Vehicle air conditioning system

Abstract

To provide an air conditioner for a vehicle that is difficult to see from an occupant and can improve appearance. [Solution] The vehicle air conditioner includes an air outlet that can swing the air outlet direction, a first side surface against which the air blown out from the air outlet collides, a second side surface located on the opposite side of the first side surface from the air outlet, and a shielding portion having a convex curved surface that smoothly connects the first side surface to the second side surface. The first side surface is inclined so that it is farther away from the air outlet as it approaches the convex curved surface.

Description

[Technical Field]

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

[0002] Patent document 1 discloses a register structure that includes a register body with an air outlet, a curved wall formed in front of the outlet to hide the outlet and bulging out from the edge of the outlet with a smooth curved surface, and a movable protruding fin that can protrude from the wall surface of the curved wall. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-065471 Summary of the Invention [Problem to be solved by the invention]

[0004] In the structure of Patent Document 1, the movable protruding fins that adjust the airflow direction protrude forward from the curved wall. On the other hand, in an air conditioning device installed in a vehicle cabin, it is sometimes required to have a structure and arrangement that makes it difficult for occupants to see in order to improve the appearance.

[0005] SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle air conditioner that is less visible to passengers and has an improved appearance. [Means for solving the problem]

[0006] A vehicle air conditioner according to one aspect of the present invention includes an air outlet that can swing the air outlet direction, a first side surface against which the air blown out from the air outlet collides, a second side surface located on the opposite side of the first side surface from the air outlet, and a shielding portion having a convex curved surface that smoothly connects the first side surface to the second side surface. The first side surface is inclined so that the distance from the air outlet increases as it approaches the convex curved surface. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a vehicle air conditioner that is less visible to passengers and has an improved appearance. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a perspective view showing the structure of a vehicle air conditioning device according to an embodiment; [Figure 2] FIG. 2 is a side view showing the air flow direction of the vehicle air conditioner. [Figure 3A] 10 is a side view showing the air flow when the angle formed between the air blowing direction and the first side surface is large. FIG. [Figure 3B] 3B is a side view showing the air flow when the angle formed between the air blowing direction and the first side surface is smaller than that in FIG. 3A. FIG. [Figure 3C] 3C is a side view showing the air flow when the angle formed between the air blowing direction and the first side surface is smaller than that in FIG. 3B. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a vehicle air conditioner 1 according to an embodiment will be described with reference to the drawings. Hereinafter, the upstream side in the air flow direction will be referred to as the rear side or rear, and the downstream side in the air flow direction will be referred to as the front side or front. The left-right and up-down directions will be described based on the state in which the air conditioner is mounted on a vehicle. In each drawing, FR indicates the front side or front, RR indicates the rear side or rear, UP and DN indicate the upper and lower sides in the vehicle vertical direction, and LH and RH indicate the left and right sides in the vehicle width direction (left-right direction). In the following description, the upper and lower sides in the vehicle vertical direction will simply be referred to as the upper and lower sides, respectively. Furthermore, components having the same functions as those already described will be designated by the same reference numerals, and description thereof will be omitted.

[0010] The vehicle air conditioner 1 includes an air outlet 4 that can swing the air blowing direction, a first side surface 11 against which the air blown out from the air outlet 4 collides, a second side surface 12 located on the opposite side of the first side surface 11 from the air outlet 4, and a shielding portion 13 having a convex curved surface 13A that smoothly connects the first side surface 11 and the second side surface 12 (see Figures 1 and 2).

[0011] 1 and 2, a vehicle air conditioner 1 includes a housing 2 in which an air flow path 3 and an air outlet 4 are formed. The housing 2 has a short side extending in the up-down direction, which is perpendicular to the front-to-rear direction, which is the air flow direction, and is formed in a rectangular shape when viewed in the front-to-rear direction. An air flow path 3 is formed inside the housing 2, which allows air from an air conditioner (not shown) to flow from the rear end side to the front end side of the housing 2.

[0012] An air outlet 4 is formed at the front end of the housing 2 to blow air out of the housing 2. A pair of upper and lower fins 5, 5 are provided at the air outlet 4 as an adjustment means for adjusting the air blowing direction (see FIGS. 3A-3C). By changing the position, angle, etc. of the pair of fins 5, 5, the blowing direction of the air blown out of the housing 2 from the air outlet 4 can be swung up and down. Note that the configuration for adjusting the air blowing direction is not limited to the above.

[0013] 1 and 2, the vehicle air conditioner 1 is provided with a wall surface portion 10. The wall surface portion 10 includes a first side surface 11, a second side surface 12, and a shielding portion 13. As shown in FIG. 1, the wall surface portion 10 forms a part of an instrument panel 21, and is smoothly connected to the surface of the instrument panel 21 in the vehicle width direction.

[0014] The first side surface 11 is disposed downstream in the air outlet direction and spaced apart from the air outlet 4. The first side surface 11 extends downward and is inclined in a direction (forward) away from the air outlet 4. The air blown out from the air outlet 4 collides with the first side surface 11 and flows downward and forward along the first side surface 11.

[0015] The second side surface 12 is located on the opposite side of the first side surface 11 from the air outlet 4. That is, the second side surface 12 is located further forward than the first side surface 11 (see FIGS. 1 and 2). The shielding portion 13 smoothly connects the lower end of the first side surface 11 and the lower end of the second side surface 12. The second side surface 12 extends upward and forward from the front end of the shielding portion 13.

[0016] The shielding portion 13 has a convex curved surface 13A formed between the lower end of the first side surface 11 and the lower end of the second side surface 12, with the convex portion facing downward (see FIGS. 1 and 2). The shielding portion 13 covers at least a portion of the air outlet 4 in the horizontal direction. That is, the lower end of the convex curved surface 13A of the shielding portion 13 is positioned lower in the up-down direction than the upper end of the air outlet 4. Therefore, in a front view, at least a portion of the air outlet 4 is arranged to overlap with the shielding portion 13 positioned in front of the air outlet 4. Therefore, the air outlet 4 is difficult to see from occupants in the vehicle cabin.

[0017] The shielding portion 13 may be formed to cover the entire air outlet 4. That is, as illustrated in Fig. 2-3C, the lower end of the convex curved surface 13A of the shielding portion 13 may be positioned lower in the up-down direction than the lower end of the air outlet 4. In this case, in a front view, the entire air outlet 4 is arranged to overlap with the shielding portion 13 positioned in front of the air outlet 4. In this case, the air outlet 4 is even less visible to occupants in the vehicle cabin.

[0018] The flow of air (hereinafter referred to as the air flow) blown out from the air outlet 4 to the outside of the housing 2 collides with the first side surface 11 and flows downward and forward along the slope of the first side surface 11. After flowing along the first side surface 11, this air flow has the tendency to flow along the shielding portion 13 having the convex curved surface 13A. This tendency is also called the Coanda effect. Due to the above effect, part of the air flow flowing along the first side surface 11 is deflected and bent upward from a straight direction (downward and forward direction) along the slope of the first side surface 11, and flows along the shielding portion 13. The air flow then separates from the shielding portion 13 at a certain position on the shielding portion 13 and flows in the straight direction at that position.

[0019] It is known that the deflection of the airflow due to the above effect increases as the airflow speed increases. Therefore, the faster the airflow speed at the lower end of the first side surface 11, the greater the deflection of the airflow, and the airflow flows along the shielding portion 13. Therefore, the faster the airflow speed at the lower end of the first side surface 11, the more the position where the airflow separates from the shielding portion 13 moves forward (toward the second side surface 12). Furthermore, the slower the airflow speed at the lower end of the first side surface 11, the less the deflection of the airflow, and the faster the airflow separates from the shielding portion 13. Therefore, the slower the airflow speed at the lower end of the first side surface 11, the more the position where the airflow separates from the shielding portion 13 moves backward (toward the first side surface 11).

[0020] The further forward the position where the air flow separates from the shielding portion 13, the closer the direction of the air flow (hereinafter referred to as the airflow direction) sent forward from the vehicle air conditioner 1 is to the direction of the inclined surface (e.g., upward and forward) of the front end of the shielding portion 13 connected to the lower end of the second side surface 12. Furthermore, the further rearward the position where the air flow separates from the shielding portion 13, the closer the airflow direction is to the direction of the inclined surface (e.g., downward and forward) of the rear end of the shielding portion 13 connected to the lower end of the first side surface 11. Therefore, depending on the speed of the air flow at the lower end of the first side surface 11, the position where the air flow separates from the shielding portion 13 moves, and the angle of the airflow direction in the vertical direction is changed.

[0021] In other words, the faster the airflow speed at the lower end of first side surface 11, the more the position where the airflow separates from shielding portion 13 moves forward. As a result, the airflow direction is angled more upward than when the airflow speed is slow. The slower the airflow speed at the lower end of first side surface 11, the more the position where the airflow separates from shielding portion 13 moves backward. As a result, the airflow direction is angled more downward than when the airflow speed is fast.

[0022] The relationship between the airflow speed and the blowing direction will be described in more detail with reference to FIG. 2. Assume that the airflow speed at the lower end of the first side surface 11 can be adjusted to V1, V2 faster than V1, and V3 faster than V2. When the airflow speed is V1, the deflection of the airflow is relatively small. Therefore, a portion of the airflow that flows in from the first side surface 11 along the shielding portion 13 is deflected slightly upward along the shielding portion 13 and then detaches from the shielding portion 13 relatively quickly. As a result, the blowing direction W1 is downward and forward. In this case, the airflow can be blown, for example, toward the abdomen of an occupant sitting in the front seat (see FIG. 2).

[0023] When the airflow velocity is V2, the deflection of the airflow is greater than when it is V1. Therefore, a portion of the airflow that flows in from the first side surface 11 along the shielding portion 13 is deflected upward along the shielding portion 13 and then separates from the shielding portion 13 further forward than when it is V1. As a result, the airflow direction W2 is upward and forward. In this case, the airflow can be blown to, for example, the neck area of ​​an occupant sitting in the front seat (see FIG. 2). When the airflow velocity is V3, the deflection of the airflow is greater than when it is V2. Therefore, a portion of the airflow that flows in from the first side surface 11 along the shielding portion 13 is deflected upward along the shielding portion 13 and then separates from the shielding portion 13 further forward than when it is V2. As a result, the airflow direction W3 is upward and forward than the airflow direction W2. In this case, the airflow can be directed above the head of an occupant sitting in the front seat (see FIG. 2). Therefore, the angle range of the airflow direction can be changed as W1-W3 depending on the airflow speed (V1-V3) at the lower end of the first side surface 11.

[0024] The vehicle air conditioner 1 is configured to be able to swing the blowing direction of air blown out of the housing 2 from the air outlet 4. As illustrated in FIGS. 3A-3C, the vehicle air conditioner 1 is configured to be able to swing the blowing direction of air between a first blowing direction A1, a second blowing direction A2, and a third blowing direction A3. The first side surface 11 has a first collision point B1 at which the airflow blown in the first blowing direction A1 collides, a second collision point B2 at which the airflow blown in the second blowing direction A2 collides, and a third collision point B3 at which the airflow blown in the third blowing direction A3 collides (see FIGS. 3A-3C). The angle C1 formed between the first side surface 11 and the first blowing direction A1 at the first collision point B1 is defined as C1. That is, the angle C1 is the incident angle of the first blowing direction A1 with respect to the first side surface 11. At the second collision point B2, the angle formed between the first side surface 11 and the second blowing direction A2 is defined as C2. The angle C2 is the angle of incidence of the second blowing direction A2 with respect to the first side surface 11. At the third collision point B3, the angle formed between the first side surface 11 and the second blowing direction A2 is defined as C3. The angle C3 is the angle of incidence of the third blowing direction A3 with respect to the first side surface 11 (see Figures 3A-3C).

[0025] In the first blowing direction A1, the airflow is incident on the first side surface 11 at an angle close to 90° (angle C1). In the second blowing direction A2, the airflow is incident on the first side surface 11 at an angle (angle C2) smaller than the angle C1. In the third blowing direction A3, the airflow is incident on the first side surface 11 at an angle (angle C3) smaller than the angle C2. Therefore, the angle C1 is the most obtuse angle of the angles C1-C3. The angle C3 is the most acute angle of the angles C1-C3. Therefore, in the airflow before it collides with the first side surface 11, the velocity component in the direction along the first side surface 11 is largest in the third blowing direction A3 and smallest in the first blowing direction A1. As a result, the speed of the airflow that flows along the first side surface 11 after colliding with the first side surface 11 is fastest in the third blowing direction A3 and slowest in the first blowing direction A1.

[0026] In the first blowing direction A1, the airflow collides with a first collision point B1 on the first side surface 11 and then flows along the first side surface 11 toward the lower end of the first side surface 11. At this time, the airflow travels a distance L1 from the first collision point B1 to the lower end of the first side surface 11 (see FIG. 3A). In the second blowing direction A2, the airflow collides with a second collision point B2 on the first side surface 11 and then flows along the first side surface 11 toward the lower end of the first side surface 11. That is, the airflow travels a distance L2 from the second collision point B2 to the lower end of the first side surface 11 (see FIG. 3B). In the third blowing direction A3, the airflow collides with a third collision point B3 on the first side surface 11 and then flows along the first side surface 11 toward the lower end of the first side surface 11. That is, the airflow travels a distance L3 from the third collision point B3 to the lower end of the first side surface 11 (see FIG. 3C).

[0027] The second collision point B2 is located closer to the shielding portion 13 than the first collision point B1, and the third collision point B3 is located closer to the shielding portion 13 than the second collision point B2. Therefore, the distance L2 is shorter than the distance L1, and the distance L3 is also shorter than the distance L2 (see FIGS. 3A-3C). That is, the distance L1 is the longest among the distances L1-L3. The distance L3 is the shortest among the distances L1-L3. Generally, when an airflow moves through a space, the longer the distance it moves, the more its speed at the end of the space decreases due to flow resistance. Therefore, when the airflow passes through the distance L1 among the distances L1-L3, the speed decrease is greatest. When the airflow passes through the distance L3 among the distances L1-L3, the speed decrease is smallest. That is, the speed decrease is greatest in the first blowing direction A1. The speed decrease is smallest in the third blowing direction A3. As a result, the range of airflow speeds at the lower end of the first side surface 11 (the difference between when the speed is high and when the speed is low) is ensured to be larger than the range of speeds obtained by oscillating the air blowing direction between the first blowing direction A1 and the third blowing direction A3. This makes it possible to expand the angular range in the vertical direction of the air blowing direction from the first side surface 11 to the front of the shielding portion 13. Note that the air blowing direction in the vehicle air conditioner 1 is not limited to the first blowing direction A1, the second blowing direction A2, the third blowing direction A3, etc., as long as the air is blown toward the first side surface 11.

[0028] 1-3C , the first side surface 11 is configured as a flat surface. Therefore, when the air blown out from the air outlet 4 to the outside of the housing 2 flows along the first side surface 11, the flow resistance caused by the surface shape of the first side surface 11 and the like can be reduced. As a result, a decrease in the speed of the air flow when the air flow flows along the first side surface 11 can be suppressed.

[0029] In the embodiment, the vehicle air conditioner 1 is described as being disposed on an instrument panel 21 provided at the front of the vehicle in the longitudinal direction of the vehicle cabin. The vehicle air conditioner 1 is not limited to the above-described arrangement. For example, the vehicle air conditioner 1 may be disposed at the rear, side, or ceiling of the vehicle cabin. In this case, the direction in which the air blowing direction can be swung and the direction in which the angle of the air blowing direction can be adjusted are not limited to the up-down direction, but may also be the left-right direction, the front-back direction, an oblique direction, etc.

[0030] (1) A vehicle air conditioner 1 according to the embodiment includes an air outlet 4 that can swing the air blowing direction, a first side surface 11 against which the air blown out from the air outlet 4 collides, a second side surface 12 that is located on the opposite side of the first side surface 11 from the air outlet 4, and a shielding portion 13 having a convex curved surface 13A that smoothly connects the first side surface 11 and the second side surface 12. The first side surface 11 is inclined so that it is farther away from the air outlet 4 as it approaches the convex curved surface 13A.

[0031] With the above configuration, the speed of the air flowing along first side surface 11 can be changed by oscillating the air blowing direction. Therefore, due to the Coanda effect, the position where the air flowing from first side surface 11 along shielding portion 13 separates from wall surface portion 10 moves depending on the speed of the flowing air. Therefore, by oscillating the air blowing direction, the speed of the air flowing along first side surface 11 can be changed, and the angle in the vertical direction of the air blowing direction from first side surface 11 to the front of shielding portion 13 can be changed.

[0032] (2) In the embodiment, the air outlet 4 is capable of swinging the air blowing direction between a first blowing direction A1 and a second blowing direction A2, and the first side surface 11 has a first collision point B1 at which the air blown in the first blowing direction A1 collides, and a second collision point B2 located closer to the convex curved surface 13A than the first collision point B1 at which the air blown in the second blowing direction A2 collides. An angle C1 formed between the first side surface 11 and the first blowing direction at the first collision point B1 is larger than an angle C2 formed between the first side surface 11 and the second blowing direction A2 at the second collision point B2.

[0033] With the above configuration, the air blowing direction can be oscillated between the first blowing direction A1 and the second blowing direction A2, thereby changing the incident angle of the airflow with respect to the first side surface 11. Therefore, when the incident angle is large (for example, in the case of the angle C1), the speed at which the air flows along the first side surface 11 is relatively slow (for example, the speed V1). Furthermore, when the incident angle is large, the distance over which the air flows along the first side surface 11 (for example, the distance L1) becomes long. As a result, the flow speed of the air at the lower end of the first side surface 11 decreases. Furthermore, when the incident angle is small (for example, in the case of the angle C2), the speed at which the air flows along the first side surface 11 is relatively fast (for example, the speed V2). Furthermore, when the incident angle is small, the distance over which the air flows along the first side surface 11 (for example, the distance L2) becomes short. As a result, the decrease in the flow speed of the air at the lower end of the first side surface 11 is suppressed. This ensures a wider range of airflow speeds at the lower end of first side surface 11 than the range of speeds obtained by oscillating the air blowing direction between first blowing direction A1 and second blowing direction A2, which further increases the angular range in the vertical direction of the airflow direction from first side surface 11 to the front of shielding portion 13.

[0034] (3) Furthermore, in the embodiment, the first side surface 11 is configured as a flat surface. This reduces flow resistance caused by the surface shape of the first side surface 11 when air flows along the first side surface 11, and suppresses a decrease in the speed of the air flow. In other words, it is possible to suppress loss of kinetic energy when air flows along the first side surface 11. Therefore, the vehicle air conditioner 1 can efficiently blow air from the first side surface 11 to the front of the shielding portion 13.

[0035] (4) In the embodiment, the second side surface 12 and the shielding portion 13 are provided on the instrument panel 21 of the vehicle, and the shielding portion 13 is formed to cover the entire air outlet 4. With the above configuration, in a front view, the entire air outlet 4 is arranged to overlap with the shielding portion 13 located in front of the air outlet 4. Therefore, the air outlet 4 is difficult to see from occupants inside the vehicle cabin. In addition, the second side surface 12 and the shielding portion 13 are provided on the instrument panel 21. This makes it difficult for occupants to notice the presence of the vehicle air conditioner 1, and the appearance is good. Furthermore, since air can be blown from the front to the rear in the fore-and-aft direction of the vehicle and in the up-and-down direction inside the vehicle cabin, air conditioning inside the vehicle cabin can be performed efficiently.

[0036] Although the embodiments of the present invention have been described above, the descriptions and drawings that form part of this disclosure should not be understood to limit the present invention. Various alternative embodiments, examples, and operating techniques will become apparent to those skilled in the art from this disclosure. [Explanation of symbols]

[0037] 1. Vehicle air conditioning system 4 Air outlet 11 First aspect 12 Second aspect 13 Shield part 13A Convex curved surface 21 Instrument panel A1 1st blowing direction A2 2nd blowing direction B1 1st collision point B2 2nd collision point C1 Angle between the first side surface and the first blowing direction C2 Angle between the first side surface and the second blowing direction

Claims

1. an air outlet whose air blowing direction can be swung; a first side surface against which air blown out from the air outlet collides, a second side surface located on the opposite side of the air outlet with respect to the first side surface, and a shielding portion having a convex curved surface that smoothly connects the first side surface and the second side surface, The first side surface is inclined so as to move away from the air outlet as it approaches the convex curved surface.

2. The air outlet is capable of swinging an air blowing direction between a first blowing direction and a second blowing direction, the first side surface has a first collision point with which the air blown in the first blowing direction collides, and a second collision point with which the air blown in the second blowing direction collides, the second collision point being located closer to the convex curved surface than the first collision point, 2. The air conditioning system for a vehicle according to claim 1, wherein an angle formed between the first side surface and the first blowing direction at the first collision point is larger than an angle formed between the first side surface and the second blowing direction at the second collision point.

3. The air conditioning system for a vehicle according to claim 1 , wherein the first side surface is a flat surface.

4. the second side surface and the shielding portion are provided on an instrument panel of a vehicle, The air conditioning system for a vehicle according to claim 1 , wherein the shielding portion is formed so as to cover the entire air outlet.

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