Automobile air conditioner box and automobile

Abstract

The utility model discloses an automobile air conditioner box and car relates to air conditioner box technical field, wherein, automobile air conditioner box includes cooling component, heating component, frame and sliding damper, and cooling component produces cool wind through cooling air, and heating component produces warm air through heating cool wind, and sliding damper is along vertical direction and is slidably arranged in frame, to divide the interior of frame into first cavity and second cavity, and cooling component is arranged in first cavity, and the top of sliding damper forms the cool wind communication port for the intercommunication of first cavity and second cavity, and the below of sliding damper forms the warm air communication port for the intercommunication of first cavity and second cavity, and heating component is arranged in second cavity, and is correspondingly arranged with warm air communication port, and sliding damper shifts to adjust the opening degree ratio of cool wind communication port and warm air communication port, and second cavity is used for communicating with the outside through the air outlet group. The automobile air conditioner box eliminates the requirement of fan-shaped rotation interval, and the size in horizontal direction is shortened significantly.

Description

Technical Field

[0001] This utility model relates to the field of air conditioning unit technology, and in particular to an automotive air conditioning unit and an automotive. Background Technology

[0002] As living standards continue to improve, people are becoming increasingly demanding in terms of driving and riding comfort. The requirements have evolved from the simple basic requirement of being warm in winter and cool in summer to more refined requirements such as satisfying different parts of the body, zoned temperature control, and all-season comfort.

[0003] Existing automotive electric air conditioning units employ a single or two single-sided doors or butterfly doors to control the opening and closing of the temperature dampers. When the damper is in the middle position, some of the air passing through the cooling components is blown directly out from the top, while some enters the heating components, is heated, and then blown out from the rear. The heated warm air and the cooled air, having undergone only cooling, have different pressures and velocities, and will flow to different air outlets depending on their distance from the outlet and the air resistance.

[0004] However, such a solution requires a certain angle and sector range for the door to rotate when implementing temperature distribution management. This increases the horizontal space it needs to occupy, thereby increasing the horizontal space occupied by the entire car air conditioning unit and affecting the layout of other car components.

[0005] Therefore, it is necessary to provide a new automotive air conditioning unit and an automotive vehicle to solve the above-mentioned technical problems. Utility Model Content

[0006] The main purpose of this utility model is to propose an automotive air conditioning unit and an automotive vehicle, aiming to improve the technical problem in the prior art where the air conditioning occupies a large horizontal space, thus affecting the arrangement of other automotive components.

[0007] To achieve the above objectives, according to one aspect of the present invention, an automotive air conditioning unit is provided, comprising: Cooling components generate cool air by cooling the air itself; The heating element generates warm air by heating the cold air; frame; A sliding damper is vertically slidable within the frame to divide the interior of the frame into a first cavity and a second cavity. A cooling component is disposed in the first cavity. A cold air inlet is formed above the sliding damper to connect the first cavity and the second cavity, and a warm air inlet is formed below the sliding damper to connect the first cavity and the second cavity. A heating component is disposed in the second cavity and is correspondingly disposed to the warm air inlet. The sliding damper slides to adjust the opening ratio of the cold air inlet to the warm air inlet. The second cavity is connected to the outside through an air vent assembly.

[0008] In one embodiment, the second cavity includes a cold air channel, a warm air channel, and a mixing channel. One end of the cold air channel is connected to the cold air inlet, and the other end of the cold air channel is connected to the mixing channel. The warm air channel is connected to the warm air inlet, and the warm air channel and the cold air channel are connected through the mixing inlet. The mixing channel is connected to the air outlet group of the frame.

[0009] In one embodiment, the automotive air conditioning unit further includes an air guide box, which is mounted on the frame and whose inner cavity communicates with the second cavity.

[0010] In one embodiment, the inner cavity of the air guide box includes multiple channels, the number of which is even, and all of the multiple channels are connected to the second cavity to form multiple flow fields, which are mirror-symmetrical.

[0011] In one embodiment, the sliding damper is an arc-shaped sliding damper.

[0012] In one embodiment, the outer radius of the arc-shaped sliding damper ranges from 400 mm to 403 mm.

[0013] In one embodiment, the automotive air conditioning unit further includes an electric heating element disposed in the second cavity and located downstream of the heating element.

[0014] In one embodiment, the automotive air conditioning unit further includes a first shield and a second shield. The air vent assembly includes a front air vent, a rear air vent, a front foot air vent, and a rear foot air vent. The first shield is rotatably disposed in the second cavity to open or block the front foot air vent and the rear foot air vent. The second shield includes a first connecting segment and a second connecting segment connected to each other. The first connecting segment and the second connecting segment are arranged at an angle. The second shield is rotatably disposed in the second cavity. The first connecting segment is used to open or block the front air vent, and the second connecting segment is used to open or block the rear air vent.

[0015] According to another aspect of the present invention, the present invention also provides an automobile, including a blower assembly and the aforementioned automobile air conditioning unit, wherein the frame forms an air inlet communicating with the first cavity, and the air outlet of the blower assembly is communicating with the air inlet.

[0016] In one embodiment, the blower assembly includes an impeller and a flange, the impeller is mounted on the flange, and the flange is provided with a cooling return air flow path for communicating the interior of the impeller with the outside.

[0017] In the above scheme, the automotive air conditioning unit includes a cooling component, a heating component, a frame, and a sliding damper. The cooling component generates cold air by cooling the air, and the heating component generates warm air by heating the cold air. The sliding damper is vertically slidably disposed within the frame to divide the interior of the frame into a first cavity and a second cavity. The cooling component is disposed in the first cavity. A cold air connection port for connecting the first cavity and the second cavity is formed above the sliding damper, and a warm air connection port for connecting the first cavity and the second cavity is formed below the sliding damper. The heating component is disposed in the second cavity and is correspondingly disposed with respect to the warm air connection port. The sliding damper slides to adjust the opening ratio of the cold air connection port and the warm air connection port. The second cavity is connected to the outside through an air vent assembly. Specifically, air is delivered to the first chamber by a blower. The air is cooled by a cooling component installed in the first chamber, producing cold air. The cooling component can be an evaporator or a vaporizer. A cold air inlet is formed above the sliding damper, and a warm air inlet is formed below the sliding damper. The cold air enters the second chamber through the cold air inlet and the warm air inlet, respectively. The cold air entering the second chamber through the warm air inlet is heated by a heating component, producing warm air. The heating component can be a heating core, etc. The cold air and warm air are finally mixed and then output to the vehicle interior from the air outlet assembly. The sliding damper slides vertically within the frame, dynamically adjusting the opening ratio of the cold air inlet above the sliding damper and the warm air inlet below the sliding damper. When the damper slides upward, the opening of the cold air inlet decreases and the opening of the warm air inlet increases. This results in less cold air entering the second chamber through the cold air inlet than through the warm air inlet, thus increasing the proportion of warm air output. Conversely, the proportion of cold air output increases when the damper slides downward. This invention replaces the conventional rotating structure with a sliding damper, eliminating the need for a fan-shaped rotation range and significantly shortening the horizontal dimension. This facilitates the compact arrangement of complex structures such as dual heating cores, ensuring that the overall horizontal dimension of the automotive air conditioning unit does not increase, thus not affecting the arrangement of other automotive components. Furthermore, compared to butterfly doors or single-sided doors, the sliding damper has a simpler mechanical structure, reducing easily damaged parts such as rotating shafts and hinges, thereby lowering maintenance costs and the risk of failure. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art 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 structures shown in these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the internal structure of an embodiment of the automotive air conditioning unit provided by this utility model; Figure 2 A schematic diagram of the internal structure of an embodiment of the air guide box provided by this utility model; Figure 3 A flow field diagram of an embodiment of the connection between an automotive air conditioning unit and a channel provided by this utility model; Figure 4 A flow field diagram of another embodiment of the connection between the automotive air conditioning unit and the channel provided by this utility model; Figure 5 A schematic diagram illustrating the connection between the impeller and the flange according to an embodiment of this utility model; Figure 6 This is a schematic diagram of the internal structure of an embodiment of the impeller and flange provided by this utility model.

[0020] Explanation of icon numbers: 100. Automotive air conditioning unit; 1. Cooling component; 2. Heating component; 3. Frame; 31. First cavity; 32. Second cavity; 321. Cold air flow channel; 322. Warm air flow channel; 323. Mixing flow channel; 33. Cold air inlet; 34. Warm air inlet; 35. Mixing inlet; 36. Air outlet assembly; 361. Front air outlet; 362. Rear air outlet; 363. Front foot outlet; 364. Rear foot outlet; 4. Sliding damper; 5. Air guide box; 51. Channel; 6. Heating component; 7. First shield; 8. Second shield; 81. First connecting section; 82. Second connecting section; 101. Impeller; 102. Flange; 103. Cooling return air flow path.

[0021] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0023] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0025] To achieve the above objectives, please refer to Figure 1According to one aspect of this utility model, an automotive air conditioning unit 100 is provided. The automotive air conditioning unit 100 includes a cooling component 1, a heating component 2, a frame 3, and a sliding damper 4. The cooling component 1 generates cold air by cooling air, and the heating component 2 generates warm air by heating the cold air. The sliding damper 4 is slidably disposed in the frame 3 in a vertical direction to divide the interior of the frame 3 into a first cavity 31 and a second cavity 32. The cooling component 1 is disposed in the first cavity 31. A cold air connection port 33 for connecting the first cavity 31 and the second cavity 32 is formed above the sliding damper 4, and a warm air connection port 34 for connecting the first cavity 31 and the second cavity 32 is formed below the sliding damper 4. The heating component 2 is disposed in the second cavity 32 and is correspondingly disposed to the warm air connection port 34. The sliding damper 4 slides to adjust the opening ratio of the cold air connection port 33 and the warm air connection port 34. The second cavity 32 is connected to the outside through an air vent assembly 36. Specifically, air is delivered to the first chamber 31 by a blower. The air is cooled by a cooling component 1 installed in the first chamber 31, producing cold air. The cooling component 1 can be a cooling device such as an evaporator or a carburetor. A cold air inlet 33 is formed above the sliding damper 4, and a warm air inlet 34 is formed below the sliding damper 4. The cold air enters the second chamber 32 through the cold air inlet 33 and the warm air inlet 34, respectively. The cold air entering the second chamber 32 through the warm air inlet 34 is heated by a heating component 2, producing warm air. The heating component 2 can be a heating core, or it can be a device that transfers waste heat from engine operation to the heating component 2. Waste heat is used to heat the heating element 2, raising its temperature and thus heating the cold air. The cold and warm air are then mixed and output to the vehicle through the air outlet assembly 36. The sliding damper 4 slides vertically within the frame 3, dynamically adjusting the opening ratio of the cold air inlet 33 above the sliding damper 4 and the warm air inlet 34 below the sliding damper 4. When the damper slides upward, the opening of the cold air inlet 33 decreases and the opening of the warm air inlet 34 increases. This results in less cold air entering the second cavity 32 through the cold air inlet 33 than through the warm air inlet 34, thus increasing the proportion of warm air output. Conversely, the proportion of cold air increases. In this embodiment, by setting a sliding damper 4, the sliding structure replaces the conventional rotating structure, eliminating the need for a fan-shaped rotation range, significantly shortening the horizontal dimension, facilitating the compact arrangement of complex structures such as dual heating cores, and ensuring that the overall horizontal dimension of the automotive air conditioning unit 100 does not increase, thereby not affecting the arrangement of other automotive components. Moreover, compared to butterfly doors or single-sided doors, the sliding damper 4 has a simpler mechanical structure, reducing vulnerable parts such as rotating shafts and hinges, thus lowering maintenance costs and the risk of failure.

[0026] Please see Figure 1In one embodiment, the second cavity 32 includes a cold air channel 321, a warm air channel 322, and a mixing channel 323. One end of the cold air channel 321 is connected to the cold air connection port 33, and the other end of the cold air channel 321 is connected to the mixing channel 323. The warm air channel 322 is connected to the warm air connection port 34. The warm air channel 322 and the cold air channel 321 are connected through the mixing port 35. The mixing channel 323 is connected to the air outlet group 36 of the frame 3. External air enters the first cavity 31, and the cooling component 1 cools the air entering the first cavity 31. Part of the cold air generated enters the cold air flow channel 321 of the second cavity 32 directly through the cold air connection port 33, and the other part of the cold air enters the warm air flow channel 322 of the second cavity 32. After being heated by the heating component 2, it forms warm air. The cold air in the cold air flow channel 321 flows directly to the mixing channel 323, and the warm air in the warm air flow channel 322 enters the cold air flow channel 321 through the mixing port 35, or directly merges into the mixing channel 323. It mixes with the cold air in the mixing channel 323 in proportion. The mixed airflow is delivered to the air outlet group 36 through the mixing channel 323 and finally blown to different areas inside the vehicle. The cold air flow originates from the cooling component 1 of the first cavity 31. The generated cold air first enters the cold air channel 321 of the second cavity 32 through the cold air connection port 33 above the sliding damper 4, then flows along the cold air channel 321 to its end, and finally enters the mixing channel 323. The warm air is then delivered to the air outlet group 36 of the frame 3. The warm air flow originates from the heating component 2 of the second cavity 32. The generated warm air first enters the warm air channel 322 through the warm air connection port 34 below the sliding damper 4, then flows along the warm air channel 322 to the mixing port 35 connected to the cold air channel 321. The warm air then merges into the cold air channel 321 through the mixing port 35 or directly enters the mixing channel 323. Finally, the warm air mixes with the cold air in the mixing channel 323 and is then delivered to the air outlet group 36 of the frame 3. The independent design of the cold and warm air flow channels 322 avoids temperature fluctuations caused by mutual interference between cold and hot air in traditional single flow channels. After precise mixing through the mixing port 35, the air is fully mixed in the mixing flow channel 323, improving temperature uniformity. The separate cold and warm air flow channel design can adapt to the complex internal structure of the air conditioning unit. Combined with the vertical sliding characteristics of the sliding damper 4, it further reduces the horizontal space occupied, meeting the needs of vehicle miniaturization. The independent flow channels can reduce airflow resistance by optimizing the cross-sectional shape. The warm air flow channel 322 can integrate insulation design to reduce heat loss, and the cold air flow channel 321 reduces cold loss, thus improving the overall heat exchange efficiency of the air conditioning unit. The mixing flow channel 323 can be flexibly connected to multiple sets of air outlets, and the addition of dampers can achieve zoned air supply control, improving the user comfort experience.

[0027] Please see Figure 2In one embodiment, the automotive air conditioning unit 100 further includes an air guide box 5, which is mounted on the frame 3 and its inner cavity is connected to the second cavity 32. The inner cavity of the air guide box 5 is connected to the mixing channel 323 of the second cavity 32, and its interior is designed with a multi-stage flow guiding structure. When cold and warm air enter the air guide box 5 in proportion, the guide plate divides the airflow into multiple sub-flows. By changing the direction of the sub-flows, airflows of different temperatures collide and intersect in a limited space, extending the mixing path. The turbulence ribs further disrupt the laminar flow state of the airflow, forming micro vortices, promoting the diffusion and fusion of cold and hot air molecules, and ultimately improving the temperature uniformity of the output airflow. The internal flow channels of the left and right air guide boxes 5 are independent of each other and are connected to different areas of the mixing flow channel 323 of the second cavity 32. For example, the left air guide box 5 connects to the left side area of ​​the mixing flow channel 323, and the right air guide box 5 connects to the right side area. Combined with the opening adjustment of the sliding damper 4, there are slight differences in the airflow temperature in different areas of the mixing flow channel 323. The left and right air guide boxes 5 can output cooler or warmer airflow respectively by connecting to different areas of the mixing flow channel 323. For example, when the user needs warm air from the left side and cold air from the right side, the sliding damper 4 slides upward to increase the opening of the warm air connection port 34. The proportion of warm air in the lower part of the mixing flow channel 323 increases, and the left air guide box 5 connects to the lower part of the mixing flow channel 323 to output warm air to the left foot air outlet. At the same time, some cold air is still retained in the upper part of the mixing flow channel 323, and the right air guide box 5 connects to the upper part to output cold air to the right face air outlet, thus realizing zoned temperature control. The air guide box 5 guides cold and warm air along a preset path through its internal flow channel structure, forcing the airflow to form turbulence or swirl in the mixing area. This promotes the full diffusion and mixing of cold and hot air molecules, solving the problems of localized cold air accumulation or uneven warm air distribution in traditional air guide structures, and improving the temperature consistency of the air outlets. The left and right air guide boxes 5 can respectively correspond to the air outlets in different areas of the vehicle. Through the independent design of the internal flow channels of the air guide box 5, airflows with different temperature ratios are directed to specific air outlets to meet the differentiated temperature needs of passengers.

[0028] Please see Figures 2 to 4In one embodiment, the inner cavity of the air guide box 5 includes multiple channels 51, the number of channels 51 being even. All channels 51 are connected to the second cavity 32 to form multiple flow fields, which are mirror-symmetrical. The air guide box 5 divides the channels 51 into n pairs of symmetrical channels 51 with its geometric center as the axis of symmetry, for example, two groups of four channels 51. The left and right channels are identical, as are the second left and second right channels. The cross-sectional shape and flow guiding structure of each pair of channels 51 are completely identical. Different groups of channels 51 can be designed differently. After the mixed airflow enters the air guide box 5, it is divided into n main streams. Each main stream is then evenly distributed to one pair of channels 51, ensuring that the inlet flow rate and pressure of each pair of channels 51 are completely consistent. The friction resistance of the same pair of channels 51 is strictly matched to avoid flow deviation on both sides. The airflow distribution of different pairs of channels 51 can be adjusted by adjusting the flow resistance. Each channel 51 can also be paired with a specific air outlet type. For example, the first and second channels on the left correspond to the face air outlets, which are responsible for upper body temperature control; the second channels on the left and the second channels on the right correspond to the foot air outlets, which are responsible for lower body temperature control. Combined with the temperature gradient in the mixing channel 323, different channels 51 are paired with different areas of the mixing channel 323. When the sliding damper 4 is adjusted, the temperature changes of different channels 51 on the same side are synchronously mapped to the opposite side.

[0029] Please see Figure 1 , Figure 3 and Figure 4 In one embodiment, the sliding damper 4 is an arc-shaped sliding damper 4. To accommodate the spacing requirements between the gear rod and the evaporator, and to accommodate the oblique arrangement of the evaporator, the sliding damper 4 is configured as an arc-shaped sliding damper 4. With the gear rod axis as the center, the arc-shaped trajectory ensures that the damper's movement path maintains a minimum clearance with the gear rod, preventing collisions with the gear rod's drive linkage during damper sliding. Compared to a straight sliding damper 4, the arc-shaped trajectory requires less radial space under the same spacing requirements, adapting to a compact layout. When the evaporator is arranged obliquely, the arc-shaped trajectory can be adjusted by changing the center offset to maintain a constant minimum distance between the damper edge and the evaporator core, preventing heat exchange efficiency from being affected by airflow obstruction, while also not intruding into the oblique installation space of the evaporator.

[0030] In one embodiment, the outer radius of the arc-shaped sliding damper 4 ranges from 400 mm to 403 mm. When the radius is less than 400 mm, the excessive curvature leads to intensified airflow separation, increased noise, and the excessive curvature at the damper edge can easily cause stress concentration during long-term vibration. When the radius is greater than 403 mm, the damper's mass increases, its rotational inertia increases, mechanical vibration noise rises, damper rigidity decreases, and sealing surface deformation increases. An outer radius range of 400 mm to 403 mm ensures that the total noise meets the usage standards. The outer radius of the arc-shaped sliding damper 4 is 402.7 mm, which yields the best results.

[0031] Please see Figure 1 , Figure 3 and Figure 4 In one embodiment, the automotive air conditioning unit 100 further includes an electric heating element 6, which is disposed in the second cavity 32 and located downstream of the heating element 2. For pure electric vehicles, which do not have an engine and therefore no engine waste heat, the electric heating element 6 is electrically connected to the generator of the pure electric vehicle. The electric heating element 6 heats the cold air entering the second cavity 32 through the warm air inlet 34 to form warm air, thus allowing pure electric vehicles to also use the automotive air conditioning unit 100.

[0032] Please see Figure 1 , Figure 3 and Figure 4In one embodiment, the automotive air conditioning unit 100 further includes a first shielding member 7 and a second shielding member 8. The air vent assembly 36 includes a front air vent 361, a rear air vent 362, a front foot air vent 363, and a rear foot air vent 364. The first shielding member 7 is rotatably disposed in the second cavity 32 to open or block the front foot air vent 363 and the rear foot air vent 364. The second shielding member 8 includes a first connecting section 81 and a second connecting section 82 connected to each other, with the first connecting section 81 and the second connecting section 82 arranged at an angle. The second shielding member 8 is rotatably disposed in the second cavity 32. The first connecting section 81 is used to open or block the front air vent 361, and the second connecting section 82 is used to open or block the rear air vent 362. The air vent assembly 36 includes a front air vent 361 for front passenger face air supply, a rear air vent 362 for rear passenger face air supply, a front foot air vent 363 for front passenger foot air supply, and a rear foot air vent 364 for rear passenger foot air supply. The first shielding member 7 and the second shielding member 8 are rotary control components, respectively corresponding to the opening and closing adjustment of different air vents. They are rotatably mounted in the second cavity 32 and are used to synchronously control the opening or blocking of the front air vent 363 and the rear air vent 364. The second shielding member 8 includes a first connecting section 81 and a second connecting section 82 connected at an angle. The first connecting section 81 controls the front air vent 361, and the second connecting section 82 controls the rear air vent 362. The shielding component adjusts the opening of the air vent by rotating its angle, and in conjunction with the air supply mode selection of the air conditioning system, it achieves precise air supply. In the face blowing mode, the second shielding component 8 rotates around the rotating axis, causing the first connecting section 81 to rotate until it is disengaged from the front face blowing port 361. At the same time, because the first and second connecting sections 82 are at an angle, the second connecting section 82 rotates synchronously to disengage from the rear face blowing port 362, fully opening the rear face blowing port 362. The first shielding component 7 rotates until it completely blocks the front foot blowing port 363 and the rear foot blowing port 364, cutting off the foot air supply passage. All the air in the mixing channel 323 is blown towards the face area of ​​the occupants in the vehicle through the front face blowing port 361 and the rear face blowing port 362. In foot-blowing mode, the first shield 7 rotates to completely disengage from the front foot-blowing inlet 363 and the rear foot-blowing inlet 364, and the second shield 8 rotates in the opposite direction, causing the first connecting section 81 to rotate to completely block the front face-blowing inlet 361, and the second connecting section 82 to simultaneously block the rear face-blowing inlet 362, cutting off the air supply path to the face. All the air in the mixing channel 323 is blown towards the foot area of ​​the occupants through the front foot-blowing inlet 363 and the rear foot-blowing inlet 364. When blowing both the face and feet simultaneously, the second shield 8 rotates to partially open the front face-blowing inlet 361 with the first connecting section 81, and the second connecting section 82 to partially open the rear face-blowing inlet 362. The first shield 7 rotates to partially open the front foot-blowing inlet 363 and the rear foot-blowing inlet 364, forming an airflow distribution with the face air vents. The air in the mixing channel 323 flows proportionally to the front face-blowing inlet 361, the rear face-blowing inlet 362, the front foot-blowing inlet 363, and the rear foot-blowing inlet 364, achieving simultaneous air supply to multiple areas.The second shielding component 8, through its angled connecting section design, enables a single component to simultaneously control the front airflow inlet 361 and the rear airflow inlet 362. Compared to traditional one-to-one shielding components, this reduces the number of independent shielding components and drive mechanisms, lowering structural complexity and cost. The first shielding component 7 simultaneously controls the front airflow inlet 363 and the rear airflow inlet 364, further reducing the number of parts and optimizing the space occupied within the second cavity 32. Through the independent operation of the first and second shielding components 8, regional airflow separation is achieved, meeting user needs and improving the overall vehicle riding experience.

[0033] Furthermore, frame 3 includes a left shell, a middle partition, and a right shell. The left shell contains five interchangeable inserts in different positions, allowing for different through-hole and blind-hole configurations depending on the specific configuration. The rear air blowing channel 51 can be ribbed or unribbed, thus enabling nine different shell configurations based on current needs. The right shell and middle partition for heating air are interchangeable with inserts in corresponding positions, allowing for a total of twelve configurations to be achieved in conjunction with the left shell, based on existing configuration requirements.

[0034] According to another aspect of this utility model, this utility model also provides an automobile, including a blower assembly and the aforementioned automobile air conditioning unit 100. A frame 3 has an air inlet communicating with a first cavity 31, and the air outlet of the blower assembly is connected to the air inlet. The blower assembly delivers air from the air outlet to the air inlet, into the first cavity 31, where it is cooled by a cooling component 1, forming cold air. A cold air connection port 33 is formed above a sliding damper 4, and a warm air connection port 34 is formed below the sliding damper 4. The cold air enters a second cavity 32 through the cold air connection port 33 and the warm air connection port 34 respectively. The cold air entering the second cavity 32 through the warm air connection port 34 is heated by a heating component 2 to produce warm air. The cold and warm air are finally mixed and then output to the vehicle interior from the air outlet assembly 36. The sliding damper 4 slides vertically within the frame 3, dynamically adjusting the cold air connection port above the sliding damper 4. The opening ratio of the cold air connection port 33 and the warm air connection port 34 below the sliding damper 4; when the damper slides upward, the opening of the cold air connection port 33 decreases and the opening of the warm air connection port 34 increases, so that the amount of cold air entering the second cavity 32 through the cold air connection port 33 is less than the amount of cold air entering the second cavity 32 through the warm air connection port 34, thus increasing the output warm air ratio; conversely, the cold air ratio increases, so the temperature of the air output from the air outlet group 36 to the vehicle interior can be adjusted by moving the sliding damper 4; since the automobile includes all the embodiments of the above-mentioned automobile air conditioning box 100, it has at least all the beneficial effects brought by all the above-mentioned embodiments, which will not be described in detail here.

[0035] Furthermore, to meet the requirement of high air volume at lower voltage, a larger impeller 101 and motor were used, which can achieve the basic performance requirements and basically meet the relatively high noise requirements.

[0036] Please see Figure 5 and Figure 6 In one embodiment, the blower assembly includes an impeller 101 and a flange 102. The impeller 101 is mounted on the flange 102, and a cooling return air passage 103 is provided on the flange 102 to connect the interior of the impeller 101 with the outside. With the cooling return air passage 103 on the flange 102 of the blower assembly, the impeller 101 is directly connected to the air inside the vehicle through the cooling return air passage 103, thus directly cooling the impeller 101 without the need for a separate cooling structure, resulting in a more compact structure.

[0037] The above are merely exemplary embodiments of this utility model and do not limit the scope of protection of this utility model. Any equivalent structural transformations made based on the technical concept of this utility model and the contents of this utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of this utility model.

Claims

1. An automotive air conditioning unit, characterized in that, include: Cooling components generate cool air by cooling the air itself; The heating element generates warm air by heating the cold air; frame; A sliding damper is vertically slidable within the frame to divide the interior of the frame into a first cavity and a second cavity. A cooling component is disposed in the first cavity. A cold air inlet is formed above the sliding damper to connect the first cavity and the second cavity, and a warm air inlet is formed below the sliding damper to connect the first cavity and the second cavity. A heating component is disposed in the second cavity and is correspondingly disposed to the warm air inlet. The sliding damper slides to adjust the opening ratio of the cold air inlet to the warm air inlet. The second cavity is connected to the outside through an air vent assembly.

2. The automotive air conditioning unit as described in claim 1, characterized in that, The second cavity includes a cold air channel, a warm air channel, and a mixing channel. One end of the cold air channel is connected to the cold air inlet, and the other end of the cold air channel is connected to the mixing channel. The warm air channel is connected to the warm air inlet, and the warm air channel and the cold air channel are connected through the mixing inlet. The mixing channel is connected to the air outlet group of the frame.

3. The automotive air conditioning unit as described in claim 2, characterized in that, The automotive air conditioning unit also includes an air guide box, which is installed on the frame and the inner cavity of the air guide box is in communication with the second cavity.

4. The automotive air conditioning unit as described in claim 3, characterized in that, The inner cavity of the air guide box includes multiple channels, the number of which is even. All of the multiple channels are connected to the second cavity to form multiple flow fields, and the multiple flow fields are mirror-symmetric.

5. The automotive air conditioning unit as described in claim 4, characterized in that, The sliding damper is an arc-shaped sliding damper.

6. The automotive air conditioning unit as described in claim 5, characterized in that, The outer radius of the arc-shaped sliding damper ranges from 400mm to 403mm.

7. The automotive air conditioning unit as described in any one of claims 1 to 6, characterized in that, The automotive air conditioning unit also includes an electric heating element, which is disposed in the second cavity and located downstream of the heating element.

8. The automotive air conditioning unit as described in any one of claims 1 to 6, characterized in that, The automotive air conditioning unit further includes a first shield and a second shield. The air vent assembly includes a front air vent, a rear air vent, a front foot air vent, and a rear foot air vent. The first shield is rotatably disposed in the second cavity to open or block the front foot air vent and the rear foot air vent. The second shield includes a first connecting section and a second connecting section connected to each other. The first connecting section and the second connecting section are arranged at an angle. The second shield is rotatably disposed in the second cavity. The first connecting section is used to open or block the front air vent, and the second connecting section is used to open or block the rear air vent.

9. A car, characterized in that, The device includes a blower assembly and an automotive air conditioning unit as described in any one of claims 1 to 8, wherein the frame has an air inlet communicating with the first cavity, and the air outlet of the blower assembly is communicating with the air inlet.

10. The automobile as described in claim 9, characterized in that, The blower assembly includes an impeller and a flange. The impeller is mounted on the flange, and a cooling return air passage is provided on the flange to connect the interior of the impeller with the outside.

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