Automobile air conditioning system and actuator thereof

Abstract

The utility model discloses an automobile air-conditioning system and an actuator thereof, the actuator comprises a motor, an output piece and a speed reduction assembly arranged between the motor and the output piece, the speed reduction assembly at least comprises a plurality of mutually meshed gears, the speed reduction ratio of the speed reduction assembly is 315-350, the output rotating speed of the output piece is 9.5-11.5 rpm, and the output rotating speed of the output piece is 9.5-11.5 rpm. The output rotating speed of the actuator is effectively increased by optimizing the reduction ratio, the high-speed and high-pressure design requirement of the new energy automobile air conditioning system can be met, the number of elements needing to be improved is reduced as much as possible, a production line of an existing fuel automobile air conditioning system can be utilized to the maximum extent, and cost is effectively reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of automobile air conditioner, especially relates to a kind of actuator of automobile air conditioning system. BACKGROUND

[0002] With the continuous improvement of living standards, automobile becomes one of the most commonly used means of transportation for people's daily travel. Among them, air conditioning system as the standard configuration of automobile, directly affects the comfort of the driver and passenger.

[0003] The actuator of automobile air conditioning system is connected with the device to be driven, such as air door, through transmission element, such as worm, gear, etc., to meet the requirements of power deceleration torque transmission, so that the air door can rotate at an appropriate speed. In the air conditioning system of traditional fuel automobile, the rated voltage of motor of air door actuator is 12V, and the output speed is 6.25±1.5rpm, which cannot meet the requirements of high speed and high pressure of new energy automobile air conditioning system. UTILITY MODEL CONTENT

[0004] Therefore, an actuator and an automobile air conditioning system applying the actuator are provided, which can meet the requirements of high speed and high pressure of new energy automobile air conditioning system.

[0005] On the one hand, the utility model provides an actuator, which is applied to automobile air conditioning system, the actuator includes motor, output piece and deceleration assembly arranged between the motor and the output piece, the deceleration assembly is at least a plurality of gear meshing with each other, the deceleration ratio of the deceleration assembly is 315~350, and the output speed of the output piece is 9.5~11.5rpm.

[0006] On the other hand, the utility model provides an automobile air conditioning system, which includes the above-mentioned actuator and air door driven by the actuator, and the air door is in transmission connection with the output piece.

[0007] In some embodiments, the plurality of gears includes a first pinion and a second gear meshing with each other, the number of teeth of the first pinion is 12~14, and the number of teeth of the second gear is 33~36.

[0008] In some embodiments, the number of teeth of the first pinion is 13, and the number of teeth of the second gear is 34.

[0009] In some embodiments, the plurality of gears further includes a first gear, the first gear is coaxially arranged with the first pinion and integrally connected; the output shaft of the motor is provided with a worm, the worm is in meshing transmission with the first gear, and the deceleration ratio is 32.

[0010] In some embodiments, the plurality of gears further comprises a second pinion and a final gear, the second pinion is coaxially arranged and integrally connected with the second spur gear, the final gear is coaxially arranged and integrally connected with the output, the second pinion and the final gear are in mesh transmission and the gear ratio is 9:35.

[0011] In some embodiments, the rated voltage of the motor is 16V, and the output rotating speed under no load is 3200-3700rpm.

[0012] In some embodiments, the minimum working voltage of the motor is not less than 9V.

[0013] In some embodiments, the motor comprises a stator and a rotor rotatably arranged relative to the stator, one of the stator and the rotor comprises a permanent magnet, and the other comprises a coil, the wire diameter of the coil is 0.06-0.09mm, and the number of turns is 540-785T.

[0014] In some embodiments, the motor is a brush motor, and the coil is arranged in the rotor.

[0015] Compared with the prior art, the output rotating speed of the actuator is effectively improved by optimizing the reduction ratio, the design requirements of high speed and high pressure of the new energy automobile air conditioning system can be met, the number of elements that need to be improved is minimized, the existing production line of the fuel automobile air conditioning system can be maximally utilized, and the cost is effectively reduced. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical scheme in the embodiments of the present application or the prior art, the drawings needed to be used in the following embodiment or prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0017] Figure 1 It is a schematic diagram of the actuator of the automobile air conditioning system according to an embodiment of the present application.

[0018] Figure 2 It is Figure 1 the explosion view of the actuator.

[0019] Figure 3 It is Figure 1 the top view of the actuator.

[0020] Figure 4 It is Figure 3 the sectional view along the line IV-IV.

[0021] Figure 5 It isFigure 1 schematic view of a motor and reduction assembly of the actuator.

[0022] Figure 6 another angle view of the motor and reduction assembly.

[0023] Figure 7 plan view of the motor and reduction assembly. DETAILED DESCRIPTION

[0024] In order to facilitate the understanding of the present application, the present application will be described more fully below with reference to the accompanying drawings. The accompanying drawings show one or more embodiments of the present application in order to make the understanding of the technical scheme disclosed by the present application more accurate and thorough. However, it should be understood that the present application can be realized in various different forms and is not limited to the embodiments described below.

[0025] In the drawings of the present application, the same or similar reference numerals correspond to the same or similar components; in the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right" is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore the terms describing the positional relationship in the drawings are only used for exemplary illustration and cannot be understood as a limitation of the present application, for those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0026] In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the technical features indicated or the number of technical features indicated. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears throughout the text, it means that the three parallel schemes are included, for example, "A and / or B" includes A scheme, or B scheme, or A and B scheme.

[0027] In addition, the technical schemes of each embodiment can be combined with each other, but it must be based on the realization of the ordinary skilled in the art, when the combination of technical schemes appears contradictory or unachievable, it should be considered that the combination of technical schemes does not exist, nor is it within the scope of protection required by the present application.

[0028] The present application relates to an automobile air conditioning system, in particular to an actuator of an automobile air conditioning system, which can be specifically an actuator of a damper. Figures 1-4The diagram shows a specific embodiment of the actuator. The actuator 100 includes a housing 20 and a motor 30, an output component 40, a reduction gear assembly 50, etc., disposed within the housing 20.

[0029] like Figure 2 As shown, the housing 20 includes a bottom shell 20a and a cover 20b connected to the bottom shell 20a. The bottom shell 20a and the cover 20b can be separately molded and then assembled together to facilitate the assembly of internal components, such as the motor 30, output component 40, and reduction gear assembly 50. After the internal components are assembled, the cover 20b is placed on the bottom shell 20a, and the two are preferably sealed together, such as by welding, to improve the overall sealing effect of the actuator 100 and prevent moisture, dust, etc. from the external environment from entering the housing 20 through the contact surface between the bottom shell 20a and the cover 20b, thus affecting the safe use of the internal electronic components. In some applications where waterproof performance requirements are not high, the cover 20b and the bottom shell 20a can also be connected together by means of clips, screws, or adhesive.

[0030] The motor 30, serving as the power source for the entire actuator, can be a brushless DC motor (BLDC), a brushed DC motor (BDC), or the like. Specifically, the motor 30 consists of a stator and a rotor rotatably disposed relative to the stator. One of the stator and the rotor includes a permanent magnet, and the other includes a coil. When the coil is energized, it generates a periodically changing magnetic field. This magnetic field interacts with the magnetic field of the permanent magnet, driving the rotor to rotate continuously. A shaft is typically located at the center of the rotor, with its end extending beyond the motor housing for outputting torque. Figure 5 In the illustrated embodiment, a worm gear 37 is fitted onto the end of the rotating shaft 36 to facilitate meshing and transmission with the reduction gear assembly 50. In other embodiments, gears, pulleys, etc., can also be fitted onto the rotating shaft 36, as long as they can cooperate with the reduction gear assembly 50.

[0031] like Figure 4 As shown, in one specific embodiment, the rotor 34 can be positioned at the center of the stator 32, with the coil 341 located on the rotor 34 and the permanent magnet 321 located on the stator 32, forming an internal rotor brushed motor, which has advantages such as fast start-up, timely braking, and low cost. More specifically, a rotor core 343 is fixedly sleeved on the shaft 36, and the coil 341 is wound on the core 343. To facilitate the connection between the coil 341 and the power supply, a commutator 38 is also configured on the shaft 36, and brushes 39 are also configured in the motor housing. Through the contact / separation of the brushes 39 with the commutator segments of the commutator 38, a periodically changing current is provided to the coil 341, enabling it to generate a periodically changing magnetic field. In other embodiments, a suitable motor can be selected as needed, and the specific embodiment is not limited to this one.

[0032] To adapt to the air conditioning system of new energy vehicles, the rated voltage of the motor 30 is at least 16V to ensure rapid response to temperature changes. Without altering the basic structure and dimensions of the motor 30, this application meets the 16V high-voltage requirement by improving the coil 341. Specifically, the coil 341 can use enameled wire with a diameter of 0.06–0.09mm and a number of turns of 540–785T. The improved motor 30 operates with a voltage fluctuating between 10 and 18V, and its no-load output speed is increased to 3200–3700 revolutions per minute (rpm).

[0033] In existing gasoline-powered vehicle air conditioning systems, the damper actuators use motors with a rated voltage of 12V and an operating voltage fluctuating between 10V and 16V, resulting in an output speed of approximately 2400rpm under no-load conditions. The motor 30 of this application, without altering its basic structure, not only meets the design requirement of a 16V rated power and increases the no-load output speed by nearly 50%, but also maximizes the utilization of existing production lines, effectively reducing costs. Furthermore, the motor's external dimensions remain unchanged, allowing for compatibility with existing components and eliminating the need for additional design and manufacturing, further reducing costs.

[0034] The high-speed rotation of motor 30 is reduced and reversed by reduction gear 50, driving output component 40 to rotate at an appropriate speed. This, in turn, drives connected loads, such as dampers, to rotate at an appropriate speed, thereby regulating the airflow speed and direction to deliver airflow to the occupants of the vehicle. Figure 1 As shown, the output component 40 extends beyond the housing 20, specifically beyond the cover 20b, to facilitate connection with dampers, etc. In the illustrated embodiment, the output component 40 is constructed as an internal gear structure, with a gear hole 42 formed in its center. Components connected to the load are inserted into the gear hole 42 and mesh with it for transmission. It should be understood that the load and the output component 40 can be directly connected; or, they can be indirectly connected through transmission elements, etc.

[0035] like Figures 5-7As shown, in one specific embodiment, the reduction assembly 50 includes multiple gears meshing in stages. Specifically, it may include a primary gear 52, a final gear 54, and an intermediate gear 56 disposed between the primary gear 52 and the final gear 54. The primary gear 52 is connected to the shaft 36 of the motor 30, specifically meshing with a worm gear 37 on the shaft 36. The final gear 54 is connected to the output component 40. The two can be an integral structure, or they can be separately formed and then connected together by bonding, welding, or fasteners (such as screws). It should be understood that the reduction assembly 50 is designed to achieve power reduction and torque conversion transmission, as well as a change in the power transmission direction, facilitating the arrangement of the motor 30 within the housing 20. There may be multiple intermediate gears 56; this application does not limit this.

[0036] In this embodiment, the primary gear 52 includes a first large gear 521 and a first small gear 523 connected axially in series, wherein the first large gear 521 meshes with the worm gear 37. Through the engagement of the first large gear 521 and the worm gear 37, a single-stage reduction transmission is achieved. To engage with the worm gear 37, the first large gear 521 can be constructed as a helical gear. The first small gear 523 is preferably integrally connected to the first large gear 521, and the two can rotate synchronously. It should be understood that the first small gear 523 and the first large gear 521 can also be formed separately and then connected together; this application does not impose any limitation on this.

[0037] The intermediate gear 56 includes a second large gear 561 and a second small gear 563 connected axially in series. The second large gear 561 meshes with the first small gear 523 of the primary gear 52, and the second small gear 563 meshes with the final stage gear 54. The number of teeth on the second large gear 561 is much greater than the number of teeth on the first small gear 523. Through their cooperation, a secondary speed reduction transmission is achieved. The final stage gear 54 is constructed as a large gear, with a number of teeth much greater than the number of teeth on the second small gear 563. Through their cooperation, a tertiary speed reduction transmission is achieved. Thus, through multiple speed reductions, the rotational speed of the output component 40 is controlled between 9.5 and 11.5 rpm.

[0038] In the reduction gear assembly 50, for any two meshing gears, such as the first pinion 523 and the second large gear 561, or the second pinion 563 and the final stage gear 54, the reduction ratio can be changed by altering the gear ratio between them, ultimately changing the rotational speed of the output component 40. To minimize the number of components that need to be modified and to make the most of existing production lines and other compatible devices, it is preferable to improve only two gears to achieve an improvement in the reduction ratio of the entire reduction gear assembly 50. The following explanation uses the improvement of the first pinion 523 and the second large gear 561 as an example:

[0039] Due to the requirement to increase the rotational speed of the output component 40, this application needs to reduce the reduction ratio of the first pinion 523 and the second gear 561. Specifically, this can be achieved by increasing the number of teeth in the first pinion 523, such as to 12-14; and by decreasing the number of teeth in the second gear 561, such as to 33-36, thereby reducing the reduction ratio of the first pinion 523 and the second gear 561 to 2.35-3, and reducing the overall reduction ratio of the reduction assembly 50 to 315-350, ultimately ensuring that the rotational speed of the output component 40 is within the range of 9.5-11.5 rpm.

[0040] In one specific embodiment, as shown in the table below, the reduction ratio between the worm gear 37 and the first large gear 521 is maintained at 32, and the tooth ratio between the second small gear 563 and the final stage gear 54 is maintained at 9:35; the number of teeth of the first small gear 523 is increased to 13, and the number of teeth of the second large gear 561 is decreased to 34, reducing the reduction ratio between them to 2.615. Thus, the overall reduction ratio of the reduction assembly 50 is reduced to 325.5.

[0041]

[0042] When the rated voltage of motor 30 is 16V and the no-load output speed is 3441rpm, the speed of output component 40 can be adjusted to about 10rpm through the aforementioned reduction assembly 50. Thus, compared to the damper actuators used in existing fuel-powered vehicle air conditioning systems, the output speed is increased by nearly 50%, meeting the high-speed, high-voltage design requirements of damper actuators in new energy vehicle air conditioning systems.

[0043] It should be noted that the above embodiments only illustrate preferred embodiments of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting this application. It should be pointed out that those skilled in the art can make several modifications and improvements without departing from the concept of this application, such as combining different features in various embodiments, and these should all fall within the protection scope of this application.

Claims

1. An actuator used in an automotive air conditioning system, characterized in that, The actuator includes a motor, an output component, and a reduction gear assembly disposed between the motor and the output component. The reduction gear assembly includes a plurality of meshing gears, the reduction ratio of the reduction gear assembly is 315 to 350, and the output speed of the output component is 9.5 to 11.5 rpm.

2. The actuator as claimed in claim 1, characterized in that, The plurality of gears includes a first pinion and a second large gear that mesh with each other. The first pinion has 12 to 14 teeth, and the second large gear has 33 to 36 teeth.

3. The actuator as described in claim 2, characterized in that, The first pinion has 13 teeth, and the second gear has 34 teeth.

4. The actuator as claimed in claim 2, characterized in that, The plurality of gears also includes a first large gear, which is coaxially arranged and integrally connected with a first small gear; a worm gear is arranged on the output shaft of the motor, which meshes with the first large gear and has a reduction ratio of 32.

5. The actuator as claimed in claim 4, characterized in that, The plurality of gears also includes a second pinion and a final stage gear. The second pinion is coaxially arranged and integrally connected with the second large gear. The final stage gear is coaxially arranged and integrally connected with the output component. The second pinion and the final stage gear mesh and drive each other with a gear ratio of 9:

35.

6. The actuator according to any one of claims 1-5, characterized in that, The motor has a rated voltage of 16V and an output speed of 3200-3700rpm under no-load conditions.

7. The actuator as claimed in claim 6, characterized in that, The minimum operating voltage of the motor is not less than 9V.

8. The actuator as claimed in claim 6, characterized in that, The motor includes a stator and a rotor rotatably configured relative to the stator, one of the stator and the rotor including a permanent magnet and the other including a coil having a wire diameter of 0.06 to 0.09 mm and a number of turns of 540 to 785 T.

9. The actuator as claimed in claim 8, characterized in that, The motor is a brushed motor, and the coil is disposed in the rotor.

10. An automotive air conditioning system, characterized in that, It includes the actuator as described in any one of claims 1-9 and a damper driven by the actuator, the damper being driveably connected to the output member.

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