JP2017149308A - Air blowing device for vehicle - Google Patents

Abstract

To provide a vehicle air blowing device capable of suppressing the direction of air blown into a vehicle interior from being biased to a specific direction. An air blowing device for a vehicle 10 flows into an inlet portion 111 where air flows in from an air conditioner 20, an outlet portion 112 where air blows into a vehicle interior of a vehicle 50, and the inlet portion 111. A main casing 11 that defines a guide channel X that guides the air to the outlet 112. When viewed along the direction in which air flows from the inlet portion 111, the outlet portion 112 is provided at a position shifted from the position of the inlet portion 111. Collision surfaces 115a, 115b, and 115c are formed on the main casing 11 to guide part of the air flowing along the inner surface of the main casing 11 away from the main casing 11 toward the outlet 112 side. . [Selection] Figure 2

Description

  The present invention relates to a vehicle air blowing device mounted on a vehicle.

  2. Description of the Related Art There is known a vehicle air blowing device capable of eliminating fogging of a windshield and air-conditioning a vehicle interior by blowing air into the vehicle interior. The direction in which air is blown out from the vehicle air blowing device varies depending on the mode of the vehicle air blowing device. For example, in the defrost mode in which fogging of the windshield is eliminated, air is blown out toward the windshield. Further, in the face mode in which the conditioned air is directly applied to the occupant, air is blown out toward the occupant's upper body.

  The vehicle air blowing device described in the following Patent Document 1 has a configuration in which only a single air outlet is formed on the upper surface of the instrument panel as an air outlet, but according to the plurality of modes as described above. It is possible to blow out air in different directions. In this vehicle air blowing device, a guide wall having a curved surface is disposed on the inner side (that is, the upstream side) of the air outlet that opens upward.

  For example, in the face mode, the flow rate of the air flowing along the guide wall is set to a large state by the internal airflow deflecting door. At this time, due to the Coanda effect, the air changes its flow direction along the guide wall and is blown out toward the upper body of the occupant. Further, in the defrost mode, the flow rate of the air flowing along the guide wall is reduced by the airflow deflecting door. At this time, air is blown out toward the windshield above the blowout port without changing its flow direction.

JP, 2014-210564, A

  In addition to the vehicle air blowing device described above, an air conditioning device that supplies conditioned air to the vehicle air blowing device is also mounted on the vehicle. The installation location of the air conditioner in the vehicle is restricted by the arrangement of other devices. It is often difficult to make the entire flow path in the vehicle air blowing device straight so that the air supplied from the air conditioner goes straight as it is and blown into the vehicle interior due to the above-mentioned restrictions. . In that case, the air conditioner is provided at a position offset with respect to the air outlet. In other words, when viewed along the direction in which air flows in from the inlet of the flow path formed in the vehicle air blowing device, the blowing port is provided at a position shifted from the position of the inlet. Become. At this time, the flow path of the vehicle air blowing device is a flow path that is bent at least partially.

  When the flow path of the vehicle air blowing device is bent, air is blown out through the flow path while changing its flow direction. At this time, the direction of the air blown into the passenger compartment may be biased to a specific direction due to the shape of the flow path that has passed through the vehicle. For example, in a configuration in which the air conditioner is offset to the left with respect to the position of the air outlet, the direction of air blown out from the air outlet tends to be biased to the right.

  This invention is made in view of such a subject, The objective is the air blowing apparatus for vehicles which can suppress that the direction of the air blown into a vehicle interior deviates to a specific direction. It is to provide.

  In order to solve the above problems, a vehicle air blowing device according to the present invention is a vehicle air blowing device (10) mounted on a vehicle (50) together with an air conditioning device (20), and air is supplied from the air conditioning device. An inlet portion (111) which is an inflow portion, an outlet portion (112) which is a portion where air blows into the vehicle interior of the vehicle, and a guide channel (X) which guides the air flowing into the inlet portion to the outlet portion And a partition wall (11) for partitioning. When viewed along the direction in which air flows in from the inlet portion, the outlet portion is provided at a position shifted from the position of the inlet portion. The flow path wall has a direction changing portion (115a, 115b, 115c, 116a, 116b) that guides part of the air flowing along the inner surface of the flow path wall away from the flow path wall toward the outlet side. , 116c).

  In such a vehicle air blowing device, a part of the air flowing along the flow path wall is changed in its flow direction by the direction changing portion, and is guided so as to leave the flow path wall and go to the outlet side. Is done. For this reason, it becomes possible to suppress the deviation of the direction of the air which blows off from an exit part by adjusting the position and number of a direction change part suitably.

  ADVANTAGE OF THE INVENTION According to this invention, the air blowing apparatus for vehicles which can suppress that the direction of the air which blows off into a vehicle interior is biased to a specific direction is provided.

It is a figure for demonstrating the structure of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the structure of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the structure of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the structure of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the structure of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the flow of the air in the inside of the air blowing apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the flow of the air in the inside of the air blowing apparatus for vehicles which concerns on the modification of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same constituent elements in the drawings will be denoted by the same reference numerals as much as possible, and redundant description will be omitted.

  The vehicle air blowing device 10 according to an embodiment of the present invention is a device for blowing conditioned air from the air conditioner 20 into the vehicle interior of the vehicle 50 (see FIG. 2). Prior to the description of the vehicle air blowing device 10, the configuration of the air conditioner 20 will be described with reference to FIG. In the following, what is simply described as “up”, “down”, “right”, “left”, “front”, and “rear” refers to “up, down, right, left, front, and rear” based on the vehicle 50.

  The air conditioner 20 is disposed inside an instrument panel 1 (not shown in FIG. 1; see FIG. 2) disposed in front of the front seat in the vehicle interior. The air conditioner 20 has an air conditioning case 21 that forms an outer shell. The air conditioning case 21 constitutes an air passage that guides air into the vehicle interior, which is the air conditioning target space. At the most upstream part of the air flow of the air conditioning case 21, there are formed an inside air inlet 22 for sucking in cabin air (inside air) and an outside air inlet 23 for sucking outside air (outside air). , 23 is provided to selectively open and close the inlet opening / closing door 24. The inside air inlet 22, the outside air inlet 23, and the inlet opening / closing door 24 constitute an inside / outside air switching means for switching the intake air into the air conditioning case 21 between the inside air and the outside air. The operation of the suction opening / closing door 24 is controlled by a drive signal output from a control device (not shown).

  On the downstream side of the air flow of the suction opening / closing door 24, a blower 25 is disposed as a blowing means for blowing air into the passenger compartment. The blower 25 includes a centrifugal fan 25a and a fan motor 25b. The operation of the fan motor 25b is controlled by a drive signal output from the control device.

  An evaporator 26 that cools the conditioned air blown by the blower 25 is disposed on the downstream side of the air flow of the blower 25. The evaporator 26 is a heat exchanger for exchanging heat between the refrigerant flowing inside and the conditioned air, and constitutes a vapor compression refrigeration cycle together with a compressor, a condenser, an expansion valve, and the like (not shown).

  A heater core 27 for heating the air cooled by the evaporator 26 is disposed on the downstream side of the air flow of the evaporator 26. The heater core 27 of the present embodiment is a heat exchanger that heats air using the cooling water of the vehicle engine as a heat source. Further, on the downstream side of the air flow of the evaporator 26, a cold air bypass passage 28 is formed in which the air that has passed through the evaporator 26 flows through the heater core 27.

  Here, the temperature of the conditioned air mixed on the downstream side of the air flow between the heater core 27 and the cold air bypass passage 28 varies depending on the air volume ratio of the conditioned air passing through the heater core 27 and the conditioned air passing through the cold air bypass passage 28.

  For this reason, an air mix door 29 is arranged on the downstream side of the air flow of the evaporator 26 and on the inlet side of the heater core 27 and the cold air bypass passage 28. The air mix door 29 continuously changes the air volume ratio of the cold air flowing into the heater core 27 and the cold air bypass passage 28 and functions as a temperature adjusting means together with the evaporator 26 and the heater core 27. The operation of the air mix door 29 is controlled by a control signal output from the control device.

  A defroster / face opening 30 and a foot opening 31 are provided in the most downstream portion of the air-conditioning air flow of the air-conditioning case 21. The defroster / face opening 30 communicates with the upper surface 1 a of the instrument panel 1 through the vehicle air blowing device 10. In FIG. 1, the shape of the vehicle air blowing device 10 is simplified and drawn in a straight line, but the actual shape (see FIG. 2) is different from this. The foot opening 31 communicates with the foot outlet 33 via the foot duct 32.

  A defroster / face door 34 that opens and closes the defroster / face opening 30 and a foot door 35 that opens and closes the foot opening 31 are disposed on the upstream side of the air flow of the openings 30 and 31. The defroster / face door 34 and the foot door 35 are blowing mode doors for switching the blowing state of air into the vehicle interior.

  The configuration of the vehicle air blowing device 10 will be described with reference to FIGS. The vehicle air blowing device 10 is a device that guides the conditioned air from the air conditioning case 21 of the air conditioning device 20 into the vehicle interior. For this reason, as shown in FIG. 2, the vehicle air blowing device 10 connects the air conditioning case 21 and the upper surface 1 a of the instrument panel 1. In addition, the thing of the structure similar to the air blowing apparatus 10 for vehicles which concerns on this embodiment is generally called a "hybrid differential apparatus."

  The vehicle air blowing device 10 is disposed inside the instrument panel 1 and communicates with the defroster / face opening 30 to guide the conditioned air blown from the defroster / face opening 30 into the vehicle interior. Yes.

  The vehicle air blowing device 10 includes a main casing 11, a flap 12, ten louvers 261 a to 270 a, and a drive mechanism 14. 2 to 4, only the louver 261a is shown among the ten louvers 261a to 270a.

  The main casing 11 is a duct that surrounds the guide channel X that guides the conditioned air from the defroster / face opening 30 into the vehicle interior. That is, the main casing 11 is a flow path wall that partitions the guide flow path X that is an air flow path. In the guide channel X, a flap 12, louvers 261a to 270a, and the like are also arranged. The main casing 11 has an air inlet, that is, an inlet portion 111 that is a portion through which air flows from the air conditioner 20, and an air outlet, that is, an outlet portion 112 that is a portion through which air blows into the vehicle interior. . The inlet 111 is connected to the defroster / face opening 30. The outlet 112 is formed with an opening OP for blowing air into the vehicle interior.

  The opening OP of the exit portion 112 is an opening that is elongated in the vehicle width direction, and is formed over the front of the driver seat and the front of the passenger seat. The length of the opening OP in the vehicle width direction and the location on the upper surface 1a can be arbitrarily changed.

  In the present embodiment, in order to avoid interference with other devices (not shown) installed inside the instrument panel 1, the position of the air conditioner 20 is a position offset to the rear side with respect to the outlet 112. It has become. For this reason, when viewed along the direction in which air flows in from the inlet portion 111, the outlet portion 112 is provided at a position shifted forward from the position of the inlet portion 111. The “displaced position” here refers to the position of the outlet 112 where the air flowing into the guide channel X from the inlet 111 cannot reach unless the flow direction is changed halfway. say.

  The guide channel X formed inside the main casing 11 is a channel that is entirely bent. The conditioned air exiting from the defroster / face opening 30 of the air conditioner 20 flows into the main casing 11 toward the upper side and then changes the flow direction toward the front side of the vehicle 50. After that, the flow direction is changed upward as it goes downstream, and finally reaches the outlet 112 while going upward.

  As shown in FIG. 2, a part of the inner wall of the main casing 11 is a staircase in a lower part of the main casing 11, specifically, a part that defines the outer peripheral side of the bent guide channel X. It has become a shape. Collision surfaces 115a, 115b, and 115c are formed at the respective step portions (portions perpendicular to the air flow direction).

  It can also be said that such collision surfaces 115a, 115b, and 115c are formed by projecting a part of the wall surface defining the guide channel X inward. For this reason, each of the collision surfaces 115a, 115b, and 115c is a surface substantially perpendicular to the direction in which air flows through the guide channel X. The collision surfaces 115a, 115b, 115c are arranged in this order from the upstream side along the air flow direction. The effect obtained by forming the collision surfaces 115a, 115b, and 115c will be described later.

  An upper portion of the main casing 11 has a cylindrical shape including a Coanda wall 113 and a front side wall 114. As shown in FIG. 3, the Coanda wall 113 is a wall that forms a Coanda surface 113a on the guide flow path X side that bends gradually toward the vehicle rear side as it extends upward.

  In the present embodiment, a defrost mode, a circulating air mode, a face mode, and a foot mode are prepared as modes for supplying conditioned air from the air conditioner 20 to the vehicle interior. The defrost mode is a mode in which the conditioned air blown from the opening OP is directed to the upper windshield 2 (see FIG. 2) to clear the windshield. The circulating air mode is a mode in which, for example, the conditioned air is blown out from the opening OP in a direction that passes through the passenger's overhead space, and the conditioned air is circulated in the vehicle interior. The face mode is a mode in which the conditioned air blown from the opening OP is directed to the upper body of the occupant. The foot mode is a mode in which the conditioned air blown from the foot outlet 33 is directed toward the passenger's feet.

  As described above, in modes other than the foot mode, all of the conditioned air from the air conditioner 20 is blown out from the opening OP of the outlet 112 into the vehicle interior. The vehicle air blowing device 10 changes the direction of the air blown out from the opening OP according to each mode by adjusting the angle of the flap 12 arranged inside the main casing 11.

  The flap 12 is a wing-shaped member disposed in the guide channel X. The drive mechanism 14 drives the flap 12 to change the inclination angle of the flap 12, thereby switching between the defrost mode and a mode other than the defrost mode. In this embodiment, “modes other than the defrost mode” refer to the circulating wind mode and the face mode.

  The flap 12 has two plate members. Each of these plate members extends from most of the longitudinal direction of the flap shaft 227 in the guide channel X inside the main casing 11 so as to be away from the rotation center of the flap shaft 227. These two plate members are fixed to the flap shaft 227 and extend symmetrically with respect to the flap shaft 227. The flap 12 thus configured rotates coaxially and integrally with the flap shaft 227 about the left-right direction. The flap shaft 227 is a rod-shaped member that is pivotally supported so that both ends thereof are freely rotatable.

  In the face mode, as shown in FIG. 3, the direction in which the plate member of the flap 12 extends is in a state of forming 60 degrees with respect to the vertical direction. At this time, since the flow path formed between the flap 12 and the Coanda wall 113 is narrowed, the flow velocity of the air passing through the flow path is increased. That is, a high-speed airflow is formed along the inner surface of the Coanda wall 113, that is, the Coanda surface 113a.

  According to the verification conducted by the present inventors, it has been found that the tendency that the flow direction of the air changes along the wall surface becomes stronger as the flow velocity of the air flowing along the wall surface increases. That is, as the air flow rate increases, the so-called Coanda effect is more likely to occur. For this reason, in a state where a high-speed airflow as shown in FIG. 3 is formed, most of the air flowing upward in the main casing 11 (guide channel X) flows along the Coanda surface 113a. And the air is blown out toward the occupant side, that is, toward the rear side of the vehicle 50. Thus, the Coanda surface 113a functions as a guide for guiding at least a part of the blown air toward the rear side of the vehicle 50 by the Coanda effect.

  In the defrost mode, as shown in FIG. 4, the direction in which the plate member of the flap 12 extends is 45 degrees with respect to the vertical direction. At this time, since the flow path formed between the flap 12 and the Coanda wall 113 is widened, the flow velocity of the air passing through the flow path is small. That is, the high-speed airflow as shown in FIG. 3 is not formed, and the flow velocity of the air flowing along the Coanda surface 113a is reduced.

  As a result, in the state shown in FIG. 4, the air flowing upward in the main casing 11 (guide flow path X) moves upward along the Coanda surface 113a with almost no change in the flow direction. Toward the windshield 2, that is, toward the windshield 2.

  In the circulating air mode, the angle formed by the direction in which the plate member of the flap 12 extends with respect to the vertical direction is adjusted to be larger than 45 degrees and smaller than 60 degrees.

  The configuration of the louvers 261a to 270a will be described with reference to FIG. The louvers 261a to 270a are arranged side by side along the direction in which the opening OP extends at a position upstream of the flap 12 in the guide channel X. Louvers 261a to 270a are mechanisms for adjusting the spread in the left-right direction of the air blown out from outlet 112.

  Each of louvers 261a-270a has two flat plate members. Each of the plate members extends from most of the longitudinal direction of the louver shafts 261 to 270 in the guide flow path X inside the main casing 11 so as to be away from the rotation center of the louver shafts 261 to 270. The two plate members are fixed to the louver shafts 261 to 270 and extend symmetrically with respect to the louver shafts 261 to 270. The louvers 261a to 270a configured in this manner rotate coaxially and integrally with the louver shafts 261 to 270 about the front-rear direction.

  In the state shown in FIG. 5, the inclination angles of the louvers 261 a to 270 a are such that the blown air spreads in the left-right direction. The driving mechanism 14 can individually change the angles of the louvers 261a to 270a. A specific configuration for realizing the angle adjustment of the louver 261a and the like is not illustrated, but for example, an individual motor is provided for each louver, a gear reduction ratio is varied for each louver, and the like. It can be realized by combining known configurations.

  The flow of air in the main casing 11 will be described with reference to FIG. In FIG. 6, the air flow is indicated by an arrow AR1 or the like. In FIG. 6, illustration of the flap 12 and the louvers 261a to 270a is omitted.

  The air that has flowed into the guide channel X from the inlet 111 flows toward the front side of the vehicle as indicated by the arrow AR1. Thereafter, as described above, the air changes its flow direction upward as it goes downstream, and finally reaches the outlet 112 while moving upward.

  The guide channel X is formed as a channel that is bent as a whole. When the air flowing through the guide channel X is blown out from the outlet portion 112, the air blowing direction tends to be inclined toward the front side of the vehicle due to the influence of the bending. That is, the air blowing direction tends to be biased toward the outer peripheral side of the bent flow path. In FIG. 6, such an air flow is indicated by a dotted arrow AR7. Thus, if the air blowing direction is biased, the adjustment of the blowing direction by the flaps 12 and the louvers 261a to 270a may not be successful, and air may not be blown to the designed position.

  Therefore, in the present embodiment, by forming the collision surfaces 115a, 115b, and 115c in the middle of the guide channel X, the above-described deviation in the blowing direction is suppressed. In the present embodiment, a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 115a and changes its flow direction. Specifically, the flow direction is changed so as to move away from the wall surface (the inner surface of the main casing 11) toward the upper side, that is, the outlet 112 side. In FIG. 6, such an air flow is indicated by an arrow AR2.

  Similarly, on the downstream side, a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 115b and changes its flow direction. Again, the flow direction of the air is changed so as to be away from the wall surface and toward the upper side, that is, the outlet 112 side. In FIG. 6, such an air flow is indicated by an arrow AR3.

  The same applies to the further downstream side, and a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 115c and changes its flow direction. Again, the flow direction of the air is changed so as to be away from the wall surface and toward the upper side, that is, the outlet 112 side. In FIG. 6, such an air flow is indicated by an arrow AR4.

  Part of the air travels further forward than the collision surface 115c, and rises along the wall surface at the front end. In FIG. 6, such an air flow is indicated by an arrow AR5.

  As described above, in the present embodiment, the air flow direction is changed to the upper side by each of the collision surfaces 115a, 115b, and 115c in the middle of the guide channel X, which is a bent channel. As a result, when it is assumed that there is no influence of the flap 12 and the louvers 261a to 270a, the air flow direction when passing through the outlet 112 is different from the opening OP (unlike that indicated by the arrow AR7). The direction is generally vertical. In FIG. 6, such an air flow is indicated by an arrow AR6. Thus, the collision surfaces 115a, 115b, and 115c function as “direction changing portions”.

  Since the influence of the bending of the guide channel X is reduced and air flows along a direction substantially perpendicular to the opening OP, the blowing direction by the flaps 12 and the louvers 261a to 270a should be appropriately adjusted. Is possible.

  In the present embodiment, the amount of protrusion of the collision surface 115a is the largest among the amount of protrusion of each of the collision surfaces 115a, 115b, and 115c (also referred to as the height of the step), and the protrusion output of the collision surface 115c is the smallest. It has become. That is, the projecting amount of the collision surface is reduced as it goes downstream along the air flow.

  Therefore, the air flow direction is changed by the large collision surface 115a on the upstream side where the air volume and the wind speed are relatively large, and the air flow direction is changed by the small collision surface 115c on the downstream side where the air volume and the wind speed are relatively small. The As a result, the balance between the air flowing along the wall surface and the air whose flow direction is changed by the collision surface 115a is appropriately maintained in each part of the guide channel X.

  In FIG. 6, the position of the upstream end (lower end) of the Coanda surface 113a is indicated by a dotted line DL1. In the present embodiment, the collision surface 115a formed on the most upstream side among the three direction changing portions is formed at a position on the rear side of the vehicle 50 with respect to the dotted line DL1 in the front-rear direction. For this reason, the air colliding with the collision surface 115a travels upward from the collision surface 115a, and then collides with the ceiling surface 117 of the main casing 11. According to the verification conducted by the present inventors, if a part of air collides with the ceiling surface 117 before reaching the Coanda surface 113a, the flow rate of the air along the Coanda surface 113a on the downstream side is sufficient. The knowledge that it is secured is obtained.

  In FIG. 6, the position of the front end portion of the opening OP is indicated by a dotted line DL2. In the present embodiment, the collision surface 115c that is formed on the most downstream side among the three direction change portions is formed at a position on the front side of the vehicle 50 relative to the dotted line DL2 in the front-rear direction, that is, on the front side of the opening OP. Has been. For this reason, the air colliding with the collision surface 115c travels upward from the collision surface 115c, and then collides with the ceiling surface 118 of the main casing 11 substantially vertically. According to the verification conducted by the present inventors, it has been found that when air is vertically collided with a wide range of the ceiling surface 118, the air flow direction changes smoothly and energy loss at that time is reduced. It has been. As a result, the deviation of the air flow direction on the downstream side can be further suppressed.

  As described above, in the present embodiment, by appropriately adjusting the positions of the Coanda surface 113a and the collision surface 115a with respect to the opening OP, the deviation in the air flow direction is further suppressed, and the flap 12 and the louvers 261a to 270a are used. The structure is such that the direction of the blowout can be adjusted more appropriately.

  A modification of the vehicle air blowing device 10 will be described with reference to FIG. In this modification, the position of the air conditioner 20 is a position offset to the left with respect to the outlet 112. For this reason, when viewed along the direction in which air flows in from the inlet 111, the outlet 112 is provided at a position shifted to the right with respect to the position of the inlet 111. Further, the guide channel X formed inside the main casing 11 is a channel that is bent as a whole. The conditioned air exiting from the defroster / face opening 30 of the air conditioner 20 flows into the main casing 11 upward and then changes its flow direction toward the right side of the vehicle 50. After that, the flow direction is changed upward as it goes downstream, and finally reaches the outlet 112 while going upward.

  As shown in FIG. 7, a part of the inner wall of the main casing 11 is a staircase in a lower part of the main casing 11, specifically, a part that defines the outer peripheral side of the bent guide channel X. It has become a shape. Collision surfaces 116a, 116b, and 116c are formed in the respective step portions (portions perpendicular to the air flow direction).

  It can also be said that such collision surfaces 116a, 116b, and 116c are formed by projecting a part of the wall surface defining the guide channel X inward. For this reason, each of the collision surfaces 115a, 115b, and 115c is a surface substantially perpendicular to the direction in which air flows through the guide channel X. The collision surfaces 116a, 116b, 116c are arranged in this order from the upstream side along the air flow direction.

  In FIG. 7, the flow of the air is indicated by an arrow AR11 or the like. Also in this modified example, the flap 12 and the louvers 261a to 270a are disposed inside the main casing 11, but these are not shown in FIG.

  The air that flows into the guide channel X from the inlet 111 flows toward the right side of the vehicle as indicated by the arrow AR11. Thereafter, as described above, the air changes its flow direction upward as it goes downstream, and finally reaches the outlet 112 while moving upward.

  The guide channel X is formed as a channel that is bent as a whole. When the air flowing through the guide channel X is blown out from the outlet portion 112, the air blowing direction tends to be inclined toward the right side of the vehicle due to the influence of the bending. That is, the air blowing direction tends to be biased toward the outer peripheral side of the bent flow path. In FIG. 7, such an air flow is indicated by a dotted arrow AR17. Thus, if the air blowing direction is biased, the adjustment of the blowing direction by the flaps 12 and the louvers 261a to 270a may not be successful, and air may not be blown to the designed position.

  Therefore, in this modification, the collision surfaces 116a, 116b, and 116c are formed in the middle of the guide channel X to suppress the above-described deviation in the blowing direction. In this modification, a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 116a and changes its flow direction. Specifically, the flow direction is changed so as to move away from the wall surface (the inner surface of the main casing 11) toward the upper side, that is, the outlet 112 side. In FIG. 7, such an air flow is indicated by an arrow AR12.

  Similarly, on the downstream side, a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 116b and changes its flow direction. Again, the flow direction of the air is changed so as to be away from the wall surface and toward the upper side, that is, the outlet 112 side. In FIG. 7, such an air flow is indicated by an arrow AR13.

  The same applies to the further downstream side, and a part of the air flowing along the wall surface of the main casing 11 collides with the collision surface 116c and changes its flow direction. Again, the flow direction of the air is changed so as to be away from the wall surface and toward the upper side, that is, the outlet 112 side. In FIG. 7, such an air flow is indicated by an arrow AR14.

  Part of the air travels further to the right side than the collision surface 116c, and rises along the wall surface at the right end. In FIG. 7, such an air flow is indicated by an arrow AR15.

  As described above, in this modification, the air flow direction is changed to the upper side by the collision surfaces 116a, 116b, and 116c in the middle of the guide flow path X that is a flow path formed by bending. As a result, when it is assumed that there is no influence of the flap 12 and the louvers 261a to 270a, the air flow direction when passing through the outlet 112 is different from that of the opening OP (unlike that indicated by the arrow AR17). The direction is generally vertical. In FIG. 7, such an air flow is indicated by an arrow AR16. Thus, the collision surfaces 116a, 116b, and 116c function as “direction changing portions”.

  Also in this modified example, the influence of the bending of the guide channel X is reduced, and air flows along a direction substantially perpendicular to the opening OP, so that the direction of the blowing by the flaps 12 and the louvers 261a to 270a can be reduced. Adjustment can be made appropriately.

  In this modification, the amount of protrusion of the collision surface 116a is the largest among the amount of protrusion of each of the collision surfaces 116a, 116b, 116c (which can be said to be the height of the step), and the protrusion output of the collision surface 116c is the smallest. It has become. That is, the projecting amount of the collision surface is reduced as it goes downstream along the air flow.

  Therefore, the air flow direction is changed by the large collision surface 116a on the upstream side where the air volume and the wind speed are relatively large, and the air flow direction is changed by the small collision surface 116c on the downstream side where the air volume and the wind speed are relatively small. The As a result, the balance between the air flowing along the wall surface and the air whose flow direction is changed by the collision surface 116a is appropriately maintained in each part of the guide channel X.

  In the above description, the configuration of FIG. 7 has been described as a modification of the present embodiment shown in FIG. However, although the configuration of FIG. 7 may be implemented in place of the configuration of FIG. 6, it can also be implemented with the configuration of FIG.

  That is, when the position of the air conditioner 20 (and the inlet portion 111) is, for example, a position that is offset to the left side and offset to the rear side with respect to the outlet portion 112, the main casing 11 is subjected to the collision shown in FIG. It is good also as a structure which has all of surface 115a, 115b, 115c and the collision surface 116a, 116b, 116c of FIG.

  In the above description, the configuration has been described in which the collision surfaces 115a, 115b, 115c, 116a, 116b, and 116c are formed by forming a part of the main casing 11 in a stepped shape, and these function as the direction changing portions. However, the direction changing unit may be configured in a manner other than the above. For example, it is good also as an aspect which arrange | positions the member different from the main casing 11 in the guide flow path X as a direction change part, and changes the air flow direction to the inlet part 111 with the said member.

  The embodiments of the present invention have been described above with reference to specific examples. However, the present invention is not limited to these specific examples. In other words, those specific examples that have been appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements included in each of the specific examples described above and their arrangement, materials, conditions, shapes, sizes, and the like are not limited to those illustrated, but can be changed as appropriate. Moreover, each element with which each embodiment mentioned above is provided can be combined as long as technically possible, and the combination of these is also included in the scope of the present invention as long as it includes the features of the present invention.

50: Vehicle 10: Vehicle air blowing device 11: Main casing 111: Inlet portion 112: Outlet portion 113a: Coanda surface 115a, 115b, 115c, 116a, 116b, 116c: Colliding surface X: Guide channel 20: Air conditioner

Claims (6)

A vehicle air blowing device (10) mounted on a vehicle (50) together with an air conditioner (20),
An inlet part (111) which is a part into which air flows from the air conditioner;
An exit portion (112) which is a portion where air blows into the vehicle interior of the vehicle;
A flow path wall (11) defining a guide flow path (X) for guiding the air flowing into the inlet section to the outlet section,
When viewed along the direction in which air flows from the inlet portion, the outlet portion is provided at a position shifted from the position of the inlet portion,
In the channel wall,
Direction changing parts (115a, 115b, 115c, 116a, 116b, 116c) for guiding a part of the air flowing along the inner surface of the flow path wall away from the flow path wall toward the outlet side. The air blowing device for vehicles in which is formed.   The vehicular air blowing device according to claim 1, wherein a plurality of the direction changing portions are formed so as to be arranged along a direction in which air flows. Each of the direction changing portions has a collision surface (115a, 115b, 115c, 116a, 116b, 116c) formed so as to protrude from the flow channel wall toward the inside of the guide flow channel and to collide with air. And
The vehicle air blowing device according to claim 2, wherein the amount of protrusion of the collision surface decreases as it goes downstream along the air flow.   4. The vehicle air blowing device according to claim 2, wherein the plurality of direction changing portions are formed by forming a part of the flow path wall into a stepped shape. 5. In the outlet portion, an opening (OP) for blowing out air is formed upward,
A Coanda surface (113a) that guides at least a part of the air blown from the opening to the rear side of the vehicle by the Coanda effect is formed in the most downstream portion of the flow path wall. ,
What is formed on the most upstream side among the plurality of direction change parts,
The vehicle air blowing device according to claim 2, wherein the air blowing device for a vehicle according to claim 2 is formed at a position on the rear side of the vehicle with respect to an upstream side end portion of the Coanda surface in a top view. In the outlet portion, an opening (OP) for blowing out air is formed upward,
What is formed on the most downstream side among the plurality of direction change portions,
The vehicle air blowing device according to claim 2, wherein the air blowing device for a vehicle is formed at a position closer to the front side of the vehicle than the opening in a top view.

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