Housings for heating, ventilation, and / or air conditioning systems in motor vehicles

Abstract

The present invention relates to a housing (2) for a heating, ventilation and / or air conditioning system (1) for a motor vehicle, comprising a plurality of ducts including at least a first air outlet duct (10) and a second air outlet duct (12), the second air outlet duct (12) configured to open into an upper part of the passenger compartment of the vehicle and the first air outlet duct (10) configured to open into a lower part of the passenger compartment of the vehicle, the housing (2) comprising an adjustment flap (36) movable between a position for blocking an air flow towards the first air outlet duct (10) and a position for directing an air flow towards the first air outlet duct (10), the adjustment flap (36) moving from one position to the other according to a guide path (38), the housing (2) comprising at least one stop wall (50) against which the adjustment flap (36) extends when the adjustment flap (36) is in the blocking position. The housing (2) includes a deflector (54) projecting from the stop wall (50) so as to extend along a portion of the guideway of the adjustment flap (36).

Description

[Technical Field]

[0001] The present invention relates to a housing for a heating, ventilation, and / or air conditioning system of a motor vehicle. More particularly, the present invention relates to a housing for a heating, ventilation, and / or air conditioning system through which air flows. [Background technology]

[0002] Heating, ventilation, and / or air conditioning systems installed in motor vehicles allow vehicle occupants to control the supply of cool and / or warm air into various areas of the vehicle cabin (glass surfaces, front and rear portions of the cabin) located at various heights within the cabin (into the lower portion of the cabin, i.e., toward the feet of passengers, and into the upper portion of the cabin, i.e., toward the roof or middle of the vehicle).

[0003] Known heating, ventilation, and / or air conditioning systems may in particular comprise a condenser and an evaporator arranged in a closed circuit in which a refrigerant fluid circulates. This fluid is capable of thermally treating an airflow that is drawn in at the front of the vehicle and directed successively through the condenser and the evaporator. At the outlet from the evaporator, the airflow may extend into a heating, ventilation, and / or air conditioning system housing (also known as an HVAC housing). The housing is designed to distribute air at a desired temperature into air flow ducts that each open into air outlets located at a given height within the vehicle interior.

[0004] Such a housing comprises at least one main duct extending from the housing inlet and connected to all the air flow ducts and the outlets, in which an evaporator may be arranged, particularly close to the housing inlet, and at least one adjusting flap arranged across the air flow to direct the air flow towards one or the other of the flow ducts depending on the requirements of the vehicle passengers.

[0005] The housing also includes an auxiliary duct extending parallel to the main duct. The auxiliary duct houses a radiator that allows air passing through the auxiliary duct to be heated. Control flaps are arranged within the housing to direct air into the main duct and / or the auxiliary duct to create cool or warm air flows that are then directed into associated circulation ducts by controlling control flaps arranged downstream of the main and auxiliary ducts.

[0006] The adjustment flap is movable between a guide position (guiding position) in which the adjustment flap directs the warm or cold airflow toward the circulation duct that opens to the air outlet, and a blocking position (blocking position) in which the adjustment flap prevents the airflow from flowing toward the same circulation duct.

[0007] Thus, by controlling the control or adjustment flaps, it is possible to direct warm or cool air toward a target area of ​​the vehicle interior. In this situation, manufacturers and assemblers of automobiles aim to develop heating, ventilation, and air conditioning systems that prevent vehicle occupants from experiencing the phenomenon of stratification of the air present in the vehicle interior (i.e., air that does not have a uniform temperature depending on whether it is present in the upper or lower part of the vehicle interior). It is also known to position the adjustment flap(s) within the housing in a way that allows airflow leakage when the adjustment flap is in the closed position (to allow for one or the other position). This leakage can be achieved, in particular, by a manufacturing or installation gap of the order of 1 to 2 millimeters between the edge of the adjustment flap and the housing wall opposite it in the closed position.

[0008] This airflow leakage ensures that (at least a small amount of) air is constantly directed towards the surface of the glass to ensure defogging in all circumstances, even when the control flap is in a position to direct the airflow towards the air outlets facing the passengers (especially in the lower part of the passenger compartment).

[0009] This configuration of directing airflow primarily toward the lower portion of the vehicle cabin while allowing some airflow to leak toward the upper portion of the vehicle cabin helps reduce the perceived temperature stratification of the air present within the vehicle cabin, especially when warm air is diverted toward air outlets in the upper portion of the vehicle cabin. However, the manufacturing and installation gaps of about 1 to 2 millimeters that allow this leakage are insufficient to effectively equalize the air temperature to meet the specifications desired by manufacturers. Summary of the Invention

[0010] The object of the present invention is to propose an alternative or remedy to this problem in order to improve the perception of vehicle occupants by significantly reducing temperature stratification between the various air outlets of a heating, ventilation and / or air conditioning system.

[0011] The main subject of the present invention is a housing for a heating, ventilation and / or air conditioning system of a motor vehicle, the housing comprising a plurality of ducts including at least a first air outlet duct and a second air outlet duct, the second air outlet duct being configured to open into an upper part of the vehicle interior and the first air outlet duct being configured to open into a lower part of the vehicle interior, the housing comprising an adjustment flap movable between a position blocking airflow towards the first air outlet duct and a position directing airflow towards the first air outlet duct, the adjustment flap moving from one position to the other according to a guide path, the housing comprising at least one stop wall against which the adjustment flap extends when the adjustment flap is in the blocking position, and the housing comprising a deflector projecting from the stop wall so as to extend along a part of the guide path of the adjustment flap.

[0012] According to a feature of the present invention, the housing includes a main airflow distribution duct and an auxiliary duct extending parallel to the main duct, the auxiliary duct housing a radiator across the airflow path to supply warm air to the mixing zone. A control flap is regulated to selectively direct the airflow entering the housing into the main duct and / or the auxiliary duct. The housing also includes a mixing zone at the junction of the two ducts, from which each air outlet duct leads. A movable adjustment flap is disposed within the mixing zone to direct the airflow exiting the mixing zone toward one and / or the other of the air outlet ducts.

[0013] The main duct is particularly located behind the evaporator, and the air flowing therethrough may be cold air for ventilation in the vehicle's cabin. When a heating command is given, the control flap directs the air entering the housing toward the auxiliary duct so that it is heated by the radiator. Thus, depending on the position of the control flap, warm air, cold air, or lukewarm air (if the air passes through both the main and auxiliary ducts) reaches the mixing zone. The adjustment flap then directs the heated and / or cooled air toward an upper and / or lower air outlet in the passenger compartment as selected by the vehicle occupant. The adjustment flap can be in the guiding position (guiding position) where it directs the air flow present in the mixing zone toward the first air discharge duct but blocks it from reaching the second air discharge duct, or in the blocking position (blocking position) where it directs the air flow present in the mixing zone toward the second air discharge duct but blocks it from reaching the first air discharge duct. The adjustment flaps may also take intermediate positions between the aforementioned guide and blocking positions so as to allow simultaneous airflow direction into each air discharge duct.

[0014] As stated, the adjusting flaps follow a guide path when moving from one position to another. More specifically, the adjusting flaps are arranged in the housing section leading to each air discharge duct and are mounted in that section so that they can pivot freely about a longitudinal axis. In this case, the guide path corresponds to the arc of the free end of the adjusting flap (i.e., the free end facing the retaining wall in the blocking position). The deflector according to the present invention is arranged in the housing at the mouth of the air discharge duct (in particular the first air discharge duct) and extends along a portion of this guide path from the retaining wall facing the adjusting flap in the air flow blocking position. The term "deflector" means an element arranged in the housing to redirect all or part of the air flow circulating inside the housing. The purpose of this deflector is to reduce the passage cross-section of one of the ducts formed inside the housing (in this case, more particularly the first air discharge duct). This is so that when the adjustment flap is in the guide position, it allows some of the air directed towards the first duct to be diverted towards the other air discharge duct (i.e., here the second air discharge duct).

[0015] The position and shape of the deflector influence the airflow when the control flap is in a position that allows the airflow to pass into the area of ​​the housing containing the deflector (i.e., in this case, the air guide position). The deflector forms a protrusion from the stop wall so as to reduce the cross-section of the nearest air discharge duct, thereby lengthening the path that the airflow must take before entering this air discharge duct. In other words, the deflector extends through the path of the airflow toward the first air discharge duct. Thus, a small portion of the airflow (especially the warm air) is directed in a direction different from the second air outlet (more particularly, toward the first air outlet).

[0016] According to an optional feature of the invention, the deflector has an inner surface facing the adjustment flap when the adjustment flap is in the blocking position, the inner surface having a curvature substantially corresponding in shape to a portion of the guideway of the adjustment flap.

[0017] In other words, the inner surface is concave and therefore has a radius of curvature approximately equal to the radius of rotation of the adjusting flap. It should be understood that when the adjusting flap moves from one position to the other, a part of the adjusting flap (in particular the free end of the flap located on the side opposite the axis of rotation) runs along the inner surface of the deflector.

[0018] According to another optional feature of the invention, the deflector includes a tip that partially defines the first air outlet duct and has rounded edges. It should be understood that an edge may be considered rounded regardless of the radius of curvature if the edge is not pointed or ridged. According to various optional features of the invention, the tip may have a generally flat shape with a rounded edge connecting to the interior surface of the deflector, or the tip itself may have a rounded edge (in which case the deflector has a generally triangular shape with a rounded tip).

[0019] According to another optional feature of the invention, the deflector has a tapered shape that becomes thinner with increasing distance from the retaining wall. In other words, the deflector has a base portion located in direct extension of the retaining wall and a tip portion that partially defines the passage cross-section of an associated air discharge duct (here, the first air discharge duct). The deflector has corresponding lateral dimensions at the base that are greater than the lateral dimensions at the tip portion.

[0020] In accordance with another optional feature of the invention, the dimension of the deflector measured between the stop wall and the tip of the deflector is between 15 and 25 millimeters.

[0021] According to another optional feature of the invention, the dimension of the deflector measured between the stop wall and the rounded edge of the deflector is between 18 and 22 millimeters, and advantageously is in the order of 20 millimeters.

[0022] These values ​​(obtained by calculations by the inventors) represent values ​​that are optimized, firstly, to allow sufficient airflow to pass towards the first air discharge duct without excessively reducing the passage cross-section of the first air discharge duct, particularly to meet the needs of the vehicle's occupants and passengers, and secondly, to create a guiding surface that is sufficiently extended to cause a deflection of a significant portion of the airflow towards the second air discharge duct, which has an impact on the perception of thermal stratification by the vehicle's occupants and passengers.

[0023] In this context, according to another optional feature of the invention, the first air outlet duct is defined by a warm air guide wall, in particular arranged opposite the deflector on the other side of the air passage, the deflector extending through the first duct in such a way that the passage cross section of the first air outlet duct has a distance between the deflector and the warm air guide wall of between 30 and 50 millimeters.

[0024] In accordance with another optional feature of the invention, the deflector and retaining wall form an integral assembly.

[0025] It should be understood that the deflectors and retaining walls are not designed to be separated without destroying one or the other. In other words, during the injection molding operation of the housing, the deflectors are formed simultaneously with the walls defining the respective air flow ducts within the housing. The deflectors form integral extensions of the various air guide walls and, as already stated, extend beyond the retaining walls.

[0026] According to another optional feature of the invention, the adjustment flap comprises a body defining an axis of rotation about which the adjustment flap pivots, and at least one branch extending radially from the body, the free end of which moves against the deflector during movement from one position to the other.

[0027] The adjustment flap may have two branches at approximately right angles, a first branch movable along the guideway and a second branch movable along a second guideway arranged between the inlet of the main duct and the second air discharge duct.

[0028] The body of the adjusting flap defines the axis of rotation about which the adjusting flap moves from the blocking position to the guiding position and vice versa. When the adjusting flap rotates, the or each branch body rotates, and the movement of the corresponding end forms an arc of the same angular magnitude as the opening of the second or first air discharge duct. As already stated, the arc formed by the movement of the branch body (or the first branch body, depending on the configuration of the adjusting flap) has a radius of curvature similar to the concave shape of the inner surface.

[0029] According to one aspect of the invention, the housing includes a warm air guide wall that partially defines a first air outlet duct, and the adjustment flap is accommodated in the housing such that, when the adjustment flap is in its airflow-guiding position, a leakage passage is formed between the adjustment flap and the warm air guide wall, allowing a portion of the airflow to pass toward the second air outlet duct. The first air outlet duct is particularly defined by the warm air guide wall that is arranged opposite the deflector and that extends toward the second air outlet duct such that, when the adjustment flap is in its blocking position, a free end of the adjustment flap is positioned opposite a portion of the warm air guide wall with a gap that defines the leakage passage.

[0030] In this way, when the adjustment flap is in the guide position, the airflow is intended to be directed primarily toward the first air discharge duct, but a portion of the airflow diverted by the deflector can circulate through the leakage passage to join the second air discharge duct. In particular, when warm air flows through the housing, such a configuration allows a portion of the warm airflow to be directed toward an air outlet located in the upper portion of the passenger compartment, so as to equalize the temperature of the air within the passenger compartment, while directing the majority of the warm air toward an air outlet located in the lower portion of the passenger compartment. This substantially reduces the temperature difference between the upper and lower extremities perceived by the driver and / or passengers of the motor vehicle, improving the comfort of the vehicle occupants.

[0031] According to another optional feature of the invention, the size of the leakage path measured between the first end of the adjustment flap and the warm air induction wall when in the induction position is between 5 and 15 millimeters.

[0032] According to another feature of the invention, the size of the leakage passage measured between the first end of the adjusting flap in the induction position and the warm air induction wall is between 8 and 12 millimeters, and advantageously is 10 millimeters.

[0033] The dimensional characteristics of the leakage passage are particularly advantageous when considered in combination with the presence of a deflector located between the control flap and the warm air guide wall, which deflects a significant portion of the air towards the leakage passage.

[0034] According to another optional feature of the invention, the housing comprises a cold air guide wall partially defining the second air outlet duct opposite the connection area between the second air outlet duct and the first air outlet duct, and the adjustment flap comprises a branch body having an edge thereof positioned opposite the cold air guide wall when the adjustment flap is in the guiding position, and the dimension of the leakage passage is greater than the dimension measured between the edge and the cold air guide wall when the adjustment flap is in the guiding position.

[0035] The invention also relates to a motor vehicle comprising a housing as described above for a heating, ventilation and / or air conditioning system, wherein the first air outlet duct opens into a lower part of the passenger compartment of the vehicle, while the second air outlet duct opens into an upper part of the passenger compartment.

[0036] It should be understood that the lower and upper parts of the vehicle compartment are thus expressed relative to the vertical direction (more precisely, perpendicular to the road on which the motor vehicle is located), and the upper part may therefore be considered in particular to be the area with at least one glass surface, and the lower part may be considered in particular to be the area close to the floor at foot height of the vehicle's passengers.

[0037] Further features, details and advantages of the present invention will become more clearly apparent from reading the following description and a number of exemplary embodiments given by way of non-limiting example, with reference to the accompanying schematic drawings. [Brief explanation of the drawings]

[0038] [Figure 1] 1 is a cross-sectional view of a housing of a heating, ventilation and / or air conditioning system according to the present invention, with the control flap in a heating position and the adjustment flap of the housing in a position for directing airflow towards the air outlet in the lower part. [Figure 2] 2 is a cross-sectional view of the housing of FIG. 1 with the control flap in a heating position and the adjustment flap of the housing in a position to block airflow toward the air outlet in the lower portion. [Figure 3] 2 is a cross-sectional view of the housing of FIG. 1 with the control flap in a venting position and the adjustment flap of the housing in a position to direct airflow toward the air outlet in the lower portion. [Figure 4] 4 is a cross-sectional view of a housing according to a modified example of the present invention, in a form similar to that of FIG. 3; DETAILED DESCRIPTION OF THE INVENTION

[0039] The features, variations, and various embodiments of the present invention may be combined with one another in various combinations, provided that they are not mutually incompatible or mutually exclusive. In particular, if a selection of the features described below provides a technical advantage and / or is sufficient to distinguish the present invention from the prior art, it is possible to contemplate a variation of the present invention that includes only that selected feature, regardless of the other features described.

[0040] Furthermore, the terms "upstream" and "downstream" used hereinafter in this specification relate to the flow of airflow.

[0041] In the following description, the terms "longitudinal", "lateral", and "vertical" refer to longitudinal, transverse, and vertical axes L, T, and V, respectively, marked L, V, and T in the drawings, where the transverse and vertical directions T and V are perpendicular to the longitudinal direction, which is parallel to the axes of rotation of the various pivotable flaps mounted on the housing.

[0042] 1 shows a housing 2 of a heating, ventilation, and / or air conditioning system 1 designed to thermally treat an airflow and direct the airflow toward the passenger compartment of a motor vehicle. More particularly, the housing 2 is designed to house a radiator 4 and an evaporator 6 intended to thermally treat the airflow directed toward the passenger compartment of the vehicle.

[0043] The housing 2 includes multiple walls and movable flaps that define airflow ducts toward each air outlet in the vehicle cabin, and the flaps are controlled to assume various positions depending on the amount and temperature of airflow to be directed toward one of the outlets.

[0044] As shown in the figures, the housing 2 includes, among other things, a main duct 8 and an auxiliary duct 9 extending parallel to each other from the evaporator 6 and joining at a mixing zone 89, with the radiator 4 located in the auxiliary duct 9. The housing 2 also includes air discharge ducts located downstream of the mixing zone 89 at the junction of the main duct 8 and the auxiliary duct 9. These air discharge ducts include a first air discharge duct 10 and a second air discharge duct 12. The first air discharge duct 10 opens into a second air outlet located in a lower portion of the vehicle cabin, particularly near the floor or the feet of vehicle occupants. The second air discharge duct 12 opens into a second air outlet located in an upper portion of the vehicle cabin, particularly near the glass surface of the vehicle. It should be noted that the housing 2 may include more than two air discharge ducts located upstream of the mixing zone without departing from the scope of the present invention.

[0045] The auxiliary duct 9 is sized to receive the radiator 4, and one side thereof forms an air inlet through which airflow can enter the auxiliary duct 9. The radiator 4 is positioned across the auxiliary duct 9 so that airflow directed into the auxiliary duct 9 is heated and exits the auxiliary duct 9 into the mixing zone 89 in the form of a warm air current.

[0046] As can also be seen in each figure, the walls of the housing include a warm air guide wall 18, a connection area 19, and a cold air guide wall 20.

[0047] The warm air guide wall 18 partially defines the first air discharge duct 10 from the mixing area 89 to the air outlet into the passenger compartment, and is extended within this mixing area by a connection area 19. The connection area 19 extends between the mouth of the first air discharge duct 10 and the mouth of the second air discharge duct 12. Opposite this connection area, one end of an adjustable flap can be positioned to divide the air passage into one air discharge duct or the other. The cold air guide wall 20 partially defines both the main duct 8 and the second air discharge duct 12. The cold air guide wall 20 also has an intake area, opposite which the edge of a movable flap can be positioned to block the passage of air towards the second air discharge duct 12.

[0048] The housing 2 includes a heating control flap 24 disposed within the main duct 8. The control flap 24 is configured to have at least one heating position and a venting position. In the heating position, the control flap 24 allows airflow to be directed toward the auxiliary duct 9 and the radiator 4. In the venting position, the control flap 24 prevents airflow from passing through the auxiliary duct 9 and directs cool air directly toward the mixing zone through the main duct 8. Of course, the heating control flap 24 may have an intermediate position that allows a portion of the airflow to be directed toward the radiator 4 and forces another portion of the airflow to bypass the radiator 4.

[0049] The heating control flap 24 includes a central body 26 and a blade extending from the central body to block airflow depending on the orientation of the flap. More specifically, in this case, the heating control flap includes a first blade 28 and a second blade 30, which are formed on the central body 26 in opposite directions. The central body 26 defines a pivot axis for the heating control flap 24 to move from the heating position to the vent position. Depending on the position of the heating control flap 24, the first blade 28 is configured to extend across the main duct 8 when the control flap is in the heating position (shown in FIGS. 1 and 2) and across the auxiliary duct 9 when the control flap is in the vent position (shown in FIG. 3). The second blade 30 helps prevent air from passing through the auxiliary duct 9 by blocking a passage between the auxiliary duct 9 and the mixing zone 89 when the heating control flap 24 is in the vent position. In the illustrated example, the first blade 28 includes an articulated panel 32 that allows it to be extended to facilitate blocking the airflow towards the radiator 4 when the control flap 24 is in the vent position.

[0050] The housing 2 also includes a regulating flap 36 located within the mixing zone 89, i.e., upstream of the first air duct 10 and the second air discharge duct 12. The regulating flap 36 is movable between a position blocking airflow toward the first air discharge duct (shown in FIG. 2) and a position directing airflow toward the first air discharge duct (shown in FIG. 1). As shown in the figures, the regulating flap 36 can be pivoted about an axis of rotation parallel to the longitudinal direction L to move from one position to the other. The regulating flap 36 includes at least one branch that can block airflow in the blocking position.

[0051] More specifically, in the illustrated embodiment, the adjustment flap 36 includes a main body 40 defining an axis of rotation about which the adjustment flap rotates, and two branches extending radially from the main body 40 and arranged generally perpendicular to one another: a first branch 42 having a first end 46 opposite the main body 40, and a second branch 44 having a second end 48 opposite the main body 40. In the illustrated embodiment, each end 46, 48 is chamfered, without limiting the invention.

[0052] The first branch 42 in this case helps to guide and / or block the passage of airflow from the mixing zone 89 towards the first air discharge duct 10 depending on the position of the adjusting flap 36, whether it is in the guide position or the block position.

[0053] The second branch 44 helps to block or allow the passage of air towards the second air discharge duct 12, such that when the adjustment flap is in the blocking position it prevents the airflow from being directed towards the first air discharge duct 10 and directs the air towards the second air discharge duct, and when the adjustment flap is in the directing position it allows the airflow to be directed towards the first air discharge duct 10 and blocks the passage of air towards the second air discharge duct.

[0054] From the above, it should be understood that the adjustment flap 36, and in particular the branches 42, 44, move from one position to the other by pivoting about an axis of pivot defined by the body 40. During this pivoting, the free end of the first branch 42 moves along the guideway 38 formed in the mixing zone 89.

[0055] The guideway 38 thus defined forms an arc extending from a stop wall 50 of the housing 2. The stop wall 50 extends into the mixing zone 89, and the first branch body 42 rests on or against the stop wall 50 when the adjustment flap 36 is in the shut-off position.

[0056] More precisely, the retaining wall 50 extends mainly vertically, parallel to the axis of rotation of the adjusting flap, forming a lateral projection from the side wall 52 which partially defines the auxiliary duct 9 and the mixing area 89.

[0057] Thus, as shown more particularly in Figure 2, when the adjustment flap 36 is in the blocking position, depending on possible variations, the first end 46 of the first branch body 42 faces or rests against the retaining wall 50, and the second end 48 of the second branch body 44 faces the warm air guide wall 18 that partially defines the first air discharge duct 10. In contrast, as shown more particularly in Figure 1, when the adjustment flap 36 is in the guide position, the first end 46 of the first branch body 42 moves away from the retaining wall 50 and faces the warm air guide wall 18, while the second end 48 of the second branch body 44 faces the cold air guide wall 20.

[0058] According to the present invention, the housing 2 includes a deflector 54 extending from the side wall 52. The deflector 54 projects from the stop wall 50 so as to extend along a portion of the guideway 38 of the adjustment flap 36. The deflector 54 includes an element configured to divert the airflow from its initial path.

[0059] The deflector 54 projects from the retaining wall 50 and extends here mainly in a vertical direction V (i.e., a direction substantially perpendicular to the longitudinal direction of the axis of rotation of the adjustment flap 36 and to the transverse direction of the deflector). This vertical projection is such that the deflector 54 extends across the first air discharge duct 10 and reduces the passage cross section of the air flow through the first air discharge duct 10.

[0060] 1 to 3, the deflector 54 and the retaining wall 50 form an integral assembly. That is, the deflector 54 is integrally formed from the same material as this wall of the housing 2. They cannot be separated from one another without destroying one or the other. More generally, the deflector is made integral with the side wall 52 by extension of the side wall 52, and the retaining wall 50 forms the boundary between the side wall and the deflector. More particularly, the housing 2 according to the invention, together with this deflector 54, can be obtained by an injection molding process, the deflector being molded simultaneously with the retaining wall 50.

[0061] The deflector 54 has a tapered shape with a base close to the retaining wall and a tip 60 that partially defines the passage cross-section of the first air discharge duct 10. The base has a transverse dimension greater than that of the tip. More specifically, the deflector has an inner surface 56 and an outer surface 58 that meet to form the tip 60. The inner surface 56 faces the mixing zone 89 and faces the regulating flap 36 when the regulating flap is in its closed position. The outer surface 58 faces the first air discharge duct 10 and partially defines the first air discharge duct 10 in the extension of the tip. As a result of this definition, the retaining wall 50 forms a protrusion between the side wall 52 and the inner surface 56 of the deflector. The retaining wall forms a lateral boundary between the side wall and the inner surface of the deflector.

[0062] As stated above, the deflector extends beyond the stop wall along the side wall, following a portion of the guideway. More specifically, the inner surface 56 of the deflector extends over a portion of the guideway 38 followed by the free end of the first branch of the adjusting flap. To this end, in the illustrated embodiment, the inner surface 56 has a curvature that substantially corresponds to the arc formed by the guideway 38 of the adjusting flap 36. In other words, the inner surface 56 has a concave shape, the radius of curvature of which is substantially equal to the radius of the arc of the guideway 38 of the adjusting flap 36 described above. When the adjusting flap 36 follows the guideway 38, for example, passing from the blocking position to the guiding position, the first end 46 of the first branch 42 passes from the stop wall 50 protruding from the side wall 52 along the inner surface 56 of the deflector 54.

[0063] As stated above, the deflector 54 has a tapered shape that thins as the distance from the retaining wall 50 increases toward the tip 60. The tip 60 has rounded edges so as not to cause obstruction to the airflow passing over the tip of the deflector, as might occur with a sharp edge or ridge between the inner surface and the tip. In the example shown in Figures 1-3, the tip 60 has a generally flat shape, with rounded edges at its junction with the inner surface 56. This junction thus forms an abrupt change in the shape of the deflector 54 to divert a portion of the airflow intended to flow toward the first air discharge duct so that it is directed toward the second air discharge duct 12, but has rounded edges to prevent turbulence to the portion of the airflow that continues toward the first air discharge duct.

[0064] In an alternative embodiment shown in Figure 4, the deflector has a generally triangular shape with a tip 60 (opposite a base located adjacent retaining wall 50) having a generally rounded shape connecting the inner surface to the outer surface. In this alternative, without limiting the invention, the deflector has a symmetrical shape with an outer surface of substantially the same curvature as the inner surface (which, as noted, is intended to extend over at least a portion of the guideway).

[0065] In an alternative embodiment not shown, the housing 2 may have a deflector 54 manufactured independently of the housing and its walls (if appropriate, by a molding operation separate from that used to manufacture the housing) and arranged in an extension of the side wall 52 that projects from the retaining wall 50, such that the deflector is not now integral with the housing 2. Such a variant (which involves the use of several successive manufacturing operations) may allow the deflector to be manufactured from a different material than the walls.

[0066] In each of these variants, the deflector is intended to present an obstacle to the passage of the airflow at the point where it must enter the first air discharge duct. To ensure that the deflector deflects a significant portion of the airflow so as to have a significant effect on the airflow, particularly on the temperature equalization of the air present in the passenger compartment, the vertical dimension of the deflector (i.e., the height H of the deflector measured between the retaining wall 50 and the tip 60 of the deflector) is 15 to 25 millimeters. More specifically, the height H of such a deflector may be on the order of 20 millimeters.

[0067] Nevertheless, the cross section of the first air discharge duct at the deflector remains large enough to allow a substantial amount of air to pass through, so that the air can flow towards the air outlet opening into the lower part of the passenger compartment without the deflector causing an excessive pressure drop. More particularly, the deflector extends across the first air discharge duct so that the cross section of the first air discharge duct has a first dimension D1 between the deflector 54 and the warm air guide wall 18 of between 30 and 50 millimeters.

[0068] From the above, it will be understood (as will be explained in more detail below) that the deflector 54 is arranged in the path of the airflow (particularly the warm airflow) heading towards the first air discharge duct 10, in order to forcibly direct a portion of the airflow towards the second air discharge duct. In order to allow this portion of the airflow (diverted by the deflector) to flow into the second air discharge duct 12, the adjustment flap is dimensioned so that when the adjustment flap 36 is in the guiding position, a leakage passage 62 is formed between the end of the flap (here, the first end 46 of the first branch body 42) and the warm air guiding wall 18.

[0069] The leakage passage 62 is dimensioned so that a second dimension D2, measured between the first end 46 of the first branch 42 and the warm air guide wall 18 when the adjustment flap 36 is in the guide position, is between 5 and 15 millimeters. The second dimension D2 is measured in the extension of the main dimension (length) of the first branch 42, as shown in FIG. 1. Advantageously, this second distance D2 is 10 mm. It should be noted that the second dimension D2 of the leakage passage 62 can be defined as the smallest dimension between the wall of the housing and the adjustment flap (in a cross section perpendicular to the axis of rotation of the adjustment flap, as shown).

[0070] The leak passage 62 is particularly oversized relative to the operating gap conventionally left between the control flap and the wall defining the duct partially blocked by the control flap. In particular, the leak passage 62 is oversized relative to the operating gap left between the second end 48 of the second branch 44 and the cold air guide wall 20 when the control flap 36 is in the guide position. This operating gap is designed to allow a thin airflow from the main duct 8, regardless of the position of the heating control flap 24, to continuously supply air to the air outlet(s) directed toward the glass surface, thereby intentionally providing a defogging function. The second dimension D2 of the leak passage 62 is larger than the third dimension D3 of the operating gap just described. More particularly, the third dimension D3 may be between 1 and 4 millimeters. This third dimension D3 is measured in the extension of the second branch body 44 in the direction of its major dimension (length), as shown in FIG.

[0071] The fact that the second dimension D2 is greater than the third dimension D3 promotes airflow exchange at the leakage passage 62 adjacent to the first end 46 of the control flap 36 rather than at the passage created by the operating gap adjacent to the second end 48 of the control flap 36. This promotes the supply of warm air from the mixing zone through said passage to the outlet(s) associated with the upper part of the vehicle (particularly the glass surface) rather than cool air from the evaporator outlet through the gap. The various values ​​mentioned above were calculated by the inventors and can be considered independently of one another to determine the optimal functioning of the heating, ventilation, and / or air conditioning system. It should be noted that the inventors' calculations also relate to ratios between the various dimensions mentioned, which apply regardless of the dimensions of the housing. For example, it is advantageous for the height of the reflector to have a value approximately half the first dimension D1 corresponding to the passage cross-section of the first air discharge duct, regardless of its value within the described range. At the same time, it should be noted that this first dimension D1 (corresponding to the passage cross section of the first air discharge duct) may advantageously have a value of the order of three to four times the value of the second dimension D2 (corresponding to the air leakage passage from the mixing zone towards the second air discharge duct).Finally, it should be noted that this second dimension D2 may be of the order of three to four times the value of the third dimension D3 (corresponding to the air leakage from the main duct towards the second air discharge duct).

[0072] The present invention is particularly advantageous when the heating control flap 24 is in the heating position as shown in FIGS.

[0073] In this situation, as shown by arrow F1, the airflow coming from the outside and passing through the evaporator 6 is directed predominantly by the heating control flap 24 in the heating position towards the auxiliary duct 9 housing the radiator 4. After the airflow is heated by passing through the radiator 4 as shown by arrow F2, it flows through the auxiliary duct 9 towards the mixing zone 89, directed mainly by the side wall 52.

[0074] 1, when the adjustment flap 36 is in the induction position, the warm air flow from the radiator 4 passes through the mixing zone and is then directed primarily toward the first air discharge duct 10. More specifically, the warm air flow travels along the side wall 52 and then flows through a passage defined by the first branch 42 of the adjustment flap 36, the inner surface 56 of the deflector 54, and the warm air induction wall 18, as indicated by arrow F3. The majority of the warm air flow then flows through the first air discharge duct 10, as indicated by arrow F4.

[0075] As stated, particularly due to the presence of the deflector, a portion of the warm air flow passes through a leakage passage (having a second dimension D2) located between the adjustment flap and the warm air guide wall 18, in a manner that leads to a flow toward the second air discharge duct 12, as indicated by arrow F5. The temperature difference between the air in the main duct 8 and the second air discharge duct 12, and the air flow passing between the adjustment flap 36 and the first air discharge duct 10, draws a portion of the warm air flow toward the second air discharge duct 12. The concave shape of the inner surface 56 of the deflector 54 also helps to direct at least a portion of the warm air flow toward the first end 46 of the adjustment flap 36. Finally, it should be noted that the operating gap that exists between the adjustment flap and the cold air guide wall 20 is sufficiently small compared to the dimension of the leakage passage 62. This is so that the air sucked in at the second air discharge duct is warm air coming from the mixing zone and passing through the leakage passage 62, rather than cool air coming from the main duct.

[0076] The portion of the warm air flow that is thus drawn towards the second air discharge duct 12 helps to reduce the temperature difference between the air discharged through the second air discharge duct 12 and the air discharged through the first air discharge duct 10. This reduction in temperature difference promotes a better thermal perception by the driver and / or passenger(s) of the motor vehicle.

[0077] 2, when the adjustment flap 36 is in the blocking position, the warm air flow from the radiator 4 is directed primarily toward the second air discharge duct 12. More specifically, the warm air flow travels along the side wall 50 before flowing toward the space defined by the first branch 42 of the adjustment flap 36 and the heating control flap 24, as indicated by arrow F6 in the figure. The warm air flow then flows between the cold air guide wall 20 and the second branch 44 of the adjustment flap 36, before flowing through the second air discharge duct 12, as indicated by arrow F7. It should be noted that in this position of the adjustment flap, the deflector has no particular effect.

[0078] When the heating control flap 24 is in the ventilation position as shown in FIG. 3, the presence of the deflector 54 and the size of the leakage passage 62 allow a portion of the ventilation cool air to be directed towards the second air discharge duct 12 when the adjustment flap 36 is in the air induction position similar to the situation shown in FIG.

[0079] The airflow coming from the evaporator 6 is directed mostly into the main duct 8 as shown by the arrow F8 when the heating control flap 24 is in the vent position blocking the entry into the auxiliary duct 9.

[0080] When the adjustment flap 36 is in the guide position (in which position the flap simultaneously blocks direct access to the second air discharge duct associated with the outlet opening into the upper part of the passenger compartment), the cool air flow circulating in the main duct is directed mainly towards the first air discharge duct 10. More specifically, the cool air flow is directed by the heating control flap 24 and the second branch 44 of the adjustment flap 36 towards the mixing zone 89 and the deflector 54, as shown by arrow F9. The majority of the cool air flow then circulates through the first air discharge duct 10, as shown by arrow F10.

[0081] 3 (in particular, arrow F11), a portion of the cold air flow can pass through the leakage passage 62 provided between the first end 46 of the first branch body 42 and the warm air guide wall 18 and flow towards the second air discharge duct 12. As specified above, the formation of this partial air flow is promoted by the concave shape of the inner surface 56 of the deflector 54, which extends along the guide path of the adjustment flap, and the dimension D2 of the leakage passage formed between the first end 46 of the first branch body 42 and the warm air guide wall 18. This allows sufficient air to be supplied to the second air discharge duct associated with the air outlet opening into the upper part of the passenger compartment in order to provide, if necessary, the function of defrosting the glass surface.

[0082] The invention just described allows for improved perception by vehicle occupants during heating phases by equalizing the temperature of the air delivered into the vehicle compartment between outlets located at the vehicle floor and outlets located higher (e.g., at the windshield surface). This equalization is made possible in particular by the presence of a deflector at the inlet of the first air discharge duct (which allows the air to be directed toward the outlet located at the vehicle floor). This deflector allows for directing part of the warm air flow toward the upper air outlet located higher during heating phases. This reduces temperature stratification of the air in the vehicle compartment, promoting better temperature perception by the driver and / or passenger(s) of the motor vehicle.

[0083] However, the present invention is not limited to the means and arrangements described or exemplified herein, but extends to any equivalent means and arrangements described or exemplified herein, as well as to any equivalent means and arrangements and any technically functional combinations of such means.

Claims

1. A housing (2) of a heating, ventilation, and / or air conditioning system (1) for a motor vehicle, the housing (2) comprising a plurality of ducts including at least a first air outlet duct (10) and a second air outlet duct (12), the second air outlet duct (12) being configured to open into an upper part of a passenger compartment of the motor vehicle, and the first air outlet duct (10) being configured to open into a lower part of the passenger compartment of the motor vehicle, the housing (2) being configured to provide an air outlet to the first air outlet duct (10). A housing (2) comprising an adjusting flap (36) movable between a position for blocking an airflow toward the first air blowing duct (10) and a position for guiding the airflow toward the first air blowing duct (10), the adjusting flap (36) moving from one position to the other along a guide path (38), the housing (2) comprising at least one stop wall (50), the adjusting flap (36) extending opposite the stop wall (50) when the adjusting flap (36) is in the blocking position, The housing (2) includes a deflector (54) protruding from the stop wall (50) so as to extend along a portion of the guideway of the adjustment flap (36); the deflector (54) has an inner surface (56) facing the adjusting flap (36) when the adjusting flap (36) is in the blocking position, the inner surface (56) having a curvature substantially corresponding to the portion of the guideway of the adjusting flap (36); the housing (2) comprises a warm air guide wall (18) that partially defines the first air discharge duct (10), and the adjustment flap (36) is accommodated in the housing such that, when the adjustment flap is in a position to guide the airflow, a leakage passage (62) is provided between the adjustment flap (36) and the warm air guide wall (18), thereby allowing a portion of the airflow to pass toward the second air discharge duct (12); The deflector (54) is disposed in a path of the warm air flow toward the first air outlet duct (10), and forcibly directs a portion of the warm air flow toward the second air outlet duct (12) so that the portion of the warm air flow passes through the leakage passage (62). Housing (2).

2. 2. The housing (2) of claim 1, wherein the deflector (60) partially defines the first air outlet duct (10) and has a tip (60) with rounded edges.

3. 3. The housing (2) of claim 2, wherein the dimension of the deflector (54) measured between the stop wall (50) and the tip (60) of the deflector (54) is between 15 and 25 millimeters.

4. 2. The housing (2) of claim 1, wherein the deflector (54) has a tapered shape that becomes thinner with increasing distance from the stop wall (50).

5. 2. A housing (2) according to claim 1, wherein the first air outlet duct (10) is defined by a warm air guide wall (18) arranged opposite the deflector (54) on the other side of the air passage, the deflector (54) extending across the first air outlet duct (10) so that the passage cross section of the first air outlet duct (10) has a distance between the deflector (54) and the warm air guide wall (18) of between 30 and 50 millimeters.

6. 2. The housing (2) of claim 1, wherein the deflector (54) and the retaining wall (50) form an integral assembly.

7. 6. The housing (2) according to claim 5, further comprising a cold air guide wall (20) that partially defines the second air discharge duct (12) on the side opposite a connection area (19) between the second air discharge duct (12) and the first air discharge duct (10), and the adjustment flap (36) comprises a branch body (44) whose end edge (48) is placed opposite the cold air guide wall (20) when the adjustment flap (36) is in the guiding position, and the dimension (D2) of the leakage passage (62) is greater than the dimension (D3) measured between the end edge (48) and the cold air guide wall (20) when the adjustment flap (36) is in the guiding position.

8. 8. A motor vehicle comprising a housing (2) for a heating, ventilation and / or air conditioning system (1) according to any one of claims 1 to 7, a glass surface and a passenger compartment, wherein the first air outlet duct (10) opens into a lower part of the passenger compartment of the motor vehicle, while the second air outlet duct (12) opens into an upper part of the passenger compartment.

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