Device for controlling air supply, in particular to an evaporator with accumulating function arranged in a motor vehicle

Abstract

The invention relates to a device for controlling the air supply to an evaporator (6) with accumulating function arranged in a motor vehicle, said air coming from a filter (2) and is transported to the evaporator through a channel (3). Said channel (3) consists of three laterals (5) separated from each other by walls (4) extending in a longitudinal direction. The inventive device (1) comprises, in particular two flaps.

Description

The invention relates to a device for regulating the air supply, in particular to an evaporator of a motor vehicle, according to the preamble of claim 1.

In known air routings, the regulation of the air flow from a filter to an evaporator, in particular an accumulator evaporator, takes place partially by means of roller blinds or shutters. Regulating devices of this type, although partially affording advantages, particularly in terms of noises, are nevertheless relatively costly, and there is often insufficient construction space upstream of the evaporator.

The object of the invention is to make available an improved device for regulating the air supply.

This object is achieved by means of a device for regulating the air supply, having the features of claim 1. The subclaims relate to advantageous refinements.

According to the invention, the device for regulating the air supply is designed in such a way that the duct conducting the air has three duct branches which are separated from one another by walls running in the longitudinal direction and which can be closed preferably at their front end by means of two flaps cooperating with one another. In this case, at least one duct branch remains unclosed. Preferably three different cooling phases are provided in this case: maximum cooling operation, normal cooling operation and accumulator cooling operation. Thus, in normal cooling operation, the cold accumulator is charged and, in accumulator cooling operation, that is to say when the engine stops, is discharged.

Preferably, in normal cooling operation, the two flaps close the middle duct branch, the flaps preferably bearing on one another upstream of the middle duct branch, as seen in the longitudinal direction, and forming an acute angle with one another. A design of this type improves the flow profile and brings about an improved air supply to the other two duct branches. Since the middle duct branch is closed, the cold accumulator connected to it can be charged.

Preferably, in maximum cooling operation, the two flaps are oriented in such a way that they prolong the respective wall, so that, once again, there is an optimum air flow and the flow resistance is minimized. This allows an optimum utilization of the entire cold capacity of the evaporator.

Preferably, in stopped-engine operation or accumulator cooling operation, the two flaps are oriented in such a way that they close the outer duct branches, said flaps preferably being arranged at an angle of 90°+/−10° to the corresponding walls. Furthermore, in accumulator cooling operation, a reduction in the blower power takes place, so that the air throughput is reduced.

The invention is explained in detail below by means of an exemplary embodiment, with reference to the drawing in which:

FIG. 1 shows a section through a regulating device according to the invention in normal cooling operation,

FIG. 2 shows a section through the regulating device of FIG. 1 in maximum cooling operation, and

FIG. 3 shows a section through the regulating device of FIG. 1 in accumulator cooling operation.

FIGS. 1 to 3 show a device 1 for regulating the air supply, which conducts the air coming from a filter 2 through a duct 3, having three duct branches 5 separated from one another by walls 4 running in the longitudinal direction, to an evaporator 6 of a motor vehicle. In this case, the flow profile is indicated by a multiplicity of small arrows. The evaporator 6 is an evaporator with a cold accumulator which is arranged in a middle region of the evaporator 6.

Actual regulation takes place by means of two flaps 7 which are mounted pivotably on the front end of the walls 4, as seen in the air flow direction. In normal cooling operation, illustrated in FIG. 1, these two flaps 7 are in a position which completely closes the middle duct branch 5. To optimize the air flow, in this case, the two flaps 7 form a kind of point, so that the air is conducted directly to the other two duct branches 5, at the end of which it then arrives at the evaporator 6, so that the air does not flow through the middle region of the evaporator 6 and the cold accumulator located in this region of the evaporator 6 can be charged.

In the “maximum cooling” position, illustrated in FIG. 2, the flaps 5 are opened, that is to say they are brought into a position in which they prolong the respective wall 4, so that they once again allow as optimum a flow profile of the air as possible. In this maximum cooling operation, the air is then supplied to the evaporator 6 over a large area via all three duct branches 5.

In the event of a stopping of the engine (accumulator operation), in which a reduced air throughflow of the evaporator 6, as compared with normal cooling operation, is desired, the two flaps 5 are swung outward, so that the two outer duct branches 5 are closed and the entire air flows through the middle duct branch 5 and therefore also flows only through the following middle region of the evaporator 6, that is to say the cold accumulator. Furthermore, in accumulator operation, the air throughput is reduced, for example by the lowering of the blower voltage.

LIST OF REFERENCE SYMBOLS

• 1 Device
• 2 Filter
• 3 Duct
• 4 Wall
• 5 Duct branch
• 6 Evaporator
• 7 Flap

Claims

1. A device for regulating the air supply, which regulates the air coming from a filter (2) through a duct (3) to an evaporator (6) with an accumulator function of a motor vehicle, characterized in that the duct (3) has three duct branches (5) separated from one another by walls (4) running in the longitudinal direction.

2. The device for regulating the air supply as claimed in claim 1, characterized in that the device (1) has two flaps (7).

3. The device for regulating the air supply as claimed in claim 2, characterized in that the flaps (7) are arranged at the start of the walls (4), as seen in the longitudinal direction.

4. The device for regulating the air supply as claimed in claim 2, characterized in that, in normal operation, the flaps (7) are oriented in such a way that they close the middle duct branch (5).

5. The device for regulating the air supply as claimed in claim 4, characterized in that the flaps (7) bear on one another upstream of the middle duct branch (5), as seen in the longitudinal direction, and form an acute angle with one another.

6. The device for regulating the air supply as claimed in claim 2, characterized in that, in maximum cooling operation, the flaps (7) are oriented in such a way that they prolong the respective wall (4).

7. The device for regulating the air supply as claimed in claim 2, characterized in that, in stopped-engine operation, the flaps (7) are oriented in such a way that they close the outer duct branches (5).

8. The device for regulating the air supply as claimed in claim 7, characterized in that the flaps (7) are arranged at an angle of 90°+/−10° to the corresponding walls (4).

9. The device for regulating the air supply as claimed in claim 2, characterized in that the two flaps (7) can be controlled in such a way that they make available three different types of cooling operation as a function of their position.