Air conditioning system with a housing and a first line

Abstract

Air conditioning system, including: a housing (12) with a first line (36) formed therein, wherein the first line (36) has a first partial line (46) formed in an intermediate part area of ​​the first line (36) and a second partial line (48) adjacent to an end of the first partial line (46); a deflection (50) rotatably arranged within the first conduit (36), wherein the deflection (50) has a first element (76) with an outer edge (86) and an offset edge (88), wherein the outer edge (86) is configured to seal against a wall of the first partial conduit (46), and the offset edge (88) is configured to seal against a partial area of ​​the second partial conduit (48) when the deflection (50) is in a first position, wherein the first partial guide (46) is partially defined by an inner wall (60), and the second partial guide (48) is partially defined by a lip (68), wherein the lip (68) is offset from the inner wall (60), wherein the outer edge (86) of the first element (76) of the deflection (50) abuts the inner wall (60), and the offset edge (88) of the first element (76) of the deflection (50) abuts the lip (68) abuts when the deflection (50) is in the first position, wherein a distal end of a deflection plate (64) is arranged between a first side wall (52a) and a second side wall (52b) of the first conduit (36), wherein a passage (66) is formed between the second side wall (52b) and the distal end of the deflection plate (64).

Description

TECHNICAL AREA

[0001] The disclosure relates to an air conditioning system for a vehicle, and more precisely, an air deflection system for an air conditioning system of a vehicle. BACKGROUND

[0002] A vehicle typically has a climate control system that maintains a comfortable temperature within the passenger compartment by providing heating, cooling, and ventilation. Comfort in the passenger compartment is maintained by an integrated mechanism known in engineering as a heating, ventilation, and air conditioning (HVAC) air handling system. This system conditions the incoming air and distributes the conditioned air throughout the passenger compartment.

[0003] The air handling system typically uses a housing with numerous ducts and flaps to selectively control the flow of air to various vents within the vehicle's passenger compartment, depending on an operating mode selected by a vehicle occupant. Each operating mode involves delivering a pre-selected percentage of the air from a mixing chamber to each of the corresponding vents associated with that mode. These vents may include, for example, surround vents, console vents, driver's floor vents, rear floor vents, windshield defrost vents, and side window defrost vents.

[0004] Flaps located within the housing can be actuated to control the distribution of air to each of the desired vents by blocking or opening various ducts located within the delivery section. For example, a "fascia mode" can distribute air only to the fascia vents and the console vents; a "defrost mode" can distribute air only to the windshield defrost vents and the side window defrost vents; and a "floor mode" can distribute air to each of the driver's side floor vents, the rear floor vents, the windshield defrost vents, and the side window defrost vents.

[0005] One problem associated with distributing air to each of the enclosure's vents concerns differences in the desired volumetric flow rate through each vent in the respective operating modes. Because each vent receives air from a common mixing chamber of the enclosure, each duct connecting the mixing chamber to a corresponding vent must be designed to create a desired pressure drop in the air to provide the required flow rate through each vent.

[0006] One method of controlling the pressure drop is to variably restrict one or more of the lines, based on the selected operating mode. This variable restriction can be achieved by actuating one or more dampers located within the housing to control the pressure and airflow rate through each of the lines.

[0007] A problem associated with variably restricting the flow of air through each independent duct is particularly evident when attempting to control the pressure of the air through a duct with multiple individual passages. For example, it is common to branch off a common defrost duct for a passage leading to the windshield defrost vents and another leading to the side window defrost vents because these vents are frequently used simultaneously. Air flowing from the mixing chamber enters the defrost duct before branching off to one or both of the windshield and side window defrost vents.

[0008] Based on the desired flow rates for each of the corresponding vents, the pressure required in the duct leading to the windshield defrost vents may differ from the pressure required at each of the side window defrost vents in certain operating modes. For example, when operating in floor mode, the windshield defrost vents may require a duct pressure of approximately 5 Pa to expel air from the windshield defrost vents at a volumetric flow rate of approximately 30–40 m³ / h. 3 / hr, whereas the side window defrost vents may require a duct pressure of approximately 175 Pa to expel the air from the side window defrost vents at the same volume flow rate of approximately 30-40 m³ / h. 3 / hr. In contrast, when operating in defrost mode, the windshield defrost vents and the side window defrost vents may each require approximately the same duct pressure of about 225 Pa to exhaust the air from the windshield defrost vents and the side window defrost vents at their required volumetric flow rates of approximately 250-325 m³ / h. 3 / hr or 35-45 m 3 / hr. Consequently, the fluctuation in pressure required in each of the relevant passes thwarts any attempt to control the pressure within each pass by actuating the flap located upstream of the defrost chamber, since an attempt to control the pressure in one of the flow paths will also affect the ability to control the pressure in the other of the flow paths.

[0009] This problem is further evident with regard to changing performance requirements for the distribution of air to the various passenger compartment vents based on the respective operating mode, and in particular changing requirements relating to the relative percentage of air delivered to the side window defrost vents during floor mode, defrost mode and a mixed floor / defrost mode.

[0010] For example, in traditional air handling systems, the floor operating mode may be configured to deliver approximately 75% of the air to the floor vents, approximately 17% to the windshield defrost vents, and approximately 8% to the side window defrost vents. The traditional mixed floor / defrost operating mode may be configured to deliver approximately 56% of the air to the floor vents, approximately 34% to the windshield defrost vents, and approximately 10% to the side window defrost vents. The traditional defrost operating mode may deliver none of the air to the floor vents, approximately 80% to the windshield defrost vents, and approximately 20% to the side window defrost vents.Thus, the relative percentage of air supplied to the side window defrosting vents ranges from 8% to 20% of the total airflow, depending on the operating mode.

[0011] In contrast, performance requirements for newer air distribution systems require that the volume flow rate of the air supplied to the side window defrost vents be increased and remain relatively constant across the floor operating mode, the mixed floor / defrost operating mode, and the defrost operating mode.

[0012] For example, the new air distribution requirements during floor operation may require approximately 72% of the air to be delivered to the floor vents, approximately 10% to the windshield defrost vents, and approximately 18% to the side window defrost vents. The new requirements for mixed floor / defrost operation may require approximately 56% of the air to be delivered to the floor vents, approximately 30% to the windshield defrost vents, and approximately 14% to the side window defrost vents. The new requirements for defrost operation may include no air being delivered to the floor vents, approximately 80% to the windshield defrost vents, and approximately 20% to the side window defrost vents.Thus, the relative percentage of air supplied to the side window defrosting vents ranges from 14% to 20% of the total airflow, depending on the operating mode.

[0013] In contrast to traditional requirements, where the percentage and / or volume of air distributed to the side window defrost vents more than doubles from floor-level operation to defrost mode, the new requirements consequently require that the percentage and / or volume of air distributed to the side window defrost vents remain relatively constant throughout all three operating modes, including a side window defrost function. This relationship represents a situation where the pressure at the side window defrost vent outlets must remain essentially constant for all three operating modes, whereas the pressure at the windshield defrost vent outlets must vary considerably depending on the selected operating mode.

[0014] One solution for the differing pressure requirements between the windshield defrost vents and the side window defrost vents is to provide a separate flap to control the inlet to each flow path branching off from the defrost chamber. However, this solution may require the addition of several components, such as flaps, actuators, linkages, or control elements, thereby increasing the cost and complexity of manufacturing the air handling system.

[0015] Consequently, there is a need in engineering for a means of providing a first variable flow of air to a first passage of a conduit and a second variable flow of air to a second passage of the conduit using a single flow control mechanism, wherein the first variable flow of air remains relatively constant compared to the second variable flow of air.

[0016] DE 10 2014 102 402 A1 relates to a fluid distribution damper for use in a heating, ventilation and air conditioning system (HVAC system), comprising a main housing with a first surface and a second surface, wherein the first surface and the second surface interact to form a first surface structure which overlaps with a second surface structure, wherein both the first surface structure and the second surface structure are formed with a three-dimensional feature.

[0017] US 2006 / 0223431 A1 relates to a vehicle rear air conditioning system. The air conditioning system comprises a housing connected to a blower and featuring a face vent and a floor vent at one outlet. A vent controls the opening and closing of the face vent. A temperature control flap controls the opening and closing of the cold air and hot air ducts of the housing. A bypass passage, formed in a rotating section of the vent door, bypasses air flowing through the cold or hot air passage to one of the vent openings. DE 35 41 284 C1 relates to a ventilation device for the interior of a motor vehicle, comprising an air distribution housing, a defroster nozzle mounted on it for directing a defroster airflow onto the windshield, and an adjustable cover for measuring the defroster airflow.To keep the windshield clear after defrosting, the defroster nozzle is divided into two air channels with unequal cross-sectional areas. The smaller air channel can be opened independently of the larger one, thus directing a small amount of high-velocity, leakage airflow to the windshield. SUMMARY OF THE INVENTION

[0018] Consistent with the present invention, a means of providing a first variable flow of air to a first passage of a conduit and a second variable flow of air to a second passage of the conduit using a single flow control mechanism, wherein the first variable flow of air remains relatively constant compared to the second variable flow of air, has been surprisingly discovered.

[0019] An air conditioning system for a vehicle is defined in claim 1. The air conditioning system comprises a housing and a deflection unit. The housing includes a first duct formed therein. The first duct has a first sub-duct formed in an intermediate section of the first duct and a second sub-duct arranged adjacent to an end of the first sub-duct. The deflection unit is rotatably arranged within the first duct and comprises a first element with an outer edge and an offset edge. The outer edge is arranged on a first planar sub-section of the first element and is configured to seal against a wall of the first sub-duct when the deflection unit is in a first position. The offset edge is arranged on a second planar sub-section of the first element and is configured to seal against a sub-section of the second sub-duct when the deflection unit is in the first position.The first sub-conductor is partially defined by a longitudinal inner wall, and the second sub-conductor is partially defined by a lip. The lip is offset from the inner wall. The outer edge of the first element of the deflector seals against the inner wall, and the offset edge of the first element of the deflector seals against the lip when the deflector is in the first position. A distal end of a deflector plate is positioned between a first side wall and a second side wall of the first conduit. A passage is formed between the second side wall and the distal end of the deflector plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above advantages, as well as other advantages of the present disclosure, will be readily apparent to those skilled in the art from the following detailed description, especially when viewed in light of the drawings described below. Fig. 1A is a perspective view from above of an air treatment system according to an embodiment of the disclosure; Fig. 1B is a perspective view from above of an air treatment system according to another embodiment of the disclosure; Fig. Figure 2 is a right-hand cross-sectional elevation view of the air treatment system of Fig. 1, taken along a section line 2-2, as in Fig. 1B shown; Fig. 3A is an enlarged fragmentary right-hand cross-sectional elevation view of the air treatment system of Fig. 1B, in area 3 of Fig. 2 taken, wherein a deflection of the air treatment system is in a venting position; Fig. 3B is an enlarged fragmentary right-hand cross-sectional elevation view of the air treatment system of Fig. 1B, in area 3 of Fig. 2 taken, whereby a deflection of the air treatment system is in a closed position; Fig. Figure 4 is a right-hand cross-sectional elevation view of the air treatment system of Fig. 1B, taken along a section line 4-4, as in Fig. 1B shown; Fig. 5A is an enlarged fragmentary right-side cross-sectional elevation view of an embodiment of the air treatment system of Fig. 1B, in area 5 of Fig. 4 taken; Fig. 5B is an enlarged fragmentary right-side cross-sectional elevation view of another embodiment of the air treatment system of Fig. 1B, in area 5 of Fig. 4 taken; Fig. 6 is an enlarged fragmentary top view of the air treatment system of Fig. 1A, in area 6 of Fig. 1A taken; Fig. Figure 7 is a top-down perspective view of an embodiment of a deflection system for the air handling system of Fig. 1B according to the present disclosure; Fig. Figure 8 is a top-down perspective view of another embodiment of a deflection for the air treatment system of Fig. 1B according to the present disclosure; Fig. Figure 9 is a top view of the deflection of Fig. 8; and Fig. 10 is a front elevation view of the deflection of Fig. 8. Fig. Figure 11 is a perspective view from above of another embodiment of a deflection for the air treatment system of Fig. 1B according to the present disclosure; Fig. 12 is a top view of the deflection of Fig. 11; and Fig. 13 is a front elevation view of the deflection of Fig. 11. DETAILED DESCRIPTION OF THE INVENTION

[0021] The following detailed description and accompanying drawings describe and illustrate various embodiments of the invention. The description and drawings are intended to enable a person skilled in the art to manufacture and use the invention and are not intended to limit the scope of the invention in any way. With regard to the disclosed methods, the steps presented are exemplary, and thus the order of the steps is neither necessary nor critical.

[0022] Fig. 1A and Fig. Figure 1B represents an air handling system 10 of a heating, ventilation, and air conditioning (HVAC) system or air conditioning system for a vehicle (not shown) according to an embodiment of the disclosure. As used herein, the term "air" may refer to a fluid in a gaseous state, a fluid in a liquid state, or any combination thereof. The air handling system 10 typically provides heating, ventilation, and air conditioning for a passenger compartment (not shown) of the vehicle.

[0023] The air treatment system 10 has a hollow main housing (enclosure) 12. The housing 12 can be formed by the interaction of a pair of housing shells 14. The housing shells 14 can couple to each other along their circumferential regions to form the hollow main housing 12. The main housing 12 can be made of plastic, but other materials can be used as desired. In other embodiments, the main housing 12 can be formed by the interaction of three or more separately formed components or housing sub-regions, as desired.

[0024] The main housing 12 comprises an inlet section 16, a conditioning section 18, a mixing chamber 20, and a discharge section 22. The inlet section 16 receives a supply of air and may include a blower or fan (not shown) to direct the supply air to the conditioning section 18. The air supply may, for example, originate from outside the vehicle, be recirculated from the vehicle's passenger compartment, or be a mixture of the two. If desired, a filter (not shown) may be provided upstream or downstream of the inlet section 16 to filter out foreign particles or contaminants carried by the supply air.

[0025] The conditioning section 18 can include an evaporator core 24, a heating core 26, and a temperature damper 34 arranged therein. The evaporator core 24 and the heating core 26 are connected to a source of cooled fluid (not shown) and a source of heated fluid (not shown), respectively. The evaporator core 24 can form a section of a primary refrigerant line of the air conditioning system associated with the air handling system 10. The evaporator core 24 is designed to exchange thermal energy between the air flowing through the housing 12 and the cooled fluid flowing through the evaporator core 24 in order to cool and / or dehumidify the air.Although described as an evaporator core 24, it should be understood that any form of cooling device in heat exchange relationship with any device or system of the motor vehicle can be used for use with the air treatment system 10 without deviating from the scope of the present invention. The heating core 26 can form an engine radiator connected to a coolant circuit used to cool a motor vehicle engine. The heating core 26 is further configured to exchange thermal energy between the air flowing through the housing 12 and a coolant circulated through the coolant circuit to heat the air.Alternatively, the heating core 26 can be in heat exchange relationship with a fluid used to cool a battery or other heat-generating device associated with the motor vehicle, or the heating core 26 can be a heating device configured to generate heat using an electrical source. It should be understood that any type of heating device suitable for heating a flow of air can be used instead of the heating core 26 without departing from the scope of the present invention.

[0026] The evaporator core 24 can be arranged at an inlet region of the conditioning section 18 immediately downstream of the inlet section 16. As shown, the evaporator core 24 extends over an entire flow area at the inlet region of the conditioning section 18 to cause all the air flowing to the conditioning section 18 to pass through the evaporator core 24, thereby cooling and / or dehumidifying all the air from the inlet section 16 as it enters the conditioning section 18.

[0027] After flowing through the evaporator core 24, the airflow encounters a deflecting wall 28. A cold air passage 30 is formed on one side of the deflecting wall 28, and a warm air passage 32 is formed on a second side of the deflecting wall 28. The heating core 26 is arranged within the warm air passage 32. The heating core 26 can be arranged over the entire flow area of ​​the warm air passage 32, as desired. In other embodiments, only a portion of the flow area of ​​the warm air passage 32 is covered by the heating core 26, as desired.

[0028] The temperature damper 34 is rotatably coupled to the main housing 12 at a downstream end of each of the cold air passage 30 and the warm air passage 32. The temperature damper 34 can be positioned in a first position (not shown) in which it is rotated to block the flow of air through the warm air passage 32. When the temperature damper 34 is in the first position, all of the air flowing from the inlet section 16 is directed through the open cold air passage 30 immediately after passing through the evaporator core 24. Alternatively, the temperature damper 34 can be positioned in a second position (not shown) in which it is rotated to block the flow of air through the cold air passage 30.When the temperature damper 34 is in the second position, all the air is directed through the warm air passage 32 immediately after flowing through the heating core 26. Alternatively, the temperature damper 34 can be rotated to an intermediate position between the first and second positions, as shown in [reference]. Fig. 2 and Fig. Figure 4 shows that when in the intermediate position, a first partial airflow of the air flowing from the inlet section 16 can pass through the cold air passage 30 and past the temperature flap 34, while a second partial airflow of the air flowing from the inlet section 16 can pass through the warm air passage 32, including passing through the heating core 26, and past the temperature flap 34. The first partial airflow and the second partial airflow of the air flowing from the inlet section 16 through the conditioning section 18 are then recombined in the mixing chamber 20. As can be understood, the temperature flap 34 can be adjusted to a variety of intermediate positions to control a percentage of the air flowing through the cold air passage 30 and the warm air passage 32, respectively, in order to control the air temperature according to the desired temperature settings of a passenger within the passenger compartment of the motor vehicle.

[0029] The discharge section 22 of the main housing 12 has a plurality of lines 36, 38, 40. In the illustrated embodiment, the discharge section 22 comprises a defrost line (first line) 36, an orifice line 38 and a bottom line 40.

[0030] A first-mode damper 42 is rotatably coupled to the main housing 12 within the discharge section 22, adjacent to the mixing chamber 20. The first-mode damper 42 can be positioned in a first position, in which it is rotated to block the flow of air into the orifice duct 38, as shown. When in the first position, the air flowing from the conditioning section 18 into the discharge section 22 is distributed between one or both of the defrost duct 36 and the floor duct 40. The first-mode damper 42, rotated to the first position, can correspond to a floor operating mode, a defrost operating mode, or a combined floor / defrost operating mode.The first-mode damper 42 can alternatively be positioned in a second position (not shown), in which the first-mode damper 42 is rotated to block the flow of air into the defrost duct 36. When in the second position, the air flowing from the mixing chamber 20 through the discharge section 22 is distributed between one or both of the orifice duct 38 and the bottom duct 40. The first-mode damper 42 rotated to the second position can correspond to an orifice operating mode or a mixed orifice / bottom operating mode. As should be understood, the first-mode damper 42 can be adjusted to a variety of intermediate positions to control a percentage of the air flowing through the defrost duct 36, the orifice duct 38, or the bottom duct 40, as desired.

[0031] A secondary operating mode damper 44 is rotatably coupled to the main housing 12 within the bottom duct 40 of the discharge section 22. The secondary operating mode damper 44 can be positioned in a first position (not shown) in which it is rotated to block the flow of air from the mixing chamber 20 through the bottom duct 40. The secondary operating mode damper 44 in the first position can, for example, correspond to the defrost operating mode or the aperture operating mode. Alternatively, the secondary operating mode damper 44 can be positioned in a second position in which it is rotated to allow and direct the air flowing from the mixing chamber 20 into the bottom duct 40, as shown.The secondary operating mode flap 44, rotated to the second position, can correspond to one of the following operating modes: floor-only mode, mixed baffle / floor-only mode, and mixed floor / defrost mode. As should be understood, the secondary operating mode flap 44 can be adjusted to a variety of intermediate positions to control a speed, pressure, or percentage of the air flowing through the floor duct 40, as desired.

[0032] As in Fig. 2 and Fig. As shown in Figure 4, the defrost line 36 fluidly couples the mixing chamber 20 to one or more defrost vents (not shown) directed towards various windows of the vehicle. The defrost line 36 is divided into a plurality of sub-lines, including one or more windshield lines (first sub-line) 46 and one or more side window lines (second sub-line) 48. A deflector 50 is rotatably coupled to the main housing 12 within the defrost line 36 and is configured to selectively control the flow of air through the windshield lines 46 and the side window lines 48, as described below.

[0033] The defrost line 36 is generally defined by an opposing pair of longitudinally arranged side walls 52a, 52b and an opposing pair of laterally arranged end walls 54, spanning a distance between the side walls 52a, 52b. Each of a pair of laterally arranged dividers 56 also spans the distance between the side walls 52a, 52b and is spaced inwards from the end walls 54, thereby separating the one or more windshield lines 46 from the one or more side window lines 48.

[0034] As in Fig. 1A and Fig. As shown in Figure 1B, the windshield duct 46 is defined by the side walls 52a, 52b and the dividers 56, and has a primary section 58. The primary section 58 of the windshield duct 46 is designed to provide maximized airflow to the vehicle's windshield when the deflection 50 of the defrost duct 36 is in an open position (not shown). The primary section 58 of the windshield duct 46 is defined by a first side wall 52a of the defrost duct 36, the dividers 56, and an inner wall 60.

[0035] In an alternative embodiment of the air treatment system 10, in Fig. As shown in Figure 1B, the windshield duct 46 can further comprise a vent path 62 formed adjacent to the primary part area 58. The vent path 62 is formed between the inner wall 60 and one of the side walls 52a, 52b of the windshield duct 46 and is configured to provide a minimized continuous flow of air through the windshield duct 46 when the housing 12 is configured in the ground-level operating mode, as shown in Figure 1B. Fig. 2 and Fig. 3A shown. The venting path 62 is defined as a path with a smaller cross-sectional flow area than a cross-sectional flow area of ​​the first sub-section of the defrosting line 36, whereby a relatively small percentage of the air flowing from the mixing chamber 20 is caused to 'vent' through the venting path 62.

[0036] Each of a pair of side window lines 48 is arranged at opposite ends of the windshield line 46, with each of the side window lines 48 being separated from the windshield line 46 by one of the dividers 56. As shown in Fig. 1A and Fig. As shown in Figure 1B, each of the side-disc lines 48 is a mirror image of the others. Consequently, only the features of one of the side-disc lines 48 will be described. The side-disc line 48 has a deflection plate 64 that extends inward from the first side wall 52a of the line and traverses a distance between the end wall 54 and the corresponding divider 56. As shown, the deflection plate 64 is arc-shaped, with one radius of the deflection plate 64 being concentric with and corresponding to an outer radius of the deflection 50, as described below. In alternative embodiments, however, the deflection plate 64 may have other shapes, such as planar or polygonal, and may be offset from an outer radius of the deflection 50.A distal end of the deflection plate 64 is arranged between the first side wall 52a and a second side wall 52b of the defrosting line 36, with a passage 66 formed between the second side wall 52b and the distal end of the deflection plate 64.

[0037] A lip 68 extends from the distal end of the deflection plate 64 into the housing 12 and spans the distance between the end wall 54 and the divider 56, wherein a width W of an effective recess of the passage 66 is defined by a minimum distance between the lip 68 and the second side wall 52b, as shown in Fig. Figure 5A-6 shows that the lip 68 can be offset from the inner wall 60 with respect to the lateral direction of the defrost line 36. In one embodiment, the lip 68 and the inner wall 60 can each have opposite radii formed on opposite sides of the divider 56, with a continuous serpentine transition region 70 extending from the inner wall 60 to the lip 68 across the divider 56. By forming the lip 68 and the inner wall 60 with the continuous rounded transition region 70, sharp corners and resulting leakage paths in the housing 12 are minimized, thereby maximizing the efficiency of the system 10.

[0038] Now, with reference to Fig. 7-13, the deflection 50 of the present disclosure comprises a main body 72 with a pair of cylindrical pins 74 arranged at opposite ends thereof, the pins 74 being configured to rotatably couple the deflection 50 to the housing 12. As shown, the pins 74 are cylindrical bodies and are aligned along a common axis of rotation A of the deflection 50.

[0039] In the illustrated embodiment, the main body 72 of the deflection 50 comprises a first element 76 and a second element 78, each extending radially outward from the axis of rotation (A). The first element 76 and the second element 78 are each substantially planar and are arranged at an oblique angle to each other with respect to the axis of rotation (A), the first element 76 and the second element 78 forming two individual planes of the main body 72. In alternative embodiments, the first element 76 and the second element 78 can be coplanar, parallel to each other, and / or offset from the axis of rotation (A).

[0040] A first sealing element 80 defines an outer diameter of the first element 76, and a second sealing element 82 defines an outer diameter of the second element 78. As shown, each of the first sealing element 80 and the second sealing element 82 comprises substantially planar flanges extending outward from the first element 76 and the second element 78, respectively. In one embodiment, the sealing elements are formed separately from the main body 72. For example, the sealing elements can be formed from an elastic material configured to seal against the walls of the defrosting line 36 and coupled to the main body 72 by means of an adhesive or mechanical means. In the illustrated embodiment, the sealing elements 80 and 82 are formed monolithically with a pair of ring seals 84 configured to seal around a circumference of each of the pins 74.In another embodiment, each of the sealing surfaces can be integrated with the flat sub-areas of the deflection 50, wherein the sealing surfaces are made of the same material as the flat sub-areas.

[0041] As in Fig. As shown in Figures 7-13, the first sealing element 80 has an outer rim 86 and at least one offset rim 88, which is arranged radially inward from the outer rim 86. The offset rim 88 is configured to make sealing contact with an inner surface of the lip 68, wherein the radial distance from the axis of rotation (A) to the offset rim 88 is greater than the radial distance from the axis of rotation (A) to the inner surface of the lip 68, but less than the radial distance from the axis of rotation (A) to an inner surface of the deflecting plate 64. In the illustrated embodiment, the outer rim 86 and the offset rim 88 are parallel to each other and to the axis of rotation (A). In alternative embodiments, the outer rim 86 and the offset rim 88 can be configured at an oblique angle to each other and / or to the axis of rotation (A).

[0042] In addition to being radially offset inwards from the outer edge 86, the first element 76 can have a first planar sub-area 90 with the outer edge 86 and a second planar sub-area 92 with the offset edge 88, wherein the second planar sub-area 92 is spaced apart from the first planar sub-area 90, as shown in Fig. Figures 11-13 show that in the illustrated embodiment, the second planar section 92 is essentially parallel to and spaced apart from the first planar section 90. In alternative embodiments, however, the second planar section 92 can be formed at an oblique angle to the first planar section 90.

[0043] As in Fig. As shown in Figures 8-13, the main body 72 can also have a transition region 94 formed between the outer edge 86 and the offset edge 88, wherein the transition region 94 is continuous with the outer edge 86 and the offset edge 88, and corresponds to a profile of the transition region 70 of the defrosting line 36. In particular, if the offset edge 88 is radially spaced inwards and formed on the second planar sub-region 92, the transition region 94 of the main body 72 can be a material transition region 94, wherein a first group of radii is formed between the outer edge 86 and the offset edge 88 in the radial direction, and a second group of radii is formed between the first planar sub-region 90 and the second planar sub-region 92, as shown in Figures 8-13. Fig. Shown 11-13.

[0044] In the illustrated embodiments, the first sealing element 80 comprises one of the offset edges 88 formed at each end of the main body 72 to accommodate each of the side window lines 48. In alternative embodiments, however, the first sealing element 80 may have a single offset edge 88 to accommodate a single side window line 48. Furthermore, the first sealing element 80 may have one or more offset edges 88 formed between the ends of the main body 72 to accommodate one or more side window lines 48 formed between the ends of the defrost line 36.

[0045] The main body 72 can further have one or more features configured to accommodate a corresponding feature of the housing 12 while the deflector 50 rotates within the housing 12. For example, the main body 72 can have at least one relief 96 configured to receive a rib of the housing 12. Furthermore, the main body 72 can have a protuberance 98 configured to be received in a channel (not shown) in the housing 12, the engagement of the protuberance 98 with the channel maintaining an axial orientation of the deflector 50 with respect to the axis of rotation (A) and preventing airflow around the deflector 50.

[0046] When in use, the deflector 50 can be positioned in a venting position, as shown in Fig. Figures 2, 3A, and 4-5B show that in the vent position, the deflector 50 is configured to block airflow through a first section of the windshield duct 46 while allowing airflow through the side window duct 48 and the vent path 62. In the vent position, the outer edge 86 of the first sealing element 80 of the deflector 50 engages with the inner wall 60, and the second sealing element 82 engages with the first side wall 52a of the defrost duct 36, with the primary section 58 of the defrost duct 36 being sealed, while the vent section and the side window duct 48 are open, as shown in Figures 2, 3A, and 4-5B. Fig. 3A shown. As in Fig. 5A and Fig. As shown in Figure 5B, in the vent position, the offset edge 88 of the first sealing element 80 seals against the lip 68, and the sealing element 82 seals against the first side wall 52a to seal the passage 66, thereby preventing air from being diverted from the side window duct 48 into the windshield duct 46. Thus, the side window duct 48 is open to allow airflow to the side window vents when the deflector 50 is in the vent position. The deflector 50, rotated to the vent position, can correspond to the ground operating mode.

[0047] The deflection 50 can also be rotated to a closed position, as in Fig. Figure 3B shows the deflector 50 rotated to block the flow of air from the mixing chamber 20 through the defrost line 36. In the closed position, the first sealing element 80 of the deflector 50 engages with the first side wall 52a of the defrost line 36, and the second sealing element 82 of the deflector 50 engages with the second side wall 52b of the defrost line 36. It will be understood that the profile of the first side wall 52a corresponds to a profile of the first sealing element 80, with each of the outer edge 86, the offset edge 88, and the transition sealingly contacting the first side wall 52a when the deflector 50 is in the closed position.

[0048] It is understood that the deflection 50 can be positioned in an intermediate position (not shown) between the closed position and the vent position to allow air to flow through both, the first section of the defrost line 36 and the vent path 62. The intermediate position can correspond to the defrost operating mode and the mixed floor / defrost operating mode.

[0049] For illustrative purposes only, the disclosure of the application describes the air treatment system 10, which is described in the Fig. The bottom operating mode is configured as shown in Figures 2, 3A and 4-5B, wherein the first operating mode flap 42 is positioned in the first position to block the flow of air flowing into the baffle line 38, the second operating mode flap 44 is positioned in the second position to allow and direct air to flow into the bottom line 40, and the deflector 50 is positioned in the vent position to block the flow of air flowing through the first part of the defrost line 36 and to allow or direct air to flow through the vent path 62 of the defrost line 36. However, it is understood that the air handling system 10 may have alternative configurations, sections, ducts, flaps, flap positions and other features to control the distribution, volume flow rate and pressure of the air flowing through the housing 12.Furthermore, the alternative configurations can correspond to alternative operating modes, as desired, depending on the application for the air treatment system 10.

[0050] It will also be appreciated by those skilled in the art that, although the present disclosure describes a method and apparatus for controlling variable currents through the windshield conduit 46 and the side window conduit 48, the principles of the disclosure could be applied to any conduit of an HVAC enclosure where it is desirable to control individual passages variably using a single mechanism.For example, in alternative embodiments (not shown), the aperture line 38 and / or the floor line 40 can be divided into a first passage that supplies air to a first ventilation opening in a first area of ​​the passenger compartment, and a second passage that supplies air to a second ventilation opening in a second area of ​​the passenger compartment, wherein it is desirable to provide a continuous and relatively constant flow of air to the first ventilation opening, while the flow of air to the second ventilation opening is generously controlled, based on the teachings of the present disclosure. Consequently, the configuration of the deflector 50 and the defrost line 36 could similarly be incorporated into one or both of the aperture line 38 and the floor line 40.

[0051] By forming the first sealing element 80 to encompass the radially inwardly offset edge 88, the lip 68 of the deflection plate 64 can be moved radially inward with respect to the axis of rotation (A), compared to prior art designs which essentially have straight sealing surfaces. Consequently, the lip 68 is moved away from the second side wall 52b of the defrosting pipe 36, and the width of the effective recess can be increased compared to the effective recess of the prior art. By forming the offset edge 88 radially inward and on a second flat partial area 92 spaced apart from the first flat partial area 90, the lip 68 can be moved upward along the arc of the deflection plate 64, and the width of the effective recess of the passage 66 can be increased compared to the design having only the radially inwardly offset edge 88, as shown in Fig. 5A and Fig. 5B shown, can be further enlarged.

[0052] From the foregoing description, a person skilled in the art can therefore easily determine the essential characteristics of this invention and, within the scope of the attached claims, can make various changes and modifications to the invention to adapt it to different uses and conditions.

Claims

[1] Air conditioning system, with: a housing (12) with a first line (36) formed therein, wherein the first line (36) has a first partial line (46) formed in an intermediate part area of ​​the first line (36) and a second partial line (48) adjacent to an end of the first partial line (46); a deflection (50) rotatably arranged within the first conduit (36), wherein the deflection (50) has a first element (76) with an outer edge (86) and an offset edge (88), wherein the outer edge (86) is configured to seal against a wall of the first partial conduit (46), and the offset edge (88) is configured to seal against a partial area of ​​the second partial conduit (48) when the deflection (50) is in a first position, wherein the first partial guide (46) is partially defined by an inner wall (60), and the second partial guide (48) is partially defined by a lip (68), wherein the lip (68) is offset from the inner wall (60), wherein the outer edge (86) of the first element (76) of the deflection (50) sealingly contacts the inner wall (60), and the offset edge (88) of the first element (76) of the deflection (50) sealingly contacts the lip (68) when the deflection (50) is in the first position, wherein a distal end of a deflection plate (64) is arranged between a first side wall (52a) and a second side wall (52b) of the first conduit (36), wherein a passage (66) is formed between the second side wall (52b) and the distal end of the deflection plate (64). [2] Air conditioning system according to claim 1, wherein the offset edge (88) is arranged radially inwards from the outer edge (86) with respect to an axis of rotation of the deflection (50). [3] Air conditioning system according to claim 1, wherein the outer edge (86) is formed on a first planar sub-area (90) of the first element (76), and the offset edge (88) is formed on a second planar sub-area (92) of the first element (76). [4] Air conditioning system according to claim 1, wherein the inner wall (60) and the lip (68) are formed continuously to form a transition area (70) of the first line (36). [5] Air conditioning system according to claim 4, wherein the outer edge (86) of the first element (76) of the deflection (50) and the offset edge (88) of the first element (76) of the deflection (50) are formed continuously to form a transition area (94) of the deflection (50). [6] Air conditioning system according to claim 5, wherein a profile of the transition area (70) of the first line (36) corresponds to a profile of the transition area (94) of the deflection (50). [7] Air conditioning system according to claim 1, wherein the first partial duct (46) has a venting path (62) which is partially defined by the inner wall (60). [8] First air duct (36) within a housing (12) of an air conditioning system, comprising: a first partial conduit (46) formed in an intermediate section of the first conduit (36), wherein the first partial conduit (46) has a primary section (58) and a venting path (62), wherein an inner wall (60) of the venting path (62) partially defines the primary section (58); and a second partial conduit (48) formed on an outer part of the first conduit (36), wherein the second partial conduit (48) has a lip (68) formed therein, the lip (68) partially defining a passage (66) through the second partial conduit (48), and the lip (68) being offset from and continuous with the inner wall (60) of the vent path (62), wherein the first partial guide (46) is partially defined by the inner wall (60), and the second partial guide (48) is partially defined by the lip (68), wherein an outer edge (86) of a first element (76) of a deflection (50) seals against the inner wall (60), and an offset edge (88) of the first element (76) of the deflection (50) seals against the lip (68) when the deflection (50) is in a first position, wherein a distal end of a deflection plate (64) is arranged between a first side wall (52a) and a second side wall (52b) of the first conduit (36), wherein the passage (66) is formed between the second side wall (52b) and the distal end of the deflection plate (64). [9] First conduit (36) according to claim 8, wherein the first conduit (36) has a transition area (70) formed between the lip (68) and the inner wall (60) of the venting path (62). [10] First line (36) according to claim 9, wherein the transition area (70) is continuously rounded.

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