Fan control device and method

Abstract

The invention discloses a fan control device and method. The fan control device comprises a motor, an impeller, a first adjusting mechanism and a steering shaft sleeve. A first gear is arranged outside the transmission shaft; a second gear is arranged at one end, penetrating through the interior of the impeller, of each blade; a first gear ring and a fourth gear ring are arranged on the end faces of the two sides of the steering shaft sleeve respectively, the second gear is meshed with the fourth gear ring, and the outer diameter of the first gear ring is smaller than that of the first gear. The first adjusting mechanism comprises a first transmission wheel and a first transmission gear set, the first transmission wheel is meshed with the first gear, and a first propelling mechanism and a first ratchet wheel are arranged at the two ends of the first transmission wheel respectively; a second ratchet wheel is arranged at one end of the first transmission gear set, and the other end of the first transmission gear set is meshed with the first gear ring. By changing the rotating speed of the steering shaft sleeve and adjusting the angles of the blades, the air volume is adjusted on the premise that the rotating speed is not changed, and electric energy is saved.

Description

Technical Field

[0001] The present invention relates to the technical field of fan transmission mechanisms, and in particular to a fan control device and method. Background Art

[0002] Fans are a type of general-purpose equipment with a wide range of applications. They can be divided into centrifugal, axial, mixed flow and cross flow types according to the thermal properties of air flow movement. Different types of fans can be selected according to different application scenarios and application needs.

[0003] Since the main function of the fan is to drive the flow of gas, household ventilation appliances all contain fans, which can promote air flow and achieve the purposes of improving indoor air quality, expelling polluted air, introducing fresh air or adjusting the indoor environment.

[0004] For example, exhaust fans or ventilation fans in household ventilation appliances are typically used to quickly expel polluted indoor air. The air flow rate and volume are determined by the fan's impeller speed. Faster impeller rotation results in faster air flow and greater airflow. However, conventional household exhaust fans have an upper limit on fan speed, and the impeller blades are often fixed at a fixed angle. These characteristics expose the limitation of household exhaust fans or ventilation fans in actual use, as they lack a constant upper limit on airflow.

[0005] Secondly, household exhaust fans or ventilation fans often adjust air volume only by changing the motor speed, but the blades are still fixed, which still cannot solve the problem of air volume limit. If the fan reaches the maximum speed and still cannot produce the required air volume, the fan operation time needs to be increased, which reduces the fan's practical application flexibility and increases energy consumption. Summary of the Invention

[0006] The object of the present invention is to provide a fan control device and method to solve the problems raised in the above background technology.

[0007] To achieve the above-mentioned object, the present invention provides the following technical solutions: a fan control device, comprising a motor, an impeller, a first adjustment mechanism and a steering sleeve;

[0008] A transmission shaft is connected between the motor and the impeller, a positioning sleeve is sleeved on the outside of the transmission shaft, and a first gear is provided on the outside of the transmission shaft;

[0009] A plurality of blades are rotatably provided in the impeller, and a second gear is provided at one end of the blades which passes through the interior of the impeller;

[0010] The steering sleeve is rotatably arranged inside the impeller, and the end surfaces of both sides of the steering sleeve are respectively provided with a first gear ring and a fourth gear ring, the second gear is meshed with the fourth gear ring, and the outer diameter of the first gear ring is smaller than the outer diameter of the first gear;

[0011] The first adjustment mechanism is arranged inside the positioning sleeve, and the first adjustment mechanism includes a first transmission wheel and a first transmission gear set. The first transmission wheel is meshed with the first gear, and the first propulsion mechanism and the first ratchet are respectively arranged at both ends of the first transmission wheel;

[0012] A second ratchet is provided at one end of the first transmission gear set, and the other end of the first transmission gear set is engaged with the first ring gear. The first propulsion mechanism pushes the first ratchet to engage with the second ratchet.

[0013] Preferably, it further includes a second adjustment mechanism, which is arranged inside the positioning sleeve, and includes a second transmission wheel and a second transmission gear set, the second transmission wheel is engaged with the first gear, and the second transmission wheel is provided with a second propulsion mechanism and a third ratchet at both ends respectively;

[0014] A fourth ratchet is provided at one end of the second transmission gear set, and the second propulsion mechanism pushes the third ratchet to engage with the fourth ratchet;

[0015] The first propulsion mechanism and the second propulsion mechanism are both push rod type electromagnets.

[0016] Preferably, a second gear ring is provided on one end surface of the steering sleeve, and the second transmission gear set is meshed with the second gear ring;

[0017] The outer diameter of the second gear ring is greater than the outer diameter of the first gear.

[0018] Preferably, a damping ring is provided between the steering sleeve and the impeller.

[0019] Preferably, the positioning sleeve is fixedly connected to the end face of the motor, and the first propulsion mechanism and the second propulsion mechanism are respectively fixedly connected to the positioning sleeve;

[0020] A linear bearing is arranged outside the positioning sleeve.

[0021] Preferably, the impeller is provided with tooth grooves on the outside.

[0022] Preferably, a locking mechanism is further included, wherein the locking mechanism includes a travel sleeve and a travel plate, wherein the travel sleeve is sleeved on the outside of the positioning sleeve, and the travel plate is sleeved on the outside of the linear bearing;

[0023] The travel sleeve is rotatably mounted on the outside of the travel plate, and a locking tooth is provided on the inner wall of one end of the travel sleeve. The locking tooth is slidably inserted into the tooth groove, and the length of the locking tooth is the same as the length of the tooth groove. A guide surface is provided on one end of each locking tooth;

[0024] A through hole is opened on the surface of the travel plate, and the first transmission wheel and the second transmission wheel are both inserted into the through hole;

[0025] The locking mechanism further includes a plurality of blocks, which are respectively arranged on the surfaces of the first transmission wheel and the second transmission wheel;

[0026] The outer diameter of the stopper is larger than the inner diameter of the through hole.

[0027] Preferably, a third gear ring is provided on the outside of the steering sleeve, and the third gear ring has the same outer diameter, tooth spacing and number of teeth as the tooth groove.

[0028] Preferably, a spring is provided between the stroke plate and the positioning sleeve, and a rolling bearing is provided between the stroke sleeve and the stroke plate.

[0029] Preferably, a control method for a fan control device comprises the following steps:

[0030] S1: The first propulsion mechanism pushes the first ratchet wheel to engage with the second ratchet wheel, thereby establishing a transmission connection between the steering sleeve and the first gear;

[0031] At the same time, the block located on the surface of the first transmission wheel pushes the stroke plate to move, driving the lock teeth to disengage from the third gear ring, releasing the locking state between the steering sleeve and the impeller;

[0032] S2: The first gear is engaged with the first ring gear through the first adjustment mechanism, and the difference in outer diameters between the first ring gear and the first gear drives the steering sleeve to generate a relative rotation greater than the impeller speed;

[0033] S3: Based on the relative rotation between the steering sleeve and the impeller in step S2, the steering sleeve drives the second gear to rotate via the fourth ring gear, thereby driving the blades to rotate and adjusting the windward angle;

[0034] S4: After the adjustment is completed, the first propulsion mechanism is reset, the first ratchet wheel and the second ratchet wheel are separated, and the transmission relationship between the first gear and the first ring gear is released;

[0035] The spring drives the lock teeth to insert into the third gear ring through elastic force, locking the steering sleeve and the impeller to fix the angle of the blade;

[0036] S5: The second propulsion mechanism pushes the third ratchet wheel to engage with the fourth ratchet wheel, thereby establishing a transmission connection between the steering sleeve and the first gear;

[0037] At the same time, the block located on the surface of the second transmission wheel pushes the stroke plate to move, driving the lock teeth to disengage from the third gear ring, releasing the locking state between the steering sleeve and the impeller;

[0038] S6: The first gear is engaged with the second gear ring through the second adjustment mechanism, and the difference in outer diameters between the second gear ring and the first gear drives the steering sleeve to generate a relative rotation that is less than the impeller speed;

[0039] S7: Based on the relative rotation between the steering sleeve and the impeller in step S6, the steering sleeve drives the second gear to rotate via the fourth ring gear, thereby driving the blades to rotate in the opposite direction, and adjusting the windward angle in the opposite direction;

[0040] S8: After the adjustment is completed, the second propulsion mechanism is reset, the third ratchet and the fourth ratchet are separated, and the transmission relationship between the first gear and the second ring gear is released;

[0041] The spring drives the locking teeth to insert into the third gear ring through elastic force, locks the steering sleeve and the impeller, and fixes the angle of the blade.

[0042] Compared with the prior art, the present invention has the following beneficial effects:

[0043] 1. The present invention achieves the effect of adjusting the rotation speed of the steering sleeve and changing the angle of the blade by setting a first adjustment mechanism. The first adjustment mechanism can change the rotation speed of the steering sleeve without changing the rotation speed of the impeller, thereby adjusting the angle of the blade, so that different airflow rates can be generated when the blade is running, thereby flexibly adapting to different application scenarios and application needs; secondly, it can increase the airflow while maintaining the motor speed unchanged, which can reduce the energy consumption caused by increasing the motor speed and extending the motor operation time.

[0044] 2. The present invention achieves the reverse adjustment of the blades in cooperation with the first adjustment mechanism by setting a second adjustment mechanism. The second adjustment mechanism can also adjust the speed of the steering sleeve while keeping the impeller rotating unchanged, and can drive the blades to rotate in the opposite direction. It can not only reset the blades, but also independently adjust the angle of the blades to change the air flow rate.

[0045] 3. The present invention achieves the effect of maintaining the blade angle by setting a locking mechanism. The locking mechanism can lock or release the steering sleeve and the impeller under the drive of the first adjustment mechanism or the second adjustment mechanism, thereby maintaining the position stability of the steering sleeve and avoiding the problem of blade rotation. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 This is a schematic diagram of the appearance structure of the present invention;

[0047] Figure 2 This is an exploded schematic diagram of the axial components of the present invention;

[0048] Figure 3 This is a schematic diagram of the internal cross-sectional structure of the positioning sleeve of the present invention;

[0049] Figure 4 This is an exploded schematic diagram of the impeller and steering sleeve axial components of the present invention;

[0050] Figure 5 This is a schematic diagram of the cross-sectional structure of the impeller of the present invention;

[0051] Figure 6 This is a schematic diagram of the main cross-sectional structure of the positioning sleeve of the present invention;

[0052] Figure 7 This is a schematic diagram of the position distribution structure of the positioning sleeve, the first adjustment mechanism and the second adjustment mechanism of the present invention;

[0053] Figure 8 This is a schematic diagram of the partial appearance structure of the first transmission wheel of the present invention;

[0054] Figure 9 This is a schematic diagram of the appearance and structure of the first transmission gear set of the present invention;

[0055] Figure 10 It is a schematic front view of the meshing state of the first ratchet and the second ratchet of the present invention;

[0056] Figure 11 This is a schematic diagram of the installation position of the second regulator of the present invention;

[0057] Figure 12 It is a schematic diagram of the meshing state of the first transmission gear set, the second transmission gear set and the steering shaft sleeve of the present invention;

[0058] Figure 13 It is a schematic cross-sectional view of the locking mechanism of the present invention;

[0059] Figure 14 For the present invention Figure 13 A in the middle is an enlarged structural diagram;

[0060] Figure 15 This is a schematic diagram of the cross-sectional structure of the travel sleeve of the present invention;

[0061] Figure 16 For the present invention Figure 15 Enlarged structural diagram at point B in the middle.

[0062] In the picture:

[0063] 100, motor; 110, positioning sleeve; 111, linear bearing; 120, transmission shaft; 121, first gear;

[0064] 200, impeller; 210, blade; 211, second gear; 220, tooth groove;

[0065] 300, first adjustment mechanism; 310, first transmission wheel; 311, first ratchet; 320, first propulsion mechanism; 330, first transmission gear set; 331, second ratchet;

[0066] 400, second adjustment mechanism; 410, second transmission wheel; 411, third ratchet; 420, second propulsion mechanism; 430, second transmission gear set; 431, fourth ratchet;

[0067] 500, steering shaft sleeve; 501, first ring gear; 502, second ring gear; 503, third ring gear; 504, fourth ring gear; 510, damping ring;

[0068] 600, locking mechanism; 610, stroke sleeve; 620, stroke plate; 621, through hole; 630, spring; 640, rolling bearing; 650, stopper; 660, lock tooth; 661, guide surface. DETAILED DESCRIPTION

[0069] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0070] See also Figures 1 to 16 , the present invention provides the following four embodiments:

[0071] Example 1:

[0072] See also Figures 1 to 12 A fan control device includes a motor 100, an impeller 200, a first adjustment mechanism 300 and a steering sleeve 500.

[0073] See also Figure 4 and Figure 5 A transmission shaft 120 is connected between the motor 100 and the impeller 200. A plurality of blades 210 are provided for rotation in the impeller 200. A second gear 211 is provided at one end of the blades 210 that pass through the interior of the impeller 200. The motor 100 drives the impeller 200 to rotate via the transmission shaft 120, thereby generating airflow.

[0074] The transmission shaft 120 is externally sleeved with a positioning sleeve 110, and a bearing is provided between the positioning sleeve 110 and the transmission shaft 120 to prevent the positioning sleeve 110 and the transmission shaft 120 from rotating synchronously. A first gear 121 is provided externally of the transmission shaft 120, and the first gear 121 is used to drive the first adjustment mechanism 300.

[0075] The positioning sleeve 110 is fixedly connected to the end surface of the motor 100 , and a linear bearing 111 is provided on the outside of the positioning sleeve 110 .

[0076] See also Figure 3 、 Figures 6 to 10 The first adjustment mechanism 300 is arranged inside the positioning sleeve 110. The first adjustment mechanism 300 includes a first transmission wheel 310 and a first transmission gear set 330. The first transmission wheel 310 is engaged with the first gear 121. The first propulsion mechanism 320 and the first ratchet 311 are respectively provided at both ends of the first transmission wheel 310, and a second ratchet 331 is provided at one end of the first transmission gear set 330.

[0077] It is worth noting that the first propulsion mechanism 320 is fixedly connected to the positioning sleeve 110. The first propulsion mechanism 320 is a push rod type electromagnet. The push rod type electromagnet uses an energized coil to generate a magnetic field to attract the ferromagnetic push rod to move, thereby realizing the conversion of electrical energy into linear mechanical thrust. It has the characteristics of automatic rebound and reset, millisecond-level response speed and easy control. The push rod type electromagnet is a mature existing technology and will not be elaborated on here.

[0078] The other end of the first transmission gear set 330 is engaged with the first ring gear 501 , and the first propulsion mechanism 320 pushes the first ratchet 311 to engage with the second ratchet 331 .

[0079] It is worth noting that the ratchet teeth on the surfaces of the first ratchet 311 and the second ratchet 331 are distributed in a circular array, and the engagement and disengagement of the first ratchet 311 and the second ratchet 331 play a role similar to a clutch.

[0080] Specifically, when the first propulsion mechanism 320 pushes the first transmission wheel 310 out, the first transmission wheel 310 moves along the axial direction of the first gear 121 and maintains the meshing state with the first gear 121. At this time, the first ratchet 311 at one end of the first transmission wheel 310 gradually approaches the second ratchet 331.

[0081] When the first ratchet 311 contacts the second ratchet 331 , the ratchet teeth on the surfaces of the first ratchet 311 and the second ratchet 331 mesh with each other, so that the first transmission wheel 310 and the first transmission gear set 330 establish a power relationship in mutual connection.

[0082] See also Figures 4 to 7The steering sleeve 500 is rotatably arranged inside the impeller 200, and the first gear ring 501 and the fourth gear ring 504 are respectively provided on the end surfaces of both sides of the steering sleeve 500. The second gear 211 is meshed with the fourth gear ring 504, and the outer diameter of the first gear ring 501 is smaller than the outer diameter of the first gear 121.

[0083] See also Figure 4 A damping ring 510 is provided between the steering sleeve 500 and the impeller 200. The damping ring 510 is used to generate friction force to ensure that the steering sleeve 500 can rotate synchronously with the impeller 200 under the action of the friction force.

[0084] Specifically, before the first ratchet 311 and the second ratchet 331 engage with each other, the first transmission wheel 310 rotates under the drive of the first gear 121 , and then the first transmission gear set 330 rotates under the drive of the steering shaft sleeve 500 .

[0085] However, after the first ratchet 311 and the second ratchet 331 engage with each other, the rotation of the first transmission wheel 310 and the first transmission gear set 330 is linked. Because the outer diameter of the first ring gear 501 is smaller than that of the first gear 121, when the first gear 121 rotates synchronously with the transmission shaft 120, the first gear 121, through the power transmission from the first transmission wheel 310 and the first transmission gear set 330, drives the steering sleeve 500 to rotate faster, generating positive linear acceleration along the direction of rotation of the impeller 200. In other words, relative rotation occurs between the steering sleeve 500 and the impeller 200, and the rotation speed of the steering sleeve 500 is greater than that of the impeller 200.

[0086] Cooperating with the fourth gear ring 504 on the end surface of the steering shaft sleeve 500 , the plurality of second gears 211 can be synchronously driven to rotate, thereby driving the blades 210 to rotate, thereby achieving the effect of adjusting the angle of the blades 210 .

[0087] Without changing the speed of the motor 100 or when the motor 100 reaches the maximum speed, the angle of the blade 210 is adjusted through the first adjustment mechanism 300 and the steering sleeve 500, so that the air flow rate can be adjusted by adjusting the angle of the blade 210 while the speed of the motor 100 remains unchanged.

[0088] After the angle adjustment of the blade 210 is completed, the power supply of the first propulsion mechanism 320 is cut off, and the first propulsion mechanism 320 is reset under the action of its own elastic mechanism, driving the first transmission wheel 310 to retract, separating the first ratchet 311 from the second ratchet 331, and cutting off the transmission connection between the first gear 121 and the first ring gear 501. Under the action of the damping ring 510, the steering sleeve 500 continues to rotate synchronously with the impeller 200 through friction resistance, thereby keeping the position of the blade 210 stable and the airflow constant.

[0089] It is worth noting that when the speed of the motor 100 is constant, the air flow rate is increased by changing the angle of the blade 210 through the first adjustment mechanism 300. Compared with the method of increasing the air flow rate by increasing the speed of the motor 100 while keeping the angle of the blade 210 unchanged, it is more energy-saving. It can not only break through the power limitation of the motor 100 to increase the air flow rate, but also has energy-saving characteristics, which is more conducive to practical applications.

[0090] Example 2:

[0091] Based on the content of the above embodiment 1, another embodiment is proposed:

[0092] See also Figure 3 、 Figure 7 、 Figure 11 and Figure 12 The fan control device also includes a second adjusting mechanism 400, which is arranged inside the positioning sleeve 110. The second adjusting mechanism 400 includes a second transmission wheel 410 and a second transmission gear set 430. The second transmission wheel 410 is engaged with the first gear 121. The second propulsion mechanism 420 and the third ratchet 411 are respectively provided at both ends of the second transmission wheel 410.

[0093] A fourth ratchet 431 is provided at one end of the second transmission gear set 430 , and the second propulsion mechanism 420 pushes the third ratchet 411 to engage with the fourth ratchet 431 .

[0094] The second propulsion mechanism 420 is fixedly connected to the positioning sleeve 110. The second propulsion mechanism 420 is a push rod type electromagnet, which belongs to the mature existing technology and will not be described in detail here.

[0095] See also Figure 12 A second gear ring 502 is provided on one end surface of the steering shaft sleeve 500 , and the second transmission gear set 430 is meshed with the second gear ring 502 .

[0096] The outer diameter of the second ring gear 502 is greater than the outer diameter of the first gear 121 .

[0097] It is worth noting that the first adjustment mechanism 300 and the second adjustment mechanism 400 do not operate at the same time.

[0098] Before the third ratchet 411 and the fourth ratchet 431 engage with each other, the second transmission wheel 410 rotates under the drive of the first gear 121 , and then the second transmission gear set 430 rotates under the drive of the steering shaft sleeve 500 .

[0099] However, after the third ratchet 411 and the fourth ratchet 431 engage with each other, the second transmission wheel 410 and the second transmission gear set 430 establish a linkage relationship. Because the outer diameter of the second ring gear 502 is larger than that of the first gear 121, when the first gear 121 rotates synchronously with the transmission shaft 120, the first gear 121, through the power transmission from the second transmission wheel 410 and the second transmission gear set 430, drives the steering sleeve 500 to decelerate its rotation, generating negative linear acceleration along the direction of rotation of the impeller 200. In other words, relative rotation occurs between the steering sleeve 500 and the impeller 200, and the rotation speed of the steering sleeve 500 is lower than that of the impeller 200.

[0100] Cooperating with the fourth gear ring 504 on the end face of the steering sleeve 500, the plurality of second gears 211 can be synchronously driven to rotate, thereby driving the blades 210 to rotate in the opposite direction, achieving the effect of reversely adjusting the angle of the blades 210, so that the blades 210 can be reset or the angle can be changed.

[0101] It is worth noting that the rotation direction of the transmission shaft 120 in this embodiment is the same as that of the transmission shaft 120 in the first embodiment. The second adjustment mechanism 400 is used to rotate the blade 210 in the reverse direction, serving as a reset adjustment mechanism for the blade 210 .

[0102] When the rotation direction of the transmission shaft 120 in this embodiment is opposite to that of the transmission shaft 120 in the first embodiment, the second adjustment mechanism 400 is used to change the rotation direction of the blade 210 , and the first adjustment mechanism 300 is used to reset the blade 210 .

[0103] It is worth noting that when the speed of the motor 100 is constant, the angle of the blade 210 can also be changed through the second adjustment mechanism 400 to increase the air flow. Compared with the method of increasing the air flow by increasing the speed of the motor 100 while keeping the angle of the blade 210 unchanged, it is more energy-saving. It can not only break through the power limitation of the motor 100 to increase the air flow, but also has energy-saving characteristics, which is more conducive to practical applications.

[0104] Example 3:

[0105] Based on the contents of the above-mentioned embodiment 1 and embodiment 2, another embodiment is proposed:

[0106] See also Figure 13 The impeller 200 has teeth grooves 220 formed on its exterior.

[0107] A third gear ring 503 is provided on the outside of the steering sleeve 500 . The third gear ring 503 has the same outer diameter, tooth spacing and number of teeth as the tooth groove 220 .

[0108] See also Figures 13 to 16The fan control device also includes a locking mechanism 600, which includes a stroke sleeve 610 and a stroke plate 620. The stroke sleeve 610 is sleeved on the outside of the positioning sleeve 110. A rolling bearing 640 is provided between the stroke sleeve 610 and the stroke plate 620. The stroke plate 620 is sleeved on the outside of the linear bearing 111. The linear bearing 111 is used to improve the movement smoothness of the stroke plate 620 and reduce mechanical wear and resistance.

[0109] The travel sleeve 610 is rotatably sleeved on the outside of the travel plate 620. A locking tooth 660 is provided on the inner wall of one end of the travel sleeve 610. The locking tooth 660 is slidably inserted into the tooth groove 220, and the length of the locking tooth 660 is the same as the length of the tooth groove 220. A guide surface 661 is provided at one end of the locking tooth 660. The guide surface 661 can help the locking tooth 660 to be smoothly inserted into the interior of the third gear ring 503.

[0110] A through hole 621 is formed on the surface of the travel plate 620 , and the first transmission wheel 310 and the second transmission wheel 410 are both inserted into the through hole 621 .

[0111] The locking mechanism 600 further includes a plurality of blocks 650 . The blocks 650 are respectively disposed on the surfaces of the first transmission wheel 310 and the second transmission wheel 410 . The outer diameter of the blocks 650 is greater than the inner diameter of the through hole 621 .

[0112] Specifically, when the first propulsion mechanism 320 or the second propulsion mechanism 420 is pushed out, the block 650 on the surface of the first transmission wheel 310 or the second transmission wheel 410 can push the stroke plate 620 to move along the surface of the linear bearing 111, thereby driving the stroke sleeve 610 to move, prompting the locking teeth 660 engaged between the tooth groove 220 and the third gear ring 503 to move, so that all the locking teeth 660 move into the tooth groove 220. This time, the locking teeth 660 are out of the rotation range of the third gear ring 503, so that relative rotation can be generated between the steering sleeve 500 and the impeller 200, that is, the lock is released.

[0113] See also Figure 13 A spring 630 is provided between the travel plate 620 and the positioning sleeve 110 .

[0114] Specifically, when the first propulsion mechanism 320 or the second propulsion mechanism 420 is reset, the spring 630 pushes the stroke plate 620 to reset through the elastic force, thereby driving the locking tooth 660 to be inserted from the tooth groove 220 into the third gear ring 503, and the impeller 200 and the steering sleeve 500 are limited by the locking tooth 660, so that relative rotation cannot occur between the steering sleeve 500 and the impeller 200, that is, a locked state.

[0115] The locking mechanism 600 is used to limit the relative rotation of the steering sleeve 500 when the impeller 200 rotates, thereby affecting the stability of the blades 210 .

[0116] Example 4:

[0117] Based on the above-mentioned embodiments 1 to 4, another embodiment is proposed:

[0118] A control method for a fan control device comprises the following steps:

[0119] S1: The first propulsion mechanism 320 pushes the first ratchet 311 to engage with the second ratchet 331 , thereby establishing a transmission connection between the steering sleeve 500 and the first gear 121 .

[0120] At the same time, the stopper 650 located on the surface of the first transmission wheel 310 pushes the travel plate 620 to move, driving the locking tooth 660 to disengage from the third gear ring 503 , thereby releasing the locking state between the steering sleeve 500 and the impeller 200 .

[0121] S2: The first gear 121 is meshed with the first gear ring 501 through the first adjustment mechanism 300 , and the steering sleeve 500 is driven to generate a relative rotation greater than the speed of the impeller 200 due to the outer diameter difference between the first gear ring 501 and the first gear 121 .

[0122] S3: Based on the relative rotation between the steering sleeve 500 and the impeller 200 in step S6, the steering sleeve 500 drives the second gear 211 to rotate via the fourth gear ring 504, thereby driving the blades 210 to rotate and adjusting the windward angle.

[0123] S4: After the adjustment is completed, the first propulsion mechanism 320 is reset, the first ratchet 311 and the second ratchet 331 are separated, and the transmission relationship between the first gear 121 and the first ring gear 501 is released.

[0124] The spring 630 drives the locking tooth 660 to be inserted into the third gear ring 503 through elastic force, thereby locking the steering sleeve 500 and the impeller 200 and fixing the angle of the blade 210 .

[0125] S5 : the second propulsion mechanism 420 pushes the third ratchet 411 to engage with the fourth ratchet 431 , thereby establishing a transmission connection between the steering sleeve 500 and the first gear 121 .

[0126] At the same time, the stopper 650 located on the surface of the second transmission wheel 410 pushes the travel plate 620 to move, driving the locking tooth 660 to disengage from the third gear ring 503 , thereby releasing the locking state between the steering sleeve 500 and the impeller 200 .

[0127] S6: The first gear 121 is meshed with the second gear ring 502 through the second adjustment mechanism 400 , and the steering sleeve 500 is driven to generate a relative rotation at a speed lower than the impeller 200 due to the outer diameter difference between the second gear ring 502 and the first gear 121 .

[0128] S7: Based on the relative rotation between the steering sleeve 500 and the impeller 200 in step S6, the steering sleeve 500 drives the second gear 211 to rotate via the fourth gear ring 504, thereby driving the blades 210 to rotate in the opposite direction, and adjusting the windward angle in the opposite direction.

[0129] S8: After the adjustment is completed, the second propulsion mechanism 420 is reset, the third ratchet 411 and the fourth ratchet 431 are separated, and the transmission relationship between the first gear 121 and the second ring gear 502 is released.

[0130] The spring 630 drives the locking tooth 660 to be inserted into the third gear ring 503 through elastic force, thereby locking the steering sleeve 500 and the impeller 200 and fixing the angle of the blade 210 .

[0131] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

Claims

1. A fan control device, characterized in that: It comprises a motor (100), an impeller (200), a first adjustment mechanism (300) and a steering sleeve (500); A transmission shaft (120) is connected between the motor (100) and the impeller (200), a positioning sleeve (110) is sleeved on the outside of the transmission shaft (120), and a first gear (121) is provided on the outside of the transmission shaft (120); A plurality of blades (210) are rotatably provided in the impeller (200), and a second gear (211) is provided at one end of the blades (210) that penetrates the interior of the impeller (200); The steering sleeve (500) is rotatably arranged inside the impeller (200), and the end surfaces on both sides of the steering sleeve (500) are respectively provided with a first gear ring (501) and a fourth gear ring (504), the second gear (211) is meshed with the fourth gear ring (504), and the outer diameter of the first gear ring (501) is smaller than the outer diameter of the first gear (121); The first adjustment mechanism (300) is arranged inside the positioning sleeve (110), and the first adjustment mechanism (300) includes a first transmission wheel (310) and a first transmission gear set (330). The first transmission wheel (310) is meshed with the first gear (121), and a first propulsion mechanism (320) and a first ratchet (311) are respectively arranged at both ends of the first transmission wheel (310); A second ratchet (331) is provided at one end of the first transmission gear set (330), and the other end of the first transmission gear set (330) is meshed with the first gear ring (501). The first propulsion mechanism (320) pushes the first ratchet (311) to mesh with the second ratchet (331).

2. A fan control device according to claim 1, characterized in that: The invention also includes a second adjustment mechanism (400), the second adjustment mechanism (400) is arranged inside the positioning sleeve (110), the second adjustment mechanism (400) includes a second transmission wheel (410) and a second transmission gear set (430), the second transmission wheel (410) is meshed with the first gear (121), and the second transmission wheel (410) is provided with a second propulsion mechanism (420) and a third ratchet (411) at both ends thereof; A fourth ratchet (431) is provided at one end of the second transmission gear set (430), and the second propulsion mechanism (420) pushes the third ratchet (411) to engage with the fourth ratchet (431); The first propulsion mechanism (320) and the second propulsion mechanism (420) are both push rod type electromagnets.

3. A fan control device according to claim 2, characterized in that: A second gear ring (502) is provided on one end surface of the steering shaft sleeve (500), and the second transmission gear set (430) is meshed with the second gear ring (502); The outer diameter of the second gear ring (502) is greater than the outer diameter of the first gear (121).

4. A fan control device according to claim 3, characterized in that: A damping ring (510) is provided between the steering sleeve (500) and the impeller (200).

5. A fan control device according to claim 3, characterized in that: The positioning sleeve (110) is fixedly connected to the end surface of the motor (100), and the first propulsion mechanism (320) and the second propulsion mechanism (420) are respectively fixedly connected to the positioning sleeve (110); A linear bearing (111) is provided outside the positioning sleeve (110).

6. A fan control device according to claim 5, characterized in that: The impeller (200) is provided with tooth grooves (220) on the outside.

7. A fan control device according to claim 6, characterized in that: The locking mechanism (600) further comprises a travel sleeve (610) and a travel plate (620); the travel sleeve (610) is sleeved on the outside of the positioning sleeve (110), and the travel plate (620) is sleeved on the outside of the linear bearing (111); The travel sleeve (610) is rotatably sleeved on the outside of the travel plate (620), and a locking tooth (660) is provided on the inner wall of one end of the travel sleeve (610). The locking tooth (660) is slidably inserted into the tooth groove (220), and the length of the locking tooth (660) is the same as that of the tooth groove (220). A guide surface (661) is provided on one end of each locking tooth (660); A through hole (621) is provided on the surface of the travel plate (620), and the first transmission wheel (310) and the second transmission wheel (410) are both inserted into the through hole (621); The locking mechanism (600) further includes a plurality of blocks (650), wherein the blocks (650) are respectively arranged on the surfaces of the first transmission wheel (310) and the second transmission wheel (410); The outer diameter of the stopper (650) is greater than the inner diameter of the through hole (621).

8. A fan control device according to claim 7, characterized in that: A third gear ring (503) is provided on the outside of the steering sleeve (500), and the third gear ring (503) has the same outer diameter, tooth spacing and number of teeth as the tooth groove (220).

9. A fan control device according to claim 8, characterized in that: A spring (630) is provided between the stroke plate (620) and the positioning sleeve (110), and a rolling bearing (640) is provided between the stroke sleeve (610) and the stroke plate (620).

10. A control method for a fan control device according to any one of claims 1 to 9, characterized in that: The steps include: S1: The first propulsion mechanism (320) pushes the first ratchet (311) to engage with the second ratchet (331), thereby establishing a transmission connection between the steering sleeve (500) and the first gear (121); At the same time, the stopper (650) located on the surface of the first transmission wheel (310) pushes the travel plate (620) to move, driving the locking tooth (660) to disengage from the third gear ring (503), thereby releasing the locking state between the steering sleeve (500) and the impeller (200); S2: The first gear (121) is meshed with the first gear ring (501) through the first adjustment mechanism (300), and the steering sleeve (500) is driven to generate relative rotation at a speed greater than the speed of the impeller (200) due to the difference in outer diameters between the first gear ring (501) and the first gear (121); S3: Based on the relative rotation between the steering sleeve (500) and the impeller (200) in step S2, the steering sleeve (500) drives the second gear (211) to rotate via the fourth gear ring (504), thereby driving the blades (210) to rotate and adjusting the windward angle; S4: After the adjustment is completed, the first propulsion mechanism (320) is reset, the first ratchet (311) and the second ratchet (331) are separated, and the transmission relationship between the first gear (121) and the first ring gear (501) is released; The spring (630) drives the locking tooth (660) to be inserted into the third gear ring (503) through elastic force, thereby locking the steering sleeve (500) and the impeller (200) and fixing the angle of the blade (210); S5: The second propulsion mechanism (420) pushes the third ratchet (411) to engage with the fourth ratchet (431), thereby establishing a transmission connection between the steering sleeve (500) and the first gear (121); At the same time, the stopper (650) located on the surface of the second transmission wheel (410) pushes the travel plate (620) to move, driving the locking tooth (660) to disengage from the third gear ring (503), thereby releasing the locking state between the steering sleeve (500) and the impeller (200); S6: The first gear (121) is meshed with the second gear ring (502) through the second adjustment mechanism (400), and the steering sleeve (500) is driven to generate relative rotation at a speed lower than the impeller (200) due to the difference in outer diameters between the second gear ring (502) and the first gear (121); S7: Based on the relative rotation of the steering sleeve (500) and the impeller (200) in step S6, the steering sleeve (500) drives the second gear (211) to rotate via the fourth gear ring (504), thereby driving the blades (210) to rotate in the opposite direction, and adjusting the windward angle in the opposite direction; S8: After the adjustment is completed, the second propulsion mechanism (420) is reset, the third ratchet (411) and the fourth ratchet (431) are separated, and the transmission relationship between the first gear (121) and the second ring gear (502) is released; The spring (630) drives the locking tooth (660) to be inserted into the third gear ring (503) through elastic force, thereby locking the steering sleeve (500) and the impeller (200) and fixing the angle of the blade (210).

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