Air treatment system for a heating, ventilation and air conditioning system of a motor vehicle and process

Abstract

Air treatment system (1) for a heating, ventilation and air conditioning system of a motor vehicle with a passenger compartment, wherein the air treatment system (1) comprises: a conduit (9) with a continuous flow of air through it, wherein the conduit (9) has a partition (45) which divides the conduit (9) into a first path (41) and a second path (42); and a control flap (50) which is arranged in the conduit (9) and is rotatably adjustable between a first position in which the first path (41) and the second path (42) are each completely open, and a second position in which a flow area through the first path (41) is at least partially restricted and the second path (42) is completely open, wherein the control flap (50) has a first edge (62), an opposing second edge (63) and an axis of rotation between the first edge (62) and the second edge (63), and wherein the first path (41) is formed between a first wall (36) and the partition (45), and the second path (42) is formed between a second wall (37) and the partition (45), wherein the first wall (36) is formed opposite the second wall (37), wherein in the first position the first edge (62) and the second edge (63) of the control flap (50) are spaced apart from each of the first wall (36) and the second wall (37), and wherein in the second position the first edge (62) is spaced apart from the partition (45) and the second edge (63) engages with the first wall (36).

Description

AREA OF INVENTION

[0001] The invention relates to an air conditioning system for a vehicle, and more precisely an air conditioning system for a heating, ventilation and air conditioning system for the vehicle. BACKGROUND OF THE INVENTION

[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 multiple passages and dampers to control the temperature and flow of air through it. The housing may be divided into, for example, an inlet section, a conditioning section, a mixing section, and a discharge section. The inlet section may include a blower or fan to deliver air to the conditioning section. The conditioning section has one or more heat exchangers to control the air temperature, with temperature dampers or similarly actuated control devices located within the conditioning section regulating the airflow through passages containing the heat exchangers. The mixing section is located downstream of the conditioning section and forms a chamber for recombining any of the streams of air, whether heated or cooled, exiting the conditioning section.The delivery section has a multitude of pipes or channels branching off from the mixing section to deliver the air to the desired ventilation openings located within the passenger compartment of the vehicle.

[0004] The ventilation openings arranged within the passenger compartment can include, for example, grille vents, console vents, driver's floor vents, rear floor vents, windshield defrost vents, and side window defrost vents. The delivery section is designed to distribute the air from the mixing section to any combination of the ventilation openings, based on the operating mode selected by a passenger. Each operating mode comprises a preselected percentage of the air from the mixing section delivered to each of the corresponding ventilation openings associated with the selected operating mode.Within the delivery section, flaps or shut-off devices can be actuated to control the distribution of air to each of the desired vents by blocking or opening various passages located within the delivery section. For example, a "fader mode" might distribute air only to the fascia vents and the console vents; a "defrost mode" might distribute air only to the windshield defrost vents and the side window defrost vents; and a "floor mode" might 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] A problem associated with distributing air to each of the discharge section's vents concerns differences in the volumetric flow rate and pressure of the air required at each vent's outlet to achieve the desired air distribution for each operating mode. Because each discharge section's vent receives air from the mixing section, with the air having a common pressure, each portion of the discharge section that fluidically couples the mixing section to a corresponding vent must be designed or otherwise controlled to produce a desired pressure drop in the air to meet the required conditions at each vent's outlet. One method for controlling the pressure drop is to variably restrict or open one or more flow paths through which the air passes for a given operating mode.The variable restriction or opening of the flow paths can be achieved by actuating one or more flaps arranged within the flow paths to control the pressure and flow rate of air through each of the flow paths.

[0006] The problem associated with controlling the airflow through each independent flow path is particularly evident when attempting to control the pressure of the air associated with the windshield defrost vents and the side window defrost vents. It is common for the flow path leading to the windshield defrost vents and the flow path leading to the side window defrost vents to branch off from a common portion of the delivery section because these vents are typically used together during various operating modes of the air handling system. For example, the flow path leading to the windshield defrost vents and the flow path leading to the side window defrost vents can each branch off from a defrost cavity in the delivery section that is separated from the mixing section by an actuated damper.When the flap opens, air flows from the mixing section into the defrost chamber before branching off to one or both of the windshield defrost vents and the side window defrost vents. In certain operating modes of the air handling system, the pressure required at the outlet of each windshield defrost vent to achieve a desired airflow rate through the windshield defrost vents may differ from the pressure required at the outlet of each side window defrost vent to achieve a desired airflow rate through the side window defrost vents.

[0007] For example, when operating in ground-level mode, the windshield defrost vents may require a duct pressure of approximately 5 PA to draw 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 m3 / hr. Consequently, the variation in pressure required in each of the corresponding passes thwarts any attempt to simultaneously 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.

[0008] This problem is further evident with regard to changing requirements for the distribution of air to the various passenger compartment vents based on the respective operating mode, and in particular, changing requirements for the percentage of air delivered to the side window defrost vents during floor mode, defrost mode, and a mixed floor / defrost mode. For example, in traditional air handling systems, floor mode might involve delivering 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 include approximately 56% of the air being delivered to the floor vents, approximately 34% of the air being delivered to the windshield defrost vents, and approximately 10% of the air being delivered to the side window defrost vents. The traditional defrost operating mode may include none of the air being delivered to the floor vents, approximately 80% of the air being delivered to the windshield defrost vents, and approximately 20% of the air being delivered to the side window defrost vents.

[0009] In contrast, newer air distribution requirements stipulate that the distribution of air to the side window defrost vents be increased, while remaining essentially constant across all different operating modes that utilize these vents. For example, during floor-level operation, the new air distribution requirements may include approximately 72% of the air being 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 include approximately 56% of the air being 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 the defrost operating mode may include no air being discharged to the floor vents, approximately 80% of the air being discharged to the windshield defrost vents, and approximately 20% of the air being discharged to the side window defrost vents. In contrast to the traditional requirements, where the percentage and / or airflow volume of air distributed to the side window defrost vents more than doubled between the floor operating mode and the defrost operating mode, the new requirements consequently stipulate that the percentage and / or airflow volume of air distributed to the side window defrost vents must remain substantially constant throughout all three operating modes, including the defrost function.This relationship represents a situation where the pressure at the outlets of the side window defrosting vents must remain essentially similar for all three operating modes, whereas the pressure at the outlets of the windshield defrosting vents must vary considerably depending on the selected operating mode.

[0010] 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.

[0011] Varying the distribution of air to the windshield and side window defrost vents for different operating modes also presents additional challenges related to noise, vibration, and harshness (NVH) generated by the airflow as it passes through the delivery section. The windshield and side window defrost vents typically require a relatively small percentage of the air flowing through the mixing section to be directed to them for different operating modes. This can lead to situations where restricting the flow path to one of the windshield or side window defrost paths within the delivery section may be necessary to control the distribution of airflow to the appropriate vents.These conditions can lead to a situation where the air delivered to one of the windshield defrost vents or the side window defrost vents has to move through a relatively small gap as it passes from a high-pressure chamber (the mixing section) to a relatively low-pressure chamber (one of the windshield defrost path or the side window defrost path), causing the air to expand rapidly in a way that can cause undesirable NVH.

[0012] Consequently, there is a need in engineering to efficiently and cost-effectively control the distribution of air to the windshield defrost vents and the side window defrost vents of an air treatment system, while preventing the occurrence of noise, vibration, and harshness.

[0013] 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 free of condensation 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 air channel, thus directing a small volume of high-velocity leakage airflow to the windshield.

[0014] US 2015 / 0 306 935 A1 describes a vehicle air conditioning system. An air duct comprises a first passage that carries hot air to a center vent, a side vent, and a defrost vent; and a second passage that branches off from the first passage and carries the hot air to a foot vent. A first door is located at a branched position in the air duct toward the second passage, and a second door is located between the center vent and the defrost vent. In foot mode, the first door closes the first passage and opens a first supply passage; the first supply passage communicates between the first and second passages; the second door closes the center vent and forms a second supply passage on an upstream side.The lateral vent opening and the second supply channel communicate between an expansion direction of the first supply channel and the lateral vent opening.

[0015] DE 100 51 195 A1 relates to a vehicle air conditioning system with a side headroom opening. An air conditioning unit comprises a central headroom opening through which air is blown towards a central upper side of the passenger compartment in a right-to-left or left-to-right direction relative to the vehicle; a side headroom opening through which air is blown towards a side upper side of the passenger compartment; and a defroster opening through which air is blown towards the vehicle's windshield. The side headroom opening is located between the central headroom opening and the defroster opening, within the width dimension of the central headroom opening, and perpendicular to the direction of the arrangement.

[0016] DE 695 03 564 T2 relates to an air control device and vehicle air conditioning system. An air duct comprises air channels through which air can flow from the inside to the outside. An air duct switching device comprises a revolving door and a film element for opening / closing and switching the air channels. The revolving door has openings in its perimeter wall that have an arc shape. The film element, with ventilation holes for overlapping one of the openings, is attached to the outer circumference of the revolving door with a slight clearance. SUMMARY OF THE INVENTION

[0017] Consistent with the present invention, an efficient and cost-effective method for controlling the flow of air to windshield defrosting vents and side window defrosting vents of a passenger compartment by adjusting the position of a control flap has surprisingly been discovered.

[0018] In one embodiment of the invention, an air treatment system for a heating, ventilation, and air conditioning system of a motor vehicle with a passenger compartment, as defined in claim 1, comprises a duct through which a continuous flow of air passes. The duct has a partition that divides the duct into a first path and a second path. A control flap is arranged in the duct and is rotatably adjustable between a first position in which the first path and the second path are each fully open, and a second position in which a flow area through the first path is at least partially restricted and the second path is fully open. The control flap has a first edge, an opposing second edge, and an axis of rotation between the first edge and the second edge.The first path is formed between a first wall and the partition, and the second path is formed between a second wall and the partition. The first wall is formed opposite the second wall, wherein in the first position the first edge and the second edge of the control flap are spaced from each of the first wall and the second wall, and wherein in the second position the first edge is spaced from the partition and the second edge engages with the first wall.

[0019] According to the invention, a method for operating an air handling system of a vehicle according to claim 9 is further provided, comprising a mixing section for receiving a flow of air and a delivery section for distributing the flow of air to ventilation openings of a passenger compartment of the vehicle. The method comprises the following steps: providing a duct that forms a portion of the delivery section downstream of the mixing section with respect to a direction of air flow, the duct branching into a first path and a second path; and adjusting a control flap to control the flow of air through the first path and the second path. 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. Figure 1 is an elevation view showing the interior of a main housing of an air treatment system according to an embodiment of the invention, wherein the air treatment system has a duct with a control flap set in a position corresponding to a defrost operating mode of the air treatment system; Fig. 2 is a fragmentary elevation view of the pipe and the control valve of the in Fig. 1 air treatment system shown, wherein the control flap is set in a position corresponding to a mixed defrost / floor operating mode of the air treatment system; Fig. 3 is a fragmentary elevation view of the pipe and the control valve of the in Fig. 1 air treatment system shown, wherein the control flap is set in a position corresponding to a ground operating mode of the air treatment system; Fig. 4 is a fragmentary elevation view of the pipe and the control valve of the in Fig. 1 air treatment system shown, wherein the control flap is set in a position in which a flow through the duct is blocked by the control flap; Fig. Figure 5 is a partial perspective view of a duct outlet, showing the positioning of the control flap during operation in the ground operating mode of the air handling system; Fig. 6 is an elevation view of the in Fig. Control flap shown in 1-5; Fig. Figure 7 is a fragmentary elevation view of a duct and a control flap of the air treatment system according to another embodiment of the invention, wherein the control flap is set in a position corresponding to a defrost operating mode of the air treatment system; Fig. 8 is a fragmentary elevation view of the pipe and the control valve of Fig. 7, wherein the control flap is set in a position corresponding to a mixed defrost / floor operating mode of the air treatment system; Fig. 9 is a fragmentary elevation view of the pipe and the control valve of Fig. 7, wherein the control flap is set in a position corresponding to a ground operating mode of the air handling system; Fig. 10 is a fragmentary elevation view of the pipe and the control valve of Fig. 7, wherein the control flap is set in a position in which flow through the conduit is blocked; Fig. Figure 11 is a partial perspective view of an outlet of the pipe from Fig. 7, which shows the positioning of the control flap during operation in the ground operating mode of the air handling system; Fig. 12 is a fragmentary sectional view of a conduit with a control valve according to another embodiment of the invention, as shown by section lines 12-12 of Fig. 14 taken; Fig. 13 is a fragmentary sectional view of the pipe and the control valve of Fig. 12, as defined by intersection lines 13-13 of Fig. 14 taken; and Fig. Figure 14 is a partial perspective view of an outlet of the pipe from Fig. 12 and Fig. 13. 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. Figures 1-6 represent an air treatment system 1 of a heating, ventilation, and air conditioning (HVAC) system for a vehicle (not shown) according to an embodiment of the invention. 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 treatment system 1 typically provides heating, ventilation, and air conditioning for a passenger compartment (not shown) of the vehicle.

[0023] The air treatment system 1 has a hollow main housing 12. The main housing 12 can be formed by the interaction of a pair of housing shells (not shown). The housing shells can couple together 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 sections, as desired.

[0024] Fig. Figures 1-4 show a hollow interior of the main housing 12 with one of the two housing shells that interact to form the main housing 12 removed to better illustrate its internal components. The main housing 12 comprises an inlet section 20, a conditioning section 21, a mixing section 22, and a discharge section 23. The inlet section 20 receives a supply of air and may include a blower or fan (not shown) to cause the supply air to flow to the conditioning section 21. The supply air may, for example, be from outside the vehicle, recirculated from the vehicle's passenger compartment, or a mixture of the two. If desired, a filter (not shown) may be provided upstream or downstream of the inlet section 20 to filter out foreign particles or contaminants carried by the supply air.

[0025] The conditioning section 21 can comprise an evaporator core 4 and a heating core 5. The evaporator core 4 can form a portion of a primary refrigerant line of the air conditioning system associated with the air handling system 1. The evaporator core 4 is configured to exchange thermal energy between the airflow and the refrigerant flowing through the evaporator core 4 in order to cool and / or dehumidify the airflow. Although described as an evaporator core, it should be understood that any type of cooling device in heat exchange relationship with any device or system of the motor vehicle can be used for use with the air handling system 1 without exceeding the scope of the present invention. The heating core 5 can form an engine radiator connected to a coolant circuit used to cool a motor vehicle engine.The heating core 5 is further configured to exchange thermal energy between the flow of air and a coolant circulated through the coolant circuit to heat the air flow. Alternatively, the heating core 5 can be in heat exchange relationship with a fluid used to cool a battery or other heat-generating device connected to the motor vehicle, or the heating core 5 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 5 without departing from the scope of the present invention.

[0026] As in Fig. As shown in Figure 1, the evaporator core 4 can be arranged at an inlet region of the conditioning section 21 immediately downstream of the inlet section 20. The evaporator core 4 extends over an entire flow area at the inlet region of the conditioning section 21 to cause the entire airflow to pass through the evaporator core 4, thereby cooling and / or dehumidifying the entire airflow as it enters the conditioning section 21.

[0027] After flowing through the evaporator core 4, the airflow encounters a deflecting wall 26. A cold air passage 7 is formed on one side of the deflecting wall 26, and a warm air passage 8 is formed on the other side of the deflecting wall 26. The heating core 5 is arranged within the warm air passage 8. The heating core 5 can be arranged over the entire flow area of ​​the warm air passage 8, as desired. In other embodiments, only a portion of the flow area of ​​the warm air passage is covered by the heating core 5, as desired.

[0028] A temperature damper 28 is rotatably coupled to the main housing 12 at a downstream end of each of the cold air passage 7 and the warm air passage 8. The temperature damper 28 can be positioned in a first position, in which it is rotated to block the passage of air through the warm air passage 8 and into the mixing section 22. When the temperature damper 28 is in the first position, the entire air flow is directed through the open cold air passage 7 and into the mixing section 22 immediately after passing through the evaporator core 4. Alternatively, the temperature damper 28 can be positioned in a second position, in which it is rotated to block the passage of air through the cold air passage 7 and into the mixing section 22.When the temperature damper 28 is in the second position, the entire airflow is directed through the open warm air passage 8 and into the mixing section 22 immediately after passing through the heating core 5. The temperature damper 28 can alternatively be rotated to an intermediate position between the first and second positions, as shown in [reference]. Fig. Figure 1 shows that when the temperature flap 28 is in its intermediate position, a first partial airflow can pass through the cold air passage 7, past the temperature flap 28, and into the mixing section 22, while a second partial airflow can pass through the warm air passage 8, including passing through the heating core 5, past the temperature flap 28, and into the mixing section 22. The first and second partial airflows are then recombined and mixed in the mixing section 22. As can be understood, the temperature flap 28 can be adjusted to a variety of intermediate positions to control a percentage of the airflow passing through the cold air passage 7 and the warm air passage 8, respectively, in order to control the temperature of the airflow according to the desired temperature settings of a passenger within the passenger compartment of the vehicle.

[0029] The entire flow of air exiting the conditioning section 21 is directed to flow into the mixing section 22 before being distributed through the discharge section 23. The mixing section 22 thus acts as a common source of air at a substantially uniform pressure for distribution to each of the lines or channels of the discharge section 23. It should be understood that alternative configurations of the inlet section 20 and the conditioning section 21 can be used without deviating from the scope of the invention, as long as the various lines forming the discharge section of the respective air treatment system branch off from a mixing section that provides a common source of air to be distributed.Consequently, the associated air treatment system may include different configurations of the heat exchangers, flow passages, or dampers used to control the airflow upstream of the mixing section 22, without deviating from the scope of the present invention. For example, the conditioning section of the air treatment system may be similar to that described in any of U.S. Patents 7,878,235 to Park et al., 8,757,245 to Richter et al., and 8,840,452 to Han, as non-limiting examples.

[0030] The discharge section 23 of the main housing 12, which is located in Fig. As shown in Figure 1, the system has a first line 9, a second line 10, and a third line 11. The first line 9 fluidically couples the mixing section 22 to one or more windshield defrost vents (not shown) and one or more side window defrost vents (not shown), the side window defrost vents also commonly referred to as the "dehumidifying" vents of the air handling system 1. The second line 10 fluidly couples the mixing section 22 to one or more surround vents (not shown) and one or more console vents (not shown). The third line 11 fluidly couples the mixing section 22 to one or more driver's side floor vents (not shown) and one or more rear floor vents (not shown).However, it should be understood that various other embodiments of the second line 10 and the third line 11, which lead to different ventilation openings of the air treatment system 1, can be used without deviating from the scope of the present invention.

[0031] A first-mode damper 32 is rotatably coupled to the main housing 12 within the mixing section 22. The first-mode damper 32 can be positioned in a first position, in which it is rotated to block the passage of airflow into the second duct 10. When in the first position, the airflow is distributed between one or both of the first duct 9 and the third duct 11. The first-mode damper 32, rotated to the first position, can correspond to a defrost operating mode, a bottom operating mode, or a combined defrost / bottom operating mode. Alternatively, the first-mode damper 32 can be positioned in a second position, in which it is rotated to block the passage of airflow into the first duct 9.When in the second position, the airflow is distributed between one or both of the second duct 10 and the third duct 11. The first-mode flap 32, rotated to the second position, can correspond to a louvered vent operating mode or a mixed louvered vent / floor vent operating mode. The first-mode flap 32 can also be rotated to a variety of intermediate positions between the first and second positions. The first-mode flap 32 can be rotated to one of these intermediate positions if a mixed operating mode of the air handling system 1 is selected by the passenger, requiring airflow to each of the first duct 9 and the second duct 10.

[0032] The third conduit 11 has a secondary operating mode flap 33, which is arranged therein and rotatably coupled to the main housing 12. The secondary operating mode flap 33 can be adjusted between a first position, in which the secondary operating mode flap 33 is perpendicular to and blocks the flow path formed by the third conduit 11, and a second position, in which the secondary operating mode flap 33 is parallel to and opens the flow path formed by the third conduit 11. The secondary operating mode flap 33 can also be set to an intermediate position between the first and second positions.The second operating mode damper 33 is set between the first position, the intermediate positions and the second position depending on the operating mode of the air handling system 1, and more precisely, the second operating mode damper 33 is set to an intermediate position or the second position when the floor ventilation openings of the air handling system 1 are required for the selected operating mode.

[0033] The first line 9 forms a defrost cavity 35 of the discharge section 23. The defrost cavity 35 can be defined as a subsection of the first line 9 located downstream of the mixing section 22 and upstream of a windshield defrost path (first path) 41, which leads to the windshield defrost vents of the air handling system 1, and a dehumidification path (second path) 42, which leads to the side window defrost vents of the air handling system 1. The windshield defrost path 41 and the dehumidification path 42 branch off from the defrost cavity 35 and are separated from each other by a partition 45. The partition 45 can form a subsection of the main housing 12 that extends into the defrost cavity 35.A first side 46 of the partition 45 defines at least a partial area of ​​the windshield defrost path 41, and a second side 47 of the partition 45 defines at least a partial area of ​​the dehumidification path 42. The defrost cavity 35 is further defined by a first side wall (first wall) 36 of the main housing 12 and a second side wall (second wall) 37 of the main housing 12. A first partial area of ​​the first side wall 36, which is arranged in the defrost cavity 35, is opposite a first partial area of ​​the second side wall 37, which is also arranged in the defrost cavity 35. A second section of the first side wall 36 extends into the windshield defrost path 41 and is opposite to the first side 46 of the partition 45. A second section of the second side wall 37 extends into the dehumidification path 42 and is opposite to the second side 47 of the partition 45.The mixing section 22, the defrosting cavity 35, the windshield defrosting path 41 and the dehumidification path 42 also have a third side wall 38 and a fourth side wall 39 (each in . Fig. 5 shown), which extend substantially perpendicular to each of the first side wall 36, the second side wall 37, the first side 46 of the partition 45 and the second side 47 of the partition 45. The third side wall 38 and the fourth side wall 39 consequently extend along a pair of spaced-apart planes that are substantially parallel to the side as shown in Fig. 1-4 are shown.

[0034] A control flap 50 is rotatably arranged in the defrosting cavity 35. As in Fig. As shown in Figure 6, the control flap 50 has a shaft 51 that forms a rotational axis of the control flap 50. The shaft 51 is Fig. Figure 6 shows that it has a first shaft section 52, which is arranged at a first end of the control flap 50, and a second shaft section 53, which is arranged at a second end of the control flap 50. In other embodiments, however, the shaft 51 can be formed by a single structure extending from the first end to the second end of the control flap 50. The first shaft section 52 is rotatably coupled to the third side wall 38, and the second shaft section 53 is rotatably coupled to the fourth side wall 39.

[0035] The control flap 50 is in Fig. Figures 1-6 show that it has a double-aperture design, with a substantially planar first aperture 54 and a substantially planar second aperture 55, which is oriented at an obtuse angle relative to the first aperture 54. However, a single-aperture design of the flap with a substantially rectangular shape can be used without deviating from the scope of the present invention. The control flap 50 comprises a first side edge 60, an opposing second side edge 61, a first distal edge 62, and an opposing second distal edge 63. The first side edge 60 extends along each of the first aperture 54 and the second aperture 55 and engages with the third side wall 38 of the main housing 12. The second side edge 61 extends along each of the first aperture 54 and the second aperture 55 and engages with the fourth side wall 39 of the main housing 12.The first distal rim 62 forms a distal surface of the first orifice 54, which is formed on one side of the axis of rotation of the control valve 50, while the second distal rim 63 forms a distal surface of the second orifice 55, which is formed on the other side of the axis of rotation of the control valve 50. The first distal rim 62 and the second distal rim 63 can each extend substantially parallel to the axis of rotation of the control valve 50. The first lateral rim 60, the second lateral rim 61, the first distal rim 62, and the second distal rim 63 can each have a sealing surface 65, such as an elastomeric sealing material, arranged thereon for engagement with the walls forming the main housing 12. The sealing surface 65 can be formed from any suitable material for engagement with and forming a seal with sub-areas of the air handling system 1, as desired.The sealing surface 65 can be designed to be deflected or compressed when engaging with the corresponding surface of the main housing 12 to allow the control flap 50 to accurately seal a flow of air around the corresponding edge of the control flap 50.

[0036] The control flap 50 is shown and described as having a substantially rectangular shape, although the control flap 50 may have any shape suitable for precise engagement with the corresponding surfaces of the main housing 12. For example, if the first side wall 36 has a substantially arcuate shape as it extends from the third side wall 38 to the fourth side wall 39, the corresponding distal edge 62, 63 of the control flap 50, which engages with the first side wall 36, may have a corresponding arcuate shape. Additional shapes may also be used without departing from the scope of the present invention. Furthermore, the first distal edge 62 and the second distal edge 63 may be spaced at different distances from the axis of rotation of the control flap 50, depending on an embodiment of the conduit 9.However, any suitable embodiment may be used without deviating from the scope of the present invention, as long as the control flap 50 is dimensioned to engage with the corresponding surfaces of the main housing 12 according to the desired operation of the control flap 50.

[0037] The shaft 51 and corresponding axis of rotation of the control flap 50 is in Fig. Figures 1-4 show that it is arranged immediately below the partition 45, in a position upstream of the windshield defrost path 41 and dehumidification path 42, and downstream of the mixing section 22. However, it should be understood by a person skilled in the art that the size and positioning of the control flap 50, the first side wall 36, the second side wall 37 and the partition 45 differ from those shown in Figures 1-4. Fig. Figures 1-5 can be modified to accommodate various different housing arrangements while still remaining within the scope of the present invention, as long as the resulting embodiment is suitable for achieving the operating modes of the control flap 50 in the manner described below.

[0038] Fig. Figure 1 represents the control damper 50 when it is set in a fully open position, corresponding to the defrost operating mode of the air handling system 1. The fully open position refers to a position in which the control damper 50 minimizes the restriction of flow caused by the presence of the control damper 50, while maximizing the flow of air past the control damper 50. When in defrost operating mode, the first-mode damper 32 can be positioned in the first position to block passage to the second duct 10, and the second-mode damper 33 can be positioned in the first position to block flow into the third duct 11.

[0039] The control flap 50 is rotated to a position in which both the windshield defrost path 41 and the dehumidification path 42 are fully open to allow air to flow from the mixing section 22 to each of the windshield defrost vents and the dehumidification vents of the air handling system. The control flap 50 is rotated to a position that is substantially parallel to the airflow around the control flap 50. The first distal edge 62 of the control flap 50 is spaced from each of the first side wall 36 and the first side 46 of the partition 45, and the second distal edge 63 of the control flap 50 is spaced from each of the first side wall 36 and the second side wall 37.The first distal edge 62 can, for example, be substantially equally spaced from each of the first side wall 36 and the partition 45, while the second distal edge 63 can be substantially equally spaced from each of the first side wall 36 and the second side wall 37. Positioning the control flap 50 directs a first partial airflow towards the windshield defrost path 41 and a second partial airflow in one direction towards the partition 45, in order to divide the second partial airflow between the windshield defrost path 41 and the dehumidification path 42.

[0040] When in defrost mode, the control flap 50 is positioned to minimize restriction of the airflow originating from the mixing section 22 and passing through the defrost cavity 35. This minimized restriction of the defrost cavity 35 results in a maximized pressure relative to the mixing section 22 when the airflow is distributed to each of the windshield defrost path 41 and the dehumidification path 42, and subsequently to the windshield defrost vents and the side window defrost vents.

[0041] Fig. 2 represents the defrosting cavity 35 when the air handling system 1 is operated in mixed defrost / floor mode. The mixed defrost / floor mode may also include the secondary mode flap 33 being rotated to one of the intermediate positions or the second position to allow at least some of the air originating from the mixing section 22 to flow through the third duct 11 and to the floor vents of the air handling system 1.

[0042] The control flap 50 is operated by the in Fig. 1 position shown around the rotation axis of the control flap 50 in a first direction of rotation (a direction of rotation clockwise from the perspective of Fig. 1-4). Following the rotation, the control flap 50 remains in a position in which both the windshield defrost path 41 and the dehumidification path 42 are at least partially open to allow air to flow from the mixing section 22 to each of the windshield defrost vents and the dehumidification vents of the air handling system 1. This is in comparison to the position of the control flap 50 when it is as in Fig. Figure 1 shows the defrost operating mode. However, when in mixed defrost / floor operating mode, the first distal edge 62 is spaced further away from the first side wall 36, the first distal edge 62 is spaced further away from the first side 46 of the partition 45, the second distal edge 63 is spaced further away from the first side wall 36, and the second distal edge 63 is spaced further away from the second side wall 37. Consequently, repositioning the control flap 50 results in the windshield defrost path 41 being restricted or reduced in a flow path cross-sectional area, compared to that shown in Figure 1. Fig. The positioning of the control flap 50 is shown in Figure 1, while the dehumidification path 42 remains unobstructed following the rotation of the control flap 50. Furthermore, the control flap 50 is angled in such a way that the partial airflow directed towards the partition 45 is in no way restricted from entering the dehumidification path 42, but instead is at least partially directed towards the dehumidification path 42.

[0043] The control flap 50 is positioned in the mixed defrost / floor operating mode to partially restrict the windshield defrost path 41, while remaining inactive to block the dehumidification path 42. This positioning allows the air from the mixing section 22 to flow to the side window defrost vents at a relatively high pressure, essentially the same as that required when operating in defrost mode, while the air flowing to the windshield defrost vents will have a lower pressure compared to operation in defrost mode.The partial restriction of the windscreen defrost path 41 also reduces a percentage of the air originating from the mixing section 22 that is distributed to the windscreen defrost vents, compared to the percentage that is distributed to the windscreen defrost vents when operating in defrost mode.

[0044] Fig. 3 represents the defrosting cavity 35 when the air handling system 1 is operated in floor mode. The floor mode can also include the secondary mode flap 33 rotated to the second position to allow at least some of the air originating from the mixing section 22 to flow through the third duct 11 and to the floor vents of the air handling system 1.

[0045] The control flap 50 is operated by the in Fig. 2. Position shown further around the rotation axis of the control flap 50 in the first direction of rotation (clockwise from the perspective of Fig. 1-4). Compared to the position of control flap 50 when it is as in Fig. Figure 2 shows the mixed defrost / floor operating mode. When in floor operating mode, the first distal edge 62 is spaced further from the first side wall 36, and the first distal edge 62 is spaced further from the first side 46 of the partition 45. The second distal edge 63 engages with the first side wall 36 to block the passage of airflow past the distal second edge 63 and through the windshield defrost path 41. Consequently, repositioning the control flap 50 results in the windshield defrost path 41 being restricted or reduced in a flow path cross-sectional area, compared to that shown in Figure 2. Fig. The control flap 50 is in the position shown in Figure 2, while the dehumidification path 42 remains unobstructed. Furthermore, the control flap 50 continues to be angled in such a way that the partial airflow directed towards the partition 45 is in no way restricted from entering the dehumidification path 42.

[0046] The airflow to the windshield defrost path 41 is accordingly reduced from the two flow path surfaces of the mixed defrost / floor operating mode to a single reduced flow path surface, which in Fig. 3 and Fig. The flow of air through the gap 80, which is specified as gap 80, has been further restricted. The airflow through the gap 80 can be described as a "venting state" in which a relatively small percentage of the air originating from the mixing section 22 is caused to "vent" between the first distal edge 62 of the control flap 50 and the first side 46 of the partition 45.

[0047] The control flap 50 in floor-level operating mode is positioned accordingly to create a greater restriction of the windshield defrost path 41, while it is inactive to block the dehumidification path 42. This positioning consequently allows the air originating from the mixing section 22 to continue flowing to the side-windshield defrost vents at a relatively high pressure, essentially similar to that required during operation in the defrost and mixed defrost / floor-level operating modes, while the air flowing to the windshield defrost vents will have a lower pressure compared to operation in the defrost and mixed defrost / floor-level operating modes.The increased restriction of the windscreen defrost path 41 further reduces the percentage of air originating from the mixing section 22 that is distributed to the windscreen defrost vents compared to the percentage of air that is distributed to the windscreen defrost vents when operating in the mixed defrost / floor mode.

[0048] Consequently, the control flap 50 can be from a fully open position, as in Fig. As shown in Figure 1, the control flap 50 can be rotated to a position in which the windshield defrost path 41 is almost completely restricted (vented state) by rotating the control flap 50 in the first direction of rotation from the fully open position until the rotation of the control flap 50 is stopped by the engagement of the second distal edge 63 with the first side wall 36. The rotation of the control flap 50 in the first direction of rotation allows the windshield defrost path 41 to be variably restricted, while the dehumidification path 42 remains unobstructed.

[0049] The control flap 50 has been described so far as to variably restrict only the windshield defrost path 41, while not obstructing the dehumidification path 42. However, the control flap 50 is further designed to be rotatable to a position in which it completely blocks any flow through the defrost cavity 35, thereby preventing flow through both the windshield defrost path 41 and the dehumidification path 42. With further reference to Fig. 1, which shows the control flap 50 when it is in an open position corresponding to the defrost operating mode, the control flap 50 can be moved by the in Fig. The position shown in Figure 1 can be rotated in a second direction of rotation, which is opposite to the first direction of rotation (counterclockwise as shown in Figure 1). Fig. (1-4 shown). The control flap 50 can be rotated in the second direction of rotation until the first distal edge 62 engages with the first side wall 36 and the second distal edge 63 engages with the second side wall 37, thereby completely blocking any flow to the defrosting cavity 35. The control flap 50 in the closed position can correspond to operation of the air handling system 1 in a single-stage orifice mode or a two-stage orifice / bottom mode. The ability of the control flap 50 to seal off the defrosting cavity 35 advantageously allows the defrosting cavity 35 to be sealed off regardless of the position of the first-mode flap 32.For example, the first-mode damper 32 can be rotated to one of the intermediate positions between the first duct 9 and the second duct 10 to decrease the percentage of air from the mixing section 22 entering the second duct 10, while increasing the percentage of air from the mixing section 22 entering the third duct 11. This can occur, for example, during a mixed aperture / floor operating mode. Such an operating mode does not typically use the windshield defrost vents or the side window defrost vents, so it is important that the windshield defrost path 41 and the dehumidification path 42 are both closed, regardless of the position of the first-mode damper 32.

[0050] The ability of the control flap 50 to be rotated to the closed position also increases the design flexibility of the air handling system 1 by eliminating the need for a flap that controls an inlet to two or more ducts of the air handling system 1. For example, the first-mode flap 32 can be replaced by a mode flap that controls flow only into the second duct 10, thereby enabling independent control of each of the ducts 9, 10, and 11 with the same number of actuated flaps. As explained above, the control flap 50 can further be adapted for use with any type of air handling system with a mixing section from which the delivery section branches off to distribute the air to the various ventilation openings of the passenger compartment.Consequently, in many alternative configurations of the mixing and discharge sections, it may be necessary to rotate the control flap 50 to the closed position in order to control the flow of air into the defrosting cavity, as required by the structure of the associated air treatment system.

[0051] The design of the defrost cavity 35 and the control flap 50 further enables the control flap 50 to be configured to variably restrict each of the windshield defrost path 41 and the dehumidification path 42, although such a feature is not necessarily required to achieve every desired operating mode of the air handling system 1. Referring again to Fig. 1. Can the control flap 50 be moved from the one in Fig. Position 1 shown in the second direction of rotation opposite to the first direction of rotation (counterclockwise as in Fig. (1-4 shown) are rotated to variably restrict each of the windscreen defrost path 41 and the dehumidification path 42 by progressively bringing the first distal edge 62 closer to the first side wall 36, while also progressively bringing the second distal edge 63 closer to the second side wall 37.

[0052] The design of the defrosting cavity 35 and the control flap 50, as well as the positioning of the control flap 50, advantageously allows the air handling system 1 to variably control the flow distribution and pressure of the air flowing to the windshield defrosting path 41, while simultaneously ensuring a substantially constant flow distribution and pressure of the air flowing to the dehumidification path 42 for each of the associated operating modes of the air handling system 1 using the defrosting cavity 35. The way in which the control flap 50 is positioned upstream of the partition 45 and to one side of the partition 45 allows the control flap 50 to be rotated through a series of positions, whereby the flow through the windshield defrosting path 41 is controlled independently of the flow through the dehumidification path 42.The control flap 50 is further designed to allow it to rotate in the opposite direction, thus simultaneously shutting off the flow through each of the windshield defrost path 41 and the dehumidification path 42. The control flap 50 therefore solves the problem presented by recent requirements that a larger and more constant percentage of the air originating from the mixing section 22 be distributed to the side window defrost vents, and therefore to the dehumidification path 42, when the air handling system 1 is operated in a mode requiring a defrost function, including, but not limited to, one of the defrost operating modes, the mixed defrost / floor operating mode, and the floor operating mode.

[0053] Fig. Figures 7-11 represent a defrosting cavity 135 according to another embodiment of the invention. The defrosting cavity 135 can be formed in a line 109, which replaces the first line 9 of the Fig. The defrosting cavity 135 is used in the air treatment system 1 shown in Figure 1. However, it can be used in conjunction with any type of air treatment system, which generally has an inlet section 20, a conditioning section 21 and a mixing section 22, wherein the mixing section 22 is formed upstream of the different sub-sections of a discharge section 23, including the defrosting cavity 135.

[0054] Line 109 branches into at least two independent flow paths, comprising at least one windshield defrost path 141 and at least one dehumidification path 142a, 142b. The in Fig. The embodiment shown in Figures 7-11 utilizes a single windshield defrost path 141 and a pair of dehumidification paths 142a, 142b, which are formed on the transverse sides of the windshield defrost path 141. However, various other configurations, including only one of the dehumidification paths 142a, 142b being formed laterally to the windshield defrost path 141, can be used without deviating from the scope of the present invention. Upstream of the branching of the line 109 into the paths 141, 142a, 142b, the entirety of the line 109 can be defined by a first side wall 136, a second side wall 137, which is arranged opposite the first side wall 136, a third side wall 138, and a fourth side wall 139, which is arranged opposite the third side wall 138.An inlet to the dehumidification path 142a is formed by a recess (not shown) in the third side wall 138, and an inlet to the dehumidification path 142b is formed by a recess 143 in the fourth side wall 139. The dehumidification path 142a therefore extends at least partially in a first transverse direction of the conduit 109, while the dehumidification path 142b extends at least partially in a second transverse direction of the conduit 109, opposite to the first transverse direction.

[0055] As in Fig. As shown in Figure 11, the third side wall 138, downstream of the branching of line 109, forms a partition 145a that separates the dehumidification path 142a from the windshield defrost path 141, while the fourth side wall 139 forms a partition 145b that separates the dehumidification path 142b from the windshield defrost path 141. The dehumidification path 142a is therefore at least partially defined by partition 145a, while the dehumidification path 142b is at least partially defined by partition 145b. The windshield defrost path 141 is thus defined by the first side wall 136, the second side wall 137, the third side wall 138, which acts as partition 145a, and the fourth side wall 139, which acts as partition 145b.

[0056] A control flap 150 is rotatably arranged in the defrosting cavity 135, adjacent to a branch of the line 109 into the windshield defrosting path 141 and the dehumidification paths 142a, 142b. The control flap 150 comprises a shaft 151 or similar structure for forming an axis of rotation of the control flap 150. The shaft 151 can have a first shaft section 152, which is rotatably coupled to the third side wall 138, acting as a partition 145a, and a second shaft section 153, which is rotatably coupled to the fourth side wall 139, acting as a partition 145b. However, alternative arrangements can be used without deviating from the scope of the present invention.

[0057] The control flap 150 is in Fig. Figures 7-11 show that it has a double-aperture design oriented at an obtuse angle. The control flap 150 has a first distal rim 162 and an opposing second distal rim 163 (in Fig. (11 shown). The first distal rim 162 forms a distal surface of the control valve 150, which is formed on one side of its axis of rotation, while the second distal rim 163 forms a distal surface of the control valve 150, which is formed on the other side of its axis of rotation. The first distal rim 162 and the second distal rim 163 can each extend substantially parallel to the axis of rotation of the control valve 150. The first distal rim 162 and the second distal rim 163 can each have a sealing surface (not shown) arranged thereon to engage with the walls forming the conduit 109. The sealing surface can be configured to be deflected or compressed upon engagement with the corresponding surface of the conduit 109, in order to allow the control valve 150 to precisely seal off a flow of air around the corresponding rim of the control valve 150.

[0058] Fig. Figure 7 represents the control flap 150 when set in a fully open position corresponding to the defrost operating mode of the air handling system 1. The control flap 150 is rotated to a position in which both the windshield defrost path 141 and the dehumidification paths 142a, 142b are fully open to allow air to flow from the mixing section 22 to each of the windshield defrost vents and the dehumidification vents of the air handling system 1. The first distal edge 162 and the second distal edge 163 of the control flap 150 are each spaced from each of the first side wall 136 and the second side wall 137. As shown in Fig. As shown in Figure 7, positioning the control flap 150 allows the dehumidification path 142b to be fully open, enabling at least some of the air flowing through the duct 109 to rotate in the second transverse direction (where a flow in the second transverse direction is indicated by an X in Fig. (as indicated in Figures 7-10), to flow in a direction parallel to the axis of rotation of the control flap 150 beyond the partition 145b, before rotating again to flow in a direction perpendicular to the axis of rotation of the control flap 150, and essentially parallel to the flow of air through the windshield defrost path 141. Because the dehumidification paths 142a, 142b can be configured to be essentially symmetrical, a description of the dehumidification path 142a, which is shown in Figures 7-10, can be given as follows: Fig. 7-10 is not shown, in some cases it may be omitted, but it should be understood that the operation of the dehumidification paths 142a, 142b is essentially identical.

[0059] Fig. Figure 8 represents the defrosting cavity 135 when the air handling system 1 is operated in mixed defrosting / floor mode. The control flap 150 is operated by the in Fig. The position shown in point 7 is rotated around its axis of rotation in the first direction of rotation (clockwise from the perspective of...). Fig. 7-10). Repositioning the control flap 150 results in the windshield defrost path 141 being restricted or reduced in a flow path cross-sectional area, compared to that in Fig. 7 Positioning of the control flap 150 shown, while each of the dehumidification paths 142a, 142b remains unblocked following the rotation of the control flap 150.

[0060] Fig. 9 and Fig. 11 represent the defrosting cavity 135 when the air handling system 1 is operated in ground mode. The control flap 150 is operated by the in Fig. The position shown in image 8 is rotated further around its axis of rotation in the first direction of rotation (clockwise from the perspective of). Fig. 7-10). The second distal edge 163 of the control flap 150 contacts the first side wall 136 following the rotation of the control flap 150, thereby forming a single flow path between the first distal edge 162 and the second side wall 137, which in Fig. 11 is designated as gap 180. The airflow through gap 180 can be considered a flow in the "vented state," in which a minimized amount of air originating from mixing section 22 is caused to flow through gap 180 and into the windshield defrost path 141. Repositioning the control flap 150 consequently results in the windshield defrost path 141 being restricted or reduced in a flow path cross-sectional area, compared to that in Fig. 8 shown position of the control flap 150, while the dehumidification paths 142a, 142b continue through the control flap 150 to remain unobstructed.

[0061] As in Fig. As shown in Figure 9, the recess forming the inlet to the dehumidification path 142b is located adjacent to a surface of the control flap 150, extending from its axis of rotation to its first distal edge 162. This positioning of the dehumidification path 142b relative to the control flap 150 advantageously allows the air striking the control flap 150 to be rotated by the control flap 150 in both directions: first, transversely towards the dehumidification path 142a, and second, transversely towards the dehumidification path 142b. When the control flap 150 is rotated to restrict flow to the windshield defrost path 141, the control flap 150 consequently also serves the purpose of directing the remainder of the flow to the dehumidification paths 142a, 142b, thus acting as a deflector plate to direct a flow to the dehumidification paths 142a, 142b.

[0062] Fig. Figure 10 represents the defrosting cavity 135 when the control flap 150 has been rotated to a position that blocks flow to each of the windshield defrosting path 141, the dehumidification path 142a, and the dehumidification path 142b. The control flap 150 is rotated in the second direction of rotation opposite to the first direction of rotation (counterclockwise as shown in Figure 10). Fig. (shown in Figures 7-10) until the first distal edge 162 engages with the first side wall 136 and the second distal edge 163 engages with the second side wall 137, thereby completely blocking any flow to the defrosting cavity 135. The control flap 150 in the closed position can correspond to operation of the air handling system 1 in a single-stage orifice mode or a two-stage orifice / bottom mode.

[0063] The line 109 and the defrosting cavity 135 therefore provide an alternative configuration for controlling the airflow to the windshield defrosting vents and the side window defrosting vents of the air handling system 1, compared to the one described in Fig. 1-6 is revealed. In the Fig. In the embodiment shown in Figures 1-6, the control flap 50 is used to direct at least a portion of the air flowing through the defrosting cavity 35 in a direction perpendicular to the axis of rotation of the control flap 150, in order to direct the air towards the dehumidification path 42, which is spaced apart from the windshield defrosting path 41 in a direction perpendicular to the axis of rotation. The air thus enters the dehumidification path 42 while flowing in a direction perpendicular to the axis of rotation of the control flap 50. In the embodiment shown in Fig. In the embodiment shown in Figures 7-11, the control flap 150 is used to direct at least a portion of the air flowing through the defrosting cavity 135 in a transverse direction parallel to the axis of rotation of the control flap 150, in order to direct the air towards the dehumidification paths 142a, 142b, which are spaced apart from the windshield defrosting path 141 in a direction parallel to the axis of rotation. The air must therefore flow at least partially in the transverse direction parallel to the axis of rotation of the control flap 150 to enter the inlet to the dehumidification paths 142a, 142b. The alternative embodiments allow for design freedom of the air handling system 1 to accommodate various differing flow configurations of the discharge section 23 of the air handling system 1, as well as to accommodate various different packaging arrangements that can be formed around the air handling system 1.

[0064] The in Fig. Figure 7-11 discloses the crossflow configuration, showing the control flap 150 to be completely separated from the dehumidification paths 142a, 142b by the partitions 145a, 145b, but various other configurations can be used, including configurations in which one or more parts of the control flap 150 extend into one or both of the dehumidification paths 142a, 142b, as long as the control flap 150 does not obstruct the flow of air through the dehumidification paths 142a, 142b during the prescribed operating modes of the air treatment system 1.

[0065] Fig. 12-14, for example, represent a defrosting cavity 235, wherein a control flap 250 extends at least partially into at least one dehumidification path of the air treatment system 1, according to another embodiment of the invention. The defrosting cavity 235 can be formed in a duct 209, which replaces the first duct 9 of the in Fig. The defrosting cavity 235 is used in the air treatment system 1 shown in Figure 1. However, the defrosting cavity 235 can be used in conjunction with any type of air treatment system, which generally has an inlet section 20, a conditioning section 21 and a mixing section 22, wherein the mixing section 22 is formed upstream of the different sub-sections of a discharge section 23 which has the defrosting cavity 235.

[0066] Line 209 branches into at least two independent flow paths, including at least one windshield defrost path 241 and at least one dehumidification path 242a, 242b. The in Fig. The embodiment shown in Figures 12-14 utilizes a single windshield defrost path 241 and a pair of dehumidification paths 242a, 142b, which are formed on the transverse sides of the windshield defrost path 241. However, various other embodiments, with only a single dehumidification path 242a, 242b formed transversely to the windshield defrost path 241, can be used without deviating from the scope of the present invention. Upstream of the branching of the line 209 into the paths 241, 242a, 242b, the entirety of the line 209 can be defined by a first side wall 236, a second side wall 237, which is arranged opposite the first side wall 236, a third side wall 238, and a fourth side wall 239, which is arranged opposite the third side wall 238.A partition 245a and a partition 245b extend between the first side wall 236 and the second side wall 237 to divide an outlet of the conduit 209 into the independent flow paths 241, 242a, 242b. As in . Fig. As shown in Figure 14, the dehumidification path 242a is defined by the interaction of the partition 245a, a section of the first side wall 236, a section of the second side wall 237, and the third side wall 238. The dehumidification path 242b is defined by the interaction of the partition 245b, a section of the first side wall 236, a section of the second side wall 237, and the fourth side wall 239.

[0067] The control flap 250 is rotatably arranged in the defrost cavity 235, adjacent to a branch of the line 209 into the windshield defrost path 241 and the dehumidification paths 242a, 242b. The control flap 250 comprises a shaft 251 or similar structure for forming an axis of rotation of the control flap 250. The shaft 251 may have a first shaft section (not shown) rotatably coupled to the third side wall 138 and a second shaft section (not shown) rotatably coupled to the fourth side wall 239. However, alternative arrangements may be used without departing from the scope of the present invention.

[0068] The control flap 250 is in Fig. Figures 12-14 show that it has a double-aperture design oriented at an obtuse angle. The control flap 250 comprises a first distal rim 262 and an opposing second distal rim 263. The first distal rim 262 forms a distal surface of the control flap 250 on one side of its axis of rotation, while the second distal rim 263 forms a distal surface of the control flap 250 on the other side of its axis of rotation. The first distal rim 262 and the second distal rim 263 can each extend substantially parallel to the axis of rotation of the control flap 250. The first distal rim 262 and the second distal rim 263 can each have a sealing surface (not shown) arranged to engage with the walls forming the conduit 209.The sealing surface can be designed to be deflected or compressed when engaging with the corresponding surface of the line 209, in order to allow the control flap 250 to precisely seal a flow of air around the corresponding edge of the control flap 250.

[0069] Fig. 12 and Fig. Figure 13 represents the defrosting cavity 235 during operation in the ground-level operating mode of the air handling system 1. As explained in the preceding sections, the ground-level operating mode occurs when the control flap 250 is in the first direction of rotation (clockwise from the perspective of Fig. 12 and Fig. 13) is rotated until the control flap 250 can no longer rotate in the first direction of rotation because the second distal edge 263 engages with the first side wall 237. Consequently, with reference to Fig. 12 and Fig. 13. It is understood that a rotation of the control flap 250 in the second direction of rotation away from the position corresponding to the bottom operating mode will cause the control flap 250 to pass through positions corresponding to the mixed bottom / defrost operating mode, the defrost operating mode, and finally the fully closed position, in which the control flap 250 has rotated completely in the second direction of rotation and the first distal edge 262 engages with the first side wall 236 and the second distal edge 263 engages with the second side wall 237. Consequently, illustrations of the alternative operating modes of the defrost cavity 235 have been omitted.

[0070] Fig. Figure 12 shows the interior of the duct 209 along a plane extending through the central windshield defrost path 241. The partition 245b is formed immediately downstream of the first distal edge 262 of the control flap 250. The air flowing through the central portion of the duct 209 first encounters the control flap 250 before being directed to a gap 280 formed between the first distal edge 262 and the second side wall 237. The air flowing through the gap 280 enters the windshield defrost path 241 and is directed to the windshield defrost vents of the passenger compartment.The relatively small cross-sectional flow area of ​​the gap 280 causes at least some of the air striking the control flap 250 to be diverted in two directions: first, a transverse direction parallel to the axis of rotation of the control flap 250 towards the dehumidification path 242a, and second, a transverse direction parallel to the axis of rotation of the control flap 250 towards the dehumidification path 242b. The diverted air is then able to flow past each of the partitions 245a, 245b at a point upstream of the partitions 245a, 245b in order to enter each of the dehumidification paths 242a, 242b.

[0071] Fig. Figure 13 shows the interior of the conduit 209 along a plane extending through the dehumidification path 242b. A deflector plate 265 extends from the first side wall 236 and is designed to control the flow of air encountering the deflector plate 265. As shown in Fig. As shown in Figure 13, the second side wall 237 widens adjacent to the deflector plate 265 to increase the cross-sectional flow area of ​​the dehumidification path 242b. When in floor operating mode, the deflector plate 265 and the control flap 250 work together to form a surface opposite the second side wall 237 for directing the air to the dehumidification path 242b.

[0072] The defrosting cavity 235 is therefore constructed using a similar principle to that of the one in Fig. The defrosting cavity 135 shown in Figures 7-11 is operated by using the control flap 250 to direct at least a portion of the air flowing through the duct 209 to lateral sections of the duct 209, in order to direct the air, spanning the windshield defrosting path 241, to the dehumidification paths 242a, 242b. The dehumidification paths 242a, 242b are designed to be widened in a direction extending perpendicular to the axis of rotation of the control flap 250, in contrast to the one shown in Figure 7-11. Fig. In the embodiment shown in Figures 7-11, the dehumidification paths 142a and 142b are widened in the direction parallel to the axis of rotation of the control flap 250. The control flap 250 thus allows the windshield defrost path 241 to be variably restricted by rotating the control flap 250, while the dehumidification paths 242a and 242b remain unobstructed.

[0073] 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 treatment system (1) for a heating, ventilation and air conditioning system of a motor vehicle with a passenger compartment, wherein the air treatment system (1) comprises: a conduit (9) with a continuous flow of air through it, wherein the conduit (9) has a partition (45) which divides the conduit (9) into a first path (41) and a second path (42); and a control flap (50) which is arranged in the conduit (9) and is rotatably adjustable between a first position in which the first path (41) and the second path (42) are each completely open, and a second position in which a flow area through the first path (41) is at least partially restricted and the second path (42) is completely open, wherein the control flap (50) has a first edge (62), an opposing second edge (63) and an axis of rotation between the first edge (62) and the second edge (63), and wherein the first path (41) is formed between a first wall (36) and the partition (45), and the second path (42) is formed between a second wall (37) and the partition (45), wherein the first wall (36) is formed opposite the second wall (37), wherein in the first position the first edge (62) and the second edge (63) of the control flap (50) are spaced apart from each of the first wall (36) and the second wall (37), and wherein in the second position the first edge (62) is spaced apart from the partition (45) and the second edge (63) engages with the first wall (36). [2] Air treatment system (1) for a heating, ventilation and air conditioning system of a motor vehicle with a passenger compartment, wherein a first path (141) is formed between a first wall (136) and an oppositely arranged second wall (137), wherein in a first position a first edge (162) and a second edge (163) of a control flap (50) are spaced apart from each of the first wall (136) and the second wall (137), and wherein in a second position the first edge (162) is spaced apart from the second wall (137) and the second edge (163) engages with the first wall (136). [3] Air treatment system (1) according to claim 1, wherein the air enters the second path (42) while flowing in a direction perpendicular to the axis of rotation of the control flap (50). [4] Air treatment system (1) according to claim 1, wherein the air enters the second path (42) while flowing in a direction parallel to the axis of rotation of the control flap (50). [5] Air treatment system (1) according to claim 1, wherein the control flap (50) is rotatably adjustable to a third position, wherein the control flap (50) blocks the flow of air through each of the first path (41) and the second path (42). [6] Air treatment system (1) according to claim 5, wherein a rotation of the control flap (50) from the first position to the second position occurs in a first direction of rotation, and a rotation of the control flap (50) from the second position to the third position occurs in a second direction of rotation, opposite to the first direction of rotation. [7] Air treatment system (1) according to claim 5, wherein the conduit (9) has the first wall (36) and the oppositely arranged second wall (37) upstream of the partition (45), and wherein in the third position the first edge (62) of the control flap (50) engages with the first wall (36) and the oppositely arranged second edge (63) of the control flap (50) engages with the second wall (37). [8] Air treatment system (1) according to claim 1, wherein the air treatment system (1) is configured to direct the air flowing through the first path (41) to at least one windshield defrosting vent of the passenger compartment, and to direct the air flowing through the second path (42) to at least one side window defrosting vent of the passenger compartment, wherein the air treatment system (1) is in a defrosting mode when the control flap (50) is in the first position, and the air treatment system (1) is in a floor mode when the control flap (50) is in the second position. [9] Method for operating an air treatment system (1) of a vehicle comprising a mixing section (22) for receiving a flow of air and a delivery section (23) for distributing the flow of air to ventilation openings of a passenger compartment of the vehicle, the method comprising the following steps: Providing a conduit (9) that forms a subsection of the discharge section (23) downstream of the mixing section (22) with respect to a direction of airflow, wherein the conduit (9) branches into a first path (41, 141) and a second path (42, 142a, 142b); and Adjusting a control flap (50) to control the flow of air through the first path (41, 141) and the second path (42, 142a, 142b). [10] Method according to claim 9, wherein the adjustment step comprises adjusting the control flap (50) to variably restrict the flow of air through the first path (41, 141) while the second path (42, 142a, 142b) remains completely open. [11] Method according to claim 10, wherein the air flowing through the first path (41, 141) is directed to at least one windshield defrosting vent of the passenger compartment, and the air flowing through the second path (42, 142a, 142b) is directed to at least one side window defrosting vent of the passenger compartment. [12] Method according to claim 10, wherein the variable restriction of the flow of air through the first path (41, 141) comprises rotating the control flap (50) away from a fully open position, wherein the first path (41, 141) and the second path (42, 142a, 142b) are fully open. [13] Method according to claim 10, wherein the control flap (50) has a first edge (62), an opposing second edge (63) and an axis of rotation between the first edge (62) and the second edge (63), and wherein the first path (41, 141) has a first wall (136) and an opposing second wall (137). [14] Method according to claim 13, wherein the adjustment step comprises rotating the control flap (50) about its axis of rotation to reduce each of a distance formed between the first edge (62) and the first wall (136) and a distance formed between the second edge (63) and the second wall (137). [15] Method according to claim 13, wherein when the second edge (63) of the control flap (50) engages with the second wall (137), a flow path formed between the first edge (62) and the first wall (136) is minimized, while remaining open to the air to flow through it. [16] Method according to claim 9, wherein the adjustment step comprises rotating the control flap (50) away from a fully open position, wherein a rotation in a first direction of rotation progressively restricts the flow through the first path (41, 141) while the second path (42, 142a, 142b) remains fully open, and a rotation in a second direction of rotation opposite to the first direction of rotation blocks a flow to the first path (41, 141) and the second path (42, 142a, 142b). [17] Method according to claim 9, wherein the control flap (50) is adjustable between a first position in which the first path (41, 141) and the second path (42, 142a, 142b) are completely closed, a second position in which the first path (41, 141) and the second path (42, 142a, 142b) are completely open, and a third position in which a flow area is at least partially restricted by the first path (41, 141) and the second path (42, 142a, 142b) is completely open. [18] Method according to claim 17, wherein the air treatment system (1) is in a defrost operating mode when the control flap (50) is in the second position, and the air treatment system (1) is in a floor operating mode when the control flap (50) is in the third position, wherein the defrost operating mode comprises air distributed only to the windshield defrost vents and side window defrost vents of the passenger compartment, and the floor operating mode comprises air distributed only to the windshield defrost vents, the side window defrost vents and floor vents of the passenger compartment.

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