Cooling assembly of four-zone pressurizing air inlet linear power module

Abstract

An air treatment system for a vehicle includes a housing defining a first flow path through which a first airflow is configured to selectively flow and a second flow path through which a second airflow is configured to selectively flow. A heat exchange passage provides fluid communication between the first flow path and the second flow path within the housing. A heat sink is disposed within the heat exchange passage and is associated with cooling a linear power module of a blower assembly disposed within the housing. The heat sink is configured to exchange heat with air disposed within the heat exchange passage regardless of an operating mode of the blower assembly to provide cooling of the linear power module.

Description

Technical Field

[0001] The present invention relates generally to heating, ventilation and air conditioning (HVAC) air handling systems for motor vehicles and, more particularly, to a housing for the air handling system having a heat exchange passage for cooling a radiator associated with two independent flow paths formed within the housing. Background Art

[0002] Vehicles typically include a climate control system that maintains the temperature within the vehicle's passenger compartment at a comfortable level by providing heating, cooling, and ventilation. Comfort in the passenger compartment is maintained by an integrated mechanism known in the art as an air handling system (HVAC). The air handling system conditions the air flowing through it and distributes the conditioned air throughout the passenger compartment.

[0003] The air handling system typically employs a housing having a plurality of ducts and doors for selectively controlling air flow to various vents within the vehicle passenger compartment according to an operating mode selected by a vehicle occupant. Each operating mode includes a preselected percentage of air from a mixing chamber that is delivered to each of the corresponding vents associated with the selected operating mode. For example, the vents may include panel vents, console vents, front floor vents, rear floor vents, windshield defrost vents, and side window defrost vents.

[0004] It is becoming increasingly common for such air handling systems to provide features in which an occupant of a motor vehicle can select different air conditioning settings relative to two or more different zones within the vehicle's passenger compartment. For example, many vehicles include independent temperature controls for the left and right sides of the passenger compartment, for the front and rear seating areas of the passenger compartment, and for combinations thereof, as desired.

[0005] The ability to independently control the conditioning of air delivered to multiple such zones may require the use of auxiliary blowers or fans to ensure that the air delivered to certain vents has the appropriate pressure to achieve the desired flow rate out of those vents. This is particularly true when providing independent control relative to rear (or other remote) areas of the passenger compartment, because the flow path of air through the HVAC air handling system is relatively long when delivered to such remote areas, wherein such areas of the passenger compartment are associated with rear seat passengers of the associated vehicle.

[0006] The auxiliary blower or fan used in this case can be powered by a suitable power source to provide the necessary flow rate of air through the corresponding one or more flow paths. The blower or fan can be associated with a linear power module (LPM) that is used to reduce the alternating current (AC) voltage provided by the power source and then convert the AC voltage to a suitable direct current (DC) voltage suitable for use by the blower or fan. Such an LPM can utilize a fixed amount of power that is variably provided to power the blower or fan based on the desired air flow rate through the blower or fan. This fixed amount of power leads to the following situation: any power that is not used by the LPM to power the operation of the blower or fan must be considered as waste heat generated by the resistance associated with the LPM. Therefore, an increase in the demand placed on the blower or fan can result in a decrease in the waste heat generated by the LPM, while a decrease in the demand placed on the blower or fan can result in an increase in the waste heat generated by the LPM. The constant generation of variable waste heat by the LPM during vehicle operation requires the use of a heat sink to ensure that the LPM does not overheat during its long-term use.

[0007] The LPM radiator for such an auxiliary blower or fan may be cooled by air flow delivered via the HVAC air handling system to a remote area of ​​the vehicle, such as the rear passenger area described. It has been found that the LPM radiator can be adequately cooled via the use of relatively low flow rates of conditioned air thereover. This is achievable because the heat generated by the LPM is relatively low, so that it is not necessary to position the LPM radiator directly within the corresponding flow path of the air flow to achieve the necessary degree of heat exchange, which also results in the LPM radiator having a negligible effect on the temperature of the air flow passing therethrough via heat exchange between the air flow and the radiator.

[0008] Therefore, it is desirable to position the LPM radiator so that the minimum allocated air delivered to the remote area of ​​the vehicle directly encounters the LPM radiator as it passes through the LPM radiator, thereby limiting the pressure drop experienced by the air as it passes through the LPM radiator while still achieving the desired cooling. This can be achieved by positioning the LPM radiator in a compartment, recess, etc., which is disposed beside the most direct flow path of air through the corresponding flow path, so that the LPM radiator is constantly in fluid communication and heat exchange communication with the air flow while not causing undesirable obstruction to the air flow.

[0009] In some cases, the HVAC air handling system may include dividing the air delivered to the remote area into two separate and independently controlled air flows. For example, a four-zone system may include a first zone associated with the front driver side of the vehicle, a second zone associated with the front passenger side of the vehicle, a third zone associated with the rear driver side of the vehicle, and a fourth zone associated with the rear passenger side of the vehicle, wherein the third zone and the fourth zone are each associated with such a remote area requiring an auxiliary blower or fan. Such an HVAC air handling system may include an associated housing of the HVAC air handling system that defines a pair of rearwardly extending flow paths associated with the described third zone and fourth zone.

[0010] The use of two distinct flow paths toward such a distal (rear) region results in difficulty in packaging the associated LPM radiator to ensure a continuous and desired degree of cooling thereof. For example, it is undesirable to position the LPM radiator in fluid and heat exchange communication within only one of the two flow paths due to the possibility that the flow path having the LPM radiator may be optionally rendered inactive (via passenger vents or fan regulation) while actively requesting use of the other flow path, resulting in a demand on the associated auxiliary blower or fan without the ability to pass the desired air flow through the LPM radiator. The biasing of the LPM radiator toward one of the two flow paths is also undesirable to result in differences between flow conditions within each of the different flow paths, which must be considered in an attempt to create similar conditions between the two flow paths based on user-selected settings. As another example, it may also be undesirable to position the LPM radiator in fluid and heat exchange communication with each of two different flow paths, such as at a position that spans a portion of each of the flow paths, because only the restrictive configuration of the corresponding HVAC air handling system housing can achieve such positioning of the LPM radiator relative to the two flow paths while minimizing the flow obstruction provided by the LPM radiator, which in turn may interfere with the packaging of adjacent components of the vehicle. Such spanning of the flow paths by the LPM radiator also results in a situation where only half of the LPM radiator encounters air flow under certain conditions (such as those conditions mentioned above between the two flow paths when different settings are selected), and therefore such a configuration may not achieve a desired degree of heat exchange. Summary of the invention

[0011] Technical issues

[0012] Therefore, there is a need in the art for an HVAC air handling system having a reduced package size that is configured to provide independent temperature control for multiple zones of a passenger compartment while also cooling corresponding LPM radiators.

[0013] Solution to the problem

[0014] In accordance with and in concert with the present invention, an air handling system having a heat exchange passage for facilitating desired cooling of a heat sink associated with two flow paths has unexpectedly been discovered, wherein the heat exchange passage minimizes cross flow between the two flow paths.

[0015] According to an embodiment of the present invention, an air handling system for a vehicle includes a housing defining a first flow path and a second flow path, a first air flow configured to selectively flow through the first flow path, and a second air flow configured to selectively flow through the second flow path. A heat exchange passage provides fluid communication between the first flow path and the second flow path within the housing. A radiator is disposed within the heat exchange passage and is associated with cooling a linear power module of a blower assembly disposed within the housing. The radiator is configured to perform heat exchange with air disposed within the heat exchange passage regardless of an operating mode of the blower assembly to provide cooling of the linear power module. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The above and other advantages of the present invention will become apparent to those skilled in the art through the following detailed description of the preferred embodiments when considered with reference to the accompanying drawings, in which:

[0017] Figure 1 is a schematic diagram of an air handling system according to an embodiment of the present invention, the air handling system having a rear housing with a heat exchange passage;

[0018] Figure 2 is a perspective view of the rear housing shown alone;

[0019] Figure 3 yes Figure 2 A perspective cross-sectional view of the rear housing, wherein the cross-sectional view is from Figure 2 The section line in is intercepted at an angle of 3-3;

[0020] Figure 4 yes Figure 2 A partial perspective cross-sectional view of a relevant portion of the rear housing of Figure 2 The section line 4-4 is intercepted at an angle;

[0021] Figure 5 is a perspective cross-sectional view of the rear housing, wherein the cross section shown is from Figure 3 The section line in is intercepted at an angle of 5-5;

[0022] Figure 6 is a top cross-sectional view of the rear housing, wherein the cross section shown is taken from Figure 3 taken from the same perspective, showing a first mode of operation, the first mode of operation comprising passing a first air flow through a first flow path; and

[0023] Figure 7 is a top cross-sectional view of the rear housing, wherein the cross section shown is taken from Figure 3 The same view is taken showing a second mode of operation, the second mode of operation comprising passing a second air flow through a second flow path. DETAILED DESCRIPTION

[0024] The following detailed description and accompanying drawings describe and illustrate various embodiments of the present invention. The description and accompanying drawings are intended to enable those skilled in the art to make and use the present invention and are not intended to limit the scope of the present invention in any way. With respect to the disclosed methods, the steps presented are exemplary in nature, and therefore the order of the steps is not required or critical.

[0025] The following technical descriptions of the subject matter, manufacture and use of one or more inventions are essentially exemplary only, and are not intended to limit the scope, application or use of any particular invention claimed in this application or in such other applications that may claim priority for this application or be submitted according to the priority of the patent authorized by this application. With respect to the disclosed method, the order of the steps presented is essentially exemplary, and therefore, the order of the steps may be different in various embodiments. As used herein, "one" and "a kind of" indicate that there is "at least one" item; where possible, there may be multiple such items. Unless otherwise expressly indicated, all numerical values ​​in this description should be understood to be modified by the word "about" when describing the broadest scope of the technology, and all geometric and spatial descriptions should be understood to be modified by the word "substantially". "About" indicates when applied to numerical values ​​that the calculated value or measured value allows the value to have some slight imprecision (wherein, to a certain extent, approximate the exact value of the value; approximately or reasonably close to the value; approximately). If for some reason the imprecision provided by "about" and / or "substantially" is not to be interpreted in accordance with its ordinary meaning in the art, "about" and / or "substantially" as used herein at least indicates variations that may result from ordinary methods of measuring or using these parameters.

[0026] When an element or layer is referred to as being "on another element or layer," "engaged to," "connected to," or "coupled to" another element or layer, the element or layer may be directly located on, engaged to, connected to, or coupled to another element or layer, or there may be an intervening element or layer. Conversely, when an element is referred to as being "directly on," "directly engaged to," "directly connected to," or "directly coupled to" another element or layer, there may not be an intervening element or layer. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" and "directly between...", "adjacent" and "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0027] Although the terms first, second, third, etc. can be used to describe various elements, components, regions, districts and / or sections in this article, these elements, components, regions, districts and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, district or section from another element, component, region, district or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply sequence or order when used in this article. Therefore, without departing from the teaching of exemplary embodiments, the first element, component, region, district or section discussed below can be referred to as the second element, component, region, district or section.

[0028] The present invention relates to an air handling system 1 for a heating, ventilation and air conditioning (HVAC) system or climate control system for a vehicle (not shown) according to an embodiment of the present disclosure. The air handling system 1 generally provides heating, ventilation and air conditioning for a passenger compartment (not shown) of the vehicle. The passenger compartment can be divided into a plurality of different zones, such as a front seating zone and a rear seating zone. The air directed to the front seating zone can be directed through a variety of dedicated vents, including windshield defrost vents or side window defrost vents, panel vents or floor vents. The air directed to the rear seating zone can also be directed through a variety of dedicated vents, including panel vents and floor vents. The front seating zone and the rear seating zone can each be further subdivided into a left side zone and a right side zone (driver side zone and passenger side zone) as desired.

[0029] Therefore, the air handling system 1 can be configured to provide independent flow control and temperature control of air relative to at least two different zones of the passenger compartment. Specifically, the air handling system 1 can be configured to provide at least one of dual-zone control, three-zone control or four-zone control. The dual-zone control can include independent control of the air directed to each of the front seat zone and the rear seat zone as required, or independent control of each of the driver's side or passenger side of the vehicle. The three-zone control can include dividing the front seat zone into a driver's side zone and a passenger's side zone to allow independent control of the air directed to each of the front seat driver's side zone, the front seat passenger's side zone, and a single common rear seat zone. The four-zone control can also include dividing the rear seat zone into a driver's side zone and a passenger's side zone to allow independent control of the air directed to each of the front seat driver's side zone, the front seat passenger's side zone, the rear seat driver's side zone, and the rear seat passenger's side zone. Each of the described zones can be associated with a set of dedicated vents in fluid communication with the passenger compartment, wherein different zones can be distinguished from one another by determining which of the dedicated vents are associated with the passage of conditioned air for a selected operating mode of the air handling system 1 .

[0030] Figure 1 An exemplary four-zone air handling system 1 with radiator cooling features according to an embodiment of the present invention is illustrated. As explained below, the air handling system 1 Figure 1 The present invention is shown primarily in schematic form to illustrate one potential situation and structural configuration in which the present heat sink cooling features may be utilized, and should not be considered limiting of potential processes and structural configurations applicable to the present invention.

[0031] The air handling system 1 includes a housing 2, which can be subdivided into a main housing 3 and a secondary housing 4. The main housing 3 defines at least a portion of each of a first flow path 11, a second flow path 12, a third flow path 13, and a fourth flow path 14, each of which is associated with one of four different zones that guide different (partial) air flows through the housing 2 to an associated passenger compartment. The secondary housing 4 is coupled to the main housing 3 and also defines a downstream arrangement portion of each of the first flow path 11 and the second flow path 12. Therefore, each of the first flow path 11 and the second flow path 12 spans both the main housing 3 and the secondary housing 4, while the third flow path 13 and the fourth flow path 14 do not pass through any portion of the secondary housing 4 and are not defined by any portion of the secondary housing 4.

[0032] The first flow path 11 is configured to direct the air flow therethrough to at least one vent 21 associated with a first zone of the passenger cabin, the second flow path 12 is configured to direct the air flow therethrough to at least one vent 22 associated with a second zone of the passenger cabin, the third flow path 13 is configured to direct the air flow therethrough to at least one vent 23 associated with a third zone of the passenger cabin, and the fourth flow path 14 is configured to direct the air flow therethrough to at least one vent 24 associated with a fourth zone of the passenger cabin. The air handling system 1 may also include any necessary ducts or conduits to deliver each air flow to the location of each of the associated vents 21, 22, 23, 24 as desired. In this example, the first zone may be the rear seat driver side zone, the second zone may be the rear seat passenger side zone, the third zone may be the front seat driver side zone, and the fourth zone may be the front seat passenger side zone. However, while remaining within the scope of the present invention, any combination of zones associated with any combination of different areas of the associated vehicle may be used in conjunction with the present invention.

[0033] The main housing 3 may be generally arranged toward the front end of the associated vehicle at a position adjacent to the dashboard of the vehicle, and the main housing 3 may alternatively be referred to as a first housing or front housing of the air handling system 1. The secondary housing 4 may generally be arranged behind the main housing 3, such as extending rearward from the main housing 3 and adjacent to a center console arranged between a front driver seat and a front passenger seat of the vehicle, and the secondary housing 4 may alternatively be referred to as a second housing or rear housing of the air handling system 1. Therefore, the secondary housing 4 may be used to extend the first flow path 11 and the second flow path 12 toward an associated zone spaced apart from the main housing 3 and the corresponding vents 21, 22. Therefore, the use of the secondary housing 4 may be associated with the first flow path 11 and the second flow path 12, which are longer than the third flow path 13 and the fourth flow path 14 in terms of the distance traveled by the corresponding airflow, thereby causing the airflow advancing toward the zone associated with the vents 21, 22 to be subject to a greater pressure loss. Therefore, such differences in pressure losses must be taken into account to ensure that similar flow conditions are obtained for each of the different zones and each of the different groups of vents 21 , 22 , 23 , 24 .

[0034] The main housing 3 may include the components and structures necessary to independently regulate the air flow through each respective flow path 11, 12, 13, 14, and may be said to include a regulating section for each of the flow paths 11, 12, 13, 14. In the illustrated embodiment, the upstream end of the main housing 3 includes an upstream blower assembly or main blower assembly 25 configured to facilitate air flow through each of the different flow paths 11, 12, 13, 14 within the main housing 3 to initiate independent regulation of each respective air flow. The main blower assembly 25 may receive ambient air, air recirculated from the passenger compartment, or a combination of ambient air and air recirculated from the passenger compartment as desired. The evaporator 26 may be arranged in the main housing 3 at a position where the evaporator 26 extends over at least a portion of the flow area of ​​each of the independent flow paths 11, 12, 13, 14, such as being arranged at the entrance into each of the flow paths 11, 12, 13, 14. Each of the different flow paths 11, 12, 13, 14 further includes a corresponding heater core segment 27a, 27b, 27c, 27d, wherein each of the heater core segments 27a, 27b, 27c, 27d extends over a portion of each corresponding flow path 11, 12, 13, 14. The heater core segments 27a, 27b, 27c, 27d may represent a segment of a single heating element or structure that is arranged to extend at least partially into or over each of the flow paths 11, 12, 13, 14. Although the flow paths 11, 12, 13, 14 are Figure 1 Although depicted in the schematic representation as being arranged generally side by side, it should be understood that the flow paths 11, 12, 13, 14 can actually be arranged in a stacked configuration, wherein the third flow path 13 and the fourth flow path 14 are vertically stacked above the first flow path 11 and the second flow path 12 to form four quadrants within the main housing 3, and features such as the evaporator 26 and the heating structures associated with the heater core sections 27a, 27b, 27c, 27d can be arranged to extend completely or partially over each of the four quadrants.

[0035] Each of the flow paths 11, 12, 13, 14 may include one or more temperature control doors 28 for determining the distribution of air flow through each of the respective heater core zones 27a, 27b, 27c, 27d to dictate the conditions of each air flow according to the settings selected by the passenger for each zone and each set of respective vents 21, 22, 23, 24. Each of the flow paths 11, 12, 13, 14 may also include any number of mode control doors or distribution control doors 29 for blocking or unblocking flow to a particular zone and associated vents 21, 22, 23, 24, or otherwise for distributing flow through each of the flow paths 11, 12, 13, 14 to those vents 21, 22, 23, 24 associated with each respective flow path 11, 12, 13, 14.

[0036] The secondary housing 4 also includes a secondary blower assembly 35 for increasing the pressure of the air flow through each of the first flow path 11 and the second flow path 12 at a location away from the main blower assembly 25. The secondary blower assembly 35 may alternatively be referred to as an auxiliary blower assembly due to the supplementary nature of the additional air pressure utilized when generating the desired flow rate at each of the associated groups of vents 21, 22. The secondary blower assembly 35 is shown to include a first blower wheel 36 configured to increase the pressure of the air flow through the first flow path 11 and a second blower wheel 37 configured to increase the pressure of the air flow through the second flow path 12. Each of the blower wheels 36, 37 is driven by at least one actuator 38. The at least one actuator 38 may be configured to rotate each of the blower wheels 36, 37 independently of each other and at a variable rotation rate, thereby specifying the desired flow rate through each of the corresponding flow paths 11, 12.

[0037] At least one actuator 38 of the auxiliary blower assembly 35 can be connected to (at Figures 3 to 5 37) is associated with and electrically communicated with an LPM 40 (identified in FIG. 1 ) for regulating the current used to power at least one actuator 38, as explained in more detail when describing the background of the invention. The LPM 40 is configured to generate heat during operation of the auxiliary blower assembly 35, wherein such heat is variably generated as waste heat depending on the amount of power required to rotate one or both of the blower wheels 36, 37. Thus, even when only one of the blower wheels 36, 37 is required to cause air flow through one of the flow paths 11, 12, the LPM 40 generates a certain amount of waste heat.

[0038] During operation of either or both of the blower wheels 36, 37, the LPM 40 continuously generates waste heat resulting in the need for a dedicated heat sink 42 to remove heat from the LPM 40 to prevent overheating of the LPM 40. Therefore, the secondary housing 4 includes a heat exchange passage 50 in which the heat sink 42 is disposed, wherein the heat exchange passage 50 provides fluid communication between the first flow path 11 and the second flow path 12 within the secondary housing 4. As explained below, the heat exchange passage 50 is configured to advantageously allow a desired degree of heat exchange to occur between the heat sink 42 and the air passing through the secondary housing 4, regardless of which of the flow paths 11, 12 is currently conveying air flow therethrough based on the instantaneous operating state of each of the blower wheels 36, 37. The heat exchange passage 50 is also configured to cause minimal disturbance to the air flow through either of the flow paths 11, 12 by extending outside of the flow area of ​​each of the flow paths 11, 12, which causes the air through each of the flow paths 11, 12 to experience minimal pressure drop. Finally, the positioning and configuration of the heat exchange passage 50 ensures that each of the air flows through one of the flow paths 11, 12 is not undesirably affected by the need to cool the radiator 42.

[0039] The heat exchange passage 50 includes a first window 51, a first compartment 52, a connecting passage 53, a second compartment 54, and a second window 55, each of which is provided as a hollow opening defined by a corresponding surface of the secondary housing 4. The first window 51 provides fluid communication between the first flow path 11 and the first compartment 52, the first compartment 52 provides fluid communication between the first window 51 and the connecting passage 53, the connecting passage 53 provides fluid communication between the first compartment 52 and the second compartment 54, the second compartment 54 provides fluid communication between the connecting passage 53 and the second window 55, and the second window 55 provides fluid communication between the second compartment 54 and the second flow path 12. The heat exchange passage 50 does not include any additional inlet or outlet other than the disclosed first window 51 and second window 52, ​​and thus air enters or leaves the heat exchange passage 50 only by entering or leaving through one of the windows 51, 52. Therefore, only air originating (at a certain point in time) from one of the flow paths 11 , 12 formed through the secondary housing 4 can circulate through the heat exchange passage 50 to exchange heat with the heat sink 42 of the LPM 40 .

[0040] The configuration of the heat exchange passage 50 is described below with reference to the direction of the air flow through each of the corresponding flow paths 11, 12 when each of the air flows initially encounters the heat exchange passage 50 and / or passes through the heat exchange passage 50. For reference, Figure 2 and Figure 6Each of the first air paths 11 includes an arrow 17 showing the general flow direction of the first air flow through the first flow path 11 when the first air flow initially encounters the first window 51 and / or passes through the first window 51, while Figure 2 and Figure 7 Each of the arrows 17 and 18 includes an arrow 18 showing the general flow direction of the second air flow through the second flow path 12 when the second air flow initially encounters the second window 52 and / or passes through the second window. As shown, the flow directions indicated by the arrows 17, 18 can be generally parallel to each other at the illustrated position.

[0041] Alternatively, the flow directions may also be described relative to the disclosed configuration of the secondary housing 4. For example, each of the flow directions may correspond to a direction arranged perpendicular to a plane formed by the first end 5 of the secondary housing 4, where the air flow initially enters the secondary housing 4. Thus, it may be said that the flow direction associated with the first flow path 11 is arranged perpendicular to a plane defining an inlet 11a entering the first flow path 11 at the first end 5 of the secondary housing 4. Similarly, it may be said that the flow direction associated with the second flow path 12 is arranged perpendicular to a plane defining an inlet 12a entering the second flow path 12 at the first end 5 of the secondary housing 4. Each of the illustrated flow directions may also be substantially consistent with a longitudinal direction of the secondary housing 4, which is defined between the first end 5 of the secondary housing 4 and the second end 6 arranged downstream, wherein the second end 6 forms an outlet 11b, 12b of each of the corresponding flow paths 11, 12.

[0042] For the sake of brevity and simplicity, each of the described flow directions will be referred to below as the direction of the corresponding arrows 17, 18, wherein it should be understood that reference to arrow 17 relates to the first flow within the first flow path 11, and reference to arrow 18 relates to the second flow within the second flow path 12.

[0043] Figures 2 to 5 , wherein the vertical direction of the page corresponds to the vertical direction or height direction of the secondary shell 4. The vertical direction can be arranged to be perpendicular to the extension direction of each of the arrows 17 and 18. The lateral direction of the secondary shell 4 is arranged to be perpendicular to the vertical direction, and corresponds to the lateral direction or width direction of the secondary shell 4, which extends perpendicularly to the longitudinal direction of the secondary shell 4 defined between the opposite ends 5 and 6 of the secondary shell 4. The lateral direction can also be arranged to be perpendicular to the direction of each of the arrows 17 and 18. As a non-limiting configuration, when installed in a corresponding vehicle, the downward vertical direction can be toward the ground surface on which the vehicle is resting, and the rightward lateral direction (from Figure 2) can be towards the driver's side of the vehicle, in a lateral direction to the left (again from Figure 2 The first end portion 5 may be viewed from a perspective such that the first end portion 5 is viewed toward the passenger side of the vehicle, and the longitudinal direction extending from the first end portion 5 to the second end portion 6 may be viewed toward the rear of the vehicle.

[0044] It should also be noted that the secondary housing 4 includes a separation of each of the air flows through the respective flow paths 11, 12 at the first end 5 of the secondary housing 4, although a flow opening occurs at said location. Figure 1 and Figure 2 As shown in each of the figures, the first end 5 of the secondary housing 4 may include a partition wall 9 at the first end 5 or otherwise receive a partition wall 9 for separating each of the inlets 11a, 12a from each other, thereby providing a separation portion of the air flow exceeding each of the inlets 11a, 12a. The partition wall 9 is Figure 1 3 is depicted as an extension of the main housing 3, which is used to compress a sealing element (not shown) between the partition wall 9 and the corresponding surface of the secondary housing 4. However, the partition wall 9 can alternatively be provided as part of the secondary housing 4 and can be integrally formed with the adjacent walls defining each of the flow paths 11, 12 as required. In any case, the present invention does not include fluid communication between the flow paths 11, 12 at any position within the secondary housing 4 upstream of the heat exchange passage 50.

[0045] The heat sink 42 is disposed within the first compartment 52 and includes a plurality of spaced-apart cylindrical structures extending between opposing side walls defining the interior of the first compartment 52. The cylindrical structures may extend from the LPM 40, which is shown as being positioned adjacent to the first compartment 52 relative to the lateral direction. However, the heat sink 42 may be formed of any one or more structures suitable for promoting heat exchange with an air flow passing therethrough, and is therefore not limited to the illustrated configuration. The heat sink 42 may include any configuration suitable for exposing a desired surface area of ​​the heat sink 42 to the air flow to promote a desired degree of heat exchange, including the use of fins, etc.

[0046] The first compartment 52 and the corresponding radiator 42 are positioned within the portion of the secondary housing 4 that extends vertically downward from the location of each of the inlets 11a, 12a into the flow paths 11, 12. The first compartment 52 may be laterally offset toward the first flow path 11 (the driver's side of the vehicle), while the adjacent LPM 40 may be offset toward the second flow path 12 (the passenger side of the vehicle). The offset of the first compartment 52 toward the first flow path 11 causes at least a portion of the first compartment 52 to be arranged below and spaced apart from the first flow path 11 relative to the following direction arranged transverse to the direction of arrow 17: the direction may correspond to the vertical direction of the vertical arrangement. The first compartment 52 is at least partially defined by the first partition wall 61, which also defines at least a portion of the first flow path 11 adjacent to its inlet 11a. The first window 51 is formed through the first partition wall 61 and is arranged so that the air flow passing between the first flow path 11 and the first compartment 52 flows in a direction transverse to the direction of arrow 17. More specifically, the air flow may flow in a direction perpendicular to the direction of arrow 17 : this direction may correspond to the vertical direction.

[0047] from Figures 2 to 5 It is apparent from comparison of the views of FIG. 5 that the first window 51 has a smaller cross-sectional flow area therethrough than the first flow path 11 immediately adjacent to the first window 51 or the first compartment 52 immediately adjacent to the first window 51. Therefore, regardless of the flow direction, when the air passes between the first flow path 11 and the first compartment 52 via the first window 51, the passage of the air through the first window 51 includes a decrease in cross-sectional flow area followed by an increase in cross-sectional flow area.

[0048] The first compartment 52 is shown as having a generally rectangular cuboid shape, but alternative shapes may be used while remaining within the scope of the present invention to accommodate the heat sink 42. The first window 51 is also shown as having a generally rectangular cross-sectional shape, but alternative cross-sectional shapes may be used while remaining within the scope of the present invention.

[0049] The second compartment 54 is defined by a first side wall 71, a second side wall 72, a rear wall 73, a second partition wall 62, and a third partition wall 63, wherein the second side wall 72 intersects the first side wall 71 adjacent to the position occupied by the partition wall 9, the rear wall 73 connects the side walls 71 and 72 at a position downstream of the partition wall 9, the second partition wall 62 forms the lower surface of the second compartment 54, and the third partition wall 63 forms the upper surface of the second compartment 54. The first side wall 71 separates the second compartment 54 from the first flow path 11 and thus defines at least a portion of the first flow path 11 opposite to the second compartment 54. Similarly, the second side wall 72 separates the second compartment 54 from the second flow path 12 and thus defines at least a portion of the second flow path 12 opposite to the second compartment 54. The second partition wall 62 may be disposed on substantially the same plane as the first partition wall 61, and may actually be an extension of the first partition wall 61 on the other side of the first side wall 71. The second partition wall 62 and the third partition wall 63 may also form the outer wall of the secondary housing 4.

[0050] The first side wall 71 may be arranged to be inclined relative to the longitudinal direction and the lateral direction to direct the air flow through the first flow path 11 to be laterally outward into a portion of the secondary housing 4 that accommodates the corresponding blower wheel 36 of the blower assembly 35. Similarly, the second side wall 72 may be arranged to be inclined relative to the longitudinal direction and the lateral direction to direct the air flow through the second flow path 12 to be laterally outward into a portion of the secondary housing 4 that accommodates the corresponding blower wheel 37 of the blower assembly 35. When the side walls 71, 72 extend away from the intersection between the side walls 71, 72, the side walls 71, 72 may be oppositely inclined to cooperate with the rear wall 73 to form a generally triangular cross-sectional shape of the second compartment 54.

[0051] The rear wall 73 extends downwardly beyond the second partition wall 72 to provide one of the side walls defining the rear surface of the first compartment 52. The rear wall 73 is arranged adjacent to the location of the actuator 38 of the blower assembly 35. Therefore, when the arrows 17, 18 correspond to the rearward direction of the vehicle, it can be said that the second compartment 54 is located adjacent to the blower assembly 35 and is located in front of the blower assembly 35.

[0052] The second compartment 54 is spaced apart from the first flow path 11 relative to a direction transverse to the direction of arrow 17. Specifically, the second compartment 54 may be spaced apart from the first flow path 11 relative to a transverse direction arranged vertically. The second compartment 54 is also spaced apart from the second flow path 12 relative to a direction transverse to the direction of arrow 18. Specifically, the second compartment 54 may be spaced apart from the second flow path 12 relative to a transverse direction arranged vertically. Therefore, the second compartment 54 may be described as being disposed between the first flow path 11 and the second flow path 12 relative to the following direction arranged transverse to each of arrows 17, 18: the direction may correspond to a transverse direction arranged vertically to each of arrows 17, 18.

[0053] By viewing Figure 4 , Figure 6 as well as Figure 7 As can be best seen, the connecting passage 53 is formed by a vertically extending opening that exists between the first compartment 52 and the second compartment 54 along a plane defined by the first partition wall 61 and the second partition wall 62. Specifically, the connecting passage 53 is defined by a section of the first side wall 71, a section of the rear wall 73, and an edge of the second partition wall 62 (e.g., Figure 6 and Figure 7 The described surfaces form a generally triangular cross-sectional shape of the connecting channel 53, as can be seen in FIG. Figure 6 and Figure 7 However, alternative cross-sectional shapes may be used while remaining within the scope of the present invention.

[0054] Any air flowing through the first compartment 52 between the first window 51 and the connecting passage 53 may at least partially flow in a direction parallel to the direction of arrow 17 to pass to either side of the first side wall 71. Any air flowing through the connecting passage 53 between the first compartment 52 and the second compartment 54 may at least partially flow in a direction transverse to the direction of arrow 17 when passing from the first side of each of the partition walls 61, 62 to the second side of each of the partition walls 61, 62: this direction may correspond to the vertical direction of the vertical arrangement.

[0055] By comparison Figures 4 to 7 As can be best seen in the view of FIG. 5 , the connecting passage 53 has a smaller cross-sectional flow area therethrough than the first compartment 52 at a location proximate to the connecting passage 53 or the second compartment 54 proximate to the connecting passage 53. Thus, regardless of the flow direction, as the air passes between the first compartment 52 and the second compartment 54 via the connecting passage 53, the passage of the air through the connecting passage 53 includes a decrease in cross-sectional flow area followed by an increase in cross-sectional flow area.

[0056] The second window 55 is formed through the second side wall 72 and is arranged so that the air flow passing between the second flow path 12 and the second compartment 54 flows in a direction transverse to the direction of the arrow 18. More specifically, the air flow may flow in a direction perpendicular to the direction of the arrow 18: this direction may correspond to the transverse direction. By comparison Figure 2 and Figure 3 It can be seen from the view that the second window 55 has a smaller cross-sectional flow area therethrough than the second flow path 12 adjacent to the second window 55 or the second chamber 54 adjacent to the second window 55. Therefore, regardless of the flow direction, when the air passes between the second chamber 54 and the second flow path 12 via the second window 55, the passage of the air through the second window 55 includes a decrease in the cross-sectional flow area followed by an increase in the cross-sectional flow area.

[0057] The second window 55 is shown as having a generally rectangular cross-sectional flow shape, but the second window 55 may have any flow shape while remaining within the scope of the present invention.

[0058] Figure 6 and Figure 7 Two different operating modes of the air handling system 1 are illustrated that may be accommodated by the heat exchange pathway 50 for achieving the desired heat exchange between the heat sink 42 and one or both of the air flows associated with the first flow path 11 and the second flow path 12 .

[0059] Figure 6 An operating mode is illustrated in which a first air flow passes from the inlet 11a through the first flow path 11 to the outlet 11b, while the second flow path 12 does not include a second air flow flowing therethrough. Figure 6 The operating mode illustrated in may indicate a situation in which a passenger desires that an area associated with the vent 21, such as the driver's side rear seat area, receive a conditioned air flow, while another independently conditioned air flow is not delivered through the vent 22 to an adjacent area, such as the passenger's side rear seat area. This situation may include: the blower wheel 36 associated with the first flow path 11 operates at a greater rotational speed than the blower wheel 37 associated with the second flow path 12, and the blower wheel 37 may not rotate at all in response to the described operating mode in some cases. The operating mode may also include adjusting certain distribution doors or mode control doors 29 disposed elsewhere in the housing 2, or certain vents 22 disposed downstream of the sub-housing 4, to a closed (or venting) position to prevent the air flow from reaching the second flow path 12, or to prevent the air flow from exceeding the position of the vent or discharge port considered to be the air flow. Therefore, it should be understood that Figure 6The operating mode shown in corresponds to arranging relatively stagnant air in the second flow path 12, while the first air flow freely passes through the first flow path 11 at a desired flow rate. It should also be understood that before the first air flow begins to pass through the first flow path 11, the air arranged in the heat exchange passage 50 may also be substantially stagnant.

[0060] As indicated by the position of arrow 17 within first flow path 11, at least a portion of the first air flow flows directly through first window 51 in an orientation that is generally parallel to the plane of first window 51 and perpendicular to the cross-sectional flow area through first window 51, thereby preventing the first air flow from flowing directly into first window 51 and through radiator 42. The passage of the first air flow through first flow path 11 results in a relatively small amount of fluid exchange between the air disposed in heat exchange passage 50 and first flow path 11 via first window 51. This slight degree of disturbance of the air within heat exchange passage 50 results in sufficient air flow over radiator 42 within first compartment 52 to cool radiator 42 to a desired degree.

[0061] The disclosed configuration of the heat exchange passage 50 prevents the first air flow from undesirably flowing through the heat exchange passage 50 and thereby through the second flow path 12 without the need to use a control door or valve within the heat exchange passage 50. Specifically, whether flow occurs from the first flow path 11 to the second flow path 12 or from the second flow path 12 to the first flow path 11 through the heat exchange passage 50, the heat exchange passage 50 is configured to include at least three different 90° direction changes of the air within the heat exchange passage 50, and another 90° direction change when the air enters one of the windows 51, 55. These direction changes reduce the pressure of the air when it flows along the heat exchange passage 50 in any of the described flow directions, thereby minimizing the effect of the pressure difference between the first flow path 11 and the second flow path 12 on the air flow through the unused second flow path 12.

[0062] Additionally, any such flow through the heat exchange passage 50 includes a repeating pattern of a decrease in cross-sectional flow area when entering one of the windows 51, 55, followed by an increase in cross-sectional flow when entering one of the compartments 52, 54, followed by a decrease in cross-sectional flow when entering the connecting passage 53, followed by an increase in cross-sectional flow when entering the other of the compartments 52, 54, followed by a decrease in cross-sectional flow when entering the other of the windows 51, 55, and finally an increase in the other cross-sectional flow when the air reaches the other of the flow paths 11, 12. This alternating pattern of decrease and increase in flow also results in a pressure drop in the air passing through such a flow path, thereby similarly preventing undesirable air flow between the flow paths 11, 12. The relatively small cross-sectional flow area through each of the windows 51, 55 compared to the total flow area through either flow path 11, 12 also prevents an undesirable large amount of distributed air through either flow path 11, 12 from being distributed to one of the windows 51, 55 to pass through the heat exchange passage 50, thereby further preventing an undesirable large amount of cross flow between the flow paths 11, 12.

[0063] Now refer to Figure 7 , the second flow path 12 includes a second air flow through the second flow path 12 as indicated by arrow 18 , while the first flow path 11 does not include a passage of the first air flow through the first flow path 11 . Figure 7 The operating mode shown in may correspond to blower wheel 37 operating and blower wheel 36 not operating, or may include blower wheel 37 operating at a much greater rotational rate than blower wheel 36, as indicated by the circumstances. Figure 7 The operating mode shown may also correspond to closing certain distribution doors or mode control doors 29 set along the first flow path 11 or certain vents 21 set downstream of the first flow path 11 to prevent flow through the second flow path 12 or to prevent flow beyond the position of the vent or drain port that is considered to be air.

[0064] The second air flow through the second flow path 12 causes a relatively small amount of fluid exchange to occur between the first flow path 12 and the heat exchange passage 50 via the second window 52. Figure 7 As shown by the dotted lines in FIG. 5 , air flow can be initiated along the radiator 42 in the first compartment 52 by providing fluid communication between the second flow path 12 and the first compartment 52 via the second window 55, the second compartment 54, and the connecting passage 53. The air flow generated in the heat exchange passage 53 is configured to be sufficient to cool the radiator 42 to a desired degree.

[0065] therefore, Figure 7The illustrated mode of operation includes the desired cooling of the radiator 42 while still realizing the benefits of the heat exchange passage 50 in preventing cross flow between the flow paths 11, 12. Specifically, the heat exchange passage 50 is provided with substantially symmetrical features in terms of necessary changes of direction and flow increase / flow decrease when proceeding in either direction between the flow paths 11, 12, thereby inducing similar pressure losses in the air regardless of the direction of flow through the heat exchange passage 50. The radiator 42 requires a relatively low degree of air flowing thereover to achieve the desired heat exchange, and therefore, the positioning of the radiator 42 in the first compartment 52 disposed distally (relative to the second flow path 12) does not prevent adequate cooling of the radiator 42 after the described reduction in air pressure along the heat exchange passage 50.

[0066] The air handling system 1 may also be operable in which each of the first air flows passes through the first flow path 11 and the second air flows through the second flow path 12. Such an operating mode may include a combination of the flow conditions described above, in which a relatively small degree of fluid exchange occurs at each of the windows 51, 55 to produce the desired air flow over the heat sink 42. The described pressure drop characteristics of the heat exchange path 50 also prevent an undesirable degree of cross flow between the flow paths 11, 12 when a pressure differential is established between the flow paths 11, 12.

[0067] The heat sink 42 used in conjunction with the LPM 40 can only be expected to increase the temperature of either of the air flows through the flow paths 11, 12 by less than 1 degree Fahrenheit, so the heating effect of the heat sink 42 can be considered negligible when achieving the desired temperature setting at each of the respective sets of vents 21, 22.

[0068] Thus, regardless of the operating mode of the air handling system 1 utilizing the LPM 40, the described heat exchange path 50 provides the ability to adequately cool the radiator 42 without negatively affecting the air flow through either of the flow paths 11, 12. The described configuration prevents a situation in which only one of the flow paths 11, 12 is in fluid communication with the radiator 42, such that the flow conditions between the two flow paths 11, 12 differ significantly in a manner that must be structurally accommodated. Instead, each of the flow paths 11, 12 can be similarly arranged while accommodating the desired packaging of the LPM 40 and the radiator 42 relative to the flow paths 11, 12. The described heat exchange path 50 also includes a portion formed by the second compartment 54 that is disposed directly between the first flow path 11 and the second flow path 12, while also being disposed adjacent to the blower assembly 35. The disclosed configuration allows the secondary housing 4 to be tightly packaged to fit within the limited space of the vehicle.

[0069] The invention described herein is applicable to a secondary housing 4 disposed downstream of a conditioning section of another primary housing 3 such that an auxiliary blower assembly is required, but it should be apparent that the invention may be used in alternative situations where cooling of a radiator is required without negatively impacting two different air flows associated with the radiator. For example, a radiator may be associated with different electronic components requiring cooling and is not limited to cooling the LPM 40. The flow paths 11, 12 may also be disposed anywhere within the air handling system 1 and are not limited to being associated with certain zones of the vehicle. It should generally be understood that the beneficial features of the invention described herein may be understood in any situation where the relationships described herein exist, regardless of the specific application.

[0070] From the foregoing description, one skilled in the art can easily ascertain the essential characteristics of this invention, and without departing from the spirit and scope of the invention, can make various changes and modifications of the invention to adapt the invention to various usages and conditions.

[0071] Industrial Applicability

[0072] The present invention relates generally to heating, ventilation and air conditioning (HVAC) air handling systems for motor vehicles and, more particularly, to a housing for the air handling system having a heat exchange passage for cooling a radiator associated with two independent flow paths formed within the housing.

Claims

1. An air treatment system for a vehicle, comprising: A housing, the housing defining: a first flow path through which a first air stream is configured to selectively flow; a second flow path through which a second air stream is configured to selectively flow; a heat exchange passage providing fluid communication between the first flow path and the second flow path within the housing; as well as A radiator is disposed in the heat exchange passage, and the radiator is configured to perform heat exchange with air arranged in the heat exchange passage.

2. The air treatment system according to claim 1, wherein: The heat exchange passage includes a first chamber and a first window, wherein the first window provides fluid communication between the first flow path and the first chamber.

3. The air treatment system according to claim 2, wherein: Air passing between the first flow path and the first compartment through the first window flows in a direction transverse to a flow direction of the first air flow.

4. The air treatment system according to claim 2, wherein: The air flow flowing between the first compartment and the first flow path experiences a cross-sectional flow reduction when passing through the first window.

5. The air treatment system according to claim 2, wherein: The radiator is disposed in the first compartment.

6. The air treatment system according to claim 2, wherein: The heat exchange pathway also includes a second compartment and a second window, wherein the second window provides fluid communication between the second flow path and the second compartment.

7. The air treatment system according to claim 6, wherein: The heat exchange pathway also includes a connecting passage that provides fluid communication between the first compartment and the second compartment.

8. The air treatment system according to claim 7, wherein: The radiator is disposed in the first compartment.

9. The air treatment system of claim 1, wherein: The first air flow is directed toward a first set of vents disposed within a passenger compartment of the vehicle, and wherein the second air flow is directed toward a second set of vents disposed within the passenger compartment.

10. The air treatment system of claim 1, wherein: The air flow from the first flow path through the heat exchange passage to the second flow path includes at least three different 90° changes in direction.

11. The air treatment system of claim 1, wherein: Air flow flowing from the first flow path through the heat exchange passage to the second flow path encounters, in the order listed, a first reduction in the cross-sectional flow area of ​​the heat exchange passage, a first increase in the cross-sectional flow area of ​​the heat exchange passage, and a second reduction in the cross-sectional flow area of ​​the heat exchange passage.

12. The air treatment system of claim 11, wherein: The heat sink encounters the air flow after the air flow encounters the first increase in cross-sectional flow area.

13. The air treatment system of claim 11, wherein: After the second reduction in the cross-sectional flow area of ​​the heat exchange passage, the air flow also sequentially encounters a second increase and a third reduction in the cross-sectional flow area of ​​the heat exchange passage.

14. The air treatment system of claim 1, wherein: The heat sink is configured to remove heat from the electronic components.

15. The air treatment system of claim 14, wherein: The electronic component is a linear power module (LPM) associated with a blower assembly of the air handling system.

16. The air treatment system of claim 1, wherein: A portion of the heat exchange passage extends to a location directly between the first flow path and the second flow path.

17. The air treatment system of claim 16, wherein: The heat sink is not disposed within a portion of the heat exchange passage directly between the first flow path and the second flow path.

18. The air treatment system of claim 1, wherein: The heat sink does not directly encounter either the first air flow within the first flow path or the second air flow within the second flow path.

19. The air treatment system of claim 1, wherein: The first flow path is in fluid communication with a first blower wheel of a blower assembly, and the second flow path is in fluid communication with a second blower wheel of the blower assembly.

20. The air treatment system of claim 19, wherein: The first blower wheel and the second blower wheel are configured to be operable independently of each other such that a flow rate of the first air flow is different from a flow rate of the second air flow.

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