Automobile air conditioner hvac rear row mode linkage mechanism

Abstract

The application relates to the technical field of automobile air conditioners, in particular to a linkage mechanism for a rear row mode of an automobile air conditioner HVAC, which comprises a front row air duct, a rear row air duct, a hot air duct, a compensation air outlet, a compensation air door and a linkage component; a rear row face air door is arranged at the inlet of the rear row air duct; a rear row foot air door is arranged at the outlet of the rear row air duct; the outlet of the hot air duct is connected with the inlet of the front row air duct and the inlet of the rear row air duct; the compensation air outlet is connected with the hot air duct and the rear row air duct; the compensation air door is arranged on the compensation air outlet; the compensation air door and the rear row foot air door are arranged on the linkage component, so that the opening and closing of the compensation air door and the rear row foot air door can be controlled in a preset mode; the temperature of the rear row foot air can be controlled independently; the rear row foot air, the rear row face air and the front row mode do not interfere with each other, so that the rear row foot air has a preset suitable temperature.

Description

Technical Field

[0001] This invention relates to the field of automotive air conditioning technology, and more specifically, to a linkage mechanism for the rear seat mode of automotive air conditioning (HVAC). Background Technology

[0002] Automotive air conditioning systems are used to adjust and control the temperature, humidity, air cleanliness, and airflow inside a car cabin to optimal levels, providing a comfortable riding environment for passengers and reducing travel fatigue; creating favorable working conditions for the driver; and playing a crucial role in ensuring safe driving. Modern automotive air conditioning systems need to regulate both front and rear passenger temperatures, and this requirement is typically addressed in two ways:

[0003] 1. The rear seat mode of the car's air conditioning unit needs to be switched in tandem with the front seat mode.

[0004] This means that the rear mode (including rear airflow to the face and rear foot) needs to be linked with the front mode (at least including front airflow to the face) and controlled together. Such an air conditioning unit has risks such as complex structure, air damper not closing tightly, air leakage, and easy jamming of linkage mechanism.

[0005] 2. Rear seat mode of the car air conditioning unit allows for independent control of the rear seats.

[0006] The rear seat mode is usually controlled separately by using a rear air damper driven by an actuator. However, such a direct-drive air conditioning unit for the rear seat mode has insufficient temperature control and a large temperature difference between the rear seats blowing on the face and the rear seats blowing on the feet. Summary of the Invention

[0007] The present invention aims to provide, for example, a car air conditioning HVAC rear seat mode linkage mechanism that can independently control the temperature of the rear footwell, and the rear footwell, rear airflow surface, and front seat mode do not interfere with each other, thereby ensuring that the rear footwell has a preset suitable temperature.

[0008] The embodiments of the present invention can be implemented as follows:

[0009] In a first aspect, the present invention provides a rear-seat HVAC mode linkage mechanism for automobiles, comprising:

[0010] Front air duct;

[0011] Rear air duct; the rear air duct has a rear face air damper at its inlet and a rear foot air damper at its outlet;

[0012] A hot air duct, the outlet of which is connected to the inlet of the front exhaust duct and the inlet of the rear exhaust duct, respectively;

[0013] The compensating air outlet and the compensating air damper are respectively connected to the hot air duct and the rear exhaust duct. The compensating air damper is disposed on the compensating air outlet and is located between the rear exhaust face blowing damper and the rear exhaust foot blowing damper.

[0014] The system also includes a linkage component, wherein the compensation damper and the rear foot blowing damper are both mounted on the linkage component to enable the opening and closing of the compensation damper and the rear foot blowing damper to be controlled in a preset manner.

[0015] This automotive HVAC rear-seat mode linkage mechanism incorporates separate rear-seat airflow dampers for the face and feet within the rear air duct, enabling independent temperature control for these two areas. Compared to existing technologies that use only one damper for rear-seat mode control, this arrangement enhances the precision and accuracy of temperature regulation in the rear-seat mode. A compensating air vent is located between the rear-seat airflow damper and the rear-seat airflow damper in the rear air duct. This compensating air vent, with its damper, provides more hot air to the rear-seat area. This addresses the issue in existing technologies where hot air must pass through the rear-seat area before reaching the feet, resulting in insufficient temperature at the feet due to the lighter air mass. In other words, it improves upon the large temperature difference between the rear-seat airflow and the rear-seat airflow. Furthermore, the linkage mechanism can control the compensation damper and the rear footwell damper in tandem. This coordinated control allows for more precise temperature adjustment of the rear footwell area, thus addressing the issue of inconvenient temperature control in the rear footwell. It should also be noted that this solution uses separate controls for the front and rear passenger modes, with the rear passenger mode employing a linkage mechanism for more precise temperature control of the rear footwell. In summary, this automotive HVAC rear passenger mode linkage mechanism offers advantages such as a simpler structure, better control of the rear passenger mode, and a superior user experience.

[0016] In an optional embodiment, the linkage component includes a track disk, a first linkage component, and a second linkage component;

[0017] The track disk is provided with a first track groove and a second track groove;

[0018] The compensating damper is movably mounted in the first track groove via the first linkage component;

[0019] The rear foot blowing damper is movably mounted in the second track groove via the second linkage component;

[0020] The track disk is configured with an actuator to drive the track disk to rotate, thereby causing the compensation damper and the rear foot blowing damper to rotate in a preset manner.

[0021] In an optional embodiment, the first track groove and the second track groove are respectively located on the outer peripheral edge of the track disk.

[0022] In an optional embodiment, the first track groove and the second track groove are symmetrically arranged on the track disk.

[0023] In an optional implementation, the first track groove is located on the track disk on the side away from the compensation air outlet;

[0024] The second track groove is located on the track disk on the side near the compensation air outlet.

[0025] In an optional embodiment, the first linkage includes a rotating block and a connecting rod;

[0026] One end of the connecting rod is fixed on the rotating shaft of the compensating damper, and the other end of the connecting rod away from the compensating damper has a mating part;

[0027] The rotating block includes a central portion, and a first connecting portion and a second connecting portion respectively disposed on the outer peripheral surface of the central portion;

[0028] The first connecting part can be movably inserted into the first track groove, and the second connecting part is rotatably connected to the mating part.

[0029] In an optional embodiment, the second connecting part is an oblong hole, and the mating part is inserted into the second connecting part.

[0030] In an optional embodiment, the first connecting portion and the second connecting portion are symmetrically disposed on the central portion.

[0031] In an optional embodiment, the second linkage includes a toothed block and a rotating gear;

[0032] The rotating gear is mounted on the rotating shaft of the rear foot blowing damper;

[0033] The rotation center shaft of the tooth block can be movably inserted into the second track groove, and both the gear and the rotating gear mesh with each other through external teeth.

[0034] In an optional embodiment, the multiple external teeth of the tooth block are connected sequentially and arranged in a fan shape.

[0035] The beneficial effects of the embodiments of the present invention include, for example:

[0036] This automotive HVAC rear-seat mode linkage mechanism includes a front air duct, a rear air duct, a hot air duct, and a linkage component. Compensation dampers and rear footwell dampers are both located on the linkage component, enabling synchronized control of their opening and closing according to a preset pattern. This solution provides separate control for the front and rear modes, with the rear mode utilizing the linkage mechanism for more precise temperature regulation of the rear footwell. Specifically, the rear air duct contains separate rear face dampers and rear footwell dampers, allowing for independent temperature control of these two locations, ensuring tight and accurate temperature regulation in the rear mode. The compensation dampers provide more hot air to the rear footwell, helping to maintain its temperature and reduce the temperature difference between the rear face and footwell. Without affecting mode operation, the linkage mechanism can simultaneously drive the compensation temperature dampers, providing additional linear temperature at the required locations, ensuring minimal fluctuations in outlet temperature when changing modes and achieving precise linear control. In summary, this automotive HVAC rear-seat mode linkage mechanism has a simplified structure, high control precision, and minimal room for improvement, enabling large-scale assembly line production and thus offering outstanding economic benefits. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the structure of an automotive air conditioning system in the prior art;

[0039] Figure 2 This is a cross-sectional view of an existing automotive air conditioning system;

[0040] Figure 3 This is a schematic diagram of the structure of the automotive air conditioning (HVAC) rear seat mode linkage mechanism according to an embodiment of the present invention;

[0041] Figure 4 This is a schematic diagram of the automotive air conditioning (HVAC) rear-seat mode linkage mechanism from another perspective, according to an embodiment of the present invention.

[0042] Figure 5 This is a partial cross-sectional view of the automotive HVAC rear seat mode linkage mechanism according to an embodiment of the present invention.

[0043] Figure 6 This is a schematic diagram of the linkage component of the HVAC rear seat mode linkage mechanism in an embodiment of the present invention.

[0044] Icons: 11-Front row mode component; 12-Rear row mode component; 13-Linkage component; 21-Hot air duct; 22-Front row duct; 23-Rear row duct; 24-Front row air damper; 26-Rear row face air vent; 27-Rear row foot air vent; 28-Rear row air damper; 30-Car air conditioning HVAC rear row mode linkage mechanism; 31-Front row mode; 32-Rear row mode; 100-Front row air duct; 200-Rear row air duct; 210-Rear row face air damper; 220-Rear row air duct; Exhaust foot damper; 300-Hot air duct; 301-Compensating air outlet; 310-Compensating damper; 320-Common wall; 40-Linking component; 400-Trajectory disk; 401-First trajectory groove; 402-Second trajectory groove; 500-First linkage component; 510-Rotating block; 511-Center part; 521-First connecting part; 522-Second connecting part; 530-Connecting rod; 531-Matching part; 600-Second linkage component; 610-Gear block; 620-Rotating gear. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0046] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0047] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0048] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0049] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0050] It should be noted that, where there is no conflict, the features in the embodiments of the present invention can be combined with each other.

[0051] Figure 1 This is a schematic diagram of the structure of an existing automotive air conditioning system. Figure 2 This is a cross-sectional view of a conventional automotive air conditioning system. The forked arrows in the figure indicate the direction of airflow for hot and cold air.

[0052] from Figure 1 It can also be seen that the front row mode component 11 and the rear row mode component 12 are linked by a linkage component 13 arranged along the height of the air conditioning unit. Such a linkage component 13 is large in size, which makes the structure of the front row mode and the rear row mode that it works with more complex. It also leads to risks such as the damper not closing tightly, air leakage, and easy jamming in the linkage process.

[0053] Please see Figure 1 and 2 As shown in the diagram, the outlets of the hot air duct 21 are connected to the front duct 22 and the rear duct 23, respectively. The front duct 22 is equipped with a front air damper 24 to achieve the front-row mode (at least including front-row airflow to the face). The rear duct 23 has a rear-row airflow outlet 26 at its upper end and a rear-row foot-blowing outlet 27 at its lower end. The rear duct 23 also has only one rear air damper 28 near the rear-row airflow outlet to achieve the rear-row mode (including rear-row airflow to the face and rear-row foot-blowing).

[0054] As can be seen from the figure, the hot air from the hot air channel 21 needs to pass through the rear air outlet 26 and then flow from top to bottom along the rear section channel to the rear foot outlet 27.

[0055] Because hot air is lighter than air, it is difficult for the hot air entering the upper part of the rear passage 23 to flow sufficiently to the rear footwell air outlet 27 located at the lower part. As a result, the air volume and temperature of the hot air at the rear footwell air outlet 27 are insufficient.

[0056] Furthermore, the rear air damper 28 is only located at the rear air intake for the front airflow. When the rear airflow starts, a large amount of hot air is directly exhausted from the rear air intake 26, leaving only a small amount of hot air to flow to the rear foot air intake 27. Meanwhile, the rear foot air intake 27 lacks a damper, preventing heat accumulation and storage; instead, heat is directly exhausted from the rear foot air intake 27. This results in insufficient and uneven temperature distribution in the rear foot airflow, leading to a greater temperature difference between the rear airflow and the rear foot airflow.

[0057] Even with separate control for the rear seats, without improvements to the air vent layout and other structures in the rear passage 23, the air conditioning unit still suffers from insufficient temperature control, resulting in a significant temperature difference between the rear seats being vented to the face and the rear seats being vented to the feet.

[0058] To improve the above-mentioned technical problems, a car air conditioning HVAC rear seat mode linkage mechanism is provided in the following embodiment.

[0059] Please refer to Figures 3 to 6 This embodiment provides a car air conditioning (HVAC) rear seat mode linkage mechanism 30, including:

[0060] Front air duct 100;

[0061] Rear air duct 200; the inlet of the rear air duct 200 has a rear air blowing damper 210, and the outlet of the rear air duct 200 has a rear air blowing damper 220.

[0062] Hot air duct 300, the outlet of hot air duct 300 is connected to the inlet of front exhaust duct 100 and the inlet of rear exhaust duct 200 respectively;

[0063] Compensating air outlet 301 and compensating air damper 310, the compensating air outlet 301 is connected to hot air duct 300 and rear exhaust duct 200 respectively, the compensating air damper 310 is installed on the compensating air outlet 301, and the compensating air damper 310 is located between the rear exhaust face blowing damper 210 and the rear exhaust foot blowing damper 220.

[0064] The linkage component 40, the compensation damper 310 and the rear foot blowing damper 220 are all installed in the linkage component 40 to realize the linkage control of the opening and closing of the compensation damper 310 and the rear foot blowing damper 220 in a preset manner.

[0065] The rear-seat HVAC mode linkage mechanism 30 of this solution includes a rear-seat face air damper 210 and a rear-seat foot air damper 220 respectively installed in the rear-seat air duct 200, thereby achieving separate temperature control for the rear-seat face and rear-seat feet. Compared to the prior art where the rear-seat mode 32 only has one damper to control the rear-seat face and rear-seat feet, the arrangement of this solution increases the tightness and accuracy of temperature control in the rear-seat mode 32.

[0066] A compensating air vent 301 is provided on the rear air duct 200 between the rear air face damper 210 and the rear foot damper 220. The compensating air vent 301 and the compensating air damper 310 can provide more hot air to the rear foot area. This improves the situation in the prior art where hot air has to pass through the rear air face area before reaching the rear foot area, resulting in insufficient temperature at the rear foot area because hot air is lighter and has difficulty moving downwards to reach the foot area, thus causing a large temperature difference between the rear air face and the rear foot area.

[0067] Furthermore, the linkage component 40 can control the compensation damper 310 and the rear footwell damper 220 in a coordinated manner. This coordinated control allows for more precise adjustment of the temperature at the rear footwell, thus improving the problem of inconvenient temperature control at the rear footwell. It should also be noted that this solution uses separate control for the front mode 31 and the rear mode 32, and the rear mode 32 can employ a linkage mechanism to more precisely regulate the temperature of the rear footwell.

[0068] Please continue reading. Figures 3 to 6 To learn more about the structural details of the HVAC rear seat mode linkage mechanism 30 in automobiles.

[0069] As shown in the diagram, this solution does not alter the positional relationship or overall structure of the front exhaust duct 100, rear exhaust duct 200, and hot air duct 300 in the existing technology. Furthermore, the rear exhaust duct 200 and hot air duct 300 are arranged adjacent to each other, and they share a common wall 320. That is, one side of the common wall 320 is the hot air passage 21, and the other side is the rear exhaust duct 200. A compensating air vent 301 is installed on the common wall 320.

[0070] Optionally, the compensating air vent 301 is a through hole installed in the common wall 320.

[0071] Regarding the specific structure of the compensating air vent 301, those skilled in the art should be able to make reasonable selections and designs according to actual needs. No specific restrictions are made here. For example, the compensating air vent 301 can be an air duct structure with a certain depth, or a fan-shaped channel with a cross-section, etc., to suit different actual situations. This is just an example. As long as the compensating air vent 301 can connect to the rear exhaust air duct 200 and the hot air duct 300, no specific restrictions are made.

[0072] Furthermore, as can be seen from the figure, the compensation damper 310 is located on the inner side of the common wall 320 away from the hot air passage 21, and the compensation air outlet 301 is closed or opened by rotating the compensation damper 310.

[0073] Specifically, the rotation center axis of the compensating damper 310 is located on the side of the compensating air outlet 301 facing the rear airflow surface, and the blades of the compensating damper 310 face the rear foot airflow surface, so that the compensating damper 310 closes the compensating air outlet 301 by rotating. This allows hot air to enter the rear airflow surface foot airflow channel and be conveyed downwards (i.e., towards the foot airflow damper in the diagram) when the compensating damper 310 rotates to open the compensating air outlet 301. Because hot air is lightweight, this arrangement ensures that the hot air is conveyed downwards, allowing the rear foot airflow, which is positioned lower than the rear airflow surface outlet, to receive sufficient hot air, thus ensuring the stability of the rear foot airflow.

[0074] In this embodiment of the present invention, the linkage component 40 includes a track disk 400, a first linkage component 500, and a second linkage component 600; the track disk 400 is provided with a first track groove 401 and a second track groove 402;

[0075] The compensating damper 310 is movably mounted in the first track groove 401 via the first linkage 500;

[0076] The rear foot-blowing damper 220 is movably mounted in the second track groove 402 via the second linkage 600;

[0077] The track disk 400 is configured to be driven by an actuator to rotate, thereby causing the compensation damper 310 and the rear foot blowing damper 220 to rotate in a preset manner.

[0078] By driving the linkage component 40 with an actuator, the rear mode 32 damper and the front mode 31 damper can operate independently. With the new linkage component 40, the dampers can stop at multiple positions, thus achieving multi-mode control. Simultaneously, due to the reduced number of mechanical components, the mode dampers can effectively stop at the set positions, achieving precise control.

[0079] In addition, the use of linkage component 40 improves control accuracy and reduces angular clearance when the damper is closed, which can effectively seal the damper to prevent abnormalities such as air leakage.

[0080] To address the issue of rear-end temperature difference (linearity), the linkage mechanism can simultaneously drive the temperature compensation damper without affecting the operation of the mode. This provides additional linear temperature at the required compensation location, ensuring minimal fluctuations in the outlet air temperature when the mode changes, thus achieving precise linearity control.

[0081] As can also be seen from the figure, the first track groove 401 and the second track groove 402 are located on the outer periphery of the track disk 400. This arrangement makes the operation of the compensation damper 310 and the rear foot blowing damper 220 more convenient, and avoids the situation of complex structure and interference during operation caused by the central arrangement of the track grooves (referring to the first track groove 401 and / or the second track groove 402, the same below).

[0082] Optionally, the first track groove 401 and the second track groove 402 are symmetrically arranged on the track disk 400. This can prevent the compensation damper 310 and the rear foot blowing damper 220 from interfering with each other during operation.

[0083] Furthermore, the first track groove 401 is located on the track disk 400 on the side away from the compensating air vent 301; the second track groove 402 is located on the track disk 400 on the side closer to the compensating air vent 301. As can be seen from the figure, the surface of the track disk 400 is perpendicular to the plane containing the compensating air vent 301, and the track disk 400 is located on the side of the common wall 320 away from the hot air duct 300. The compensating air damper 310 and the rear foot blowing damper 220 are both perpendicular to the surface of the track disk 400, and both the compensating air damper 310 and the rear foot blowing damper 220 are located on the same side in the thickness direction of the track disk 400.

[0084] The compensating damper 310 is located between the compensating air outlet 301 and the track disk 400; while the first track groove 401 is located on the periphery of the track disk 400 away from the compensating damper 310.

[0085] The rear footwell damper 220 is located below the track disk 400, and is both away from the compensation air vent 301 and the compensation damper 310; while the second track groove 402 is located on the side of the track disk 400 away from the rear footwell damper 220 and close to the compensation air vent 301. This layout can further simplify the structure of the linkage component 40, and improve the space utilization of the track disk 400 while ensuring the flexible operation of the two dampers.

[0086] The first track groove 401 and the second track groove 402 are maintained at a preset interval at all points. That is, the first track groove 401 and the second track groove 402 are isolated from each other and are not the same. This ensures that the rear foot blowing damper 220 and the compensation damper 310 can move relative to each other and avoid interference.

[0087] Furthermore, such as Figure 6 As shown, in this embodiment, the first linkage 500 includes a rotating block 510 and a connecting rod 530; one end of the connecting rod 530 is fixed on the rotation shaft of the compensating damper 310, and the other end of the connecting rod 530 away from the compensating damper 310 has a mating portion 531; the rotating block 510 includes a central portion 511, and a first connecting portion 521 and a second connecting portion 522 respectively disposed on the outer peripheral surface of the central portion 511; the first connecting portion 521 is movably inserted into the first track groove 401, and the second connecting portion 522 is rotatably connected to the mating portion 531. The first connecting portion 521 and the second connecting portion 522 are symmetrically disposed on the central portion 511.

[0088] The rotating block 510, the connecting rod 530 and the first track groove 401 form a multi-link mechanism, thereby giving the first linkage more operational flexibility and reliability.

[0089] Furthermore, the second connecting part 522 is an oblong hole, and the mating part 531 is inserted into the second connecting part 522. The mating part 531 is a cylinder, which passes through the oblong hole and can move freely within the oblong hole.

[0090] from Figure 6 It can also be seen that the second linkage 600 includes a toothed block 610 and a rotating gear 620; the rotating gear 620 is set on the rotating shaft of the rear foot blowing damper 220; the rotation center shaft of the toothed block 610 can be movably inserted into the second track groove 402, and the gear and the rotating gear 620 are both meshed with each other through external teeth.

[0091] Optionally, the multiple external teeth of the tooth block 610 are connected sequentially and arranged in a fan shape.

[0092] Here, the first linkage 500 and the second linkage 600 adopt different specific structures. One is a multi-link method, and the other is a gear meshing method, so as to take into account the temperature control of the rear foot blowing damper 220 and the compensation damper 310, while also simplifying the structure of the linkage component 40 and reducing the complexity.

[0093] The automotive HVAC rear seat mode linkage mechanism 30 provided in this embodiment has at least the following advantages:

[0094] This solution allows for separate control of the front row mode 31 and the rear row mode 32, with the rear row mode 32 employing a linkage mechanism for more precise temperature control of the rear footwell. Specifically, the rear air duct 200 is equipped with a rear face-blowing damper 210 and a rear foot-blowing damper 220, enabling separate temperature control for the rear face and footwell positions to ensure tight and accurate temperature regulation in the rear row mode 32. The compensation damper 310 provides more hot air to the rear footwell, helping to maintain its temperature and reduce the temperature difference between the face and footwell. Without affecting mode operation, the linkage mechanism can simultaneously drive the compensation temperature damper, providing additional linear temperature at the required compensation location, ensuring minimal fluctuation in outlet air temperature when changing modes and achieving precise linearity control. In other words, the new linkage mechanism in the rear row mode 32 control enables independent multi-mode operation; simultaneously driving the compensation temperature damper optimizes the temperature difference between the face and footwell, achieving precise linearity control.

[0095] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A linkage mechanism for rear seat HVAC mode in automobiles, characterized in that, include: Front air duct (100); Rear air duct (200); the rear air duct (200) has a rear air blowing damper (210) at its inlet and a rear air blowing damper (220) at its outlet. Hot air duct (300), the outlet of which is connected to the inlet of the front exhaust duct (100) and the inlet of the rear exhaust duct (200); Compensating air vent (301) and compensating air damper (310), wherein the compensating air vent (301) is connected to the hot air duct (300) and the rear exhaust duct (200) respectively, and the compensating air damper (310) is disposed on the compensating air vent (301) and the compensating air damper (310) is located between the rear exhaust face blowing damper (210) and the rear exhaust foot blowing damper (220); The linkage component (40) is provided with the compensation damper (310) and the rear foot blowing damper (220) so as to realize the linkage control of the opening and closing of the compensation damper (310) and the rear foot blowing damper (220) in a preset manner; The rear exhaust duct (200) and the hot air duct (300) are arranged adjacent to each other, and the rear exhaust duct (200) and the hot air duct (300) share a common wall (320); one side of the common wall (320) is the hot air passage (21), and the other side is the rear exhaust duct (200); the compensation air outlet (301) is set on the common wall (320).

2. The automotive HVAC rear seat mode linkage mechanism according to claim 1, characterized in that: The linkage component (40) includes a track disk (400), a first linkage component (500), and a second linkage component (600). The track disk (400) is provided with a first track groove (401) and a second track groove (402). The compensating damper (310) is movably disposed in the first track groove (401) via the first linkage (500); The rear foot-blowing damper (220) is movably disposed in the second track groove (402) via the second linkage (600); The track disk (400) is configured to be driven by an actuator to rotate, thereby causing the compensation damper (310) and the rear foot blowing damper (220) to rotate in a preset manner.

3. The automotive HVAC rear seat mode linkage mechanism according to claim 2, characterized in that: The first track groove (401) and the second track groove (402) are located on the outer peripheral edge of the track disk (400).

4. The automotive HVAC rear seat mode linkage mechanism according to claim 2, characterized in that: The first track groove (401) and the second track groove (402) are symmetrically arranged on the track disk (400).

5. The automotive HVAC rear seat mode linkage mechanism according to claim 2, characterized in that: The first track groove (401) is located on the track disk (400) on the side away from the compensation air outlet (301); The second track groove (402) is located on the track disk (400) on the side near the compensation air outlet (301).

6. The automotive HVAC rear seat mode linkage mechanism according to claim 2, characterized in that: The first linkage (500) includes a rotating block (510) and a connecting rod (530); One end of the connecting rod (530) is fixed on the rotation shaft of the compensating damper (310), and the other end of the connecting rod (530) away from the compensating damper (310) has a mating part (531). The rotating block (510) includes a central part (511) and a first connecting part (521) and a second connecting part (522) respectively disposed on the outer peripheral surface of the central part (511). The first connecting part (521) can be movably inserted into the first track groove (401), and the second connecting part (522) can be rotatably connected to the mating part (531).

7. The automotive HVAC rear seat mode linkage mechanism according to claim 6, characterized in that: The second connecting part (522) is a waist-shaped hole, and the mating part (531) is inserted into the second connecting part (522).

8. The automotive HVAC rear seat mode linkage mechanism according to claim 6, characterized in that: The first connecting part (521) and the second connecting part (522) are symmetrically arranged on the central part (511).

9. The automotive HVAC rear seat mode linkage mechanism according to claim 2, characterized in that: The second linkage (600) includes a toothed block (610) and a rotating gear (620). The rotating gear (620) is mounted on the rotating shaft of the rear foot blowing damper (220); The rotation center shaft of the tooth block (610) can be movably inserted into the second track groove (402), and both the gear and the rotating gear (620) mesh with each other through external teeth.

10. The automotive HVAC rear seat mode linkage mechanism according to claim 9, characterized in that: The multiple external teeth of the tooth block (610) are connected in sequence and arranged in a fan shape.

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