VEHICULAR AIR CONDITIONING DEVICE

TECHNICAL FIELD

The present disclosure relates to a vehicular air conditioning device.

BACKGROUND ART

A vehicular air conditioning device for conditioning air in a vehicle is provided inside a dashboard of an automobile. Such a vehicular air conditioning device includes a room temperature sensor that detects a temperature in a vehicle cabin and an aspirator that guides air in the vehicle cabin to a sensor installation portion where the room temperature sensor is disposed (for example, Patent Document 1).

CITATION LIST
Patent Literature

- Patent Document 1: JP 2018-79719 A

SUMMARY OF INVENTION
Technical Problem

In recent years, there have been cases where another component (for example, a control device that controls a vehicular air conditioning device) is disposed at an end portion of a main body case in a width direction. In such a case, an aspirator cannot be attached to the end portion. Therefore, as in the device described in Patent Document 1, the aspirator may be attached at the center of the main body case in the width direction.

However, in the device of Patent Document 1, the opening (air intake port) formed at the upstream end of the air introduction pipe for introducing air into the main body of the aspirator is open on the downstream side in the flow of air in the air conditioning case. Specifically, the opening is open in a region downstream of a region where air that has passed through the evaporator and air that has passed through the heater core join (hereinafter referred to as “downstream region”). The air flowing through the downstream region may have a reduced pressure. For this reason, in the device of Patent Document 1, the difference between the pressure in the space into which air is introduced and the pressure inside the main body of the aspirator becomes small, and air cannot be suitably taken in from the air intake port of the air introduction pipe. Thus, there is a possibility that the performance of the aspirator is reduced. When the performance of the aspirator is reduced, the air in the vehicle cabin cannot be guided to the room temperature sensor, the room temperature sensor cannot suitably detect a temperature, and the room temperature cannot be suitably controlled.

The present disclosure has been made in view of the above-described circumstances, and an object of the present disclosure is to provide a vehicular air conditioning device that can improve the performance of an aspirator.

Solution to Problem

In order to solve the above-described problem, a vehicular air conditioning device according to the present disclosure adopts the following means.

A vehicular air conditioning device according to an aspect of the present disclosure is a vehicular air conditioning device for controlling a temperature of air introduced and supplying the air into a vehicle cabin. The vehicular air conditioning device includes: a case which forms an outer shell and through which air flows: a cooling unit that is housed in the case and cools air flowing through the case: a heating unit that is housed in the case and heats air flowing through the case: and an aspirator that guides air in the vehicle cabin to a temperature detection unit by introducing air in the case. The case integrally includes a case upstream portion in which the cooling unit and the heating unit are housed and a case downstream portion through which air having flowed through the case upstream portion flows. The case upstream portion includes a first flow path portion that causes air to flow in a first direction and a second flow path portion that is connected to a downstream side of the first flow path portion and causes air to flow in a second direction being a direction intersecting the first direction. The aspirator includes an introduction portion and is provided at a central portion of the case in a third direction that is a direction intersecting the first direction and the second direction. The introduction portion includes an inlet formed at an upstream end of the introduction portion and introduces air inside the case from the inlet. The upstream end of the introduction portion is connected to the second flow path portion from the first direction.

Advantageous Effects of Invention

According to the present disclosure, the performance the aspirator can be improved.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective view of a vehicular air conditioning device according to an embodiment of the present disclosure.

FIG. 2 is a perspective view illustrating a main part of an air conditioning unit according to the embodiment of the present disclosure.

FIG. 3 is a vertical cross-sectional view of the air conditioning unit according to the embodiment of the present disclosure illustrating a state in which air is not guided to a heater core.

FIG. 4 is a vertical cross-sectional view of the air conditioning unit according to the embodiment of the present disclosure illustrating a state in which air is guided to the heater core.

FIG. 5 is a plan view of an air mixing damper provided at an HVAC unit according to the embodiment of the present disclosure.

DESCRIPTION OF EMBODIMENTS

An embodiment of a vehicular air conditioning device 1 according to the present disclosure will be described below with reference to the accompanying drawings. In the following description, an up-down direction is a Z-axis direction, a direction which is orthogonal to the Z-axis direction and in which an air conditioning unit 2 and a blower unit 3 are arranged is an X-axis direction, and a direction orthogonal to the Z-axis direction and the X-axis direction is a Y-axis direction.

The vehicular air conditioning device 1 according to the present embodiment is provided in a space defined by an instrument panel of an automobile. As illustrated in FIG. 1, the vehicular air conditioning device 1 includes an air conditioning unit 2 (HVAC unit: Heating Ventilation and Air Conditioning Unit) that controls the temperature of air outside a vehicle (outside air) or air inside a vehicle cabin (inside air) and blows the air into the vehicle cabin, and a blower unit 3 that supplies the outside air or the inside air to the HVAC unit. The air conditioning unit 2 and the blower unit 3 are provided adjacent to each other in the X-axis direction.

As illustrated in FIGS. 1 and 2 and the like, the air conditioning unit 2 (HVAC unit) includes a case body 10 (in FIG. 2, a part of the case body 10 is omitted for the sake of illustration). As illustrated in FIGS. 2 to 4, the air conditioning unit 2 further includes an evaporator (cooling unit) 20, an air mixing damper 30, and a heater core (heating unit) 40 which are housed in the case body 10.

As illustrated in FIG. 1, the case body (case) 10 integrally includes a first case 10A and a second case 10B aligned in the X-axis direction. The blower unit 3 is connected to a side wall of the first case 10A (a side wall opposite to a side wall facing the second case 10B). An actuator or the like that rotates the air mixing damper 30 to be described below is provided at a side wall of the second case 10B (a side wall opposite to a side wall facing the first case 10A). The first case 10A and the second case 10B have substantially the same structure. Thus, in the following description, the first case 10A and the second case 10B will not be described separately but will be simply referred to as the case body 10 unless the first case 10A and the second case 10B need to be described separately.

As illustrated in FIGS. 3 and 4, an air flow path 14 that guides air blown from the blower unit 3 into the vehicle cabin is formed inside the case body 10. The air flow path 14 includes a heating flow path 14a in which the heater core 40 is disposed, a bypass flow path 14b that bypasses the heater core 40, and an air mixing flow path 14c through which air obtained by mixing the air having flowed through the bypass flow path 14b and the air having flowed through the heating flow path 14a flows.

The case body 10 includes a case upstream portion (an upstream portion of the case) 12 in which the evaporator 20 and the heater core 40 are housed and a case downstream portion (a downstream portion of the case) 13 through which the air having flowed through the case upstream portion 12 flows.

The case upstream portion 12 mainly defines the bypass flow path 14b and the heating flow path 14a. The case upstream portion 12 includes a heating flow path defining portion 16 that defines the heating flow path 14a.

The heating flow path defining portion 16 includes a first flow path portion 16a that causes air to flow in the Z-axis direction (first direction) and a second flow path portion 16b that is provided on a downstream side of the first flow path portion 16a and causes air to flow in the Y-axis direction (second direction).

The first flow path portion 16a extends in the Z-axis direction and the X-axis direction. The first flow path portion 16a is provided to oppose the heater core 40.

The second flow path portion 16b is curved at a substantially right angle from an upper end of the first flow path portion 16a and extends in the Y-axis direction. A downstream end portion of the second flow path portion 16b extends in the Y-axis direction and the X-axis direction, and a primary air introduction portion 53 of the aspirator 50 to described below is connected to the downstream end portion.

The case downstream portion 13 mainly defines the air mixing flow path 14c. The case downstream portion 13 is connected to an upper end of the case upstream portion 12. The case downstream portion 13 is formed with a face outlet 17 for blowing air to the vicinity of the face of a passenger, a defroster outlet 18 for blowing air to the vicinity of the front window of the vehicle, and a foot outlet 19 for blowing air to the vicinity of the feet of the passenger.

As illustrated in FIGS. 3 and 4, the evaporator 20 is housed in the case body 10 and is disposed in the air flow path 14. The evaporator 20 is provided at an upstream portion of the air flow path 14. The evaporator 20 constitutes a refrigeration cycle (not illustrated). The evaporator 20 includes a plurality of tubes extending in the Z-axis direction, and the plurality of tubes are arranged side by side at predetermined intervals in the X-axis direction and the Y-axis direction. A refrigerant circulating in the refrigerant cycle flows through the plurality of tubes. The evaporator 20 cools the air flowing through the air flow path 14 by exchanging heat between the refrigerant flowing through the tubes and the air flowing through the air flow path 14.

The air flow path 14 branches into the bypass flow path 14b and the heating flow path 14a on a downstream side of the evaporator 20.

The air mixing damper 30 is provided at a branching portion between the bypass flow path 14b and the heating flow path 14a. The air mixing damper 30 is fixed to a rotor shaft 31 (see FIG. 5) rotatably provided in the case body 10. As illustrated in FIG. 5, the air mixing damper 30 integrally includes a main damper (first damper portion) 32 provided on an upstream side (evaporator 20 side) and a sub-damper (second damper portion) 33 provided on a downstream side (heater core 40 side) across the rotor shaft 31. The main damper 32 and the sub-damper 33 are connected so as to form an obtuse angle.

The main damper 32 moves between a closing position (see FIG. 3) at which the heating flow path 14a for guiding air to the heater core 40 is closed and an opening position (see FIG. 4) at which the heating flow path 14a is not closed. The main damper 32 closes the heating flow path 14a in a state where air is not guided to the heater core 40.

The sub-damper 33 is arranged between the evaporator 20 and the inlet 53d in a state where the main damper 32 is located at the closing position.

In the following description, the air mixing damper 30 housed in the first case 10A is referred to as a first air mixing damper 30A, and the air mixing damper 30 housed in the second case 10B is referred to as a second air mixing damper 30B. When it is not necessary to separately describe the first air mixing damper 30A and the second air mixing damper 30B, they will be simply referred to as the air mixing damper 30.

The sub-damper 33 of the first air mixing damper 30A (hereinafter referred to as a “first sub-damper 33A”) and the sub-damper 33 of the second air mixing damper 30B (hereinafter referred to as a “second sub-damper 33B”) each have a notch 34 formed at an end portion in the X-axis direction. The notch 34 formed at the first sub-damper 33A is formed at an end portion on the second sub-damper 33B side. Further, it is formed at an end portion on a downstream side in an air flow direction (that is, on the side far from the rotor shaft 31).

The notch 34 formed at the second sub-damper 33B is formed at an end portion on the first sub-damper 33A side. Each of FIGS. 3 and 4 is a cross-sectional view taken along a plane passing through the notch 34 formed at the sub-damper 33, the sub-damper 33 is not illustrated in FIGS. 3 and 4 for the sake of illustration.

The heater core 40 is disposed in the heating flow path 14a. The heater core 40 includes, for example, a plurality of tubes extending in the Z-axis direction, and the plurality of tubes are arranged side by side at predetermined intervals in the X-axis direction and the Y-axis direction. Engine cooling water for cooling an engine (not illustrated) flows inside the plurality of tubes. The heater core 40 heats the air flowing through the heating flow path 14a by exchanging heat between the engine cooling water flowing through the tubes and the air flowing through the heating flow path 14a.

The bypass flow path 14b and the heating flow path 14a join together above the air mixing damper 30 (see a region B in FIG. 3). The air flow path 14 joined is connected to the face outlet 17, the foot outlet 19, and the defroster outlet 18 formed at the case body 10. The air flow path 14 is provided with a defroster/face damper 42 that can switch between blowing air from the face outlet 17 and blowing air from a defroster outlet flow path. The air flow path 14 is further provided with a foot damper 43 that can switch whether or not to blow air from the foot outlet 19.

Next, the flow of air introduced into the air conditioning unit 2 will be described.

The air conditioning unit 2 cools air blown from the blower unit 3 by causing the air to pass through the evaporator 20. The cooled air is introduced into the heating flow path 14a and/or the bypass flow path 14b. At this time, the air conditioning unit 2 controls a ratio between the amount of air to be introduced into the heating flow path 14a (air to be guided to the heater core 40) and the amount of air to be introduced into the bypass flow path 14b (air bypassing the heater core 40) by adjusting the rotation position of the air mixing damper 30. An air unit mixes the air having flowed through the heater core 40 (heated air) and the air having bypassed the heater core 40 (unheated air) in a region where the heating flow path 14a and the bypass flow path 14b join each other (see the region B in FIG. 3), thereby controlling air to a predetermined temperature. Then, the air conditioning unit 2 selectively blows the temperature-controlled air into the vehicle cabin from the defroster outlet 18, the face outlet 17, the foot outlet 19, and the like provided on the downstream side, thereby controlling the temperature of the vehicle cabin to a set temperature. Whether or not to blow air from each outlet and the amount of air blown from each outlet are controlled by the rotation positions of the defroster/face damper 42 and the foot damper 43.

Specifically, in a cooling operation mode, for example, the vehicular air conditioning device 1 controls the rotation position of the air mixing damper 30 such that the air mixing damper 30 closes the inlet of the heating flow path 14a as illustrated in FIG. 3. In this way, as indicated by the arrow A1, the air having passed through the evaporator 20 flows through the bypass flow path 14b without flowing into the heating flow path 14a. Accordingly, the air blown from the defroster outlet 18, the face outlet 17, and the foot outlet 19 can be mainly the air having bypassed the heater core 40 (unheated air). Thus, the cooled air is supplied into the vehicle cabin. Note that as indicated by the arrow A2, part of the air flowing through the bypass flow path 14b is introduced into the aspirator 50 from the inlet 53d to be described below:

On the other hand, in a heating operation mode, for example, the vehicular air conditioning device 1 controls the rotation position of the air mixing damper 30 such that the air mixing damper 30 closes the bypass flow path 14b as illustrated in FIG. 4. In this way, as indicated by the arrow A3, the air having passed through the evaporator 20 flows through the heating flow path 14a without flowing into the bypass flow path 14b. After passing through the heater core 40, the air flowing through the heating flow path 14a rises along the first flow path portion 16a as indicated by the arrow A4. Subsequently, as indicated by the arrow A5, the flow direction is changed to the Y-axis direction along the second flow path portion 16b. Thereafter, as indicated by the arrow A6, the air flows along the Y-axis direction. Then, as indicated by the arrow A7, the air rises again and is guided to the defroster outlet 18, the face outlet 17, and the foot outlet 19. Accordingly, the air blown from the defroster outlet 18, the face outlet 17, and the foot outlet 19 can be mainly the air having passed the heater core 40 (heated air). Thus, the heated air is supplied into the vehicle cabin. Note that as indicated by the arrow A8, part of the air flowing through the heating flow path 14a (especially, part of the air flowing in the Y-axis direction after passing through the heater core 40) is introduced into the aspirator 50 from the inlet 53d to be described below.

Next, the aspirator 50 attached to the case body 10 will be described in detail.

In the vehicular air conditioning device 1, in order to control the temperature in the vehicle cabin to a set temperature, it is necessary to accurately detect the temperature in the vehicle cabin. A room temperature sensor that detects the temperature in the vehicle cabin is provided at an instrument panel (not illustrated) in the vehicle cabin. Thus, the vehicular air conditioning device 1 detects the temperature in the vehicle cabin by causing the air in the vehicle cabin to flow through the room temperature sensor. The aspirator 50 is used to guide the air in the vehicle cabin to the room temperature sensor.

As illustrated in FIG. 3, the aspirator 50 includes a nozzle 51, a main body 52 that forms a primary air flow path so as to surround the outer periphery of the nozzle 51, the primary air introduction portion (introduction portion) 53 that introduces part of an air flow flowing inside the air conditioning unit 2 into the primary air flow path of the main body 52 as primary air, and a diffuser 54 (see FIGS. 1 and 2) connected to an end portion of the main body 52.

The nozzle 51 is a tubular member and extends in the left-right direction. As described above, a leading end of the nozzle 51 opens to the inside of the diffuser 54. An air pipe (not illustrated) is connected to a base end of the nozzle 51. An upstream end of the air pipe is connected to a sensor installation portion (not illustrated) at which the room temperature sensor is disposed. The sensor installation portion communicates with the inside of the vehicle cabin. The nozzle 51 aspirates air in the vehicle cabin as secondary air via the sensor installation portion and the air pipe.

The main body 52 is a tubular member and extends in the left-right direction. The nozzle 51 is concentrically disposed inside the main body 52. The primary air flow path is formed between the inside surface of the main body and the outside surface of the nozzle 51. The primary air introduction portion 53 is connected to the outside surface of the main body 52.

The primary air introduction portion 53 integrally includes a horizontal portion 53a connected to the main body 52, a curved portion 53b curved downward at a substantially right angle from an upstream end of the horizontal portion 53a, and a vertical portion 53c extending downward from an upstream end of the curved portion 53b.

The horizontal portion 53a is a tubular member extending in the horizontal direction. A downstream end of the horizontal portion 53a is connected to the outside surface of the main body 52. The curved portion 53b is a tubular member. The curved portion 53b is connected to the upstream end of the horizontal portion 53a and a downstream end of the vertical portion 53c. The vertical portion 53c is a tubular member extending in the vertical direction. The inlet 53d is formed at an upstream end (lower end) of the vertical portion 53c. The diameter of the vertical portion 53c is reduced such that a flow path area decreases toward the upper side. The upstream end of the vertical portion 53c is connected to the second flow path portion 16b from above. Specifically, the vertical portion 53c is provided at a position corresponding to the notch 34 in the second flow path portion 16b.

The inlet 53d is disposed near the outlet of the heating flow path 14a. In addition, the inlet 53d is provided outside (above) the main flow (see the arrow A6 in FIG. 4) of the air flowing along the second flow path portion 16b. That is, the primary air introduction portion 53 is connected to the second flow path portion 16b so as not to protrude from the inside surface of the second flow path portion 16b. In addition, the inlet 53d opens in a region (hereinafter, referred to as an “upstream region”) on an upstream side of a region (see the region B in FIG. 3) where the heating flow path 14a and the bypass flow path 14b join each other.

Next, the flow of air in the aspirator 50 will be described.

The aspirator 50 introduces part of the air flowing through the air flow path 14 from the primary air introduction portion 53. Specifically, part of the air flowing through the bypass flow path 14b as indicated by the arrow A2 in FIG. 3 and part of the air flowing in the Y-axis direction after passing through the heater core 40 as indicated by the arrow A8 in FIG. 4 are introduced from the primary air introduction portion 53.

The air introduced into the primary air introduction portion 53 flows through the vertical portion 53c, the curved portion 53b, and the horizontal portion 53a and is discharged into the main body 52. The air discharged into the main body 52 flows through the primary air flow path formed inside the main body 52. That is, the air flows between the inside surface of the main body 52 and the outside surface of the nozzle 51. The air having flowed through the primary air flow path flows into the diffuser 54 from the leading end side of the nozzle 51. The air having flowed through the diffuser 54 is discharged into the vehicle cabin from an open end of the diffuser 54.

When the air flows into the diffuser 54 from the primary air flow path, the pressure near the leading end of the nozzle 51 is reduced. This generates a flow of air from the base end toward the leading end in the nozzle 51. Thus, the nozzle 51 aspirates air from the base end (an end portion opposite to the leading end). The air pipe (not illustrated) is connected to the base end of the nozzle 51. The upstream end of the air pipe is connected to the sensor installation portion (not illustrated) at which the room temperature sensor is disposed. The sensor installation portion communicates with the inside of the vehicle cabin. Thus, the nozzle 51 aspirates air in the vehicle cabin (secondary air) via the sensor installation portion and the air pipe. Accordingly, when the nozzle 51 aspirates air, the air in the vehicle cabin suitably flows into the sensor installation portion. Then, the room temperature sensor detects the temperature of the air in the vehicle cabin. The air (secondary air) introduced into the nozzle 51 from the base end of the nozzle 51 is discharged into the diffuser 54 from the leading end of the nozzle 51 and is discharged to the outside of the vehicular air conditioning device 1 from the open end of the diffuser 54. Specifically, the air is discharged into the space defined by the instrument panel.

According to the present embodiment, the following operational effects are obtained.

In the present embodiment, the upstream end of the primary air introduction portion 53 is connected to the second flow path portion 16b from the Z-axis direction. In the second flow path portion 16b, air flows in the Y-axis direction. Thus, part of the air flowing through the second flow path portion 16b is introduced into the primary air introduction portion 53 from the inlet 53d by a static pressure. Accordingly, air can be introduced into the aspirator 50. Further, since air is introduced by a static pressure, a pressure loss can be reduced as compared with the case where air is introduced by a dynamic pressure. Therefore, the speed of the air flowing through the aspirator 50 can be increased as compared with the case where air is introduced by a dynamic pressure, whereby the performance of the aspirator 50 can be improved.

In the present embodiment, the inlet 53d opens to the second flow path of the case upstream portion 12 in which the evaporator 20 and the heater core 40 are housed. The pressure of the air flowing through the case upstream portion 12 is higher than the pressure of the air flowing through the case downstream portion 13. Thus, as compared with the case where the inlet 53d opens to the case downstream portion 13 (for example, where the inlet 53d opens to the air mixing flow path 14c), the difference between the pressure in the space to which the inlet 53d opens and the pressure inside the aspirator 50 is increased, whereby air can be easily taken from the inlet 53d into the primary air introduction portion 53. Accordingly, air can be suitably introduced into the aspirator 50, and thus the performance of the aspirator 50 can be improved.

In the present embodiment, the aspirator 50 is provided at a central portion of the case body 10 in the X-axis direction. That is, the aspirator 50 is not provided at an end portion of the case body 10 in the X-axis direction. Thus, a device other than the aspirator 50 (for example, a control device that controls the vehicular air conditioning device 1, or the like) can be provided at an end portion of the case body 10 in the X-axis direction. Accordingly, the degree of freedom in the layout of the vehicular air conditioning device 1 can be enhanced.

In addition, in the present embodiment, the inlet 53d is provided outside the main flow of the air flowing along the second flow path portion 16b. Accordingly, it is possible to form a structure in which the primary air introduction portion 53 does not obstruct the air flowing through the second flow path portion 16b.

In the present embodiment, the second flow path portion 16b is provided on a downstream side of the heater core 40. Accordingly, the air heated by the heater core 40 can be introduced into the aspirator 50. Thus, the air discharged from the aspirator 50 can also be heated air. As a result, for example, even when the air discharged from the aspirator 50 is discharged into the vehicle cabin, a space adjacent to the vehicle cabin, or the like, a decrease in the temperature of the air in the vehicle cabin can be suppressed. Therefore, a decrease in comfort in the vehicle cabin can be suppressed.

In the present embodiment, the notch 34 is formed at the sub-damper 33 which is arranged between the evaporator 20 and the inlet 53d in a state where the main damper 32 is located at the closing position. Thus, when the main damper 32 is in a closing state, the air having passed through the evaporator 20 is guided to the inlet 53d through the notch 34 formed at the sub-damper 33. That is, as compared with the case where the notch 34 is not formed at the sub-damper 33, it is possible to make it difficult for the sub-damper 33 to obstruct the air flowing from the evaporator 20 toward the inlet 53d when the main damper 32 is in the closing state. Accordingly, air can be suitably introduced from the inlet 53d, and thus the performance of the aspirator 50 can be improved.

Note that the present disclosure is not limited to the above-described embodiment and can be modified as appropriate without departing from the gist of the present disclosure.

The vehicular air conditioning device according to the above-described embodiment is understood as follows, for example.

A vehicular air conditioning device according to an aspect of the present disclosure is a vehicular air conditioning device (1) for controlling a temperature of air introduced and supplying the air into a vehicle cabin. The vehicular air conditioning device (1) includes: a case (10) which forms an outer shell and through which air flows: a cooling unit (20) that is housed in the case and cools air flowing through the case: a heating unit (40) that is housed in the case and heats air flowing through the case: and an aspirator (50) that guides air in the vehicle cabin to a temperature detection unit by introducing air in the case. The case integrally includes a case upstream portion (12) in which the cooling unit and the heating unit are housed and a case downstream portion (13) through which air having flowed through the case upstream portion flows. The case upstream portion includes a first flow path portion (16a) that causes air to flow in a first direction (Z-axis direction) and a second flow path portion (16b) that is connected to a downstream side of the first flow path portion and causes air to flow in a second direction (Y-axis direction) being a direction intersecting the first direction. The aspirator includes an introduction portion (53) and is provided at a central portion of the case in a third direction (X-axis direction) that is a direction intersecting the first direction and the second direction. The introduction portion includes an inlet (53d) formed at an upstream end of the introduction portion and introduces air inside the case from the inlet. The upstream end of the introduction portion is connected to the second flow path portion from the first direction.

In the above configuration, the upstream end of the introduction portion is connected to the second flow path portion from the first direction. In the second flow path portion, air flows in the second direction. Thus, part of the air flowing through the second flow path portion is introduced into the introduction portion from the inlet by a static pressure. Accordingly, air can be introduced into the aspirator. Further, since air is introduced by a static pressure, a pressure loss can be reduced as compared with the case where air is introduced by a dynamic pressure. Therefore, the speed of the air flowing through the aspirator can be increased as compared with the case where air is introduced by a dynamic pressure, whereby the performance of the aspirator can be improved.

In the above configuration, the inlet opens to the second flow path of the case upstream portion in which the cooling unit and the heating unit are housed. The pressure of the air flowing through the case upstream portion is higher than the pressure of the air flowing through the case downstream portion. Thus, as compared with the case where the inlet opens to the case downstream portion, the difference between the pressure in the space to which the inlet opens and the pressure inside the aspirator is increased, whereby air can be easily taken from the inlet into the introduction portion. Accordingly, air can be suitably introduced into the aspirator, and thus the performance of the aspirator can be improved.

In the above configuration, the aspirator is provided at a central portion of the case in the third direction. That is, the aspirator is not provided at an end portion of the case in the third direction. Thus, a device other than the aspirator can be provided at an end portion of the case in the third direction.

Accordingly, the degree of freedom in the layout of the vehicular air conditioning device can be enhanced.

In the vehicular air conditioning device according to the aspect of the present disclosure, the inlet is provided outside the main flow of the air flowing through the second flow path portion.

In the above configuration, the inlet is provided outside the main flow of the air flowing along the second flow path portion. Accordingly, it is possible to form a structure in which the introduction portion does not obstruct the air flowing through the second flow path portion.

In the vehicular air conditioning device according to the aspect of the present disclosure, the second flow path portion is provided on a downstream side of the heating unit.

In the above configuration, the second flow path portion is provided on a downstream side of the heating unit. Accordingly, the air heated by the heating unit can be introduced into the aspirator. Thus, the air discharged from the aspirator can also be heated air. As a result, for example, even when the air discharged from the aspirator is discharged into the vehicle cabin, a space adjacent to the vehicle cabin, or the like, a decrease in the temperature of the air in the vehicle cabin can be suppressed. Therefore, a decrease in comfort in the vehicle cabin can be suppressed.

The vehicular air conditioning device according to the aspect of the present disclosure includes an air mixing damper (30) including a first damper portion (32) and a second damper portion (33). The first damper portion can move between a closing position where a heating flow path (14a) for guiding air to the heating unit is closed and an opening position where the heating flow path is not closed. The second damper portion is arranged between the cooling unit and the inlet in a state where the first damper portion is located at the closing position. A notch (34) is formed at the second damper portion.

In the above configuration, the notch is formed at the second damper portion which is arranged between the cooling unit and the inlet in a state where the first damper portion is located at the closing position. Thus, when the first damper portion is in a closing state, the air having passed through the cooling unit is guided to the inlet through the notch formed at the second damper portion. That is, as compared with the case where the notch is not formed at the second damper portion, it is possible to make it difficult for the second damper portion to obstruct the air flowing from the cooling unit toward the inlet when the first damper portion is in the closing state. Accordingly, air can be suitably introduced from the inlet, and thus the performance of the aspirator can be improved.

REFERENCE SIGNS LIST

- 1: Vehicular air conditioning device
- 2: Air conditioning unit
- 3: Blower unit
- 10: Case body (case)
- 10A: First case
- 10B: Second case
- 12: Case upstream portion (upstream portion of case)
- 13: Case downstream portion (downstream portion of case)
- 14: Air flow path
- 14
  a: Heating flow path
- 14
  b: Bypass flow path
- 14
  c: Air mixing flow path
- 16: Heating flow path defining portion
- 16
  a: First flow path portion
- 16
  b: Second flow path portion
- 17: Face outlet
- 18: Defroster outlet
- 19: Foot outlet
- 20: Evaporator (cooling unit)
- 30: Air mixing damper
- 31: Rotor shaft
- 32: Main damper (first damper portion)
- 33: Sub-damper (second damper portion)
- 34: Notch
- 40: Heater core (heating unit)
- 42: Face damper
- 43: Foot damper
- 50: Aspirator
- 51: Nozzle
- 52: Main body
- 53: Primary air introduction portion (introduction portion)
- 53
  a: Horizontal portion
- 53
  b: Curved portion
- 53
  c: Vertical portion
- 53
  d: Inlet
- 54: Diffuser

VEHICULAR AIR CONDITIONING DEVICE

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