An optimized structure for the temperature control curve of an automotive air conditioning system

Abstract

The present invention belongs to the field of automobiles and relates to an optimized structure for the temperature control curve of an automotive air conditioning system, which includes a middle housing, a left housing, and a right housing. Inside the cavity formed by the middle housing, the left housing, and the right housing, there are respectively provided a face air door, a foot air door, and a defrost air door for controlling the air blowing towards the face, feet, and defrosting. It also includes an air mixing air door, and the air mixing air door includes an upper mixing air door and a lower mixing air door arranged independently. The upper mixing air door includes an upper cold flow channel and an upper hot flow channel, and the lower mixing air door includes a lower hot flow channel and a lower cold flow channel. The present invention can better optimize the linearity, enable the temperature to increase orderly and quantitatively without sudden increase, can also better change the temperature differences among the upper, lower, left, right, front, and back, effectively meet the temperature differences required by different parts of the occupants, better control the comfort of the passenger compartment, and can also efficiently meet the requirements of models with more modes.

Description

Technical Field

[0001] The invention belongs to the field of automobile air conditioning, and relates to a temperature control curve optimization structure of an automobile air conditioning system. Background Art

[0002] In traditional automobile air conditioning box technology, the hot and cold air in the air conditioning box can only be adjusted by the opening of the mixing damper. The structure is relatively limited, and the hot and cold air are easy to form a hedge, and the mixing is uneven; the temperature of the air mixing position inside the air conditioning box cannot be adjusted in layers, resulting in a large temperature difference between the upper and lower front and back. The face air outlet has less heat loss than the foot air outlet and the rear face air outlet, resulting in a higher temperature on the face than the foot and rear face; vortices are easy to form at the air mixing position in different modes, which has a great impact on the flow field; in the foot defrosting mode of the air conditioning box, the large temperature difference easily leads to low defrosting and defrosting efficiency. In general, the comfort of the passenger compartment is not well controlled, and there are safety hazards to driving. Summary of the invention

[0003] In view of this, the purpose of the present invention is to provide an optimization structure of the temperature control curve of an automobile air-conditioning system, optimize the linearity of the air outlet temperature, enable the temperature to be increased in an orderly and quantitative manner without shaking, and better change the temperature difference between the top and bottom, left and right, front and back, effectively meet the temperature differences required by different parts of the occupants, better control the comfort of the passenger compartment, and efficiently meet the needs of models with more modes.

[0004] In order to achieve the above object, the present invention provides the following technical solutions:

[0005] A temperature control curve optimization structure for an automobile air-conditioning system comprises a middle shell and left and right shells, wherein a face-blowing damper, a foot-blowing damper and a defrost damper are arranged inside a cavity formed by the middle shell, the left and right shells for respectively controlling blowing to a face, blowing to a foot and defrosting; the structure also comprises an air mixing damper, wherein the air mixing damper comprises an independently arranged upper mixing damper and a lower mixing damper; the upper mixing damper controls an upper cold runner and an upper hot runner, and the lower mixing damper controls a lower hot runner and a lower cold runner.

[0006] Optionally, the upper hot runner is arranged adjacent to a middle position of the lower hot runner.

[0007] Optionally, a partition layer (feature 4) is added between the upper mixing damper and the lower mixing damper to separate the upper and lower hot runners to balance the difference in air outlet temperature through the warm air core. The hot runner partitions are symmetrically arranged in the left shell, the middle shell, and the right shell.

[0008] Optionally, the air outlet side of the lower cold runner is provided with a first baffle (feature 6) for ensuring that the front and rear ventilation cross-sectional areas are consistent, and the first baffle is symmetrically arranged in the left shell, the middle shell, and the right shell.

[0009] Optionally, a second baffle rib (Feature 7) for reducing the cold air volume of the face blowing is provided at the entrance of the rear face blowing air, and the second baffle ribs are symmetrically arranged on the middle housing.

[0010] Optionally, first inclined baffle ribs (Feature 10) for draining the lower-layer mixed air are symmetrically arranged in the middle housing, and the first inclined baffle ribs are used to drain part of the middle hot air to both sides.

[0011] Optionally, defrosting undercurrent channels (Feature 11) are symmetrically arranged on the middle housing.

[0012] Optionally, third baffle ribs (Feature 11) are symmetrically arranged on the middle housing, the left housing, and the right housing to prevent the hot and cold air from colliding with each other to form a wind wall under the face blowing defrosting mode and pressing down on the lower channel.

[0013] Optionally, front baffle ribs and rear baffle ribs (Feature 17) are symmetrically arranged on the left housing and the right housing to reduce the cold air volume at the front section under the foot blowing mode.

[0014] Optionally, second inclined baffle ribs (Feature 20) with symmetrically arranged cold channels are further included on the left and right housings, and are used to cooperate with the first inclined baffle ribs (Feature 10) to squeeze the cold air on both sides towards the middle to balance the horizontal temperature difference of the face blowing.

[0015] The beneficial effects of the present invention are as follows:

[0016] The present invention adjusts the proportion of the hot air volume of the upper and lower layers by means of the heat flow channel partition plate (Feature 4) connecting the left, middle, and right housings, so as to achieve the effect of a reasonable temperature difference between the upper and lower layers. The front baffle ribs and the rear baffle ribs (Feature 17) are used to assist in reducing the cold air of the front foot blowing, and work together to prevent the phenomenon that the face blowing temperature is higher than the foot blowing temperature; through the first baffle rib (Feature 6) of the lower cold channel, the cross-sectional area of the lower cold channel is effectively reduced, so that the channel gaps between the rear side of the mixing air door and the channels leading to the front and rear foot blowing and the rear face blowing are consistent, and the cold air volume at each point during the operation of the mixing air door is effectively reduced, thereby improving the linearity; through the second baffle rib (Feature 7), it can effectively prevent too much cold air from passing through to the rear face blowing, realize the extrusion of the air to both sides, and prevent the phenomenon of a large temperature difference between the front and rear face blowing; through the first inclined baffle rib (Feature 10) in the lower-layer mixed channel of the middle housing, part of the hot air is effectively guided to both sides, and combined with the second inclined baffle rib (Feature 20) to squeeze the cold air on both sides towards the middle, preventing the phenomenon that the temperature in the middle of the upper layer is higher than that on both sides; by adding defrosting undercurrent channels and the third baffle rib (Feature 11) connecting the left, middle, and right in the upper-layer hot and cold channels of the middle housing, mainly for models with defrosting face blowing mode, it effectively prevents the hot and cold air from colliding in the upper layer, presses the hot air down to the lower layer, and prevents the phenomenon of a large temperature difference between the defrosting temperature and the face blowing.

[0017] Other advantages, objects, and features of the present invention will be set forth in part in the following description, and in part will be obvious to those skilled in the art upon examination of the following, or may be learned by practice of the present invention. The objects and other advantages of the present invention may be realized and obtained by the following description of the specification. Brief Description of the Drawings

[0018] In order to make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be described in detail preferably with reference to the accompanying drawings, where:

[0019] Figure 1 It is a schematic structural diagram of one side of the housing in the present invention;

[0020] Figure 2 It is a schematic structural diagram of one side of the right housing of the present invention. Detailed Description of the Embodiments

[0021] The following uses specific specific examples to illustrate the embodiments of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. The details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0022] Among them, the drawings are only for illustrative purposes, showing only schematic diagrams, not physical diagrams, and should not be construed as a limitation to the present invention; in order to better illustrate the embodiments of the present invention, some components in the drawings will be omitted, enlarged, or reduced, which do not represent the dimensions of the actual product; for those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0023] In the drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only for illustrative purposes and should not be construed as a limitation to the present invention. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0024] Please refer to Figure 1 - Figure 2, the component numbers in the attached drawings respectively represent: the defrost air door 1, the right housing 2, the upper mixing air door 3, the hot runner partition 4 (linear feature for balancing the temperature of the upper and lower layers), the lower mixing air door 5, the first rib 6 (feature for enhancing the linearity of the lower layer), the second rib 7 (linear feature for enhancing the temperature gradient of the rear windshield defrosting air), the middle housing 8, the footwell air door 9, the first inclined rib 10 (linear feature for balancing the horizontal temperature difference of the windshield defrosting air), (defrosting dark runner and) the third rib 11, the windshield defrosting air door 12, the upper cold runner 13, the upper hot runner 14, the lower hot runner 15, the lower cold runner 16, the front end rib and the rear end rib 17 (optimizing the linear feature of the parallel section at the front stage of the footwell air temperature), the front and rear footwell air outlets and the rear windshield defrosting air outlets 18, the lower layer mixing runner 19, the second inclined rib 20 (linear feature for balancing the horizontal temperature difference of the windshield defrosting air).

[0025] The present invention relates to an optimized structure for the temperature control curve of an automotive air conditioning system, which includes a middle housing 8, a left housing, and a right housing 2. Inside the cavity formed by the middle housing 8, the left housing, and the right housing 2, there are respectively provided a windshield defrosting air door 12, a footwell air door 9, and a defrost air door 1 for controlling the air blown towards the windshield, the footwell, and the defrosting area; it also includes an air mixing air door, and the air mixing air door includes an upper mixing air door 3 and a lower mixing air door 5 arranged independently; the upper mixing air door 3 controls the upper cold runner 13 and the upper hot runner 14, and the lower mixing air door 5 controls the lower hot runner 15 and the lower cold runner 16; the upper hot runner 14 and the lower hot runner 15 are arranged adjacent to each other.

[0026] Furthermore, a hot runner partition (feature 4) is added between the upper mixing air door 3 and the lower mixing air door 5 of the present invention to separate the upper and lower hot runners, which is used to balance the difference in the air outlet temperature passing through the heater core. The hot runner partition 4 is symmetrically arranged in the left housing, the middle housing 8, and the right housing 2. This hot runner partition 4 is used to separate the upper hot runner 14 and the lower hot runner 15, and the upper and lower ratios are 1:1, which is used to balance the temperature difference between the upper and lower layers (this feature is designed in the left, middle, and right housings and is symmetrically distributed).

[0027] Optionally, a first rib 6 for ensuring the consistency of the front and rear ventilation cross-sectional areas is provided on the air inlet side of the cold runner of the lower mixing air door of the present invention. The first rib 6 is symmetrically arranged in the left housing, the middle housing 8, and the right housing 2. A first rib 6 with a size of 18.5 mm is designed on the rear side of the lower cold runner 16 mixing air door (this feature is designed in the left, middle, and right housings and is symmetrically distributed) to ensure the consistency of the front and rear ventilation cross-sectional areas, and it can effectively reduce the air volume of the cold air as the mixing air door closes, thereby causing the linearity and other gradients of the lower layer and the rear air outlet to steadily increase, and there will be no parallel section or even sudden increase section.

[0028] As another optimization of the solution, a second baffle rib 7 for reducing the cold air volume of the face-blowing air is provided at the face-blowing air inlet of the face-blowing air damper 12 of the present invention, and the second baffle rib 7 is symmetrically arranged on the middle housing 8. A second baffle rib (symmetrically arranged on the middle housing 8) with a design size of 15 mm is added at the rear face-blowing inlet. Since the rear face-blowing air duct is relatively long and the heat loss is relatively large, only by reducing the cold air volume entering the rear face-blowing, with the hot air volume remaining unchanged, the linearity of the rear face-blowing will be improved and the temperature will also increase accordingly.

[0029] Further, first inclined baffle ribs 10 for diverting the lower-layer mixed air are symmetrically arranged in the middle housing 8, and the first inclined baffle ribs 10 are used to divert part of the middle hot air to both sides. The first inclined baffle ribs 10 with a suspended inclined length of 17 mm and an inclination of 45° (symmetrically arranged on the middle housing 8) play a role in diverting the lower-layer mixed air. In the face-blowing and foot-blowing mode, the hot air on the lower layer blows towards the feet on both sides, and part of it goes towards the middle face-blowing in the middle, resulting in a higher temperature in the middle than on both sides. Therefore, inclined baffle ribs need to be added to divert part of the middle hot air to both sides.

[0030] In cooperation with the first inclined baffle ribs 10, second inclined baffle ribs 20 symmetrically arranged on the left and right housings are further included. The second inclined baffle ribs 20 are arranged in the upper-layer cold flow path and are used to cooperate with the first inclined baffle ribs 10 to squeeze the cold air on both sides towards the middle.

[0031] As another optimization of the solution, defrosting dark flow paths are symmetrically arranged on the middle housing 8; third baffle ribs 11 are symmetrically arranged on the middle housing 8, the left housing, and the right housing 2 to prevent the hot and cold air from counteracting in the defrosting mode. A defrosting dark flow path with a cross-sectional area of 255 mm2 (symmetrically arranged on the middle housing 8) and a third baffle rib with a Z-direction width of 16 mm (this feature is designed on the left, middle, and right housings and is symmetrically distributed) are added. This feature is mainly for the face-blowing defrosting mode to prevent the hot and cold air from counteracting, form an air wall, and press down on the lower-layer flow path, while preventing counteraction and not reducing the defrosting heat.

[0032] Further, front baffle ribs and rear baffle ribs 17 are symmetrically arranged on the left housing and the right housing 2 to reduce the cold air volume in the foot-blowing mode. The front baffle ribs (design size 4 mm) and the rear baffle ribs (design size 8 mm) are designed, and the left and right housings are symmetrically arranged to reduce the cold air volume in the front and have an obvious effect on increasing the temperature of the front foot-blowing.

[0033] The present invention adjusts the proportion of hot air volume between the upper and lower layers through a hot runner partition (Feature 4) that connects the left, middle, and right casings, thereby achieving the effect of a reasonable temperature difference between the upper and lower layers. The front retaining rib and the rear retaining rib (Feature 17) are used to assist in reducing the cold air at the front foot blowing area, and they work together to prevent the phenomenon that the temperature of the face blowing is higher than that of the foot blowing. Through the first retaining rib (Feature 6) of the lower cold runner, the cross-sectional area of the lower cold runner is effectively reduced, making the flow path gaps between the rear side of the mixing air door and the flow paths leading to the front and rear foot blowing and the rear face blowing the same. During the operation of the mixing air door, the cold air volume is effectively reduced at each point, thereby improving the linearity. Through the second retaining rib (Feature 7), the excessive cold air flowing to the rear face blowing can be effectively prevented, realizing the extrusion of air to both sides and preventing the phenomenon of a large temperature difference between the front and rear face blowing. Through the first inclined retaining rib (Feature 10) of the casing in the lower mixing flow path, part of the hot air is effectively guided to both sides, and combined with the second inclined retaining rib (Feature 20), the cold air on both sides is squeezed towards the middle, preventing the phenomenon that the temperature in the middle of the upper layer is higher than that on both sides. By adding a defrosting dark flow path and a third retaining rib (Feature 11) that connects the left, middle, and right between the hot and cold flow paths in the upper layer of the middle casing, mainly for vehicles with a defrosting face blowing mode, the hot and cold air flushing in the upper layer is effectively prevented, the hot air is pressed down to the lower layer, and the phenomenon of a large temperature difference between the defrosting temperature and the face blowing is prevented.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the present technical solution, and they should all be covered by the scope of the claims of the present invention.

Claims

1. An optimized structure of temperature control curve for automobile air conditioning system, It is characterized in that It includes a middle shell and a left shell and a right shell. The cavity formed by the middle shell, the left shell and the right shell is provided with a face-blowing damper, a foot-blowing damper and a defrost damper respectively controlling blowing to the face, blowing to the feet and defrosting; it also includes an air mixing damper, the air mixing damper includes an independently arranged upper mixing damper and a lower mixing damper; the upper mixing damper controls the upper cold runner and the upper hot runner, and the lower mixing damper controls the lower hot runner and the lower cold runner; the air outlet side of the lower cold runner is provided with a first baffle rib for ensuring that the front and rear ventilation cross-sectional areas are consistent, and the first baffle rib is symmetrically arranged in the left shell, the middle shell and the right shell; a second baffle rib for reducing the amount of cold air blowing to the face is provided at the rear face wind inlet, and the second baffle rib is symmetrically arranged on the middle shell.

2. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 1, It is characterized in that The upper hot runner is adjacent to the lower hot runner.

3. The temperature control curve optimization structure of the automobile air conditioning system as claimed in claim 2, It is characterized in that A partition layer is added between the upper mixing air door and the lower mixing air door to separate the upper and lower hot runners to balance the difference in air outlet temperature through the warm air core. The partition layer is symmetrically arranged in the left shell, the middle shell, and the right shell.

4. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 1, It is characterized in that The middle shell is symmetrically provided with first oblique baffle ribs for guiding the lower layer mixed air, and the first oblique baffle ribs are used for guiding part of the middle hot air to both sides.

5. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 1, It is characterized in that The middle shell is symmetrically provided with defrosting dark flow channels.

6. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 5, It is characterized in that The third baffle ribs are symmetrically arranged on the middle shell, the left shell and the right shell to prevent the cold and hot winds from colliding to form a wind wall in the face-blowing defrosting mode, thereby pressing the lower flow channel.

7. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 1, It is characterized in that The left shell and the right shell are symmetrically provided with front and rear baffle ribs for reducing the amount of cold air at the front section in the foot blowing mode.

8. The automobile air conditioning system temperature control curve optimization structure as claimed in claim 4, It is characterized in that It also includes second oblique baffles symmetrically arranged in the cold flow channels on the left and right shells, which are used to cooperate with the first oblique baffles to squeeze the cold air on both sides to the middle and balance the horizontal temperature difference on the blowing surface.

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