Automotive air conditioning control mechanism and automotive air conditioning

Abstract

This utility model belongs to the field of vehicle technology and discloses a control mechanism for automotive air conditioning and an automotive air conditioner. The control mechanism for automotive air conditioning includes a bracket, a mode dial, a first transmission mechanism, a second transmission mechanism, a third transmission mechanism, and a drive component. The first end of the first transmission component of the first transmission mechanism is fixedly connected to a first damper shaft. The second end has a first support shaft and a first connecting column on opposite sides. The first support shaft rotatably passes through a second partition and is rotatably connected to the first partition. The first connecting column rotatably passes through the housing and is fixedly connected to one end of the second transmission component of the first transmission mechanism. The other end of the second transmission component is slidably connected to the mode dial. One end of the second transmission mechanism and the third transmission mechanism are fixedly connected to the ends of the second damper shaft and the third damper shaft, respectively, and the other ends are slidably connected to the mode dial. By arranging part of the transmission mechanism inside the housing, the overall size of the air conditioner is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a control mechanism for an automotive air conditioner and an automotive air conditioner. Background Technology

[0002] With the development of automotive air conditioning, passengers' requirements for the comfort of automotive air conditioning are constantly increasing. It has evolved from the previous single function of all air dampers opening and closing at the same time to the current situation where each air damper opens and closes separately, opening the appropriate air damper according to changes in the environment and customer needs to complete the corresponding mode adjustment.

[0003] Because different dampers need to be opened and closed individually, the control structure becomes more complex. This results in the air conditioning system occupying a large space in the vehicle, and the number of motors increases accordingly. This increases the difficulty of writing the vehicle control logic and calibration software, ultimately leading to higher air conditioning costs.

[0004] Therefore, there is an urgent need to propose a control mechanism for automotive air conditioning and an automotive air conditioning system to solve the above-mentioned technical problems. Utility Model Content

[0005] According to one aspect of the present invention, the present invention provides a control mechanism for an automotive air conditioner, which realizes individual control of multiple air dampers through the cooperation of a drive component and multiple transmission mechanisms, simplifies the structure and control logic, reduces costs, and, by arranging some of the transmission mechanisms inside the housing, reduces the overall size of the air conditioner and improves the space utilization of the vehicle.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] The control mechanism of an automotive air conditioner includes a housing, a first damper shaft, a second damper shaft, and a third damper shaft. The housing is provided with a first partition and a second partition disposed opposite to each other, with the second partition being close to the inner wall of the housing relative to the first partition.

[0008] The control mechanism for the automotive air conditioning system includes:

[0009] A bracket is mounted on the outer surface of the housing;

[0010] A mode disk is rotatably connected to the bracket, and the mode disk is provided with a first track groove, a second track groove and a third track groove;

[0011] The first transmission mechanism includes a first transmission component and a second transmission component. The first transmission component is disposed inside the housing. A first end of the first transmission component is fixedly connected to the first damper shaft. A first support shaft and a first connecting column are respectively provided on opposite sides of the second end of the first transmission component. The first support shaft rotatably passes through the second partition and is rotatably connected to the first partition. The first connecting column rotatably passes through the housing. One end of the second transmission component is fixedly connected to the portion of the first connecting column extending out of the housing, and the other end is slidably connected to the first track groove.

[0012] The second transmission mechanism has one end fixedly connected to the end of the second damper shaft that extends out of the housing, and the other end slidably connected to the second track groove;

[0013] The third transmission mechanism has one end fixedly connected to the end of the third damper shaft that extends out of the housing, and the other end slidably connected to the third track groove;

[0014] A drive unit, mounted on the bracket, is used to drive the mode disk to rotate.

[0015] Optionally, the first partition plate has a first annular boss on its surface facing the second partition plate. The first annular boss forms a first slot. One end of the first support shaft is rotatably inserted into the first slot, and the end of the first support shaft abuts against the first partition plate.

[0016] Optionally, the second partition plate is provided with a first through hole for the first support shaft to rotatably pass through, and a second annular boss is provided on the plate surface of the second partition plate near the housing at the outer edge of the first through hole, and the second end of the first transmission assembly abuts against the second annular boss;

[0017] And / or, the first support shaft, the second end of the first transmission assembly, and the first connecting column are an integral structure.

[0018] Optionally, the first connecting post extends out of the peripheral wall of the housing and is provided with a first slot, one end of the second transmission component is provided with a connecting hole and a clearance slot communicating with the connecting hole, a first elastic buckle is provided at the connection between the connecting hole and the clearance slot, the first connecting post is inserted into the connecting hole, and the first elastic buckle is engaged with the first slot.

[0019] Optionally, the cross-section of the first connecting post is polygonal, and the shape of the connecting hole is adapted to the shape of the first connecting post.

[0020] Optionally, on the second partition plate, a second elastic buckle is provided on one side of the second annular protrusion, and a second slot is provided on the housing, the second slot engaging with the second elastic buckle.

[0021] Optionally, at the first end of the first transmission component, a second support shaft is provided on the side of the first transmission component near the housing, and a third slot is provided on the inner wall of the housing, and the end of the second support shaft away from the first transmission component is rotatably inserted into the third slot.

[0022] Optionally, the second partition is further provided with a second through hole, and at the first end of the first transmission component, a second connecting post is provided on the side of the first transmission component near the second partition. The second connecting post is rotatably inserted through the second through hole and fixedly connected to the first damper shaft.

[0023] Optionally, the first end of the first transmission component, the second support shaft, and the second connecting column form an integral structure.

[0024] According to another aspect of the present invention, the present invention also provides an automotive air conditioner, including a housing, a first damper shaft, a second damper shaft, a third damper shaft, and a control mechanism for the automotive air conditioner described in any of the above technical solutions.

[0025] The beneficial effects of this utility model are:

[0026] This utility model provides a control mechanism for an automotive air conditioner, including a bracket, a mode dial, a first transmission mechanism, a second transmission mechanism, a third transmission mechanism, and a drive component. The drive component drives the mode dial to rotate, thereby driving the first, second, and third transmission mechanisms. These mechanisms then control the opening and closing of the first, second, and third air dampers of the automotive air conditioner. This design reduces the existing automotive air conditioner control mechanism from separate control mechanisms for each damper to a single set, reducing the number of drive components, simplifying the structure and control logic of the control mechanism, and lowering costs.

[0027] Furthermore, the first transmission component of the first transmission mechanism is arranged inside the housing, which makes full use of the space inside the housing and reduces the overall size of the car air conditioner, thereby reducing the space occupied by the car air conditioner and improving the space utilization rate of the car.

[0028] The second end of the first transmission assembly is rotatably connected to the second partition via a first support shaft. This design is simple, easy to assemble, and provides good rotational reliability. Furthermore, the rotatable connection between the end of the first support shaft and the first partition allows the first support shaft and the first partition to stop the first connecting post at the second end of the first transmission assembly, thus limiting its position and facilitating assembly. Additionally, the first support shaft also supports both the first and second partitions, increasing their strength.

[0029] This embodiment also provides an automotive air conditioner, including a housing, a first damper shaft, a second damper shaft, a third damper shaft, and the aforementioned automotive air conditioner control mechanism. Because this automotive air conditioner utilizes the aforementioned automotive air conditioner control mechanism, it has fewer components, a compact structure, occupies less space, and has a lower cost. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the structure of the control mechanism of the automotive air conditioner provided in this embodiment of the utility model;

[0032] Figure 2 This is a schematic diagram of the structure of the second end of the first transmission component provided in this embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the structure of an automotive air conditioner provided in an embodiment of the present invention;

[0034] Figure 4 yes Figure 3 Enlarged view at point A;

[0035] Figure 5 This is a partial schematic diagram of the car air conditioner after the housing has been removed, according to an embodiment of this utility model;

[0036] Figure 6 This is an exploded view of the first partition, the second partition, and the second transmission assembly provided in an embodiment of the present utility model;

[0037] Figure 7 This is a partial schematic diagram of an automotive air conditioner provided in an embodiment of this utility model;

[0038] Figure 8 This is a partial schematic diagram of a cross-sectional view of an automotive air conditioner provided in an embodiment of this utility model.

[0039] In the picture:

[0040] 10. Housing; 101. First annular boss; 1011. First slot; 11. First partition; 12. Second partition; 102. First through hole; 1021. Second annular boss; 1022. Second elastic buckle; 103. Third slot; 13. Second slot; 20. First damper shaft; 30. Second damper shaft; 40. Third damper shaft; 50. First damper; 60. Second damper; 70. Third damper;

[0041] 100. Control mechanism for automotive air conditioning; 110. Bracket; 120. Mode dial; 130. First transmission mechanism; 131. First transmission assembly; 1311. First support shaft; 1312. First connecting post; 13121. First slot; 1313. Second support shaft; 1314. Second connecting post; 132. Second transmission assembly; 1321. Connecting hole; 1322. Clearance groove; 1323. First elastic buckle; 140. Second transmission mechanism; 150. Third transmission mechanism; 160. Drive component. Detailed Implementation

[0042] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0043] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0044] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0045] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0046] Example 1

[0047] like Figure 1 and Figure 3 As shown, an automotive air conditioner generally includes a housing 10, a first damper shaft 20, a second damper shaft 30, and a third damper shaft 40. The housing 10 contains a first damper 50, a second damper 60, and a third damper 70. The first damper 50 is connected to the first damper shaft 20, and the first damper shaft 20 drives the first damper 50 to open and close by rotating. The second damper 60 is connected to the second damper shaft 30, and the second damper shaft 30 drives the second damper 60 to open and close by rotating. The third damper 70 is connected to the third damper shaft 40, and the third damper shaft 40 drives the third damper 70 to open and close by rotating.

[0048] Optionally, in one possible embodiment, the first damper 50 is a defrosting priority damper, the second damper 60 is a foot-blowing damper, and the third damper 70 is a face-blowing damper. Of course, in other possible embodiments, the first damper 50, the second damper 60, and the third damper 70 can also correspond to other dampers, as needed, and this application does not impose any specific limitations.

[0049] In order to achieve individual control of the first air damper 50, the second air damper 60 and the third air damper 70, so that the car air conditioner has multiple modes, this embodiment provides a control mechanism 100 for the car air conditioner.

[0050] Specifically, such as Figures 1-5As shown, the control mechanism 100 of the car air conditioner includes a bracket 110, a mode dial 120, a first transmission mechanism 130, a second transmission mechanism 140, a third transmission mechanism 150, and a drive component 160.

[0051] The bracket 110 is mounted on the outer surface of the housing 10, and the mode disk 120 is rotatably mounted on the bracket 110. A drive unit 160 is mounted on the bracket 110 and connected to the mode disk 120, used to drive the mode disk 120 to rotate. The mode disk 120 is provided with a first track groove, a second track groove, and a third track groove. It is understood that the first track groove, the second track groove, and the third track groove can be located on the same side of the mode disk 120, or they can be located on opposite sides of the mode disk 120, depending on actual needs. In one possible embodiment, the first track groove is located on the side of the mode disk 120 away from the housing 10, and the second and third track grooves are located on the side of the mode disk 120 closer to the housing 10.

[0052] The first transmission mechanism 130 includes a first transmission component 131 and a second transmission component 132. The first transmission component 131 is disposed inside the housing 10, and the second transmission component 132 is disposed outside the housing 10. This arrangement makes full use of the space inside the housing 10 while reducing the overall size of the car air conditioner, thereby reducing the space occupied by the car air conditioner and improving the space utilization rate of the car.

[0053] In this design, the first end of the first transmission assembly 131 is fixedly connected to the first damper shaft 20. The second end of the first transmission assembly 131 has a first support shaft 1311 and a first connecting post 1312 on opposite sides. The first support shaft 1311 rotatably passes through the second partition 12 and is rotatably connected to it. The first connecting post 1312 rotatably passes through the housing 10. One end of the second transmission assembly 132 is fixedly connected to the portion of the first connecting post 1312 extending out of the housing 10, and the other end is slidably connected to the first track groove. In other words, the second end of the first transmission assembly 131 is rotatably connected to the second partition 12 via the first support shaft 1311. This design is simple, easy to assemble, and provides good rotational reliability for the first transmission assembly 131. Furthermore, the end of the first support shaft 1311 is rotatably connected to the first partition plate 11, so that when the second transmission assembly 132 is assembled with the first connecting post 1312 on the second end of the first transmission assembly 131, the first support shaft 1311 and the first partition plate 11 can stop the first connecting post 1312, thereby limiting the position of the first connecting post 1312 and facilitating the assembly of the second transmission assembly 132 with the first connecting post 1312. In addition, the first support shaft 1311 can also support the first partition plate 11 and the second partition plate 12, improving the strength of the first partition plate 11 and the second partition plate 12.

[0054] One end of the second transmission mechanism 140 is fixedly connected to the end of the second damper shaft 30 extending out of the housing 10, and the other end of the second transmission mechanism 140 is slidably connected to the second track groove. One end of the third transmission mechanism 150 is fixedly connected to the end of the third damper shaft 40 extending out of the housing 10, and the other end of the third transmission mechanism 150 is slidably connected to the third track groove.

[0055] It is worth noting that the curve shapes of the first, second, and third track grooves can be obtained by conventional calculations based on the linearity of the air conditioning temperature and the air volume distribution, as well as by simulating the motion trajectory of the other end of the second transmission component 132, the other end of the second transmission mechanism 140, and the other end of the third transmission mechanism 150 using a computer-aided simulation program.

[0056] The automotive air conditioning control mechanism 100 provided in this embodiment reduces the number of control mechanisms from the original one for each of the first air damper 50, the second air damper 60, and the third air damper 70 to a single overall control mechanism. This configuration reduces the number of drive components 160 used, simplifies the structure and control logic of the automotive air conditioning control mechanism 100, and lowers costs. It also meets the requirements for vehicle lightweighting.

[0057] It is understandable that the first partition 11 and the second partition 12 are the original structures inside the housing 10. That is, the setting of the first support shaft 1311 makes full use of the original structure inside the housing 10 without adding extra costs.

[0058] Optionally, the first support shaft 1311, the second end of the first transmission assembly 131, and the first connecting post 1312 are integral structures. This configuration facilitates processing and assembly, and provides better connection reliability between the first support shaft 1311, the second end of the first transmission assembly 131, and the first connecting post 1312.

[0059] Optionally, see [link to relevant documentation] Figure 1 In one possible embodiment, the second transmission mechanism 140 is a multi-link mechanism. The specific arrangement of the multi-link mechanism can be set according to actual needs. The multi-links can be rotated by hinges, gear meshing, pins, slides, or other means, depending on actual needs, and this application does not impose specific limitations.

[0060] Alternatively, in another possible embodiment, the third transmission mechanism 150 can also be a multi-link mechanism. The specific arrangement of the multi-link mechanism can be set according to actual needs. The multi-links can be rotated by hinges, gear meshing, or other methods such as pins and slides, depending on actual needs, and this application does not impose specific limitations.

[0061] Alternatively, in other possible embodiments, the first transmission assembly 131 and the second transmission assembly 132 may also be multi-link structures.

[0062] Furthermore, such as Figure 5 and Figure 6 As shown, a first annular boss 101 is provided on the surface of the first partition 11 facing the second partition 12. The first annular boss 101 forms a first slot 1011, one end of the first support shaft 1311 is rotatably inserted into the first slot 1011, and the end of the first support shaft 1311 abuts against the first partition 11. The first support shaft 1311 is fixed by the first annular boss 101, which has a simple structure and is easy to process and assemble.

[0063] Optionally, see [link to relevant documentation] Figure 6 The second partition 12 is provided with a first through hole 102 for the first support shaft 1311 to rotatably pass through. On the plate surface of the second partition 12 near the housing 10, a second annular boss 1021 is provided at the outer edge of the first through hole 102. The second end of the first transmission assembly 131 abuts against the second annular boss 1021. By providing the second annular boss 1021, a certain gap is provided between the second end of the first transmission assembly 131 and the second partition 12. This can prevent wear on the second partition 12 caused by the first transmission assembly 131 being in close contact with the second partition 12, and can also prevent the frictional resistance between the second partition 12 and the first transmission assembly 131 from affecting the operation of the first transmission assembly 131.

[0064] Further, see also Figure 2 and Figure 6The first connecting post 1312 extends out of the peripheral wall of the housing 10 and is provided with a first slot 13121. One end of the second transmission component 132 is provided with a connecting hole 1321 and a relief groove 1322 communicating with the connecting hole 1321. A first elastic buckle 1323 is provided at the connection between the connecting hole 1321 and the relief groove 1322. The first connecting post 1312 is inserted into the connecting hole 1321, and the first elastic buckle 1323 is engaged with the first slot 13121. That is, the insertion of the connecting hole 1321 and the first connecting post 1312 forms a "first double connection structure", and the engagement of the first elastic buckle 1323 with the first slot 13121 forms a "second double connection structure". The first connecting post 1312 and the second transmission component 132 are connected through a double connection structure, which has a high connection reliability. Furthermore, assembly can be completed simply by inserting the first connecting post 1312 into the connecting hole 1321, which is convenient for operation.

[0065] Optionally, see [link to relevant documentation] Figure 2 and Figure 6 In one possible embodiment, the first connecting post 1312 has a polygonal cross-section, and the shape of the connecting hole 1321 is adapted to the shape of the first connecting post 1312. This arrangement improves the reliability of synchronous rotation between the first connecting post 1312 and the connecting hole 1321.

[0066] Furthermore, such as Figure 6 and Figure 7 As shown, a second elastic buckle 1022 is provided on one side of the second annular boss 1021 on the second partition 12, and a second slot 13 is provided on the housing 10, which engages with the second elastic buckle 1022. The engagement of the second slot 13 and the second elastic buckle 1022 achieves the connection between the housing 10 and the second partition 12, which helps improve the stability of the second partition 12 position, reducing the risk of deformation of the second partition 12 during assembly of the second transmission assembly 132 and the first connecting post 1312, and improving the reliability of the installation between the first transmission assembly 131 and the second partition 12.

[0067] Furthermore, such as Figure 1 and Figure 8 As shown, a second support shaft 1313 is provided at the first end of the first transmission assembly 131, on the side of the first transmission assembly 131 near the housing 10. A third slot 103 is provided on the inner wall of the housing 10. The end of the second support shaft 1313 away from the first transmission assembly 131 is rotatably inserted into the third slot 103. By setting the cooperation between the second support shaft 1313 and the housing 10, the reliability of the first transmission assembly 131 is improved, and the overall strength of the housing 10 is also improved.

[0068] Optionally, see [link to relevant documentation] Figure 8The second partition 12 is also provided with a second through hole. At the first end of the first transmission assembly 131, a second connecting post 1314 is provided on the side of the first transmission assembly 131 near the second partition 12. The second connecting post 1314 is rotatably inserted through the second through hole and fixedly connected to the first damper shaft 20. The connection between the first transmission assembly 131 and the first damper shaft 20 is realized through the second connecting post 1314. The structure is simple and easy to install.

[0069] Furthermore, in one possible embodiment, the first end of the first transmission assembly 131, the second support shaft 1313, and the second connecting post 1314 form an integral structure. This arrangement facilitates processing and assembly, and also improves the connection reliability between the first end of the first transmission assembly 131, the second support shaft 1313, and the second connecting post 1314.

[0070] Example 2

[0071] This embodiment provides an automotive air conditioner, including a housing 10, a first damper shaft 20, a second damper shaft 30, a third damper shaft 40, and a control mechanism 100 for the automotive air conditioner provided in Embodiment 1.

[0072] Because this car air conditioner uses the control mechanism 100 provided in Embodiment 1, it has fewer parts, a compact structure, occupies less space, and has a lower cost.

[0073] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A control mechanism for an automotive air conditioner, the automotive air conditioner comprising a housing (10), a first damper shaft (20), a second damper shaft (30) and a third damper shaft (40), wherein the housing (10) is provided with a first partition (11) and a second partition (12) disposed opposite to each other, the second partition (12) being closer to the inner wall of the housing (10) than the first partition (11); Its features are, The control mechanism (100) of the automotive air conditioning system includes: A bracket (110) is mounted on the outer surface of the housing (10); The mode disk (120) is rotatably connected to the bracket (110), and the mode disk (120) is provided with a first track groove, a second track groove and a third track groove; The first transmission mechanism (130) includes a first transmission component (131) and a second transmission component (132). The first transmission component (131) is disposed inside the housing (10). The first end of the first transmission component (131) is fixedly connected to the first damper shaft (20). The second end of the first transmission component (131) is provided with a first support shaft (1311) and a first connecting column (1312) on opposite sides. The first support shaft (1311) is rotatably inserted through the second partition (12) and rotatably connected to the first partition (11). The first connecting column (1312) is rotatably inserted through the housing (10). One end of the second transmission component (132) is fixedly connected to the part of the first connecting column (1312) that extends out of the housing (10), and the other end is slidably connected to the first track groove. The second transmission mechanism (140) has one end fixedly connected to the end of the second damper shaft (30) that extends out of the housing (10), and the other end slidably connected to the second track groove; The third transmission mechanism (150) has one end fixedly connected to the end of the third damper shaft (40) extending out of the housing (10), and the other end slidably connected to the third track groove; A drive unit (160) is mounted on the bracket (110) for driving the mode disk (120) to rotate.

2. The control mechanism for an automotive air conditioner according to claim 1, characterized in that, The first partition (11) has a first annular boss (101) on its surface facing the second partition (12). The first annular boss (101) forms a first slot (1011). One end of the first support shaft (1311) is rotatably inserted into the first slot (1011), and the end of the first support shaft (1311) abuts against the first partition (11).

3. The control mechanism for an automotive air conditioner according to claim 1, characterized in that, The second partition (12) is provided with a first through hole (102) through which the first support shaft (1311) rotates. On the plate surface of the second partition (12) near the housing (10), a second annular boss (1021) is provided at the outer edge of the first through hole (102). The second end of the first transmission assembly (131) abuts against the second annular boss (1021). And / or, the first support shaft (1311), the second end of the first transmission assembly (131), and the first connecting column (1312) are an integral structure.

4. The control mechanism for automotive air conditioning according to claim 3, characterized in that, The first connecting post (1312) extends out of the peripheral wall of the housing (10) and is provided with a first slot (13121). One end of the second transmission component (132) is provided with a connecting hole (1321) and a relief groove (1322) communicating with the connecting hole (1321). A first elastic buckle (1323) is provided at the connection between the connecting hole (1321) and the relief groove (1322). The first connecting post (1312) is inserted into the connecting hole (1321), and the first elastic buckle (1323) is engaged with the first slot (13121).

5. The control mechanism for an automotive air conditioner according to claim 4, characterized in that, The first connecting post (1312) has a polygonal cross-section, and the shape of the connecting hole (1321) is adapted to the shape of the first connecting post (1312).

6. The control mechanism for an automotive air conditioner according to claim 3, characterized in that, On the second partition (12), a second elastic buckle (1022) is provided on one side of the second annular boss (1021), and a second slot (13) is provided on the housing (10), and the second slot (13) engages with the second elastic buckle (1022).

7. The control mechanism for an automotive air conditioner according to any one of claims 1-6, characterized in that, At the first end of the first transmission assembly (131), a second support shaft (1313) is provided on the side of the first transmission assembly (131) near the housing (10). A third slot (103) is provided on the inner wall of the housing (10). The end of the second support shaft (1313) away from the first transmission assembly (131) is rotatably inserted into the third slot (103).

8. The control mechanism for an automotive air conditioner according to claim 7, characterized in that, The second partition (12) is also provided with a second through hole. At the first end of the first transmission assembly (131), a second connecting post (1314) is provided on the side of the first transmission assembly (131) near the second partition (12). The second connecting post (1314) is rotatably inserted through the second through hole and fixedly connected to the first damper shaft (20).

9. The control mechanism for an automotive air conditioner according to claim 8, characterized in that, The first end of the first transmission assembly (131), the second support shaft (1313), and the second connecting column (1314) form an integral structure.

10. An automotive air conditioner, characterized in that, It includes a housing (10), a first damper shaft (20), a second damper shaft (30), a third damper shaft (40), and a control mechanism (100) for an automotive air conditioner as described in any one of claims 1-9.

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