Vehicle air conditioning device

Abstract

The present application relates to a vehicle air-conditioning device. An object of the present application is to reduce the number of components by controlling a sub temperature door even without a separate actuator, and to ensure a cost reduction effect by reducing the number of components. To achieve the above object, the present application provides a vehicle air-conditioning device including a cooling heat exchanger and a heating heat exchanger. The vehicle air-conditioning device includes: a cold air flow passage and a hot air flow passage through which air that has passed through the cooling heat exchanger passes around the heating heat exchanger, the air passing through the heating heat exchanger through the hot air flow passage; a plurality of temperature doors for enabling the air that has passed through the cooling heat exchanger to selectively pass through the heating heat exchanger; and a linkage portion that allows the plurality of temperature doors to operate in conjunction with each other.

Description

Technical Field

[0001] The present invention relates to a vehicle air conditioning system, and more specifically, to a vehicle air conditioning system configured to control a secondary temperature gate without a separate actuator, thereby enabling a reduction in the number of components and achieving cost reduction by reducing the number of components. Background Technology

[0002] In recent years, independent air conditioning systems have been developed for independently cooling and heating multiple areas within the vehicle interior. For example, independent air conditioning systems have been developed and are in use for independently cooling and heating the driver's seat area, the front passenger seat area, and the rear seat area.

[0003] like Figure 1 As shown, the independent air conditioning system has a structure in which the airflow path of the air conditioning housing 10 is divided into airflow paths for each seat, such as driver's seat airflow path 12, front passenger seat airflow path 14 and rear seat airflow path 16, and temperature gates 20, 22 and 24 are installed in the airflow paths 12, 14 and 16 for each seat.

[0004] In this independent air conditioning system, when the user operates the separate air conditioning mode switch (not shown) and temperature control switch (not shown) for each air-conditioned zone, the temperature gates 20, 22 and 24 in the air flow paths 12, 14 and 16 are independently controlled.

[0005] Therefore, the temperature of the air supplied to each air-conditioned zone is controlled individually to cool and heat each air-conditioned zone separately.

[0006] At the same time, such as Figure 2 As shown, each temperature gate 20 and 22 in the driver's seat airflow path 12 and the front passenger seat airflow path 14 includes a main temperature gate 20a or 22a and a secondary temperature gate 20b or 22b. In this configuration, the main temperature gate 20a or 22a rotates between the cold airflow path 10a and the hot airflow path 10b to adjust the opening degree of both paths. The secondary temperature gate 20b or 22b adjusts the opening degree of the auxiliary hot airflow path 10c.

[0007] Because the main temperature gate 20a or 22a has a limited size due to the narrow space structure between the cooling heat exchanger 17 and the heating heat exchanger 18, the hot air flow path 10b on the side of the heating heat exchanger 18 corresponding to the main temperature gate 20a or 22a is inevitably smaller.

[0008] Therefore, a dead zone D with no airflow is formed near the heating heat exchanger 18. Sub-temperature gates 20b or 22b are used to increase the airflow on the heating heat exchanger 18 side by removing the dead zone D.

[0009] Furthermore, the temperature gates 24 in the rear seat airflow path 16 consist of multiple rear seat temperature gates 24. These rear seat temperature gates 24 regulate the temperature of the air supplied to the rear seat side of the vehicle interior. Specifically, the rear seat temperature gates 24 cooperate with the auxiliary temperature gates 20b or 22b to control the temperature of the air discharged to the rear seats.

[0010] However, as Figure 1 As shown, this conventional independent air conditioning system has the disadvantage of requiring actuators 30 and 32 to control the main temperature gate 20a or 22a and the secondary temperature gate 20b or 22b.

[0011] This leads to an increase in the number of parts, which in turn increases manufacturing costs.

[0012] In particular, in recent years, there has been a need for technologies that reduce manufacturing costs. However, the technology described above, which uses separate actuators 30 and 32 to control the main temperature gate 20a or 22a and the secondary temperature gate 20b or 22b, cannot meet the demand for cost reduction. Summary of the Invention

[0013] Technical issues

[0014] In view of the inherent problems in the prior art, one object of the present invention is to provide a vehicle air conditioning system that can control the secondary temperature gate without the need for a separate actuator.

[0015] Another object of the present invention is to provide a vehicle air conditioning device that reduces the number of components and reduces costs by employing a structure that allows control of the secondary temperature regulating door without the need for a separate actuator.

[0016] Technical solution

[0017] To achieve these objectives, a vehicle air conditioning system is provided, comprising: a cold air flow path through which air passing through the cooling heat exchanger bypasses the heating heat exchanger; a hot air flow path through which air passing through the cooling heat exchanger passes; a plurality of temperature gates configured to allow air passing through the cooling heat exchanger to selectively pass through the heating heat exchanger; and an linkage configured to allow the plurality of temperature gates to be driven in conjunction with each other.

[0018] The vehicle air conditioning system may further include: an auxiliary hot air flow path configured to allow air to pass through the heating heat exchanger; a main temperature gate configured to adjust the opening of the hot air flow path; and a secondary temperature gate configured to adjust the opening of the auxiliary hot air flow path, wherein the linkage portion may be configured to cause the main temperature gate and the secondary temperature gate to rotate at different angular velocities in a linked manner, such that the opening of the main temperature gate for the hot air flow path and the opening of the secondary temperature gate for the auxiliary hot air flow path may be different from each other.

[0019] In the vehicle air conditioning system, the linkage can be configured to ensure that the opening of the secondary temperature gate for the auxiliary hot air flow path is greater than the opening of the primary temperature gate for the hot air flow path.

[0020] In the vehicle air conditioning system, the linkage can be configured to ensure that the secondary temperature gate reaches the position where the auxiliary hot air flow path is opened to its maximum value before the primary temperature gate reaches the position where the hot air flow path is opened to its maximum value.

[0021] In the vehicle air conditioning system, the linkage can be configured to ensure that even after the main temperature door moves in the direction of opening the hot air flow path after the secondary temperature door reaches the position where the auxiliary hot air flow path is opened to its maximum value, the secondary temperature door also stops for a predetermined time at the position where the auxiliary hot air flow path is opened to its maximum value.

[0022] Advantages of the invention

[0023] According to the vehicle air conditioning system of the present invention, the secondary temperature gate is controlled in conjunction with the primary temperature gate. Therefore, the secondary temperature gate can be controlled without a separate actuator.

[0024] Furthermore, since the secondary temperature gate can be controlled without a separate actuator, the number of components can be reduced and costs can be lowered. Attached Figure Description

[0025] Figure 1 This is a view of a conventional vehicle air conditioning system, showing the structure for separately cooling and heating the driver's seat area, the front passenger seat area, and the rear seat area.

[0026] Figure 2 yes Figure 1 The diagram shown is a side cross-section of a conventional vehicle air conditioning system, illustrating the main temperature gate and the secondary temperature gate.

[0027] Figure 3This is a view showing the construction of a vehicle air conditioning system according to the present invention.

[0028] Figure 4 This is a side view of the air conditioning housing, showing the drive portion for actuating the main temperature gate and the secondary temperature gate that constitute the airflow path side of the driver's seat in this invention.

[0029] Figure 5 This is a side view of the air conditioning housing, showing the drive portion for driving the main temperature gate and the secondary temperature gate that constitute the airflow path side of the front passenger seat of the present invention.

[0030] Figure 6 This is an operational diagram illustrating an example of the operation of the present invention, and a graph showing the opening degree of the main temperature gate and the secondary temperature gate according to the rotational position of the temperature cam.

[0031] Figure 7 yes Figure 3 The side cross-sectional view of the vehicle's air conditioning system shown illustrates the main temperature gate and the secondary temperature gate. Detailed Implementation

[0032] A preferred embodiment of the vehicle thermal management system according to the present invention will now be described in detail with reference to the accompanying drawings.

[0033] Before describing the features of the vehicle air conditioning system according to the present invention, reference will be made to... Figure 2 and Figure 3 Briefly describe the overall structure of an independent air conditioning system.

[0034] like Figure 3 As shown, the independent air conditioning system has a structure in which the air flow path of the air conditioning housing 10 is divided into a driver's seat air flow path 12, a front passenger seat air flow path 14 and a rear seat air flow path 16, and temperature gates 20, 22 and 24 are installed in the air flow paths 12, 14 and 16 for each seat.

[0035] In this independent air conditioning system, when the user operates the individual air conditioning mode switch (not shown) and temperature control switch (not shown) for each air-conditioned zone, the temperature gates 20, 22, and 24 in the airflow paths 12, 14, and 16 are independently controlled. Therefore, the temperature of the air supplied to each air-conditioned zone is individually controlled to individually cool and heat each air-conditioned zone.

[0036] At the same time, such as Figure 2As shown, each temperature gate 20 and 22 in the driver's seat airflow path 12 and the front passenger seat airflow path 14 includes a main temperature gate 20a or 22a and a secondary temperature gate 20b or 22b. In this configuration, the main temperature gate 20a or 22a rotates between the cold airflow path 10a and the hot airflow path 10b to adjust the opening degree of both paths. The secondary temperature gate 20b or 22b adjusts the opening degree of the auxiliary hot airflow path 10c.

[0037] The cold air flow path 10a is configured such that air passing through the cooling heat exchanger 17 bypasses the heating heat exchanger 18. The hot air flow path 10b is configured such that air passing through the cooling heat exchanger 17 passes through the heating heat exchanger 18. Temperature gates 20a, 22a, 20b, and 22b are configured to allow air passing through the cooling heat exchanger 17 to selectively pass through the heating heat exchanger 18.

[0038] Furthermore, the temperature gates 24 in the rear seat airflow path 16 consist of multiple rear seat temperature gates 24. These rear seat temperature gates 24 regulate the temperature of the air supplied to the rear seat side of the vehicle interior. Specifically, the rear seat temperature gates 24 cooperate with the auxiliary temperature gates 20b or 22b to control the temperature of the air discharged to the rear seats.

[0039] Next, we will refer to Figures 3 to 7 The features of the vehicle air conditioning system according to the present invention are described in detail.

[0040] First see Figure 3 The vehicle air conditioning system of the present invention includes a temperature actuator 40 for driving temperature gates 20 and 22 in the driver's seat airflow path 12 and the front passenger seat airflow path 14.

[0041] Temperature actuators 40, which rotate back and forth in response to a control signal applied thereto, are fixedly mounted on both sides of the air conditioning housing 10 to simultaneously drive the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b that form temperature gates 20 and 22 in the driver's seat airflow path 12 and the front passenger seat airflow path 14.

[0042] Since the temperature actuator 40 simultaneously drives the main temperature gates 20a and 22a as well as the secondary temperature gates 20b and 22b, a single temperature actuator 40 is provided for the driver's seat airflow path 12 and the front passenger seat airflow path 14.

[0043] Refer again Figure 3The air conditioning system of the present invention further includes a linkage portion 50 configured to transmit the driving force of the temperature actuator 40 to the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b, and to cause the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b to be linked together. In the following description, the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b installed in the driver's seat airflow path 12 and the front passenger seat airflow path 14 will not be distinguished from each other and will be described in a uniform manner.

[0044] like Figures 3 to 5 As shown, the linkage part 50 includes a temperature cam 52 mounted on the output shaft 40a of the temperature actuator 40, a first rotational force transmission part 54 configured to transmit the rotational force of the temperature cam 52 to the main temperature gates 20a and 22a, and a second rotational force transmission part 56 configured to transmit the rotational force of the temperature cam 52 to the secondary temperature gates 20b and 22b.

[0045] The temperature cam 52 receives the driving force from the temperature actuator 40 and rotates back and forth between the cooling direction A1 and the heating direction A2.

[0046] The first rotational force transmission portion 54 includes: a first groove 54a formed in the temperature cam 52 for bending in a circumferential direction; and a first arm 54b integrally fixed to the rotation shafts 20a-1 and 22a-1 of the main temperature gates 20a and 22a, and having a distal end movably fitted into the first groove 54a.

[0047] In the first rotational force transmission section 54, when the temperature cam 52 rotates back and forth, the first groove 54a also rotates back and forth simultaneously. When the first groove 54a also rotates back and forth, the first arm 54b connected to it also rotates back and forth in accordance with the curvature of the first groove 54a. When the first arm 54b rotates back and forth, the main temperature gates 20a and 22a connected to the first arm 54b also rotate back and forth at a specific angle to adjust the opening of the cold air flow path 10a and the hot air flow path 10b (see...). Figure 2 ).

[0048] The rotation angle of the first arm 54b varies according to the bending shape of the first groove 54a. Since the rotation position of the first arm 54b can vary according to the bending shape of the first groove 54a, the opening positions of the main temperature gates 20a and 22a also change accordingly.

[0049] The second rotational force transmission portion 56 includes: a second groove 56a formed in the temperature cam 52 to bend in the circumferential direction; and a second arm 56b integrally fixed to the rotation shafts 20b-1 and 22b-1 of the sub-temperature gates 20b and 22b, and having a distal end movably connected to the second groove 56a.

[0050] In the second rotational force transmission section 56, when the temperature cam 52 rotates back and forth, the second groove 56a also rotates back and forth simultaneously. When the second groove 56a rotates back and forth, the second arm 56b connected to it also rotates back and forth in accordance with the curvature of the second groove 56a. When the second arm 56b rotates back and forth, the auxiliary temperature gates 20b and 22b connected to the second arm 56b also rotate back and forth at a specific angle to adjust the opening of the auxiliary hot air flow path 10c (see...). Figure 2 ).

[0051] The rotation angle of the second arm 56b varies according to the bending shape of the second groove 56a. Since the rotation position of the second arm 56b can vary according to the bending shape of the second groove 56a, the opening positions of the secondary temperature gates 20b and 22b also vary accordingly.

[0052] When the secondary temperature gates 20b and 22b move away from the temperature cam 52, the second groove 56a on the side of the temperature cam 52 is connected to the second arm 56b on the side of the secondary temperature gates 20b and 22b via a separate connecting rod 56c.

[0053] According to the linkage section 50 with this structure, the main temperature gates 20a and 22a and the auxiliary temperature gates 20b and 22b are simultaneously controlled by the driving force output from a single temperature actuator 40 and are linked together. Therefore, unlike the prior art, it is not necessary to install two separate actuators for controlling the main temperature gates 20a and 22a and the auxiliary temperature gates 20b and 22b.

[0054] Furthermore, since it is not necessary to separately install two actuators for controlling the main temperature gates 20a and 22a and the auxiliary temperature gates 20b and 22b, the number of components can be reduced and costs can be lowered.

[0055] Reference Figures 4 to 7 The linkage part 50 is configured to cause the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b, which are in the linkage state, to rotate at different angular velocities.

[0056] More specifically, the linkage 50 receives the driving force of the temperature actuator 40 to cause the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b, which are in the linkage state, to rotate at different angular velocities.

[0057] Therefore, in the linkage section 50, the bending shapes of the first groove 54a and the second groove 56a of the temperature cam 52 are made to be different from each other, and the temperature cam 52 determines the positions of the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b according to the rotation position.

[0058] Specifically, the trajectories of the first groove 54a and the second groove 56a relative to the rotation center axis 52a of the temperature cam 52 are set to be different from each other, such that when the temperature cam 52 rotates, the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b are controlled to have different angular velocities.

[0059] Therefore, when the temperature cam 52 rotates, the opening speeds of the main temperature gates 20a and 22a for the cold air flow path 10a and the hot air flow path 10b, and the opening speeds of the auxiliary temperature gates 20b and 22b for the auxiliary hot air flow path 10c are different from each other.

[0060] Therefore, when the temperature cam 52 rotates to a specific position, the opening positions of the main temperature gates 20a and 22a for the cold air flow path 10a and the hot air flow path 10b, and the opening positions of the auxiliary temperature gates 20b and 22b for the auxiliary hot air flow path 10c are different from each other.

[0061] Specifically, the opening positions of the main temperature gates 20a and 22a for the hot air flow path 10b and the secondary temperature gates 20b and 22b for the auxiliary hot air flow path 10c are different from each other.

[0062] As a result, Figure 6 As shown, depending on the rotational position of the temperature cam 52, the opening degrees of the main temperature gates 20a and 22a for the hot air flow path 10b and the opening degrees of the auxiliary temperature gates 20b and 22b for the auxiliary hot air flow path 10c are different from each other.

[0063] Preferably, the first slot 54a and the second slot 56a have trajectories for making the angular velocities of the main temperature gates 20a and 22a and the secondary temperature gates 20b and 22b different from each other, so as to control the angular velocities of the secondary temperature gates 20b and 22b to be faster than the angular velocities of the main temperature gates 20a and 22a.

[0064] Specifically, the first slot 54a and the second slot 56a have a trajectory for controlling the angular velocity of the secondary temperature gates 20b and 22b to be faster than the angular velocity of the primary temperature gates 20a and 22a when the temperature cam 52 rotates from the cooling direction A1 to the heating direction A2.

[0065] Therefore, when the temperature cam 52 rotates from the cooling direction A1 to the heating direction A2, the opening speed of the auxiliary temperature gates 20b and 22b for the auxiliary hot air flow path 10c is faster than the opening speed of the main temperature gates 20a and 22a for the hot air flow path 10b.

[0066] As a result, Figure 6As shown, when the temperature cam 52 rotates from the cooling direction A1 to the heating direction A2, the opening degree of the auxiliary temperature gates 20b and 22b used to assist the hot air flow path 10c is greater than the opening degree of the main temperature gates 20a and 22a used to assist the hot air flow path 10b.

[0067] More preferably, the first slot 54a and the second slot 56a have a trajectory for controlling the angular velocity of the secondary temperature gates 20b and 22b to be faster than that of the primary temperature gates 20a and 22a when the temperature cam 52 rotates from the cooling direction A1 to the heating direction A2, and thus controlling the opening of the secondary temperature gates 20b and 22b to be larger than that of the primary temperature gates 20a and 22a, and have a trajectory for controlling the opening of the secondary temperature gates 20b and 22b for the auxiliary hot air flow path 10c to 100% (open to the maximum value) before controlling the opening of the primary temperature gates 20a and 22a for the hot air flow path 10b to 100% (open to the maximum value).

[0068] The reason for adopting this configuration is that, before controlling the opening of the main temperature gates 20a and 22a to 100%, by controlling the opening of the secondary temperature gates 20b and 22b to 100%, a large amount of hot air can be introduced into the rear seat airflow path 16 corresponding to the auxiliary hot airflow path 10c, regardless of the opening of the hot airflow path 10b.

[0069] Even more preferably, the first slot 54a and the second slot 56a have a trajectory for controlling the angular velocity of the secondary temperature gates 20b and 22b to be faster than the angular velocity of the primary temperature gates 20a and 22a when the temperature cam 52 rotates from the cooling direction A1 to the heating direction A2, and thus controlling the opening of the secondary temperature gates 20b and 22b to 100% before controlling the opening of the primary temperature gates 20a and 22a to 100%, and have a trajectory for controlling the opening of the secondary temperature gates 20b and 22b to 100% before controlling the opening of the primary temperature gates 20a and 22a to 2 / 3.

[0070] Furthermore, the first slot 54a and the second slot 56a of the linkage section 50 have a trajectory for ensuring that the secondary temperature gates 20b and 22b reach the position where the auxiliary hot air flow path 10c is opened to the maximum value before the main temperature gates 20a and 22a reach the position where the hot air flow path 10b is opened to the maximum value.

[0071] Furthermore, the first slot 54a and the second slot 56a of the linkage section 50 have a trajectory to ensure that after the secondary temperature gates 20b and 22b reach the position where the auxiliary hot air flow path 10c is opened to the maximum value, even if the main temperature gates 20a and 22a move in the direction of opening the hot air flow path 10b, the secondary temperature gates 20b and 22b stop at the position where the auxiliary hot air flow path 10c is opened to the maximum value for a predetermined time.

[0072] Furthermore, the first slot 54a and the second slot 56a of the linkage section 50 have a trajectory for ensuring that after the secondary temperature gates 20b and 22b reach the position that opens the auxiliary hot air flow path 10c to its maximum value, if the main temperature gates 20a and 22a move in the direction that closes the hot air flow path 10b, the secondary temperature gates 20b and 22b move in the direction that closes the auxiliary hot air flow path 10c.

[0073] Furthermore, the first slot 54a and the second slot 56a of the linkage section 50 have a trajectory for ensuring that the secondary temperature gates 20b and 22b reach the position where the auxiliary hot air flow path 10c is opened to its maximum value before the main temperature gates 20a and 22a reach the position where the hot air flow path 10b is opened by 1 / 2.

[0074] In addition, the first slot 54a and the second slot 56a of the linkage part 50 are configured to ensure that when the auxiliary temperature gates 20b and 22b reach the position that opens the auxiliary hot air flow path 10c to its maximum value, the opening angle of the rear seat temperature gate 24 is adjusted to control the temperature of the air discharged toward the rear seat.

[0075] In addition, the first slot 54a and the second slot 56a of the linkage 50 are configured to ensure that the opening angles of the auxiliary temperature gates 20b and 22b and the opening angle of the rear seat temperature gate 24 are adjusted simultaneously to control the temperature of the air discharged toward the rear seats before the auxiliary temperature gates 20b and 22b reach the position that opens the auxiliary hot air flow path 10c to its maximum value.

[0076] According to the linkage part 50 with this structure, the main temperature gates 20a and 22a and the auxiliary temperature gates 20b and 22b are linked to each other and have different angular velocities. Therefore, the opening degree of the main temperature gates 20a and 22a used for the hot air flow path 10b is different from the opening degree of the auxiliary temperature gates 20b and 22b used for the auxiliary hot air flow path 10c.

[0077] Furthermore, since the opening degrees of the main temperature gates 20a and 22a for the hot air flow path 10b and the secondary temperature gates 20b and 22b for the auxiliary hot air flow path 10c can be different from each other, the amount of hot air supplied to the front and rear seats can be increased, which can improve the cooling and heating performance of the front and rear seats.

[0078] While preferred embodiments of the invention have been described above, the invention is not limited to these embodiments. Various modifications and changes can be made without departing from the scope and spirit of the invention as defined in the claims.

Claims

1. A vehicle air conditioning system equipped with a cooling heat exchanger and a heating heat exchanger, the vehicle air conditioning system comprising: The cold air flow path is such that the air passing through the cooling heat exchanger bypasses the heating heat exchanger and flows through the cold air flow path. Hot air flow path, the air passing through the cooling heat exchanger passes through the hot air flow path; Multiple temperature gates, the multiple temperature gates being configured to allow air passing through the cooling heat exchanger to selectively pass through the heating heat exchanger; The linkage component is configured to allow the plurality of temperature gates to be driven in conjunction with each other; An auxiliary hot air flow path is configured to allow the air to pass through the heating heat exchanger; A main temperature gate, configured to adjust the opening of the hot air flow path; as well as A secondary temperature gate, configured to adjust the opening of the auxiliary hot air flow path, The linkage mechanism is configured to cause the main temperature gate and the auxiliary temperature gate to rotate at different angular velocities in a linked manner, such that the opening degree of the main temperature gate for the hot air flow path and the opening degree of the auxiliary temperature gate for the auxiliary hot air flow path can be different from each other. The linkage component is configured to ensure that the opening of the secondary temperature gate for the auxiliary hot air flow path is greater than the opening of the primary temperature gate for the hot air flow path.

2. The vehicle air conditioning system according to claim 1, wherein, The linkage is configured to ensure that the secondary temperature gate reaches the position where the auxiliary hot air flow path is opened to its maximum value before the primary temperature gate reaches the position where the hot air flow path is opened to its maximum value.

3. The vehicle air conditioning system according to claim 2, wherein, The linkage is configured to ensure that even after the primary temperature gate moves in the direction of opening the hot air flow path after the secondary temperature gate has reached the position where the auxiliary hot air flow path is opened to its maximum value, the secondary temperature gate also stops for a predetermined time at the position where the auxiliary hot air flow path is opened to its maximum value.

4. The vehicle air conditioning system according to claim 3, wherein, The linkage is configured to ensure that if the main temperature gate moves in the direction of closing the hot air flow path after the secondary temperature gate reaches a position that opens the auxiliary hot air flow path to its maximum value, the secondary temperature gate moves in the direction of closing the auxiliary hot air flow path.

5. The vehicle air conditioning system according to claim 4, further comprising: Rear seat airflow path, the rear seat airflow path being configured to supply cool and hot air to the rear seats inside the vehicle; as well as At least one rear seat temperature control door, said rear seat temperature control door being installed in the rear seat airflow path. The main temperature gate is configured to control the temperature of the air discharged into the front seats of the vehicle, and the secondary temperature gate and the rear seat temperature gate are configured to control the temperature of the air discharged into the rear seats of the vehicle.

6. The vehicle air conditioning system according to claim 5, wherein, The linkage is configured to ensure that the secondary temperature gate reaches the position where the auxiliary hot air flow path is opened to its maximum value before the primary temperature gate reaches the position where the primary temperature gate opens 1 / 2 of the hot air flow path.

7. The vehicle air conditioning system according to claim 6, wherein, The linkage is configured to ensure that when the secondary temperature door reaches the position that opens the auxiliary hot air flow path to its maximum value, the opening angle of the rear seat temperature door is adjusted to control the temperature of the air discharged toward the rear seat, and further ensures that before the secondary temperature door reaches the position that opens the auxiliary hot air flow path to its maximum value, the opening angles of the secondary temperature door and the rear seat temperature door are adjusted to control the temperature of the air discharged toward the rear seat.

8. The vehicle air conditioning system according to any one of claims 2 to 5, wherein, The linkage is configured to link the main temperature gate and the auxiliary temperature gate, such that before the opening of the main temperature gate for the hot air flow path is controlled to 2 / 3, the opening of the auxiliary temperature gate for the auxiliary hot air flow path becomes 100%.

9. A vehicle air conditioning system equipped with a cooling heat exchanger and a heating heat exchanger, the vehicle air conditioning system comprising: The cold air flow path is such that the air passing through the cooling heat exchanger bypasses the heating heat exchanger and flows through the cold air flow path. Hot air flow path, the air passing through the cooling heat exchanger passes through the hot air flow path; Multiple temperature gates, the multiple temperature gates being configured to allow air passing through the cooling heat exchanger to selectively pass through the heating heat exchanger; The linkage component is configured to allow the plurality of temperature gates to be driven in conjunction with each other; An auxiliary hot air flow path is configured to allow the air to pass through the heating heat exchanger; A main temperature gate, configured to adjust the opening of the hot air flow path; as well as A secondary temperature gate, configured to adjust the opening of the auxiliary hot air flow path, The linkage mechanism is configured to cause the main temperature gate and the auxiliary temperature gate to rotate at different angular velocities in a linked manner, such that the opening degree of the main temperature gate for the hot air flow path and the opening degree of the auxiliary temperature gate for the auxiliary hot air flow path can be different from each other. The vehicle air conditioning system also includes: A single temperature actuator, configured to rotate back and forth in response to a control signal applied thereto. The linkage component is configured to transmit the driving force of the temperature actuator to the main temperature gate and the secondary temperature gate, and to cause the main temperature gate and the secondary temperature gate to be linked together. The linkage component includes: a temperature cam configured to receive the driving force from the temperature actuator to rotate back and forth in the cooling and heating directions; a first rotational force transmission component configured to transmit the rotational force of the temperature cam to the main temperature gate; and a second rotational force transmission component configured to transmit the rotational force of the temperature cam to the secondary temperature gate. The temperature cam, the first rotational force transmission part, and the second rotational force transmission part are configured to be operably connected in a linkage manner to rotate the main temperature gate and the secondary temperature gate. The first rotational force transmission section includes a first groove and a first arm. The first groove is formed along the circumferential direction of the temperature cam with a specific shape. The first arm is integrally fixed to the rotation axis of the main temperature gate and has a distal end that is movably mounted to the first groove. The first arm is configured to move along the trajectory of the first slot as the temperature cam rotates, thereby variably controlling the opening position of the main temperature gate relative to the cold air flow path and the hot air flow path. The second rotational force transmission portion includes a second groove and a second arm. The second groove is formed along the circumferential direction of the temperature cam with a specific shaped trajectory. The second arm is integrally fixed to the rotation shaft of the sub-temperature gate and has a distal end movably connected to the second groove. The second arm is configured to move along the trajectory of the second slot as the temperature cam rotates, thereby variably controlling the opening position of the secondary temperature gate relative to the auxiliary hot air flow path, and The vehicle air conditioning system also includes: Individual connecting rods configured to connect each of the slots and each of the arms of the temperature cam. The linkage is configured to operatively connect the temperature cam and each of the arms when the distance between the temperature cam and each of the arms becomes equal to or greater than a predetermined distance.

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