CN117813205A - Housing for a heating, ventilation and/or air conditioning system of a motor vehicle - Google Patents

Abstract

The invention relates to a housing (2) of a heating, ventilation and/or air conditioning system (1) of a motor vehicle, said housing (2) comprising a plurality of ducts including at least a first air outlet duct (10) and a second air outlet duct (12), said second air outlet duct (12) being configured to open into an upper portion of a passenger compartment of said vehicle, said first air outlet duct (10) being configured to open into a lower portion of the passenger compartment of said vehicle, said housing (2) comprising an adjustment flap (36), said adjustment flap (36) being movable between a position blocking said air flow towards said first air outlet duct (10) and a position guiding said air flow towards said first air outlet duct (10), said adjustment flap (36) being moved along a guiding path (38) from one position to another, said housing (2) comprising at least one stop wall (50), said adjustment flap (36) and said at least one stop wall (50) extending along said guiding path (54) relative to said housing (54) when said adjustment flap (36) is in said blocking position.

Description

Housing for a heating, ventilation and/or air conditioning system of a motor vehicle

Technical Field

The present invention relates to heating, ventilation and/or air conditioning systems for motor vehicles. More particularly, the present invention relates to a housing for a heating, ventilation and/or air conditioning system through which an air stream is circulated.

Background

Heating, ventilation and/or air conditioning systems fitted to motor vehicles allow the user of the vehicle to control the supply of cold and/or warm air into different zones of the passenger compartment (glass surfaces, front or rear of the passenger compartment) arranged at different heights in the passenger compartment (in the lower part of the passenger compartment, i.e. towards the feet of the passenger, or in the upper part of the passenger compartment, i.e. towards the roof of the vehicle, or in the middle).

Known heating, ventilation and/or air conditioning systems may in particular comprise a condenser and an evaporator arranged in a closed circuit in which a refrigerant fluid circulates, which fluid can be heat treated in the front of the vehicle and is guided in order to successively pass the air flows of the condenser and the evaporator. At the outlet of the evaporator, the air flow may propagate into a housing (also referred to as an HVAC housing) of the heating, ventilation and/or air conditioning system, which is designed to distribute air of a desired temperature into air flow ducts, each leading to an air outlet arranged at a given height in the passenger compartment.

The housing includes at least one main conduit extending from the housing inlet and connected to all of the air flow conduits and outlets. In this main duct, the evaporator may be arranged in particular close to the housing inlet and at least one regulating flap is arranged transversely to the air flow in order to direct the air flow towards one or the other of the flow ducts according to the requirements of the vehicle occupants.

The housing further comprises an auxiliary duct extending parallel to the main duct and accommodating a radiator allowing heating of the air passing through the auxiliary duct. Control flaps are arranged in the housing to direct air towards the main and/or auxiliary ducts in order to generate a cold or warm air flow, which is then directed towards the associated flow ducts and outlets by controlling the regulating flaps arranged downstream of the main and auxiliary ducts.

The regulating flap is movable between a guiding position, in which the regulating flap guides the warm or cold air flow into the air outlet towards the flow duct opening, and a blocking position, in which the regulating flap prevents the air flow from flowing towards the same flow duct.

Thus, the management of the control flap and the adjustment flap allows warm or cold air to be directed to a target area of the passenger compartment. Motor vehicle manufacturers and assemblers aim to develop heating, ventilation and air conditioning systems that, in this case, prevent the vehicle occupants from experiencing the phenomenon of stratification of the air present in the passenger compartment, i.e. air that does not have a uniform temperature, depending on whether it is present in the upper or lower part of the passenger compartment.

Furthermore, it is known to arrange the regulating flap(s) in the housing so as to allow the air flow to escape when the regulating flap is in the blocking position, thus allowing one or the other of these positions. This escape can be achieved in particular by a manufacturing and installation gap of approximately 1 to 2 mm between the end of the adjusting flap and the wall of the housing opposite the end in the blocking position.

This escape of the air flow ensures that at least a small amount of air is constantly directed towards the glass surface in order to ensure that in each case defogging is performed, even when the regulating flap is in a position to direct the air flow towards the air outlet (directed towards the passenger), in particular in the lower part of the passenger compartment.

This configuration allows a portion of the airflow to escape toward the upper portion of the passenger compartment while being directed primarily toward the lower portion of the passenger compartment, which helps to reduce the sensation of temperature stratification of the air present in the passenger compartment, particularly as the warm air is diverted toward the air outlet in the upper portion of the passenger compartment. However, manufacturing and installation clearances of about 1 to 2 millimeters, which allow for such escape, are insufficient to effectively homogenize the air temperature and meet the specifications required by the manufacturer.

Disclosure of Invention

It is an object of the present invention to propose an alternative and improvement to this problem in order to improve the perception of the vehicle occupants by significantly reducing the temperature stratification between the different air outlets of the heating, ventilation and/or air conditioning system.

The main object of the present invention is a housing of a heating, ventilation and/or air conditioning system of a motor vehicle, comprising a plurality of ducts, including at least a first air outlet duct and a second air outlet duct, the second air outlet duct being configured to open into an upper portion of a passenger compartment of the vehicle, the first air outlet duct being configured to open into a lower portion of a passenger compartment of the vehicle, the housing comprising an adjustment flap movable between a blocking position blocking an air flow towards the first air outlet duct and a guiding position guiding an air flow towards the first air outlet duct, the adjustment flap being movable along a guiding path from one position to another, the housing comprising at least one stop wall against which the adjustment flap extends when the adjustment flap is in the blocking position, characterized in that the housing comprises a deflector protruding from the stop wall so as to extend along a portion of the guiding path of the adjustment flap.

According to one feature of the invention, the housing comprises a main air flow duct and an auxiliary duct extending in parallel with the main duct and housing a radiator crossing the air flow path in the auxiliary duct so as to be able to supply warm air to the mixing zone, the control flap being managed to selectively direct the air flow entering the housing into the main duct and/or the auxiliary duct, the housing further comprising a mixing zone at the junction of the two ducts, the air outlet duct leading from the mixing zone, wherein the movable adjustment flap is arranged in the mixing zone so as to direct the air flow present in the mixing zone towards the one and/or the other air outlet duct.

The main duct may be arranged in particular after the evaporator and the air circulated therein is cool air for ventilation of the vehicle passenger compartment. When a heating command is given, the control flap directs air entering the housing to the auxiliary duct so that the air is heated by the radiator. Thus, depending on the position of the control flap, if air passes through both the main and auxiliary ducts, warm, cold or warm (tepid) air reaches the mixing zone. The conditioning flaps are then managed to direct the heated and/or cooled air flow towards the upper air outlet and/or the lower air outlet of the passenger compartment selected by the occupants of the motor vehicle. The regulating flap may occupy either said guiding position, in which the air flow present in the mixing zone is directed towards the first air outlet duct while blocking the air from entering the second air outlet duct, or said blocking position, in which the air flow present in the mixing zone is directed towards the second air outlet duct while blocking the air from entering the first air outlet duct. The adjusting flap may also occupy an intermediate position between the above-mentioned guiding and blocking positions in order to allow an air flow to be guided simultaneously into each air outlet duct.

As described above, the adjustment flap follows a guide path when moving from one position to another. More specifically, the adjusting flap is arranged in a region of the housing from which the air outlet duct leads and in which the adjusting flap is mounted so as to be rotationally movable about the longitudinal axis, and the guide path here corresponds to an arc followed by the free end of the adjusting flap (i.e. the free end opposite the stop wall in the blocking position). The deflector according to the invention is arranged in the housing at the mouth of the air outlet duct, in particular the first air outlet duct, so as to extend from the stop wall along a portion of the guide path, against which stop wall the regulating flap is arranged in the air flow blocking position.

The term "deflector" refers to an element disposed within a housing to direct all or a portion of the airflow circulating within the housing. The purpose of the deflector is in particular to reduce the passage cross section of one of the ducts formed in the housing, here more particularly the first air outlet duct, so as to allow a portion of the air directed towards said first duct to be diverted towards the other air outlet duct, i.e. here the second air outlet duct, when the adjusting flap is in the guiding position.

When the regulating flap is in a position allowing this air to pass through (i.e. here an air guiding position), the position and shape of the deflector has an effect on the air flow into the area of the housing containing the deflector. The deflector forms a projection from the stop wall to reduce the passage cross section of the air outlet duct closest thereto and to extend the path of the air flow to travel before entering the air outlet duct. In other words, the deflector extends through the path of the air flow towards the first air outlet duct. Thus, a small portion of the air flow (in particular warm air) is directed in a direction different from the direction of the second air outlet, more in particular towards the first air outlet.

According to an optional feature of the invention, the deflector comprises an inner face opposite the adjustment flap when the adjustment flap is in the blocking position, the inner face having a shape curvature substantially corresponding to said portion of the guide path of the adjustment flap.

In other words, the inner face is concave and for this purpose has a radius of curvature which is substantially equal to the radius of rotation of the adjusting flap. It will be appreciated that when the adjustment flap is moved from one position to another, a portion of the adjustment flap, in particular the free end of the flap which is arranged opposite the rotation axis, extends along the inner face of the deflector.

According to another optional feature of the invention, the deflector comprises a tip which defines in part the first air outlet duct and has a rounded edge. It should be understood that the edge may be considered rounded regardless of the radius of curvature, as long as the edge does not form a point or protruding ridge. According to various optional features of the invention, the tip may have a substantially flat form with an engagement edge to the inner face of the deflector, the engagement edge being rounded, or the tip itself may comprise a rounded edge, in which case the deflector has a substantially triangular shape with a rounded tip.

According to another optional feature of the invention, the deflector has a conical shape which becomes thinner as the distance of the deflector from the stop wall increases. In other words, the deflector comprises a base arranged in a direct extension of the stop wall, and a tip partially defining the passage cross section of the associated air outlet duct (here the first air outlet duct). The deflector has a lateral dimension at the base that is greater than a corresponding lateral dimension at the tip.

According to another optional feature of the invention, the size of the deflector measured between the stop wall and the tip of the deflector is in the range of 15 mm to 25 mm.

According to another optional feature of the invention, the size of the deflector measured between the stop wall and the rounded end of the deflector is in the range 18 to 22 mm and advantageously of the order of 20 mm.

These values obtained by the inventors' calculations represent optimal values in order, firstly, not to excessively reduce the passage cross section of the first air outlet duct and thus to allow a sufficient air flow to pass towards the first air outlet duct, in particular in order to meet the needs of the vehicle occupants, and, secondly, to form a sufficiently extended guiding surface to cause a substantial part of the air flow to deflect towards the second air outlet duct, so that this has an effect on the perception of the vehicle occupants regarding temperature homogenisation.

In this case and according to an optional feature of the invention, the first air outlet duct is in particular delimited by a warm air guiding wall arranged opposite the deflector on the other side of the air channel, the deflector extending through the first air outlet duct such that the channel cross section of the first duct has a distance between the deflector and the warm air guiding wall in the range of 30 to 50 mm.

According to another optional feature of the invention, the deflector and the stop wall form a single piece assembly.

It will be appreciated that the deflector and stop wall are not separable without damaging one or the other. In other words, during the injection molding operation of the housing, the deflector is formed simultaneously with the walls delimiting the air flow duct inside the housing, the deflector forming an extension integral with the various air guiding walls and extending beyond the stop wall as described above.

According to another optional feature of the invention, the adjustment flap comprises a body defining an axis of rotation about which the adjustment flap rotates and at least one limb extending radially from said body, the free end of the limb being able to oppose the stop wall in the blocking position of the adjustment flap, the free end of the limb being able to move against the deflector during movement of the adjustment flap from one position to the other.

The regulating flap may comprise two substantially perpendicular branches, wherein the first branch is movable along said guiding path and the second branch is movable along a second guiding path arranged between the inlet of the main duct and the second air outlet duct.

The body of the adjustment flap defines a pivot of an axis of rotation about which the adjustment flap pivots to move from the blocking position to the guiding position and vice versa. When the adjusting flap is pivoted, the one or more branches are moved in rotation, the movement of the respective ends forming an arc of a circle having an angular dimension equal to the angular dimension of the openings of the second air outlet duct and the first air outlet duct. As already stated, the arc formed by the movement of the branch or the first branch according to the configuration of the regulating flap has a radius of curvature similar to that of the concave surface of the inner face.

According to one feature of the invention, the housing comprises a warm air guiding wall partially delimiting the first air outlet duct, and the regulating flap is accommodated in the housing such that, when the regulating flap device is in the air flow guiding position, an escape channel is provided between the regulating flap and the warm air guiding wall to allow a portion of the air flow to pass towards the second air outlet duct. The first air outlet duct is in particular delimited by a warm air guiding wall arranged opposite the deflector. The warm air guide wall extends toward the second air outlet duct such that when the regulating flap is in the blocking position, a free end of the regulating flap is opposite a portion of the warm air guide wall with a gap defining an escape channel.

In this way, when the regulating flap is in the guiding position, the air flow is mainly intended to be directed towards the first air outlet duct, and a portion of the air flow diverted by the deflector can circulate through the escape channel to join the second air outlet duct. In particular, this configuration allows a portion of the warm air flow to be directed to the air outlet located in the upper portion of the passenger compartment in order to homogenize the air temperature in the passenger compartment while a majority of the warm air is directed to the air outlet located in the lower portion of the passenger compartment when the warm air is circulated in the housing. As a result, the perceived temperature difference between the upper and lower limbs of the driver and/or passenger of the motor vehicle is significantly reduced and the comfort of the vehicle occupants is improved.

According to another optional feature of the invention, the size of the escape channel measured between the first end of the adjustment flap (when the adjustment flap is in the guiding position) and the warm air guiding wall is in the range of 5 to 15 mm.

According to another feature of the invention, the size of the escape channel measured between the first end of the regulating flap (when the regulating flap is in the guiding position) and the warm air guiding wall is in the range of 8 to 12 mm, and advantageously 10 mm.

The dimensional characteristics of the escape channel are particularly advantageous when considered in connection with the presence of a deflector which attempts to divert a substantial portion of the air towards the escape channel provided between the regulating flap and the warm air guiding wall.

According to a further optional feature of the invention, the housing comprises a cold air guiding wall which delimits the second air outlet duct partially opposite the junction area between the second air outlet duct and the first air outlet duct, the regulating flap comprises a branch, an end edge of which is opposite the cold air guiding wall when the regulating flap is in the guiding position, and the size of the escape channel is larger than the size measured between the end edge and the cold air guiding wall when the regulating flap is in the guiding position.

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

It will be appreciated that the lower and upper parts of the passenger compartment are thus specified with respect to the vertical, more precisely with respect to the direction perpendicular to the road on which the motor vehicle is located. Thus, the upper portion may in particular be considered as an area comprising at least one glass surface, and the lower portion may in particular be considered as an area close to the floor at the level of the feet of the vehicle occupant.

Drawings

Other features, details and advantages of the invention will become more apparent from the following description of a plurality of exemplary embodiments, given by way of non-limiting illustration, with reference to the accompanying schematic drawings, in which:

FIG. 1 is a cross-section of a housing of a heating, ventilation and/or air conditioning system according to the present invention in a configuration in which the control flap is in a heating position and the conditioning flap of the housing is in a position for directing air flow toward an air outlet in the lower portion;

FIG. 2 is a cross-section of the housing of FIG. 1 in a configuration in which the control flaps are in a heating position and the conditioning flaps of the housing are in a position for blocking air flow toward the air outlet in the lower portion;

FIG. 3 is a cross-section of the housing of FIG. 1 in a configuration in which the control flaps are in a ventilation position and the adjustment flaps of the housing are in a position for directing airflow toward the air outlet in the lower portion;

fig. 4 is a cross-section of a housing according to a variant of the invention, the construction of which is similar to that of fig. 3.

Detailed Description

Features, variants and different embodiments of the invention may be combined with each other in various combinations, provided that they are not mutually incompatible or mutually exclusive. In particular, if the choice of a feature described below is sufficient to confer technical advantages and/or to distinguish the invention from the prior art, variants of the invention may be envisaged which comprise only the choice of this feature, independently of the other features described.

In addition, the terms "upstream" and "downstream" used hereinafter in the specification refer to the flow direction of the air flow.

In the following description, the terms "longitudinal", "transversal" and "vertical" refer to the longitudinal axis L, transversal axis T and vertical axis V, respectively, marked L, V, T in the figures, wherein the transversal direction T and vertical direction V are perpendicular to the longitudinal direction parallel to the rotation axis of the respective flap, which is rotatably movable and fitted into the housing.

Fig. 1 shows a housing 2 of a heating, ventilation and/or air conditioning system 1, which is designed to thermally treat an air flow and to guide it towards the passenger compartment of a motor vehicle. More specifically, the housing 2 is designed to house a radiator 4 and an evaporator 6 intended to heat treat an air flow directed towards the passenger compartment of the vehicle.

The housing 2 comprises a plurality of walls arranged to define an air flow duct in the direction of the air outlet vents in the passenger compartment and a plurality of movable flaps managed to occupy various positions depending on the amount and temperature of the air flow that should be directed towards one vent or the other.

As shown, the housing 2 comprises in particular a main pipe 8 and an auxiliary pipe 9, the main pipe 8 and the auxiliary pipe 9 extending from the evaporator 6 in parallel to each other and meeting in a mixing zone 89, the radiator 4 being positioned in said auxiliary pipe 9. The housing 2 further comprises an air outlet duct arranged downstream of the mixing zone 89 at the junction of the main duct 8 and the auxiliary duct 9, comprising a first air outlet duct 10 leading to a second air outlet arranged in a lower part of the passenger compartment of the motor vehicle and in particular close to the floor and feet of the vehicle occupants, and a second air outlet duct 12 leading to a second air outlet arranged in an upper part of the passenger compartment, in particular at the glass surface of the motor vehicle. It should be noted that the housing 2 may comprise more than two air outlet ducts arranged upstream of the mixing zone without departing from the scope of the invention.

The auxiliary duct 9 is dimensioned to receive the radiator 4, one face of the radiator 4 forming an air inlet through which an air flow can enter the auxiliary duct 9. The radiator 4 is arranged across the auxiliary duct 9 such that the air flow led into the auxiliary duct 9 is heated and leaves the auxiliary duct 9 in the mixing zone 89 in the form of a warm air flow.

Further, as shown, the walls of the housing include a warm air guide wall 18, a junction area 19, and a cool air guide wall 20.

The warm air guide wall 18 delimits in part a first air outlet duct 10 from the mixing zone 89 up to the air outlet into the passenger compartment and extends in this zone through a junction zone 19, said junction zone 19 extending between the mouth of the first air outlet duct 10 and the mouth of the second air outlet duct 12. One end of the conditioning flap may be positioned opposite the engagement region to divide the air passage into one or the other of the air outlet ducts. The cold air guiding wall 20 partially defines both the main duct 8 and the second air outlet duct 12 and has an air inlet region against which an end edge of the movable flap can be positioned so as to block the passage of air towards the second air outlet duct 12.

The housing 2 comprises heating control flaps 24, which heating control flaps 24 are arranged in the main duct 8 and are configured to occupy at least a heating position, in which the heating control flaps 24 allow the air flow to be directed towards the auxiliary duct 9 and the radiator 4, and a ventilation position, in which the heating control flaps 24 prevent the air flow from passing through the auxiliary duct 9 and direct the cold air directly through the main duct 8 towards the mixing zone. Naturally, the heating control flap 24 may occupy an intermediate position in which the heating control flap 24 allows a portion of the air flow to be directed towards the radiator 4 and forces another portion of the air flow to bypass the radiator 4.

The heating control flap 24 includes a central body 26 and vanes projecting from the central body for blocking air flow depending on the orientation of the vanes. More specifically herein, the heating control flap includes a first vane 28 and a second vane 30, wherein the vanes 28, 30 are formed on the central body 26 opposite one another. The central body 26 forms a rotational pivot for the heating control flap 24 for movement from the heating position to the ventilation position. Depending on the position of the heating control flap 24, the first vane 28 is configured to extend across the main conduit 8 when the control flap is in the heating position (shown in fig. 1 and 2) or across the auxiliary conduit 9 when the control flap is in the ventilation position (shown in fig. 3), and the second vane 30 helps to prevent passage of air in the auxiliary conduit 9 by blocking the passage between the auxiliary conduit 9 and the mixing zone 89 when the heating control flap 24 is in the ventilation position. In the example shown, the first vane 28 includes a hinged plate 32, the hinged plate 32 being capable of extending the vane so as to block the flow of air towards the radiator 4 when the heating control flap 24 is in the ventilation position.

The housing 2 further comprises a regulating flap 36, the regulating flap 36 being arranged in the mixing zone 89, i.e. upstream of the first air duct 10 and the second air outlet duct 12, and being movable between a position blocking the air flow towards the first air outlet duct (as shown in fig. 2) and a position guiding the air flow towards said first air outlet duct (as shown in fig. 1). As shown, the adjustment flap 36 is pivotable about an axis of rotation parallel to the longitudinal direction L so as to move from one position to another. The regulating flap 36 comprises at least one branch capable of blocking the air flow in said blocking position.

More specifically, in the example shown, the adjustment flap 36 comprises a body 40 defining an axis of rotation about which the adjustment flap rotates, and two branches extending radially of said body 40 and arranged substantially perpendicular to each other, a first branch 42 comprising a first end 46 opposite the body 40, and a second branch 44 comprising a second end 48 opposite the body 40. In the example shown, each end 46, 48 is angled, which is not limiting to the invention.

Here, the first branch 42 helps to guide and/or block the air flow from the mixing zone 89 towards the first air outlet duct 10, depending on the position of the regulating flap 36 in the guiding or blocking position.

The second branch 44 helps to block or allow air to pass towards the second air outlet duct 12 so as to direct air towards the second air outlet duct when the regulating flap is in the blocking position, thereby preventing air flow from being directed towards the first air outlet duct 10, and to block air from passing towards the second air outlet duct when the regulating flap is in the directing position, thereby allowing air flow to be directed towards the first air outlet duct 10.

As can be appreciated from the foregoing, the adjustment flap 36 (and particularly the branches 42, 44) moves from one position to another by pivoting about an axis of rotation defined by the body 40. During this rotation, the free end of the first branch 42 moves along the guide path 38 formed in the mixing zone 89.

The guide path 38 thus defined forms an arc extending from a stop wall 50 of the housing 2, which stop wall 50 extends into the mixing zone 89, and the first branch 42 rests on this stop wall 50 or rests against this stop wall 50 when the adjusting flap 36 is in the blocking position.

More precisely, the stop wall 50 extends mainly longitudinally parallel to the rotation axis of the regulating flap and forms a transversal projection from the side wall 52, the side wall 52 partly delimiting the auxiliary duct 9 and the mixing zone 89.

Thus, as shown more particularly in fig. 2, when the regulating flap 36 is in the blocking position, the first end 46 of the first branch 42 faces the stop wall 50, or, according to a possible variant, rests against the stop wall 50, and the second end 48 of the second branch 44 faces the warm air guide wall 18 which partially delimits the first air outlet duct 10. Conversely, and as shown more particularly in fig. 1, when the adjustment flap 36 is in the guiding position, the first end 46 of the first branch 42 is distal from the stop wall 50, facing the warm air guiding wall 18, and the second end 48 of the second branch 44 faces the cold air guiding wall 20.

According to the invention, the housing 2 comprises a deflector 54, the deflector 54 extending the side wall 52 and protruding from the stop wall 50 so as to extend along a portion of the guide path 38 of the adjustment flap 36. Deflector 54 includes elements configured to divert airflow from its initial trajectory.

The deflector 54 protrudes from the stop wall 50 and here extends mainly in the vertical direction V, i.e. in a direction substantially perpendicular to the longitudinal direction of the rotation axis of the adjustment flap 36 and the lateral direction of the deflector. The vertical protrusion causes the deflector 54 to extend across the first air outlet duct 10, reducing the passage cross section of the air flow through the first air outlet duct 10.

In the embodiment shown in fig. 1 to 3, the deflector 54 and the stop wall 50 form a single piece assembly, i.e. the deflector 54 is integrally formed with the wall of the housing 2 in the same material and they cannot be separated from each other without damaging one or the other. More generally, the deflector is integrally made with the side wall 52 by its extension, the stop wall 50 forming a boundary between the side wall and the deflector. More specifically, the housing 2 according to the invention with the deflector 54 can be obtained by means of an injection moulding process, the deflector being moulded simultaneously with the stop wall 50.

The deflector 54 has a conical form with a base adjacent to the stop wall 50 and a tip 60 partially delimiting the passage cross section of the first air outlet duct 10, the lateral dimension of the base being greater than the lateral dimension of the tip. More specifically, the deflector includes an inner face 56 and an outer face 58, the inner face 56 and the outer face 58 intersecting to form a tip 60. When the regulating flap 36 is in the blocking position, the inner face 56 rotates towards the mixing zone 89, facing the regulating flap 36, and the outer face 58 rotates towards the first air outlet duct 10 and delimits the first air outlet duct 10 in the extension of the tip. Due to this definition, the stop wall 50 forms a protrusion of the side wall 52 and an inner face 56 of the deflector, the stop wall forming a lateral demarcation between the side wall and the inner face of the deflector.

As described above, the deflector extends the side wall beyond the stop wall while following a portion of the guide path. More specifically, the inner face 56 of the deflector extends over a portion of the guide path 38 followed by the free end of the first branch of the adjustment flap, and for this purpose, in the embodiment shown, this inner face 56 has a curvature shape substantially corresponding to the curvature shape of the arc formed by the guide path 38 of the adjustment flap 36. In other words, the inner face 56 has a concave form with a radius of curvature substantially equal to the radius of the arc of the guide path 38 of the adjustment flap 36 described above. When the adjustment flap 36 travels from the blocking position to the guiding position, for example while following the guiding path 38, the first end 46 of the first branch 42 extends from this stop wall 50 protruding from the side wall 52 along the inner face 56 of the deflector 54.

As described above, the deflector 54 has a tapered form that becomes thinner as the distance of the deflector 54 from the stopper wall 50 increases toward the tip 60. The tip 60 has rounded edges so as not to disrupt the air flow past the deflector tip, which may occur in the case of sharp edges or ridges between the inner face and the tip. In the example shown in fig. 1-3, the tip 60 has a generally flat form, and the edge of the tip is rounded at the junction with the interior face 56. Thus, the junction forms an interruption of the shape of the deflector 54 in order to divert a portion of the air flow intended to flow towards the first air outlet duct such that this portion is directed towards the second air outlet duct, but the junction has a rounded edge such that the portion of the air flow continuing to flow towards the first air outlet duct does not generate turbulence.

In the variant embodiment shown in fig. 4, the deflector has a substantially triangular form with an end 60 opposite the base arranged close to the stop wall 50, the end 60 as a whole having a circular shape and connecting the inner face to the outer face. In this variant, without limiting the invention, the deflector has a symmetrical form, in which the curvature of the outer face is substantially the same as the curvature of the inner face, which, as mentioned above, is intended to extend over at least part of the guide path.

In a variant embodiment, not shown, the housing 2 may have a deflector 54 manufactured independently of the housing and its walls, where applicable by a moulding operation separate from the moulding operation used to manufacture the housing, the deflector then being arranged in an extension of the side wall 52 protruding from the stop wall 50, so that this time the deflector does not form a single-piece body with the housing 2. Such variations involving the use of multiple continuous production operations may in some cases allow the deflector to be manufactured in a material different from that of the wall.

In each of these variants, the deflector is intended to extend as an obstacle for the passage of the air flow at the point where the air flow has to enter the first air outlet duct. In order to have a significant influence on the air flow, and in particular a large part of the deflector, so that this has an influence on the temperature homogenization of the air present in the passenger compartment, the vertical dimension of the deflector, i.e. the height H of the deflector measured between the stop wall 50 and the tip 60 of the deflector, is in the range of 15 to 25 mm. More specifically, this height H of the deflector may be about 20 millimeters.

Furthermore, in order to enable the air to circulate towards the air outlet opening into the lower part of the passenger compartment without the deflector causing an excessive pressure drop, the passage cross section in the first air outlet duct at the deflector is left large enough to allow a significant passage of the air flow. More specifically, the deflector extends over the first air outlet duct such that the passage cross section of said first duct has a first dimension D1 between the deflector 54 and the warm air guiding wall 18 in the range of 30 to 50 mm.

As will be appreciated from the foregoing, and as will be described in more detail below, the deflector 54 is arranged in the path of the air flow (particularly the warm air flow) towards the first air outlet duct 10 so as to force a portion of the air flow to be directed towards the second air outlet duct. To allow this portion of the air flow diverted by the deflector to flow to the second air outlet duct, the adjustment flap is dimensioned such that an escape channel 62 is formed between one end of the flap (here the first end 46 of the first branch 42) and the warm air guiding wall 18 when the adjustment flap 36 is in the guiding position.

The escape channel 62 is dimensioned such that a second dimension D2 measured between the first end 46 of the first branch 42 and the warm air guiding wall 18 when the regulating flap 36 is in the guiding position is in the range of 5 to 15 mm, the second dimension D2 being measured in the extension of the main extension direction of the first branch 42, as shown in fig. 1. Advantageously, the second distance D2 is 10mm. It should be noted that this second dimension D2 of the escape channel 62 may be defined as the smallest dimension between the wall of the housing and the regulating flap in the cross-sectional plane shown in the figures and perpendicular to the rotation axis of the regulating flap.

The escape passage 62 is in particular oversized with respect to the operating gap that is normally left between the regulating flap and the wall delimiting the duct partially blocked by the regulating flap. In particular, when the conditioning flap 36 is in the guiding position, the escape channel 62 is oversized relative to the operating gap left between the second end 48 of the second branch 44 and the cold air guiding wall 20. The operating gap is designed to allow a thin air flow from the main duct 8, regardless of the position of the heating control flaps 24, in order to continuously supply one or more air outlets directed towards the glass surface and systematically provide a defogging function. The second dimension D2 of the escape passage 62 is greater than the third dimension D3 of the operating gap just described. More specifically, the third dimension D3 may be in the range of 1 to 4 millimeters, the third dimension D3 being measured in the extension of the main extension direction of the second branch 44, as shown in fig. 1.

The fact that the second dimension D2 is greater than the third dimension D3 facilitates the exchange of air flow at the escape passage 62 near the first end 46 of the conditioning flap 36, rather than at the passage created by the operating gap near the second end 48 of the conditioning flap 36. This facilitates the supply of warm air from the mixing zone through the channel rather than cool air from the evaporator outlet through the gap to the outlet(s) associated with the upper portion of the vehicle, particularly the glass surface.

The various values described above are calculated by the inventors in order to define the optimal function of the heating, ventilation and/or air conditioning system and can be considered independently of each other. It should be noted that the calculation by the inventors also relates to the ratio of values between the various dimensions mentioned, which applies independently of the dimensions of the housing. For example, the height of the reflector, whatever the range of values it describes, advantageously has a value of the order of half the first dimension D1, corresponding to the passage cross section of the first air outlet duct. At the same time, it should be noted that this first dimension D1, which corresponds to the passage cross section of the first air outlet duct, may advantageously have a value of the order of three or four times the value of the second dimension D2, which second dimension D2 corresponds to the air escape passage from the mixing zone towards the second air outlet duct. Finally, it should be noted that this second dimension D2 may also be of the order of three or four times the third dimension D3, which third dimension D3 corresponds to the escape of air from the main duct towards the second air outlet duct.

The present invention is particularly advantageous when the heating control flap 24 is in the heating position as shown in fig. 1 and 2.

In this case, the air flow coming from the outside and passing through the evaporator 6 is mainly guided by the heating control flaps 24 in the heating position to the auxiliary duct 9 housing the radiator 4, as indicated by the arrow F1. The air flow is heated by passing through the radiator 4, as indicated by the arrow F2, and then circulates in the auxiliary duct 9 towards the mixing zone 89, mainly guided by the side walls 52.

When the regulating flap 36 is in the guiding position, as shown in fig. 1, the warm air flow from the radiator 4 is mainly directed to the first air outlet duct 10 after passing through the mixing zone. More specifically, the flow of warm air flows particularly along the side wall 52 and then circulates through the path defined by the first branch 42 of the conditioning flap 36, the inner face 56 of the deflector 54, and the warm air guide wall 18, as indicated by arrow F3. Then, most of the warm air flow circulates through the first air outlet duct 10 as indicated by arrow F4.

As mentioned above, in particular due to the presence of the deflector, a portion of the warm air flow passes through the escape passage of the second dimension D2 arranged between the regulating flap and the warm air guiding wall 18 so as to circulate towards the second air outlet duct 12, as indicated by the arrow F5. The temperature difference between the air in the main duct 8 and the second air outlet duct 12 and the air flow circulating between the regulating flap 36 and the first air outlet duct 10 causes a portion of the warm air flow to be sucked in towards the second air outlet duct 12. Further, the concave shape of the interior face 56 of the deflector 54 encourages at least a portion of the flow of warm air to be directed toward the first end 46 of the conditioning flap 36. Finally, it should be noted that the operating gap present between the regulating flap and the cold air guiding wall 20 is sufficiently small with respect to the size of the escape channel 62, so that the air sucked in at the second air outlet duct is warm air coming from the mixing zone and passing through the escape channel 62, instead of cold air coming from the main duct.

Thus, the portion of the warm air flow drawn toward the second air outlet duct 12 promotes a reduction in the temperature difference between the air discharged through the second air outlet duct 12 and the air discharged through the first air outlet duct 10. This reduction in temperature difference promotes better perception of temperature by the driver and/or passenger(s) of the motor vehicle.

When the adjustment flap 36 is in the blocking position, as shown in fig. 2, the flow of warm air from the radiator 4 is mainly directed to the second air outlet duct 12. More specifically, the flow of warm air flows, in particular, along the side wall 50 and then circulates towards the space defined by the first branch 42 of the regulating flap 36 and the heating control flap 24, as indicated by the arrow F6 in the figures. The warm air flow then circulates between the cold air guide wall 20 and the second branch 44 of the regulating flap 36 and then inside the second air outlet duct 12, as indicated by the arrow F7. It should be noted that there is no specific effect of the deflector in adjusting this position of the petals.

When the heating control flap 24 is in the ventilation position, as shown in fig. 3, the presence of the deflector 54 and the size of the escape passage 62 allow a portion of the cool air for ventilation to be directed to the second air outlet duct 12 when the conditioning flap 36 is in the air guiding position, similar to the case shown in fig. 1.

When the heating control flap 24 is in the ventilation position and blocks access to the auxiliary conduit 9, the air flow from the evaporator 6 is mainly directed into the main conduit 8, as indicated by arrow F8.

When the adjusting flap 36 is in its guiding position, in which the flap simultaneously blocks direct access to the second air outlet duct associated with the outlet opening to the upper part of the passenger compartment, the cold air flow circulating in the main duct is mainly directed to the first air outlet duct 10. More specifically, the flow of cold air is directed by the second branches 44 of the heating control flap 24 and the regulating flap 36 in the direction of the mixing zone 89 and the deflector 54, as indicated by the arrow F9. Then, most of the cold air flow circulates through the first air outlet duct 10 as indicated by arrow F10.

As shown in fig. 3, and in particular as indicated by arrow F11, a portion of the cold air stream can pass through an escape passage 62 provided between the first end 46 of the first branch 42 and the warm air guiding wall 18 to circulate towards the second air outlet duct 12. As mentioned above, the concave shape of the inner face 56 of the deflector 54, which extends along the guiding path of the regulating flap, and the dimension D2 of the escape channel formed between the first end 46 of the first branch 42 and the warm air guiding wall 18, promote the formation of this portion of air flow which allows a sufficient supply to the second air outlet duct associated with the outlet opening to the upper part of the passenger compartment, in order to provide, if necessary, a defogging function of the glass surface.

The invention just described allows to improve the perception of the vehicle occupants by homogenizing the temperature of the air sent into the passenger compartment between the outlet arranged at the vehicle floor and the outlet arranged at a higher position (for example, the outlet at the glass surface) during the air heating phase. This homogenization is made possible in particular by the presence of a deflector at the inlet of the first air outlet duct, which deflector allows air to be directed towards an outlet arranged at the vehicle floor, which deflector allows a portion of the warm air flow to be directed towards the upper air outlet located higher during the heating phase. As a result, the temperature stratification of the air in the passenger compartment is reduced, thereby promoting a better perception of temperature by the driver and/or passenger(s) of the motor vehicle.

However, the invention is not limited to the devices and arrangements described and illustrated herein, but extends to any equivalent device or arrangement described and illustrated herein, and to any technically operable combination of any equivalent device or arrangement.

Claims (10)

1. A housing (2) of a heating, ventilation and/or air conditioning system (1) of a motor vehicle, the housing (2) comprising a plurality of ducts including at least a first air outlet duct (10) and a second air outlet duct (12), the second air outlet duct (12) being configured to open into an upper portion of a passenger compartment of the vehicle, the first air outlet duct (10) being configured to open into a lower portion of the passenger compartment of the vehicle, the housing (2) comprising an adjustment flap (36), the adjustment flap (36) being movable between a blocking position blocking an air flow towards the first air outlet duct (10) and a guiding position guiding the air flow towards the first air outlet duct (10), the adjustment flap (36) moving along a guiding path (38) from one position to another, the housing (2) comprising at least one stop wall (50), the adjustment flap (36) and the at least one stop wall (50) extending along the guiding path (54) when the adjustment flap (36) is in the blocking position, the stop wall (54) extending along the guiding path (54).

2. The housing (2) according to claim 1, wherein the deflector (54) comprises an inner face (56), the inner face (56) being opposite to the adjustment flap (36) when the adjustment flap (36) is in the blocking position, the inner face (56) having a shape curvature substantially corresponding to the portion of the guide path of the adjustment flap (36).

3. The housing (2) according to any one of the preceding claims, wherein the deflector comprises a tip (60), the tip (60) partly defining the first air outlet duct (10) and having a rounded edge.

4. A housing (2) according to claim 3, wherein the deflector (54) has a size measured between the stop wall (50) and the tip (60) of the deflector (54) in the range of 15 to 25 mm.

5. The housing (2) according to any of the preceding claims, wherein the deflector (54) has a conical form which becomes thinner as its distance from the stop wall (50) increases.

6. The housing (2) according to any one of the preceding claims, wherein the first air outlet duct (10) is in particular delimited by a warm air guiding wall (18), the warm air guiding wall (18) being arranged opposite the deflector (54) on the other side of the air channel, the deflector (54) extending across the first air outlet duct (10) such that the distance of the passage cross section of the first duct between the deflector (54) and the warm air guiding wall (18) is in the range of 30 to 50 millimeters.

7. The housing (2) according to any of the preceding claims, wherein the deflector (54) and the stop wall (50) form a one-piece assembly.

8. The housing (2) according to any one of the preceding claims, comprising a warm air guiding wall (18) partially delimiting the first air outlet duct (10), and wherein the regulating flap (36) is housed in the housing such that, when the regulating flap is in the air flow guiding position, an escape channel (62) is provided between the regulating flap (36) and the warm air guiding wall (18) to allow a portion of the air flow to pass towards the second air outlet duct (12).

9. The housing (2) according to claims 6 and 7, comprising a cold air guiding wall (20), the cold air guiding wall (20) partly delimiting the second air outlet duct (12) opposite to a junction area (19) between the second air outlet duct (20) and the first air outlet duct (18), the regulating flap (36) comprising a branch (44), an end edge (48) of the branch (44) being opposite to the cold air guiding wall (20) when the regulating flap is in the guiding position, a dimension (D2) of the escape channel (62) being larger than a dimension (D3) measured between the end edge (48) and the cold air guiding wall (20) when the regulating flap (36) is in the guiding position.

10. Motor vehicle comprising a housing (2) for a heating, ventilation and/or air conditioning system (1) according to any of the preceding claims, a glass surface and a passenger compartment, the first air outlet duct (10) opening into a lower part of the passenger compartment of the vehicle and the second air outlet duct (12) opening into an upper part of the passenger compartment.