Air inlet box structure of automobile double-layer flow air conditioner

Abstract

The utility model discloses an air inlet box structure of an automobile double-layer flow air conditioner, which is characterized in that on the basis of the structure of the existing air inlet shell, a first air door and a third air door which are positioned on two sides are independently and rotationally connected with the air inlet shell through a first rotating shaft and a sleeve respectively; the stability and the structural strength of rotary connection of the air doors on the two sides and the air inlet shell can be effectively improved, and the problem that the air doors are not tightly closed due to the fact that the air doors are limited by the structural strength, and then air inlet howling is caused can be effectively solved. The first rotating shaft and the second rotating shaft are coaxially arranged, and the second rotating shaft is rotationally sleeved with the sleeve, so that the three air doors are coaxially and rotationally arranged in the air inlet shell, the space of the air inlet box structure required by rotation of the air doors is further reduced, and the overall size of the air inlet box structure is reduced; the air inlet box assembly can effectively solve the problem that air doors on the two sides of an existing air inlet box structure are connected through a long shaft, so that the structural strength is poor, and the operation stability and reliability of the air inlet box assembly are improved.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive air conditioning, specifically relating to an air inlet box structure for an automotive dual-layer flow air conditioner. Background Technology

[0002] Automotive dual-layer air conditioning is a system that separates airflow into upper and lower layers, allowing for independent control of airflow inside and outside the vehicle. It introduces return air from inside the vehicle and fresh air from outside into the lower and upper layers of the cabin, respectively, making more efficient use of airflow and improving comfort and energy efficiency. This separation is primarily achieved through the air intake assembly, which consists of an air intake structure and a volute structure. The air intake structure is connected to the upper part of the volute structure, and the blower is connected to the lower part of the volute structure. The air intake structure has return air inlets and fresh air inlets, while the volute structure has upper and lower air outlets. These structures work together internally to form independent upper and lower air ducts, with one end of each duct connected to the upper and lower air outlets respectively. The other end is equipped with a damper that can be rotated to connect with the return air inlet and the fresh air inlet. The impeller of the blower is located inside the volute structure and acts on the upper and lower air ducts respectively. When the upper air duct is connected to the fresh air inlet, the impeller introduces cooler fresh air from outside the vehicle into the upper area of ​​the cabin through the upper air outlet, thereby achieving the defrosting and defogging functions. When the lower air duct is connected to the return air inlet, the impeller introduces warmer return air from inside the vehicle into the lower area of ​​the cabin through the lower air outlet, thereby achieving the in-vehicle heating function.

[0003] Chinese patent CN108407572B discloses a dual-layer flow automotive air conditioning intake box assembly for both internal and external airflow. The patent specification includes a background section and appendices. Figure 1 The traditional air inlet box assembly, to avoid rotational interference, vertically alternates between the return air inlet and the fresh air inlet, resulting in a large air inlet box structure. To separate the upper and lower air ducts at the impeller, a partition is horizontally installed within the impeller's axial range, and several columns are used between the lower impeller and the bottom of the volute to lift the impeller, forming a flow channel for the lower air duct to connect to the lower air outlet. This results in a large volute structure. This patent addresses the problem of the large size of the traditional air inlet box assembly by, as shown in Figure 9 of the patent specification, installing an inverted funnel-shaped partition inside the annular impeller. The partition separates the upper and lower air ducts inside the impeller. Correspondingly, as shown in Figure 9 of the patent specification... Figure 3 As shown, the air inlet box structure is divided into three air inlet channels, each with a damper. Return air inlets and fresh air inlets are positioned close to each of the three air inlet channels. The middle air inlet channel is connected to the one shown in the appendix to the patent specification. Figure 7The transfer duct shown is shaped like an upright funnel, and the partition plate connects to form the lower duct. The air inlet channels on both sides connect to the outside of the partition plate to form the upper duct. This allows for a reduction in the size of both the air inlet box structure and the volute structure; however, as shown in the appendix to this patent specification... Figure 5 As shown, the dampers of the two side air intake channels are connected to the actuators via a long shaft, resulting in poor structural strength and a tendency for intake whistling due to incomplete damper closure. Furthermore, to avoid rotational interference, the dampers of the two side air intake channels are not coaxial with the damper of the middle air intake channel, requiring a large space for damper rotation within the air intake box structure, thus maintaining a relatively large overall size. Chinese Patent CN108248338A discloses a circulating damper assembly and a dual-layer internal and external circulation air conditioning unit. This solution uses a single long shaft for three dampers, with each damper driven to rotate via a stop block. While this solution can further reduce the size of the air intake box structure, it still suffers from poor structural strength due to the long shaft. Additionally, using a single long shaft to drive each damper results in poor flexibility in adjusting the damper opening. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the prior art, the purpose of this utility model is to provide an air intake box structure for automotive dual-layer air conditioning, which solves the technical problem of poor structural strength in the existing air intake box structure where the air dampers on both sides are connected by a long shaft, thereby improving the operational stability and reliability of the air intake box assembly.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] An air intake box structure for an automotive dual-layer flow air conditioner includes an air intake housing. The upper part of the air intake housing has a fresh air inlet and a return air inlet, and the lower part of the air intake housing is used to connect to a volute structure. The air intake housing contains air ducts extending to the upper and lower parts of the housing, respectively. The air ducts are a first air duct, a second air duct, and a third air duct arranged horizontally and independently. Each air duct is equipped with a rotatable first air damper, a second air damper, and a third air damper. Rotating each damper switches the connection between the corresponding air duct and the fresh air inlet and the return air inlet, respectively. The first air duct... The door is rotatably connected to the air inlet housing via a first rotating shaft arranged along the horizontal direction. The end of the first rotating shaft away from the second air door extends out of the air inlet housing and is connected to an actuator. The second air door is rotatably connected to the air inlet housing via a second rotating shaft. The second rotating shaft is coaxial with the first rotating shaft. The end of the second rotating shaft away from the first air door extends out of the air inlet housing and is connected to an actuator. The third air door is rotatably connected to the air inlet housing via a sleeve that is coaxially rotatably fitted outside the second rotating shaft. The end of the sleeve away from the second air door extends out of the air inlet housing and is connected to an actuator.

[0007] Furthermore, the second and third dampers share a single actuator.

[0008] Furthermore, the actuator shared by the second and third dampers can drive the second and third dampers to rotate alternately.

[0009] Furthermore, the output shaft of the actuator shared by the second and third dampers is arranged along the transverse direction and is vertically connected to a drive disk. The side of the drive disk facing the air inlet housing has a first guide groove and a second guide groove. The first guide groove includes a first arc segment and a first guide segment. The first arc segment is concentric with the drive disk. One end of the first guide segment is connected to one end of the first arc segment, and the other end of the first guide segment extends close to the center of the drive disk. The second guide groove includes a second arc segment and a second guide segment. The second arc segment is concentric with the drive disk. One end of the second guide segment is connected to one end of the second arc segment, and the other end of the second guide segment extends away from the center of the drive disk. The central angle of the first arc segment is equal to the central angle of the corresponding second guide segment, and the central angle of the corresponding first guide segment is equal to the central angle of the second arc segment. In the same rotation direction of the drive disk, the first arc segment is located in front of the first guide segment, and the second arc segment is located behind the second guide segment.

[0010] The sleeve extends from the end away from the second air damper into the air inlet housing and has external teeth. A drive gear that meshes with the external teeth is rotatably mounted on the air inlet housing. The drive gear has a radially extending first rocker arm plate. A first guide post is formed along the transverse protrusion on the side of the first rocker arm plate away from the air inlet housing. The first guide post extends into the first guide groove, and the diameter of the first guide post matches the width of the first guide groove. The end of the second rotating shaft that extends out of the air inlet housing is vertically connected to the second rocker arm plate. The external teeth are located between the air inlet housing and the second rocker arm plate. A second guide post is formed along the transverse protrusion on the side of the second rocker arm plate away from the air inlet housing. The second guide post extends into the second guide groove, and the diameter of the second guide post matches the width of the second guide groove. When both the second and third air dampers connect the corresponding air ducts to the fresh air inlet, the second guide post is located at the end of the second guide segment that extends away from the center of the drive disc, and the first guide post is located at the end of the first arc segment that extends away from the first guide segment.

[0011] Furthermore, an external toothed sleeve is synchronously connected to the end of the sleeve away from the second air damper. The end of the sleeve away from the second air damper extends out of the air inlet housing through the rotation of the external toothed sleeve. The external toothed sleeve is coaxial with the second rotating shaft and rotates in cooperation with it. The external toothed sleeve forms the external teeth on the outside of the air inlet housing.

[0012] Furthermore, the air inlet housing has an air inlet cavity with a lower opening and an upper part connected to the fresh air inlet and the return air inlet, respectively. The air inlet cavity is vertically provided with two air inlet baffles, which are horizontally spaced and divide the air inlet cavity into a first air duct, a second air duct and a third air duct.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] 1. The air intake box structure of the automotive dual-layer flow air conditioner described in this utility model, compared with the existing air intake box structure in which the two air dampers are connected by a long shaft and rotatably connected to the air intake shell, the present utility model, based on the existing air intake shell structure, independently rotatably connects the first air damper and the third air damper located on both sides to the air intake shell using a first rotating shaft and a sleeve, which can effectively improve the stability and structural strength of the rotatable connection between the two air dampers and the air intake shell, and can effectively avoid the problem of the air dampers not closing tightly due to the limitation of structural strength, thus causing the intake air whistling.

[0015] 2. The air intake box structure of the automotive dual-layer flow air conditioner described in this utility model, compared with the existing air intake box structure in which the rotating shafts of the two side air dampers and the middle air damper are arranged horizontally or vertically to avoid rotational interference, this utility model, based on the existing air intake shell structure, sets the first rotating shaft of the independent first air damper on one side and the second rotating shaft of the middle second air damper coaxially, and sets the independent sleeve of the third air damper on the other side to rotate on the second rotating shaft, so that the three air dampers are coaxially rotated in the air intake shell, which helps to further reduce the space required for the rotation of the air dampers in the air intake box structure, thereby reducing the overall size of the air intake box structure. Attached Figure Description

[0016] Figure 1 This is a perspective view of the air inlet box structure described in the embodiment;

[0017] Figure 2 This is a front view of the air inlet box structure described in the embodiment;

[0018] Figure 3 This is a perspective view showing the connection between each damper and the actuator in the embodiment;

[0019] Figure 4 for Figure 3 The 3D view of the first air damper and the actuators on both sides is omitted;

[0020] Figure 5 for Figure 4 Hides the 3D image of the drive disk;

[0021] Figure 6 This is a perspective view of the volute structure described in the embodiment;

[0022] Figure 7 This is a cross-sectional schematic diagram of the air intake box assembly described in the embodiment;

[0023] The components include: air inlet housing 1, fresh air inlet 2, return air inlet 3, first air duct 4, second air duct 5, third air duct 6, first damper 7, second damper 8, third damper 9, first rotating shaft 10, actuator 11, second rotating shaft 12, sleeve 13, air inlet baffle 14, drive disc 15, first guide groove 16, second guide groove 17, first arc segment 18, first guide segment 19, second arc segment 20, second guide segment 21, drive gear 22, first rocker arm plate 23, first guide column 24, second rocker arm plate 25, second guide column 26, external gear sleeve 27; volute housing 28, filter element 29, air outlet baffle 30, upper air outlet 31, lower air outlet 32, blower 33, impeller 34, and separator sleeve 35. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0025] Example:

[0026] Please see Figure 1 and Figure 2 An air intake box structure for a dual-layer flow air conditioner in an automobile includes an air intake housing 1. The upper part of the air intake housing 1 has a fresh air inlet 2 and a return air inlet 3, and the lower part of the air intake housing 1 is used to connect to a volute structure. The air intake housing 1 has air ducts extending to the upper and lower parts of the air intake housing 1, and the air ducts have a first air duct 4, a second air duct 5, and a third air duct 6 arranged horizontally and independently of each other. Each air duct is provided with a rotatable first air damper 7, a second air damper 8, and a third air damper 9. Each air damper can be rotated to switch the corresponding air duct to be connected to the fresh air inlet 2 and the return air inlet 3 respectively.

[0027] The first air damper 7 is rotatably connected to the air inlet housing 1 via a first rotating shaft 10 arranged in the transverse direction. The end of the first rotating shaft 10 away from the second air damper 8 extends out of the air inlet housing 1 and is connected to an actuator 11. The second air damper 8 is rotatably connected to the air inlet housing 1 via a second rotating shaft 12. The second rotating shaft 12 is coaxial with the first rotating shaft 10. The end of the second rotating shaft 12 away from the first air damper 7 extends out of the air inlet housing 1 and is connected to an actuator 11. The third air damper 9 is rotatably connected to the air inlet housing 1 via a sleeve 13 coaxially rotatably sleeved outside the second rotating shaft 12. The end of the sleeve 13 away from the second air damper 8 extends out of the air inlet housing 1 and is connected to an actuator 11.

[0028] In this embodiment, the air inlet housing 1 has an air inlet cavity with a lower opening and an upper part connected to the fresh air inlet 2 and the return air inlet 3 respectively. Two air inlet baffles 14 are vertically arranged in the air inlet cavity. The two air inlet baffles 14 are horizontally spaced and divide the air inlet cavity into a first air duct 4, a second air duct 5 and a third air duct 6. The end of the first rotating shaft 10 near the second air damper 8 is rotatably connected to the adjacent air inlet baffle 14. The end of the second rotating shaft 12 near the first air damper 7 is rotatably connected to the adjacent air inlet baffle 14. The end of the sleeve 13 near the second air damper 8 is rotatably connected to the adjacent air inlet baffle 14.

[0029] The first damper 7 and the first rotating shaft 10, the second damper 8 and the second rotating shaft 12, and the third damper 9 and the sleeve 13 are all integrally molded plastic parts. Since the axial span of the first damper 7 and the third damper 9 is small, in order to reduce weight and reduce the impact on airflow, the shaft section of the first rotating shaft 10 located inside the first damper 7 and the sleeve section of the sleeve 13 located inside the third damper 9 are cut off. Since the axial span of the second damper 8 is relatively large, the shaft section of the second rotating shaft 12 located inside the second damper 8 is replaced with a thinner connecting rod, and a reinforcing rod is vertically connected between the middle of the connecting rod and the inner wall of the second damper 8, so as to ensure the structural strength of the second damper 8 while reducing weight and reducing the impact on airflow.

[0030] The air intake box structure of the automotive dual-layer flow air conditioner described in this utility model, compared to the existing air intake box structure in which the two side air dampers are connected by a long shaft and rotatably connected to the air intake housing 1, this utility model, based on the existing air intake housing 1 structure, independently rotatably connects the first air damper 7 and the third air damper 9 located on both sides to the air intake housing 1 using a first rotating shaft 10 and a sleeve 13, respectively. This effectively improves the stability and structural strength of the rotatable connection between the two side air dampers and the air intake housing 1, and effectively avoids the problem of air dampers not closing tightly due to structural strength limitations, thus causing intake whistling. Compared to the existing air intake box structure in which the rotating shafts of the two side air dampers and the middle air damper are arranged horizontally or vertically at intervals to avoid rotational interference, this utility model... Based on the existing air intake housing 1 structure, the new invention coaxially sets the first air damper 7 on one side with its independent first rotating shaft 10 and the second air damper 8 in the middle with its second rotating shaft 12. The third air damper 9 on the other side is rotatably fitted with its independent sleeve 13 on the second rotating shaft 12, thus achieving coaxial rotation of the three air dampers within the air intake housing 1. This helps to further reduce the space required for the air damper rotation in the air intake box structure, thereby reducing the overall size of the air intake box structure. Therefore, the air intake box structure of the automotive dual-layer flow air conditioner described in this invention can effectively solve the problem of poor structural strength in the existing air intake box structure where the air dampers on both sides are connected by a long shaft, which is beneficial to improving the stability and reliability of the air intake box assembly.

[0031] Please see Figure 2 and Figure 3To save costs, the second damper 8 and the third damper 9 share a single actuator 11. Furthermore, to ensure unrestricted functionality in switching the air intake assembly's air outlet mode via the three dampers, and to allow for flexible adjustment of the ratio of in-vehicle return air to external fresh air output through the upper air outlet 31 and lower air outlet 32, this invention also limits the actuator 11 shared by the second damper 8 and the third damper 9 to drive the second damper 8 and the third damper 9 to rotate alternately. This can be understood as the forward drive stroke of the actuator 11 being divided into two stages: In the first stage, the second damper 8 rotates from connecting the second air duct 5 to the fresh air inlet 2, to connecting the second air duct 5 to the return air inlet 3; the third damper 9 remains stationary and connects the third air duct 6 to the fresh air inlet 2. The second stage: the second damper 8 remains stationary and the second air duct 5 is connected to the return air inlet 3. The third damper 9 is rotated from connecting the third air duct 6 to the fresh air inlet 2 to connecting the third air duct 6 to the return air inlet 3. Similarly, the reverse drive stroke of the actuator 11 is also divided into two stages. The first stage: the second damper 8 remains stationary and the second air duct 5 is connected to the return air inlet 3. The third damper 9 is rotated from connecting the third air duct 6 to the return air inlet 3 to connecting the third air duct 6 to the fresh air inlet 2. The second stage: the second damper 8 is rotated from connecting the second air duct 5 to the return air inlet 3 to connecting the second air duct 5 to the fresh air inlet 2. The third damper 9 remains stationary and the third air duct 6 is connected to the fresh air inlet 2.

[0032] Please see Figure 4 and Figure 5 To enable the actuator 11, which is shared by the second damper 8 and the third damper 9, to drive the second damper 8 and the third damper 9 to rotate alternately, this embodiment adopts the following structural form:

[0033] The output shaft of the actuator 11 shared by the second damper 8 and the third damper 9 is arranged laterally and vertically connected to the drive disk 15. Specifically, the actuator 11 includes a controller and a motor as a drive source. The side of the drive disk 15 facing the air inlet housing 1 has a first guide groove 16 and a second guide groove 17. The first guide groove 16 includes a first arc segment 18 and a first guide segment 19. The first arc segment 18 is concentric with the drive disk 15. One end of the first guide segment 19 is connected to one end of the first arc segment 18, and the other end of the first guide segment 19 extends close to the center of the drive disk 15. The second guide groove 17... The guide groove 17 includes a second arc segment 20 and a second guide segment 21. The second arc segment 20 is concentric with the drive disk 15. One end of the second guide segment 21 is connected to one end of the second arc segment 20, and the other end of the second guide segment 21 extends away from the center of the drive disk 15. The central angle of the first arc segment 18 is equal to the central angle of the corresponding second guide segment 21, and the central angle of the corresponding first guide segment 19 is equal to the central angle of the second arc segment 20. In the same rotation direction of the drive disk 15, the first arc segment 18 is located in front of the first guide segment 19, and the second arc segment 20 is located behind the second guide segment 21.

[0034] The sleeve 13 extends out of the air inlet housing 1 at one end away from the second air damper 8 and has external teeth. A drive gear 22 that meshes with the external teeth is rotatably mounted on the air inlet housing 1. The drive gear 22 has a radially extending first rocker arm plate 23. A first guide post 24 is formed on the side of the first rocker arm plate 23 away from the air inlet housing 1 along the lateral protrusion. The first guide post 24 extends into the first guide groove 16, and the diameter of the first guide post 24 matches the width of the first guide groove 16. The second rocker arm plate 25 is vertically connected to one end of the second rotating shaft 12 that extends out of the air inlet housing 1. Between the air inlet housing 1 and the second rocker arm plate 25, a second guide post 26 is formed along the transverse protrusion on the side of the second rocker arm plate 25 away from the air inlet housing 1. The second guide post 26 extends into the second guide groove 17, and the diameter of the second guide post 26 matches the width of the second guide groove 17. When the second air damper 8 and the third air damper 9 both connect the corresponding air duct to the fresh air inlet 2, the second guide post 26 is located at the end of the second guide section 21 that extends away from the center of the drive disk 15, and the first guide post 24 is located at the end of the first arc section 18 that extends away from the first guide section 19.

[0035] Thus, when the second air duct 5 and the third air duct 6 are respectively connected to the fresh air inlet 2, the second guide post 26 is located at the end of the second guide section 21 that is away from the center of the drive disk 15, and the first guide post 24 is located at the end of the first arc section 18 that is away from the first guide section 19; the output shaft of the actuator 11 causes the drive disk 15 to rotate clockwise (in Figure 1 During the clockwise rotation (as shown), as the rotation reaches the point where the angle corresponds to the central angle of the first arc segment 18, the distance between the second guide segment 21 and the center of the drive disk 15 gradually approaches, forcing the second guide post 26 to slide closer to the center of the drive disk 15 within the second guide segment 21. This causes the second guide post 26 to drive the second rotating shaft 12 to reverse direction via the second rocker arm plate 25, and the second damper 8 rotates to connect the second air duct 5 with the return air inlet 3. Since the distance between the first arc segment 18 and the center of the drive disk 15 remains constant, the distance between the first guide post 24 and the center of the drive disk 15 remains constant when the first guide post 24 slides within the first arc segment 18, keeping the first guide post 24 stationary. Correspondingly, the drive gear 22 and sleeve 13 also do not rotate, and the third damper 9 keeps the third air duct 6 connected to the fresh air inlet 2. This corresponds to the first stage of the forward drive stroke of the actuator 11 described above.

[0036] The output shaft of actuator 11 causes drive disk 15 to continue rotating clockwise. During the rotation from the point where the angle corresponds to the central angle of the first arc segment 18 to the point where the angle corresponds to the central angle of the first guide groove 16, the distance between the second arc segment 20 and the center of drive disk 15 remains constant. This keeps the second guide post 26 stationary as it slides within the second arc segment 20, correspondingly preventing the second rocker arm plate 25 and the second shaft 12 from rotating. The second damper 8 keeps the second air duct 5 connected to the return air inlet 3. As the distance between the first guide segment 19 and the center of drive disk 15 gradually decreases, the first guide post 24 is forced to slide closer to the center of drive disk 15 within the first guide segment 19. This causes the first guide post 24 to drive the drive gear 22 to rotate clockwise via the first rocker arm plate 23. Wheel 22 drives sleeve 13 to rotate in reverse through external teeth, and the third damper 9 rotates to connect the third air duct 6 with the return air inlet 3; this corresponds to the second stage of the forward drive stroke of actuator 11; the reverse drive stroke of actuator 11 is the opposite, and will not be described in detail here; in addition, during the rotation of the second damper 8, the first guide post 24 is constrained by the first arc segment 18, so the first rocker arm plate 23 where the first guide post 24 is located will not rotate. During the rotation of the third damper 9, the second guide post 26 is constrained by the second arc segment 20, so the second rocker arm plate 25 where the second guide post 26 is located will not rotate. In this way, although the sleeve 13 for the rotation of the third damper 9 is rotated and sleeved on the second rotating shaft 12 for the rotation of the second damper 8, the second damper 8 and the third damper 9 will not rotate synchronously due to friction.

[0037] Please see Figure 1 and Figure 5 In this embodiment, the end of the sleeve 13 away from the second damper 8 is synchronously connected to an external gear sleeve 27. The end of the sleeve 13 away from the second damper 8 extends out of the air inlet housing 1 through the external gear sleeve 27. The external gear sleeve 27 is coaxial with the second rotating shaft 12 and rotates in cooperation with it. The external gear sleeve 27 forms the external teeth on the outside of the air inlet housing 1. Since the first damper 7 and the first rotating shaft 10, the second damper 8 and the second rotating shaft 12, and the third damper 9 and the sleeve 13 are all integrally molded plastic parts, in order to facilitate processing and manufacturing and ensure the accuracy of the external teeth, the external teeth are formed by the external gear sleeve 27, which is independent of the sleeve 13. The end of the external gear sleeve 27 facing the third damper 9 extends into the sleeve 13 and is splined.

[0038] Please see Figure 1In this embodiment, the lower part of the air inlet housing 1 is connected to the volute structure to form an air inlet box assembly. Specifically, the volute structure includes a volute housing 28. The upper part of the volute housing 28 is used to connect with the lower part of the air inlet housing 1. A filter element 29 is provided in the connection between the upper part of the volute housing 28 and the lower part of the air inlet housing 1. The side of the volute housing 28 has an air outlet. The volute housing 28 has an air outlet cavity with an upper opening and a side communicating with the air outlet. An annular air outlet baffle 30 is provided horizontally in the air outlet cavity. The air outlet baffle 30 divides the air outlet cavity into upper and lower layers and correspondingly divides the air outlet into an upper air outlet 3. 1 and lower air outlet 32; a blower 33 is connected to the lower part of the volute housing 28. The blower 33 has a cylindrical impeller 34 located in the air outlet cavity. A partition sleeve 35 is coaxially provided inside the impeller 34. Both ends of the partition sleeve 35 have tapered flares. The tapered flare at the lower end of the partition sleeve 35 extends close to the air outlet baffle 30. The tapered flare at the upper end of the partition sleeve 35 is connected to the second air duct 5, so that the first air duct 4 and the third air duct 6 are connected to the upper layer of the air outlet cavity through the outside of the partition plate to form an upper air duct, and the second air duct 5 is connected to the lower layer of the air outlet cavity through the inside of the partition plate to form a lower air duct.

[0039] To facilitate a better understanding of this solution, the working principle of the air intake box assembly is explained as follows:

[0040] When the three dampers connect their respective air ducts to the fresh air inlet 2, both the upper air outlet 31 and the lower air outlet 32 ​​output fresh air from outside the vehicle, and the air intake box is in a 100% fresh air supply mode. When the three dampers connect their respective air ducts to the return air inlet 3, both the upper air outlet 31 and the lower air outlet 32 ​​output return air from inside the vehicle, and the air intake box is in a full return air supply mode. When the first damper 7 and the third damper 9 connect their respective air ducts to the fresh air inlet 2, and the second damper 8 connects the second air duct 5 to the return air inlet 3, the upper air outlet 31 outputs fresh air from outside the vehicle. The air intake box assembly operates in a mixed air supply mode, with the lower air outlet 32 ​​providing air return from the vehicle for defogging and defrosting functions, and the lower air outlet 32 ​​providing air return from the vehicle for heating. Furthermore, thanks to the first air damper 7 being driven solely by an actuator 11, and the asynchronous rotation of the second air damper 8 and the third air damper 9, the air intake box assembly can achieve a 0%–100% air distribution ratio for both in-vehicle return air and external fresh air by flexibly adjusting the rotation angle of each damper, based on the three modes mentioned above. This improves the flexibility and practicality of the air intake box structure.

[0041] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and not to limit the technical solutions. Those skilled in the art should understand that any modifications or equivalent substitutions to the technical solutions of this utility model that do not depart from the spirit and scope of this technical solution should be covered within the scope of the claims of this utility model.

Claims

1. An air intake box structure for a dual-layer flow air conditioner in an automobile, comprising an air intake housing, a fresh air inlet and a return air inlet at the upper part of the air intake housing, and a volute structure at the lower part of the air intake housing; the air intake housing contains air ducts extending to the upper and lower parts of the air intake housing, the air ducts being a first air duct, a second air duct, and a third air duct arranged horizontally and independently of each other; each air duct is respectively provided with a rotatable first air damper, a second air damper, and a third air damper, and each damper can be rotated to switch the corresponding air duct to communicate with the fresh air inlet and the return air inlet respectively; characterized in that: The first air damper is rotatably connected to the air inlet housing via a first rotating shaft arranged laterally. The end of the first rotating shaft away from the second air damper extends out of the air inlet housing and is connected to an actuator. The second air damper is rotatably connected to the air inlet housing via a second rotating shaft. The second rotating shaft is coaxial with the first rotating shaft. The end of the second rotating shaft away from the first air damper extends out of the air inlet housing and is connected to an actuator. The third air damper is rotatably connected to the air inlet housing via a sleeve coaxially rotatably fitted outside the second rotating shaft. The end of the sleeve away from the second air damper extends out of the air inlet housing and is connected to an actuator.

2. The air inlet box structure of an automotive dual-layer flow air conditioner according to claim 1, characterized in that: The second and third dampers share a single actuator.

3. The air inlet box structure of an automotive dual-layer flow air conditioner according to claim 2, characterized in that: The actuator shared by the second and third dampers can drive the second and third dampers to rotate alternately.

4. The air inlet box structure of an automotive dual-layer flow air conditioner according to claim 2, characterized in that: The output shaft of the actuator shared by the second and third dampers is arranged laterally and vertically connected to a drive disk. The drive disk has a first guide groove and a second guide groove on the side facing the air inlet housing. The first guide groove includes a first arc segment and a first guide segment. The first arc segment is concentric with the drive disk. One end of the first guide segment is connected to one end of the first arc segment, and the other end of the first guide segment extends close to the center of the drive disk. The second guide groove includes a second arc segment and a second guide segment. The second arc segment is concentric with the drive disk. One end of the second guide segment is connected to one end of the second arc segment, and the other end of the second guide segment extends away from the center of the drive disk. The central angle of the first arc segment is equal to the central angle of the corresponding second guide segment, and the central angle of the corresponding first guide segment is equal to the central angle of the second arc segment. In the same rotation direction of the drive disk, the first arc segment is located in front of the first guide segment, and the second arc segment is located behind the second guide segment. The sleeve extends from the end away from the second air damper into the air inlet housing and has external teeth. A drive gear that meshes with the external teeth is rotatably mounted on the air inlet housing. The drive gear has a radially extending first rocker arm plate. A first guide post is formed along the transverse protrusion on the side of the first rocker arm plate away from the air inlet housing. The first guide post extends into the first guide groove, and the diameter of the first guide post matches the width of the first guide groove. The end of the second rotating shaft that extends out of the air inlet housing is vertically connected to the second rocker arm plate. The external teeth are located between the air inlet housing and the second rocker arm plate. A second guide post is formed along the transverse protrusion on the side of the second rocker arm plate away from the air inlet housing. The second guide post extends into the second guide groove, and the diameter of the second guide post matches the width of the second guide groove. When both the second and third air dampers connect the corresponding air ducts to the fresh air inlet, the second guide post is located at the end of the second guide segment that extends away from the center of the drive disc, and the first guide post is located at the end of the first arc segment that extends away from the first guide segment.

5. The air inlet box structure of an automotive dual-layer flow air conditioner according to claim 4, characterized in that: The end of the sleeve away from the second air damper is synchronously connected to an external toothed sleeve. The end of the sleeve away from the second air damper extends out of the air inlet housing through the rotation of the external toothed sleeve. The external toothed sleeve is coaxial with the second rotating shaft and rotates in cooperation with it. The external toothed sleeve forms the external teeth on the outside of the air inlet housing.

6. The air inlet box structure of an automotive dual-layer flow air conditioner according to claim 1, characterized in that: The air inlet housing has an air inlet cavity with a lower opening and an upper part connected to the fresh air inlet and the return air inlet, respectively. Two air inlet baffles are vertically arranged inside the air inlet cavity, and the two air inlet baffles are horizontally spaced and divide the air inlet cavity into a first air duct, a second air duct and a third air duct.

Images