A single-motor air outlet system and a vehicle

Abstract

The present invention discloses a single-motor air outlet system and a vehicle, relating to the technical field of automotive parts. On the one hand, the system includes a left-right air swing assembly, an up-down air swing assembly, and a driving member. The output end of the driving member is connected with a first transmission mechanism for driving the left-right air swing assembly, a second transmission mechanism for driving the up-down air swing assembly, and a clutch assembly. By rotating the output end of the driving member at different angular intervals and using the clutch assembly, it is possible to control the simultaneous operation of the left-right air swing assembly and the up-down air swing assembly; separately control the operation of the left-right air swing assembly; and separately control the operation of the up-down air swing assembly. On the other hand, a vehicle including the above air outlet system is also provided. This application uses one driving member, and through the clutch assembly, controls different transmission mechanisms to be in transmission or separation with the driving member, so as to simultaneously or separately control the up-down air direction and the left-right air direction, saving costs and reducing the space occupancy rate.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive parts, and particularly to a single-motor air outlet system and a vehicle. Background Art

[0002] As the terminal of the air conditioning ventilation system, the automotive air outlet is in direct contact with the passengers in the vehicle. During the use of the air conditioner, cold air or hot air is blown out through the air outlet to adjust the temperature inside the vehicle to a suitable level. The air outlet of the air conditioner can be adjusted to control the air outlet direction and the size of the air outlet.

[0003] Currently, controlling the air outlet direction mainly relies on adjusting the angle of the fan blades. Usually, two motors are used to control the swing of the upper and lower fan blades and the swing of the left and right fan blades respectively. However, two motors not only have high costs, but also occupy a large space, with a complex structure and a high maintenance rate.

[0004] And the current control scheme using a single motor can only control the swing of the upper and lower fan blades or the left and right fan blades separately at the same time, and cannot achieve the synchronous swing of the upper and lower fan blades and the left and right fan blades, so as to provide three-dimensional air supply and improve the cooling effect. Summary of the Invention

[0005] Aiming at the defects existing in the prior art, the purpose of the present invention is to provide a single-motor air outlet system and a vehicle to solve the problem that in the prior art, it is impossible to use a single driving motor to make the upper and lower fan blades and the left and right fan blades swing synchronously or separately.

[0006] To achieve the above object, the technical solution adopted by the present invention is:

[0007] On the one hand, the present application provides a single-motor air outlet system, including:

[0008] A left and right air swing component;

[0009] An up and down air swing component;

[0010] A driving member, the output end of which is connected with a first transmission mechanism for driving the left and right air swing components and a second transmission mechanism for driving the up and down air swing components. A clutch assembly is further provided at the output end of the driving member. The clutch assembly is connected to both the first transmission mechanism and the second transmission mechanism. When the output end of the driving member rotates within a first angular interval, the first transmission mechanism drives the left and right air swing components to rotate, and the second transmission mechanism drives the up and down air swing components to rotate; when the output end of the driving member switches from the first angular interval to a second angular interval for rotation, the clutch assembly first disconnects the transmission of both the second transmission mechanism and the first transmission mechanism. When the driving member switches to the mid-position of the second angular interval, the clutch assembly reconnects the first transmission mechanism to drive the left and right air swing components to rotate alone; when the output end of the driving member switches from the second angular interval to a third angular interval for rotation, the clutch assembly disconnects the transmission of the first transmission mechanism. When the driving member switches to the mid-position of the third angular interval, the clutch assembly reconnects the second transmission mechanism to drive the up and down air swing components to rotate alone.

[0011] In some alternative embodiments, the first transmission mechanism includes:

[0012] A first driven sector gear, which is connected with the left and right air swing components;

[0013] A first driving sector gear, the sector arc of which is larger than that of the first driven sector gear, and is connected with the output end of the driving member. The first driving sector gear includes a first driving interval and a second driving interval;

[0014] When the output end of the driving member rotates within the first angular interval, the first driving interval of the first driving sector gear meshes with the first driven sector gear; when the output end of the driving member switches from the first angular interval to the second angular interval for rotation, the clutch assembly disengages the first driving sector gear from the first driven sector gear; when the driving member switches to the mid-position of the second angular interval, the clutch assembly makes the second driving interval of the first driving sector gear mesh with the first driven sector gear; when the output end of the driving member switches from the second angular interval to the third angular interval for rotation, the clutch assembly disengages the first driving sector gear from the first driven sector gear.

[0015] In some alternative embodiments, a first return spring is provided on the first driven sector gear, which is used to provide a return force for the first driven sector gear to return to the position corresponding to the mid-position of the swing angle of the left and right air swing components after being disengaged from the first driving sector gear.

[0016] In some alternative embodiments, the second transmission mechanism includes:

[0017] The second driven sector gear, which is connected to the above-mentioned up-and-down air-swinging assembly;

[0018] The second driving sector gear, which is connected to the output end of the above-mentioned driving member through the first transmission assembly. The second driving sector gear includes a first sector tooth and a second sector tooth that are circumferentially spaced apart;

[0019] When the output end of the above-mentioned driving member rotates within the first angular interval, the first sector tooth of the second driving sector gear meshes with the second driven sector gear; when the output end of the above-mentioned driving member switches from the first angular interval to the second angular interval, the clutch assembly disengages the second driving sector gear from the second driven sector gear; when the output end of the above-mentioned driving member rotates to the mid-position of the third angular interval, the clutch assembly causes the second sector tooth of the second driving sector gear to mesh with the second driven sector gear.

[0020] In some alternative embodiments, a second return spring is provided on the second driven sector gear for providing a resilience force to return to the position corresponding to the mid-position of the swinging angle of the up-and-down air-swinging assembly after the second driven sector gear disengages from the second driving sector gear.

[0021] In some alternative embodiments, the clutch assembly includes:

[0022] A rotating shaft, on the side wall of which a spiral chute with a set length is provided along the axial direction;

[0023] A first clutch lever, which includes a first connection end and a first clutch end. The first connection end is slidably connected to the chute, the first clutch end is rotatably connected to the first driven sector gear, and the middle part of the first clutch lever can rotate around a first support member as an axis;

[0024] A second clutch lever, which includes a second connection end and a second clutch end. The second connection end is connected to the rotating shaft, the second clutch end is rotatably connected to the second driven sector gear, and the middle part of the second clutch lever can rotate around a second support member;

[0025] A clutch belt, which is sleeved on the output end of the above-mentioned driving member and the rotating shaft;

[0026] An electromagnetic clutch is provided between the clutch belt and the output end of the driving member. The electromagnetic clutch is provided with a telescopic joint, which is used to close the telescopic joint to clamp the output end of the driving member after the electromagnetic clutch is energized, and drive the rotating shaft to rotate through the clutch belt, so that the first clutch rod rotates along the first support member, disengaging the first driven sector gear from the first driving sector gear, and the second clutch rod rotates along the second support member, disengaging the second driven sector gear from the second driving sector gear; when the electromagnetic clutch is de-energized, the telescopic joint is opened to release the output end of the driving member, the first clutch rod rotates along the first support member, engaging the first driven sector gear with the first driving sector gear, and the second clutch rod rotates along the second support member, engaging the second driven sector gear with the second driving sector gear.

[0027] In some alternative embodiments, a third return spring is further provided on the rotating shaft, which is used to provide a return spring force to return to the position where the first driven sector gear meshes with the first driving sector gear and / or the second driven sector gear meshes with the second driving sector gear after the rotating shaft is disengaged from the output end of the driving member.

[0028] In some alternative embodiments, the first transmission assembly includes:

[0029] A first bevel gear, which is connected to the output end of the driving member;

[0030] A second bevel gear, which is vertically arranged and meshed with the first bevel gear, and the second driving sector gear is connected to the second bevel gear.

[0031] In some alternative embodiments, the second driven sector gear is connected to the up-and-down air swing assembly through a second transmission assembly, and the second transmission assembly includes:

[0032] A first transmission gear, which is connected to the second driven sector gear;

[0033] A second transmission gear, which is connected to the first transmission gear through a transmission chain.

[0034] On the other hand, a vehicle is further provided, including the single-motor air outlet system described above.

[0035] Compared with the prior art, the advantages of the present invention are as follows: By rotating the driving member at the first angular interval, the second angular interval, and the third angular interval, the first transmission mechanism and the second transmission mechanism are controlled, and through the clutch assembly connected to the output end of the driving member, the left and right air swing components and the up and down air swing components can work independently or simultaneously, realizing that a single motor can control the up and down air directions and the left and right air directions separately or simultaneously through different transmission mechanisms in combination with the clutch assembly, which not only saves motors, reduces costs, but also reduces the space occupancy rate and is convenient for maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0037] Figure 1 Structural schematic diagram of a single-motor electric air outlet system of the present invention;

[0038] Figure 2 is Figure 1 rear view schematic diagram of

[0039] Figure 3 is Figure 1 structural schematic diagram of the clutch assembly in

[0040] Figure 4 is Figure 3 side view schematic diagram of

[0041] Figure 5 is Figure 3 top view schematic diagram of

[0042] Figure 6 is Figure 3 structural schematic diagram of the rotating shaft in

[0043] Figure 7 Cooperating schematic diagram of the first transmission mechanism and the second transmission mechanism in Mode 1;

[0044] Figure 8 Cooperating schematic diagram of the first transmission mechanism and the second transmission mechanism when switching from Mode 1 to Mode 2;

[0045] Figure 9 Cooperating schematic diagram of the first transmission mechanism and the second transmission mechanism in Mode 2;

[0046] Figure 10 Cooperating schematic diagram of the first transmission mechanism and the second transmission mechanism when switching from Mode 2 to Mode 3;

[0047] Figure 11 Schematic diagram of the cooperation of the first transmission mechanism and the second transmission mechanism in Mode 3.

[0048] In the figure: 1. Left and right swing air volume adjustment component; 11. Vertical fan blade; 12. First housing; 13. First connecting rod; 2. Up and down swing air volume adjustment component; 21. Horizontal fan blade; 22. Second housing; 23. Second connecting rod; 3. First transmission mechanism; 31. First driven sector gear; 32. First driving sector gear; 321. First driving interval; 322. Second driving interval; 4. Second transmission mechanism; 41. Second driven sector gear; 42. Second driving sector gear; 421. First sector tooth; 422. Second sector tooth; 43. First transmission component; 431. First bevel gear; 432. Second bevel gear; 44. Second transmission component; 441. First transmission gear; 442. Second transmission gear; 443. Transmission chain; 5. Driving member; 6. Housing; 7. Clutch component; 71. Rotating shaft; 711. Sliding groove; 72. First clutch rod; 73. First support member; 74. Second clutch rod; 75. Second support member; 76. Clutch belt; 77. Electromagnetic clutch; 78. Pushing rod; 79. Protrusion. Specific embodiments

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some but not all of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the scope of protection of the present application.

[0050] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0051] On the one hand, as shown in Figure 1 and Figure 2 , the present application provides a single-motor electric air outlet system, including a left and right swing air volume adjustment component 1, an up and down swing air volume adjustment component 2, and a driving member 5. By rotating the output end of the driving member 5 at different angular intervals and using the clutch component 7, the control of three swing modes can be achieved: Mode 1, controlling the left and right swing air volume adjustment component 1 and the up and down swing air volume adjustment component 2 to work simultaneously; Mode 2, controlling the left and right swing air volume adjustment component 1 to work alone; Mode 3, controlling the up and down swing air volume adjustment component 2 to work alone.

[0052] Specifically, the output end of the driving member 5 is connected with a first transmission mechanism 3 for driving the left and right air swing assembly 1 and a second transmission mechanism 4 for driving the up and down air swing assembly 2. A clutch assembly 7 is further provided at the output end of the driving member 5. The clutch assembly 7 is connected to both the first transmission mechanism 3 and the second transmission mechanism 4. When the output end of the driving member 5 rotates within the first angular interval, the first transmission mechanism 3 drives the left and right air swing assembly 1 to rotate, and the second transmission mechanism 4 drives the up and down air swing assembly 2 to rotate; when the output end of the driving member 5 switches from the first angular interval to the second angular interval for rotation, the clutch assembly 7 first disconnects the transmissions of both the second transmission mechanism 4 and the first transmission mechanism 3. When the driving member 5 switches to the middle position of the second angular interval, the clutch assembly 7 reconnects the first transmission mechanism 3 to drive the left and right air swing assembly 1 to rotate alone; when the output end of the driving member 5 switches from the second angular interval to the third angular interval for rotation, the clutch assembly 7 disconnects the transmission of the first transmission mechanism 3. When the driving member 5 switches to the middle position of the third angular interval, the clutch assembly 7 reconnects the second transmission mechanism 4 to drive the up and down air swing assembly 2 to rotate alone.

[0053] It can be understood that by rotating the output end of the driving member 5 at different angular intervals of rotation, the clutch assembly 7 is used to disconnect or reconnect the transmission mechanism, so as to realize the switching of three air swing modes. That is, when the output end of the driving member 5 rotates within different angular intervals, the clutch assembly 7 controls the output end of the driving member 5 to be simultaneously connected or separately and individually connected to the first transmission mechanism 3 and the second transmission mechanism 4, so as to drive the left and right air swing assembly 1 and / or the up and down air swing assembly 2 to rotate through the first transmission mechanism 3 and the second transmission mechanism 4.

[0054] Optionally, the driving member 5 is a stepping motor, so that the rotation angle of the output end of the driving member can be accurately controlled by a control mechanism.

[0055] In this example, the first transmission mechanism 3 includes a first driven sector gear 31 and a first driving sector gear 32. The first driven sector gear 31 is connected to the left and right air swing assembly 1; the arc of the first driving sector gear 32 is larger than the arc of the first driven sector gear 31 and is connected to the output end of the driving member 5. The first driving sector gear 32 includes a first driving interval 321 and a second driving interval 322.

[0056] When the output end of the driving member 5 rotates within the first angular range, the first driving range 321 of the first driving sector gear 32 meshes with the first driven sector gear 31; when the output end of the driving member 5 switches from the first angular range to rotate within the second angular range, the clutch assembly 7 disengages the first driving sector gear 32 from the first driven sector gear 31; when the driving member 5 switches to the middle position within the second angular range, the clutch assembly 7 causes the second driving range 322 of the first driving sector gear 32 to mesh with the first driven sector gear 31; when the output end of the driving member 5 switches from the second angular range to rotate within the third angular range, the clutch assembly 7 disengages the first driving sector gear 32 from the first driven sector gear 31.

[0057] It can be understood that both the first driving sector gear 32 and the first driven sector gear 31 have engaging teeth in the sector part, and the engaging teeth are missing in other parts. Moreover, the sector arc of the first driving sector gear 32 is larger than the arc of the first driven sector gear, so that the first driving sector gear 32 can not only mesh with the first driven sector gear 31 within the first angular range, but also mesh with the first driven sector gear 31 within the second angular range after turning past the first angular range. When the output end of the driving member 5 turns past the first angular range, the first driving range 321 of the first driving sector gear 32 drives the first driven sector gear 31 to mesh and rotate. At this time, the clutch assembly 7 displaces the first driven sector gear 31 along the axis direction of the first driven sector gear 31, so as to disengage from the first driving sector gear 32. Then when the driving member 5 rotates to the middle position within the second angular range, at this time the second driving range 322 of the first driving sector gear 32 corresponds to the position of the first driven sector gear 31, and the clutch assembly 7 restores the first driven sector gear 31 to the position before disengagement and meshes with the first driving sector gear 32 again. Such a setting can control the left and right air swing assembly 1 in three mode states through the engagement or disengagement of the first driving sector gear 32 and the first driven sector gear 31. It should be noted that when the output end of the driving member 5 rotates within the third angular range, the positions of the missing engaging teeth parts of the first driving sector gear 32 and the first driven sector gear 31 correspond, so that no matter how the clutch assembly 7 controls, they no longer mesh, and the left and right air swing assembly 1 stops working.

[0058] Preferably, the first driving range 321 and the second driving range 322 are adjacent, and the angular range of the first driving range 321 is the same as the angle of the first angular range, and the angular range of the second driving range 322 is the same as the angle of the second angular range.

[0059] In order to enable the output end of the driving member 5 to achieve full-angle swing control of the left and right swing components 1 when rotating within the range of the first interval angle and the second interval angle, in some alternative embodiments, when the first driven sector gear 31 meshes with the first driving sector gear 32 and rotates through the first driving interval 321, the first driven sector gear 31 disengages from the first driving sector gear 32 and returns to the position corresponding to the middle position of the swing angle of the left and right swing components 1 until the first driving sector gear 32 rotates to the middle position of the second driving interval 322 and then meshes with the first driving sector gear 32 again.

[0060] In this example, a first return spring is provided on the first driven sector gear 31 to provide a return spring force for the first driven sector gear 31 to return to the position corresponding to the middle position of the swing angle of the left and right swing components 1 after disengaging from the first driving sector gear 32.

[0061] It can be understood that the radian of the first driven sector gear 31 is smaller than the radian of the first driving sector gear 32, preferably the radian of the first driven sector gear 31 is less than or equal to the first driving interval 321. When the first driven sector gear 31 meshes with the first driving sector gear 32 and rotates through the first driving interval 321, at this time, the left and right swing components 1 swing to their maximum limit swing angles, and the clutch assembly 7 disengages the first driven sector gear 31 from the first driving sector gear 32. The first driving sector gear 32 continues to rotate in this direction. Under the action of the first return spring, the first driven sector gear 31 has a return spring force to rebound in the opposite direction of the rotation before disengagement, so that the first driven sector gear 31 returns to the position corresponding to the middle position of the swing angle of the left and right swing components 1. When the first driving sector gear 32 rotates to the middle position of the second driving interval 322, the clutch assembly 7 makes the first driving sector gear 32 mesh with the first driven sector gear 31 again.

[0062] It should be noted that the number of teeth on the first driving interval 321 and the second driving interval 322, as well as the number of teeth on the first driven sector gear 31, can all be specifically set according to the swing angles that the left and right swing components 1 and the up and down swing components 2 need to adjust. Those skilled in the art can easily make corresponding settings based on the above technical solutions according to actual needs. At the same time, the transmission ratio of the first driven sector gear 31 and the first driving sector gear 32 can be set so that the output end of the driving member 5 rotates a small angle, that is, the left and right swing components 1 can be controlled to swing left and right within the left and right limit angles.

[0063] In some alternative embodiments, the left - right swing component 1 includes a plurality of vertically - arranged fan blades 11 spaced apart from each other. Each of the vertically - arranged fan blades 11 is rotatably connected to a first connecting rod 13, and any one of the vertically - arranged fan blades 11 is connected to the first driven sector gear 31. When the first driven sector gear 31 swings clockwise or counter - clockwise under the meshing action of the first driving sector gear 32, all the vertically - arranged fan blades 11 are driven to swing left and right.

[0064] Specifically, in this example, a plurality of vertically - arranged fan blades 11 are rotatably connected horizontally and equidistantly within a first housing 12. All the vertically - arranged fan blades 11 are connected to the first connecting rod 13, and the first driven sector gear 31 is fixedly connected to the rotating shaft of any one of the vertically - arranged fan blades 11. When the output end of the driving member 5 rotates left and right within the first angular range or the second angular range, the first driven sector gear 31 drives all the vertically - arranged fan blades 11 to swing within the range between the left limit angle and the right limit angle.

[0065] In some alternative embodiments, the second transmission mechanism 4 includes a second driven sector gear 41 and a second driving sector gear 42. The second driven sector gear 41 is connected to the up - down swing component 2; the second driving sector gear 42 is connected to the output end of the driving member 5 through a first transmission component 43. The second driving sector gear 42 includes a first sector tooth 421 and a second sector tooth 422 arranged at circumferential intervals.

[0066] When the output end of the driving member 5 rotates within the first angular range, the first sector tooth 421 of the second driving sector gear 42 meshes with the second driven sector gear 41; when the output end of the driving member 5 switches from the first angular range to the second angular range for rotation, the clutch assembly 7 disengages the second driving sector gear 42 from the second driven sector gear 41; when the output end of the driving member 5 rotates to the middle position of the third angular range, the clutch assembly 7 makes the second sector tooth 422 of the second driving sector gear 42 mesh with the second driven sector gear 41.

[0067] It can be understood that the second driving sector gear 42 includes a first sector tooth 421 and a second sector tooth 422 arranged at circumferential intervals to form two spaced - apart meshing regions. Such an arrangement can control the meshing or disengagement of the second driven sector gear 41 and the second driving sector gear 42 through the clutch assembly 7, thereby realizing the control of the up - down swing component 2 in three mode states. It should be noted that when the output end of the driving member 5 rotates within the second angular range, the teeth of the second driven sector gear 41 correspond to the tooth - missing parts between the first sector tooth 421 and the second sector tooth 422. Therefore, regardless of how the clutch assembly 7 controls, the second driven sector gear 41 no longer meshes with the second driving sector gear 42, and the up - down swing component 2 stops working.

[0068] For example, when the output end of the driving member 5 rotates clockwise or counterclockwise within the first angular range, the second driven sector gear 41 meshes with the first sector gear 421, and at this time, the up-and-down air swing assembly 2 can swing up and down; when the output end of the driving member 5 rotates clockwise or counterclockwise within the second angular range, the second driven sector gear 41 does not mesh with the first sector gear 421 or the second sector gear 422, but corresponds to the position of the missing tooth part between the first sector gear 421 and the second sector gear 422, and at this time, the up-and-down air swing assembly 2 no longer swings up and down; when the output end of the driving member 5 rotates clockwise or counterclockwise within the third angular range, the second driven sector gear 41 meshes with the second sector gear 422, and at this time, the up-and-down air swing assembly 2 swings up and down again as the output end of the driving member 5 rotates.

[0069] In this example, the first sector gear 421 and the second sector gear 422 are respectively located at both radial ends. And the central angle corresponding to the first sector gear 421 is the same as the angle of the first angular range, the central angle corresponding to the second sector gear 422 is the same as the angle of the third angular range, and the central angle of the missing tooth part between the first sector gear 421 and the second sector gear 422 is the same as the angle of the second angular range.

[0070] In order to realize the full-angle air swing control of the up-and-down air swing assembly 2 when the output end of the driving member 5 rotates within the ranges of the first angular range and the third angular range, in some optional embodiments, when the second driven sector gear 41 meshes with the first sector gear 421 and rotates through the first angular range, the clutch assembly 7 disengages the second driven sector gear 41 from the first sector gear 421, and the second driven sector gear 41 returns to the position corresponding to the middle position of the swing angle of the up-and-down air swing assembly 2 until the second driving sector gear 42 rotates through the second angular range and is at the middle position of the third angular range, and the clutch assembly 7 makes the second driven sector gear 41 mesh with the second sector gear 422 of the second driving sector gear 42 again.

[0071] In this example, a second return spring is provided on the second driven sector gear 41 to provide a return force for the second driven sector gear 41 to return to the position corresponding to the middle position of the swing angle of the up-and-down air swing assembly 2 after being disengaged from the second driving sector gear 42.

[0072] It can be understood that when the second driven sector gear 41 meshes with the first sector teeth 421 of the second driving sector gear 42 and rotates through the first interval angle, at this time, the up-and-down air swing assembly 2 swings to its maximum limit swing angle, and the clutch assembly 7 disengages the second driven sector gear 41 from the first sector teeth 421. The second driving sector gear 42 continues to rotate in this direction. Under the action of the second return spring, the second driven sector gear 41 rebounds in the opposite direction of the rotation before disengagement and returns to the position corresponding to the middle position of the swing angle of the up-and-down air swing assembly 2. It is not until the output end of the driving member 5 rotates through the middle position of the second interval angle to the third interval angle that the clutch assembly 7 engages the second sector teeth 422 with the second driven sector gear 41.

[0073] It should be noted that the number of engaging teeth in the first sector teeth 421 and the second sector teeth 422, as well as the number of engaging teeth on the second driven sector gear 41, can all be specifically set according to the air swing angles that the left-and-right air swing assembly 1 and the up-and-down air swing assembly 2 need to adjust. Those skilled in the art can easily make corresponding settings according to actual needs on the basis of the above technical solutions. At the same time, the transmission ratio of the second driven sector gear 41 and the first sector teeth 421 and the second sector teeth 422 can be set so that the output end of the driving member 5 rotates a small angle, that is, the up-and-down air swing assembly 2 can be controlled to swing within the upper and lower limit angles.

[0074] In some alternative embodiments, the above-mentioned clutch assembly 7 includes a rotating shaft 71, a first clutch lever 72 slidably connected to the rotating shaft 71, a second clutch lever 74 connected to the rotating shaft through a lever 78, a clutch belt 76, and an electromagnetic clutch 77.

[0075] Specifically, as Figures 3 to 6As shown in the figure, on the side wall of the rotating shaft 71, spiral protrusions with a set length are arranged at intervals along the axial direction, and spiral chutes 711 are formed between two protrusions; the first connection end of the first clutch lever 72 is slidably connected to the above-mentioned chute 711, the first clutch end is rotatably connected to the above-mentioned first driven sector gear 31, and the middle of the above-mentioned first clutch lever 72 can rotate around the first support 73 as an axis; the second connection end of the second clutch lever 74 is connected to the above-mentioned rotating shaft 71, the second clutch end is rotatably connected to the above-mentioned second driven sector gear 41, and the middle of the above-mentioned second clutch lever 74 can rotate around the second support 75; the clutch belt 76 is sleeved on the output end of the above-mentioned driving member 5 and the above-mentioned rotating shaft 71; the electromagnetic clutch 77 is arranged between the above-mentioned clutch belt 76 and the output end of the above-mentioned driving member 5, and the above-mentioned electromagnetic clutch 77 is provided with a telescopic joint, which is used to close the telescopic joint to clamp the output end of the above-mentioned driving member 5 when the above-mentioned electromagnetic clutch 77 is energized, and drive the above-mentioned rotating shaft 71 to rotate through the above-mentioned clutch belt 76, so that the above-mentioned first clutch lever 72 rotates along the above-mentioned first support 73, disconnect the above-mentioned first driven sector gear 31 from the above-mentioned first driving sector gear 32, and the above-mentioned second clutch lever 74 rotates along the above-mentioned second support 75, disconnect the above-mentioned second driven sector gear 41 from the above-mentioned second driving sector gear 42; when the above-mentioned electromagnetic clutch 77 is de-energized, the telescopic joint is opened to release the output end of the above-mentioned driving member 5, the above-mentioned first clutch lever 72 rotates along the above-mentioned first support 73, engage the above-mentioned first driven sector gear 31 with the above-mentioned first driving sector gear 32, and the above-mentioned second clutch lever 74 rotates along the above-mentioned second support 75, engage the above-mentioned second driven sector gear 41 with the above-mentioned second driving sector gear 42.

[0076] It can be understood that as the rotating shaft 71 rotates, the first clutch lever 72 slides along the chute 711, so that the first connection end of the first clutch lever 72 can be displaced along the axis direction of the rotating shaft 71. At this time, the first clutch lever 72 rotates around the connection point with the first support 73, so that the first clutch end of the first clutch lever 72 is displaced in the direction opposite to the first connection end, thereby driving the first driven sector gear 31 to move. Similarly, a shift lever 78 extending in the radial direction is provided on the side wall of the rotating shaft 71, and the second connection end of the second clutch lever 74 is rotatably connected to the shift lever 78. As the rotating shaft 71 rotates, the second connection end of the second clutch lever 74 swings left and right. At this time, the second clutch lever 74 rotates around the connection point with the second support 75, so that the second clutch end of the second clutch lever 74 is displaced in the direction opposite to the second connection end, thereby driving the second driven sector gear 41 to move.

[0077] It should be noted that the displacement direction of the first clutch lever 72 driving the first driven sector gear 31 is perpendicular to the meshing direction of the first driven sector gear 31, and the displacement direction of the second clutch lever 74 driving the second driven sector gear 41 is perpendicular to the meshing direction of the second driven sector gear 41.

[0078] The electromagnetic clutch 77 clamps or releases the output end of the driving member 5 by being energized and de-energized, so that the output end of the driving member 5 drives or does not drive the clutch belt 76 to move. Therefore, by controlling the timing of power-off and power-on of the electromagnetic clutch 77, the first driven sector gear 31 and the first driving sector gear 32 can be engaged or disengaged, and the second driven sector gear 41 and the second driving sector gear 42 can be engaged or disengaged.

[0079] When the fan blade of the left and right air swing assembly 1 is at the middle position of the swing angle and the first driven sector gear 31 is engaged with the first driving section 321, the first connection end of the first clutch rod 72 can be located at the midpoint of the chute 711 in the axial direction or at the end point of the chute 711. When the first connection end of the first clutch rod 72 is located at the midpoint of the chute 711 in the axial direction, the rotating shaft 71 can immediately reverse after the output end of the driving member 5 rotates forward to return to this midpoint; when the first connection end of the first clutch rod 72 is located at the end point of the chute 711, the rotating shaft 71 needs to use a reset device to return the first connection end of the first clutch rod 72 to this end point.

[0080] Therefore, in some alternative embodiments, a third return spring is further provided on the rotating shaft 71 for providing a return elastic force to return to the position where the first driven sector gear 31 is engaged with the first driving sector gear 32 and / or the second driven sector gear 41 is engaged with the second driving sector gear 42 after the rotating shaft 71 is disengaged from the output end of the driving member 5.

[0081] It can be understood that when the electromagnetic clutch 77 is de-energized, the third return spring returns the rotating shaft 71 to the initial position, that is, when the rotating shaft 71 is at this initial position, the first driven sector gear 31 and the first driving sector gear 32 are in the same plane, and the second driven sector gear 41 and the second driving sector gear 42 are in the same plane.

[0082] Specifically, when the output end of the driving member 5 rotates clockwise or counterclockwise within the range of the first angular interval, the first driven sector gear 31 is engaged with the first driving section 321 of the first driving sector gear 32, the left and right air swing assembly 1 can rotate from the left limit angle to the right limit angle, the second driven sector gear 41 is engaged with the first sector tooth 421 of the second driving sector gear 42, and the up and down air swing assembly 2 can rotate from the upper limit angle to the lower limit angle.

[0083] When the output end of the driving member 5 rotates through the first interval angle and switches to the second interval angle, the electromagnetic clutch 77 is energized. At this time, the rotating shaft 71 rotates with the output end of the driving member 5 through the clutch belt 76, driving the first connecting end of the first clutch lever 72 to slide from the top to the bottom of the chute 711, causing the first clutch end to lift the first driven sector gear 31 and disengage from the first driving sector gear 32. The first driven sector gear 31 returns to the position corresponding to the middle position of the swing angle of the left and right air swing assembly 1 under the action of the first return spring. The second connecting end of the second clutch lever 74 swings clockwise with the rotating shaft 71, and the second clutch end pulls the second driven sector gear 41 to move leftward and disengage from the second driving sector gear 42. The second driven sector gear 41 returns to the position corresponding to the middle position of the swing angle of the up and down air swing assembly 2 under the action of the second return spring. The output end of the driving member 5 continues to rotate clockwise to the middle position of the second interval angle. At this time, the electromagnetic clutch 77 is de-energized, and the clutch belt 76 no longer moves with the output end of the driving member 5. The rotating shaft 71 returns to the initial position under the action of the third return spring, causing the first driven sector gear 31 to fall and engage with the first driving sector gear 32. The second driven sector gear 41 moves rightward to correspond to the position where the teeth are missing between the first sector gear 421 and the second sector gear 422. The driving member 5 rotates in the second interval angle to independently control the left and right air swing assembly 1.

[0084] When the driving member 5 continues to rotate clockwise until it rotates through the second interval angle and switches to the third interval angle, the electromagnetic clutch 77 is energized. The rotating shaft 71 rotates with the output end of the driving member 5 through the clutch belt 76, driving the first connecting end of the first clutch lever 72 to slide from the top to the bottom of the chute 711, causing the first clutch end to lift the first driven sector gear 31 and disengage from the first driving sector gear 32. The first driven sector gear 31 returns to the position corresponding to the middle position of the swing angle of the left and right air swing assembly 1 under the action of the first return spring. The second connecting end of the second clutch lever 74 swings clockwise with the rotating shaft 71, and the second clutch end pulls the second driven sector gear 41 to move leftward. When the output end of the driving member 5 rotates through the second interval angle and continues to rotate clockwise to the middle position of the third interval angle, the electromagnetic clutch 77 is de-energized, and the clutch belt 76 no longer moves with the output end of the driving member 5. The rotating shaft 71 returns to the initial position under the action of the third return spring, causing the first driven sector gear 31 to fall to correspond to the position where the teeth are missing on the first driving sector gear 32. The second driven sector gear 41 moves rightward and engages with the second sector gear 422. The driving member 5 rotates in the third interval angle to independently control the up and down air swing assembly 2.

[0085] It should be noted that regardless of which angular interval the output end of the driving member 5 is located in, when it is necessary to switch from one mode to another mode, as long as the first driven sector gear 31 is disengaged from the first driving sector gear 32 and then returned to the position corresponding to the middle position of the swing angle of the left and right air swing assembly 1, and the second driven sector gear 41 is disengaged from the second driving sector gear 42 and then returned to the position corresponding to the middle position of the swing angle of the up and down air swing assembly 2, and then the clutch assembly 7 engages the first driven sector gear 31 with the first driving sector gear 32, and / or engages the second driven sector gear 41 with the second driving sector gear 42.

[0086] In some alternative embodiments, the first transmission assembly 43 includes a first bevel gear 431 and a second bevel gear 432. The first bevel gear 431 is connected to the output end of the driving member 5; the second bevel gear 432 is vertically arranged and engaged with the first bevel gear 431, and the second driving sector gear 42 is connected to the second bevel gear 432.

[0087] It can be understood that the purpose of setting the first bevel gear 431 and the second bevel gear 432 is to change the transmission direction of the output end of the driving member 5.

[0088] Since the movement directions of the fan blades of the up and down air swing assembly 2 and the left and right air swing assembly 1 are perpendicular to each other, in other embodiments, if the second driving sector gear 42 is directly connected to the output end of the driving member 5, the first driving sector gear 32 needs to change the transmission direction through a transmission assembly to achieve the control of two groups of fan blades with different swing directions by one driving member 5.

[0089] In some alternative embodiments, the second driven sector gear 41 is connected to the up and down air swing assembly 2 through a second transmission assembly 44. The second transmission assembly 44 includes a first transmission gear 441 and a second transmission gear 442. The first transmission gear 441 is connected to the second driven sector gear 41; the second transmission gear 442 is connected to the first transmission gear 441 through a transmission chain 443.

[0090] In this example, the up and down air swing assembly 2 is located directly in front of the left and right air swing assembly 1, so that the up and down air swing assembly 2 and the left and right air swing assembly 1 can share an air outlet of the air conditioner, which can not only reduce the number of air outlets of the air conditioner and the space occupancy rate of the air outlet system, but also make the air direction more uniform and improve the comfort of the driver and passengers when the left and right air swing assembly 1 and the up and down air swing assembly 2 work together.

[0091] Therefore, the second driven sector gear 41 is connected to the up and down air swing assembly through the second transmission assembly 44. Here, the distance between the up and down air swing assembly 2 and the left and right air swing assembly 1 can be adjusted by adjusting the length of the transmission chain 443.

[0092] Certainly, in other embodiments, the left - right air swing assembly 1 and the up - down air swing assembly 2 can be respectively located at different air outlets. Or the left - right air swing assembly 1 is directly in front of the up - down air swing assembly 2.

[0093] In some alternative embodiments, the above - mentioned up - down air swing assembly 2 includes a plurality of horizontally arranged fan blades 21 spaced apart from each other. Each of the above - mentioned horizontal fan blades 21 is rotatably connected to a second connecting rod 23, and the second connecting rod 23 is connected to the second driven sector gear 41.

[0094] Specifically, in this example, a plurality of horizontal fan blades 21 are rotatably connected at equal horizontal intervals within the second housing 22. All the horizontal fan blades 21 are connected to the second connecting rod 23, and the second driven sector gear 41 is fixedly connected to the rotating shaft of any one of the horizontal fan blades 21. When the output end of the driving member 5 rotates left - right within the first angular interval or the third angular interval, the second driven sector gear 41 drives all the horizontal fan blades 21 to swing within the upper limit angle and the lower limit angle range.

[0095] In some alternative embodiments, the above - mentioned system further includes a housing 6. The output end of the driving member 5 passes through the housing 6 and is rotatably connected to the housing 6. The first bevel gear 431 is located within the housing 6, and the rotating shaft of the second bevel gear 432 passes through the housing 6. The first bevel gear 431 and the second bevel gear 432 are meshed and rotated within the housing 6.

[0096] The purpose of setting the housing 6 is to protect the first transmission assembly 43 and limit the meshing of the first bevel gear 431 and the second bevel gear 432, preventing transmission failure due to meshing failure.

[0097] In a second aspect, the present application further provides a vehicle, including the above - mentioned single - motor air outlet system.

[0098] It can be understood that by setting the above - mentioned electric air outlet system on the vehicle, the control of the three air swing modes of the left - right air swing assembly 1 and the up - down air swing assembly 2 can be achieved by controlling the rotation angle of the driving member 5.

[0099] The working principle of the embodiment of the present application is as follows: As Figure 7 shown, when the output end of the driving member 5 rotates within the first angular interval, the first driving interval 321 of the first driving sector gear 32 meshes with the first driven sector gear 31, and the second driving sector gear 42 meshes with the first sector teeth 421 of the second driven sector gear 41. At this time, when the driving member 5 rotates clockwise or counterclockwise within the first angular interval range, the vertical fan blades 11 rotate between the left limit angle and the right limit angle, and the horizontal fan blades 21 rotate between the upper limit angle and the lower limit angle, realizing the control of Mode 1, that is, the left - right air swing assembly 1 and the up - down air swing assembly 2 can swing simultaneously.

[0100] As shown Figure 8 in the figure, when the output end of the driving member 5 rotates through the first interval angle and switches to the second interval angle, the electromagnetic clutch 77 is energized. At this time, as shown Figure 9 in the figure, the rotating shaft 71 rotates with the output end of the driving member 5 through the clutch belt 76, driving the first connection end of the first clutch lever 72 to slide from the top to the bottom of the chute 711, so that the first clutch end lifts the first driven sector gear 31 and disengages from the first driving sector gear 32. The first driven sector gear 31 returns to the position corresponding to the middle position of the swing angle of the left and right air swing assembly 1 under the action of the first return spring. The second connection end of the second clutch lever 74 swings clockwise with the rotating shaft 71, and the second clutch end pulls the second driven sector gear 41 to move leftward and disengages from the second driving sector gear 42. The second driven sector gear 41 returns to the position corresponding to the middle position of the swing angle of the up and down air swing assembly 2 under the action of the second return spring. The output end of the driving member 5 continues to rotate clockwise to the middle position of the second interval angle. At this time, the electromagnetic clutch 77 is de-energized, and the clutch belt 76 no longer moves with the output end of the driving member 5. The rotating shaft 71 returns to the initial position under the action of the third return spring, so that the first driven sector gear 31 falls and meshes with the first driving sector gear 32, and the second driven sector gear 41 moves rightward to correspond to the position where the tooth engagement is missing between the first sector gear 421 and the second sector gear 422. The driving member 5 rotates in the second interval angle to realize the control of mode two, that is, the up and down air swing assembly 2 does not swing, while the left and right air swing assembly 1 swings.

[0101] As shown Figure 10 in the figure, when the output end of the driving member 5 continues to rotate clockwise through the second interval angle and switches to the third interval angle, the electromagnetic clutch 77 is energized. At this time, as shown Figure 11 in the figure, the rotating shaft 71 rotates with the output end of the driving member 5 through the clutch belt 76, driving the first connection end of the first clutch lever 72 to slide from the top to the bottom of the chute 711, so that the first clutch end lifts the first driven sector gear 31 and disengages from the first driving sector gear 32. The first driven sector gear 31 returns to the position corresponding to the middle position of the swing angle of the left and right air swing assembly 1 under the action of the first return spring. The second connection end of the second clutch lever 74 swings clockwise with the rotating shaft 71, and the second clutch end pulls the second driven sector gear 41 to move leftward; when the output end of the driving member 5 rotates through the second interval angle and continues to rotate clockwise to the middle position of the third interval angle, the electromagnetic clutch 77 is de-energized, and the clutch belt 76 no longer moves with the output end of the driving member 5. The rotating shaft 71 returns to the initial position under the action of the third return spring, so that the first driven sector gear 31 falls to correspond to the position where the tooth engagement is missing on the first driving sector gear 32, and the second driven sector gear 41 moves rightward and meshes with the second sector gear 422. The driving member 5 rotates in the third interval angle to independently control the up and down air swing assembly 2.

[0102] A single-motor air outlet system and a vehicle according to the present invention control a clutch assembly, a left-right air swing assembly, and an up-down air swing assembly by setting one driving member, thereby reducing the use of motors, lowering costs, and facilitating maintenance; by setting the first transmission mechanism as the meshing of two sector gears, and the radian of the first driving sector gear is greater than the radian of the first driven sector gear, and enabling the first driven sector gear to be meshed in the first driving interval and the second driving interval, and using the clutch assembly to enable the first driving sector gear to be disengaged from and engaged with the first driven sector gear, thereby realizing the control of three modes of the left-right air swing assembly; by setting the first return spring, the first driven sector gear can rebound to a set position after being disengaged from the first driving sector gear, so that when the clutch assembly makes the first driven sector gear return to a position parallel to the first driving sector gear, it can be re-engaged with the first driving sector gear; by setting the second transmission mechanism as two sector gears, and the second driving sector gear includes a first sector gear and a second sector gear arranged at circumferential intervals, thereby realizing the control of three different modes when the second driven sector gear is respectively meshed with the first sector gear and the second sector gear and is located between the first sector gear and the second sector gear; by setting the second return spring, the second driven sector gear can rebound to a set position when being disengaged from the second driving sector gear, so that it can be re-engaged with the first sector gear and the second sector gear; by setting an electromagnetic clutch, the transmission between the rotating shaft and the output end of the driving member is controlled by different states of energization and power-off; by setting the first clutch rod and the second clutch rod, the first driven sector gear is disengaged from or engaged with the first driving sector gear, and the second driven sector gear is disengaged from or engaged with the second driving sector gear by using the lever action; by setting the first bevel gear and the second bevel gear, the rotation direction of the output end of the driving member is changed; by sharing one air-conditioning air outlet for the up-down air swing assembly and the left-right air swing assembly, not only the number of air-conditioning air outlets can be reduced, the space occupancy rate of the air outlet system can be lowered, but also when the left-right air swing assembly and the up-down air swing assembly work together, the wind direction can be made more uniform, and the comfort of the driver and passengers can be improved.

[0103] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly specified and defined, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0104] It should be noted that in the present application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the said element.

[0105] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features claimed herein.

Claims

1. A single-motor air outlet system, characterized in that, Comprising: Left - right swing component (1); Up - down swing component (2); A driving member (5), the output end of which is connected with a first transmission mechanism (3) for driving the left - right swing component (1) and a second transmission mechanism (4) for driving the up - down swing component (2). The output end of the driving member (5) is further provided with a clutch assembly (7). The clutch assembly (7) is connected to both the first transmission mechanism (3) and the second transmission mechanism (4). When the output end of the driving member (5) rotates within a first angular interval, the first transmission mechanism (3) drives the left - right swing component (1) to rotate, and the second transmission mechanism (4) drives the up - down swing component (2) to rotate. When the output end of the driving member (5) switches from the first angular interval to a second angular interval for rotation, the clutch assembly (7) first disconnects the transmissions of both the second transmission mechanism (4) and the first transmission mechanism (3). When the driving member (5) switches to the middle position of the second angular interval, the clutch assembly (7) reconnects the first transmission mechanism (3) to drive the left - right swing component (1) to rotate alone. When the output end of the driving member (5) switches from the second angular interval to a third angular interval for rotation, the clutch assembly (7) disconnects the transmission of the first transmission mechanism (3). When the driving member (5) switches to the middle position of the third angular interval, the clutch assembly (7) reconnects the second transmission mechanism (4) to drive the up - down swing component (2) to rotate alone; The first transmission mechanism (3) includes: A first driven sector gear (31), which is connected to the left - right swing component (1); A first driving sector gear (32), the arc of which is larger than the arc of the first driven sector gear (31), and is connected to the output end of the driving member (5); The second transmission mechanism (4) includes: A second driven sector gear (41), which is connected to the up - down swing component (2); A second driving sector gear (42), which is connected to the output end of the driving member (5) through a first transmission component (43); The clutch assembly (7) includes: A rotating shaft (71), on the side wall of which there is a spiral chute (711) with a set length along the axial direction; A first clutch lever (72), which includes a first connection end and a first clutch end. The first connection end is slidably connected to the chute (711), the first clutch end is rotatably connected to the first driven sector gear (31), and the middle part of the first clutch lever (72) can rotate around a first support member (73) as an axis; A second clutch lever (74), which includes a second connection end and a second clutch end. The second connection end is connected to the rotating shaft (71), the second clutch end is rotatably connected to the second driven sector gear (41), and the middle part of the second clutch lever (74) can rotate around a second support member (75); A clutch belt (76), which is sleeved on the output end of the driving member (5) and the rotating shaft (71); An electromagnetic clutch (77) is provided between the clutch belt (76) and the output end of the driving member (5). The electromagnetic clutch (77) is provided with a telescopic joint. When the electromagnetic clutch (77) is energized, the telescopic joint is closed to clamp the output end of the driving member (5), and the rotating shaft (71) is driven to rotate through the clutch belt (76), so that the first clutch lever (72) rotates along the first support member (73), disengaging the first driven sector gear (31) from the first driving sector gear (32). The second clutch lever (74) rotates along the second support member (75), disengaging the second driven sector gear (41) from the second driving sector gear (42). When the electromagnetic clutch (77) is de-energized, the telescopic joint is opened to release the output end of the driving member (5). The first clutch lever (72) rotates along the first support member (73), meshing the first driven sector gear (31) with the first driving sector gear (32). The second clutch lever (74) rotates along the second support member (75), meshing the second driven sector gear (41) with the second driving sector gear (42).

2. The single-motor air outlet system according to claim 1, wherein, The first transmission mechanism (3) further includes: The first driving sector gear (32) includes a first driving section (321) and a second driving section (322). When the output end of the driving member (5) rotates within the first angular range, the first driving section (321) of the first driving sector gear (32) meshes with the first driven sector gear (31). When the output end of the driving member (5) switches from the first angular range to the second angular range, the clutch assembly (7) disengages the first driving sector gear (32) from the first driven sector gear (31). When the driving member (5) switches to the mid-position of the second angular range, the clutch assembly (7) meshes the second driving section (322) of the first driving sector gear (32) with the first driven sector gear (31). When the output end of the driving member (5) switches from the second angular range to the third angular range, the clutch assembly (7) disengages the first driving sector gear (32) from the first driven sector gear (31).

3. The single-motor air outlet system according to claim 2, wherein, A first return spring is provided on the first driven sector gear (31) to provide a restoring force for the first driven sector gear (31) to return to a position corresponding to the mid-swing angle of the left and right air swing assembly (1) after being disengaged from the first driving sector gear (32).

4. The single-motor air outlet system according to claim 3, wherein, The second transmission mechanism (4) further includes: The second driving sector gear (42) includes a first sector tooth (421) and a second sector tooth (422) arranged at circumferential intervals; When the output end of the driving member (5) rotates within the first angular range, the first sector teeth (421) of the second driving sector gear (42) mesh with the second driven sector gear (41); when the output end of the driving member (5) switches from the first angular range to the second angular range for rotation, the clutch assembly (7) disengages the second driving sector gear (42) from the second driven sector gear (41); when the output end of the driving member (5) rotates to the middle position of the third angular range, the clutch assembly (7) meshes the second sector teeth (422) of the second driving sector gear (42) with the second driven sector gear (41).

5. The single-motor air outlet system according to claim 4, characterized in that, A second return spring is provided on the second driven sector gear (41) for providing a return elastic force for the second driven sector gear (41) to return to the position corresponding to the middle position of the swing angle of the up-and-down air swing assembly (2) after being disengaged from the second driving sector gear (42).

6. The single-motor air outlet system according to claim 1, wherein A third return spring is further provided on the rotating shaft (71) for providing a return elastic force for the rotating shaft (71) to return to the position where the first driven sector gear (31) meshes with the first driving sector gear (32) and / or the second driven sector gear (41) meshes with the second driving sector gear (42) after being disengaged from the output end of the driving member (5).

7. The single-motor air outlet system according to claim 4, wherein The first transmission assembly (43) includes: A first bevel gear (431) connected to the output end of the driving member (5); A second bevel gear (432) vertically arranged and meshing with the first bevel gear (431), and the second driving sector gear (42) is connected to the second bevel gear (432).

8. The single-motor air outlet system according to claim 4, wherein, The second driven sector gear (41) is connected to the up-and-down air swing assembly (2) through a second transmission assembly (44), and the second transmission assembly (44) includes: A first transmission gear (441) connected to the second driven sector gear (41); A second transmission gear (442) connected to the first transmission gear (441) through a transmission chain (443).

9. A vehicle, characterized in that, Including the single-motor air outlet system according to any one of claims 1-8.

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