Automobile air conditioner air door

Abstract

The utility model provides a kind of automobile air conditioner air door, comprising: automobile air conditioner shell, the first side of automobile air conditioner shell inside is equipped with a shamrock type function groove;Air door piece, air door piece includes a pair of half air door along a pivot axis symmetry distribution, the first end of pivot axis is equipped with a pair of blocking rotation stop point and a shaft coupling spline, pivot axis, first half air door, second half air door, first blocking rotation stop point, second blocking rotation stop point and shaft coupling spline are integrally formed;Shaft coupling spline is limited from hole to connect external motor, with pivot axis rotation, the rotation stroke of first blocking rotation stop point and second blocking rotation stop point is limited by shamrock type function groove, and the first side edge sealing rubber strip of first half air door two sides, the second side edge sealing rubber strip of second half air door two sides and shamrock type function groove keep sealing.The utility model can cancel shaft coupling, make blocking rotation stop point structure on air door shaft, blocking rotation stop point structure adopts double stop point design, effectively reduce the number of parts, reduce cost, reduce layout space.

Description

Technical Field

[0001] This utility model relates to the field of refrigeration equipment, and more specifically, to an automotive air conditioning damper. Background Technology

[0002] Some actuators require initialization to their starting position via a stall. Because the materials typically used in dampers are not strong enough to withstand the stall torque of the actuator, previously, dampers required an additional coupling made of high-strength material. This coupling's stall was used to achieve the actuator's initialization position. However, current technology requires an additional coupling, increasing costs and wasting internal space.

[0003] Therefore, this utility model provides an automotive air conditioning damper. Utility Model Content

[0004] To address the problems in the existing technology, the purpose of this utility model is to provide an automotive air conditioning damper that overcomes the difficulties of the existing technology. It can eliminate the coupling and make a stall stop structure on the damper shaft. The stall stop structure adopts a double stop design, which effectively reduces the number of parts, lowers costs, and reduces the layout space.

[0005] An embodiment of this utility model provides an automotive air conditioning damper, comprising: The car air conditioner housing has a limiting hole and a four-leaf clover-shaped functional groove extending outward from the limiting hole on the first side inside the car air conditioner housing. The damper assembly includes a pair of half dampers symmetrically distributed along a rotating axis. The first end of the rotating axis is provided with a pair of radially protruding blocking points and an axially connected coupling spline. The rotating axis, the first half damper, the second half damper, the first blocking point, the second blocking point, and the coupling spline are integrally formed. The coupling spline passes through the limiting hole to connect to an external motor. As the rotating axis rotates, the rotational stroke of the first blocking point and the second blocking point is limited by the clover-shaped functional groove. During rotation, the first side edge sealing strips on both sides of the first half damper and the second side edge sealing strips on both sides of the second half damper maintain contact with the side wall of the clover-shaped functional groove to form a seal.

[0006] Preferably, it further includes a connecting rod, one end of which is connected to the rotating shaft and the other end of which is connected to the coupling spline. The connecting rod is fitted with a limiting hole, and the connecting rod is integrally formed with the rotating shaft and the coupling spline.

[0007] Preferably, the clover-shaped functional groove includes a first sector-shaped sealing groove for the first half-damper to rotate, a second sector-shaped sealing groove for the second half-damper to rotate, a third sector-shaped limiting groove for the first stall stop to rotate, and a fourth sector-shaped limiting groove for the second stall stop to rotate.

[0008] Preferably, the first sector-shaped sealing groove and the second sector-shaped sealing groove are centrally symmetrical based on the limiting hole, and the third sector-shaped limiting groove and the fourth sector-shaped limiting groove are centrally symmetrical based on the limiting hole.

[0009] Preferably, the first side edge sealing strip and the second side edge sealing strip are pressed together with the first sector-shaped sealing groove and the second sector-shaped sealing groove respectively to generate deformation and provide dynamic sealing during the rotation stroke.

[0010] Preferably, when the first stop point abuts against the side wall of the third sector-shaped limiting groove, the second stop point abuts against the side wall of the fourth sector-shaped limiting groove.

[0011] Preferably, it further includes a shaft connected to the second end of the rotating shaft.

[0012] Preferably, the first half-damper, the second half-damper, the first stop valve, and the second stop valve are arranged in a cross shape with the rotation axis as the center.

[0013] Preferably, the thickness of the stall stop is greater than the thickness of the half damper.

[0014] Preferably, the length of the half-dam is greater than the length of the stall stop.

[0015] Preferably, the rotating shaft, the first half damper, the second half damper, the first stop point, the second stop point, the coupling spline, the rotating shaft, the connecting rod, the first side edge sealing strip, and the second side edge sealing strip of the damper component are all integrally formed.

[0016] This utility model provides an automotive air conditioning damper that eliminates the need for a coupling. Instead, a stall stop structure is incorporated into the damper shaft. This stall stop structure features a double-stop design, effectively reducing the number of parts, lowering costs, and minimizing layout space. Attached Figure Description

[0017] Other features, objects, and advantages of this invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0018] Figure 1 This is a schematic diagram of the automotive air conditioning damper of this utility model.

[0019] Figure 2 This is a first-view perspective perspective of the air damper in the automotive air conditioning damper of this utility model.

[0020] Figure 3 This is a second-view perspective perspective of the air damper in the automotive air conditioning damper of this utility model.

[0021] Figure 4 This is a first-view perspective perspective view of the automotive air conditioning housing of this utility model.

[0022] Figure 5This is a second-view perspective perspective view of the automotive air conditioning housing of this utility model.

[0023] Figure Labels Detailed Implementation

[0024] The following specific examples illustrate the implementation methods of this application. Those skilled in the art can easily understand the other advantages and effects of this application from the content disclosed herein. This application can also be implemented or applied through other different specific embodiments, and various details in this application can be modified or changed according to different viewpoints and application systems without departing from the spirit of this application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0025] The embodiments of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can easily implement the application. This application may be embodied in many different forms and is not limited to the embodiments described herein.

[0026] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics represented in connection with that embodiment or example, which are included in at least one embodiment or example of this application. Furthermore, the specific features, structures, materials, or characteristics represented may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate different embodiments or examples represented in this application, as well as features of different embodiments or examples.

[0027] Furthermore, the terms "first" and "second" are used for illustrative purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the representation of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0028] To clearly illustrate this application, devices unrelated to the description are omitted, and the same or similar constituent elements throughout the specification are given the same reference numerals.

[0029] Throughout this specification, when it is said that a device is "connected" to another device, this includes not only "direct connection" but also "indirect connection" by placing other components in between. Furthermore, when it is said that a device "comprises" a certain constituent element, unless otherwise stated otherwise, this does not exclude other constituent elements, but rather implies that other constituent elements may be included.

[0030] When we say that a device is "above" another device, this can mean that it is directly above the other device, or it can mean that other devices are present in between. Conversely, when we say that a device is "directly" "above" another device, there are no other devices present in between.

[0031] Although the terms first, second, etc., are used in some instances herein to refer to various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, first interface and second interface, etc., are used. Furthermore, as used herein, the singular forms “a,” “an,” and “the” are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms “comprising,” “including,” indicate the presence of features, steps, operations, elements, components, items, kinds, and / or groups, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups. The terms “or” and “and / or” as used herein are interpreted as inclusive, or mean any one or any combination thereof. Thus, “A, B, or C” or “A, B, and / or C” means “any one of: A; B; C; A and B; A and C; B and C; A, B, and C.” Exceptions to this definition will only occur if the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0032] The technical terms used herein are for reference only to specific embodiments and are not intended to limit the scope of this application. The singular form used herein includes the plural form unless the statement explicitly indicates otherwise. The word "comprising" as used in the specification means to specify a particular characteristic, region, integer, step, operation, element, and / or component, and does not exclude the presence or addition of other characteristics, regions, integers, steps, operations, elements, and / or components.

[0033] Although not explicitly defined, all terms, including technical and scientific terms used herein, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. Terms defined in commonly used dictionaries shall be further interpreted as having a meaning consistent with the relevant technical literature and the content of this present application, and shall not be over-interpreted as having an ideal or overly formulaic meaning unless otherwise defined.

[0034] Figure 1This is a schematic diagram of the automotive air conditioning damper of this utility model. Figure 2 This is a first-view perspective perspective of the air damper in the automotive air conditioning damper of this utility model. Figure 3 This is a second-view perspective perspective of the air damper in the automotive air conditioning damper of this utility model. Figure 4 This is a first-view perspective perspective view of the automotive air conditioning housing of this utility model. Figure 5 This is a second-view perspective perspective view of the automotive air conditioning housing of this utility model. Figures 1 to 5 As shown, the automotive air conditioning damper of this utility model includes: an automotive air conditioning housing 1 and a damper component 2. The automotive air conditioning housing 1 has a limiting hole 15 and a clover-shaped functional groove extending outward from the limiting hole 15 on its first side. The damper component 2 includes a pair of half-dampers symmetrically distributed along a rotating shaft 20. The first end of the rotating shaft 20 has a pair of radially protruding blocking points and an axially connected coupling spline 25. The rotating shaft 20, the first half-damper 21, the second half-damper 22, the first blocking point 23, the second blocking point 24, and the coupling spline 25 are integrally formed. The coupling spline 25 extends through the limiting hole 15 to connect to an external motor. As it rotates with the shaft 20, the rotational stroke of the first stop point 23 and the second stop point 24 is limited by the clover-shaped functional groove. During rotation, the first side edge sealing strips 28 on both sides of the first half-damper 21 and the second side edge sealing strips 29 on both sides of the second half-damper 22 maintain contact with the sidewall of the clover-shaped functional groove to form a seal. This invention integrates the stop point structure onto the damper, eliminating the need for an additional coupling, thus saving cost and space. The stop point structure in this invention employs a double-stop point design to prevent stress concentration and breakage of the stop points.

[0035] In a preferred embodiment, a connecting rod 27 is further included. One end of the connecting rod 27 is connected to the rotating shaft 20, and the other end is connected to the coupling spline 25. The limiting hole 15 is sleeved on the connecting rod 27. The connecting rod 27 is integrally formed with the rotating shaft 20 and the coupling spline 25, but this is not a limitation.

[0036] In a preferred embodiment, the clover-shaped functional groove includes a first sector-shaped sealing groove 11 for the first half-damper 21 to rotate, a second sector-shaped sealing groove 12 for the second half-damper 22 to rotate, a third sector-shaped limiting groove 13 for the first stop point 23 to rotate, and a fourth sector-shaped limiting groove 14 for the second stop point 24 to rotate, but is not limited thereto.

[0037] In a preferred embodiment, the first sector-shaped sealing groove 11 and the second sector-shaped sealing groove 12 are centrally symmetrical based on the limiting hole 15, and the third sector-shaped limiting groove 13 and the fourth sector-shaped limiting groove 14 are centrally symmetrical based on the limiting hole 15, but this is not a limitation.

[0038] In a preferred embodiment, the first side edge sealing strip 28 and the second side edge sealing strip 29 are pressed together with the first sector-shaped sealing groove 11 and the second sector-shaped sealing groove 12 to generate deformation in order to provide dynamic sealing during the rotation stroke, but this is not a limitation.

[0039] In a preferred embodiment, when the first stop point 23 abuts against the side wall of the third sector-shaped limiting groove 13, the second stop point 24 abuts against the side wall of the fourth sector-shaped limiting groove 14, but this is not a limitation.

[0040] In a preferred embodiment, a shaft 26 is also included, connected to the second end of the rotating shaft 20, but this is not a limitation.

[0041] In a preferred embodiment, the first half-damper 21, the second half-damper 22, the first stop point 23, and the second stop point 24 are arranged in a cross shape with the rotation axis 20 as the center, but this is not a limitation.

[0042] In a preferred embodiment, the thickness of the stall stop is greater than the thickness of the half damper, but this is not a limitation.

[0043] In a preferred embodiment, the length of the semi-damper is greater than the length of the stall stop, but is not limited thereto.

[0044] In a preferred embodiment, the rotating shaft 20, the first half damper 21, the second half damper 22, the first stop point 23, the second stop point 24, the coupling spline 25, the shaft 26, the connecting rod 27, the first side edge sealing strip 28, and the second side edge sealing strip 29 of the damper component 2 are all integrally formed, but this is not a limitation.

[0045] The specific embodiments of this utility model are as follows: refer to Figures 1 to 5As shown, the automotive air conditioning damper of this utility model includes: an automotive air conditioning housing 1 and a damper component 2. The first side inside the automotive air conditioning housing 1 is provided with a limiting hole 15 and a clover-shaped functional groove extending outward from the limiting hole 15. The damper component 2 includes a pair of half-dampers symmetrically distributed along a rotating shaft 20. The first end of the rotating shaft 20 is provided with a pair of radially protruding blocking points and an axially connected coupling spline 25. The rotating shaft 20, the first half-damper 21, the second half-damper 22, the first blocking point 23, the second blocking point 24, and the coupling spline 25 are integrally formed, eliminating the need for an additional coupling, reducing costs, and optimizing internal space. The lengths of the first half-damper 21 and the second half-damper 22 are both greater than the lengths of the first blocking point 23 and the second blocking point 24. The four-leaf clover-shaped functional slot includes a first sector-shaped sealing slot 11 for the first half-damper 21 to rotate, a second sector-shaped sealing slot 12 for the second half-damper 22 to rotate, a third sector-shaped limiting slot 13 for the first stall stop 23 to rotate, and a fourth sector-shaped limiting slot 14 for the second stall stop 24 to rotate. The first sector-shaped sealing slot 11 and the second sector-shaped sealing slot 12 are centrally symmetrical based on the limiting hole 15, and the third sector-shaped limiting slot 13 and the fourth sector-shaped limiting slot 14 are centrally symmetrical based on the limiting hole 15. A coupling spline 25 extends through the limiting hole 15 to connect to an external motor. One end of the connecting rod 27 is connected to the rotating shaft 20, and the other end is connected to the coupling spline 25. The limiting hole 15 is fitted with the connecting rod 27. As the shaft 20 rotates, the rotational strokes of the first blocking point 23 and the second blocking point 24 are limited by the clover-shaped functional groove. During rotation, the first side edge sealing strips 28 on both sides of the first half-damper 21 and the second side edge sealing strips 29 on both sides of the second half-damper 22 maintain contact with the sidewall of the clover-shaped functional groove to form a seal. The shaft 26 is connected to the second end of the shaft 20. The shaft 26 is rotatably limited by a limiting hole on the second side inside the automotive air conditioning housing 1. Thus, when the external motor drives the shaft 20 to rotate through the coupling spline 25, it can drive the first half-damper 21 and the second half-damper 22 to rotate, realizing the opening and closing of the dampers. Furthermore, the first side edge sealing strips 28 on both sides of the first half-damper 21 and the second side edge sealing strips 29 on both sides of the second half-damper 22 are pressed against the first sector-shaped sealing groove 11 and the second sector-shaped sealing groove 12 respectively to generate deformation, thereby providing a dynamic seal during the rotational stroke. The rotational stroke ends when the first stop point 23 abuts against the side wall of the third sector-shaped limiting groove 13, and the second stop point 24 abuts against the side wall of the fourth sector-shaped limiting groove 14 at the same time.

[0046] Furthermore, in this embodiment, the first half-damper 21, the second half-damper 22, the first stall point 23, and the second stall point 24 are arranged in a cross shape around the rotation axis 20. The first side edge sealing strip 28 and the second side edge sealing strip 29 in this invention are located in the same plane as the first stall point 23 and the second stall point 24 on the same side. The thickness of the stall points (first stall point 23 and second stall point 24) in this invention is greater than the thickness of the half-damper, thereby ensuring the strength of the stall points so that they can resist the stall torque of the actuator motor. The thickness of the stall points (first stall point 23 and second stall point 24) in this invention is greater than the thickness of the half-damper, thereby ensuring the structural strength of the stall points so that they can resist the stall torque of the actuator motor.

[0047] In a preferred embodiment, the entire damper component 2 of this invention is integrally formed, that is, multiple components such as the rotating shaft 20, the first half damper 21, the second half damper 22, the first stop point 23, the second stop point 24, the coupling spline 25, the shaft 26, the connecting rod 27, the first side edge sealing strip 28, and the second side edge sealing strip 29 are integrally formed, thereby improving the component integration of the air conditioning damper, enhancing the strength of the parts, improving the space utilization, facilitating the use of wider dampers, enhancing the cooling effect, and also simplifying the installation process of the whole unit.

[0048] In summary, the purpose of this utility model is to provide an automotive air conditioning damper that eliminates the need for a coupling and incorporates a stall stop structure on the damper shaft. The stall stop structure adopts a double stop design, which effectively reduces the number of parts, lowers costs, and reduces the required layout space.

[0049] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the protection scope of the present invention.

Claims

1. A car air conditioning damper, characterized in that, include: The car air conditioning housing (1) has a limiting hole (15) and a clover-shaped functional groove extending outward from the limiting hole (15) on the first side inside the car air conditioning housing (1). The damper component (2) includes a pair of half dampers symmetrically distributed along a rotating shaft (20). The first end of the rotating shaft (20) is provided with a pair of radially protruding blocking points and an axially connected coupling spline (25). The rotating shaft (20), the first half damper (21), the second half damper (22), the first blocking point (23), the second blocking point (24), and the coupling spline (25) are integrally formed. The coupling spline (25) passes through the limiting hole (15) to connect to an external motor. As the rotating shaft (20) rotates, the rotation stroke of the first blocking point (23) and the second blocking point (24) is limited by the clover-shaped functional groove. During the rotation, the first side edge sealing strip (28) on both sides of the first half damper (21) and the second side edge sealing strip (29) on both sides of the second half damper (22) are in contact with the side wall of the clover-shaped functional groove to form a seal.

2. The automotive air conditioning damper as described in claim 1, characterized in that, It also includes a connecting rod (27), one end of which is connected to the rotating shaft (20) and the other end is connected to the coupling spline (25). The limiting hole (15) is fitted with the connecting rod (27). The connecting rod (27) is integrally formed with the rotating shaft (20) and the coupling spline (25).

3. The automotive air conditioning damper as described in claim 1, characterized in that, The clover-shaped functional slot includes a first sector-shaped sealing slot (11) for the first half damper (21) to rotate, a second sector-shaped sealing slot (12) for the second half damper (22) to rotate, a third sector-shaped limiting slot (13) for the first stall stop (23) to rotate, and a fourth sector-shaped limiting slot (14) for the second stall stop (24) to rotate.

4. The automotive air conditioning damper as described in claim 3, characterized in that, The first sector-shaped sealing groove (11) and the second sector-shaped sealing groove (12) are centrally symmetrical based on the limiting hole (15), and the third sector-shaped limiting groove (13) and the fourth sector-shaped limiting groove (14) are centrally symmetrical based on the limiting hole (15).

5. The automotive air conditioning damper as described in claim 3, characterized in that, The first side edge sealing strip (28) and the second side edge sealing strip (29) are pressed together with the first sector sealing groove (11) and the second sector sealing groove (12) respectively to generate deformation in order to provide dynamic sealing during the rotation stroke.

6. The automotive air conditioning damper as described in claim 3, characterized in that, When the first stop point (23) abuts against the side wall of the third sector-shaped limiting groove (13), the second stop point (24) abuts against the side wall of the fourth sector-shaped limiting groove (14).

7. The automotive air conditioning damper as described in claim 1, characterized in that, It also includes a shaft (26) connected to the second end of the rotating shaft (20).

8. The automotive air conditioning damper as described in claim 1, characterized in that, The first half-air damper (21), the second half-air damper (22), the first blocking point (23) and the second blocking point (24) are arranged in a cross shape with the rotating shaft (20) as the center.

9. The automotive air conditioning damper as described in claim 1, characterized in that, The thickness of each stall point is greater than the thickness of the semi-damper.

10. The automotive air conditioning damper as described in claim 1, characterized in that, The length of the semi-damper is greater than the length of the stall stop.

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