JPS61122022A - Car heater unit - Google Patents

Abstract

PURPOSE:To improve the physiological comfortableness of a driver for temperatures and heat by connecting an air bypass path adjacent space with a damper and a car heater core adjacent through a by-level damper in the car heater for defogging and air conditioning. CONSTITUTION:The air cooled and dehumidified by a cooling unit not illustrated flows into a heater unit 13 from an air flow section 26. The on and off control of a bypass path damper 17, vent-defrost damper 21, heat damper 24, and by- level damper 25 is performed according to each mode. For example, the state shown in the drawing is set in by-level mode. As a result of this structure, especially, the air flow between first and second space sections 18 and 23 is controlled by a proper combination of the by-level damper 25 and the air bypass path damper 17. As a result, a driver can correspond to various physiologically environmental requirements for temperatures and heat and the comfortableness of the driver can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a car heater unit that defogs the windows of an automobile and air-conditions the interior of the vehicle.

Structure of conventional example and its problems The so-called car heater unit used in the conventional reheating type hot water flow rate adjustable air conditioning system for automobiles has an air blower unit 1 as shown in Fig. 9. air supplied by.

The air is once cooled and dehumidified in the cooling unit 2, and then reheated appropriately by the heater and unit 3. At this time, the engine cooling water flow rate circulating to the heater core 4 is changed by the hot water flow control valve 5 to heat the air. Adjust the amount and press the balloon 6. It was designed to control the temperature of the air blown into the passenger compartment.

In such a configuration, the entire amount of air flowing into the heater unit 3 is heated in the heater core 4, so relatively cold air is blown out from the chest outlet 6, and warmer air is blown out from the lower foot outlet. The disadvantage is that you can't do the pie level mode of blowing out,
Although the heater unit 3 has a relatively simple configuration, it has a problem in that it occupies a large volume.

OBJECTS OF THE INVENTION The present invention solves the above-mentioned conventional drawbacks, and provides a configuration that satisfies the thermal and physiological comfort of the occupant and a miniaturization of the unit.

Structure of the Invention The present invention provides a heater that is provided on an upstream side, an air inflow section from a unit, and an air downstream side of the air inflow section, and whose heat radiation amount is adjusted by varying the circulation flow rate of engine cooling water. a core, an air bypass path that is arranged in parallel with the heater core to bypass air, an air bypass path damper that opens and closes the air passage of the air bypass path, and a distance that corresponds to the lengthwise distance of the heat transfer fins of the heater core. It is set up.

Left and right unit side plates forming an air flow passage inside, left and right tanks of the heater core provided in a heater core tank storage area formed by protruding from the unit side plates to the outside of the four units, and the air bypass path. a first space section provided on the air downstream side of the heater core and including a rotating space for the vent-defrost damper for opening and closing the vent outlet and the defrost outlet; and a heated air outlet side of the heater core adjacent to the heater core. A pie-level mode is realized by a pie-level damper that appropriately opens and closes the circulation of air across both the first and second spaces. Because of this, it is possible to satisfy the thermal and physiological comfort of the occupants, and it is extremely excellent in practical terms because it can reduce the volume occupied by the unit and make it compact.

DESCRIPTION OF THE EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. 1 to 8. FIG. 2 is an overall schematic diagram of a reheating hot water flow adjustment type automobile air conditioning system using a car and air conditioning unit according to an embodiment of the present invention. In FIG. 2, 8 is a blower unit, which is driven by an electric motor 9 and has a built-in blower 10 for feeding air. Reference numeral 11 denotes a cooling unit, which includes a built-in evaporator 12 of a refrigeration cycle to cool and dehumidify the air. 13 is a car heater unit, which has a built-in heater core 14 for reheating the air. The amount of reheating in the heater core 14 is
It is controlled as appropriate by adjusting the flow rate of engine cooling water flowing through the engine using a hot water flow control valve 16. Reference numeral 16 denotes an air bypass path formed in parallel with the heater core 14 for the flow of air, and an air bypass path damper 1 is provided to open and close the air flow flowing through the air bypass paths 1 and the like. Reference numeral 18 denotes a first space provided adjacent to and downstream of the air bypass passage 16, and the first space 18 includes a vent outlet 20 and a defrost outlet 19.
It also includes a rotation space for the vent-defrost damper 21 that opens and closes the air blowing out. 23 is the heater core 14
This is a second space portion that is provided on the downstream side of the air and includes a rotation space for the heat damper 24 that opens and closes the air blowing from the heat blowing port 22. 25 is provided between the first space 18 and the second space 23;
This is a pie-level damper that opens and closes the flow of air across three sections.

FIG. 3 is a sectional view from above of a car heater unit according to an embodiment of the present invention, and FIG. 4 is a front view of the car heater unit according to an embodiment of the present invention. In FIGS. 3 and 4, 26 is an air inlet from the cooling unit (11 in FIG. 2), through which air flows in the direction of arrow 2.

28 is the heat transfer fin portion of the heater core (14 in Fig. 2), 29 is the left tank (hot water U-turn ladder) of the heater core, and 3o is the right tank (hot water turn header). 31 is the left side plate of the car heater unit,
32 is the right side plate i, and forms an air flow passage inside surrounded by both side plates 31 and 32, and the distance between both side plates 31 and 32 is the distance l in the longitudinal direction of the heat transfer fin portion 2B of the heater core. The dimensions are almost the same. 33 and 34 are the storage parts of the left and right heater core tanks 29 and 30, respectively.
The left and right heater core tank housing portions 33 and 34 are formed so as to protrude outside the unit as well as the left and right side plates 31 and 32. therefore.

The flow of air in FIG. 3 is as follows: after turning 90' in the direction of arrow 27,
, and flows into an air flow path surrounded by left and right side plates 31 and 32 having a flow opening area approximately equal to that of the heater core heat transfer fin portion 28 (ignoring the thickness of the pipes and fins of the heater core). .

The operation of an embodiment of the present invention configured as described above will be described below. FIG. 1 is a left sectional view of a car heater unit according to an embodiment of the present invention, showing the operating state in pie level mode. The air (once cooled and dehumidified in step 11 (cooling in FIG. 2) flows into the interior of the car heater unit 13 from the air inflow section 26. At this time, each damper is such that the air bypass path damper 1 is opened, the vent-defrost damper 21 opens the vent outlet 20 and closes the defrost outlet 19, the heat damper/Z24 opens, and the pie level damper 25 closes. The state has been rotated.

Therefore, of the cooling/dehumidifying air flow that has flowed into the car heater unit (13 in FIG. 2), that which has reached the air bypass path 16 passes through the first space 18 as it is.
Cold air is blown out from the vent outlet 2o to the chest of the occupant. In addition, the airflow that has been appropriately reheated and warmed by passing through the heater core 14 is transferred to the second space 23.
, and is blown out as warm air from the rear seat air outlet 22 to the feet of the passenger, and a portion of the warm air is blown out from the rear seat air outlet 3.
It is also possible to send it to the rear seat side via 5.

In the state shown in Fig. 1, the first space 18 and the second space 23 are completely blocked off by the pie level damper 25, so the cold and warm air flowing into the one-car space 18.23 does not mix. . Therefore, the flow rate of the engine cooling water flowing to the heater core 14 is controlled by the hot water flow control valve (16 in FIG. 2).
By adjusting and flowing to the maximum, the amount of heat dissipated from the heater core 14 is large, and the pie level temperature difference between the temperature of the hot air from the heat outlet 22 and the temperature of the cold air from the vent outlet 2o is sufficiently large. You can take it. Furthermore, by changing (reducing) the flow rate of the hot water flow control valve from this state, the amount of heat dissipated from the cooler core 14 can be adjusted as desired, and finally by fully closing the hot water flow control valve, The temperature of the air blown out from the vent outlet 20 and the heat outlet 22 can be made the same. In this way, it is possible to keep the temperature of the cold air from the vent outlet 2Q constant and change the temperature of the hot air from the heat outlet 22 as desired. Also, at this time, since the first space 18 and the second space 23 are blocked by the pie level damper 26, even if the pie level blowout temperature difference is adjusted as described above, Accordingly, the air volume and air volume distribution from both air outlets 20 and 22 do not change.

Next, according to the configuration of one embodiment of the present invention, it is also possible to keep the temperature of the hot air from the heat outlet 22 constant and to increase the temperature of the cold air from the vent outlet 2o to make it poisonous. For this purpose, the pie level damper 25 is rotated from the fully closed position shown in FIG. 1 to the angle shown by the dotted line 36, for example.

By bypassing the warm air to the first space 18 and mixing it with the cold air, the temperature of the cold air from the vent outlet 20 can be changed arbitrarily. At this time, according to the rotation angle of the pie level damper 26, the amount of hot air flowing into the second space 23 and the first space 18 is adjusted, so that the vent outlet 20 and the heat outlet 22, the air bypass damper 17 is rotated as appropriate to adjust the air pressure in the first space 18 and the second space 23. controlled to do so.

Furthermore, it goes without saying that in the pie level temperature control of the above two methods, changes in the amount of heat released by adjusting the amount of water in the heater core 14 are combined.

Furthermore, the above two pie level temperature control methods can be simply expressed as one in which the temperature of the cold air from the vent outlet 20 is kept constant and the other is varied, and
It can be divided into two methods: keeping the hot air temperature constant and changing the other temperature. However, when designing a specific product, consider the price, function, and added value of the product, and choose one method of temperature control. In order to reflect the above-mentioned temperature control methods in the product design, or as a high-end functional aircraft, to satisfy the complex and diverse thermophysiological needs of the occupants, a microcomputer-based control circuit and software are used to incorporate both of the above temperature control methods. It can also be applied to fine-grained pie level temperature control methods.

Next, operations in other modes will be explained.

Figure 5 shows the operating state in vent mode.
The cold air, which has already been cooled and dehumidified by the cooling unit (11 in Fig. 2), passes from the air bypass path 16 through the first space 18, without being reheated, and is directly discharged from the vent outlet 20 to the chest area of the occupant (mainly (meaning upper body). Therefore, no wind passes through the heater core 14.

Next, when increasing the amount of air blown from the vent outlet 20, move the pie level damper 25 up to the dotted line 36.
A flow path is formed between the heater core 14, the second space 23, and the first space 18, and the air flows from both sides of the air bypass path 16. In this case,
The engine cooling water flowing into the heater core 14 is completely shut off by the hot water flow control valve (16 in Figure 2), and unnecessary heat is prevented from flowing into the heater core 14 through the heater core inlet pipe (30 in Figure 2). It is desirable that there is no.

The operation of increasing the air volume by rotating the pie level damper 25 described above is an effective method for increasing the air volume without increasing the rotation speed of the fan (10 in Figure 2). (9゛ in Fig. 2) input can be reduced.

Furthermore, with the pie level damper 26 open, the temperature of the cold air blown out from the vent outlet 20 is controlled by the hot water flow control valve (16 in FIG. ) can be adjusted as desired. In this case, in order to raise the blowing temperature above a certain level, the air bypass path damper 17 is closed to allow all of the cold air to pass through the heater core 14. The above operation is used when dehumidifying without changing the temperature inside the vehicle,
This is effective as a means for finely correcting fluctuations in the cooling unit (11 in FIG. 2) whose capacity is difficult to control.

Figure 6 shows the operating state in heat mode.
The warm air that has passed through the heater core 14 from the air inflow section 26 passes through the second space 23 and from the air outlet 22 to the passenger's feet (mainly meaning the lower body) and the rear seat air outlet. It is blown out to the rear seat side through the mouth 36. The temperature of the hot air blown out depends on the flow rate of engine cooling water flowing through the heater core 14, so the hot water flow control valve (
It can be arbitrarily set by adjusting 15) in FIG.

This shows the operating state in the seventh ah heat-defrost mode, in which warm air heated by passing through the heater core 14 is blown out from the heat outlet 22, the rear seat outlet 35, and the defrost outlet 19.

Figure 8 shows the operating state in the defrost mode, in which warm air heated by passing through the heater core 14 is used to melt ice and frost on the front windshield (windshield) for the purpose of ensuring safe visibility for the passengers. The defrost outlet 19 also blows out air for defrost removal.

As explained above, four dampers (see Figure 1) are used. It is good also as a structure where it is provided. Each of the dampers 17, 21, 24, 25 is operated by a link mechanism system or the like via each damper shaft (not shown), and is operated manually as a driving source.

They are operated in conjunction or individually by actuators such as electric motors or stepping motors.

In the car air conditioner unit having the above configuration, an air bypass damper 1a is provided within the flow path volume of the air bypass path 16, and the opening of the air inflow portion 26 (see 5 in FIGS. 1 and 3) is By reducing the depth of the unit until it overlaps with the left heater core tank 29 of the heater core and its storage portion 33, the overall size can be reduced, and as shown in FIG. By providing a buffer section 36 with an R-shaped cross section on the left heater core tank storage section 33 side of the heater core tank 26 to reduce the local pressure loss coefficient of the inflowing air, static pressure loss in the air flow in this section can be prevented. It is something that can be prevented.

Furthermore, as shown in FIG. 3, the inflowing air flows from the air inflow section 26 to the heat transfer fin section 28 of the heater core in the direction indicated by the arrow 2.
If there is a possibility that static pressure loss may occur due to local pressure loss in the air flow when changing direction as shown in 7, a static pressure loss prevention guider having a shape as shown in 37 in the figure, for example, is provided. Needless to say, it is possible to prevent the flow lines in this part from being disturbed and to reduce static pressure loss.

Effects of the Invention As described above, the present invention provides a first space adjacent to an air bypass path provided with an air bypass path damper, and a gap level damper between the first space and the second space adjacent to the heater core. Since it is possible to adjust the flow of air across the first and second spaces by using the pie level damper alone or in conjunction with the air bypass damper, it is possible to adjust the hot water flow rate, which was previously impossible. It is possible to realize a bi-level mode of the car heater unit l-, and in order to respond to the diverse and complex thermal physiological needs of the occupants, the temperature of one side of the air outlet can be freely adjusted for the temperature of the air outlet at the feet and the chest area. It is possible to create the desired pi-level operating condition by
Fluctuations in air volume and air volume distribution can be eliminated.1
This can significantly improve the thermal comfort of the occupants. In addition, compared to the conventional air mix type car heater unit, which does not require an air mix damper, the volume of the unit can be reduced to approx.

Furthermore, by forming the left and right side plates of the unit in accordance with the longitudinal distance of the heat transfer fins of the heater core, the air flow area can be rapidly expanded and
The unit volume can be reduced without causing aerostatic pressure loss due to sudden contraction, and the depth of the unit is reduced by overlapping the air inlet opening and the left heater core tank housing. By installing a static pressure loss buffer and a static pressure loss prevention guider in the air inlet, the unit volume can be reduced by reducing air flow resistance loss, resulting in a significant downsizing of the car heater unit. As car heaters tend to expand in living space and engine compartments become smaller, this one-unit heater has extremely high practical effects and is characterized by its ability to reduce weight and cost by reducing the amount of materials used as a result of miniaturization. be.

[Brief explanation of the drawing]

FIG. 1 shows a car heater unit 7 showing an embodiment of the present invention.
2 is an overall schematic diagram of a reheating hot water flow rate adjustable automobile air conditioning system using a car heater unit according to an embodiment of the present invention, and FIG. 3 is an embodiment of the present invention. Fig. 4 is a front view of a car heater unit showing an embodiment of the present invention, and Figs. 6 to 8 show various operations in the same car heater unit. The mode operation diagram, FIG. 9, is an overall schematic diagram of a reheating hot water flow rate adjustable automobile air conditioning system using a conventional car heater unit. 26... Air inflow section, 14... Heater core. 16... Air bypass path, 1A... Air bypass path damper, 28... Heat transfer fin portion of heater core. 31.32... Left and right unit side plates, 33,
34... Left and right heater core tank storage parts, 29
, 30... Left and right heater core tanks, 21
...Vent-defrost damper, 18...
First space section, 24...Heat damper, 23.
...Second space section, 25...Pie level damper. Name of agent: Patent attorney Toshio Nakao Haga 1st person
21 Figure 3 Figure 4 Figure 5 Figure 6 q Section 7 1

Claims (1)

[Claims] an air inflow section from an upstream unit, and a heater core that is provided on the air downstream side of the air inflow section and whose heat radiation amount is adjusted by varying the circulating flow rate of engine cooling water;
an air bypass path that is arranged in parallel with the heater core to bypass air; an air bypass path damper that opens and closes air flow in the air bypass path; left and right unit side plates forming air flow passages therein, left and right tanks of the heater core provided in a heater core tank storage section formed by protruding from the unit side plates to the outside of the unit, and the air bypass path. a first space section provided on the air downstream side of the heater core and including a rotating space for a vent-defrost damper that opens and closes a vent outlet and a defrost outlet; and a heated air outlet of the heater core adjacent to the heater core. A car heater unit comprising a second space provided on the side and including a rotation space for a heat damper, and a bilevel damper that appropriately opens and closes air circulation spanning both the first and second spaces.