Motor-vehicle provided with a heating, ventilation and air conditioning system for treating air, including an airflow distribution functional module associated with a vehicle firewall, including a plurality of movable doors actuated by a single actuator device

Abstract

Motor-vehicle comprising a heating, ventilation and air conditioning system for treating air to be sent to a passenger compartment of the vehicle, wherein said system is entirely mounted within a front bay of the vehicle, provided for the installation of a traction engine, said system comprises a functional module (M) for distributing the airflow associated with a main opening obtained on a firewall (18) of the vehicle, including a plurality of outlet areas respectively communicating with a plurality of distribution ducts (20), said functional module (M) comprises a plurality of movable doors (25, 26) configured to be moved in accordance with the climate adjustments made by a user inside the passenger compartment, to open or close said outlet areas, and said functional module (M) comprises a single actuator device and a related transmission mechanism arranged to rotate all the movable doors (25, 26).

Description

[0001] Motor-vehicle provided with a heating, ventilation and air conditioning system for treating air, including an airflow distribution functional module associated with a vehicle firewall, including a plurality of movable doors actuated by a single actuator device

[0002] TEXT OF THE DESCRIPTION

[0003] Field of the invention

[0004] The present invention relates to a motor-vehicle, comprising a heating, ventilation and air conditioning system for treating air to be sent to a vehicle passenger compartment.

[0005] Prior art

[0006] Systems of the type indicated above, also commonly referred to as HVAC systems, are already known and have been used in the field for a long time. Typically, HVAC systems are modules mounted inside a structural body forming the vehicle dashboard; however, such solutions suffer from some drawbacks. In particular, the installation of the HVAC system inside the dashboard necessarily results in the creation of a dashboard body of sufficient size to contain the HVAC system, thus creating an overall particularly bulky dashboard body. This problem becomes particularly relevant for new generation vehicles with electric propulsion, also in relation to modem styling demands and new concepts of internal habitability for passengers, which require an improvement in the perceived space in the passenger compartment and a rethinking of the arrangement of vehicle components. In this perspective, there is therefore a need to develop an improved solution, both from the point of view of managing the overall system layout, and from the point of view of an optimal distribution of the airflow in the passenger compartment.

[0007] Object of the invention

[0008] It is an object of the present invention to provide a vehicle provided with a heating, ventilation and air conditioning system for treating air, which can satisfy the aforementioned needs.

[0009] In particular, an object of the present invention is to provide a vehicle provided with said system, providing a dashboard in the passenger compartment with a contained footprint and a substantially minimal configuration.

[0010] A further object of the invention is to provide a vehicle according to the features indicated above, which guarantees a spatial perception of the passenger compartment, and the possibility of expanding the configurability of the front seats, for example by providing for a rotation of the seats around their vertical axis.

[0011] A further object of the invention is to propose a system as indicated above, including characteristics particularly effective for distributing the airflow inside the passenger compartment.

[0012] Summary of the invention

[0013] With a view to achieving the aforementioned objects, the invention has for its object a vehicle having the characteristics indicated in the attached claim 1 .

[0014] Brief description of the figures

[0015] Further characteristics and advantages of the invention will become apparent from the following description with reference to the attached drawings, provided by way of non-limiting example only, in which:

[0016] - figures 1A-1 C are respectively a side view, a front view and an elevation view of a front portion of a vehicle body, including a heating, ventilation and air conditioning system for treating air, according to one embodiment,

[0017] - figures 2A, 2B illustrate further features of the system, in relation to the treatment of an airflow with the system set to take external air,

[0018] - figures 3A, 3B illustrate further characteristics of the system, in relation to the treatment of an airflow with the system set to take external air together with the by-pass function,

[0019] - figures 4A, 4B illustrate further characteristics of the system, in relation to the treatment of an airflow with the system set to perform air recirculation together with the by-pass function,

[0020] - figures 5A, 5B illustrate further characteristics of the system, in relation to the treatment of an airflow with the system set to perform air recirculation,

[0021] - figure 6 is a perspective view of a vehicle firewall and passenger compartment air distribution ducts associated with the firewall, communicating with an airflow distribution functional module associated with the firewall,

[0022] - figure 7 is a schematic perspective view of an airflow distribution functional module, including a hollow cylindrical support structure and a plurality of movable doors,

[0023] - figure 8 is a schematic sectional view illustrating the distribution module interfaced with the system mixing chamber and the firewall,

[0024] - figure 9 illustrates further characteristics of the functional module,

[0025] - figures 10A-15C describe possible operating positions of the movable doors as a function of certain system settings, and

[0026] - figures 16-17G further features relating to a single actuator device for controlling all the movable doors.

[0027] Detailed description of the invention

[0028] In the following description, various specific details are set out to enable an in-depth understanding of examples of one or more embodiments. The embodiments may be carried out without one or more of the specific details, or with other methods, components, materials, etc. In other cases, well-known structures, materials or operations are not shown or described in detail so as not to obscure various aspects of the embodiments. A reference to “one embodiment” within this description indicates that a particular configuration, structure or feature described in connection with the embodiment is included in at least one embodiment. Thus, phrases such as “in one embodiment,” which may appear in several places in this description, are not necessarily intended to refer to the same embodiment. Moreover, particular conformations, structures or features may be combined appropriately in one or more embodiments and / or associated with the embodiments in a manner different from that illustrated herein; for example, a feature exemplified with reference to one figure may be applied to one or more embodiments shown in a different figure. The references shown herein are for convenience only and therefore do not delimit the scope of protection or the extent of the embodiments. With reference to the accompanying drawings, a heating, ventilation and air conditioning system for a motor-vehicle is generally indicated 1 . The system 1 (commonly also referred to as an HVAC system “Heating, Ventilation and Air Conditioning”) is a system configurable according to a plurality of operating modes set by the passenger, for example cooling or heating, in order to obtain desired environmental conditions of the air in the passenger compartment. More particularly, the system 1 is used for treating air to be sent to a passenger compartment of the vehicle, specifically to heat, cool or dehumidify such air. The air to be treated may come from the outside environment and / or may be recirculated air (i.e. , air taken from the passenger compartment for treatment and then sent again into the passenger compartment).

[0029] Figures 1A-1 C show, purely by way of example, a portion of a motorvehicle, in particular a front body portion, provided with a system 1 incorporating the peculiar features of the present invention. With reference to these figures, the motor-vehicle comprises a front area in which a front bay 2 is provided, covered by a front hood 2’ (schematically shown in Figure 1 A) in the final assembled configuration of the vehicle.

[0030] Both in the case of vehicles with a combustion engine and in the case of electric traction vehicles (Battery Electric Vehicles “BEV”), the front bay 2 is typically arranged for the installation of a related traction engine. As illustrated in Figures 1A and 1 C, the front bay 2 is separated from the passenger compartment by a firewall 18. The expression “firewall” denotes a body part of the vehicle that separates the engine bay from the passenger compartment, in order to protect the passengers from heat and noise generated by the engine, and possibly from wind and water ingress from the road. Substantially, in the final assembled configuration of the vehicle, the firewall 18 is vertically spaced beneath the front windshield.

[0031] In BEV vehicles, the bay 2 may house an electric traction motor, generally smaller in size than a thermal engine, or the bay 2 may be devoid of an engine, the vehicle having an electric motor mounted in a rear area of the vehicle, or electric traction motors directly integrated in the wheels (InWheel Motor).

[0032] According to a peculiar feature of the present invention, illustrated in Figures 1A-1 C, the heating, ventilation and air conditioning system 1 for air treatment is positioned entirely within the front bay 2, under the front hood 2’ of the vehicle. Preferred embodiments provide that the vehicle having the system 1 as indicated above is a BEV, equipped with an electric traction motor mounted within the bay 2, or with an electric motor mounted in a rear area of the vehicle, or with electric traction motors directly integrated in the wheels.

[0033] According to a further feature, illustrated in Figures 1A-1 C, the system 1 is made as a single module with overall dimensions particularly limited along a vertical direction of the vehicle, so as to allow positioning of the module above any mechanical parts extending inside the front bay 2.

[0034] In a preferred embodiment, the system 1 extends within the front bay 2 above, relative to a vertical direction of the vehicle, a pair of struts 4 joined at the front by a front cross-member 5. Moreover, again in a preferred embodiment, the system 1 is positioned centrally within the engine bay 2 with reference to a horizontal transverse axis of the vehicle (as shown in Figure 1 C). Naturally, other positions of the system 1 within the bay 2 may be provided, for example below the struts 4.

[0035] According to a further feature, the system 1 comprises an air intake module 3, arranged to channel outside air along the system 1 towards the passenger compartment. The module 3 is positioned at a front area of the system 1 , facing a front part of the vehicle, in particular towards the front surface of the vehicle on which a front bumper structure is mounted.

[0036] With particular reference to the embodiment illustrated in Figures 1 A- 1 C, the air intake module 3 comprises:

[0037] - a front intake mouth 30, optionally provided with a grille 30’ to retain solid bodies, arranged to receive a front intake airflow directed substantially along a direction parallel to the longitudinal direction of the vehicle,

[0038] - a preliminary chamber 31 receiving the intake airflow,

[0039] - an air manifold 32 in fluid communication with the preliminary chamber 31 , arranged to convey the airflow along a direction determined by the overall shape of the air manifold 32, and

[0040] - an air intake duct 6 arranged to receive the airflow conveyed by the manifold 32 and to direct it along the components of the system 1 downstream of said duct 6.

[0041] In one or more embodiments, downstream of the duct 6, the system 1 comprises:

[0042] - a ventilation device 7, comprising an impeller 7’ — preferably a centrifugal fan — and a motorized flap device 7”, configured to promote the passage of at least one air flow to be treated, as a function of the operating mode of the system 1 set in the passenger compartment,

[0043] - a mixing chamber 8 downstream of the ventilation device 7, in which a first heat exchanger 9 and a second heat exchanger 10 (liquid-air and / or refrigerant-air exchangers) are provided and configured to allow heat exchange between a heat exchange fluid and air to be sent to the passenger compartment; the exchangers 9, 10 are arranged in the chamber 8 so as to be invested by the same upstream airflow (this arrangement is discussed later in the description),

[0044] - an auxiliary duct 12 arranged to draw an airflow from inside the passenger compartment, according to an air recirculation mode, and to direct it towards the ventilation device 7 for entry into the mixing chamber 8, and

[0045] - a bypass duct 13 arranged to take part of the air treated by the exchangers 9, 10 and send it again towards the ventilation device 7 and upstream of the mixing chamber 8.

[0046] Advantageously, the HVAC system 1 further comprises a ducting system arranged downstream of the mixing chamber 8 along the direction of the air flow under treatment to be sent to the passenger compartment, configured to optimize air distribution at a plurality of positions in the passenger compartment of the vehicle. The features relating to distribution in the passenger compartment of the airflow exiting the mixing chamber 8 are described later.

[0047] Figures 2A and 2B are different schematic perspective views of the system 1 showing the operation of the system 1 when an external airflow F1 is drawn from outside by the ventilation device 7 and sent along a flow direction inside the mixing chamber 8 (flow direction F1 from left to right in Figures 2A, 2B). The impeller 7’ draws outside air in the front area of the vehicle or along the front hood. As indicated above, the ventilation device 7 comprises a motorized flap device 7” associated with the impeller 7’. In the operating mode illustrated in Figures 2A and 2B, the flap device 7” is in a position suitable for allowing outside air to flow through the air intake duct 6 for treatment in the chamber 8 before entering the passenger compartment, while at the same time closing the passage of a return airflow along the auxiliary duct 12 and the bypass duct 13.

[0048] Figures 3A and 3B are different schematic perspective views of the system 1 showing operation with intake of an external airflow F1 together with activation of a bypass function (activated to dehumidify the passenger compartment) which activates circulation of a bypass airflow F2.

[0049] In this operating mode, the bypass duct 13 is used to allow a portion of the dry air exiting the mixing chamber 8 after treatment by the exchangers 9, 10 to flow and be directed again to the ventilation device 7 and to the inlet of the mixing chamber 8 upstream of the exchangers 9, 10.

[0050] In one or more embodiments, as illustrated in Figures 3A and 3B, the bypass duct 13 extends along an upper area of the system 1 adjacent to the chamber 8, but it may also be provided along a lower or lateral area.

[0051] According to a further peculiar feature, discussed below, the bypass is managed by adjustment mechanisms that open or close the passage of the bypass airflow F2 along the duct 13, directly integrated in the flap device 7”. To this end, the flap device 7” comprises a passage region, openable or closable, to allow the bypass airflow F2 to flow from a terminal part of the bypass duct 13 (according to the airflow direction indicated in Figure 3B) to the inlet of the mixing chamber 8. Also in Figures 3A and 3B, reference 13’ indicates an access opening - permanently open - to allow the airflow F2 to enter the bypass duct 13. The flow will then be blocked or allowed to flow again towards the chamber 8 by the device 7”. The flap device 7” is further configured and positioned to close, at the same time (according to the operating mode of Figures 2A and 2B), the passage of an airflow through the auxiliary duct 12.

[0052] Figures 4A and 4B are different schematic perspective views of the system 1 showing operation with air recirculation mode (commonly called Air Circulation), together with activation of the bypass function. The bypass function is analogous to that indicated above for Figures 3A and 3B. In the air recirculation mode, the auxiliary duct 12 is used to draw air coming from the passenger compartment - internal airflow F3 -and to direct it towards the ventilation device 7. The internal airflow F3 is then centrifuged radially by the impeller 7’ and pushed towards the mixing chamber 8, in which the exchangers 9, 10 are provided. As discussed in detail below, the flap device 7” is configured and positioned to allow the passage of air from the passenger compartment to the device 7 together with the bypass function, while at the same time closing the inlet of the external airflow F1 through the air intake duct 6.

[0053] Figures 5A and 5B are different schematic perspective views of the system 1 showing operation set to perform air recirculation only. As discussed in detail below, the flap device 7” is configured and positioned to allow the passage of the internal airflow F3 from the passenger compartment to the device 7, while at the same time closing the inlet of the external airflow F1 through the air intake duct 6 and the inlet of the bypass airflow F2.

[0054] As indicated above, the mixing chamber 8 is downstream of the ventilation device 7, in which a first heat exchanger 9 and a second heat exchanger 10 (liquid-air and / or refrigerant-air exchangers) are provided and configured to allow heat exchange between a heat exchange fluid and air to be sent to the passenger compartment. In one or more embodiments, within the mixing chamber 8, upstream of the exchangers 9, 10 in the airtreatment direction, at least one filter 14 is provided, for example a particulate filter, adapted to filter the air flowing through it and capture suspended particles having a diameter, for example, less than 10, 5 or 2 micrometers. According to the invention, it is also possible for the system 1 to comprise further filters, for example adapted to filter components other than the air under treatment, and arranged, for example, downstream of the first and second heat exchangers. Other embodiments provide that the filter 14 is positioned downstream of the exchangers 9, 10, or upstream of the ventilation device 7.

[0055] In one or more embodiments, the first heat exchanger 9 and the second heat exchanger 10 are functionally equivalent and are arranged inside the chamber 8 so as to be invested by the same upstream airflow. In particular, both the first heat exchanger 9 and the second heat exchanger 10 are adapted to allow heat exchange between a heat exchange fluid and air to be sent to the passenger compartment. Depending on whether the heat exchange fluid is compressible or incompressible, and as a function of the temperature and pressure conditions of the heat exchange fluid, the first heat exchanger 9 and the second heat exchanger 10 may operate as a condenser or as an evaporator, or as an air cooler or heater core, that is to cool or heat the air conveyed through them.

[0056] As visible in particular in Figures 2B, 3B and 4B, the first heat exchanger 9 and the second heat exchanger 10 are vertically side-by-side within the chamber 8. The term vertically refers to an assembled condition of the system 1 on the vehicle. Moreover, the two side-by-side exchangers may extend substantially along a direction inclined relative to the vertical. The two exchangers 9, 10 may be arranged side-by-side along a vertical or along directions inclined at different angles with respect to a vertical direction of the chamber 8. In one or more embodiments, as illustrated in Figures 2B, 3B and 4B, a condensate collection and drainage system is also provided inside the chamber 8, to collect condensate possibly formed as a result of the air-treatment process and to channel it outside the chamber 8. Preferably, this system comprises a condensate collection platform 15 in communication with the bottom of the chamber 8 through a drainage duct 16.

[0057] Figures 6-9 illustrate further features of the system 1 in relation to distribution in the passenger compartment of the airflow exiting the mixing chamber 8. The mixing chamber 8 comprises a terminal open section downstream of the exchangers 9, 10 for the exit of the airflow treated inside the chamber 8. It should be noted that, in the invention, the firewall 18 of the vehicle is mounted adjacent to the general plane defined by said terminal open section, and further comprises a main opening obtained in correspondence with the terminal open section. Therefore, the airflow treated inside the chamber 8 and exiting the chamber 8 through said terminal open section is conveyed downstream of the firewall 18 as described below.

[0058] According to an essential feature of the present invention, the system 1 further comprises a functional module M for distributing the airflow associated with the main opening obtained on the firewall 18, including a plurality of outlet areas 20’, 2T, 23’ communicating with a plurality of distribution ducts 20, 21 , 23 for conveying the air exiting the chamber 8 towards a determined area of the passenger compartment of the vehicle. The ducts 20, 21 , 23 are therefore interfaced with the firewall 18 and communicate with the terminal open section of the chamber 8 through the module M. In the final assembled configuration of the vehicle, the ducts 20, 21 , 23 are at least partially housed within a front dashboard (not shown) of the vehicle. Each duct 20, 21 , 23 ends, at least, with a respective outlet provided on the dashboard of the vehicle or at other positions within the passenger compartment, such as a foot-rest area of the occupants of the front seats. The respective outlets of the ducts may be provided with adjustment means configured to regulate and direct the flow rate of the outgoing airflow.

[0059] It will therefore be appreciated that, in one or more embodiments, the distribution ducts 20, 21 , 23 are configured to convey an airflow in accordance with the climate adjustments made by a user in the passenger compartment which determine respective operating configurations of the module M (detailed below).

[0060] According to a further feature, the ducts 20, 21 , 23 have a conformation substantially adhering to the firewall 18, at least partially received within corresponding recesses on the firewall 18 itself. In other words, the overall shape of the firewall 18 is exploited to realize an overall conduit configuration adapted to minimize intrusion into the passenger compartment. In order to further minimize the footprint in the passenger compartment, the ducts may have space-saving dimensions, with a rectangular section widened and flattened against the firewall 18. It will therefore be appreciated that the firewall 18 comprises a plurality of recesses, and the ducts are configured to be positioned at least partially within said recesses so as to minimize the footprint downstream of the firewall in the direction of the passenger compartment of the vehicle. Thanks to these features, the dashboard of the vehicle (which at least partially houses the ducts) may be made with reduced bulk and a substantially minimal configuration, thereby increasing the space available in the passenger compartment. It should also be noted that all the ducts 20, 21 , 23 may have respective conduit stretches that present a section of different size from that of other conduit stretches, to exploit the spaces available and the conformation of the firewall 18. According to a further preferred feature, the ducts 20, 21 , 23 are at least partially fixed to the firewall 18 by mechanical fastening members of any known type. In one or more embodiments, the ducts 20, 21 , 23 are made of plastic material, to provide the desired weight and rigidity characteristics.

[0061] Returning to Figure 6, a possible configuration of the distribution ducts 20, 21 , 23 is described. The ducts 20, 21 , 23 have a layout symmetrical with respect to a central vertical symmetry axis of the firewall 18.

[0062] The distribution ducts 20, 21 , 23 may comprise a defroster duct 20, a pair of front ducts 21 arranged to convey the air towards a frontal and / or lateral area with respect to the front seats of the vehicle, and a pair of auxiliary ducts 23 (of which only an initial portion connected to the functional distribution module M is shown in the figures), arranged to convey the air along the floor of the passenger compartment.

[0063] Again with reference to Figure 6, each front duct 21 may comprise a connection portion interfaced with the functional module M, a vertical portion directed vertically along the firewall 18, and a horizontal portion 21 ” extending horizontally along an upper part of the firewall 18. The said horizontal portion 21 ” may comprise a respective lateral outlet 22 and / or a central outlet 24 to convey the air towards a lateral and / or frontal area with respect to the front seats of the vehicle.

[0064] In one or more embodiments, the defroster duct 20 comprises a connection portion interfaced with the functional module M and a main portion extending up to an upper end part of the firewall 18.

[0065] The auxiliary ducts 23 are only partially illustrated (in particular their connection portions interfaced with the module M), being ultimately extended along the floor of the vehicle.

[0066] As indicated above, the functional module M for distribution of the airflow includes a plurality of outlet areas 20’, 2T, 23’ communicating with the distribution ducts 20, 21 , 23 to convey the air exiting the chamber 8 towards a determined area of the passenger compartment of the vehicle.

[0067] According to a further important feature, the functional module M further comprises a plurality of movable doors 25, 26 configured to be moved in accordance with the climate adjustments made by a user in the passenger compartment, to open or close the outlet areas 20’, 2T, 23’. It will therefore be appreciated that the movable doors 25, 26 (detailed below) are automatically controlled to manage airflow distribution before it reaches the ducts 20, 21 , 23. To this end, the motor-vehicle may therefore include at least one control unit configured and programmed to control the movement of the movable doors 25, 26 as a function of the climate adjustments made in the passenger compartment by the occupants.

[0068] Further features relating to the functional module M are illustrated in Figures 7-9. The embodiment shown represents a preferred configuration of movable doors 25, 26 and of the functional module M as a whole, for effective distribution of air in the passenger compartment along three different types of ducts (defroster duct 20, auxiliary ducts 23, front ducts 21 ). These features positively impact the system 1 as a whole to achieve better and optimized management of the available space, reducing weight and the number of components necessary to open / close the passage along a given duct.

[0069] The functional module M comprises a hollow support structure 27 of cylindrical shape, configured to support the movable doors 25, 26. The hollow cylindrical support structure 27 comprises a first circular base and a second circular base. The bases of the cylinder are open and are defined by a respective peripheral circumferential edge 28, so that the airflow can flow through the bases from inside the cylinder to the outside, and vice versa. The hollow cylindrical support structure 27 further comprises a central support rod 29 coincident with the height of the cylinder, connected to at least some movable doors 25, 26. The hollow cylindrical support structure 27 lacks a lateral surface; the peripheral circumferential edges 28 of the two bases are in fact joined only by at least two vertical support rods 33 extending along the overall lateral surface of the cylindrical structure. Therefore, it will be appreciated that, potentially, the airflow can flow through the cylindrical surface from inside the cylinder to the outside, and vice versa.

[0070] Figures 7 and 8 illustrate the positioning of the hollow cylindrical support structure 27 with reference to the mixing chamber 8 and the firewall 18. It should be noted that the hollow cylindrical support structure 27 is mounted in correspondence with the main opening obtained on the firewall 18, such that a first part of the cylindrical structure projects inside the mixing chamber 8 and a second part of the cylindrical structure projects outside the mixing chamber 8, ultimately projecting outwardly of the firewall 18. Mounting of the module M within the main opening may be carried out by any type of mechanical connection (screws, rivets, welding, snap means, etc.). Preferably, a longitudinal mid-plane (which cuts the cylinder along its length and is parallel to the height of the cylinder) coincides with the plane defined by the main opening obtained on the firewall 18, such that the first part of the structure 27 inside the chamber 8 and the second part of the structure 27 projecting externally (downstream of the chamber 8) with respect to the firewall 18 are of equal size. In other words, two semicylinders of equal volume are thus formed, one outside the chamber 8 and one inside it. It will therefore be appreciated that, to house the hollow cylindrical support structure 27 described above, the main opening obtained on the firewall is to be made with a rectangular shape. In the final assembled configuration described above, the structure 27 has, for each base, a semi circumference inside the chamber 8 and a semi circumference projecting outwardly with respect to the firewall 18 (Figure 8).

[0071] As already indicated above, the distribution ducts 20, 21 , 23 have a respective connection stretch connected to the module M at respective outlet areas 20’, 2T, 23’ obtained on the support structure 27 described above.

[0072] The connection portion of the defroster duct 20 communicates with an outlet area 20’ defined by a quarter of the overall lateral surface of the cylindrical structure, relating to the part of the structure 27 projecting outwardly of the firewall 18, downstream of the chamber 8. The other quarter of the overall lateral surface of the cylindrical structure, relating to the part of the structure 27 projecting outwardly of the firewall 18, is closed by a wall 34.

[0073] For the front ducts 21 , each connection portion communicates with a respective outlet area 2T defined on a respective base of the structure 27. More particularly, the outlet area 2T is defined by a first sector of the semicircumference projecting outwardly with respect to the firewall 18, downstream of the chamber 8.

[0074] For the auxiliary ducts 23, each connection portion communicates with a respective outlet area 23’ defined on a respective base of the structure 27. More particularly, the outlet area 23’ is defined by a second sector of the semicircumference projecting outwardly with respect to the firewall 18, downstream of the chamber 8. The first and second sectors are preferably of equal size (as illustrated in the drawings).

[0075] It will therefore be appreciated that, in the final assembled configuration, potentially, the air flowing along the mixing chamber 8 can enter the hollow structure 27 along the part of the lateral surface located inside the mixing chamber 8 (being this open) and flow freely towards the outlet areas 20’, 2T, 23’ and the distribution ducts 20, 21 , 23.

[0076] As indicated above, the functional module M comprises a plurality of movable doors 25, 26 configured to be moved in accordance with the climate adjustments made by the user in the passenger compartment, to open or close the outlet areas 20’, 2T, 23’.

[0077] In one or more embodiments, as illustrated in Figures 7-9, the movable doors comprise a pair of rotating doors 25 of semi-circumferential shape, respectively associated with the first circular base and the second circular base of the structure 27. The two semi-circumferential shaped rotating doors 25 are sized correspondingly to the semi circumferences of the bases of the structure 27, and both are configured to be controlled in rotation clockwise or counter-clockwise around the center of the respective base of the structure 27. According to a further feature, each rotating door 25 comprises a respective central fulcrum portion- corresponding to the center of the base -. The two central fulcrum portions are connected to each other by the central support rod 29. In operation, a rotation imparted to one of the two rotating doors 25 is transmitted to the other of the two rotating doors by the central support rod 29, which thus acts as a motion transmission mechanism. Therefore, each rotating door 25 may be drive:

[0078] - to totally close the internal semi circumference (projecting inside the chamber 8) or the external semi circumference (in the latter case closing the outlet areas 2T, 23’) of the respective base of the structure 27, or else

[0079] - to partially close the external and internal semi circumferences.

[0080] In one or more embodiments, as illustrated in Figures 7-9, the movable doors comprise an auxiliary rotating door 26 formed by two contiguous surface sectors, in particular by a lateral surface sector 26’ corresponding to a quarter of the overall lateral surface of the hollow cylindrical structure 27, and a rectangular sector 26” inside the hollow cylindrical structure 27, having two minor sides corresponding to the radius of the bases and two major sides corresponding to the height of the cylinder. The two major sides extend such that one of them is parallel and substantially adjacent to the central rod 29, and the other of the two major sides extends along an arc of the lateral surface of the cylindrical structure 27. In operation, the auxiliary rotating door 26 may be controlled in rotation around the central rod 29, to close or leave open the outlet area 20’ defined by a quarter of the overall lateral surface of the cylindrical structure, relating to the part of the structure 27 projecting outwardly of the firewall 18, downstream of the chamber 8.

[0081] As indicated above, rotation of the two rotating doors 25 is the same, as they are mechanically connected by the central rod 29. Moreover, rotation of the auxiliary rotating door 26 is functionally linked to rotation of the two rotating doors 25, so as to properly direct the airflow towards the three different types of ducts described above (defroster duct 20, the two auxiliary ducts 23 and the two front ducts 21 ), in accordance with the climate adjustments of the system 1 carried out by a user in the passenger compartment.

[0082] In one or more embodiments, the pair of semi-circumferential shaped rotating doors 25 is controlled by an electrically actuated device. Independently, the auxiliary rotating door 26 may be independently controlled by a further actuator device, so as to decouple rotation of the pair of rotating doors 25 from rotation of the auxiliary rotating door 26. Further possible embodiments regarding actuation of the movable doors are described below.

[0083] With reference to Figures 10A-15F, possible positions of the movable doors 25, 26 are described as a function of the climate adjustments of the system 1 carried out by a user in the passenger compartment.

[0084] With reference to Figures 10A-10C, the system 1 is set to the so- called cool-down function in which both exchangers 9, 10 are in cooling mode. Consequently, the pair of semi-circumferential shaped rotating doors 25 is arranged in an upper horizontal position to close the outlet areas 23’ communicating with the auxiliary ducts 23. The auxiliary rotating door 26 is arranged in an upper position adapted to close the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that the airflow treated in the mixing chamber 8 enters the structure 27 along the part of the structure 27 inside the chamber 8 and is directed solely along the two outlet areas 2T communicating with the front ducts 21 .

[0085] With reference to Figures 11A-11 C, the system 1 is set to the so- called warm-up function in which both exchangers 9, 10 are in heating mode. The pair of semi-circumferential shaped rotating doors 25 is arranged in a lower horizontal position to close the outlet areas 23’ communicating with the auxiliary ducts 23. The auxiliary rotating door 26 is arranged in the same position as in the cool-down function, in particular in an upper position adapted to close the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that the airflow treated in the mixing chamber 8 enters the structure 27 along the part of the structure 27 inside the chamber 8 and is directed solely along the two outlet areas 23’ communicating with the auxiliary ducts 23 (which guide the flow along the floor of the passenger compartment - feet area of the occupants of the vehicle seats).

[0086] With reference to Figures 12A-12C, the system 1 is set to the so- called middle-season function in which the heat exchangers 9, 10 are set — one in heating mode and one in cooling mode. The pair of semi- circumferential shaped rotating doors 25 is in an internal vertical position overlapping the parts of the bases of the structure 27 located within the mixing chamber 8. Therefore, the outlet areas 2T, 23’ communicating with the front ducts 21 and the auxiliary ducts 23 remain open. The auxiliary rotating door 26 is again in the upper position adapted to close the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that the airflow exiting the mixing chamber 8 is directed both along the auxiliary ducts 23 and along the front ducts 21 .

[0087] With reference to Figures 13A-13C, the system 1 is set to the so- called middle-season dehumidification function in which, also in this case, the heat exchangers 9, 10 are set — one in heating mode and one in cooling mode. The pair of semi-circumferential shaped rotating doors 25 is again in an internal vertical position adapted to leave the outlet areas 2T, 23’ communicating with the front and auxiliary ducts 21 , 23 free. The auxiliary rotating door 26 is arranged in a lower position which allows the airflow to pass along the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that, in this operating mode of the system 1 , the airflow exiting the mixing chamber 8 passes through all the ducts 20, 21 , 23 downstream of the firewall 18.

[0088] With reference to Figures 14A-14C, the system 1 is set to the so- called winter dehumidification function in which, also in this case, the heat exchangers 9, 10 are one in heating mode and one in cooling mode. The pair of semi-circumferential shaped rotating doors 25 is arranged in a lower horizontal position adapted to close the outlet areas 21 ’ communicating with the front ducts 21 . The auxiliary rotating door 26 is arranged in a lower position which allows the airflow to pass along the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that, in this operating mode of the system 1 , the airflow exiting the mixing chamber 8 passes through the defroster duct 20 and the auxiliary ducts 23.

[0089] With reference to Figures 15A-15C, the system 1 is set to the so- called defrosting function in which both exchangers 9, 10 are in heating mode. The pair of semi-circumferential shaped rotating doors 25 is in an external vertical position adapted to close the outlet areas 2T, 23’ communicating with the front ducts 21 and the auxiliary ducts 23. The auxiliary rotating door 26 is arranged in a lower position which allows the airflow to pass along the outlet area 20’ communicating with the defroster duct 20. It will therefore be appreciated that, in this operating mode of the system 1 , the airflow exiting the mixing chamber 8 passes solely along the defroster duct 20.

[0090] In light of the foregoing, the auxiliary rotating door 26 may be configured to perform a maximum rotation substantially of 90°, between the upper position and the lower position, respectively to close or to leave open the outlet area 20’ communicating with the defroster duct 20. The pair of rotating doors is configured to perform a rotation substantially of 360°, between the internal vertical position, the upper horizontal position, the external vertical position and the lower horizontal position.

[0091] In light of all the operating modes described above, the system 1 is therefore configured to receive respective input signals relating to commands imparted in the passenger compartment by a passenger, so as to orient the movable doors 25, 26 according to the positions described above.

[0092] According to a further feature, the system 1 comprises a single actuator device, preferably electrically actuated, and a related transmission mechanism arranged to impart a rotation command both to the pair of semi- circumferential shaped rotating doors 25 and to the auxiliary rotating door 26.

[0093] With reference to Figure 16, the single-actuator solution provides a single actuator device 36 directly connected to one of the two semi- circumferential shaped rotating doors 25. The central rod 29 joined to the two rotating doors 25 is configured to transmit a corresponding rotation command to the other of the two semi-circumferential shaped rotating doors

[0094] 25. With particular reference to Figure 16, it should be noted that the transmission mechanism comprises further measures described below, such that a rotation of the two semi-circumferential shaped rotating doors 25 may or may not cause a consequent rotation of the auxiliary rotating door

[0095] 26. In this regard, again with reference to Figure 16, note that:

[0096] - reference M1 schematically indicates a first contact member carried by the semi-circumferential shaped rotating doors 25;

[0097] - reference MT schematically indicates a second contact member carried by the semi-circumferential shaped rotating doors, opposite the first contact member M1 ;

[0098] - reference N1 schematically indicates a third contact member carried by the auxiliary rotating door 26; and

[0099] - reference NT schematically indicates a fourth contact member carried by the auxiliary rotating door, opposite the third contact member N1 . The contact members M1 , MT, N1 , NT are configured to interact with each other as a function of the positions of the movable doors 25, 26, to cause, or not, a rotation of the auxiliary rotating door 26 consequent to rotation of the two rotating doors 25.

[0100] In more detail, the first and second contact members M1 , MT may be configured in the form of protruding teeth, and the third and fourth contact members N1 , NT may be configured in the form of hooks to cooperate with the protruding teeth, as described below. In one or more embodiments, the protruding teeth may be obtained at the end points of the diameter of the same rotating door 25, and the hooks may be obtained at opposite points of the lateral surface sector 26’, on the same side of the structure 27. In other embodiments, the protruding teeth may be obtained on two different rotating doors 25 at diametrically opposite positions, and the hooks may be obtained at opposite points of the lateral surface sector 26’, on respective sides of the structure 27.

[0101] Figures 17A-17G schematically illustrate how the single-actuator solution operates, in relation to the climate adjustments of the system 1 described above and illustrated in Figures 10A-15C.

[0102] Figure 17A refers to a setting of the system 1 in the so-called middleseason function, in which the movable doors 25, 26 are positioned to allow the airflow to pass along the auxiliary ducts 23 and the front ducts 21 .

[0103] To switch from the middle-season function to the cool-down function, the actuator device 36 commands a +90° rotation (with reference to the viewpoint of the figures) of the semi-circumferential shaped rotating doors 25, to move the rotating doors 25 into the upper horizontal position, to close the outlet areas 23’ communicating with the auxiliary ducts 23. The auxiliary rotating door 26 remains stationary since there is no interaction between the contact members M1 , MT, N1 , NT that would cause the auxiliary rotating door 26 to be driven; consequently, the auxiliary door 26 remains in the upper position adapted to close the defroster duct 20.

[0104] Figure 17C refers to a setting of the system 1 in the so-called warmup function, in which the movable doors 25, 26 are arranged to allow airflow only along the auxiliary ducts 23. To switch from the cool-down function to the warm-up function, the semi-circumferential shaped rotating doors 25 perform a +180° rotation (with reference to the figures) to take the lower horizontal position adapted to close the outlet areas 21 ’ communicating with the front ducts 21. The auxiliary door 26 again remains stationary in the upper position adapted to close the defroster duct 20. Note that, in the positions now taken in Figure 17C, the second contact member MT is substantially in engagement position with the fourth contact member NT.

[0105] Figure 17D refers to a setting of the system 1 in the so-called middleseason dehumidification function, in which the semi-circumferential shaped rotating doors 25 are oriented in an internal vertical position adapted to leave open the outlet areas 2T, 23’ communicating with the front and auxiliary ducts 21 , 23; the auxiliary door 26 is now positioned in the lower position adapted to allow the passage of the airflow along the defroster duct 20. To switch from the warm-up function to the middle-season dehumidification function, the actuator device commands a +90° rotation (with reference to the figures) of the semi-circumferential shaped rotating doors 25. This rotation causes a consequent +90° rotation (with reference to the figures) of the auxiliary door 26 due to mutual contact between the second and fourth contact members MT, NT.

[0106] Figure 17E refers to a setting of the system in the winter dehumidification mode, in which the movable doors 25, 26 are positioned to leave open the passage of the airflow along the front ducts 21 and the defroster duct 20. To switch from the middle-season dehumidification function to the winter dehumidification function, the actuator device commands a -90° rotation (with reference to the figures) of the semi- circumferential shaped rotating doors 25. This rotation does not move the auxiliary door 26 due to lack of interaction between the contact members M1 , MT, N1 , NT.

[0107] Figure 17F refers to a setting of the system 1 in the so-called defrosting function in which the movable doors 25, 26 are positioned to channel the airflow solely along the defroster duct 20. To switch from the winter dehumidification function to the defrosting function, the actuator device 36 commands a -90° rotation (with reference to the figures) of the semi-circumferential shaped rotating doors 25. This rotation does not move the auxiliary door 26 due to lack of interaction between the contact members M1 , MT, N1 , NT.

[0108] Figure 17G refers to a return condition of the system to the middleseason condition, starting from the positions of the movable doors 25 taken in the defrosting operating mode. To switch from the defrosting function to the middle-season function, the actuator device 36 commands a -180° rotation (with reference to the figures) of the semi-circumferential shaped rotating doors 25. The rotation of the semi-circumferential shaped rotating doors causes a consequent -90° rotation of the auxiliary door due to interaction between the first contact member M1 and the fourth contact member NT.

[0109] Naturally, without departing from the principle of the invention, the constructional details and embodiments may vary widely with respect to what has been described and illustrated purely by way of example, without thereby departing from the scope of the present invention as defined in the appended claims.

Claims

CLAIMS1. Motor-vehicle comprising a heating, ventilation and air conditioning system (1 ) for treating air to be sent to a passenger compartment of the vehicle, wherein:- said system (1 ) is entirely mounted within a vehicle front bay (2), provided for installing a traction engine,- said front bay (2) is separated from the passenger compartment by a firewall (18),- said system (1 ) comprises a mixing chamber (8) for providing heat exchange between a heat exchange fluid and air to be delivered to the passenger compartment, including a first heat exchanger (9), a second heat exchanger (10), and an open terminal section downstream of the exchangers (9,10) for the exit of the airflow treated inside the chamber (8),- said firewall (18) is mounted in correspondence with a general plane defined by said open terminal section of the mixing chamber (8),- said firewall (18) includes a main opening obtained in correspondence with said open terminal section,- said system (1 ) comprises a plurality of distribution ducts (20, 21 , 23) interfaced with the firewall (18), provided for conveying air coming from the mixing chamber (8) towards a specific area of the passenger compartment,- said system (1 ) also comprises an airflow distribution functional module (M) associated with said main opening, including a plurality of outlet areas (20', 2T, 23') respectively communicating with said plurality of distribution ducts (20, 21 , 23),- said functional module (M) includes a plurality of movable doors (25,26) configured to be moved in accordance with climate adjustments of the system (1 ), made by a user inside the passenger compartment, in order to open or close said outlet areas (20', 2T, 23'),- said functional module (M) includes a single actuator device (36) and a related transmission mechanism arranged to rotate all the movable doors (25, 26).

2. Motor-vehicle according to claim 1 , wherein the functional module (M) includes a hollow support structure (27) substantially cylindrical inshape, configured to support the movable doors (25, 26), the structure (27) comprising a first circular base and a second circular base, both open and defined by a respective peripheral circumferential edge (28), wherein the hollow support structure (27) of cylindrical shape has no solid lateral surface, wherein the peripheral circumferential edges (28) of the two bases are joined by at least two vertical support rods (33).

3. Motor-vehicle according to claim 2, wherein the movable doors comprise:- a pair of rotating doors (25) of semi-circumferential shape, respectively associated with the bases of the structure (27), sized correspondingly to the semi-circumferences of the bases and configured to be controlled in rotation around the center of the respective base,- an auxiliary rotating door (26) formed by two contiguous surface sectors, in particular by a lateral surface sector (26') corresponding to a quarter of the overall lateral surface of the hollow cylindrical structure (27), and a rectangular sector (26") spaced inside the hollow cylindrical structure (27), having two smaller sides corresponding to the radius of the bases and two larger sides corresponding to the height of the cylinder.

4. Motor-vehicle according to claim 3, wherein said single actuator device (36) is directly connected to one of the two semi-circumferential shaped rotating doors (25), wherein the transmission mechanism includes a central rod (29) extended along the height of the structure (27), joined to the two rotating doors (25) and configured to transmit a corresponding rotation command to the other of the two semi-circumferential shaped rotating doors (25).

5. Motor-vehicle according to claim 3, wherein the transmission mechanism includes a plurality of contact members (M1 , MT, N1 , NT) carried by the movable doors (25, 26) configured to interact with each other depending on the positions of the movable doors (25, 26) and the driving commands of the actuator device (36), so that a rotation of the two semi- circumferential shaped rotating doors (25) may or may not cause a consequent rotation of the auxiliary rotating door (26).

6. Motor-vehicle according to claim 5, wherein said plurality of contact members (M1 , MT, N1 , NT) comprise:- a first and a second contact member (M1 , M1 ') carried by the semi- circumferential shaped rotating doors (25);- a third and a fourth contact member (NT, NT) carried by the auxiliary rotating door (26).

7. Motor-vehicle according to claim 6, wherein the first and second contact members (M1 , MT) are made in the form of protruding teeth, and the third and fourth contact members (N1 , NT) are made in the form of hooks to cooperate with the protruding teeth, the positions of the movable doors (25, 26) and the driving commands of the actuator device (36).

8. Motor-vehicle according to claim 7, wherein said protruding teeth are both obtained in correspondence with the end points of the diameter of one rotating door (25), and said hooks are obtained in correspondence with opposite points of a lateral surface sector (26'), on a single side of the structure (27).

9. Motor-vehicle according to claim 7, wherein said protruding teeth are obtained on two different rotating doors (25) at diametrically opposite positions, and said hooks are obtained in correspondence with opposite points of a lateral surface sector (26'), on two different sides of the structure (27).

10. Motor-vehicle according to claim 3, wherein the auxiliary rotating door (26) is configured to perform a maximum rotation of substantially 90°, between an upper position and a lower position, respectively to close or leave open an outlet area (20') communicating with a defroster duct (20), wherein the pair of rotating doors (25) is configured to perform a maximum rotation of substantially 360° to close or leave open outlet areas (2T, 23') communicating with two front ducts (21 ) arranged to convey the air towards a frontal and / or lateral area with respect to the front seats of the vehicle, and with two auxiliary ducts (23) arranged to convey air along the floor of the passenger compartment.

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