Louver driving mechanism

Abstract

The invention relates to a louver driving mechanism which comprises a frame body defined by a cross beam and a plurality of louver blades movably installed in the frame body, the two ends of each louver blade are connected with driving units through assembling parts, the driving units located on the same side achieve synchronous movement through a pull rod matching mechanism, and a driving mechanism is arranged in the cross beam. The driving mechanism is in transmission connection with a driving switching structure, and the driving switching structure controls the driving unit to drive the louver blades to move transversely or rotate. The shutter driving mechanism solves the technical problems that a shutter driving structure in an existing shutter awning is unstable in technology, high in manufacturing cost, complex in transmission system, large in occupied space and the like.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of outdoor sunshade products, and particularly relates to a shutter driving mechanism. BACKGROUND

[0002] To meet the market demand for outdoor shutter canopy products, a variety of structural forms of shutter canopy devices have emerged on the market. For example, a typical structure is disclosed in Chinese Invention Patent CN219671902U, entitled "Rotatable and telescopic shutter sunshade", which comprises a plurality of vertical columns, a horizontal base plate, a longitudinal base plate, and shutter blades. The two ends of the shutter blades are provided with connecting rods, and the connecting rods are connected to the base plate frame composed of the horizontal base plate and the longitudinal base plate. The device is also equipped with a shutter rotation driving mechanism and a shutter movement driving mechanism, wherein the shutter rotation driving mechanism comprises a main rotation driving assembly, a main transmission rod, and a slave rotation transmission assembly.

[0003] However, the existing technology still has the following technical defects: 1. The main transmission rod adopts a hexagonal cross-section design and is connected to the rotation transmission assembly with a hexagonal hole through a clamping mode. Under the condition of long-term load bearing, this connection form is easy to cause the transmission rod to produce deflection deformation, thereby affecting the transmission accuracy of the moving parts, and even causing system operation failure in severe cases. In addition, due to the large span of the transmission rod, the transmission assemblies do not respond consistently during movement, often showing that the near-end shutter has executed the action, while the far-end shutter has not responded, which seriously affects the overall coordination and use effect of the product. At the same time, this structure relies on the output torque of the main transmission rod to realize the opening and closing action of the shutter blades. In order to overcome the internal friction of the system and realize the linkage of multiple blades, a larger torque needs to be provided by the driving element, which not only increases the requirements for the driving parts, but also leads to increased energy consumption; 2. The structure is equipped with two independent driving devices for controlling the horizontal movement and turning operation of the shutter blades, which leads to a complex transmission system structure, large space occupation, and increased manufacturing cost; 3. Lack of emergency operation capability in the case of power failure, which limits its use in scenarios without external power supply; 4. The overall structure design is not conducive to on-site installation, and the transportation cost is relatively high; 5. The cooperation between the slave rotation transmission assembly and the main transmission rod is unstable, which easily leads to the disengagement of the transmission wheel from the track, affecting the reliability and service life of the system. SUMMARY

[0004] The present application provides a shutter driving mechanism to solve the above technical problems.

[0005] In order to achieve the above object, the technical scheme adopted by the present application is as follows: A shutter driving mechanism, comprising a frame formed by a cross beam and a plurality of shutter blades movably installed in the frame, both ends of the shutter blade are connected with a driving unit through an assembling part, the driving units on the same side are connected through a pull rod cooperation mechanism to realize synchronous movement, a driving mechanism is arranged in the cross beam, the driving mechanism is in transmission connection with a driving switch structure, the driving unit drives the shutter blade to move horizontally or rotate through the driving switch structure.

[0006] Preferably, both sides of the driving unit are provided with pulleys, a guide rail assembly is arranged in the cross beam along the moving direction of the driving unit, the driving unit and the guide rail assembly are in sliding cooperation, the guide rail assembly comprises a first limiting part for limiting the horizontal movement of the driving unit and a second limiting part for limiting the longitudinal movement of the driving unit.

[0007] Preferably, the pull rod cooperation mechanism comprises a synchronous wheel arranged on one side of the driving unit, the synchronous wheel is in transmission connection with the shutter blade, a connecting rod link sleeve is rotatably arranged on the synchronous wheel, the connecting rod link sleeve can be displaced correspondingly with the rotation of the synchronous wheel, and the mechanism further comprises a long connecting rod, the long connecting rod penetrates through the connecting rod link sleeve on the same side, and a plurality of shutter blades are in transmission connection through cooperation with the connecting rod link sleeve.

[0008] Preferably, the driving switch structure comprises a transmission rod in transmission connection with the driving mechanism and a power shaft sleeve movably arranged on the transmission rod, a first transmission wheel and a second transmission wheel are arranged on the power shaft sleeve, the first transmission wheel is used for driving the shutter blade to move horizontally, the second transmission wheel is used for driving the shutter blade to rotate, and the power shaft sleeve is provided with a connecting mechanism for being in transmission connection with the first transmission wheel or the second transmission wheel.

[0009] Preferably, the shutter blade and the driving unit are in detachable connection through the assembling part, the assembling part comprises a shutter fixed end fixedly connected with the shutter blade and a driving fixed end fixedly connected with the driving unit, a mounting groove for inserting the driving fixed end is formed in one side of the shutter fixed end, the shutter fixed end and the driving fixed end are fixedly connected with each other through the mounting groove, and a locking mechanism is arranged at the joint of the two.

[0010] Preferably, a connecting hole for penetrating the long connecting rod is arranged on the connecting rod link sleeve, limiting parts are arranged at the upper and lower ends of the connecting rod link sleeve, and a safety mechanism for limiting the long connecting rod is arranged in the limiting part.

[0011] Preferably, the connecting rod link sleeve is arranged on the outer surface of the synchronous wheel and is in a position other than 90° or 180° with the wheel center.

[0012] Preferably, the drive switching structure further includes a resistance device, which is used to increase the friction between the power shaft sleeve and the first transmission wheel and the second transmission wheel. When the first transmission wheel or the second transmission wheel is connected to the drive unit, the resistance device axially limits the first transmission wheel and the second transmission wheel on the power shaft sleeve.

[0013] Preferably, the crossbeam is provided with a manual / automatic switching control mechanism. The manual / automatic switching control mechanism includes a drive shaft, an automatic drive mechanism, and a manual drive mechanism. The drive shaft is provided with a clutch device that can slide along its axial direction. The clutch device includes a sleeve that is radially limited on the drive shaft. The two ends of the sleeve are respectively provided with an automatic connection end for transmission connection with the automatic drive mechanism and a manual connection end for transmission connection with the manual drive mechanism. By sliding the sleeve axially, transmission connection with the automatic drive mechanism or the manual drive mechanism can be selectively established.

[0014] Preferably, the drive shaft is rotatably mounted inside a crossbeam for driving louvers disposed in the crossbeam. The surface of the drive shaft is machined with a long keyway, and the sleeve is provided with a connecting key that mates with the long keyway. The sleeve and the drive shaft achieve axial relative sliding and circumferential torque transmission through the engagement of the key and the long keyway.

[0015] Compared with existing technologies, this invention has the following advantages through the above technical solution: 1. By using a long connecting rod that runs through all the connecting sleeves, the rotational motion of the synchronous wheel is uniformly converted into the linear displacement of multiple louvers. This rigid linkage mechanism ensures that all louvers can achieve precise synchronous movement during unfolding and retraction, effectively solving the problem of delayed end response caused by excessive length and deflection deformation of traditional transmission rods; furthermore, this structure utilizes the lever principle of the synchronous wheel and connecting rod to efficiently convert the rotational motion of the drive unit into linear traction on the long connecting rod. This transmission method saves effort and significantly reduces the torque required to drive the louvers, thus allowing the use of a smaller, lower-cost drive motor, achieving energy saving and consumption reduction; at the same time, the use of the synchronous wheel and connecting sleeve avoids the hard force concentration points present in traditional X-shaped hinge linkage mechanisms. The force on each component is uniform, greatly reducing the risk of fatigue damage and improving the mechanical durability and long-term operational reliability of the entire system. In summary, the above method solves the technical problems of instability and high manufacturing cost of existing louver drive structures.

[0016] The louvered awning achieves both lateral movement and rotation via a single drive mechanism (a transmission rod and an axially movable power bushing). This eliminates the need for an additional drive unit, significantly simplifying the overall transmission structure and reducing the complexity and number of parts. By eliminating a complete drive motor and corresponding control unit, material costs are directly reduced, assembly processes are simplified, and production time is decreased, thereby significantly lowering the overall manufacturing cost of the product. This solves the technical problem of existing louvered awnings requiring two independent drive units to drive the lateral movement and rotation of the louvers, resulting in a complex transmission system, large space occupation, and high manufacturing costs.

[0017] By installing a clutch device on the drive shaft, and controlling the axial movement of the clutch device on the drive shaft to connect with the automatic drive mechanism and the manual drive mechanism respectively, the manual and automatic modes can be switched. This allows the awning to be driven by both a manual handle and a drive motor, achieving the purpose of integrated manual and electric drive. This effectively expands the application range of the awning and solves the technical problem of existing awnings being able to continue to be used in the event of power outages or unstable power supply while maintaining the advantages of automation.

[0018] By setting up an assembly section to allow for the detachable connection of the drive unit and louvers located in the crossbeam, the louvers and crossbeam are modularized. When transportation is required, the crossbeam and louver sections can be packaged as separate components, effectively reducing packaging volume and transportation costs. During on-site installation, installers only need to insert the drive fixing end into the mounting groove of the louver fixing end and then fix it with a simple locking mechanism such as locking bolts. The whole process is simple and quick, requiring no complicated tools and can be operated by a single person, greatly improving installation efficiency. Furthermore, by using a matching large and small end to fasten the louver fixing end and the drive fixing end, combined with bolt locking, a strong mechanical connection is formed, ensuring that the power of the drive unit can be stably and accurately transmitted to the louvers, guaranteeing the smoothness and reliability of the louver adjustment process.

[0019] By incorporating a guide rail assembly that slides within the crossbeam and engages with the drive unit, and integrating a first limiting mechanism and a second limiting mechanism within this assembly, the lateral (left-right offset) and longitudinal (up-down disengagement) movements of the pulleys on the drive unit are restricted, respectively. This achieves omnidirectional constraint on the pulleys in four directions (up, down, left, and right), restricting their movement only along the guide rails. This structure significantly enhances the stability of the engagement between the pulleys and the guide rails, effectively preventing the drive unit from detaching from the guide rails and solving the technical problem of pulley derailment caused by unstable engagement between the rotary transmission assembly and the main transmission rod in existing louvered awnings. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the beam structure of the present invention; Figure 3 For the present invention Figure 2 A magnified structural diagram of point A; Figure 4 This is a schematic diagram of the internal structure of the beam of the present invention; Figure 5 This is a schematic diagram of the internal side view of the beam structure of the present invention; Figure 6 This is a schematic diagram of the tie rod engagement mechanism of the present invention; Figure 7 For the present invention Figure 6 A magnified structural diagram of section B; Figure 8 This is a partially enlarged top view of the tie rod engagement mechanism of the present invention; Figure 9 This is a side view of the connection structure of each drive unit of the present invention; Figure 10 This is a schematic diagram of the connection structure between the drive unit and the louver blades of the present invention; Figure 11 This is a schematic diagram of the connecting sleeve structure of the present invention; Figure 12 This is a schematic cross-sectional view of the connecting sleeve of the present invention; Figure 13 This is a schematic diagram of the transmission connection structure between the outer frame and the louver blades of the present invention; Figure 14 For the present invention Figure 13 A magnified structural diagram at point C; Figure 15 This is a side view of the transmission connection between the outer frame and the louver blades of the present invention. Figure 16 This is a schematic diagram of the drive switching structure of the present invention; Figure 17 This is an exploded view of the drive switching structure of the present invention; Figure 18 This is a cross-sectional view of the drive switching structure of the present invention; Figure 19This is a schematic diagram of the assembly structure of the present invention; Figure 20 This is an exploded view of the assembly part of the present invention; Figure 21 This is a side sectional view of the beam structure of the present invention; Figure 22 This is a schematic diagram of the automatic connection end and automatic drive mechanism in their separated state according to the present invention; Figure 23 This is a schematic diagram of the connection state structure between the automatic connection end and the automatic drive mechanism of the present invention; Figure 24 For the present invention Figure 23 A partially enlarged structural diagram; Figure 25 This is a schematic diagram of another manual / automatic switching control mechanism of the present invention; Figure 26 This is a schematic diagram of the arrangement of another manual and automatic switching control mechanism of the present invention; Figure 27 This is a schematic diagram of the automatic connection end and automatic drive mechanism of another manual and automatic switching control mechanism of the present invention in a separated state. Figure 28 This is a schematic diagram of the assembly part, louvers, and drive unit in the cooperative state of the present invention. The invention reference information is as follows: 1. Crossbeam; 2. Drive unit; 3. Louver; 4. Assembly part; 5. Drive shaft; 6. Clutch device; 7. Drive mechanism; 8. Transmission rod; 101. Guide rail frame; 102. Guide rail; 103. Side plate; 104. Baffle; 105. Upper guide part; 106. Limiting groove; 107. Extension part; 108. Guide part; 109. Guide column; 201. Pulley; 202. Slide groove; 203. Rotating shaft; 204. Synchronous pulley; 205. Connecting rod sleeve; 206. Long connecting rod; 207. Limiting part; 208. Positioning hole; 209. Through groove; 301. Assembly hole; 401. Louver fixing end; 402. Drive fixing end; 403. Blind hole; 405. Quick release slot; 601. Sleeve; 602. Automatic connection end; 60 3. Manual connection end; 605. Mounting base; 606. Connecting plate; 607. Gear shaft; 608. Guide part; 609. Bevel gear; 611. Handle connection; 612. Push rod; 613. First guide block; 614. Positioning ball; 615. Second guide block; 616. Bearing seat; 617. Abutment part; 618. Return spring; 619. Handle; 620. Annular groove; 621. Driven gear; 622. Upper pulley; 623. Foot tube; 624. Lower pulley; 625. Hand lever; 701. Drive gear; 801. Power shaft sleeve; 802. First transmission wheel; 803. Second transmission wheel; 804. Positioning key; 805. Positioning groove; 806. Baffle; 807. Pulley; 808. Spring retaining ball; The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The following will refer to the appendices in the embodiments of the present invention. Figures 1-28 The technical solutions in the embodiments of the present invention are clearly and completely described herein. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0023] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0024] Furthermore, the use of terms such as "first" and "second" in this invention is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0025] like Figures 1-24 As shown: A louver drive mechanism includes a plurality of louver blades 3 enclosed by crossbeams 1 and movably installed in a frame. The frame constituting the louver awning is composed of four crossbeams 1. The two ends of the louver blades 3 are connected to drive units 2 through assembly parts 4. The drive units 2 are arranged in two crossbeams that allow the drive units 2 to move back and forth. The drive units 2 located on the same side achieve synchronous movement through a tie rod cooperation mechanism. A drive mechanism 7 is provided in the crossbeams 1. The drive mechanism 7 is connected to a drive switching structure. The drive switching structure controls the drive units 2 to drive the louver blades 3 to move laterally or rotate.

[0026] like Figures 2-5 As shown: The drive unit 2 is provided with pulleys 201 on both sides. In this embodiment, the drive unit 2 is provided with a rotating shaft at both the front and rear ends of the bottom. The pulleys 201 are installed on both sides of the rotating shaft, so that the drive unit 2 forms a four-wheel structure. The four-wheel structure, together with two guide rails, can increase the stability during the driving process. The crossbeam 1 is provided with a guide rail assembly along the direction of movement of the drive unit 2. The function of the guide rail assembly is to provide guidance for the drive unit, and also to facilitate the smoother sliding of the drive unit 2. The drive unit 2 and the guide rail assembly slide together. The guide rail assembly includes a first limiting part for limiting the lateral movement of the drive unit and a second limiting part for limiting the longitudinal movement of the drive unit.

[0027] By setting a guide rail assembly that slides within the crossbeam 1 to engage with the drive unit 2, and integrating a first limiting mechanism and a second limiting mechanism within this guide rail assembly, the lateral movement (left-right offset) and longitudinal movement (up-down disengagement) of the pulley 201 on the drive unit 2 are respectively restricted. This achieves omnidirectional constraint on the pulley 201 in four directions (up, down, left, and right), allowing it to move only along the guide rail. This structure significantly enhances the stability of the engagement between the pulley 201 and the guide rail 102, effectively preventing the drive unit 2 from disengaging from the guide rail 102, and solving the technical problem of pulley derailment caused by unstable engagement between the rotary transmission assembly and the main transmission rod in existing louvered awnings.

[0028] like Figures 2-5As shown: The first limiting part includes a guide rail frame 101, which serves to support and divide the space. The guide rail frame 101 is provided with several guide rails 102. In this embodiment, two sets of guide rails 102 are provided, respectively arranged on both sides of the guide rail frame 101 and integrally formed with it. Side plates 103 are installed between adjacent guide rails 102. Both sides of the side plates 103 extend upwards at inclined angles, with baffles 104 for abutting against the inner side of the pulley 201. The baffles 104 and the side plates 103 are integrally die-cast. To ensure strength, the side plates 103 can be made of metal, such as steel.

[0029] like Figures 2-5 As shown: The second limiting part includes an upper guide part 105 disposed on the inner wall of at least one side of the crossbeam 1, and the upper guide part 105 and the crossbeam 1 are integrally formed. The upper guide part 105 and the guide rail 102 are correspondingly disposed to ensure that they can be properly inserted into the sliding groove to achieve upper and lower limiting. A limiting groove 106 is formed between the upper guide part 105, the guide rail 102 and the inner wall of the crossbeam 1. In this embodiment, the limiting groove 106 is disposed on the right side inside the crossbeam 1. The right wheel of the drive unit 2 can be restricted in the limiting groove 106, thereby increasing the stability during the activity process.

[0030] like Figures 2-5 As shown: When the drive unit 2 is movably installed in the crossbeam 1, at least one pulley 201 is locked in the limiting groove 106 and the outer side of the pulley 201 corresponds to the inner wall of the crossbeam 1, and the inner side of the pulley 201 corresponds to the baffle 104.

[0031] like Figures 2-5 As shown: The upper guide portion 105 includes an extension portion 107 protruding from the inner wall of the crossbeam 1 and a guide portion 108 located below the extension portion 107. The upper guide portion 105 is generally L-shaped. The guide portion 108 has a guide post 109 at its end. The guide post 109 and the guide rail 102 are vertically corresponding and extend along the horizontal direction of the guide rail 102. The outer surfaces of the guide post 109 and the guide rail 102 are both arc-shaped surfaces that match the arc-shaped groove 202 of the pulley 201 to reduce friction and facilitate sliding.

[0032] like Figures 2-5 As shown: A groove 202 is provided on the pulley 201, and the guide post 109 and the guide rail 102 are located at the upper and lower ends of the groove 202 respectively, and cooperate with the groove 202 to limit the movement.

[0033] In summary, when the drive unit 2 of the present invention is installed inside the crossbeam 1, the sliding grooves 202 on its two side pulleys 201 form a sliding engagement with the guide rail 102, achieving initial positioning and allowing the pulleys 201 to move smoothly along the guide rail 102. Furthermore, a side plate 103 is provided between adjacent guide rails 102, with baffles 104 extending upwards on both sides of the side plate 103, respectively located inside the pulleys 201 on both sides of the drive unit 2. When the pulleys 201 shift left or right, the baffles 104 can abut against the pulleys 201, thereby constraining the lateral displacement of the pulleys 201.

[0034] Meanwhile, an upper guide portion 105 is correspondingly provided above at least one side of the guide rail 102. This upper guide portion 105 cooperates with the guide rail 102 in the vertical direction and extends into the groove 202 of the pulley 201, forming a longitudinal limit on the pulley 202 and preventing the pulley 202 from detaching from the guide rail 102. Through the above structure, the pulley 202 is always effectively guided and restricted during operation, ensuring the reliability and safety of the transmission process.

[0035] like Figures 6-12 As shown: The linkage structure includes multiple regularly arranged louver blades 3 and a drive unit 2 that provides power to these blades. A synchronous pulley 204 is provided on one side of the drive unit 2. The synchronous pulley 204 is connected to the louver blades 3. A connecting rod sleeve 205 is rotatably mounted on the synchronous pulley 204. The connecting rod sleeve 205 can be displaced accordingly with the rotation of the synchronous pulley 204. It also includes a long connecting rod 206, which passes through the connecting rod sleeve 205 on the same side. The long connecting rod 206 is connected to the multiple louver blades 3 through the linkage with the connecting rod sleeve 205. The above structure integrates the dispersed drive units into a linkage whole through a rigid long connecting rod 206, forming a mechanical structure with high synchronization, thereby avoiding the problem of asynchronous movement caused by traditional independent drive or flexible transmission.

[0036] like Figures 6-12 As shown: The connecting rod sleeve 205 is provided with a connecting hole for the long connecting rod 206 to pass through. The upper and lower ends of the connecting rod sleeve 205 are provided with limiting parts 207, which are integrated or separate. The limiting parts 207 are provided with a safety mechanism for limiting the long connecting rod 206. By setting the safety mechanism, the reliability and accuracy of the connection between the long connecting rod 206 and the connecting rod sleeve 205 are ensured. The design of the limiting parts 207 and the built-in safety mechanism not only provides the necessary motion guidance, but also adds a layer of safety redundancy. It ensures that the long connecting rod will not separate from the transmission kit under long-term vibration or accidental external force interference, thereby improving the safety and durability of the system.

[0037] like Figures 11-12As shown, the safety mechanism includes a spring-loaded ball structure movably disposed within the limiting part 207. A positioning hole 208 is provided on the long connecting rod 206 to mate with the spring-loaded ball structure. Specifically, the spring-loaded ball structure is movably disposed within the internal space of the limiting part 207. Correspondingly, positioning holes 208, matching the number and action points of the spring-loaded balls, are pre-machined at corresponding axial positions on the long connecting rod 206. These positioning holes can be blind holes or through holes, and their diameter is adapted to the ball-loaded ball structure.

[0038] like Figure 12 As shown: The limiting part 207 is provided with a through groove 209 that communicates with the connecting hole. The spring retaining ball structure includes a spring 210 provided in the through groove 209 and a retaining ball 211 provided at the end of the spring 210. When the long connecting rod 206 is installed into the connecting rod connecting sleeve 205, the retaining ball 211 is pressed into the through groove 209. When the retaining ball 211 is aligned with the positioning hole 208, the spring 210 pushes the retaining ball 211 into the positioning hole 208.

[0039] The spring-loaded ball joint is a simple, reliable, and cost-effective mechanical locking solution that is currently in use. It provides a clear tactile feedback when the parts are in place, while the continuous clamping force of the spring 210 prevents the long connecting rod 206 from moving unintended axially within the sleeve, thus ensuring the accuracy of the transmission position.

[0040] To more clearly illustrate its working mechanism, the limiting part 207 has a through groove 209 that communicates with the connecting hole. The spring-loaded ball structure specifically consists of a spring 210 housed within the through groove 209 and a ball 211 located at the end of the spring, partially protruding from the through groove. During assembly, the long connecting rod 206 is inserted into the connecting hole, its outer surface pressing against the ball 211, causing it to retract completely into the through groove 209 against the spring force. When the long connecting rod 206 moves until its positioning hole 208 aligns with the ball 211, the preload of the spring 210 is released, pushing the ball 211 out partially and locking it into the positioning hole 208, forming a mechanical interlock.

[0041] like Figures 6-9As shown, the connecting sleeve 205 is disposed on the outer circumference of the synchronous pulley 204, and the line connecting its center to the center of the synchronous pulley forms a predetermined angle with the horizontal reference line. The connecting sleeve 205 is not located at the conventional 90° or 180° position, but is preferably arranged at an angle of 45° or 50° between the line connecting the pulley centers and the horizontal direction. Simultaneously, when the synchronous pulley 204 is in the starting and stopping states, the connecting sleeve 205 on it is always at this angled position. This installation angle can provide a better horizontal component force to the connecting sleeve during the rotation of the synchronous pulley, thereby more efficiently converting rotational motion into horizontal linear motion. This structure not only improves transmission efficiency but also significantly reduces the starting torque and running torque requirements of the drive motor. At the same time, the reasonable arrangement enhances the mechanism's horizontal constraint capability and suppresses unnecessary displacement of the long connecting rod 206.

[0042] like Figures 6-9 As shown: A mounting hole is provided on one side of the synchronous pulley 204. The connecting rod sleeve 205, near the synchronous pulley 204, has a plug-in part 212 for insertion into the mounting hole. The plug-in part 212 rotatably engages with the mounting hole, and the other end of the plug-in part 212 is axially fixed by fasteners such as nuts or retaining rings to prevent it from falling off while ensuring free rotation. This plug-in and fastening connection method is simple in structure, easy to assemble, and reliable in connection. It simplifies the complex motion relationship between the connecting rod sleeve and the synchronous pulley into a pure revolute pair, reducing unnecessary constraints and internal forces, making motion transmission smoother and more fluid.

[0043] like Figures 6-9 As shown: The drive unit 2 is equipped with a rotating shaft 203. The two ends of the rotating shaft 203 are connected to the synchronous pulley 204 and the louver 3 respectively. Specifically, one end may be coaxial with the synchronous pulley or connected through gears, while the other end directly or indirectly drives the louver 3 to rotate. Through the built-in rotating shaft, the transmission path of the synchronous pulley's motion to the louver's rotational motion is integrated, making the drive unit a fully functional independent module, which is convenient for standardized production, modular assembly, and maintenance and replacement.

[0044] The synchronous pulley 204 is connected to a drive mechanism via a transmission belt. In this embodiment, the drive mechanism is a drive motor. The drive motor and the synchronous pulley 204 are connected by a synchronous belt. The drive mechanism drives the synchronous pulley 204 to rotate, causing the connecting rod sleeve 205 to rotate on the synchronous pulley and pull the long connecting rod 206.

[0045] The drive unit 2 is movably mounted within the crossbeam 1. Several crossbeams 1 form a frame, and multiple louvers 3 are housed within the frame. A drive mechanism drives the synchronous wheel 204 to rotate, which in turn causes the connecting sleeve 205 to pull the long connecting rod 206. This causes the drive unit 2 to move along the extension direction of the crossbeam 1, thus unfolding or retracting the louvers 3. Specifically, the entire drive unit 2 is constrained within a pre-set guide rail or groove inside the crossbeam 1, allowing it to slide freely along the extension direction of the crossbeam 1. Several crossbeams 1 together form a rigid frame for mounting the louvers. When the drive mechanism pulls or pushes the long connecting rod 206 via the synchronous wheel 204 and the connecting sleeve 205, all drive units 2 fixed to the long connecting rod 206 move synchronously along the crossbeam, thereby causing the louvers 3 fixed to it to collectively unfold (disperse) or retract (converge).

[0046] Specifically, the drive motor drives all the synchronous pulleys 204 to rotate synchronously via a synchronous belt. When the synchronous pulleys 204 rotate, the eccentrically positioned connecting sleeves 205 are constrained by the rigid long connecting rod 206 due to their circumferential motion, thus converting the rotational motion into a horizontal pulling or pushing force on the entire drive unit 2. Since all the connecting sleeves 205 of the drive units 2 are threaded onto the same long connecting rod 206, the displacement of the first drive unit 2 is instantly and forcibly transmitted to all subsequent units through this rigid rod, thereby achieving completely synchronous unfolding or retracting movements of all the louvers 3 without any delay.

[0047] When the user needs to adjust the tilt angle of the louvers, the controller commands the switching mechanism to disconnect the power connection between the motor and the synchronous pulley 204, and connect the motor to the rotating shaft 203. At this time, the motor power directly drives the rotating shaft 203, thereby causing the louvers 3 to rotate around their own axis, achieving angle adjustment. In this mode, the synchronous pulley 204 and the long connecting rod 206 system remain stationary, and the position of the louvers remains unchanged.

[0048] like Figures 13-18 As shown: The drive switching structure includes a drive mechanism 7 installed in the crossbeam 1. The output shaft of the drive mechanism 7 is connected to a transmission rod 8. In this embodiment, the transmission rod 8 is located at one end of the transmission shaft movably set in the crossbeam 1. The two can be integrally formed or fixedly connected. It should be noted that the transmission shaft and the drive mechanism 7 are connected to each other by gear transmission. A power shaft sleeve 801 is sleeved on the transmission rod 8. A first transmission wheel 802 and a second transmission wheel 803 are provided on the power shaft sleeve 801. The first transmission wheel 802 is used to drive the louvers to move laterally, and the second transmission wheel 803 is used to drive the louvers to rotate. The power shaft sleeve 801 is provided with a connecting mechanism for transmission connection with the first transmission wheel 802 or the second transmission wheel 803.

[0049] Specifically, the first transmission wheel 802 and a synchronous wheel located in the crossbeam 1 on the other side of the lateral movement of the louver 3 are synchronously connected by a conveyor belt. The conveyor belt is provided with a mounting position for fixing the drive unit 2. The drive unit 2 is driven to move laterally by the cooperation of the first transmission wheel 802 and the synchronous wheel.

[0050] The second drive wheel 803 is connected to the connecting shaft at one end of the louver 3. The rotation of the second drive wheel 803 drives the connecting shaft to rotate, thereby causing the louver 3 to rotate.

[0051] The operation process of this structure is as follows: When the drive mechanism operates with a relatively small force (e.g., 50 N·m), the power bushing 801 is located in the preset position of the transmission rod 8, that is, it is connected with the first transmission wheel 802. At this time, the positioning key 804 on the outer surface of the power bushing 801 is embedded in the through positioning groove on the inner wall of the first transmission wheel 802, and the two form a circumferential fixed connection. The power of the drive mechanism 7 is transmitted to the first transmission wheel 802 through the transmission rod 8, the power bushing 801, and the positioning key 804, and then drives the drive unit 2 in the crossbeam 1 through the transmission components such as the pulley 807, so as to realize the synchronous lateral expansion or retraction of all the louvers 3.

[0052] When switching from lateral movement mode to rotation mode, the torque of the drive mechanism is increased (i.e., exceeding 50 N·m), rotating the drive power sleeve 801, causing the power sleeve 801 to move axially away from the first transmission wheel 802 and move axially towards the second transmission wheel 803. During this process, the positioning key 804 slides out of the positioning groove 805 of the first transmission wheel 802, the power transmission is cut off, and the lateral movement stops. The power sleeve 801 continues to move under the drive of the transmission rod 8 until its positioning key 804 is embedded in the positioning groove 805 of the second transmission wheel 803, forming a circumferential fixed connection with the second transmission wheel 803. At this time, the power of the drive mechanism 7 is transmitted to the second transmission wheel 803 through the transmission rod 8, the power sleeve 801, and the positioning key 804, and then transmitted to the rotation control mechanism of the louver 3 through transmission components such as the pulley 807, driving all louvers to rotate synchronously and adjust the angle.

[0053] When it is necessary to switch from rotation mode back to traverse mode, the drive mechanism 7 reverses, and the power bushing 801 disengages from the second transmission wheel 803 under the drive of the lead screw, moves in the opposite direction and re-engages with the first transmission wheel 802, thereby realizing the reverse switching of functions.

[0054] In this embodiment, the torque increase process of the drive mechanism is as follows: When the first transmission wheel 802 drives the louvers to move laterally and unfold, the drive mechanism outputs the initial torque in the first mode. As the louvers gradually unfold, the drive units 2 on both sides of the last louver 3 are resisted by the crossbeam, hindering their movement and preventing the louvers from continuing to move laterally. At this time, the first output mode cannot further drive the drive unit 2 to move, causing the output torque of the drive mechanism 7 to gradually increase. When the torque reaches a set threshold, it automatically switches to the second output mode. In this mode, the threaded engagement between the power bushing 801 and the transmission rod 8 plays a role, causing the power bushing 801 to move axially to the position of the second transmission wheel 803, thereby realizing the switch from lateral movement to rotational movement of the louvers.

[0055] like Figures 13-18 As shown: The connecting mechanism includes several positioning keys 804 axially arranged along the outer surface of the power shaft sleeve 801. The positioning keys 804 are circumferentially arranged on the power shaft sleeve 801 and integrally formed with the power shaft sleeve 801. In this embodiment, four sets of positioning keys 804 are provided to cooperate with the connecting positioning groove 805 to increase the stability of the connection.

[0056] Alternatively, the connecting mechanism can be a combination of springs and balls, with the purpose of connecting the power shaft sleeve 801 and the first transmission wheel 802 and the second transmission wheel 803.

[0057] like Figures 14-18 As shown: The inner walls of the first transmission wheel 802 and the second transmission wheel 803 are provided with positioning grooves 805 that are adapted to the positioning key 804. At the same time, the first transmission wheel 802 and the second transmission wheel 803 are provided with holes for fitting onto the transmission rod 8. These holes and the positioning grooves 805 are connected. When the positioning key 804 is embedded in the positioning groove 805 of the first transmission wheel 802 or the second transmission wheel 803, the drive mechanism 7 can drive the corresponding transmission wheel to rotate. The shape and number of positioning grooves 805 correspond to the positioning key 804.

[0058] like Figures 14-18As shown: The transmission rod 8 is a lead screw structure, and the power sleeve 801 has an internal thread that matches the lead screw, forming a threaded connection. When the drive mechanism 7 drives the transmission rod 8 to rotate, it can drive the power sleeve 801 to move axially along the transmission rod 8. By controlling the forward and reverse rotation of the drive mechanism 7, the axial movement of the power sleeve 801 can be controlled, and then, through the cooperation of the positioning key 804 and the positioning groove 805, it can be selected to be connected to the first transmission wheel 802 or the second transmission wheel 803. The drive mechanism 7 includes a drive module, which has a preset first output mode and a second output mode. In the first output mode, the power sleeve 801 is connected to the first transmission wheel 802, driving the louvers to move laterally; in the second output mode, the power sleeve 801 is axially moved to the second transmission wheel 803 under the influence of the increased torque of the drive mechanism 7 and is connected to it, driving the louvers to rotate. Specifically, when the torque is below a set threshold (e.g., 50 N·m), the power bushing 801 remains connected to the first transmission wheel 802; when the torque exceeds the threshold, the power bushing 801 moves axially and switches to connect with the second transmission wheel 803, thus achieving a function switch.

[0059] The drive mechanism 7 involved in this product is configured with two drive modes: electric mode and manual mode. In electric mode, the rotational movement of the transmission rod 8 is provided by a drive motor. The precise control of the drive motor helps to improve the stability and portability of operation. In manual mode, the transmission rod 8 is driven by a hand crank. This design combines emergency operation characteristics without power dependence with better cost-effectiveness, making it suitable for a variety of application scenarios.

[0060] like Figures 14-18 As shown: the first transmission wheel 802 and the second transmission wheel 803 are arranged sequentially along the axial direction of the power shaft sleeve 801. The positioning groove 805 of the first transmission wheel 802 is a through groove that passes through both ends of its axial direction. One end of the positioning groove 805 of the first transmission wheel 802 is provided with a baffle 806, which is used to restrict the power shaft sleeve 801 from disengaging from that end.

[0061] Specifically, the baffle design at one end of the positioning groove of the first transmission wheel 802 ensures that the power bushing 801 will not accidentally come off when the drive louver 3 rotates, thus ensuring stability and reliability in a single working mode. The switching between the two functions is clear and they do not interfere with each other.

[0062] like Figures 14-18 As shown: The first transmission wheel 802 and the second transmission wheel 803 are fitted with a pulley 807, which is used to connect the drive unit 2 set in the crossbeam 1 to transmit power to the louver 3 to realize its lateral movement or rotation.

[0063] One end of the transmission rod 8 is fixedly connected to the output shaft of the drive mechanism 7, and the other end is supported on the crossbeam 1 by a bearing, which ensures the stability and concentricity of the transmission rod 8 during rotation.

[0064] like Figure 18 As shown, it also includes a resistance device, which is used to prevent the power bushing 801 from undergoing unexpected axial displacement under the drive of the transmission rod during transmission due to insufficient static friction between the power bushing 801 and the first transmission wheel 802 or the second transmission wheel 803. The function of the resistance device is to increase the friction between the power bushing 801 and the first transmission wheel 802 or the second transmission wheel 803, and to axially limit the corresponding transmission wheel to the power bushing 801 when the first transmission wheel 802 or the second transmission wheel 803 is respectively connected to the drive unit 2.

[0065] In this embodiment, the resistance device includes a plurality of spring-loaded balls 808 installed on the inner ring wall of the first transmission wheel 802 and the second transmission wheel 803, and a locking hole provided on the positioning key 804. The locking hole is adapted to the spring-loaded balls 808. When the first transmission wheel 802 is connected to the drive unit 2, the spring-loaded balls 808 are embedded in the corresponding locking holes. Through the meshing action between the two, not only is the friction between the first transmission wheel 802 and the power shaft sleeve 801 increased, but also an axial limiting structure that can be overcome is formed. At this time, the drive mechanism 7 transmits power to make the drive unit 2 move laterally, thereby unfolding the louvers. When the louvers are fully unfolded and cannot continue to move, the output force of the drive mechanism 7 increases until it overcomes the meshing resistance between the spring-loaded balls 808 and the locking holes, causing the power shaft sleeve 801 to break through the current axial limit and move towards the second transmission wheel 803. When the power shaft sleeve 801 moves to the position of the second transmission wheel 803, the spring-loaded balls 808 mesh with the locking holes in the second transmission wheel 803, and the axial limit is achieved again.

[0066] It should be noted that the spring retainer 808 and the retaining hole can be installed on the first transmission wheel 802, the second transmission wheel 803 and the positioning key 804 as needed, and can also be installed in reverse.

[0067] During the louver reset process, when the louver rotates to the set angle and is mechanically limited, the output force of the drive mechanism 7 increases again, causing the power bushing 801 to overcome the axial limit at the second transmission wheel 803, move back to the position of the first transmission wheel 802, and restore the limiting connection with the transmission wheel.

[0068] In summary, a single drive mechanism (a transmission rod and an axially movable power bushing) enables the driving and switching of both lateral movement and rotation of the louvers. This eliminates the need for an additional drive unit, greatly simplifying the overall transmission structure and reducing the complexity and number of parts. By eliminating a complete drive motor and corresponding control unit, material costs are directly reduced, assembly processes are simplified, and production time is decreased, thereby significantly lowering the overall manufacturing cost of the product. This solves the technical problem of existing louvered awnings requiring two independent drive units to drive the lateral movement and rotation of the louvers, resulting in a complex transmission system, large space occupation, and high manufacturing costs.

[0069] like Figure 3 As shown in Figures 19-20: the louver blade 3 and the drive unit 2 are detachably connected through the assembly part 4. The assembly part 4 includes a louver fixing end 401 fixedly connected to the louver blade 3 and a drive fixing end 402 fixedly connected to the drive unit 2. A mounting groove for inserting the drive fixing end 402 is provided on one side of the louver fixing end 401. The louver fixing end 401 and the drive fixing end 402 are fixedly connected to each other through the mounting groove, and a locking mechanism is provided at the joint of the two.

[0070] The assembly part 4 includes a louver fixing end 401 fixedly connected to the louver blade 3 and a drive fixing end 402 fixedly connected to the drive unit 2. The louver fixing end 401 is used to connect the louver blade 3 and, as the connecting part of the louver blade 3, protrudes from both ends of the louver blade 3. The drive fixing end 402 is drively connected to the drive unit 2 and is confined within the rotating shaft 203 installed in the drive unit 2. Similarly, the drive fixing end 402 protrudes from the inner side of the crossbeam 1 to mate with the louver fixing end 401. A mounting groove for inserting the drive fixing end 402 is provided on one side of the louver fixing end 401. The mounting groove has a slot that matches the drive fixing end 402 so that the drive fixing end 402 extends into the mounting groove. The louver fixing end 401 and the drive fixing end 402 are fixedly connected to each other through the mounting groove, and a locking mechanism is provided at the joint of the two. The function of the locking mechanism is to lock the joint of the two and improve the connection strength.

[0071] like Figures 19-20 As shown: The louver fixing end 401 has a slot that communicates with the mounting groove. The slot and the mounting groove form a quick-release slot 405. One end of the drive fixing end 402 matches the quick-release slot 405 and is fixed therein by a locking mechanism. In this embodiment, the quick-release slot 405 has a U-shaped cross section. The two sides of the quick-release slot 405 are provided with connecting holes that match the docking holes opened on the drive fixing end 402. The number of docking holes and connecting holes can be adjusted appropriately. There can be one or more pairs. They are quickly fixed by locking bolts in the locking mechanism. In addition, the docking holes and connecting holes can be arranged on the sides or the bottom surface.

[0072] When quick assembly is required, simply insert the drive fixing end 402 into the quick-release slot 405 from top to bottom or bottom to top to complete the quick assembly and positioning, achieving a faster and more convenient installation.

[0073] like Figures 19-20 As shown: The locking mechanism includes a locking bolt. The outer surface of the louver fixing end 401 is provided with blind holes 403 for vertical alignment. The drive fixing end 402 is provided with a mating hole corresponding to the blind hole 403. When the drive fixing end 402 is inserted into the louver fixing end 401, the blind hole 403 and the mating hole are aligned. Then the locking bolt passes through the blind hole 403 and the mating hole in sequence and extends out from the other end of the louver fixing end 401. A locking nut is installed at the extended end to complete the locking after mating. When it needs to be removed, simply unscrew the locking bolt, which is very convenient.

[0074] like Figure 28 As shown: Both sides of the louver 3 are provided with mounting holes 301, and the louver fixing end 401 extends into the mounting holes 301 and is fixed therein. The shape of the mounting holes 301 matches the shape of the louver fixing end 401. In this embodiment, the louver fixing end 401 is installed by a threaded connection. Specifically, the louver fixing end 401 is first inserted into the mounting hole 301, and then a bolt is inserted through a threaded hole connected to the mounting hole 301. The louver fixing end 401 at the corresponding position of the threaded hole has a mounting hole with an internal thread. Screwing the bolt into the mounting hole achieves the limiting installation of the louver fixing end 401.

[0075] like Figures 19-20 As shown: The drive unit 2 is provided with a rotating shaft 203 that is connected to the power device for transmission. The end of the drive fixed end 402 away from the louver fixed end 401 is fixedly connected to the rotating shaft 203 and can move accordingly with the rotation of the rotating shaft 203. In this embodiment, the drive fixed end 402 is a square column. The rotating shaft 203 is provided with a square hole that matches the square column. The drive fixed end 402 is inserted into the square hole and then fixed by key connection, pin connection or threaded connection to achieve follow-up movement.

[0076] In summary, by setting up the assembly part 4 to allow the drive unit 2 and the louver 3 located in the crossbeam 1 to be detachably connected, the louver 3 and the crossbeam 1 are modularized. When transportation is required, the crossbeam and the louver part can be packaged as separate components, effectively reducing the packaging volume and transportation costs. During on-site installation, the installer only needs to insert the drive fixing end 402 into the mounting groove of the louver fixing end 401, and then fix it with a simple locking mechanism such as locking bolts. The whole process is simple and quick, requires no complicated tools, and can be operated by a single person, which greatly improves the installation efficiency. Furthermore, by using the matching of large and small ends to fasten the louver fixing end 401 and the drive fixing end 402, and then locking it with bolts, a firm mechanical connection can be formed, ensuring that the power of the drive unit 2 can be stably and accurately transmitted to the louver, ensuring the smoothness and reliability of the louver adjustment process.

[0077] like Figures 21-24 As shown: The crossbeam 1 is equipped with a manual and automatic switching control mechanism. The manual and automatic switching control mechanism includes a transmission shaft 5, an automatic drive mechanism, and a manual drive mechanism. The transmission shaft 5 is equipped with a clutch device 6 that can slide along its axial direction. The clutch device includes a sleeve 601 that is radially limited on the transmission shaft 5. The two ends of the sleeve 601 are respectively provided with an automatic connection end 602 for transmission connection with the automatic drive mechanism and a manual connection end 603 for transmission connection with the manual drive mechanism. By sliding the sleeve 601 axially, the transmission connection with the automatic drive mechanism or the manual drive mechanism can be selectively established.

[0078] like Figures 21-24 As shown: The drive shaft 5 is rotatably mounted inside a crossbeam 1 and is used to drive the louvers 3 set in the crossbeam 1. The surface of the drive shaft 5 is machined with a long keyway, and the sleeve 601 is provided with a connecting key that cooperates with the long keyway. The sleeve 601 and the drive shaft 5 achieve axial relative sliding and circumferential torque transmission through the cooperation of the key and the long keyway.

[0079] The system includes a drive shaft 5, an automatic drive mechanism, and a manual drive mechanism. A clutch device 6, which can slide axially along the drive shaft 5, is mounted on the drive shaft 5. The clutch device includes a sleeve 601 radially limited on the drive shaft 5. The sleeve 601 can rotate synchronously with the drive shaft 5 and also slide axially along the drive shaft 5. The sleeve 601 has an automatic connection end 602 for transmission connection with the automatic drive mechanism and a manual connection end 603 for transmission connection with the manual drive mechanism. The automatic connection end 602 and the manual connection end 603 are integrally formed, and the sleeve 601 selectively connects to either the automatic drive mechanism or the manual drive mechanism via axial sliding.

[0080] The above method achieves the physical connection and disconnection between manual and automatic drive sources through an axially sliding clutch sleeve. The switching process is rapid and reliable, ensuring that users can immediately activate the backup manual mode in the event of a power outage or motor failure, greatly improving the product's reliability and emergency response capabilities.

[0081] like Figures 21-24 As shown: The drive shaft 5 is rotatably mounted inside a crossbeam 1 to drive the louvers 3 set in the crossbeam 1. The surface of the drive shaft 5 is machined with a long keyway. The long keyway is opened along the axial direction of the drive shaft 5, and multiple long keyways can be set along its outer circumference to increase the stability of the transmission. The sleeve 601 is provided with a connecting key that matches the long keyway. The shape of the connecting key matches the long keyway and is integrally formed on the inner wall of the sleeve 601. The sleeve 601 and the drive shaft 5 are connected by the key and the long keyway. When the sleeve 601 is fixed on the drive shaft 5, the connecting key is engaged in the long keyway to realize axial relative sliding and circumferential torque transmission.

[0082] like Figures 21-24 As shown: The automatic drive mechanism includes a drive motor 7 installed in the crossbeam 1. The crossbeam 1 has a mounting base for fixing the drive motor 7. The output end of the drive motor 7 is equipped with a drive gear 701. The automatic connection end 602 is a driven tooth provided on the sleeve 601. In this embodiment, the driven tooth is integrally formed on the outer surface of the right end of the sleeve 601. The driven tooth meshes with the drive gear 701 to realize automatic control transmission.

[0083] like Figures 21-24 As shown: The manual drive mechanism includes a mounting base 605 fixedly installed at the drive hole at the bottom of the crossbeam 1. The mounting base 605 serves to support the manual control component and provide space for its movement. The manual control component is movably installed within the mounting base 605. The functions of the manual control component are: 1. to push the sleeve 601 to move, thereby separating the driven gear from the driving gear 701; 2. to push the gear shaft 607 to move so that it meshes with the bevel gear surface on the sleeve 601 to achieve manual operation. The mounting base 605 is provided with a positioning component for longitudinally limiting the manual control component. The positioning component functions to lock the gear shaft 607 immediately when it moves to the position where it meshes with the bevel gear surface, thereby increasing stability.

[0084] like Figures 21-24As shown: The manual control component includes a connecting plate 606 that extends movably out of the mounting base 605. An inner groove is formed on the mounting base 605, and the connecting plate 606 moves within the inner groove. In the automatic state, the connecting plate 606 is abutted against the lower part of the inner groove, and in the manual state, the connecting plate 606 is pushed to the upper part of the inner groove. A gear shaft 607 and a guide part 608 are connected to the connecting plate 606. The gear shaft 607 and the guide part 608 pass through a through hole opened inside the mounting base 605 and extend into the interior of the crossbeam 1.

[0085] like Figures 21-24 As shown: The gear shaft 607 is rotatably connected to the connecting plate 606 and rotatably mounted in the mounting base 605. One end of the gear shaft 607 is provided with a bevel gear 609, and the manual connection end 603 is a bevel tooth surface that mates with the bevel gear 609. The end of the gear shaft 607 away from the bevel gear 609 is provided with a handle connection 611 for connecting the handle 619. In this embodiment, the gear shaft 607 can move accordingly with the up and down movement of the connecting plate 606. At the same time, the gear shaft 607 is rotatably mounted on the connecting plate 606 through bearings and other connecting parts. This design is to facilitate the rotation of the handle 619 when it is connected to the gear shaft 607, thereby controlling the rotation of the bevel gear 609. The handle connection 611 is a connecting block integrally formed at the end of the gear shaft 607. The connecting block has an inner groove that matches the handle 619, generally a hexagonal inner groove or a square inner groove. The cross-section of the handle 619 is generally hexagonal or square to facilitate transmission.

[0086] In addition, the bevel tooth surface is integrally formed on the sleeve 601, so that the driven tooth and the bevel tooth surface are both integrated on the sleeve 601.

[0087] like Figures 21-24 As shown: The guide part 608 includes a push rod 612 arranged side by side on one side of the gear shaft 607. The end of the push rod 612 away from the connecting plate 606 is provided with a first guide block 613, wherein the first guide block 613 protrudes from the gear shaft 607 so as to first contact the second guide block 615 of the sleeve 601 and play a guiding role. The first guide block 613 has a bevel structure and a positioning bead 614 is formed at its end.

[0088] like Figures 21-24As shown: An annular groove 620 is provided between the automatic connection end 602 and the manual connection end 603 of the sleeve 601. A spring retainer can be provided on the inner wall of the annular groove 620 to cooperate with the positioning bead 614 for limiting. A second guide block 615 is provided on one side of the annular groove 620 to cooperate with the first guide block 613. The first guide block 613 and the second guide block 615 form a triangle and can fit together. By pushing the first guide block 613, the inclined surface of the first guide block 613 interacts with the inclined surface of the second guide block 615 to drive the sleeve 601 to generate axial displacement. During the cooperation movement of the first guide block 613 and the second guide block 615, the positioning bead 614 is locked into the annular groove 620 to achieve positioning.

[0089] Furthermore, the positioning bead and the annular groove 620 are designed to cooperate to provide clear tactile feedback when the manual mode is switched to the correct position, allowing the user to clearly perceive that the switch is successful and avoiding incomplete or excessive engagement.

[0090] like Figures 21-24 As shown: The drive shaft 5 is rotatably mounted inside the crossbeam 1 via several bearing seats 616. A contact portion 617 is provided on one side of the sleeve 601, which is fixed in the crossbeam 1 and has a slot for the drive shaft 5 to pass through. A return spring 618 is provided between the sleeve 601 and the contact portion 617, and is sleeved on the drive shaft 5. The return spring enables automatic reset from manual mode to automatic mode. The user only needs to pull out the handle, and the mechanism will automatically return to the electric standby state under the spring force, requiring no additional steps and making operation extremely convenient.

[0091] The positioning component includes spring retaining balls located on both sides of the mounting base 605. The connecting plate 606 is provided with a limiting slot that matches the spring retaining balls. The longitudinal positioning of the connecting plate 606 can be achieved through the cooperation of the spring retaining balls and the limiting slot, making the operation stable and without shaking, improving the feel and safety of manual operation. This positioning component is existing technology and will not be described in detail here.

[0092] The process is as follows: By setting a clutch device on the transmission shaft, the clutch device is controlled to move axially on the transmission shaft 5 to connect with the automatic drive mechanism and the manual drive mechanism respectively, thereby realizing the switching between manual and automatic modes; Specifically, in the automatic mode, under the action of the return spring 618, the sleeve 601 is usually pushed towards the automatic drive mechanism side. At this time, the automatic connection end 602 of the sleeve 601 is engaged with the drive gear of the automatic drive mechanism. When the drive motor is started, the drive motor 7 drives the drive gear 701 to rotate. Since the drive gear 701 and the driven teeth on the sleeve 601 are engaged, the sleeve 601 is driven to rotate. The sleeve 601 then transmits the force to the keyway that is engaged with it. The drive shaft 5 rotates the louvers, and the electric opening and closing of the louvers is controlled by the transmission shaft 5. When switching to manual mode, the handle 619 is first inserted into the handle connection 611 at the end of the gear shaft 607, which is rotatably connected to the connecting plate 606. Then, the connecting plate 606 is pushed upward, which drives the push rod 612 and the first guide block 613 on it to move inward. The inclined surface of the first guide block 613 contacts the inclined surface of the second guide block 615 on the sleeve 601 and generates relative movement. This inclined surface mechanism converts the axial tension of the manual component into an axial thrust on the sleeve 601, overcoming the elastic force of the return spring 618 and pushing the manual connection end 603 of the sleeve 601 to slide towards the manual drive mechanism. During this process, the automatic connection end 602 of the sleeve 601 disengages from the drive gear 701, while the bevel gear surface of its manual connection end 603 engages with the bevel gear 609 at the gear shaft end in the manual drive mechanism. When the slide reaches its position, the positioning ball at the end of the push rod 612 engages with the annular groove 620 of the sleeve under the action of the spring force, achieving longitudinal limitation and preventing the sleeve from accidentally disengaging during manual operation. Simultaneously, the spring-loaded balls on both sides of the mounting base engage with the limiting slots of the connecting plate, achieving lateral limitation of the entire manual assembly and ensuring its stability during operation. After switching, rotating the handle will drive the gear shaft to rotate. Since the bevel gear on the gear shaft meshes with the bevel gear surface of the sleeve, it will drive the sleeve to rotate, thereby rotating the drive shaft to achieve manual drive of the louvers.

[0093] In addition, such as Figures 25-27The diagram also provides another manual / automatic structure: this structure includes a drive motor 7 installed within the crossbeam 1, with a drive gear 701 mounted at the output end of the drive motor 7. The automatic connection end 602 is a driven gear 621 located on one side of the sleeve 601. The driven gear 621 can move synchronously with the transmission shaft 5 via a keyway and can move axially along the transmission shaft 5. The driven gear 621 moves axially along the transmission shaft 5 by the push of the sleeve 601 to engage or disengage with the drive gear 701. In this embodiment, the transmission shaft 5 has transmission teeth at its middle position. The sleeve 601 has internal helical teeth that mesh with the transmission gears. The driven gear 621 abuts against one side of the sleeve 601. The internal transmission mechanism in the manual drive mechanism includes an upper pulley 622 sleeved on the transmission shaft 5 and a lower pulley 624 installed in the foot tube 623 below the crossbeam 1. A drive hole is opened on the foot tube 623 on the side corresponding to the lower pulley 624. The drive hole is used to insert a lever 625. The upper pulley 622 and the lower pulley 624 are connected by a lever 625 to drive the transmission shaft 5 to rotate, thereby realizing manual control. The internal transmission mechanism can also be a bevel gear rod and a bevel gear set on the transmission shaft 5. The transmission engagement between the bevel gear rod and the bevel gear drives the transmission shaft 5 to rotate.

[0094] The drive shaft 5 is rotatably mounted in the crossbeam 1 via several bearing seats 616. A contact part 617 is provided on one side of the sleeve 601. A return spring 618 is provided between the sleeve 601 and the contact part 617. The return spring 618 is sleeved on the drive shaft 5.

[0095] The operation process of this embodiment is as follows: First, the lever 625 is inserted into the lower pulley 624, which is fixedly installed in the bearing seat. The lower pulley 624 has a drive hole that matches one end of the lever 625. When the lever 625 is inserted into the drive hole, it can drive the lower pulley 624 to rotate. Since the lower pulley 624 and the upper pulley 622 are connected by a conveyor belt, and the upper pulley 622 is connected to the drive shaft 5 through a keyway and can drive the drive shaft 5 to rotate, the lever 625 can rotate. This drives the drive shaft 5 to rotate. When the drive shaft 5 rotates, the sleeve 601 moves axially along the drive shaft 5 through the cooperation of the transmission gear and the internal helical gear, and pushes the driven gear 621 set on one side of it, so that it gradually disengages from the driving gear 701, and simultaneously compresses the return spring 618 to realize the switching between manual and automatic modes. When it is necessary to switch back to automatic mode, simply reverse the lever 625 to retract the sleeve 601. At this time, the return spring 618 pushes the driven gear 621 to the driving gear 701 to realize the automatic mode.

[0096] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A louver drive mechanism, comprising a frame enclosed by a crossbeam (1) and a plurality of louver blades (3) movably mounted in the frame, characterized in that: The two ends of the louver (3) are connected to the drive unit (2) through the assembly part (4). The drive unit (2) located on the same side achieves synchronous movement through the tie rod cooperation mechanism. The crossbeam (1) is provided with a drive mechanism (7). The drive mechanism (7) is connected to a drive switching structure. The drive unit (2) is controlled by the drive switching structure to drive the louver (3) to move laterally or rotate.

2. The louver drive mechanism according to claim 1, characterized in that: The drive unit (2) is provided with pulleys (201) on both sides. The crossbeam (1) is provided with a guide rail assembly along the direction of movement of the drive unit (2). The drive unit (2) and the guide rail assembly slide together. The guide rail assembly includes a first limiting part for limiting the lateral movement of the drive unit (2) and a second limiting part for limiting the longitudinal movement of the drive unit (2).

3. The louver drive mechanism according to claim 1, characterized in that: The linkage mechanism includes a synchronous wheel (204) disposed on one side of the drive unit (2), the synchronous wheel (204) being connected to the louver blades (3) in a transmission connection, a connecting rod sleeve (205) being rotatably disposed on the synchronous wheel (204), the connecting rod sleeve (205) being able to move accordingly with the rotation of the synchronous wheel (204), and also includes a long connecting rod (206), the long connecting rod (206) passing through the connecting rod sleeve (205) on the same side, and being connected to multiple louver blades (3) in a transmission connection through the cooperation with the connecting rod sleeve (205).

4. The louver drive mechanism according to claim 1, characterized in that: The drive switching structure includes a transmission rod (8) that is connected to the drive mechanism (7) and a power bushing (801) that is movably mounted on the transmission rod (8). The power bushing (801) is provided with a first transmission wheel (802) and a second transmission wheel (803). The first transmission wheel (802) is used to drive the louvers to move laterally, and the second transmission wheel (803) is used to drive the louvers to rotate. The power bushing (801) is provided with a connecting mechanism for connecting to the first transmission wheel (802) or the second transmission wheel (803).

5. A louver drive mechanism according to claim 1, characterized in that: The louver (3) and the drive unit (2) are detachably connected through the assembly part (4). The assembly part (4) includes a louver fixing end (401) fixedly connected to the louver (3) and a drive fixing end (402) fixedly connected to the drive unit (2). A mounting groove for inserting the drive fixing end (402) is provided on one side of the louver fixing end (401). The louver fixing end (401) and the drive fixing end (402) are fixedly connected to each other through the mounting groove, and a locking mechanism is provided at the joint of the two.

6. A louver drive mechanism according to claim 3, characterized in that: The connecting sleeve (205) is provided with a connecting hole for the long connecting rod (206) to pass through. The upper and lower ends of the connecting sleeve (205) are provided with limiting parts (207). The limiting parts (207) are provided with a safety mechanism for cooperating with the long connecting rod (206) for limiting.

7. A louver drive mechanism according to claim 3, characterized in that: The connecting rod sleeve (205) is arranged on the outer surface of the synchronous pulley (204) and is located at a position that is neither 90° nor 180° from the wheel center.

8. A louver drive mechanism according to claim 4, characterized in that: The drive switching structure also includes a resistance device, which is used to increase the friction between the power bushing (801) and the first transmission wheel (802) and the second transmission wheel (803). When the first transmission wheel (802) or the second transmission wheel (803) is connected to the drive unit (2) respectively, the first transmission wheel (802) and the second transmission wheel (803) are axially limited on the power bushing (801) by the resistance device.

9. A louver drive mechanism according to any one of claims 1-8, characterized in that: The crossbeam (1) is provided with a manual and automatic switching control mechanism. The manual and automatic switching control mechanism includes a transmission shaft (5), an automatic drive mechanism, and a manual drive mechanism. The transmission shaft (5) is provided with a clutch device (6) that can slide along its axial direction. The clutch device includes a sleeve (601) that is radially limited on the transmission shaft (5). The two ends of the sleeve (601) are respectively provided with an automatic connection end (602) for transmission connection with the automatic drive mechanism and a manual connection end (603) for transmission connection with the manual drive mechanism. By sliding the sleeve (601) axially, the transmission connection with the automatic drive mechanism or the manual drive mechanism can be selectively established.

10. A louver drive mechanism according to claim 9, characterized in that: The drive shaft (5) is rotatably mounted inside a crossbeam (1) for driving the louvers (3) set in the crossbeam (1). The drive shaft (5) has a long keyway machined on its surface. The sleeve (601) is provided with a key that cooperates with the long keyway. The sleeve (601) and the drive shaft (5) achieve axial relative sliding and circumferential torque transmission through the cooperation of the key and the long keyway.

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