JPS632806B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air conditioner for an automobile in which three doors, a differential door, a room door, and a vent door installed in a heater unit, are opened and closed by one actuator.

The heater unit of an automobile air conditioner has a defrost duct that blows air along the inside surface of the windshield, a floor duct that blows air toward the feet of the front seats of the car, and a defrost duct that blows air along the inside surface of the windshield. There is a rear floor duct that blows air towards the feet and an instrument duct that blows air from the instrument panel into the passenger compartment. is equipped with a differential door, room door and vent door.

Conventionally, in order to open and close these three doors in various ways, when using a so-called manual method using cables, it is disclosed in Japanese Utility Model Publication No. 1932-1983 that the opening and closing of the doors can be controlled with a single cable. However, it is difficult to control the opening and closing of the three doors using one actuator, and in the past, it was necessary to control the opening and closing of the three doors using separate actuators. Ta. However, in this case, the three actuators must be assembled into the heater unit to control their operation, resulting in a complicated structure and increased cost.

In view of the drawbacks of the prior art as described above, the present invention
The purpose is to control the opening and closing of three doors in a heater unit using one actuator.

Next, an explanation will be given based on an embodiment of the present invention shown in the drawings. An air conditioner for an automobile includes an intake unit 1, a cooler unit 2, and a heater unit 3. The intake unit 1 has a built-in fan 5 driven by a motor 4, and further includes an inside air inlet 6 through which the circulation flow into the vehicle interior flows, an outside air intake into which outside air flows, and the fan 5 to send out the air taken in. The intake unit 1 is provided with an outlet 8 for this purpose. An intake door 9 is installed within the intake unit 1 in order to switch and control the air flowing into the intake unit 1 through the inside air inlet 6 and the air flowing through the outside air intake 7. The intake door 9 moves to a position A where the inside air inlet 6 is closed, a position C where the outside air intake 7 is closed, and a position B between these positions.

The cooler unit 2 into which air from the intake unit 1 flows has a built-in evaporator 12 through which refrigerant from the refrigerant conduit 11 circulates.
The air from the refrigerant exchanges heat with the refrigerant. All the air cooled in the cooler unit 2 then flows into the heater unit 3.

Inside this heater unit 3 is a conduit 1 for heating the air that has passed through the cooler unit 2.
5, a heater core 16 through which engine cooling water circulates is assembled. heater core 16
A mixer door 17 is attached to the front of the mixer door 17, and the mixer door 17 can be moved to any position between the closed position (F position) shown by the two-dot chain line in FIG. 2 and the open position (D position) shown by the solid line in the same figure. For example, by operating to the intermediate position (E position) shown by the broken line in the figure, all the air that has passed through the cooler unit 2 is directed into the air distribution chamber 18 formed at the rear of the heater unit 3, avoiding the heater core 16. Or, some of the air from the cooler unit 2 may be passed through the heater core 16 and the rest of the air may be passed through the heater core 16 without passing through the heater core 16. The air is sent directly into the air distribution chamber 18 to mix the two and make air at an appropriate temperature.

The heater unit 3 includes a defrost duct 19 for blowing out the air that has passed through the air distribution chamber 18 inside the heater unit 3 along the inner surface of the windshield, and a defrost duct 19 for blowing out the air that has passed through the air distribution chamber 18 in the heater unit 3, and a defrost duct 19 for blowing out the air that has passed through the air distribution chamber 18 in the heater unit 3. A floor duct 20 for blowing out air, and a rear floor duct 2 for blowing out air that has passed through the air distribution chamber 18 toward the feet of the rear seats.
1 (only a portion of which is shown), and an instrument duct 22 for blowing air into the vehicle interior from a vent outlet (not shown) of the instrument panel. Furthermore, defrost duct 19
Differential door 2 for adjusting the volume of air flowing to
3, floor duct 20 and rear floor duct 2
A room door 24 for adjusting the volume of air flowing to the heater unit 1 and a vent door 25 for adjusting the volume of air flowing to the instrument duct 22 are installed in the air distribution chamber 18 of the heater unit 3.

The three doors, the differential door 23, the room door 24, and the vent door 25, have four opening/closing positions. In its first state, the defrost duct 19 is closed by the defrost door 23, and the room door 24 is partitioned by the partition wall 26, as shown in FIG. 5 (shown by dotted lines) and the three doors shown by solid lines in FIG. Ventilation port 27
is closed, and the vent door 25 is fully opened. Therefore, the air that has flowed into the heater unit 3 is blown out into the vehicle interior through the instrument duct 22. In the second aspect, the three doors are in the positions shown in FIG. 6 (indicated by dotted lines) and in FIG. It is in a state where it is opened by 1/2. At this time, the air flowing into the heater unit 3 is transferred to the defrost duct 1.
9, it is sent to all of the floor duct 20, rear floor duct 21, and instrument duct 22. In the third mode, as shown in FIG. 7 (indicated by the dotted line) and the two-dot chain line in FIG.
5 is in a fully closed state. At this time, the air flowing into the heater unit 3 reaches the defrost duct 19, the floor duct 20, and the rear floor duct 21. The fourth aspect is to direct all the air that has flowed into the heater unit 3 to the defrost duct 19.
The three doors are the eighth door.
The state is shown by the dotted line in the figure. At this time, the differential door 23 is fully opened as shown by the dashed line in FIG. 3. The room door 24 is in the position shown by the solid line in FIG. 3, and the vent door 25 is in the position shown by the two-dot chain line.

A link mechanism 30 is assembled on the outer surface of the heater unit 3 for controlling the opening and closing of these three doors 23, 24, and 25 to the above-mentioned opening degrees using one shift actuator 29.
To explain this link mechanism 30, the shift actuator 29 is pivotally connected to a support plate 31 fixed to the heater unit 3 by a pin 32, and a main link 34 is further rotatably attached to the support plate 31 by a pin 33. installed. This main link 34 has a rod 35 of the shift actuator 29.
are connected by a pin 36, and the main link 34 rotates around the pin 33 by the operation of the shift actuator 29. A door link 4 in which elongated holes 40, 41, and 42 are formed in the rotation shafts 37, 38, and 39 of the three doors, the differential door 23, the room door 24, and the vent door 25, respectively.
3, 44, and 45 are fixed. differential door 23
A roller 46 is provided at one end to engage with a long hole 40 of a door link 43 fixed to a rotation shaft 37 of the door link 43.
A cam hole 49 is formed at the other end of the slave link 48 which is pivotally connected to the support plate 31 by a pin 47, and a roller 50 that engages with this cam hole 49 is attached to the main link 34. .

Further, the roller 5 engages with the elongated hole 42 of the door link 45 fixed to the rotating shaft 39 of the vent door 25.
A cam hole 54 is formed at the other end of the slave link 53, which is rotatably attached to the support plate 31 by a pin 52, and a roller 55 that engages with the cam hole 54 is formed at the other end of the slave link 53. It is attached to the main link 34. Further, a roller 56 is provided at one end to engage with the elongated hole 41 of the door link 44 fixed to the rotation shaft 38 of the room door 24, and a pin 5 is attached to the support plate 31.
A cam hole 59 formed in the main link 34 is provided at the other end of the slave link 58 rotatably connected by
A roller 60 is provided which engages the roller. Therefore, when the main link 34 rotates around the pin 33, the three slave links 48, 53, 58 simultaneously rotate around the pins 47, 52, 57, and the door links 43, 45, 44 through three doors 2
3, 25, and 24 rotate.

As shown in FIG. 2, the mix door 17 is operated by the power servo 61.
The rod 62 is connected, and this rod 62
Due to the reciprocating movement of
- Rotate between the F position. This power servo 61
is a bellofram type servo motor that operates with negative pressure, and after the negative pressure from the negative pressure tank 63 connected to the negative pressure source is controlled by the transducer 64, it is transferred to the negative pressure chamber 65 in the power servo 61. Finally Rod 62
operate.

The auto amplifier 66 that supplies current for operating the transducer 64 includes a template lever 68 of a control panel 67 shown in FIG. 4 mounted on the instrument panel inside the vehicle.
balance control potentiometer 69 whose resistance value changes by operating
and an outside air sensor 71 are connected as shown in FIG. Both sensors 70 and 71 use thermistors with negative characteristics whose resistance value decreases as the temperature rises, and the inside air sensor 70 is mounted, for example, on the top surface of an instrument panel, and the outside air sensor 71 is mounted, for example, on the inside of a front bumper. ing. A human input signal corresponding to the temperature inside and outside the car detected by the inside air sensor 70 and outside air sensor 71 is sent to the auto amplifier 66, and this input signal is compared with the set value set by the temp control potentiometer 69, and the automatic Amplifier 6
6 sends thereto an output signal which activates a transducer 64.

The transducer 64 is an electric-pneumatic converter that receives a signal from the autoamplifier 66 and generates negative pressure in response to this electric signal, and as shown in FIG. It has three independent coils 72 and 73, and three terminals with one common terminal. Further, a needle valve 74 on the atmosphere side and a needle valve 75 on the negative pressure side are assembled on the same axis in the transducer 64, and each needle valve 74, 75 is elastically moved outward by a spring 76. force is applied. A negative pressure port 77 opened and closed by a needle valve 75 on the negative pressure side is connected to a negative pressure tank 6 by a hose 78.
3, an atmospheric pressure port 79 that opens to the atmosphere and is opened and closed by a needle valve 74 on the atmosphere side.
An output port 80 is provided between the negative pressure port 77 and the negative pressure port 77.
is provided, and the output port 8 is connected by a hose 81.
0 and the negative pressure chamber 65 of the power servo 61 are connected.

The transducer 64 operates as follows: first, the negative pressure side coil 72 is energized and the atmospheric pressure coil 73 is not energized; second, the atmospheric side coil 73 is energized, and the negative pressure side coil 72 is energized. is not energized, and thirdly the two coils 7
2 and 73 may not be energized in common. In the first case, the needle valve 75 on the negative pressure side opens and pulls in the rod 62 against the elastic force of the spring 82 in the power servo 61, so the mix door 17
position. In the second case, the needle valve 75 on the negative pressure side closes and the needle valve 74 on the atmosphere side opens, so the pressure inside the vacuum chamber 65 becomes equal to atmospheric pressure, and the spring 8
2, the mixer door 17 is placed in the D position. In the third case, the interior of the vacuum chamber 65 is maintained at a predetermined degree of vacuum, so the mix door 17 is fixed in that position.

In order to detect the operating position of the power servo 61 and provide feedback to the auto amplifier 66, the rod 6
A potentiometer resistor 83 whose resistance value changes in conjunction with 2 is connected to the autoamplifier 66.

Vacuum selectors 84 and 85 having two vacuum circuits interlocked with the rod 62 of the power servo 61 are attached. Although the vacuum selector is shown divided into two vacuum selectors 84 and 85 for convenience of explanation in FIG. 2, it is actually combined into one. These vacuum selectors 84, 85
is a switch for switching a rotary type vacuum circuit, and one vacuum selector 84 is for controlling the shift actuator 29.
A supply port SS connected to the negative pressure tank 63 via the controller CONT, and this supply port SS
Three communication ports S that selectively communicate with
1, S2, and S3, and another vacuum selector 85 is for controlling an intake actuator 86 that operates the intake door 9, and is for controlling the intake actuator 86 that operates the intake door 9, and is connected to the negative pressure tank 63 via the controller CONT. It has a port AS and a communication port BS that communicates with the port AS, and three ports A1, A2, and V are connected to the communication port BS.
When the mix door 17 is in the D position, the vacuum selectors 84 and 85 are in the positions shown in FIG. 2, and the movements of the power servo 61 and the vacuum selectors 84 and 85 are reversed.

The shift actuator 29 is a double-acting air cylinder having a main cylinder 87 and a sub cylinder (distributor) 88 as shown in FIG. is attached to the sub cylinder 88 by the metal fitting 90.
It is connected to the piston 91 inside. These cylinders 87 and 88 have the same cylinder length in the axial direction, and the pistons 89 and 91 also move by the same stroke. The sub-cylinder 88 is provided with taps C1 to C4 at four locations corresponding to the stopping locations of the rod 35. Main cylinder 87 and sub cylinder 88
At both ends of the
93 are connected, each vacuum circuit 9
2 and 93 are provided with vent valves 94 and 95. These vent valves 94 and 95 are a type of diaphragm-operated bleed valve with a built-in valve for the atmosphere, and are closed by the differential pressure on both sides of the diaphragm caused by the air flow generated to suck air. It has a valve. Therefore, if the flow of air is zero or small and the force generated by the differential pressure is weaker than the built-in spring force, the atmosphere valve will not close and the atmosphere will flow into the interior. Furthermore, when there is sufficient air flow and the force generated by the pressure difference overcomes the spring force, the atmospheric valve is completely closed. Therefore,
When negative pressure is applied to one of the four taps of the sub-cylinder 88, the sub-cylinder 88 is released from that tap.
It passes through the vent valve on the side that is not partitioned between the inside and the piston 91 and communicates with the inside of the main cylinder 87, where the air inside is sucked. Therefore, the piston 89 in the main cylinder 87 operates, and the rod 3
5 is activated. At this time, the piston 91 in the sub-cylinder 88 is moved by the metal fitting 90 to the top of the tap's ventilation hole to which negative pressure is applied, thereby blocking the ventilation hole. As a result, the piston 89 of the main cylinder 87 also stops moving. There is no self-holding force in the stopped position, but if the piston 91 moves even slightly and tries to come out of that position, the tap hole that was closed until now opens and operates to return the piston to its original position.

The tap C1 of the shift actuator 29 is connected to the communication port S1, and the tap C1 of the shift actuator 29 is connected to the communication port S1.
When the vacuum selector 84 is rotated to the J position and the communication port S1 and the supply port SS are connected, negative pressure from the negative pressure tank negative pressure source 63 is guided to the tap C1. At this time, the three doors 23, 24, 25 in the heater unit 3 are in the state shown in FIG. 5, that is, in the state shown by solid lines in FIG. Tap C2 of shift actuator 29 is connected to communication port S2,
When the vacuum selector 84 is rotated to the K position by the operation of the power servo 61 and the communication port S2 and the supply port SS are connected, negative pressure from the negative pressure tank 63 is guided to the tap C2. This tap C2 is further connected to the negative pressure tank 63 via the controller CONT, and when the B/L button f of the control panel 67 shown in FIG. However, the negative pressure from the negative pressure tank 63 is guided to the tap C2. At this time, heater unit 3
The three doors 23, 24, and 25 are in the state shown in FIG. 6, that is, in the state shown by broken lines in FIG. The tap C3 of the shift actuator 29 is connected to the communication port S3, and the tap C3 of the shift actuator 29 is connected to the communication port S3.
When the vacuum selector 84 is rotated to the L position by the operation of step 1 and the communication port S3 and the supply port SS are connected, negative pressure from the negative pressure tank 63 is guided to the tap C3. At this time, the three doors 23, 24, 25 in the heater unit 3 are
The state shown in the figure, that is, the state shown by the two-dot chain line in FIG. 3 is reached. Tap C4 of the shift actuator 29 is connected to the negative pressure tank 63 via the control CONT, and when the DEF button g of the control panel 67 shown in FIG. Even if there is, the negative pressure from the negative pressure tank 63 is guided to the tap C4. At this time, the three doors 23, 24, and 25 in the heater unit 3 are in the state shown in FIG. 8, that is, in FIG. , the room door 24 is in the state shown by the solid line.

Intake actuator 86 tap A'1
is connected to port A1 connected to communication port BS, and when the vacuum selector 85 is rotated to the H position by the operation of the power servo 61, the supply port AS and port A1 are connected to each other, and the intake actuator The rod 86a of the ether 86 is M
Move to position. At this time, the intake door 9 is at position B, and air inside the vehicle interior and outside air are introduced into the intake unit 1. Tap A'2 of intake actuator 86 is a communication port
It is connected to port A2 connected to BS,
When the vacuum selector 85 rotates to the G position due to the operation of the power servo 61, the supply port
AS and port A1 and port A2 are communicated,
The rod 86a of the intake actuator 86 moves to the L position. At this time, the intake door 9 is in position C, and only the air inside the vehicle is introduced into the intake unit 1, and no outside air is introduced. When the vacuum selector 85 is in the i position, that is, in the state shown in FIG. The intake door 9 is brought to position A by the elastic force of the attached spring 86b.
Therefore, only outside air is introduced into the intake unit 1 at this time. Port V is connected to communication port BS of vacuum selector 85,
This port V is connected to a negative pressure tank 63 via a controller CONT. This port V
Negative pressure is supplied to the intake actuator 86 by pressing the REC button h attached to the control panel 67 shown in FIG. Negative pressure is supplied to the intake door 9, and the intake door 9 is placed in position C. This allows internal air to be taken into the intake unit no matter where the vacuum selector 85 is located.

As shown in FIG. 4, the control panel 67 is provided with seven buttons from DEF button a to DEF button g in the upper row, and a template lever 68 and a REC button h in the lower row.

The above-described air conditioner for an automobile is operated by operating the push buttons on the control panel 67 and the template lever 68 shown in FIG. When the ECON button b is pressed, the compressor for operating the cooler is in an OFF state, and the temperature inside the vehicle cannot be lowered than the outside temperature. Therefore, use it when the outside temperature is lower than the room temperature you are trying to set and the sunlight is weak.
At this time, when the temperature lever 68 is operated to set the temperature inside the vehicle, the transducer 64 is operated by the autoamplifier 66, and the mixer door 17 is opened and closed at a predetermined position. When the ECON button b is pressed, the negative pressure from the negative pressure tank 63 is introduced into the supply port SS via the controller CONT, so the three doors in the heater unit 3 are also opened and closed at predetermined positions. However, at this time, no negative pressure is introduced into the supply port AS of the vacuum selector 85, so the intake door 9
This position allows outside air to be introduced.

If you operate Lo button c, AUTO button d, or Hi button e, the controller
Since negative pressure is also introduced to the supply port AS of the vacuum selector 85 via CONT, all five doors are controlled. When the Lo button c is pressed, the fan is fixed at Lo rotation and the air volume from the fan 5 is small, so if there is a large difference between the outside temperature and the set temperature, the set temperature and the room temperature may deviate.
The AUTO button d not only controls the five doors, but also
The auto amplifier 66 controls the fan 5 and also controls the air volume. When the Hi button e is operated, the fan rotation is fixed at Hi and the maximum air volume is sent, so it can be used for rapid cooling and rapid heating.

When you press the B/L button f, the controller
Negative pressure passes through CONT to shift actuator 29
Therefore, the three doors 23, 24, 25 of the heater unit 3 are at the B/L position as shown in FIG. 6, regardless of the operating state of the vacuum selector 84. When the DEF button g is operated when the window is cloudy or frost has formed, negative pressure is supplied from the negative pressure tank 63 to the tap C4 via the controller CONT, and the three doors 23, 24, and 25 in the heater unit 3 are closed. The DEF position is shown in Figure 8.

Pressing any one of the seven buttons a to g provided at the top of the control panel 67 shown in Fig. 4 will return the other buttons, but the REC button h cannot be operated in conjunction with these buttons. can. When this push button h is pressed, negative pressure is supplied to the port V, the intake door 9 is placed in position C, and the mode is switched to internal air circulation.

As described above, according to the present invention, both ends of the main cylinder and the sub cylinder are connected by a vacuum path having a vent valve, and the main link circuit for rotating the three doors, the differential door, the room door, and the vent door, is configured. By forming a plurality of ports in the sub-cylinder at positions corresponding to the moving positions and supplying negative pressure to predetermined ports via the control means,
Since the three doors are opened and closed by one actuator consisting of a main cylinder and a sub cylinder, the structure is simpler and more reliable than the conventional case where each of the three doors is operated by its own actuator. In other words, while conventional negative pressure actuators can only control two positions, the present invention uses an actuator that has a main cylinder and a sub cylinder. This made it possible to open and close the door in three or four positions. As a result, the control structure for opening and closing the door became simple, and an air conditioner for automobiles with fewer failures was obtained.

[Brief explanation of the drawing]

FIG. 1 is an exploded perspective view of the air conditioner of the present invention;
Figure 2 is a circuit diagram showing the control circuit of the air conditioner;
Figure 3 is a sectional view of the heater unit, Figure 4 is a front view showing the control panel, Figure 5 is a side view of the heater unit with the link mechanism in position C, Figure 6 is the link mechanism in position B. Figure 7 is a side view of the heater unit showing the link mechanism in the H position. Figure 8 is a side view of the heater unit showing the link mechanism in the H position.
FIG. 3 is a side view of the heater unit showing a state in the DEF position. In the drawings, 1...Intake unit, 2...Cooler unit, 3...Heater unit, 9...
...Intake door, 17...Mitsu door, 19
...Defrost duct, 20...Floor duct,
21... Rear duct, 22... Instrument duct,
23... differential door, 24... room door, 25...
...Vent door, 30... Link mechanism, 34... Main link, 35... Rod, 43, 44, 45...
Door link, 48, 53, 58...Sub link, 6
1...Power servo, 64...Transducer, 86...Intake actuator, 92,
93...Bakyum road, 84,95...vent valve.

Claims (1)

[Claims] 1. Differential door, room door, inside heater unit,
and a door link is fixed to each rotation shaft of the vent door, a main link is rotatably pivotally connected to the heater unit, and the main link and each of the door links are connected by a driven link, respectively,
In the automobile air conditioner, the differential door, the room door, and the vent door are rotated by the operation of the main link, and the main cylinder and the sub cylinder are each provided with a piston having the same reciprocating stroke. Each is attached to the heater unit, the piston is connected to the main link, and both ends of the main cylinder and the sub cylinder are connected by vacuum passages each having a vent valve, and a position corresponding to the rotational position of the main link is connected. A plurality of ports are formed in the sub-cylinder, and each of the ports is connected to a negative pressure source via a control means.