum heating performance. On the other hand, since the heating performance of the heater core 13 is originally limited during the intermediate temperature control, there is no problem even if the second temperature adjustment door 17 is maintained at the fully closed position of the second inlet ventilation path 18b.

  In another embodiment, the second temperature adjustment door 17 may be maintained at a predetermined opening position instead of the fully closed position of the second inlet ventilation path 18b during intermediate temperature control.

  Furthermore, the opening control of the second temperature adjusting door 17 can be simplified by using the second temperature adjusting door 17 as an auxiliary role of the first temperature adjusting door 16 from the ventilation path area.

It is sectional drawing of the air-conditioning unit part of the vehicle air conditioner by embodiment of this invention. It is sectional drawing which shows the maximum heating state in the air-conditioning unit part of FIG. It is sectional drawing of the air conditioning unit part of the vehicle air conditioner by a prior art. It is sectional drawing of the air-conditioning unit part of the vehicle air conditioner by another prior art.

Explanation of symbols

11 Air-conditioning case 12 Evaporator (cooling heat exchanger)
13 Heater core (heat exchanger for heating)
15 Cold air bypass passage 16 First temperature adjustment door (first door means)
17 Second temperature adjusting door (second door means)
18a 1st entrance ventilation path 18b 2nd entrance ventilation path 19 Partition wall 21 Hot air passage

Claims (4)

A heating heat exchanger for heating the air flowing toward the passenger compartment;
A cold air bypass passage through which cold air flows by bypassing the heating heat exchanger;
A first inlet air passage that opens to a portion on the cold air bypass passage side on the air flow upstream side of the heat exchanger for heating;
On the upstream side of the air flow of the heat exchanger for heating, an opening is formed in a portion farther from the cold air bypass passage than the first inlet air passage, and is formed smaller than the air passage area of the first inlet air passage. A second entrance ventilation path;
First door means having a first rotating shaft and opening and closing the cold air bypass passage and the first inlet air passage by rotating about the first rotating shaft ;
Second door means having a second rotating shaft and opening and closing the second inlet ventilation path by rotating about the second rotating shaft ;
A partition wall disposed between the first inlet ventilation path and the second inlet ventilation path ;
The partition wall is configured as an air guide member that guides an air flow guided from the first inlet ventilation path and the second inlet ventilation path to the heating heat exchanger,
And the curved surface which covers the said 2nd rotating shaft of the said 2nd door means is formed in the edge part of the downstream of the air flow of the said partition wall,
The vehicle air conditioner , wherein the second door means is arranged at a position along the partition wall at a maximum heating position where the first inlet ventilation path and the second inlet ventilation path are fully opened . 2. The vehicle air conditioner according to claim 1, wherein the first rotating shaft of the first door means is disposed on an upper side of the heating heat exchanger. When the first door means is in a maximum cooling position that fully closes the first inlet air passage and fully opens the cold air bypass passage, the second door means fully closes the second inlet air passage,
When the first door means is in a maximum heating position that fully opens the first inlet air passage and fully closes the cold air bypass passage, the second door means fully opens the second inlet air passage,
When the first door means moves from the maximum cooling position toward the maximum heating position, the second door means moves from a fully closed position of the second inlet ventilation path toward a fully open position. The vehicle air conditioner according to claim 1 or 2. When the first door means is in a maximum cooling position that fully closes the first inlet air passage and fully opens the cold air bypass passage, the second door means fully closes the second inlet air passage,
When the first door means is in a maximum heating position that fully opens the first inlet air passage and fully closes the cold air bypass passage, the second door means fully opens the second inlet air passage,
When the first door means moves from the maximum cooling position toward the maximum heating position, the second door means maintains a fully closed position or a predetermined opening position of the second inlet ventilation path. The vehicle air conditioner according to claim 1 or 2 .

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