Air-conditioning unit and air-conditioning apparatus

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 is a perspective view illustrating the overall structure of an HVAC unit in a vehicle air-conditioning apparatus according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional view taken along line A-A in FIG. 1 illustrating the structure of the HVAC unit.

FIG. 3 is a graph of the temperature of conditioned air blow out from the vehicle air-conditioning apparatus illustrated in FIG. 1.

FIG. 4 is a schematic view illustrating the air flow in defrost mode in the HVAC unit illustrated in FIG. 2.

FIG. 5 is a schematic view illustrating the air flow in heater mode in the HVAC unit illustrated in FIG. 2.

FIG. 6 is a schematic view illustrating the air flow in cooling mode in the HVAC unit illustrated in FIG. 2.

FIG. 7 is a schematic view illustrating the positional relationship between a guide vane and a switching damper in an HVAC unit in a vehicle air-conditioning apparatus according to a first modification of the first embodiment of the present invention.

FIG. 8 is a schematic view illustrating the shape of the guide vane illustrated in FIG. 7.

FIG. 9 is a graph of the temperature of conditioned air blown out from the vehicle air-conditioning apparatus illustrated in FIG. 7.

FIG. 10 is a schematic view illustrating the air flow around the switching damper in the defrost mode.

FIG. 11 is a schematic view illustrating the air flow around the switching damper in the heater mode.

FIG. 12 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to a second modification of the first embodiment of the present invention.

FIG. 13 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to a third modification of the first embodiment of the present invention.

FIG. 14 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to a fourth modification of the first embodiment of the present invention.

FIG. 15 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to a fifth modification of the first embodiment of the present invention.

FIG. 16 is a schematic view illustrating the structure of an HVAC unit in a vehicle air-conditioning apparatus according to a second embodiment of the present invention.

FIG. 17 is a schematic view illustrating the structure of an HVAC unit in a vehicle air-conditioning apparatus according to a third embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
First Embodiment

A vehicle air-conditioning apparatus according to a first embodiment of the present invention will be described below with reference to FIGS. 1 to 6.

FIG. 1 is a perspective view illustrating the overall structure of an HVAC unit of the vehicle air-conditioning apparatus according to this embodiment.

As shown in FIG. 1, an interior/exterior-air switching box 5 and a blower fan 7 are attached to an HVAC unit (air-conditioning unit) 3 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 1. An interior/exterior-air switching damper 9 is attached on the interior/exterior-air switching box 5. By operating the interior/exterior-air switching damper 9, the interior/exterior-air switching box 5 selectively takes in vehicle interior air (interior air) or vehicle exterior air (exterior air).

In the description below, unconditioned interior or exterior air taken in from the interior/exterior-air switching box 5 is collectively referred to as “intake air”, and temperature-controlled air obtained by mixing hot air (heated air) and cold air (cooled air) that are conditioned by passing through a heat-exchanger is referred to as “conditioned air”.

The vehicle air-conditioning apparatus 1 for a vehicle has a function of providing a comfortable interior environment in a vehicle by carrying but air conditioning of the vehicle interior by heating, cooling, and dehumidification. The vehicle air-conditioning apparatus 1 includes a closed cooling cycle that is constituted of a compressor (not shown) that is operated using part of the output of the internal-combustion engine for driving the vehicle, a condenser that carries out heat-exchange with exterior air so as to condense a gas refrigerant, an expansion valve (not shown) that decompresses liquid refrigerant, and an evaporator 13 that vaporizes the liquid refrigerant by carrying out heat-exchange with intake air; all of these components are connected with refrigerant pipes. The evaporator 13 has a function of drawing heat to be used for vaporization away from the intake air, is usually installed inside the HVAC unit 3 together with a heater core 15, which serves as a heat source, and carries out cooling and dehumidification of the intake air.

FIG. 2 is a cross-sectional view taken along line A-A in FIG. 1 and illustrates the structure of the HVAC unit.

As shown in FIG. 2, the HVAC unit 3 includes a casing (chassis) 11, the evaporator (cooling unit) 13, and the heater core (heating unit) 15.

The casing 11 accommodates the evaporator 13 and the heater core 15. The casing 11 has a divided structure and is constituted of a divided casing body 11A and a divided casing body 11B (refer to FIG. 1). The evaporator 13 is disposed toward the front side of the vehicle (left side in FIG. 2), and the heater core 15 is disposed in a lower area toward the interior of the vehicle (right side in FIG. 2). With respect to the flow of the intake air inside the casing 11, the evaporator 13 is disposed upstream of the intake air flow (close to the blower fan 7), whereas the heater core 15 is disposed downstream of the intake airflow.

As shown in FIG. 1, from the upstream to downstream sides of the conditioned air flow, the casing 11 includes face vents 17F and 17R, foot vents (low-temperature hot-air vents) 19F and 19R, and defroster vents (high-temperature hot-air vents) 21A and 21B (refer to FIG. 2). The face vents 17F and the foot vents 19F blow out conditioned air toward the upper body and lower body, respectively, of the passenger seated in the front seat of the vehicle. The face vent 17R and the foot vent 19R blow out conditioned air toward the upper body and the lower body, respectively, of the passenger seated in the rear seat of the vehicle. The defroster vent 21A is a vent of a windshield defroster (W/S) for defogging and defrosting the windshield at the front of the vehicle, whereas the defroster vents 21B are vents of side window defrosters (SWD) for defogging and defrosting the side windows on the sides of the vehicle.

As shown in FIG. 2, an air-trunk divider 23 is disposed inside the casing 11 at a position opposing the air outflow surface of the heater core 15 with a predetermined gap provided therebetween. The air-trunk divider 23 is provided substantially parallel to the heater core 15 and extends upward from the lower supporting surface of the heater core 15 to the vicinity of a mixing area M. The air-trunk divider 23 is curved in a streamline form such that its upper edge faces substantially forward.

On the back side (right side in FIG. 2) of the air-trunk divider 23, when viewed from the heater core 15, a hot-air channel (conditioned-air channel) 25 is provided between the heater core 15 and the casing 11. The hot-air channel 25 connects the mixing area M, which is provided downstream of the evaporator 13 and above the heater core 15, and the foot vents 19F and 19R and the defroster vents 21A and 21B, which are hot air vents. The mixing area M is a space for mixing cold air cooled at the evaporator 13 and hot air heated at the heater core 15 so as to obtain conditioned air having a desired temperature.

An air-mixing damper 27 configured to selectively switch the air channels for air that has passed through the evaporator 13 is provided between the evaporator 13 and the heater core 15. The air-mixing damper 27 is pivotable around a shaft 27A that is the point of support. The air-mixing damper 27 can arbitrarily select any damper position, such as a maximum heating position, a maximum cooling position, or an intermediate opening position, depending on the operation mode described below.

According to this embodiment, the area through which the air from the heater core 15 passes is smaller (about ½) of the area through which the air from the evaporator 13 passes. The space formed between the upper edge of the heater core 15 and the upper part of the casing 11 functions as a cold-air bypass channel 29 that directly guides the air that passes through the evaporator 13 to the mixing area M.

When the air-mixing damper 27 is at the maximum heating position, the cold-air bypass channel 29 is completely closed, and the entire volume of air that passes through the evaporator 13 is guided to the heater core 15. In contrast, when the air-mixing damper 27 is at the maximum cooling position, the cold-air bypass channel 29 is completely open, and the entire volume of air that passes through the evaporator 13 is guided to the mixing area M.

A vent damper 31 that pivots around a shaft 31A is provided on the face vents 17F and 17R. The vent damper 31 pivots between a position that completely closes the face vents 17F and 17R and a position that completely opens the face vents 17F and 17R while completely closing the inlet of the hot-air channel 25. A desired vent mode can be selected in accordance with the position of the vent damper 31. For the vent damper 31, any intermediate opening position can be selected in accordance with the operation mode described below.

A foot/defroster switching damper (hereinafter, simply referred to as “switching damper”) 33 that pivots around a shaft 33A at the branching section of the hot-air channel 25 is provided. The switching damper 33 pivots along three positions, described below, and a desired vent mode can be selected in accordance with the position of the switching damper 33.

At the first position, the switching damper 33 is tilted toward the defroster vents 21A and 21B, and the foot vents 19F and 19R are completely open, whereas the defroster vents 21A and 21B are completely closed. At the second position, the switching damper 33 is tilted toward the foot vents 19F and 19R, and the foot vents 19F and 19R are completely closed, whereas the defroster vents 21A and 21B are completely open. At the third position, the switching damper 33 is at an intermediate position between the foot vents 19F and 19R and the defroster vents 21A and 21B, and the foot vents 19F and 19R and the defroster vents 21A and 21B are completely open.

On the hot-air channel 25, a guide vane (mixing control unit) 35, which is a divider, divides the hot-air channel 25 into a high-temperature hot-air channel (high-temperature air channel) 25H at the heater core 15 side (left side in FIG. 2) and a low-temperature hot-air channel (low-temperature air channel) 25L at the vehicle interior side (right side in FIG. 2). The guide vane 35 is positioned substantially parallel to the air-trunk divider 23 and extends from the vicinity of the mixing area M in the hot-air channel 25 to the vicinity of the switching damper 33.

The guide vane 35 has a divided structure similar to the casing 11. The divided parts of the guide vane 35 are disposed with a predetermined gap (for example, a 10-mm gap) between each other. By providing a predetermined gap in this way, defects, such as faulty connection of the divided casing bodies 11A and 11B (refer to FIG. 1) and malfunction of the dampers due to distortion of the casing 11, can be prevented when the divided casing bodies 11A and 11B are connected.

Next, the operation of the vehicle air-conditioning apparatus 1 for a vehicle having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

In the defog mode, the air-mixing damper 27 is set to a position corresponding to a predetermined degree of opening; the vent damper 31 is set to a position where the face vents 17F and 17R are completely closed; and the switching damper 33 is set to a position where the defroster vents 21A and 21B and the foot vents 19F and 19R are open.

The degree of opening of the air-mixing damper 27 is set on the basis of the temperature of the conditioned air at the defroster vents 21A and 21B and the foot vents 19F and 19R. In other words, when the temperature of the conditioned air at the defroster vent 21A and so on is high, the degree of opening of the air-mixing damper 27 is increased, whereas when the temperature of the conditioned air at the defroster vent 21A and so on is low, the degree of opening of the air-mixing damper 27 is decreased.

When the vehicle air-conditioning apparatus 1 is operated with the dampers set at the above-described positions, as shown in FIG. 1, the entire volume of air is passed through the interior/exterior-air switching box 5 and the evaporator 13 by the blower fan 7. As shown in FIG. 2, the air is cooled and dehumidified as it passes through the evaporator 13. Part of the cooled and dehumidified air passes through the cold-air bypass channel 29 and flows into the mixing area M. The remaining air passes through the heater core 15 and is heated. The heated and dehumidified air flows along the air-trunk divider 23, is mixed with the above-mentioned cooled air in the mixing area M, and is provided as conditioned air.

The conditioned air mixed in the mixing area M flows into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L without being fully mixed. High-temperature conditioned air having a high proportion of heated air flows into the high-temperature hot-air channel 25H adjacent to the air-trunk divider 23, whereas low-temperature conditioned air having a high proportion of cooled air flows into the low-temperature hot-air channel 25L that is positioned away from the air-trunk divider 23.

The high-temperature conditioned air that enters the high-temperature hot-air channel 25H is blown out from the defroster vents 21A and 21B toward the windshield and the side windows, respectively. Since the high-temperature conditioned air is dehumidified, the windshield and the side windows are easily defogged. The low-temperature air that enters the low-temperature hot-air channel 25L is blown out from the foot vents 19F and 19R into the vehicle interior.

At this time, the switching damper 33, together with the guide vane 35, prevents the high-temperature conditioned air flowing through the high-temperature hot-air channel 25H and the low-temperature conditioned air flowing through the low-temperature hot-air channel 25L from mixing.

Now, simulation results of the temperatures of conditioned-air blown out from the defroster vents 21A and 21B and the foot vents 19F and 19R in the defog mode according to this embodiment will be described.

FIG. 3 is a graph showing the temperature of the conditioned air associated with the vehicle air-conditioning apparatus 1 according to this embodiment, where the temperature of the conditioned air blown out from the defroster vent 21A and so on in a defog mode of a known vehicle air-conditioning apparatus is used as a reference. The vertical axis represents the temperature difference (ΔT(° C.)) of the temperature of the conditioned air according to this embodiment and the temperature of the conditioned air according to the known vehicle air-conditioning apparatus. The horizontal axis represents the degree of opening (M/A(%)) of the air-mixing damper 27. When the air-mixing damper 27 is tilted toward the heater core 15 and the cold-air bypass channel 29 is completely open, the degree of opening of the air-mixing damper 27 is 0% (M/A=0(%)), whereas when the cold-air bypass channel 29 is completely closed, the degree of opening of the air-mixing damper 27 is 100% (M/A=100(%)). In FIG. 3, the white squares represent the difference in temperature of the conditioned air at the defroster vent 21A; the white triangles represent the difference in temperature of the conditioned air at the defroster vent 21B; and the white diamonds represent the difference in temperature of the conditioned air at the foot vents 19F and 19R.

As shown in FIG. 3, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air at the defroster vents 21A and 21B is higher than the temperature of the conditioned air at the foot vents 19F and 19R.

For a known vehicle air-conditioning apparatus, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R are substantially the same. Based on this presumption, it can be confirmed by looking at the differences of the temperature of the conditioned air at the defroster vents 21A and 21B in FIG. 3 that, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air is high. In contrast, it can be confirmed by looking at the differences of the temperature of the conditioned air at the foot vents 19F and 19R that, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air is low. In other words, the temperature of the conditioned air at the defroster vents 21A and 21B is higher than the temperature of the conditioned air at the foot vents 19F and 19R.

As in the above-described defog mode, the air-mixing damper 27 may be set at a position corresponding to a predetermined degree of opening or the air-mixing damper 27 may be set to the maximum heating position (M/A=100(%)). However, the position of the air-mixing damper 27 is not limited thereto. When the air-mixing damper 27 is set to the maximum heating position, only heated air from the heater core 15 flows into the mixing area M. Thus, the temperatures of the conditioned air at the defroster vents 21A and 21B and the foot vents 19F and 19R are the same.

Next, the defrost mode for defrosting the windshield and the side windows of the vehicle will be described.

FIG. 4 is a schematic view illustrating the air flow in the defrost mode.

As shown in FIG. 4, the position setting of each damper in the defrost mode differs from that in the defog mode in that the switching damper 33 is tilted toward the foot vents 19F and 19R and the foot vents 19F and 19R are completely closed. The position settings of the air-mixing damper 27 and the vent damper 31 are the same as those in the defog mode.

The air flow in the defrost mode is the same as that in the defog mode, up to the point where the high-temperature conditioned air flows into the high-temperature hot-air channels 25H and the low-temperature conditioned air flows into the low-temperature hot-air channels 25L. Thus, a description thereof is not repeated here.

The high-temperature conditioned air that flows through the high-temperature hot-air channel 25H flows along the guide vane 35 into the defroster vents 21A and 21B. The low-temperature conditioned air that flows through the low-temperature hot-air channel 25L passes through the gap between the guide vane 35 and the switching damper 33 into the defroster vents 21A and 21B.

The high-temperature conditioned air and the low-temperature conditioned air mix with each other and is blown onto the windshield and the side windows. Since the conditioned air is dehumidified, the windshield and the side windows are easily defrosted.

Next, the heater mode for blowing out hot air at the feet area of the front seat and the rear seat in the vehicle will be described.

FIG. 5 is a schematic view illustrating the airflow in the heater mode.

As shown in FIG. 5, the position setting of each damper in the heater mode differs from that in the defog mode in that the switching damper 33 is tilted toward the defroster vents 21A and 21B and the defroster vents 21A and 21B are completely closed. The position settings of the air-mixing damper 27 and the vent damper 31 are the same as those in the defog mode.

The air flow in the heater mode is the same as that in the defog mode, up to the point where the high-temperature conditioned air flows into the high-temperature hot-air channels 25H and the low-temperature conditioned air flows into the low-temperature hot-air channels 25L. Thus, a description thereof is not repeated here.

The high-temperature conditioned air that flows through the high-temperature hot-air channel 25H passes through the gap between the guide vane 35 and the switching damper 33 and flows into the foot vents 19F and 19R. The low-temperature conditioned air that flows through the low-temperature hot-air channel 25L flows along the guide vane 35 and into the foot vents 19F and 19R.

The high-temperature conditioned air and the low-temperature conditioned air that flow into the foot vents 19F and 19R are mixed and blown at the feet area of the front seat and the rear seat, respectively, in the vehicle as hot air.

The vent damper 31 may be disposed at a position where the face vents 17F and 17R are completely closed, such as in the above-described defog mode, defrost mode, and heater mode or, instead, may be disposed at a position corresponding to a predetermined degree of opening. However, the position of the vent damper 31 is not limited thereto.

By setting the position in this manner, cold air can be blown out toward the front and rear seats of the vehicle in each operation mode. In other words, the conditioned air in the mixing area M is separated into conditioned air having a high proportion of air cooled by the vent damper 31 and conditioned air having a high proportion of heated air. The former conditioned air flows into the face vents 17F and 17R and is blown out at the front and rear seats of the vehicle. The latter conditioned air is further separated into high-temperature conditioned air and low-temperature conditioned air by the guide vane 35. The high-temperature conditioned air flows into the high-temperature hot-air channel 25H, whereas the low-temperature conditioned air flows into the low-temperature hot-air channel 25L. Then, the high-temperature conditioned air and the low-temperature conditioned air are blown into the vehicle interior in accordance with the operation mode.

Next, a cooling mode for blowing out cold air at the front and rear seats of the vehicle will be described.

FIG. 6 is a schematic view of the airflow in the cooling mode.

In the cooling mode, the air-mixing damper 27 is set to a position where the cold-air bypass channel 29 is completely open (M/A=0%) and the vent damper 31 is set at a position where the face vents 17F and 17R are completely open.

When the vehicle air-conditioning apparatus 1 is operated with the dampers set at the above-described positions, as shown in FIG. 1, the blower fan 7 blows the entire volume of air through the evaporator 13 via the interior/exterior-air switching box 5. As shown in FIG. 6, the air is cooled as it passes through the evaporator 13. The cooled air, i.e., conditioned air, flows through the cold-air bypass channel 29 and the mixing area M into the face vents 17F and 17R.

The conditioned air that has flown into the face vents 17F and 17R is blown out at the front and rear seats of the vehicle.

As in the above-described cooling mode, the air-mixing damper 27 may be set at the maximum cooling position (M/A=0%) or may be set at a position corresponding to a predetermined degree of opening. However, the position of the air-mixing damper 27 is not limited thereto. In this way, when the air-mixing damper 27 is set to a position corresponding to a predetermined degree of opening, part of the air cooled by the evaporator 13 is heated by the heater core 15. Therefore, conditioned air obtained by mixing the cooled air and the heated air in the mixing area M is blown out from the face vents 17F and 17R. In other words, the blown-out air can be adjusted to a predetermined temperature.

Since the guide vane 35 is provided in the above-described structure, the temperature of the air blown out from the defroster vents 21A and 21B can be raised higher than the temperature of the air blown out from the foot vents 19F and 19R.

The hot-air channel 25 can guide the air cooled by the evaporator 13 and the air heated by the heater core 15 to the defroster vents 21A and 21B and the foot vents 19F and 19R. Therefore, conditioned air obtained by mixing the cooled air and the heated air is blown out from the defroster vents 21A and 21B and the foot vents 19F and 19R. The guide vane 35 can suppress the mixing of the heated air and the cooled air in the hot-air channel 25. Thus, conditioned air having a high proportion of heated air and conditioned air having a high proportion of cooled air are generated in the hot-air channel 25. The conditioned air having a high proportion of heated air is blown out from the defroster vents 21A and 21B, whereas the conditioned air having a high proportion of cooled air is blown out from the foot vents 19F and 19R.

Since the guide vane 35 is a divider that divides the hot-air channel 25 into a high-temperature air channel and a low-temperature air channel, the guide vane 35 is capable of suppressing the mixing of the heated air and the cooled air in the hot-air channel 25.

Air cooled by the evaporator 13 and air heated by the heater core 15 flow into the hot-air channel 25. The heated air and the cooled air are mixed while flowing through the hot-air channel 25. In this way, conditioned air having a substantially uniform temperature is obtained. Since the guide vane 35 divides the hot-air channel 25 into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L, the heated air and the cooled air flowing through the high-temperature hot-air channel 25H do not mix with the heated air and the cooled air flowing through the low-temperature hot-air channel 25L. In this way, the temperature of the conditioned air having a high proportion of heated air in the high-temperature hot-air channel 25H is high, whereas the temperature of the conditioned air having a high proportion of cooled air in the low-temperature hot-air channel 25L is low. In other words, the temperature of the conditioned air blown out from the defroster vents 21A and 21B via the high-temperature hot-air channel 25H differs from the temperature of the conditioned air blown out from the foot vents 19F and 19R via the low-temperature hot-air channel 25L.

First Modification of First Embodiment

Next, a first modification of the first embodiment will be described with reference to FIGS. 7 to 11.

The basic structure of the vehicle air-conditioning apparatus according to this modification is the same as that according to the first embodiment, except that the shape of the guide vane differs. Therefore, in this modification, only the shape of the guide vane and its vicinity will be described with reference to FIGS. 7 to 11, and descriptions of other components will be omitted.

FIG. 7 is a schematic view illustrating the positional relationship of a guide vane and a switching damper in an HVAC unit in a vehicle air-conditioning apparatus according to this modification.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numerals.

As shown in FIG. 7, an HVAC unit (air-conditioning unit) 103 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 101 includes a switching damper (damper) 133 and a guide vane (mixing control unit) 135.

The switching damper 133 controls the opening and closing of a defroster vent 21A and foot vents 19F and 19R.

The switching damper 133 is pivotable around a shaft 133A to three positions described below. At the first position, the defroster vents 21A and 21B and the foot vents 19F and 19R are open, and the two streams of conditioned air flowing through a high-temperature hot-air channel 25H and a low-temperature hot-air channel 25L are prevented from mixing. At the second position, the foot vents 19F and 19R are completely closed and the conditioned air flowing through the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L flows into the defroster vents 21A and 21B. At the third position, the defroster vent 21A is completely closed and the conditioned air flowing through the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L flows into the defroster vents 21B and the foot vents 19F and 19R.

Holes 134 are formed in the switching damper 133 at positions corresponding to the foot vents 19F and 19R. When the switching damper 133 completely closes the defroster vent 21A and the foot vents 19F and 19R, part of the conditioned air that has flown through the hot-air channel 25 passes through the holes 134 and enters the defroster vent 21A and the foot vents 19F and 19R.

FIG. 8 is a schematic view illustrating the shape of the guide vane shown in FIG. 7.

The guide vane 135 is a divider that divides a hot-air channel 25 into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L. As shown in FIGS. 7 and 8, the end of the guide vane 135 opposing the switching damper 133 on the side of the defroster vent 21A extends close to the switching damper 133, and the other sections (i.e., two edges) extend close to the defroster vents 21B.

Next, the operation of the vehicle air-conditioning apparatus 101 having the above-structure will be described.

First, the defog mode for defogging the windshield and the side windows of the vehicle will be described.

Since the position settings of the dampers in the defog mode according to this modification are the same as those according to the first embodiment, descriptions thereof are not repeated here. The airflow generated when the vehicle air-conditioning apparatus 101 is operated is the same as that in the first embodiment, up to the point where the high-temperature conditioned air flows into the high-temperature hot-air channel 25H and the low-temperature conditioned air flows into the low-temperature hot-air channel 25L. Thus, a description thereof is not repeated here.

As shown in FIG. 7, the switching damper 133 is set at a position in which the defroster vent 21A and the foot vents 19F and 19R are open and the mixing of the conditioned air flowing through the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L is prevented.

The high-temperature conditioned air that has flown through the high-temperature hot-air channel 25H flows along the guide vane 135 and the switching damper 133 and enters the defroster vents 21A and 21B. The high-temperature conditioned air that has entered the defroster vents 21A and 21B is blown out at the windshield and the side windows.

The low-temperature conditioned air that has flown through the low-temperature hot-air channel 25L flows along the guide vane 135 and the switching damper 133 and enters the foot vents 19F and 19R. The low-temperature air that has entered the foot vents 19F and 19R is blown out at the feet area of the front seats and the rear seats, respectively, in the vehicle.

The defroster vent 21A is separated from the low-temperature hot-air channel 25L by the guide vane 135 and the switching damper 133, and the defroster vents 21B are separated from the low-temperature hot-air channel 25L by the guide vane 135.

Now, simulation results of the temperature of conditioned air blown out from the defroster vents 21A and 21B and the foot vents 19F and 19R in the defog mode according to this modification will be described.

FIG. 9 is a graph showing the temperature of the conditioned air associated with the vehicle air-conditioning apparatus 101 according to this modification, where the temperature of the conditioned air blown out from the defroster vent 21A and so on in a defog mode of a known vehicle air-conditioning apparatus is used as a reference. The vertical axis represents the temperature difference (ΔT(° C.)) of the temperature of the conditioned air according to this embodiment and the temperature of the conditioned air according to the known vehicle air-conditioning apparatus. The horizontal axis represents the degree of opening (M/A(%)) of the air-mixing damper 27.

Since the degree of opening of the air-mixing damper 27 and the symbols used in the graph are the same as those in FIG. 3, descriptions thereof are not repeated here.

As shown in FIG. 9, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air at the defroster vents 21A and 21B is higher than the temperature of the conditioned air at the foot vents 19F and 19R.

For a known vehicle air-conditioning apparatus, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R are substantially the same. Based on this presumption, it can be confirmed by looking at the difference of the temperature of the conditioned air at the defroster vents 21A and 21B in FIG. 9 that, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air is high. In contrast, it can be confirmed by looking at the difference of the temperature of the conditioned air at the foot vents 19F and 19R in FIG. 9 that, when the degree of opening of the air-mixing damper 27 is 90% or lower, the temperature of the conditioned air is low. In other words, the temperature of the conditioned air at the defroster vents 21A and 21B is higher than the temperature of the conditioned air at the foot vents 19F and 19R.

More specifically, when the degree of opening of the air-mixing damper 27 is 30%, the temperature difference of the conditioned air at the foot vents 19F and 19R and the defroster vent 21A is about 10.6° C., whereas the temperature difference of the conditioned air at the foot vents 19F and 19R and the defroster vents 21B is about 12.8° C. In other words, compared with the vehicle air-conditioning apparatus 1 according to the first embodiment, the air-conditioning apparatus 101 according to this modification is capable of increasing the temperature of the conditioned air at the defroster vents 21A and 21B. In particular, the temperature of the conditioned air at the defroster vents 21B can be increased.

When the degree of opening of the air-mixing damper 27 is 80%, the temperature raise (+6° C.) of the conditioned air at the defroster vents 21A and 21B is greater than the temperature raise (+2° C.) of the conditioned air at the foot vents 19F and 19R. In other words, when the degree of opening of the air-mixing damper 27 is 80%, the temperature of the conditioned air at the defroster vents 21A and 21B is higher than the temperature of the conditioned air at the foot vents 19F and 19R.

Next, the defrost mode for defrosting the windshield and the side windows of a vehicle will be described.

FIG. 10 is a schematic view illustrating the airflow around the switching damper in the defrost mode.

Since the position settings of the dampers in the defrost mode according to this modification are the same as those according to the first embodiment, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 101 is operated is the same as that according to the first embodiment, up to the point where the high-temperature conditioned air flows into the high-temperature hot-air channel 25H and the low-temperature conditioned air flows into the low-temperature hot-air channel 25L. Thus, a description thereof is not repeated here.

As shown in FIG. 7, the switching damper 133 is set at a position where the foot vents 19F and 19R are completely closed and the conditioned air flowing through the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L enter the defroster vents 21A and 21B.

The high-temperature conditioned air that has flown through the high-temperature hot-air channel 25H flows along the guide vane 135 and enters the defroster vents 21A and 21B. The low-temperature conditioned air that has flown through the low-temperature hot-air channel 25L passes between the guide vane 135 and the switching damper 133 and enters the defroster vent 21A.

Since the guide vane 135 extends close to the defroster vents 21B, it is difficult for the low-temperature conditioned air to flow into the defroster vents 21B.

The high-temperature conditioned air and the low-temperature conditioned air that have flown into the defroster vent 21A are mixed and blown out at the windshield. The high-temperature conditioned air that has entered the defroster vents 21B is blown out at the side windows.

Next, the heater mode for blowing heated air at the feet areas of the front and rear seats of the vehicle will be described.

FIG. 11 is a schematic view illustrating the airflow around the switching damper in the heater mode.

Since the position settings of the dampers in the heater mode according to this modification are the same as those according to the first embodiment, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 101 is operated is the same as that according to the first embodiment, up to the point where the high-temperature conditioned air flows into the high-temperature hot-air channels 25H and the low-temperature conditioned air flows into the low-temperature hot-air channels 25L. Thus, a description thereof is not repeated here.

As shown in FIG. 11, the switching damper 133 is set at a position where the defroster vent 21A is completely closed and the conditioned air flowing through the high-temperature hot-air channel 25H and the conditioned air flowing through the low-temperature hot-air channel 25L enter the defroster vents 21B and the foot vents 19F and 19R.

Part of the high-temperature conditioned air that has flown through the high-temperature hot-air channel 25H flows along the guide vane 135 and enters the defroster vents 21B. The remaining high-temperature conditioned air flows between the guide vane 135 and the switching damper 133 and enters the foot vents 19F and 19R. The low-temperature conditioned air that has flown through the low-temperature hot-air channel 25L flows along the guide vane 135 and enters the foot vents 19F and 19R.

Since the defroster vents 21B are not closed by the switching damper 133 and the guide vane 135 extends close to the defroster vents 21B, the remaining high-temperature conditioned air enters the defroster vents 21B.

The high-temperature conditioned air that has entered the defroster vents 21B is blown out at the side windows. The high-temperature conditioned air and low-temperature conditioned air that have entered the foot vents 19F and 19R are mixed and are blown out in the feet areas of the front and rear seats of the vehicle.

Since the airflow in other operation modes is the same as that according to the first embodiment, a description thereof is not repeated here.

According to the above-described structure, at the end of the guide vane 135 on the side of the switching damper 133, the section that opposes the switching damper 133 extends close to the switching damper 133 and the other sections extend close to the defroster vents 21B. In this way, the temperature of the air at the defroster vents 21A and 21B can be set higher than the temperature of the air at the foot vents 19F and 19R. Furthermore, the temperature of the air at the defroster vents 21B can be set higher than the temperature of the air at the defroster vent 21A.

The switching damper 133 is capable of controlling the airflow from the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L to the defroster vent 21A and the foot vents 19F and 19R. More specifically, the switching damper 133 can be set at the following three positions. At the first position, the air in the high-temperature hot-air channel 25H flows into the defroster vents 21A and 21B and the air in the low-temperature hot-air channel 25L flows into the foot vents 19F and 19R. At the second position, the air in the high-temperature hot-air channel 25H and the air in the low-temperature hot-air channel 25L flow into the defroster vents 21A and 21B. At the third position, the air in the high-temperature hot-air channel 25H and the air in the low-temperature hot-air channel 25L flow into the defroster vents 21B and the foot vents 19F and 19R. In other words, at least the air from the high-temperature hot-air channel 25H constantly flows into the defroster vents 21B.

At the end of the guide vane 135 on the side of the switching damper 133, the section that opposes the switching damper 133 extends close to the switching damper 133 and the other sections extend close to the defroster vents 21B. Therefore, at the first position, the air in the high-temperature hot-air channel 25H flows into the defroster vents 21A and 21B and the air in the low-temperature hot-air channel 25L flows into the foot vents 19F and 19R. Thus, the temperature of the air at the defroster vents 21A and 21B can be set higher than that at the foot vents 19F and 19R. At the second position, since the other sections extend close to the defroster vents 21B, the air at the low-temperature hot-air channel 25L enters the defroster vent 21A. The air at the high-temperature hot-air channel 25H flows into the defroster vents 21A and 21B. In other words, the guide vane 135 makes it difficult for the air in the low-temperature hot-air channel 25L to flow into the defroster vents 21B. Thus, the temperature of the air at the defroster vents 21B is higher than the temperature of the air at the defroster vent 21A. At the third position, part of the air in the high-temperature hot-air channel 25H flows into the defroster vents 21B since the other sections extend close to the defroster vents 21B. The remaining air in the high-temperature hot-air channel 25H flows into the foot vents 19F and 19R. The air in the low-temperature hot-air channel 25L flows into the foot vents 19F and 19R. Therefore, the temperature at the defroster vents 21B is higher than that at the foot vents 19F and 19R.

Second Modification of First Embodiment

Next, a second modification of the first embodiment of the present invention will be described with reference to FIG. 12.

The basic structure of a vehicle air-conditioning apparatus according to this modification is the same as that according to the first embodiment, except that the shape of the guide vane differs. Therefore, in this modification, only the shape of the guide vane and its vicinity will be described with reference to FIG. 12, and descriptions of other components will be omitted.

FIG. 12 is a schematic view illustrating the positional relationship of a guide vane and a switching damper in an HVAC unit in a vehicle air-conditioning apparatus according to this modification.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numeral.

As shown in FIG. 12, an HVAC unit (air-conditioning unit) 203 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 201 includes a guide vane (mixing control unit) 235 and a hinge (area control unit) 237.

The guide vane 235 is a divider that divides a hot-air channel 25 into a high-temperature hot-air channel 25H and a low-temperature hot-air channel 25L. The hinge 237 is provided at the edge of the guide vane 235 on the side of a mixing area M.

The hinge 237 controls the inlet area of the high-temperature hot-air channel 25H and the inlet area of the low-temperature hot-air channel 25L. The hinge 237 is pivotable around a connecting section of the hinge 237 and the guide vane 235 between the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L.

Next, the operation of the vehicle air-conditioning apparatus 201 having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

Since the position settings of the dampers in the defog mode according to this modification are the same as those according to the first embodiment, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 201 is operated is the same as that according to the first embodiment, up to the point where heated air and cooled air are mixed in the mixing area M. Thus, a description thereof is not repeated here.

As shown in FIG. 12, a case in which the hinge 237 is tilted toward the low-temperature hot-air channel 25L will be described.

The conditioned air mixed in the mixing area M flows into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L without being fully mixed. Therefore, the closer the conditioned air is to the high-temperature hot-air channel 25H from the low-temperature hot-air channel 25L, the higher the proportion of heated air included in the mixed conditioned air is. In contrast, the closer to the low-temperature hot-air channel 25L than the high-temperature hot-air channel 25H, the higher the proportion of cooled air included in the conditioned air.

If the hinge 237 tilts toward the low-temperature hot-air channel 25L in this state, the inlet of the high-temperature hot-air channel 25H expands toward the low-temperature hot-air channel 25L, and its area increases. Consequently, since conditioned air from the side of the low-temperature hot-air channel 25L easily flows into the high-temperature hot-air channel 25H compared with conditioned air in a state in which the hinge 237 is not tilted, the proportion of cooled air included in the conditioned air flowing through the high-temperature hot-air channel 25H increases. In other words, the temperature of the conditioned air flowing through the high-temperature hot-air channel 25H decreases.

At the same time, the inlet of the low-temperature hot-air channel 25L becomes smaller in the direction away from the high-temperature hot-air channel 25H, and its area decreases. Consequently, since it is difficult for the conditioned air on the side of the high-temperature hot-air channel 25H to flow into the low-temperature hot-air channel 25L compared with conditioned air in a case in which the hinge 237 is not tilted, the proportion of heated air included in the conditioned air flowing through the low-temperature hot-air channel 25L decreases. In other words, the temperature of the conditioned air flowing through the low-temperature hot-air channel 25L decreases.

As a result, the temperature of the conditioned air at the defroster vents 21A and 21B and the foot vents 19F and 19R can be decreased.

Next, a case in which the hinge 237 is tilted toward the high-temperature hot-air channel 25H will be described.

When the hinge 237 tilts toward the high-temperature hot-air channel 25H, the inlet of the high-temperature hot-air channel 25H becomes smaller in a direction away from the low-temperature hot-air channel 25L, and its area decreases. Consequently, since it becomes difficult for conditioned air on the side of the low-temperature hot-air channel 25L to flow into the high-temperature hot-air channel 25H compared with conditioned air in a case in which the hinge 237 is not tilted, the proportion of cooled air included in the conditioned air flowing through the high-temperature hot-air channel 25H decreases. In other words, the temperature of the conditioned air flowing through the high-temperature hot-air channel 25H increases.

At the same time, the inlet of the low-temperature hot-air channel 25L expands toward the high-temperature hot-air channel 25H, and its area increases. Consequently, since conditioned air from the side of the high-temperature hot-air channel 25H easily flows into the low-temperature hot-air channel 25L compared with conditioned air in a state in which the hinge 237 is not tilted, the proportion of heated air included in the conditioned air flowing through the low-temperature hot-air channel 25L increases. In other words, the temperature of the conditioned air flowing through the low-temperature hot-air channel 25L increases.

As a result, the temperature of the conditioned air at the defroster vents 21A and 21B and the foot vents 19F and 19R can be increased.

Since the airflow around the hinge 237 in other operation modes is the same as that in the above-described defog mode, a description thereof is not repeated here.

Moreover, since the airflow in other operation modes is the same as that according to the first embodiment, a description thereof is not repeated here.

According to the above-described structure, since the hinge 237 is provided, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R can be adjusted.

Heated air from the side of the high-temperature hot-air channel 25H and cooled air from the side of the low-temperature hot-air channel 25L flow into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L. Therefore, heated air flows into the high-temperature hot-air channel 25H more easily than cooled air. In contrast, cooled air easily flows into the low-temperature hot-air channel 25L. The hinge 237 is provided at the edge of the guide vane 235, and the outer peripheral walls of the hot-air channels 25 are fixed. Thus, when the area of the inlet of the high-temperature hot-air channel 25H is reduced by the hinge 237, the inlet becomes smaller in a direction away from the low-temperature hot-air channel 25L. In contrast, when the area of the inlet of the low-temperature hot-air channel 25L is increased, the inlet expands toward the high-temperature hot-air channel 25H. Consequently, the volume of cooled air flowing into the high-temperature hot-air channel 25H decreases, and the proportion of heated air included in the conditioned air flowing through the high-temperature hot-air channel 25H increases. The volume of heated air flowing into the low-temperature hot-air channel 25L increases, and the proportion of heated air included in the low-temperature hot-air channel 25L increases.

As a result, the temperature of the conditioned air blown out from the defroster vents 21A and 21B and the foot vents 19F and 19R via the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L can be increased.

When the area of the inlet of the high-temperature hot-air channel 25H is increased and the area of the inlet of the low-temperature hot-air channel 25L is decreased by the hinge 237, the temperature of the conditioned air blown out from the defroster vents 21A and 21B and the foot vents 19F and 19R through the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L decreases.

Third Modification of First Embodiment

Next, a third modification of the first embodiment will be described with reference to FIG. 13.

The basic structure of the vehicle air-conditioning apparatus according to this modification is the same as that according to the first embodiment, except that the shape of the guide vane differs. Therefore, in this modification, only the shape of the guide vane and its vicinity will be described with reference to FIG. 13, and descriptions of other components will be omitted.

FIG. 13 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to this modification.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numerals.

As shown in FIG. 13, an HVAC unit (air-conditioning unit) 303 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 301 for a vehicle includes a guide vane (mixing control unit) 335 and a sliding door (area control unit) 337.

The guide vane 335 is a divider that divides a hot-air channel 25 into a high-temperature hot-air channel 25H and a low-temperature hot-air channel 25L. The sliding door 337 is provided at the edge of the guide vane 335 on the side of a mixing area M.

The sliding door 337 controls the inlet area of the high-temperature hot-air channel 25H and the inlet area of the low-temperature hot-air channel 25L. The sliding door 337 is a plate extending in a direction intersecting with the guide vane 335 and is slidable toward the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L.

Next, the operation of the vehicle air-conditioning apparatus 301 having the above-described structure will be described.

First, the defog mode for defogging the windshield and the side windows of the vehicle is described.

The airflow in the defog mode is the same as that according to the first embodiment. Thus, a description thereof is not repeated here. The airflow when the vehicle air-conditioning apparatus 301 is operated is the same as the first embodiment, in which heated air and cooled air are mixed in the mixing area M. Thus, a description thereof is not repeated here.

A case in which the sliding door 337 slides toward the low-temperature hot-air channel 25L, as shown in FIG. 13, will be described.

The conditioned air mixed in the mixing area M flows into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L without being fully mixed. Therefore, the closer the conditioned air is to the high-temperature hot-air channel 25H from the low-temperature hot-air channel 25L, the higher the proportion of heated air included in the mixed conditioned air is. In contrast, the closer the conditioned air is to the low-temperature hot-air channel 25L from the high-temperature hot-air channel 25H, the higher the proportion of cooled air included in the conditioned air is.

If the sliding door 337 is slid toward the low-temperature hot-air channel 25L in this state, the inlet of the high-temperature hot-air channel 25H expands in the direction toward the low-temperature hot-air channel 25L, and its area increases. Consequently, since conditioned air from the side of the low-temperature hot-air channel 25L easily flows into the high-temperature hot-air channel 25H compared with a state in which the sliding door 337 is not slid, the proportion of cooled air included in the conditioned air flowing through the high-temperature hot-air channel 25H increases. In other words, the temperature of the conditioned air flowing through the high-temperature hot-air channel 25H decreases.

At the same time, the inlet of the low-temperature hot-air channel 25L becomes smaller in the direction away from the high-temperature hot-air channel 25H, and its area decreases. Consequently, since it is difficult for conditioned air from the side of the high-temperature hot-air channel 25H to flow into the low-temperature hot-air channel 25L compared with a state in which the sliding door 337 is not slid, the proportion of heated air included in the conditioned air flowing through the low-temperature hot-air channel 25L decreases. In other words, the temperature of the conditioned air flowing through the low-temperature hot-air channel 25L decreases.

As a result, the temperature of the conditioned air at defroster vents 21A and 21B and foot vents 19F and 19R can be decreased.

Next, a case in which the sliding door 337 is slid toward the high-temperature hot-air channel 25H will be described.

When the sliding door 337 slides toward the high-temperature hot-air channel 25H, the inlet of the high-temperature hot-air channel 25H becomes smaller in a direction away from the low-temperature hot-air channel 25L, and its area decreases. Consequently, since it becomes difficult for conditioned air on the side of the low-temperature hot-air channel 25L to flow into the high-temperature hot-air channel 25H compared with a case in which the sliding door 337 is not slid, the proportion of cooled air included in the conditioned air flowing through the high-temperature hot-air channel 25H decreases. In other words, the temperature of the conditioned air flowing through the high-temperature hot-air channel 25H increases.

At the same time, the inlet of the low-temperature hot-air channel 25L expands in the direction toward the high-temperature hot-air channel 25H, and its area increases. Consequently, since conditioned air from the side of the high-temperature hot-air channel 25H easily flows into the low-temperature hot-air channel 25L compared with a state in which the sliding door 337 is not slid, the proportion of heated air included in the conditioned air flowing through the low-temperature hot-air channel 25L increases. In other words, the temperature of the conditioned air flowing through the low-temperature hot-air channel 25L increases.

As a result, the temperature of the conditioned air at the defroster vents 21A and 21B and the foot vents 19F and 19R can be increased.

Since the airflow around the sliding door 337 in other operation modes is the same as that in the above-described defog mode, a description thereof is not repeated here.

According to the above-described structure, since the sliding door 337 is provided, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R can be adjusted.

Heated air from the side of the high-temperature hot-air channel 25H and cooled air from the side of the low-temperature hot-air channel 25L flow into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L. Therefore, heated air flows into the high-temperature hot-air channel 25H more easily than the cooled air. In contrast, cooled air easily flows into the low-temperature hot-air channel 25L. The sliding door 337 is provided at the edge of the guide vane 335, and the outer peripheral walls of the hot-air channels 25 are fixed. Thus, when the inlet area of the high-temperature hot-air channel 25H is reduced by the sliding door 337, the inlet becomes smaller in a direction away from the low-temperature hot-air channel 25L. In contrast, when the inlet area of the low-temperature hot-air channel 25L is increased, the inlet expands in a direction toward the high-temperature hot-air channel 25H. Consequently, the volume of cooled air flowing into the high-temperature hot-air channel 25H decreases, and the proportion of heated air included in the conditioned air flowing through the high-temperature hot-air channel 25H increases. The volume of heated air flowing into the low-temperature hot-air channel 25L increases, and the proportion of heated air included in the low-temperature hot-air channel 25L increases.

When the inlet area of the high-temperature hot-air channel 25H is increased and the inlet area of the low-temperature hot-air channel 25L is decreased by the sliding door 337, the conditioned air blown out from the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L through the defroster vents 21A and 21B and the foot vents 19F and 19R decreases.

Fourth Modification of First Embodiment

Next, a fourth modification of the first embodiment will be described with reference to FIG. 14.

The basic structure of the vehicle air-conditioning apparatus according to this modification is the same as that according to the first embodiment, except that the shape of the guide vane differs. Therefore, in this modification, only the shape of the guide vane and its periphery will be described with reference to FIG. 14, and descriptions of other components will be omitted.

FIG. 14 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to this modification.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numerals.

As shown in FIG. 14, an HVAC unit (air-conditioning unit) 403 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 401 includes a guide vane (mixing control unit) 435 and a vane-length changing section (end-moving section) 437.

The guide vane 435 is a divider that divides a hot-air channel 25 into a high-temperature hot-air channel 25H and a low-temperature hot-air channel 25L. The total length of the guide vane 435 is short compared with the guide vane according to the first embodiment, and the position of the edge of the guide vane 435 on the side of a mixing area M is set away from the mixing area M. The vane-length changing section 437 is provided at the edge of the guide vane 435 on the side of the mixing area M.

The vane-length changing section 437 controls the total length of the guide vane 435. The vane-length changing section 437 is a plate that extends in a direction along the surface of the guide vane 435 and is slidably supported so that it is movable with respect to the mixing area M.

Next, the operation of the vehicle air-conditioning apparatus 401 having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

The position settings of the dampers in the defog mode are the same as those according to the first embodiment. Thus, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 401 is operated is the same as the first embodiment in which heated air and cooled air is mixed in the mixing area M. Thus, a description thereof is not repeated here.

As shown in FIG. 14, a case in which the vane-length changing section 437 slides in a direction away from the mixing area M, i.e., so that the total length of the guide vane 435 becomes small, will be described.

In this state, the hot-air channel 25 is separated into a region that is divided into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L and a remaining region of the hot-air channel 25 by the guide vane 435 and the vane-length changing section 437.

The conditioned air mixed in the mixing area M flows into the remaining region of the hot-air channel 25 without being fully mixed. In other words, the conditioned air on the side of the high-temperature hot-air channel 25H and the conditioned air on the side of the low-temperature hot-air channel 25L enters the remaining region of hot-air channel 25 with a temperature difference therebetween. The conditioned air is mixed as it flows through the remaining region of the hot-air channel 25, and the temperature difference is decreased. The conditioned air having a small temperature difference flows into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L.

As a result, the temperature difference between the conditioned in the defroster vents 21A and 21B and the conditioned air in the foot vents 19F and 19R can be decreased.

A case in which the vane-length changing section 437 slides in a direction towards the mixing area M, i.e., so that the total length of the guide vane 435 is increased, will be described.

In this state, substantially the entire region of the hot-air channel 25 is divided into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L by the guide vane 435 and the vane-length changing section 437.

The conditioned air mixed in the mixing area M flows into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L without being fully mixed. In other words, the conditioned air on the side of the high-temperature hot-air channel 25H and the conditioned air on the side of the low-temperature hot-air channel 25L enters the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L with a temperature difference therebetween. Thus, conditioned air having a high temperature enters the high-temperature hot-air channel 25H, and conditioned air having a low temperature enters the low-temperature hot-air channel 25L.

As a result, the temperature difference between the conditioned air in the defroster vents 21A and 21B and the conditioned air in the foot vents 19F and 19R can be increased.

Since the airflow around the vane-length changing section 437 in other operation modes is the same as that in the above-described defog mode, a description thereof is not repeated here.

According to the above-described structure, since the vane-length changing section 437 is provided, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R can be adjusted.

For example, by moving the edge of the vane-length changing section 437 toward the mixing area M (i.e., upstream of the airflow), the size of region for mixing the heated air and the cooled air that are to enter the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L can be reduced (i.e., the mixing distance is reduced. In other words, the temperature difference of the conditioned air in the high-temperature hot-air channel 25H and the conditioned air in the low-temperature hot-air channel 25L can be increased. In contrast, by moving the edge of the vane-length changing section 437 away from the mixing area M (i.e., downstream of the airflow), the size of region for mixing the heated air and the cooled air that are to enter the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L can be increased (i.e., the mixing distance is increased). In other words, the temperature difference of the conditioned air in the high-temperature hot-air channel 25H and the conditioned air in the low-temperature hot-air channel 25L can be decreased.

Fifth Modification of First Embodiment

Next, a fifth modification of the first embodiment will be described with reference to FIG. 15.

The basic structure of the vehicle air-conditioning apparatus according to this modification is the same as that according to the first embodiment, except that the shape of the guide vane differs. Therefore, in this modification, only the shape of the guide vane and its periphery will be described with reference to FIG. 15, and descriptions of other components will be omitted.

FIG. 15 is a schematic view illustrating the structure of a guide vane in an HVAC unit in a vehicle air-conditioning apparatus according to this modification.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numeral.

As shown in FIG. 15, an HVAC unit (air-conditioning unit) 503 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 501 includes a guide vane (mixing control unit) 535, which is a divider, and a vane-length extending section (end moving section) 537.

The guide vane 535 is a divider that divides a hot-air channel 25 into a high-temperature hot-air channel 25H and a low-temperature hot-air channel 25L. The total length of the guide vane 535 is short compared with the guide vane according to the first embodiment, and the position of the edge of the guide vane 535 on the side of a mixing area M is set away from the mixing area M. The vane-length extending section 537 is provided at the edge of the guide vane 535 on the side of the mixing area M.

The vane-length extending section 537 extends the total length of the guide vane 535. The vane-length extending section 537 is a plate that extends in a direction along the surface of the guide vane 535. For example, the vane-length extending section 537 is formed with a predetermined length in accordance with a request of a customer and is provided at the end of the guide vane 535.

Next, the operation of the vehicle air-conditioning apparatus 501 having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

The position settings of the dampers in the defog mode are the same as those according to the first embodiment. Thus, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 501 is operated is the same as the first embodiment in which heated air and cooled air is mixed in the mixing area M. Thus, a description thereof is not repeated here.

As shown in FIG. 15, a case in which the vane-length extending section 537 is short, i.e., the total length of the guide vane 535 is small, will be described.

In this state, the hot-air channel 25 is separated into a region that is divided into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L and a remaining region of the hot-air channel 25 by the guide vane 535 and the vane-length extending section 537.

As a result, the temperature difference between the conditioned in the defroster vents 21A and 21B and the conditioned air in the foot vents 19F and 19R can be decreased.

A case in which the vane-length extending section 537 is short, i.e., the total length of the guide vane 535 is long, will be described.

In this state, substantially the entire region of the hot-air channel 25 is divided into the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L by the guide vane 535 and the vane-length extending section 537.

As a result, the temperature difference between the conditioned in the defroster vents 21A and 21B and the conditioned air in the foot vents 19F and 19R can be increased.

Since the airflow around the vane-length extending section 537 in other operation modes is the same as that in the above-described defog mode, a description thereof is not repeated here.

According to the above-described structure, since the vane-length extending section 537 is provided, the temperature of the conditioned air at the defroster vents 21A and 21B and the temperature of the conditioned air at the foot vents 19F and 19R can be adjusted.

For example, by moving the edge of the vane-length extending section 537 toward the mixing area M (i.e., upstream of the airflow), the size of a region for mixing the heated air and the cooled air that are to enter the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L can be reduced (i.e., the mixing distance is reduced). In other words, the temperature difference of the conditioned air in the high-temperature hot-air channel 25H and the conditioned air in the low-temperature hot-air channel 25L can be increased. In contrast, by moving the edge of the vane-length extending section 537 away from the mixing area M (i.e., downstream of the airflow), the size of a region for mixing the heated air and the cooled air that are to enter the high-temperature hot-air channel 25H and the low-temperature hot-air channel 25L can be increased (i.e., the mixing distance is increased). In other words, the temperature difference of the conditioned air in the high-temperature hot-air channel 25H and the conditioned air in the low-temperature hot-air channel 25L can be decreased.

Second Embodiment

Next, a second embodiment of the present invention will be described with reference to FIG. 16.

The basic structure of the vehicle air-conditioning apparatus according to this embodiment is the same as that according to the first embodiment, except that the structure of the hot-air channel differs. Therefore, in this modification, only the structure of the hot-air channel and its periphery will be described with reference to FIG. 16, and descriptions of other components will be omitted.

FIG. 16 is a schematic view illustrating the structure of an HVAC unit in a vehicle air-conditioning apparatus according to this embodiment.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numerals.

As shown in FIG. 16, an HVAC unit (air-conditioning unit) 603 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 601 includes a casing (chassis) 611, an evaporator 13, and a heater core 15.

From upstream to downstream of the conditioned airflow, the casing 611 includes face vents 17F and 617R, foot vents (low-temperature hot-air vents) 619F and 619R, and defroster vents (high-temperature hot-air vents) 21A and 21B. The foot vents 619F and 619R are positioned upward (i.e., toward the face vent 17F) compared with those according to the first embodiment. The face vent 17F and the foot vent 619F blow out conditioned air toward the upper body and lower body, respectively, of the passenger seated in the front seat of the vehicle. The face vent 617F and the foot vent 619F blow out conditioned air toward the upper body and the lower body, respectively, of the passenger seated in the rear seat of the vehicle.

As shown in FIG. 16, an air-trunk divider 23 is disposed inside the casing 611 at a position opposing the air outflow surface of the heater core 15, with a predetermined gap provided therebetween. On the back side (right side in FIG. 16) of the air-trunk divider 23, when viewed from the heater core 15, a hot-air channel (conditioned-air channel) 625 is provided between the heater core 15 and the casing 611. The hot-air channel 625 connects a mixing area M, which is provided downstream of the evaporator 13 and above the heater core 15, and the foot vents 619F and 619R and the defroster vents 21A and 21B, which are hot air vents. The total length of the hot-air channel 625, compared with that according to the first embodiment, is shorter.

A switching damper 33 that pivots around a shaft 33A at the branching section of the hot-air channel 625 is provided.

Next, the operation of the vehicle air-conditioning apparatus 601 having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

The position settings of the dampers in the defog mode are the same as those according to the first embodiment. Thus, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 601 is operated is the same as the first embodiment in which heated air and cooled air is mixed in the mixing area M. Thus, a description thereof is not repeated here.

The conditioned air mixed in the mixing area M flows into the remaining region of the hot-air channel 625 without being fully mixed. In other words, the conditioned air on the side of the air-trunk divider 23 and the conditioned air on the side of the casing 611 enter the hot-air channel 625 with a temperature difference therebetween. Since the total length of the hot-air channel 625 is short compared with that according to the first embodiment, the temperature difference remains until part of the conditioned air flows into the foot vents 619F and 619R. Therefore, conditioned air having a high proportion of cooled air flows into the foot vents 619F and 619R. The remaining conditioned air having a high proportion of heated air enters the defroster vents 21A and 21B via the hot-air channel 625.

As a result, the temperature of the conditioned air at the defroster vents 21A and 21B can be set higher than the temperature of the conditioned air at the foot vents 619F and 619R.

Since the airflow around the hot-air channel 625 in other operation modes is the same as that in the above-described defog mode, a description thereof is not repeated here.

According to the above-described structure of the hot-air channel 625, heated air flows in from the side of the air-trunk divider 23 (defroster vents 21A and 21B) and cooled air flows in from the side of the casing 611 (foot vents 619F and 619R); the foot vents 619F and 619R are provided on the air inflow side of the hot-air channel 625 (i.e., the side of the mixing area M); and the defroster vents 21A and 21B are provided on the air outflow side. Therefore, the air temperature at the defroster vents 21A and 21B can be set higher than the air temperature at the foot vents 619F and 619R.

Heated air from the side of the defroster vents 21A and 21B and cooled air from the foot vents 619F and 619R flow into the hot-air channel 625. Therefore, on the air inflow side of the hot-air channel 625, the air in the area in which heated air flows has a high proportion of heated air, whereas the air in the area in which cooled air flows has a high proportion of cooled air. In other words, the temperature of the conditioned air in the area in which heated air flows in the hot-air channel 625 is higher than the temperature of the conditioned air in the area in which cooled air flows. The foot vents 619F and 619R are provided on the air inflow side of the hot-air channel 625, whereas the defroster vents 21A and 21B are provided at the air outflow side of the hot-air channel 625. Therefore, low-temperature conditioned air flows out from the hot-air channel 625 from the air inflow side of the hot-air channel 625. In other words, high-temperature conditioned air and low-temperature conditioned air is separated on the air inflow side of the hot-air channel 625. Since, after the separation, the high-temperature conditioned air and the low-temperature conditioned air are not further mixed together, the air temperature at the defroster vents 21A and 21B can be set higher than the air temperature at the foot vents 619F and 619R.

Third Embodiment

Next, a third embodiment of the present invention will be described with reference to FIG. 17.

The basic structure of the vehicle air-conditioning apparatus according to this embodiment is the same as that according to the first embodiment, except that the structure of the hot-air channel differs. Therefore, in this modification, only the structure of the hot-air channel and its periphery will be described with reference to FIG. 17, and descriptions of other components will be omitted.

FIG. 17 is a schematic view illustrating the structure of an HVAC unit in a vehicle air-conditioning apparatus according to this embodiment.

Components according to this modification that are the same as those in the first embodiment will be represented with the same reference numerals.

As shown in FIG. 17, an HVAC unit (air-conditioning unit) 703 of a vehicle air-conditioning apparatus (air-conditioning apparatus) 701 includes a casing (chassis) 711, an evaporator 13, and a heater core 15.

The air-trunk divider 723 is disposed inside the casing 711 at a position opposing the air outflow surface of the heater core 15, with a predetermined gap provided therebetween. The air-trunk divider 723 is provided substantially parallel to the heater core 15 and extends upward from the lower supporting surface of the heater core 15 to the vicinity of a mixing area M. The air-trunk divider 723 is curved in a streamline form such that its upper edge faces substantially forward. An opening 725 where air heated by the heater core 15 flows into a hot-air channel 25 is formed near the lower edge of the air-trunk divider 723. The section of the air-trunk divider 723 below the opening 725 protrudes toward the hot-air channel 25 more than the section of the trunk divider 723 above the opening 725.

A switching damper (damper) 733 that pivots around a shaft 733A at the branching section of the hot-air channel 25 is provided. The switching damper 733 pivots to three positions, in the same manner as in the first embodiment, and a desired vent mode can be selected in accordance with the position of the switching damper 733. At the same time, the switching damper 733 controls the opening and closing of the opening 725 in the trunk divider 723.

At the first position, the switching damper 733 is tilted toward the defroster vents 21A and 21B, and the foot vents 19F and 19R are completely open, whereas the defroster vent 21A is completely closed. At this time, the opening 725 in the trunk divider 723 is completely covered by the tip of the switching damper 733. At the second position, the switching damper 733 is tilted toward the foot vents 19F and 19R, and the foot vents 19F and 19R are completely closed, whereas the defroster vents 21A and 21B are completely open. At this time, the opening 725 in the trunk divider 723 is completely open. At the third position, the switching damper 733 is at an intermediate position between the foot vents 19F and 19R and the defroster vents 21A and 21B, and the foot vents 19F and 19R and the defroster vents 21A and 21B are completely open. At this time, the opening 725 in the trunk divider 723 is completely open.

Next, the operation of the vehicle air-conditioning apparatus 701 having the above-described structure will be described.

First, a defog mode for defogging the windshield and the side windows of a vehicle will be described.

The position settings of the dampers in the defog mode are the same as those according to the first embodiment. Thus, descriptions thereof are not repeated here. The airflow when the vehicle air-conditioning apparatus 701 is operated is the same as the first embodiment, up to the point where the introduced air is cooled by the evaporator 13 and heated by the heater core 15. Thus, a description thereof is not repeated here.

Most of the air heated while passing through the heater core 15 flows along the air-trunk divider 723 and is mixed with the air cooled by the evaporator 13 in the mixing area M so as to produce conditioned air. Part of the above-mentioned heated air flows into the hot-air channel 25 from the opening 725 in the trunk divider 723, as described below.

The conditioned air mixed in the mixing area M is made to flow into the hot-air channel 25, and part of the conditioned air is made to flow into the foot vents 19F and 19R by the switching damper 733. The remaining conditioned air is mixed with the above-mentioned heated air flowing in from the opening 725 and flows into the defroster vents 21A and 21B. Therefore, conditioned air having a temperature higher than the conditioned air at the foot vents 19F and 19R is blown out from the defroster vents 21A and 21B onto the windshield and the side windows, respectively. Conditioned air having a temperature lower than the conditioned air at the defroster vents 21A and 21B is blown out from the foot vents 19F and 19R at the feet areas of the front seats and rear seats, respectively, of the vehicle.

Next, the defrost mode for defrosting the windshield and the side windows of a vehicle will be described.

Since the position settings of the dampers in the defrost mode according to this embodiment are the same as those according to the first embodiment, a description thereof is not repeated here.

The conditioned air mixed in the mixing area M is made to flow into the hot-air channel 25, and all of the conditioned air is made to flow into the defroster vents 21A and 21B by the switching damper 733. The heated air that has flown into the hot-air channel 25 from the opening 725, as described above, also flows into the defroster vents 21A and 21B. Therefore, a mixture of the conditioned air mixed in the mixing area M and the heated air flowing in from the opening 725 blows out from the defroster vents 21A and 21B.

Next, the heater mode for blowing out hot air at the feet area of the front seat and the rear seat in the vehicle will be described.

Since the position settings of the dampers in the heater mode according to this embodiment are the same as those according to the first embodiment, a description thereof is not repeated here.

The entire volume of air heated by passing through the heater core 15 flows along the air-trunk divider 723 into the mixing area M since the opening 725 is covered by the switching damper 733. The heated air that has flown into the mixing area M is mixed with air cooled by the evaporator 13 so as to produce conditioned air.

The conditioned air mixed in the mixing area M is made to flow into the hot-air channel 25, and all of the conditioned air is made to flow into the foot vents 19F and 19R and the defroster vents 21B by the switching damper 733. Therefore, the conditioned air mixed in the mixing area M blows out from the foot vents 19F and 19R and the defroster vents 21B.

Since the airflow in other operation modes is the same as that according to the first embodiment, a description thereof is not repeated here.

According to the above-described structure, since the opening 725 formed in the air-trunk divider 723 and the switching damper 733 are provided, the air temperature at the defroster vents 21A and 21B can be set higher than the air temperature at the foot vents 19F and 19R.

The hot-air channel 25 can guide the air cooled by a cooling unit and the air heated by a heating unit to the defroster vents 21A and 21B and the foot vents 19F and 19R. Conditioned air is obtained by mixing the cooled air and the heated air at the hot-air channel 25. The switching damper 733 can control the opening and closing of the opening 725 formed in the trunk divider 723. Part of the heated air flows through the open opening 725 into the hot-air channel 25. Since the switching damper 733 controls the airflow from the hot-air channel 25 to the defroster vents 21A and 21B and the foot vents 19F and 19R, part of the heated air flows into only the defroster vents 21A and 21B. As a result, the conditioned air blown out from the defroster vents 21A and 21B includes a high proportion of heated air, and the temperature of the heated air blown out from the defroster vents 21A and 21B will be higher than the temperature of the conditioned air blown out from the foot vents 19F and 19R.

Air-conditioning unit and air-conditioning apparatus

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CPC

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Abstract

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Priority Claims (1)