Active air door device for vehicle

Abstract

An active damper device for a vehicle is configured to prevent aerodynamic loss caused by twisting of an active damper. An active damper device for a vehicle has a structure in which a clutch link is connected between a drive shaft connected to an actuator and a drive link configured to rotate a flap to allow the drive shaft and the clutch link to rotate together to transmit a rotational driving force for opening and closing the flap to the drive link, the clutch link is allowed to rotate up to a set angle, and the drive shaft is further rotated at any angle from the set angle, thereby compensating for rotation loss of the other end of the flap less than one end of the flap.

Description

Technical Field

[0001] The present invention relates to an active damper device for a vehicle, and more particularly, to an active damper device for a vehicle that can prevent aerodynamic loss due to distortion of the active damper. Background Art

[0002] The active damper can be installed at a predetermined position on the front surface portion of the vehicle and controlled to close to block the flow of air into the radiator grille or the bumper grille when the temperature of the cooling water is equal to or lower than a predetermined temperature during driving, thereby reducing the driving resistance caused by the air flow and improving the vehicle's fuel efficiency.

[0003] For example, when the temperature of the cooling water for the engine in an internal combustion engine vehicle exceeds a predetermined temperature, or when the temperature of the cooling water for cooling the motor or battery in an electric vehicle exceeds a predetermined temperature, the active valve can be controlled to open to allow external air such as the traveling wind to be introduced into a radiator, etc., through which the cooling water flows, thereby cooling the cooling water flowing through the radiator.

[0004] In some cases, when the temperature of the cooling water for the engine in an internal combustion engine vehicle is equal to or lower than a predetermined temperature, or when the temperature of the cooling water for cooling the motor or battery in an electric vehicle is equal to or lower than a predetermined temperature, the active valve can be controlled to close to block external air such as the traveling wind from flowing into the radiator, etc. through the radiator grille or the bumper grille, thereby reducing the driving resistance caused by the air flow and improving the fuel efficiency or battery efficiency of the vehicle.

[0005] In some cases, as the number of electronic components mounted in electric vehicles increases and thus the performance of heat exchangers such as radiators needs to be improved, the length of air passages in active dampers and the length of door blades are increasing in order to increase the amount of air flowing in through the opening of a radiator grille or a bumper grille at the front of the vehicle.

[0006] The related art active damper includes a housing having an air passage formed therein, a door blade openable and closable in the air passage, a drive shaft configured to transmit a rotational driving force to the door blade, and an actuator configured to rotate the drive shaft.

[0007] The door leaf can be rotated to open or close through the process of rotating the drive shaft by driving the actuator and transmitting the rotational force from the drive shaft to the door leaf.

[0008] In some cases, although the rotational driving force of the actuator is properly transmitted to one end of the drive shaft connected to the output portion of the actuator, the rotational driving force is not properly transmitted to the other end of the drive shaft away from the output portion of the actuator, thereby twisting the door leaf when the rotational driving force is transmitted from the drive shaft to the door leaf, resulting in aerodynamic loss.

[0009] For example, although one end of the door leaf receiving the rotational driving force from one end of the drive shaft can rotate to a desired extent in the closing direction, the rotational driving force transmitted from the actuator gradually decreases toward the other end of the drive shaft, and at the same time, the rotational driving force transmitted from the drive shaft gradually decreases toward the other end of the door leaf, thereby causing the door leaf to twist, wherein the other end of the door leaf is rotated approximately 5° to 15° more than one end of the door leaf.

[0010] Therefore, when the other end of the door flap is rotated less than one end of the door flap to twist the door flap, a gap is generated between the air passage in the housing and the other end of the door flap when the door flap is closed. This may cause aerodynamic losses, such as outside air passing through the gap, thereby limiting the active damper from performing its original function, namely, blocking outside air to reduce driving resistance. Summary of the Invention

[0011] The present invention is directed to solving the above-mentioned problems associated with the prior art, and an object of the present invention is to provide an active damper device for a vehicle, which has a structure in which a clutch link is connected between a drive shaft connected to an actuator and a drive link configured to rotate a door leaf, so as to allow the drive shaft and the clutch link to rotate together to transmit the rotational driving force for opening and closing the door leaf to the drive link, thereby allowing the clutch link to rotate until a set angle, and the drive shaft to further rotate an arbitrary angle from the set angle, thereby compensating for the rotation loss of the other end portion of the door leaf rotating less than one end portion of the door leaf.

[0012] In one aspect, the present invention provides an active air door device for a vehicle, the device comprising: a housing in which an air passage is formed; a door leaf that can be opened and closed in the air passage; an actuator mounted to one side of the housing; a drive shaft connected to the actuator; a clutch link, which is coupled to one end of the drive shaft and is configured to rotate together with the drive shaft until a set angle to transmit a rotational drive force to one end of the door leaf, and then allow the drive shaft to further rotate an arbitrary angle from the set angle; and a transmission link, which is coupled to the other end of the drive shaft and is configured to rotate by the same angle as the arbitrary angle when the drive shaft further rotates an arbitrary angle to transmit the rotational drive force to the other end of the door leaf.

[0013] In some embodiments, the active damper device may further include a first drive link and a second drive link, wherein the first drive link is configured to rotate the door leaf in an opening or closing direction by being hinged between the clutch link and one side of the door leaf, and the second drive link is configured to rotate the door leaf in an opening or closing direction by being hinged between the transmission link and the other side of the door leaf.

[0014] In some implementations, an external gear that meshes with an internal gear for the output of the actuator may be provided at one end of the drive shaft.

[0015] In some implementations, the clutch link may include a lower fastening tube, an upper fastening rod, and a stopper, wherein the lower fastening tube has a structure in which a first cutting surface and a second cutting surface opposite to each other are spaced apart from each other, inserted into a through hole formed in a side wall of the housing, and one end of the drive shaft is inserted into the through hole for fastening, the upper fastening rod is coupled to the first drive link by extending from the lower fastening tube, and the stopper protrudes from the outer end of the lower fastening tube.

[0016] In some implementations, the clutch link may further include an elastic pressing end that is pressed to a surface of the drive shaft at each of the first cutting surface and the second cutting surface of the lower fastening tube.

[0017] In some implementations, one end portion of the drive shaft may have a rotation compensation end formed thereon, the rotation compensation end protruding therefrom and disposed between the first cutting surface and the second cutting surface of the clutch link.

[0018] In some implementations, a peripheral portion of the through hole in the housing may have formed thereon a first rotation limiting end and a second rotation limiting end configured to limit a rotation angle of a clutch link rotating together with the drive shaft to a set angle by contacting a stopper.

[0019] In some implementations, an outer surface of the upper end portion of the upper fastening rod of the clutch link may have a first hinge fin formed thereon, and a lower end portion of the first drive link may have a first hinge hole formed therein into which the first hinge fin is inserted.

[0020] In some implementations, a first impact support rib configured to support a lower end portion of the first drive link may protrude from a position below the first hinge fin on the outer surface of the upper fastening rod.

[0021] In some implementations, a fixing link including a second hinged fin may be mounted on one side of the door panel, and an upper end portion of the first driving link may form a second hinge hole therein, into which the second hinged fin is inserted.

[0022] In some implementations, a second impact support rib configured to support the upper end of the first drive link by being inserted into a support groove formed on an inner surface of the upper end of the first drive link can protrude from a position below the second hinge fin on the fixed link.

[0023] In some implementations, when the drive shaft and the clutch link rotate together, the stopper of the clutch link may contact the first rotation limiting end or the second rotation limiting end to allow the clutch link to rotate up to a set angle of 90°.

[0024] In some embodiments, when the drive shaft and the clutch link rotate together until a set angle, and then the drive shaft is further rotated to any angle from the set angle, the drive shaft can be further rotated to any angle of 10° from the set angle due to the contact between the rotational compensation end and the first cutting surface or the second cutting surface of the clutch link.

[0025] In some implementations, a protective cover may be installed on one side of the housing, which is configured to protect one end portion of the drive shaft, the clutch link, and the first drive link.

[0026] Other aspects and exemplary implementations of the invention are discussed below.

[0027] It should be understood that the term "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, marine vessels including various boats and ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As described herein, a hybrid vehicle is a vehicle having two or more power sources, for example, a vehicle powered by both gasoline and electricity.

[0028] The above and other features of the invention are discussed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and other features of the present invention will now be described in detail with reference to certain exemplary implementations of the invention as shown in the accompanying drawings, which are given below by way of illustration only and thus do not limit the present invention.

[0030] Figure 1 is a perspective view showing an example of an active damper in the related art.

[0031] Figure 2 is a perspective view showing another example of an active damper in the related art.

[0032] Figure 3A and Figure 3B is an exploded perspective view showing an example of an active damper device for a vehicle according to the present invention.

[0033] Figure 4is a perspective view illustrating an example of a connection structure including a clutch link, a first drive link, and a flap of an active damper device.

[0034] Figure 5 It is an assembled perspective view showing the active damper device.

[0035] Figure 6 is an enlarged perspective view showing an example of a main portion of an active damper device in which a clutch link is coupled to a drive shaft.

[0036] Figure 7 2 is a rear view showing the active damper device.

[0037] Figures 8A to 8D It is along Figure 7 1 is a cross-sectional view taken along line AA, which sequentially illustrates operating states of the active damper device.

[0038] Figure 9 is a side view showing an example of a closed state of the active damper device.

[0039] Figure 10 is a side view showing an example of an open state of the active damper device.

[0040] Figure 11 It is along Figure 9 A cross-sectional view taken along line BB.

[0041] Figure 12 It is along Figure 9 A cross-sectional view taken along line CC.

[0042] In the drawings, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0043] To help understand the present invention, reference will be made to Figure 1 and Figure 2 The configuration and operation process of the active damper in the related art are described as follows.

[0044] Figure 1 The built-in active damper in the related art is shown, and Figure 2 An external type active damper in the related art is shown.

[0045] For example, Figure 1 As shown, the built-in type active damper in the related art includes an actuator 10 , a driving shaft 20 connected to an output portion of the actuator 10 , and a door blade 30 mounted to the driving shaft 20 .

[0046] like Figure 2As shown, the external active damper in the related art includes an actuator 10, a drive shaft 20 connected to the output part of the actuator 10, a door leaf 30 configured to be opened and closed at an air passage 42 in a housing 40, and a drive link configured to transmit the rotational driving force of the drive shaft 20 to the door leaf 30 by being connected between the drive shaft 20 and the door leaf 30.

[0047] The rotational driving force of the actuator 10 is properly transmitted to one end of the drive shaft 20 connected to the output portion of the actuator 10. However, because the drive shaft 20 is long, the rotational driving force of the actuator 10 may not be properly transmitted to the other end of the drive shaft 20 away from the output portion of the actuator 10.

[0048] For example, the rotational driving force F of the actuator 10 is properly transmitted to one end of the drive shaft 20, thereby allowing the one end of the drive shaft 20 to rotate at a set angle of 90 degrees. However, because the rotational driving force F of the actuator 10 may not be properly transmitted to the other end of the drive shaft 20 away from the output portion of the actuator 10, the other end of the drive shaft 20 may rotate 80 degrees, which is less than the set angle.

[0049] In some cases, although one end of the door blade 30 can be rotated by a set angle of 90° by the rotational driving force F transmitted from one end of the drive shaft 20, the other end of the door blade 30 is rotated less than 80° of the set angle by the rotational driving force F transmitted from the other end of the drive shaft 20, thereby twisting the door blade due to the rotation angle difference between one end and the other end of the door blade 30.

[0050] More specifically, although one end of the door leaf that receives the rotational driving force F from one end of the drive shaft 20 can rotate a set angle in the closing direction, the rotational driving force transmitted from the actuator 10 gradually decreases toward the other end of the drive shaft 20, and at the same time, the rotational driving force F transmitted from the drive shaft 20 gradually decreases toward the other end of the door leaf 30, causing the other end of the door leaf 30 to rotate approximately 5° to 15° less than the set angle than one end of the door leaf 30, which may cause the door leaf 30 to twist.

[0051] In a state where the door leaf 30 is twisted due to the other end portion rotating less than one end portion thereof, when the door leaf 30 is closed, a gap is generated between the air passage 42 in the housing 40 and the other end portion of the door leaf 30, resulting in aerodynamic loss, such as outside air passing through the gap, thereby limiting the door leaf 30 from performing its original function of blocking outside air to reduce driving resistance by being completely closed.

[0052] The present invention provides an active damper that is configured to allow not only one end portion of a door leaf but also the other end portion of the door leaf to be easily rotated to a fully closed position, thereby preventing a gap from being generated between an air passage in a housing and the other end portion of the door leaf when the door leaf is closed, and thus preventing aerodynamic losses such as outside air from passing through the gap.

[0053] Hereinafter, exemplary implementations of the present invention will be described in detail with reference to the accompanying drawings.

[0054] Figure 3A and Figure 3B as well as Figure 4 and Figure 5 is a perspective view showing an example of an active damper device for a vehicle according to the present invention.

[0055] In some implementations, as shown in FIG3, Figure 4 and Figure 5 As shown, the housing 100 is formed with an air passage 102 passing through the housing 100 in a front-rear direction, and a door piece 150 configured to open and close the air passage 102 is rotatably provided in the air passage 102 .

[0056] The actuator 110 is mounted on an outer surface of one side wall of the housing 100 , and a driving shaft 120 having a predetermined length is connected to the actuator 110 .

[0057] More specifically, the drive shaft 120 is arranged at a position at a predetermined distance from the rear surface portion of the door panel 150 and a predetermined height from the bottom surface of the shell 100 in the left-right direction, and one end of the drive shaft 120 passes through a through hole 104 formed in a side wall of the shell 100 to be connected to the actuator 110.

[0058] In some implementations, an internal gear 112 as an output gear is installed in an output portion of the actuator 110 , and an external gear 122 meshing with the internal gear 112 is provided at one end of the driving shaft 120 .

[0059] With this structure, the rotational force generated by the driving of the actuator 110 is output to the external gear 122 through the internal gear 112 , thereby rotating the drive shaft 120 .

[0060] Specifically, the clutch link 130 is coupled to one end portion of the driving shaft 120 to be able to rotate simultaneously.

[0061] The clutch link 130 has a structure in which the clutch link 130 rotates together with the driving shaft 120 up to a set angle to transmit a rotational driving force to one end portion of the door panel 150 , and then the driving shaft 120 further rotates an arbitrary angle from the set angle.

[0062] In some examples, the clutch link 130 may include: a lower fastening tube 133 having a structure in which a first cutting surface 131 and a second cutting surface 132 opposite to each other are spaced apart from each other; an upper fastening rod 134 extending upward from the lower fastening tube 132; and a stopper 135 protruding from an outer end of the lower fastening tube 133.

[0063] The lower fastening tube 133 of the clutch link 130 is rotatably inserted into the through hole 104 formed at one sidewall of the housing 100 , and one end portion of the driving shaft 120 is inserted to be fastened to the lower fastening tube 133 .

[0064] Here, when the drive shaft 120 rotates as the actuator 110 is driven while one end portion of the drive shaft 120 is inserted to be fastened to the lower fastening tube 133 , the lower fastening tube 33 may also rotate therewith, and ultimately the drive shaft 120 and the clutch link 130 may rotate together.

[0065] In some implementations, such as Figure 6 As shown, the first cutting surface 131 and the second cutting surface 132 of the lower fastening tube 133 can each be provided with an elastic extrusion end 136 pressed to the surface of the driving shaft 120, and the elastic extrusion end 132 is respectively formed integrally with the first cutting surface 131132 and the second cutting surface 132.

[0066] Therefore, the elastic extrusion end 136 of the lower fastening tube 133 is pressed against the surface of the drive shaft 120 by the elastic restoring force, thereby eliminating the gap between the lower fastening tube 132 and the drive shaft 120 to allow the lower fastening tube 134 to rotate easily when the drive shaft 120 rotates as the drive shaft 110 is driven, and finally when the drive shaft 120 rotates, the clutch link 130 including the lower fastening tube 133 and the upper fastening rod 134 can rotate together with it.

[0067] Here, the clutch link 130 is configured to rotate up to a set angle (for example, 90°) while rotating together with the drive shaft 120 .

[0068] In some implementations, such as Figure 4 As shown, the stopper 135 protrudes from the outer end of the lower fastening tube 133, and as shown in FIG. Figure 3A As shown, the outer peripheral portion of the through hole 104 in the housing 100 has a first rotation restricting end 106 and a second rotation restricting end 108 , which are separated from each other and contact the stopper 35 .

[0069] With this structure, when the drive shaft 120 rotates as the actuator 110 is driven, the clutch link 130 rotates therewith, but the stopper 135 of the clutch link 130 contacts the first rotation limiting end 106 or the second rotation limiting end 108, thereby limiting the rotation angle of the clutch link 130 rotating with the drive shaft 120 to a set angle.

[0070] For example, when the drive shaft 120 and the clutch link 130 rotate together, the stopper 135 of the clutch link 130 contacts the first rotation limiting end 106 or the second rotation limiting end 108 , thereby allowing the clutch link 130 to rotate up to a set angle of 90°.

[0071] On the other hand, the drive shaft 120 is configured to rotate together with the clutch link 130 up to a set angle and then further rotate by an arbitrary angle (for example, 10 degrees).

[0072] In some examples, one end portion of the drive shaft 120 has a rotation compensation end 126 protruding therefrom and disposed between a first cutting surface 131 and a second cutting surface 132 formed at a lower fastening tube 133 of the clutch link 130 .

[0073] Therefore, when the drive shaft 120 and the clutch link 130 rotate together until the set angle, when the drive shaft 120 further rotates to any angle from the set angle, the rotation compensation end 126 contacts the first cutting surface 131 or the second cutting surface 132 of the clutch link 130 to determine any angle to which the drive shaft 120 further rotates from the set angle.

[0074] For example, after one end of the drive shaft 120 and the clutch link 130 rotate together to a set angle of 90°, while the rotational driving force of the actuator 110 is continuously applied to the drive shaft 120, one end of the drive shaft 120 can be further rotated to any angle of 10° from the set angle of 90° until the rotational compensation end 126 contacts the first cutting surface 131 or the second cutting surface 132 of the clutch link 130.

[0075] Here, when one end portion of the driving shaft 120 is further rotated by any angle of 10° from the set angle of 90°, the other end portion of the driving shaft 120 may be rotated up to the set angle of 90°.

[0076] More specifically, when one end of the drive shaft 120 rotates together with the clutch link 130 to a set angle of 90°, the rotational drive force of the actuator 110 may not be properly transmitted to the other end of the drive shaft 120, which is away from the output portion of the actuator 110, thereby rotating the other end of the drive shaft 120 up to approximately 80°. However, as the drive shaft 120 continues to rotate further by an arbitrary angle of 10°, the one end of the drive shaft 120 can rotate up to 100° (90°+10°), and at the same time, the other end of the drive shaft 120 can also rotate to the set angle of 90° (80°+10°).

[0077] In some examples, such as Figure 3B As shown, the transmission link 124 is integrally fastened to the other end of the drive shaft 120, and when the other end of the drive shaft 120 is further rotated by any angle (for example, 10°), the transmission link 24 is used to transmit the rotational driving force to the other end of the door panel 150 while rotating by the same angle as the arbitrary angle.

[0078] Therefore, when one end of the drive shaft 120 rotates together with the clutch link 130, the clutch link 130 can transmit the rotational driving force to one end of the door leaf 150 while rotating at a set angle of 90°. In addition, the drive shaft 120 is further rotated by any angle (for example, 10°) from the set angle, allowing the other end of the drive shaft 120 and the transmission link 124 to rotate at a set angle of 90° (80°+10°) to transmit the rotational driving force to the other end of the door leaf 150.

[0079] In some examples, in order to transmit the rotational driving force to one end of the door leaf 150, a first drive link 141 configured to rotate one end of the door leaf 150 in an opening or closing direction can be hinged between the upper fastening rod 134 of the clutch link 130 and a fixed link 151 installed on one side of the door leaf 150, and in order to transmit the rotational driving force to the other end of the door leaf 150, a second drive link 142 configured to rotate the other end of the door leaf 150 in an opening or closing direction can be hinged between the transmission link 124 and the fixed link 151 installed on the other side of the door leaf 150.

[0080] With this structure, when the clutch link 130 rotates forward by a set angle to rotate the first drive link 141 in the closing direction, the first drive link 141 pushes one end of the door piece 150 in the closing direction, and when the transmission link 124 rotates forward by a set angle to rotate the second drive link 142 in the closing direction, the second drive link 142 pushes the other end of the door piece 150 in the closing direction. By doing so, the door piece 150 can be placed in the closed position, in which the door piece 150 closes the air passage 102 in the housing 100, as shown in FIG. Figure 9 shown.

[0081] In some examples, when the clutch link 130 rotates backward at a set angle to rotate the first drive link 141 in the opening direction, the first drive link 141 pulls one end of the door panel 150 in the opening direction, and when the transmission link 124 rotates backward at a set angle to rotate the second drive link 142 in the opening direction, the second drive link 142 pulls the other end of the door panel 150 in the opening direction. Figure 10 As shown, the door flap 150 may be placed in an open position, wherein the door flap 150 opens the air passage 102 in the housing 100 .

[0082] In some examples, such as Figure 5 As shown, a protective cover 105 is detachably mounted on one side of the housing 100 , and is configured to protect one end of the drive shaft 120 , the clutch link 130 , the first drive link 141 , and the like.

[0083] Therefore, the protective cover 105 can normally prevent foreign matter from being introduced into one end of the drive shaft 120, the clutch link 130, the first drive link 141, etc., and can be removed during maintenance of one end of the drive shaft 120, the clutch link 30, the first drive shaft 141, etc.

[0084] Here, the operation flow of the active damper device for a vehicle of the present invention having the above-mentioned structure is as follows.

[0085] In some implementations, such as Figure 8A As shown, when the door leaf 150 is in the open position (wherein the air passage 102 in the housing 100 is open), the stopper 135 of the clutch link 130 remains in contact with the first rotation limiting end 106 of the housing 100, and the rotation compensating end 126 of the drive shaft 120 remains in contact with the first cutting surface 131 of the clutch link 130.

[0086] Thereafter, when the rotational driving force is transmitted to the driving shaft 120 of the actuator 110 to close the door panel 150 , one end portion of the driving shaft 120 rotates together with the clutch link 130 up to a set angle (eg, 90°).

[0087] More specifically, since one end portion of the driving shaft 120 is inserted to be fastened to the lower fastening tube 133 of the clutch link 130, the one end portion of the driving shaft 120 rotates together with the clutch link 130. Figure 8B and Figure 8C The setting angle shown (for example 90°) and as Figure 8CAs shown, when the stopper 135 on the clutch link 130 contacts the second rotation limiting end 108 of the housing 100 , the clutch link 130 rotates only to a set angle (eg, 90°).

[0088] Here, because the rotational driving force of the actuator 110 may not be properly transmitted to the other end of the drive shaft 120 away from the output portion of the actuator 110, when one end of the drive shaft 120 and the clutch link 130 rotate together until a set angle of 90°, the other end of the drive shaft 120 rotates until about 80°.

[0089] Subsequently, after one end portion of the drive shaft 120 and the clutch link 130 rotate together to a set angle of 90°, when the rotational driving force of the actuator 110 is continuously applied to the drive shaft 120, as shown in FIG. Figure 8D As shown, one end portion of the drive shaft 120 is further rotated 10° from the 90° setting angle until the rotation compensation end 126 contacts the second cutting surface 132 of the clutch link 130 .

[0090] Meanwhile, when one end portion of the driving shaft 120 is further rotated by any angle of 10° from the set angle of 90°, the other end portion of the driving shaft 120 is rotated by the set angle of 90°.

[0091] More specifically, the rotational driving force of the actuator 110 may not be properly transmitted to the other end of the drive shaft 120, which is farther from the output portion of the actuator 110. When one end of the drive shaft 120 and the clutch link 130 rotate together to the set angle of 90°, the other end of the drive shaft 120 is only rotated to approximately 80°. However, when the drive shaft 120 continues to rotate further by any angle of 10°, the one end of the drive shaft 120 can be rotated to 100° (90°+10°), and at the same time, the other end of the drive shaft 120 can also be rotated to the set angle of 90° (80°+10°).

[0092] Therefore, when one end of the drive shaft 120 rotates together with the clutch link 130, the clutch link 130 rotates until a set angle of 90° to transmit the rotational driving force for full closing to one end of the door leaf 150 via the first drive link 141 and the fixed link 151, and together with this, the drive shaft 120 further rotates an arbitrary angle (for example, 10°) from the set angle, thereby allowing the other end of the drive shaft 120 and the transmission link 124 to rotate a set angle of 90° (80°+10°) and transmit the rotational driving force for full closing to the other end of the door leaf 150 via the second drive link 142 and the fixed link 151.

[0093] For example, when the rotational driving force generated when the clutch link 130 rotates a set angle of 90° is transmitted to one end of the door leaf 150 via the first drive link 141 and the fixed link 151, one end of the door leaf 150 can be rotated a set angle of 90° for full closure, and together with this, the drive shaft 120 is further rotated by any angle (for example, 10°) from the set angle, thereby allowing the rotational driving force generated when the other end of the drive shaft 120 and the transmission link 124 rotate 90° (80°+10°) to be transmitted to the other end of the door leaf 150 via the second drive link 142 and the fixed link 151, so that the other end of the door leaf 150 can also be rotated a set angle of 90° for full closure.

[0094] Therefore, one end and the other end of the door panel 150 rotate at the same angle for opening and closing, thereby preventing the door panel from being twisted due to the other end of the door panel rotating at an angle approximately 5° to 15° smaller than the set angle compared to one end of the door panel, which is a problem in the prior art.

[0095] In addition, one end of the door panel 150 and the other end of the door panel 150 are easily rotated to the closed position at the same angle, thereby preventing a gap from being generated between the air channel 102 in the housing 100 and the other end of the door panel 150 when the door panel is closed, thereby preventing aerodynamic losses, such as external air passing through the gap.

[0096] Therefore, to compensate for the rotation loss caused by the other end of the door flap rotating less than the one end of the door flap and failing to reach the closed position in the prior art, the clutch link 130 rotates to a set angle, and the drive shaft 120 connected to the actuator 110 further rotates to an arbitrary angle from the set angle, thereby allowing the one end of the door flap 150 and the other end of the door flap 150 to rotate to the closed position at the same angle. In addition, when the door flap 150 is closed, the air passage 102 in the housing 100 can be completely blocked without generating a gap, and thus the original function of the active damper, namely, reducing the driving resistance caused by the airflow, can be accurately performed.

[0097] refer to Figure 4 , a first hinge fin 138 is formed on an outer surface of an upper end portion of the upper fastening rod 134 of the clutch link 130, and a first hinge hole 143 is formed in a lower end portion of the first driving link 141, and the first hinge fin 138 is inserted into the first hinge hole 143.

[0098] Furthermore, at a position below the first hinge fin 138 on the outer surface of the upper fastening rod 134 , a first impact support rib 139 configured to support a lower end portion of the first drive link 141 is formed to protrude therefrom.

[0099] With this structure, even when the door 150 is closed, when a vertical external force acts on the first driving link 141, the first driving link 141 Figure 12 As shown, the first impact support rib 139 performs a buffering and supporting role to support the first driving link 142, thereby preventing damage to the first driving link 141, the first hinge fin 138, and the like.

[0100] refer to Figure 4 A fixing link 151 including a second hinged fin 152 is installed on one side of the door panel 150, and an upper end portion of the first driving link 141 is formed with a second hinge hole 144 therein, into which the second hinged fin 152 is inserted.

[0101] In addition, at a position below the second hinged fin 152 on the fixed link 151, a second impact support rib 153 configured to support the upper end of the first drive link 141 by being inserted into a support groove 145 formed in the inner surface of the upper end of the first drive link 141 is formed to protrude therefrom.

[0102] Therefore, even in the state where the door 150 is closed, when a vertical external force acts on the first driving link 141, as shown in FIG. Figure 11 As shown, the second impact support rib 153 is also inserted into the support groove 145 in the first drive link 142 to perform a buffering and supporting function to support the upper end of the first drive link 141, thereby preventing damage to the first drive link 140, the second hinged fin 152, etc.

[0103] As apparent from the above description, the present invention provides the following effects.

[0104] In some implementations, when a drive shaft connected to an actuator and a clutch link fastened to the drive shaft rotate together to transmit a rotational driving force for opening and closing the door leaf to the drive link, the clutch link rotates until a set angle, and the drive shaft further rotates an arbitrary angle from the set angle, thereby compensating for a rotational loss in which the other end of the door leaf rotates less than one end of the door leaf.

[0105] For example, in order to compensate for the rotation loss that the other end of the door leaf rotates less than one end of the door leaf and fails to reach the closed position, the clutch link is rotated until a set angle, and the drive shaft connected to the actuator is further rotated by an arbitrary angle from the set angle, allowing not only one end of the door leaf but also the other end of the door leaf to easily rotate until the closed position.

[0106] In some implementations, not only one end of the door flap, but also the other end of the door flap easily rotates until the closed position, thereby preventing a gap from being generated between the air channel in the housing and the other end of the door flap when the door flap is closed, and thus preventing aerodynamic losses, such as outside air, from passing through the gap.

[0107] In some implementations, when the damper is closed, the air passage in the housing may be completely covered to block outside air (such as traveling wind) from being introduced into the radiator, etc., thereby allowing the original function of the active damper to be performed accurately, namely, to reduce the driving resistance caused by the airflow.

[0108] Although the present invention has been described in detail with reference to one implementation, the scope of the present invention is not limited to the above implementation, and various modifications and improvements made by those skilled in the art based on the basic concept of the invention defined in the claims will also be included in the scope of the present invention.

Claims

1. An active damper device for a vehicle, wherein: The device comprises: a housing defining an air passage therein; a door configured to open and close the air passage; an actuator disposed on a first side portion of the housing; a drive shaft connected to the actuator; a clutch link coupled to the first end of the drive shaft and configured to rotate together with the drive shaft to a set angle, thereby transmitting the rotational driving force of the actuator to the first end of the door leaf, the clutch link being configured to allow the drive shaft to further rotate to any angle from the set angle; and A transmission link is coupled to the second end of the drive shaft and is configured to rotate the arbitrary angle, thereby transmitting the rotational driving force to the second end of the door panel based on the drive shaft further rotating the arbitrary angle from the set angle.

2. The device according to claim 1, wherein Further including: a first drive link hinged between the clutch link and the first side portion of the door leaf and configured to rotate the door leaf in an opening direction or a closing direction; and A second driving link is hinged between the transmission link and the second side portion of the door panel and is configured to rotate the door panel in the opening direction or the closing direction.

3. The device according to claim 1, wherein The actuator includes an internal gear configured to output the rotational driving force, The driving shaft includes an external gear disposed at an end portion of the driving shaft and meshing with the internal gear.

4. The device according to claim 2, wherein The clutch connecting rod comprises: a lower fastening tube that receives and fastens the first end portion of the drive shaft, the lower fastening tube having a first cutting surface and a second cutting surface that are opposite to and spaced apart from each other, the lower fastening tube being inserted into a through hole defined in a side wall of the housing; an upper fastening rod extending from the lower fastening tube and coupled to the first drive link; and A stopper protrudes from an outer end portion of the lower fastening tube.

5. The device according to claim 4, wherein The clutch link further includes an elastic pressing end provided at each of the first cutting surface and the second cutting surface and configured to be pressed by a surface of the drive shaft.

6. The device according to claim 4, wherein The drive shaft has a rotation compensation end that protrudes from the first end portion of the drive shaft and is disposed between the first cutting surface and the second cutting surface of the clutch link.

7. The device according to claim 4, wherein The housing includes a first rotation limiting end and a second rotation limiting end, which are arranged on the outer periphery of the through hole of the housing and are configured to contact the stopper, thereby limiting the rotation angle of the clutch link rotating together with the drive shaft to the set angle.

8. The device according to claim 4, wherein The clutch link further comprises: a first hinged fin provided on an outer surface of an upper end portion of the upper fastening rod of the clutch link, The first driving link defines a first hinge hole at a lower end portion of the first driving link, and the first hinge hole receives the first hinge fin.

9. The device according to claim 8, wherein The clutch link further includes a first impact support rib disposed below the first hinge fin on the outer surface of the upper fastening rod and configured to support the lower end portion of the first drive link.

10. The device according to claim 4, wherein Further comprising: a fixed connecting rod, which is arranged on the side of the door sheet and includes a second hinged fin, The first driving link defines a second hinge hole at an upper end portion of the first driving link, and the second hinge hole receives the second hinge fin.

11. The device according to claim 10, wherein The fixed link further includes a second impact support rib disposed at a position below the second hinged fin and configured to support the upper end portion of the first drive link, the second impact support rib protruding from the fixed link, The first drive link defines a support groove on an inner surface of the upper end portion of the first drive link, the support groove accommodating the second impact support rib.

12. The device according to claim 7, wherein The stopper of the clutch link is configured to come into contact with the first rotation restricting end or the second rotation restricting end based on the drive shaft and the clutch link rotating together, thereby allowing the clutch link to rotate to the set angle of 90°.

13. The device according to claim 6, wherein The drive shaft is configured to be further rotated by the arbitrary angle of 10° from the set angle based on the rotation compensating end contacting the first cutting surface or the second cutting surface of the clutch link.

14. The device according to claim 4, wherein Further including: A protective cover is provided on the first side portion of the housing and covers the first end portion of the drive shaft, the clutch link, and the first drive link.

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