Air conditioning for vehicle

Abstract

An air conditioning system (100) for a vehicle, installed in the vehicle, the air conditioning system (100) comprising: an evaporator (1) that cools air; a heating core (2) which heats the air; a unit case (3) which houses the evaporator (1) and the heater core (2) and in which an air mixing space (91) in which the air supplied from the evaporator and the air supplied from the heater core are mixed with each other is defined, and a plurality of flow paths (92, 94A, 94B, 95) through which the air mixed in the air mixing space flows are formed; a plurality of flaps that cause the plurality of flow paths (92, 94A, 94B, 95) to switch between an open state and a closed state; a plurality of flap levers (24) which rotatably support the plurality of flaps with respect to the unit housing (3) and include the pins (24B) extending parallel to rotation axes of the flaps; and a main lever (20) in which a guide groove (R) is formed into which the pins (24B) are fitted, and which rotates about an axis to guide the pins (24B) and rotate the flap levers (24), where the main lever contains: a main lever main body (21) in which the guide groove (R) is formed, and a shaft portion (22) provided at a position of the axis, supporting the main lever main body (21) with respect to the unit housing (3) so that the main lever main body (21) is rotatable about the axis, and provided with a claw portion (22B) engaging with the unit housing (3) so as not to fall off the unit housing (3), the shaft portion (22) has a higher toughness than the main lever main body (21) and is formed of a different material than the unit housing (3), and the shaft portion (22) and the flap levers (24) are formed from a material selected from the group consisting of polyacetal and polybutylene terephthalate, and the main lever main body (21) is made of polypropylene.

Description

Technical area

[0001] The present invention relates to an air conditioning system for a vehicle.

[0002] Priority is claimed to Japanese Patent Application No. 2019-115307 filed on June 21, 2019, the contents of which are incorporated herein by reference. State of the art

[0003] For example, as described in Japanese Unexamined Patent Application Publication No. JP 2017-13733 A below, a vehicle air conditioner used in an automobile or the like includes a heater core that is a heat exchanger for heating, an evaporator that is a heat exchanger for cooling, a unit case that defines an air mixing space in which warm air or cool air passing through the heater core and the evaporator is mixed, and an air mixing door that changes the mixing ratio between the warm air and the cool air in the air mixing space. In the case of such a device, it is possible to obtain air having a desired temperature with a change in the mixing ratio between the cool air and the warm air by adjusting the rotation amount of the air mixing door.

[0004] The air mix damper is rotatably supported relative to the unit body via a member called a damper lever. The damper lever is integrally provided with a pin projecting in a direction perpendicular to the direction in which the damper lever rotates. The pin is fitted into a guide groove of a main lever provided separately from the damper lever. The main lever rotates about its axis by being driven by a drive source (actuator). As the main lever rotates, the pin of the damper lever is guided along the guide groove, thus changing the orientation (rotation angle) of the damper lever.

[0005] The main lever has a sliding portion that slides with respect to the unit case and the door lever. In the example described above, the main lever rotates in a state of being fitted into a hole portion formed in the unit case. Moreover, the guide groove formed on the main lever is in a state of being in sliding contact with the pin of the door lever. Therefore, it is necessary to reduce friction generated between the main lever, the door lever, and the unit case. Here, in the prior art, the main lever and the door lever are each generally formed of polyacetal (POM) or polybutylene terephthalate (PBT).

[0006] Further prior art can be found in JP 2007 - 112 247 A which describes a device for opening and closing an air passage and an air conditioning system for vehicles, in JP 2013 - 189 115 A which describes an air conditioning system for a vehicle, in DE 10 2014 203 850 A1 which describes an air conditioning device for a motor vehicle and a control method therefor and in DE 10 2004 008 183 A1 which describes an air conditioning device. Summary of the inventionTechnical problem

[0007] However, since the main lever and the flap lever slide against each other as described above, in a case where the main lever and the flap lever are formed from the same member, the frictional force generated between the main lever and the flap lever becomes large. As a result, the sliding portions between the main lever and the flap lever may wear out prematurely or deteriorate. As a result, the durability of the vehicle air conditioner is limited.

[0008] The present invention was conceived to solve the problems described above, and an object thereof is to provide an air conditioner for a vehicle that is cost-effective and has high durability. The present invention is defined by the claims. Solution to the problem

[0009] According to one aspect of the present invention, there is provided an air conditioner for a vehicle installed in the vehicle, the air conditioner comprising an evaporator that cools air, a heater core that heats the air, a unit case that houses the evaporator and the heater core, and in which an air mixing space is defined in which the air supplied from the evaporator and the air supplied from the heater core are mixed with each other, and a plurality of flow paths through which the air mixed in the air mixing space flows are formed, a plurality of flaps that cause the plurality of flow paths to switch between an open state and a closed state, a plurality of flap levers that rotatably support the plurality of flaps with respect to the unit case and include pins that extend parallel to rotation axes of the flaps, and a main lever in which a guide groove is formed into which the pins are fitted.and which rotates about an axis to guide the pins and rotate the flap levers. The main lever includes a main lever main body in which the guide groove is formed, and a shaft portion provided at a position of the axis, which supports the main lever main body with respect to the unit case so that the main lever main body is rotatable about the axis, and is provided with a claw portion that engages with the unit case to prevent it from falling off the unit case. The shaft portion has higher toughness than the main lever main body and is formed of a different material than the unit case.

[0010] According to the configuration described above, the main lever includes the main lever main body and the shaft portion. Of these, the shaft portion has higher toughness than the main lever main body and is formed of a different material from the unit case. Therefore, compared with a configuration in which the shaft portion and the unit case are formed of the same material, a frictional force generated between the shaft portion and the unit case can be reduced. Furthermore, since the main lever main body and the shaft portion are formed of different materials from each other, the flap levers sliding on the main lever main body can be formed of the same material as the shaft portion. In this case, too, a frictional force generated between the flap levers and the main lever main body can be reduced.Furthermore, since it is easy to select a cost-effective material, cost reduction can be realized.

[0011] In the air conditioner for a vehicle of the present disclosure, the shaft portion and the door levers may be formed of a material selected from the group consisting of polyacetal and polybutylene terephthalate, and the main lever main body may be formed of polypropylene.

[0012] According to the configuration described above, the toughness of the shaft portion and the flap lever can be made higher than the toughness of the main lever main body.

[0013] In the air conditioner for a vehicle of the present disclosure, an extension portion extending in a radial direction with respect to the axis may be formed at an end portion of the shaft portion located on an opposite side to the claw portion.

[0014] According to the above-described configuration, the shaft portion is engaged with the unit case from one side via the claw portion, and is fixed to the unit case from the other side via the extension portion provided at the end portion located on the opposite side to the claw portion. That is, since the extension portion is provided, it is possible to eliminate the possibility of the shaft portion falling off from one side to the other side.

[0015] In the air conditioner for a vehicle, at least one of the plurality of doors may be an air mix door that is provided in the air mix space and that adjusts a mix state of the air supplied from the evaporator and the air supplied from the heater core.

[0016] Here, when adjusting the temperature of the air to be sent, the air mix door generally rotates more frequently than the other doors. This means that it is particularly important to reduce the frictional force caused by sliding movement between the air mix door and the unit case. According to the configuration described above, the frictional force generated between the air mix door and the unit case can be reduced, making it possible to operate the vehicle air conditioner more stably. Advantageous effects of the invention

[0017] According to the present invention, it is possible to provide an air conditioner for a vehicle which is inexpensive and has high durability. Short description of the drawings Fig. 1 is a cross-sectional view showing the configuration of an air conditioner for a vehicle according to an embodiment of the present invention. Fig. 2 is a vertical cross-sectional view showing the vicinity of flaps in the Fig. 1 shows the air conditioning system for a vehicle. Fig. 3 is an enlarged cross-sectional view of a main part of Fig. 2. Description of embodiments

[0018] An embodiment of the present invention will be described with reference to the drawings. As shown in Fig. 1, an air conditioner 100 for a vehicle according to the present embodiment includes an evaporator 1, a heater core 2, a unit case 3 that houses the evaporator 1 and the heater core 2, a plurality of doors D (air mix door 4, foot switch door 5, defroster switch door 6, and surface door 9) for adjusting the flow of air within the unit case 3, a main lever 20 that supports the doors D with respect to the unit case 3, and door lever 24. It should be noted that Fig. 1 is a cross-sectional view of the air conditioner 100 for a vehicle, viewed in a width direction, which is a direction intersecting a traveling direction of a vehicle in which the air conditioner 100 for a vehicle is installed.

[0019] For example, a heat exchanger for cooling is used as the evaporator 1, which uses a vapor-compression refrigeration cycle. A low-pressure refrigerant flowing in the evaporator 1 is evaporated by absorbing heat from the air flowing around the evaporator 1, thereby cooling the air. In the present embodiment, the evaporator 1 is formed in a thick plate-like shape.

[0020] As the heater core 2, a warm-water type heat exchanger is used for heating, which heats air with warm water (i.e., engine cooling water) from an engine or the like for a vehicle (not shown). A heat amount of warm water flowing inside the heater core 2 is applied to air flowing around the heater core 2, so that the air is heated. In the present embodiment, the heater core 2 is also formed in a thick plate-like shape like the evaporator 1.

[0021] The unit case 3 houses the evaporator 1 and the heater core 2, and an air flow path is defined within the unit case 3. Specifically, within the unit case 3, a cooling chamber 7, a heating chamber 8, a foot discharge flow path 92, an air mixing chamber 91, a relay chamber 93, a center discharge flow path 94A, a side discharge flow path 94B, and a defroster discharge flow path 95 are formed.

[0022] The evaporator 1 is housed in the refrigerating compartment 7. The evaporator 1 divides the refrigerating compartment 7 into two spaces. Specifically, the refrigerating compartment 7 includes an introduction compartment 71 and a cold air supply compartment 72. A compartment formed on one side of the evaporator 1 in the traveling direction of the vehicle is the introduction compartment 71, through which air introduced by a fan or the like (not shown) flows. The compartment on the other side of the evaporator 1 (i.e., the compartment formed on the opposite side of the evaporator 1 from the introduction compartment 71) is the cold air supply compartment 72, through which air cooled by the evaporator 1 flows. That is, air in the introduction compartment 71 is cooled when the air comes into contact with the evaporator 1 by being sent from the fan, and then flows into the cold air supply compartment 72.

[0023] The heater core 2 is housed in the heating compartment 8. The heating compartment 8 communicates with the cooling compartment 7 via a portion of the air mixing compartment 91, which will be described later. Specifically, the heating compartment 8 is provided at a position facing the cooling compartment 7 from the cold air supply compartment 72 side. The heater core 2 divides the heating compartment 8 into three compartments. The heating compartment 8 includes a second introduction compartment 81, a warm air supply compartment 82, and a return compartment 83. A compartment on one side (i.e., the side facing the cooling compartment 7 from the heater core 2) with respect to the heater core 2 in the traveling direction of the vehicle is the second introduction compartment 81, into which air supplied from the cold air supply compartment 72 is introduced.A space on the other side of the heater core 2 (the space formed on the opposite side of the heater core 2 from the second introduction space 81) is the warm air supply space 82 through which air heated by the heater core 2 flows. That is, air within the second introduction space 81 is heated when the air comes into contact with the heater core 2 and then flows into the warm air supply space 82.

[0024] Furthermore, in the heating chamber 8, a space is formed between an upper end portion of the heater core 2 and an inner wall of the unit case 3. This space is the return chamber 83 through which air passing through the second introduction chamber 81 and the warm air supply chamber 82 in this order returns to the air mixing chamber 91, which will be described later.

[0025] The refrigerating chamber 7 and the heating chamber 8 configured as described above communicate with each other via the air mixing chamber 91. In the air mixing chamber 91, the cooled air (cold air) in the refrigerating chamber 7 and the heated air (warm air) in the heating chamber 8 are mixed with each other. Specifically, the air mixing chamber 91 is a flow path that communicates with the cold air supply chamber 72 of the refrigerating chamber 7 and the warm air supply chamber 82 of the heating chamber 8 and extends upward. On the refrigerating chamber 7 side in the air mixing chamber 91, a guide partition wall portion 10 is provided, which guides air flowing through the air mixing chamber 91 to an upper surface.

[0026] The air mixing chamber 91 is provided with the air mixing door 4, which adjusts the mixing ratio (mixing state) between air introduced from the cooling chamber 7 and air introduced from the heating chamber 8. The air mixing door 4 is a plate-shaped member rotatably supported by the unit case 3 at a boundary between the air mixing chamber 91 and the heating chamber 8. Specifically, the air mixing door 4 includes a rotary shaft 41 rotating around a center axis A1 extending in a vehicle width direction, an air mixing door main body 42, and a reheating prevention door 43, the air mixing door main body 42 and the reheating prevention door 43 extending in a plane intersecting the width direction, with the rotary shaft 41 interposed therebetween.

[0027] In the present embodiment, the rotary shaft 41 is provided on a straight line connecting an upper end portion (first end portion t1) and a lower end portion (second end portion t2) of the boundary between the air mixing space 91 and the heating space 8. Moreover, the rotary shaft 41 is provided at a position coincident with an upper end portion of the heater core 2 in a vertical direction as viewed in a cross-sectional view. Moreover, a dimension from the rotary shaft 41 to a lower end portion (third end portion t3) of the guide partition wall portion 10 is approximately the same as a dimension from the rotary shaft 41 to the second end portion t2.

[0028] The air mix door main body 42 extends, as viewed in cross-sectional view, by the dimension from the rotary shaft 41 to the second end portion t2 (similarly, by the dimension from the rotary shaft 41 to the third end portion t3 of the guide partition wall portion 10). On the other hand, the reheat prevention door 43 extends in a direction opposite to a direction in which the air mix door main body 42 extends, with the rotary shaft 41 interposed therebetween. Specifically, the reheat prevention door 43 extends toward the air mixing space 91 side with respect to a plane along which the air mix door main body 42 extends.

[0029] The air mixing flap 4 configured as described above is arranged between a Fig. 1 and a maximum heating position (not shown). In the maximum cooling position, a tip portion of the air mix door main body 42 (an end portion on the opposite side to the rotary shaft 41) comes into contact with the second end portion t2 of the air mixing space 91 side. At the same time, the reheating prevention door 43 is held at a position facing the first end portion t1 of the rotary shaft 41 in the vertical direction. Accordingly, in the maximum cooling position, the cooling space 7 and the heating space 8 are partitioned by the air mix door main body 42, and the cooling space 7 and the air mixing space 91 communicate with each other.

[0030] On the other hand, although not shown in detail, in the maximum heating position, the tip portion of the air mixing damper main body 42 comes into contact with the third end portion t3 of the guide partition wall portion 10 from the air mixing chamber 91 side. At the same time, the reheating prevention damper 43 comes into contact with an upper end of the heater core 2 from the return chamber 83 side. Accordingly, the cooling chamber 7 and the heating chamber 8 communicate with each other, and the heating chamber 8 and the air mixing chamber 91 communicate with each other via the return chamber 83.

[0031] In the air mixing chamber 91, an inner wall of the unit case 3 forms the foot discharge flow path 92 at a region facing the guide partition wall portion 10 in the traveling direction (i.e., above the heating chamber 8). The foot discharge flow path 92 communicates with a foot discharge outlet (not shown) for sending air to the feet of a passenger in the vehicle.

[0032] One end portion (an end portion on the air mixing chamber 91 side) of the foot discharge flow path 92 is a foot introduction inlet E1 for introducing air from the air mixing chamber 91. The foot introduction inlet E1 is an opening extending in the vertical direction as viewed in cross-sectional view. An upper end of the foot introduction inlet E1 is a fifth end portion t5, and a lower end thereof is a sixth end portion t6.

[0033] The foot switch door 5 is provided in the foot output flow path 92. The foot switch door 5 is a plate-shaped member rotatably supported in the foot output flow path 92. Specifically, the foot switch door 5 includes a rotary shaft 51 (second rotary shaft) rotating around a center axis A2 (second center axis) extending in the vehicle width direction, and a foot switch door main body 52 (foot switch main body) extending in a plane intersecting the width direction, with the rotary shaft 51 interposed therebetween. The area of ​​the foot switch door main body 52 is the same as the cross-sectional area of ​​the foot output flow path 92.

[0034] An accommodation space 5V for accommodating the foot switch door 5, which is recessed upward, is formed on an inner surface of the foot output flow path 92. That is, when the foot switch door 5 is in an open position, the foot switch door 5 is accommodated in the accommodation space 5V. Viewed in a direction in which the foot output flow path 92 extends, the foot switch door 5 accommodated in the accommodation space 5V does not protrude toward the interior of the foot output flow path 92. In other words, in this state, one surface of the foot switch door 5 is flush with the other inner surface of the foot output flow path 92.

[0035] Another space is formed above the air mixing space 91. This space is the relay space 93. The relay space 93 is a space for distributing air supplied from the air mixing space 91 to the defroster discharge flow path 95, the center discharge flow path 94A, and the side discharge flow path 94B, which will be described later.

[0036] At a portion facing the foot insertion inlet E1 in the traveling direction, the defroster discharge flow path 95 is formed by an inner wall of the unit case 3. The defroster discharge flow path 95 extends in the vertical direction and communicates with a defroster discharge outlet (not shown) through which air for defrosting is sent from the interior of the vehicle to a windshield (front window).

[0037] One end portion (an end portion on the relay chamber 93 side) of the defroster discharge flow path 95 is a defroster introduction inlet E2 for introducing air from the relay chamber 93. The defroster introduction inlet E2 is an opening extending in the vertical direction as viewed in cross-sectional view. An upper end portion of the defroster introduction inlet E2 is a seventh end portion t7, and a lower end portion thereof is an eighth end portion t8.

[0038] The defroster discharge flow path 95 is provided with the defroster switching door 6. The defroster switching door 6 is a plate-shaped member rotatably supported above the defroster introduction inlet E2. Specifically, the defroster switching door 6 includes a rotary shaft 61 rotating around a central axis A3 extending in the vehicle width direction, and a defroster switching door main body 62 extending from the rotary shaft 61 in a plane intersecting the width direction.

[0039] Further spaces are formed above the relay space 93. These spaces are the center discharge flow path 94A and the side discharge flow path 94B. The center discharge flow path 94A is a flow path into which air supplied from the relay space 93 is sucked and through which the air is sent to a center discharge outlet (not shown) provided at the center portion of a vehicle instrument panel. The side discharge flow path 94B is a flow path through which air is sent to side discharge outlets (not shown) provided at both end portions of the vehicle instrument panel. The center discharge outlet and the side discharge outlets are mainly provided for sending cold air or warm air toward the upper part of an occupant's body.

[0040] The center discharge flow path 94A and the side discharge flow path 94B are arranged adjacent to each other in the traveling direction of the vehicle. The center discharge flow path 94A and the side discharge flow path 94B extend in different directions. Specifically, the center discharge flow path 94A extends from a bottom side in the vertical direction to an upper side, while being closer to the upper side from a front side in the traveling direction of the vehicle to a rear side. The side discharge flow path 94B extends in the vertical direction. The center discharge flow path 94A is provided rearward of the side discharge flow path 94B in the traveling direction of the vehicle.

[0041] The center discharge flow path 94A is formed by a center discharge flow path forming portion 3A having a tubular shape and being a portion of the unit case 3. An end portion of the center discharge flow path forming portion 3A, located on the relay space 93 side, is a center opening E3 open to the relay space 93. The side discharge flow path 94B is formed by a side discharge flow path forming portion 3B having a tubular shape and being a portion of the unit case 3. An end portion of the side discharge flow path forming portion 3B, located on the relay space 93 side, is a side opening E4 open to the relay space 93.

[0042] The surface flap 9 is installed between the center discharge flow path 94A and the side discharge flow path 94B. Specifically, the surface flap 9 is provided at a ninth end portion t9 where an inner surface of the center discharge flow path 94A and an inner surface of the side discharge flow path 94B intersect. The surface flap 9 causes the center discharge flow path 94A and the side discharge flow path 94B to switch between an open state and a closed state.

[0043] The surface flap 9 includes a rotary shaft 31 rotatable about a central axis A4 extending in the vehicle width direction, and includes a first flap main body 32 and a second flap main body 33 provided on the rotary shaft 31 and extending in mutually different directions toward a radially outer side with respect to the central axis A4. The rotary shaft 31 is rotatably supported at the above-described ninth end portion t9. The first flap main body 32 has a plate-like shape extending from the rotary shaft 31 toward the center discharge flow path 94A side. The second flap main body 33 has a plate-like shape extending from the rotary shaft 31 toward the side discharge flow path 94B side.

[0044] A dimension from the rotary shaft 31 to a tip portion of the first door main body 32 is equal to a dimension from the ninth end portion t9 to the fifth end portion t5. A dimension from the rotary shaft 31 to a tip portion of the second door main body 33 is equal to a dimension from the ninth end portion t9 to the seventh end portion t7. Moreover, when the surface door 9 is in a closing position, the first door main body 32 extends in a plane perpendicular to a direction in which the center discharge flow path 94A extends. Moreover, when the surface door 9 is in the closing position, the second door main body 33 extends in a plane different from the plane in which the first door main body 32 extends and perpendicular to a direction in which the side discharge flow path 94B extends.That is, the center opening E3 of the center discharge flow path 94A and the side opening E4 of the side discharge flow path 94B are provided to be closed by the first door main body 32 and the second door main body 33 of the surface door 9 when the surface door 9 is in the closed position. Note that the term "a direction in which a flow path extends" herein refers to the normal direction of an opening plane of each flow path. Furthermore, "to be perpendicular" does not necessarily mean strictly perpendicular, and slight manufacturing errors, tolerances, and the like are acceptable as long as the configuration is made to achieve a perpendicular state.

[0045] According to the configuration described above, the mixing ratio between cold air from the cooling room 7 and warm air from the heating room 8 is adjusted, and the state of air distribution to each flow path (foot discharge flow path 92, defroster discharge flow path 95, center discharge flow path 94A and side discharge flow path 94B) is switched by rotating the air mix door 4, the foot switch door 5, the defroster switch door 6 and the surface door 9.

[0046] Here, the air mix door 4, the foot switch door 5, the defroster switch door 6 and the surface door 9 described above are controlled by means of a configuration as shown in Fig. 2 is mounted on the unit housing 3. It should be noted that in a Fig. 2, the air mix door 4, the foot switch door 5, the defroster switch door 6, and the surface door 9 are collectively shown as the doors D. In other words, a configuration described below can be applied to any combination including any two or more of the air mix door 4, the foot switch door 5, the defroster switch door 6, and the surface door 9. Although in Fig. 2 only two flaps D are shown, it is also possible to apply the configuration described below to three or more flaps D.

[0047] As in Fig. 2, each flap D is rotatably supported with respect to the unit case 3 by the flap lever 24. Specifically, the flap lever 24 includes a flap lever main body 24A, a pin 24B, a flap support portion 24C, and a plate-shaped portion 24D. The flap lever main body 24A is rotatable about a flap axis Ad extending in a direction perpendicular to a wall surface (unit case inner surface 3S or unit case outer surface 3T) of the unit case 3.

[0048] An end portion of the flap lever main body 24A located on the unit case inner surface 3S side is integrally provided with the flap support portion 24C for supporting and fixing the flap D. An end portion of the flap lever main body 24A located on the unit case outer surface 3T side is integrally provided with the plate-shaped portion 24D extending within a plane perpendicular to the flap axis Ad. The pin 24B is provided at a position on the plate-shaped portion 24D that is eccentric with respect to the flap axis Ad. The pin 24B has a rod-like shape that protrudes from the plate-shaped portion 24D in a direction parallel to a rotational axis (flap axis Ad) of the flap D. That is, it is possible to rotate the flap lever 24 and the flap D about the flap axis Ad by applying a force to the pin 24B.It should be noted that "parallel" means substantially parallel, and that manufacturing tolerances and errors are permitted.

[0049] The flap levers 24 are rotated by the main lever 20 via the pins 24B. The main lever 20 is supported by the unit case 3 at a through hole (support hole H1) formed in the unit case 3. Specifically, the main lever 20 includes a main lever main body 21 having a plate-like shape and covering each of the flap levers 24 from the unit case outer surface 3T side, and a shaft portion 22 that supports the main lever main body 21 so that the main lever main body 21 can rotate about an axis Ax.

[0050] Guide grooves R, into which the pins 24B of the above-described flap levers 24 are fitted, are formed on outer peripheral edges on a surface of the main lever main body 21 facing the unit case outer surface 3T side. Although not shown in detail, each guide groove R extends along the rotational path of the pin 24B about the flap axis Ad. That is, in a case where the main lever 20 is rotated about the axis Ax, the pins 24B are guided along the guide grooves R, and the orientations (rotation angles) of the flaps D are changed.

[0051] A through hole H2 (see Fig.3) penetrating the main lever main body 21 in a direction along the axis Ax is formed at the central portion of the main lever main body 21. The shaft portion 22 is fixed to the through hole H2. The shaft portion 22 includes a shaft portion main body 22A having a columnar shape centered on the axis Ax, a plurality of claw portions 22B provided on an outer peripheral side of the shaft portion main body 22A, and an extension portion 22P provided on a side opposite to the claw portions 22B of the shaft portion main body 22A. The plurality of claw portions 22B have an outer diameter dimension slightly larger than the support hole H1 formed in the unit case 3.After the claw portions 22B are pressed into the support hole H1 by elastic deformation, the claw portions 22B are exposed on the unit case inner surface 3S side, so that the shaft portion 22 is engaged with the support hole H1 so as not to fall off from the support hole H1.

[0052] Furthermore, an end portion of the shaft portion 22 located on a side opposite to the claw portions 22B is integrally formed with the extension portion 22P extending in a radial direction with respect to the axis Ax. The extension portion 22P is accommodated in an accommodation recess Rs formed to be coaxial with the through hole H2 of the main lever main body 21. Furthermore, the end portion of the shaft portion 22 located on a side opposite to the claw portions 22B is integrally provided with a connecting portion C having a tubular shape centered on the axis Ax. A drive source (actuator) (not shown) is connected to the connecting portion C. That is, the main lever 20 is rotated about the axis Ax by means of a rotational force applied from the drive source.

[0053] In the above-described configuration, the main lever 20 is rotated in a state of being inserted into the support hole H1 formed in the unit case 3. Moreover, the guide grooves R formed in the main lever 20 are in a state of sliding contact with the pins 24B of the door levers 24. Therefore, it is necessary to reduce friction generated between the main lever 20, the door levers 24, and the unit case 3. Here, in the prior art, the main lever 20 and the door levers 24 are each generally integrally formed of polyacetal (POM) or polybutylene terephthalate (PBT).

[0054] However, since the main lever 20 and the flap levers 24 slide on each other as described above, in a case where the main lever 20 and the flap levers 24 are formed of the same member, a frictional force generated between the main lever 20 and the flap levers 24 becomes large. As a result, sliding portions between the main lever 20 and the flap levers 24 may wear out prematurely or deteriorate. As a result, the durability of the air conditioner for a vehicle is limited.

[0055] Therefore, in the present embodiment, the main lever 20 is divided into two members (i.e., the main lever main body 21 and the shaft portion 22), and these members are formed of different materials. Specifically, the shaft portion 22 has higher toughness than the main lever main body 21 and is formed of a different material than the unit case 3. As a specific example of such a material, the shaft portion 22 and the flap levers 24 are formed of a material selected from a group including polyacetal (POM) and polybutylene terephthalate (PBT), and the main lever main body 21 and the unit case 3 are formed of polypropylene (PP).Therefore, sliding contact portions between the shaft portion 22 and the unit housing 3, sliding contact portions between the flap levers 24 and the unit housing 3, and sliding contact portions between the flap levers 24 and the main lever 20 can be formed from different materials. As a result, wear and deterioration of the sliding contact portions can be reduced, for example, compared to a case where the sliding contact portions are formed from the same material.

[0056] As described above, according to the above-described configuration, the main lever 20 includes the main lever main body 21 and the shaft portion 22. Of these, the shaft portion 22 has higher toughness than the main lever main body 21 and is formed of a different material from the unit case 3. Therefore, compared to a configuration in which the shaft portion 22 and the unit case 3 are formed of the same material, a frictional force generated between the shaft portion 22 and the unit case 3 can be reduced. Furthermore, since the main lever main body 21 and the shaft portion 22 are formed of different materials from each other, the flap levers 24 sliding on the main lever main body 21 can be formed of the same material (for example, POM) as the shaft portion 22. In this case, too, a frictional force generated between the flap levers 24 and the main lever main body 21 can be reduced.Furthermore, since the types of required materials can be reduced, cost reduction can be realized.

[0057] Furthermore, according to the above-described configuration, the shaft portion 22 is engaged with the unit case 3 from one side in a direction along the axis Ax direction via the claw portions 22B, and is fixed to the unit case 3 from the other side by means of the extension portion 22P provided at the end portion located on the opposite side to the claw portions 22B. That is, since the extension portion 22P is provided, it is possible to eliminate a possibility that the shaft portion 22 falls from one side to the other side.

[0058] Moreover, in the present embodiment, the above-described configuration can be applied to the air mix door 4 as the door D. Here, at the time of adjusting the temperature of air to be sent, the air mix door 4 generally rotates more frequently than the other doors. That is, it is particularly important to reduce a frictional force caused by a sliding movement between the air mix door 4 and the unit case 3. According to the above-described configuration, a frictional force generated between the air mix door 4 and the unit case 3 can be reduced, and it is possible to operate the air conditioner 100 for a vehicle more stably. List of reference symbols 1 evaporator 2 heating cores 3 unit housings 3A Formation section for center discharge flow path 3B Formation section for side discharge flow path 3S unit housing interior surface 3T unit housing outer surface 4 Air mixing flap 5 Foot switch flap 6 Defroster switch flap 7 Cold room 8 Boiler room 9 Surface flap 10 Guide partition section 20 main levers 21 Main lever main body 22 wave section 22A Shaft section main body 22B Claw section 22P extension section 24 flap levers 24A Flap lever main body 24B pin 24C flap bearing section 24D plate-shaped section 31 Rotating shaft 32 first valve main body 33 second valve main body 41 Rotating shaft 42 Air mix flap main body 43 Reheating prevention flap 51 Rotating shaft 52 Foot switch main body 61 Rotating shaft 62 Defroster switch flap main body 71 Introductory Room 72 Cold air supply room 81 second introductory room 82 Warm air supply room 83 Return room 91 Air mixing room 92 Foot discharge flow path 93 Relay Room 94A Center discharge flow path 94B Side discharge flow path 95 Defroster discharge flow path 100 air conditioning for vehicle Ad flap axis Axis C connecting section D flap H1 support hole H2 through hole R guide groove Rs accommodation recess t1 first end section t2 second end section t3 third end section t5 fifth final section t6 sixth final section t7 seventh final section t8 eighth end section t9 ninth final section

Claims

[1] An air conditioning system (100) for a vehicle, installed in the vehicle, the air conditioning system (100) comprising: an evaporator (1) that cools air; a heating core (2) which heats the air; a unit case (3) which houses the evaporator (1) and the heater core (2) and in which an air mixing space (91) in which the air supplied from the evaporator and the air supplied from the heater core are mixed with each other is defined, and a plurality of flow paths (92, 94A, 94B, 95) through which the air mixed in the air mixing space flows are formed; a plurality of flaps that cause the plurality of flow paths (92, 94A, 94B, 95) to switch between an open state and a closed state; a plurality of flap levers (24) which rotatably support the plurality of flaps with respect to the unit housing (3) and include the pins (24B) extending parallel to rotation axes of the flaps; and a main lever (20) in which a guide groove (R) is formed into which the pins (24B) are fitted, and which rotates about an axis to guide the pins (24B) and rotate the flap levers (24), where the main lever contains: a main lever main body (21) in which the guide groove (R) is formed, and a shaft portion (22) provided at a position of the axis, supporting the main lever main body (21) with respect to the unit housing (3) so that the main lever main body (21) is rotatable about the axis, and provided with a claw portion (22B) engaging with the unit housing (3) so as not to fall off the unit housing (3), the shaft portion (22) has a higher toughness than the main lever main body (21) and is formed of a different material than the unit housing (3), and the shaft portion (22) and the flap levers (24) are formed from a material selected from the group consisting of polyacetal and polybutylene terephthalate, and the main lever main body (21) is made of polypropylene. [2] The air conditioner (100) for a vehicle according to claim 1, wherein an extension portion (22P) extending in a radial direction with respect to the axis is formed at an end portion (t1-t3, t5-t9) of the shaft portion (22) located on a side opposite to the claw portion (22B). [3] An air conditioning system (100) for a vehicle, installed in the vehicle, the air conditioning system (100) comprising: an evaporator (1) that cools air; a heating core (2) which heats the air; a unit case (3) which houses the evaporator (1) and the heater core (2) and in which an air mixing space (91) in which the air supplied from the evaporator and the air supplied from the heater core are mixed with each other is defined, and a plurality of flow paths (92, 94A, 94B, 95) through which the air mixed in the air mixing space flows are formed; a plurality of flaps that cause the plurality of flow paths (92, 94A, 94B, 95) to switch between an open state and a closed state; a plurality of flap levers (24) which rotatably support the plurality of flaps with respect to the unit housing (3) and include the pins (24B) extending parallel to rotation axes of the flaps; and a main lever (20) in which a guide groove (R) is formed into which the pins (24B) are fitted, and which rotates about an axis to guide the pins (24B) and rotate the flap levers, where the main lever contains: a main lever main body (21) in which the guide groove (R) is formed, and a shaft portion (22) provided at a position of the axis, supporting the main lever main body (21) with respect to the unit housing (3) so that the main lever main body (21) is rotatable about the axis, and provided with a claw portion (22B) engaging with the unit housing (3) so as not to fall off the unit housing (3), the shaft portion (22) has a higher toughness than the main lever main body (21) and is formed of a different material than the unit housing (3), and wherein an extension portion (22P) extending in a radial direction with respect to the axis is formed at an end portion (t1-t3, t5-t9) of the shaft portion (22) located on a side opposite to the claw portion (22B). [4] The air conditioning system (100) for a vehicle according to any one of claims 1 to 3, wherein at least one of the plurality of doors is an air mixing door (4) provided in the air mixing space and adjusting a mixing state of the air supplied from the evaporator (1) and the air supplied from the heater core (2).

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