Wind direction adjusting device

Abstract

The wind direction adjusting device of the present application is provided with: a ventilation path; a first wing (10) having a rotation axis (A1) in a first direction intersecting the ventilation direction of the ventilation path, changing the wind direction by rotation; a second wing (11) having a rotation axis (A2) in a second direction intersecting the ventilation direction and the first direction, changing the wind direction by rotation; a driving member (25); a first driving part (26) for rotating the first wing by accepting driving force from the driving member; a second driving part (27) having a rotation axis along the first driving part, for rotating the second wing by rotation; and a transmission switching member (28) capable of switching between a transmission state of transmitting the driving force accepted by the first driving part from the driving member to the second driving part and a non-transmission state of not transmitting the driving force accepted by the first driving part from the driving member to the second driving part.

Description

Technical Field

[0001] This invention relates to a wind direction adjustment device having a first wing and a second wing. Background Technology

[0002] In the past, in electrically driven wind direction adjustment devices that rotate blades by receiving driving force from a motor, using a motor for each blade with a different rotation axis direction would increase costs. Therefore, wind direction adjustment devices are known, for example, that use bevel gears to switch the direction of driving force from the motor, thereby controlling dual-axis blades with a simple structure using a single motor (see, for example, Patent Document 1).

[0003] Patent Document 1: Japanese Utility Model Application Publication No. 4-113852 However, in the above structure, the bevel gears are always engaged, so if one wing rotates, the other wing will also rotate at the same time, making it impossible to make only one wing move. Summary of the Invention

[0004] The present invention was made in view of this problem and its object is to provide a wind direction adjustment device that can rotate only one blade with a simple structure.

[0005] The wind direction adjustment device according to the present invention includes: a ventilation path; a first wing having a rotation axis in a first direction intersecting the ventilation direction of the ventilation path, and changing the wind direction by rotation; a second wing having a rotation axis in a second direction intersecting the ventilation direction and the first direction, and changing the wind direction by rotation; a driving member; a first driving part for rotating the first wing by receiving a driving force from the driving member; a second driving part having a rotation axis along the first driving part for rotating the second wing by rotation; and a transmission switching member capable of switching between a transmission state in which the driving force received by the first driving part from the driving member is transmitted to the second driving part and a non-transmission state in which the driving force received by the first driving part from the driving member is not transmitted to the second driving part.

[0006] Invention Effects According to the present invention, it is possible to rotate only one blade with a simple structure. Attached Figure Description

[0007] Figure 1 This is an exploded perspective view showing the internal structure of the wind direction adjustment device according to the first embodiment of the present invention.

[0008] Figure 2 This is a perspective view showing a portion of the first drive unit and the transmission switching components of the aforementioned wind direction adjustment device.

[0009] Figure 3 This is a three-dimensional diagram showing the internal structure of the aforementioned wind direction adjustment device.

[0010] Figure 4 This is a perspective view showing an example of the appearance of the aforementioned wind direction adjustment device.

[0011] Figure 5 This is a diagram illustrating an example of the relationship between the rotation angle of the drive component of the aforementioned wind direction adjustment device and the rotation angles of the first and second blades.

[0012] In Figure 6, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member within the range of ±90° of the rotation angle of the driving member; (b) is a side view showing the operating state of the second wing corresponding to (a); and (c) is a top view showing the operating state of the first wing corresponding to (a).

[0013] In Figure 7, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member within the range of 140° to 230° of the rotation angle of the driving member; (b) is a side view showing the operating state of the second wing corresponding to (a); and (c) is a top view showing the operating state of the first wing corresponding to (a).

[0014] In Figure 8, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member within the range of rotation angle of the driving member from 230° to 320°, (b) is a side view showing the operating state of the second wing corresponding to (a), and (c) is a top view showing the operating state of the first wing corresponding to (a).

[0015] In Figure 9, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member within the range of rotation angle of 320° to 410° of the driving member; (b) is a side view showing the operating state of the second wing corresponding to (a); and (c) is a top view showing the operating state of the first wing corresponding to (a).

[0016] Figure 10 This is an exploded perspective view showing the internal structure of the wind direction adjustment device according to the second embodiment of the present invention.

[0017] Figure 11 This is a perspective view showing a portion of the first drive unit and the transmission switching components of the aforementioned wind direction adjustment device.

[0018] Figure 12 This is a perspective view of the linkage transmission switching component of the aforementioned wind direction adjustment device.

[0019] Figure 13 This is a three-dimensional diagram showing the internal structure of the aforementioned wind direction adjustment device.

[0020] Figure 14 This is a perspective view showing the aforementioned wind direction adjustment device by cutting open a portion of the casing.

[0021] In Figure 15, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member in a range where the rotation angle of the driving member exceeds 140°; (b) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the linkage transmission switching member corresponding to (a); and (c) is a side view showing the operating state of the second wing corresponding to (b).

[0022] In Figure 16, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member under the rotation angle of the drive member following Figure 15 (a), (b) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the linkage transmission switching member corresponding to (a), and (c) is a side view showing the operating state of the second wing corresponding to (b).

[0023] In Figure 17, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member under the rotation angle of the drive member following (a) of Figure 16; (b) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the linkage transmission switching member corresponding to (a); and (c) is a side view showing the operating state of the second wing corresponding to (b).

[0024] In Figure 18, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member under the rotation angle of the drive member following (a) of Figure 17; (b) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the linkage transmission switching member corresponding to (a); and (c) is a side view showing the operating state of the second wing corresponding to (b).

[0025] In Figure 19, (a) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the transmission switching member under the opposite rotation of the driving member, (b) is a front view showing an example of the positional relationship between the contact part and the contact receiving part of the linkage transmission switching member corresponding to (a), and (c) is a side view showing the operating state of the second wing corresponding to (b).

[0026] Explanation of reference numerals in the attached figures 1-Wind direction adjustment device, 5-Ventilation path, 10-First wing, 11-Second wing, 11a-One wing piece, 11b-Another wing piece, 25-Drive component, 26-First drive unit, 27-Second drive unit, 28-Transmission switching component, 32-First shaft as a shaft, 35-Conversion component, 47-Second gear as a gear, 50a-Second link body as a link, 50b-Another second link body as another link, 57-Transmission gear, 60-Opening, 61-Slot, 63-Abutting part, 65-Abutting receiving part, 85-Link transmission switching component, A1, A2, A3, A4-Rotation axis. Detailed Implementation

[0027] Hereinafter, the first embodiment of the present invention will be described with reference to the accompanying drawings.

[0028] exist Figure 4 In this diagram, 1 represents an airflow adjustment device. The airflow adjustment device 1 is also referred to as an air outlet, ventilator, register, etc., and is a device that adjusts the direction of airflow from an air conditioning unit, etc. Hereinafter, for clearer explanation, in the airflow adjustment device 1, the downwind side, which is the side from which the airflow is emitted, is designated as the front side, the frontal side, or the directly forward side, and the opposite side, i.e., the upwind side, which is the side from which the airflow is introduced, is designated as the rear side, the rear side, or the inner side. The directions defined from the rear are left-right, width, and up-down. In this embodiment, the airflow adjustment device 1 is applicable to air conditioning units for vehicles such as automobiles. The airflow adjustment device 1 can be positioned anywhere, for example, between the driver's seat and the passenger seat in the dashboard. In the accompanying drawings, the configuration is such that the arrow FR side is the front side, the arrow RR side is the rear side, the arrow L side is the left side, the arrow R side is the right side, the arrow U side is the upper side, and the arrow D side is the lower side. These directions are merely illustrated as examples and can be appropriately changed depending on the location or direction of the wind direction adjustment device 1.

[0029] The wind direction adjustment device 1 includes a housing 3. The housing 3 is cylindrical. In this embodiment, the housing 3 is cylindrical in the front-to-back direction. In the example shown, the housing 3 is formed as a corner tube. One and another ventilation passages 5 are enclosed inside the housing 3. The direction parallel to the central axis of the housing 3 is the ventilation direction of the ventilation passage 5. In this embodiment, the ventilation direction of the ventilation passage 5 is the front-to-back direction, with ventilation from the rear to the front. That is, on the ventilation passage 5, the rear side is the upstream side of the ventilation direction, and the front side is the downstream side of the ventilation direction. The cross-section of the ventilation passage 5 orthogonal to the ventilation direction is quadrilateral.

[0030] At the rear end of the housing 3, there are one and another inlet 6 for introducing air (i.e., air conditioning air) into the ventilation passage 5, and at the front end of the housing 3, there are one and another outlet 7 for discharging air conditioning air from the ventilation passage 5. A ventilation passage 5 is formed between the inlet 6 and the outlet 7 to connect them. Air conditioning air passes from the inlet 6 to the outlet 7.

[0031] like Figures 1 to 4 As shown, inside the housing 3, i.e. the ventilation passage 5, a first wing 10 and a second wing 11 are rotatably (swinging). The first wing 10 and the second wing 11 are also referred to as louvers, etc., and the direction of the air conditioning air blown out from the outlet 7 is adjusted according to the rotation relative to the housing 3.

[0032] The first wing 10, also referred to as a longitudinal wing, has a rotation axis A1 in a first direction (vertical direction in this embodiment) that intersects or is orthogonal to the ventilation direction of the ventilation passage 5, i.e., the front-rear direction. It is elongated in the vertical direction and rotatably arranged in the left-right direction. The first wing 10 is a downstream wing relative to the second wing 11, located downstream of the ventilation direction of the ventilation passage 5, i.e., the front side. In this embodiment, it is located facing the blow-out port 7. In the illustrated example, multiple first wing 10s are arranged along the length of the cross-section of the housing 3 or the ventilation passage 5, i.e., the left-right direction. The multiple first wing 10s are connected to each other via connecting rods and rotate in conjunction in the same direction.

[0033] In this embodiment, the first vane 10 has rectifier portions 13a and 13b separated in a first direction, i.e., the vertical direction. The rectifier portions 13a and 13b are generally plate-shaped, with their main surfaces on the left and right sides functioning as rectifier surfaces. Vane shaft portions 14a and 14b are projecting onto the rectifier portions 13a and 13b, pointing towards each other, along the rotation axis A1 of the first vane 10. These vane shaft portions 14a and 14b are connected by a connecting shaft portion 16, which is connected to the drive mechanism 15 described later. The connecting shaft portion 16 is not on the same axis as the vane shaft portions 14a and 14b, for example, it is located in front of the vane shaft portions 14a and 14b. Therefore, the vane shaft portions 14a, the connecting shaft portion 16, and the vane shaft portions 14b are connected in a crank-like shape. Furthermore, a connecting rod shaft 17 connected to a connecting rod is formed on the vane shaft portion 14a. The connecting rod shaft 17 is not on the same axis as the blade shaft 14a, for example, it is located in front of the blade shafts 14a and 14b.

[0034] Furthermore, the first vane 10 has rotating portions 18, 18 at both ends on the rotation axis A1. In this embodiment, the rotating portions 18, 18 are located on the side opposite to the vane shaft portions 14a, 14b in the rectifying portions 13a, 13b. The rotating portions 18, 18 are rotatably held in the rotation receiving portion. One of the rotating portions 18 and the rotation receiving portion is a shaft portion, and the other is a hole portion or a recess. In this embodiment, each rotating portion 18 is a shaft portion, and each rotation receiving portion is a circular hole-shaped hole portion or a recess, but it is not limited to this; it is also possible that one of the rotating portions 18 is a shaft portion, and the other is a hole portion, etc. The rotation receiving portion can be formed on the housing 3, or it can be formed on a receiving member such as a spacer mounted on the housing 3.

[0035] The second wing 11, also referred to as a transverse wing, has a rotation axis A2 in a predetermined second direction (in this embodiment, the left-right direction) that intersects or is orthogonal to the ventilation direction of the ventilation passage 5 (i.e., the front-back direction) and the rotation axis A1 of the first wing 10. It is elongated in the left-right direction and rotatably arranged in the up-down direction. In the illustrated example, a second wing 11 is provided, located at the center of the cross-section of the housing 3 or ventilation passage 5 in the width direction (i.e., the up-down direction). The second wing 11 is an upstream wing relative to the first wing 10, located upstream of the ventilation direction of the ventilation passage 5. The second wing 11 is plate-shaped, with its upper and lower main surfaces functioning as flow-rectifying surfaces. Furthermore, a connecting shaft portion 20, which connects to the drive mechanism 15, is formed at the front of the second wing 11. The connecting shaft portion 20 is formed at the front end of the second wing 11 and is located further rearward than the rotation axis A2, parallel to the rotation axis A2. Hereinafter, "parallel" also includes approximately parallel.

[0036] Furthermore, the second wing 11 has rotating portions 21, 21 at both ends along the rotation axis A2. The rotating portions 21, 21 are rotatably held in the rotating receiving portion. One of the rotating portions 21 and the rotating receiving portion is a shaft portion, and the other is a hole portion or a recess. In this embodiment, each rotating portion 21 is a shaft portion, and each rotating receiving portion is a circular hole-shaped hole portion or a recess, but it is not limited to this; it is also possible that one of the rotating portions 21 is a shaft portion, and the other is a hole portion, etc. The rotating receiving portion can be formed on the housing 3, or it can be formed on a receiving component such as a spacer mounted on the housing 3.

[0037] Furthermore, the drive mechanism 15 is a mechanism for actuating the first wing 10 and the second wing 11 via a drive member 25. The drive mechanism 15 includes a first drive section 26 for rotating the first wing 10, a second drive section 27 for rotating the second wing 11, and a transmission switching member 28 capable of switching the transmission state / non-transmission state of the first drive section 26 and the second drive section 27.

[0038] The drive member 25 is an electrically driven member that is driven by a signal or the like. The drive member 25 may be a motor, preferably a stepper motor, and preferably capable of rotating in both directions. The drive member 25 may have a rotation axis in a second direction, i.e., the left-right direction. In this embodiment, a first drive unit 26 is connected to the drive member 25 via a reducer 30.

[0039] The first drive unit 26 rotates by receiving a driving force from the drive member 25, thereby causing the first blade 10 to rotate. In this embodiment, the first drive unit 26 has a rotation axis A3 along the second direction, i.e., the left-right direction. In the example shown, the first drive unit 26 has a first shaft portion 32 extending along the second direction, i.e., the left-right direction, and a first gear 33 coaxially connected to the front end of the first shaft portion 32.

[0040] The first shaft portion 32 is, for example, formed into an elongated cylindrical shape and is coaxially arranged with the drive member 25 and the reducer 30. One end of the first shaft portion 32 is connected to the drive member 25 via the reducer 30, and the first shaft portion 32 rotates about a central axis in the same direction as the rotation of the drive member 25. The first shaft portion 32 is capable of rotating in the same direction as the rotation of the drive member 25, i.e., in the back-and-forth direction.

[0041] The first gear 33 rotates integrally with the first shaft portion 32 in the same direction. In this embodiment, the first gear 33 is connected to a conversion member 35, which converts the rotation of the first drive portion 26 (first shaft portion 32) based on the driving force received from the drive member 25 into the rotation of the first blade 10.

[0042] The conversion member 35 has a conversion gear 37 that meshes with the first gear 33, a first crank 38 that is coaxially arranged with the conversion gear 37, a first rotating body 39 connected to the first crank 38, and a first connecting rod body 40 that converts the rotation of the conversion member 35 into the rotation of the first blade 10 by the rotation of the first crank 38.

[0043] In this embodiment, the shift gear 37 and the first gear 33 are bevel gears. The shift gear 37 is configured to have a rotation axis in a vertical direction orthogonal to the rotation axis of the first gear 33. That is, by meshing the shift gear 37 with the first gear 33, the rotation in the front-rear direction of the first drive unit 26 is converted into rotation in the left-right direction. Furthermore, regarding the shift member 35, any structure can be used as long as it can convert the rotation in the front-rear direction of the first drive unit 26 into rotation in the left-right direction.

[0044] The first crank 38 is connected to the lower part of the gear 37. The first crank 38 is formed in the shape of a circular plate. A cam pin 42 is provided on the first crank 38, protruding downward. The cam pin 42 is located at a position radially separated from the central axis of the first crank 38. The cam pin 42 is connected to the first rotating body 39 through the first connecting rod body 40.

[0045] The first rotating body 39 is formed as a circular plate with approximately the same diameter as the first crank 38, and is coaxially connected to the gear 37 and the first crank 38.

[0046] The first connecting rod body 40 is formed as a plate with thickness in the vertical direction and extends along the ventilation direction of the ventilation passage 5, i.e., the front-to-back direction. A first cam groove 43 in the shape of an elongated hole in the front-to-back direction is formed on the first connecting rod body 40. A cam pin 42 of the first crank 38 is slidably and rotatably inserted into the first cam groove 43. Furthermore, a first transmission groove 44 is formed by cutting along the front-to-back direction at the front end of the first connecting rod body 40. A connecting shaft portion 16 of the first blade 10 is slidably and rotatably inserted into the first transmission groove 44.

[0047] Furthermore, the second drive unit 27 rotates to rotate the second blade 11. The second drive unit 27 has a rotation axis A4 along the first drive unit 26, preferably parallel to the rotation axis A3 of the first drive unit 26. "Along the first drive unit 26" means that the direction parallel to the rotation axis A3 of the first drive unit 26 is the main component; besides a parallel state, it also includes, for example, a twisted position. The second drive unit 27 is located rearward relative to the first drive unit 26 and is disposed between the first drive unit 26 and the second blade 11. In this embodiment, the second drive unit 27 includes: a second shaft portion 46 having a rotation axis parallel to the first shaft portion 32 of the first drive unit 26; a second gear 47, which is a gear, coaxially disposed on the base end side of the second shaft portion 46; a second crank 48 coaxially connected to the front end side of the second shaft portion 46; a second rotating body 49 connected to the second crank 48; and a second connecting rod body 50 that converts the rotation of the second drive unit 27 into the rotation of the second blade 11 by the rotation of the second crank 48.

[0048] The second shaft portion 46 is, for example, formed into an elongated cylindrical shape. One end of the second shaft portion 46 is rotatably supported on the side of the housing 3. Furthermore, the second gear 47 located at the base end of the second shaft portion 46 is, for example, formed into a flat gear shape.

[0049] The second crank 48 is coaxially connected to the front end of the second shaft portion 46. The second crank 48 is formed in the shape of a circular plate. A cam pin 52 is provided on the second crank 48, protruding laterally. The cam pin 52 is located at a position radially separated from the central axis of the second crank 48. The cam pin 52 is connected to the second rotating body 49 via the second connecting rod body 50.

[0050] The second rotating body 49 is formed as a circular plate with approximately the same diameter as the second crank 48, and is coaxially connected to the second shaft 46 and the second gear 47. The second rotating body 49 is rotatably supported on the side of the housing 3, for example.

[0051] The second connecting rod body 50 is formed as a plate with thickness in the left-right direction and extends in the front-back and vertical directions. In this embodiment, the second connecting rod body 50 is formed in a cross shape. A second cam groove 53 in the shape of an elongated hole in the front-back direction is formed at the front part of the second connecting rod body 50. A cam pin 52 of the second crank 48 is slidably and rotatably inserted into the second cam groove 53. Furthermore, a second transmission groove 54 is formed in the front-back direction at the rear end of the second connecting rod body 50 opposite to the second blade 11. A connecting shaft portion 20 of the second blade 11 is slidably and rotatably inserted into the second transmission groove 54. Furthermore, a limiting groove 55 for limiting the position of the second connecting rod body 50 is formed in the shape of an elongated hole in the vertical direction. A support shaft protruding from the housing 3 side is slidably inserted into the limiting groove 55, and the second blade 11 can be stably rotated via the second connecting rod body 50. In addition, the shape of the second link 50 is not limited to a cross shape, but can also be a T shape, etc.

[0052] and, Figure 1 and Figure 2 The transmission switching member 28 shown can switch between a transmission state in which the driving force received by the first driving unit 26 from the driving member 25 is transmitted to the second driving unit 27, and a non-transmission state in which the driving force received by the first driving unit 26 from the driving member 25 is not transmitted to the second driving unit 27.

[0053] In this embodiment, the transmission switching member 28 has a transmission gear 57 that meshes with the second gear 47 and a clutch body 58 that is combined with the transmission gear 57.

[0054] The transmission gear 57 is formed, for example, in the shape of a spur gear and is coaxially arranged with the first shaft portion 32. That is, the transmission gear 57 has a rotation axis in the left-right direction. In this embodiment, the transmission gear 57 is located near the base end of the first shaft portion 32 and is close to and opposite the clutch body 58, which is coaxially mounted to the base end of the first shaft portion 32, in the left-right direction. The transmission gear 57 is configured to idle relative to the first shaft portion 32. That is, an opening 60 is formed in the center of the transmission gear 57 so as to allow the first shaft portion 32 to pass through it axially. The inner diameter of the opening 60 is larger than the outer diameter of the first shaft portion 32, and a gap is formed between the first shaft portion 32 and the opening 60. Preferably, a groove 61 is formed around the opening 60 of the transmission gear 57. The groove 61 is formed in the shape of a circumferentially extending arc and is concentric with the transmission gear 57. The groove 61 is formed on the side of the transmission gear 57 opposite to the clutch body 58.

[0055] Furthermore, the clutch body 58 is coaxially connected to the first shaft portion 32 in a manner that allows it to rotate integrally with the first shaft portion 32. The clutch body 58 is, for example, formed in a cylindrical shape. Alternatively, in this embodiment, the clutch body 58 and the first shaft portion 32 are formed separately, but this is not a limitation; they can also be formed integrally with the first shaft portion 32. An abutment portion 63 is formed on the clutch body 58. The abutment portion 63 is provided in a claw-like shape on the side of the clutch body 58 opposite to the transmission gear 57. In this embodiment, the abutment portion 63 is inserted into the groove 61 of the transmission gear 57 and slides within the groove 61 when the clutch body 58 rotates relative to the transmission gear 57. Furthermore, the abutment portion 63 can abut against at least one abutment receiving portion 65 at a predetermined rotational position of the clutch body 58 relative to the transmission gear 57. The abutment receiving portion 65 is formed on the transmission gear 57. In this embodiment, the abutment receiving portion 65 is formed as the end of the groove portion 61, but it is not limited to this. It may also be formed as a vertical wall portion that is wall-shaped at least at one point inside the groove portion 61, thus dividing the groove portion 61. Moreover, by switching the contact and separation of the abutment portion 63 and the abutment receiving portion 65 according to the rotation direction of the abutment portion 63, it is possible to switch between the transmission state and the non-transmission state based on the transmission switching member 28. In addition, the abutment portion 63 is not limited to the example of being formed in the clutch body 58 independent of the first shaft portion 32; for example, it may be integrally formed with the first shaft portion 32.

[0056] And, as Figure 3 As shown, the transmission switching member 28, together with a part of the first shaft portion 32 of the first drive portion 26 and the second gear 47 of the second drive portion 27, are housed inside the frame-shaped housing portion 67 and constitute a gearbox portion.

[0057] Furthermore, in this embodiment, the drive mechanism 15 (drive member 25, reducer 30, first drive unit 26, second drive unit 27, transmission switching member 28, and conversion member 35) is housed inside the housing 70 and disposed within the ventilation passage 5. The housing 70 is aligned with the ventilation passage 5 within the housing 3. Figure 4 The shape corresponding to the cross-section shown is such that, in this embodiment, the storage component 70 is formed horizontally. The storage component 70 is divided into an upstream storage body 71 and a downstream storage body 72, and a drive member 25, a reducer 30, a first drive unit 26, a second drive unit 27, a transmission switching member 28, and a conversion member 35 are held between these one and the other storage bodies 71 and 72 in a front-to-back direction. Figure 4 As shown, the front portion of the other storage body 72 of the storage component 70 is located facing the outlet 7. Therefore, the storage component 70 serves to prevent visual obstruction from the outlet 7 side. Figure 3 The shielding portion of the drive mechanism 15 shown functions. Furthermore, the housing component 70 is fitted into the rectifier portions 13a and 13b of the first winglet 10. Figure 1 Between (as shown), ventilation path 5 ( Figure 4 As shown, the interior is divided into upper and lower air duct sections.

[0058] Next, the operation of the wind direction adjustment device 1 will be explained. In addition, based on the state that the rotation angle of the drive member 25 is 0° and the first wing 10 and the second wing 11 are in the neutral position, the clockwise rotation when viewed from the drive member 25 is called positive rotation (positive direction of rotation angle), and the rotation in the opposite direction is called reverse rotation (negative direction of rotation angle).

[0059] If the drive member 25 rotates according to a signal from the control device, the first shaft portion 32 of the first drive section 26, which is connected to the drive member 25 via the reducer 30, rotates in the same direction as the drive member 25. If the first shaft portion 32 rotates, the first gear 33, connected to the first shaft portion 32, rotates integrally with the first shaft portion 32 in the same direction, and the shift gear 37 meshing with the first gear 33 rotates. Consequently, the first crank 38, coaxially connected to the shift gear 37, rotates in the same direction as the shift gear 37. Therefore, the first connecting rod body 40, whose cam pin 42 engages with the first cam groove 43 of the first crank 38, moves left and right. The connecting shaft portion 16, which engages with the first transmission groove 44 of the first connecting rod body 40, moves left and right together with the first connecting rod body 40, thus causing the first vane 10 to rotate left and right.

[0060] At this time, the contact portion 63 of the clutch body 58, which rotates coaxially and integrally with the first shaft portion 32, slides within the groove portion 61 of the transmission gear 57. Within a predetermined range where the contact portion 63 and the contact receiving portion 65 do not abut, the transmission gear 57 is not linked to the rotation of the first shaft portion 32, and therefore the second vane 11 will not rotate. In this embodiment, within a rotation range of 90° for both forward and reverse rotation, the contact portion 63 does not abut against the contact receiving portion 65, and according to the gear ratio between the first gear 33 and the conversion gear 37, the first vane 10 can rotate to its maximum extent left and right within a 90° range for both forward and reverse rotation (for example, ±35°). Therefore, as long as the first shaft portion 32 rotates within a predetermined range for left and right via the drive member 25, regardless of whether the drive member 25 rotates forward or reverse, only the first vane 10 can rotate in the left and right directions without causing the second vane 11 to rotate.

[0061] Furthermore, if the first shaft portion 32 rotates more than 90° in the forward direction via the drive member 25 to a predetermined angle (for example, 140° in this embodiment), the abutting portion 63 of the clutch body 58, which rotates coaxially and integrally with the first shaft portion 32, abuts against the abutting receiving portion 65 of the transmission gear 57. Therefore, within the range where the first shaft portion 32 rotates more than 140° in the forward direction, as long as the first shaft portion 32, i.e., the clutch body 58, rotates forward, the clutch body 58 and the transmission gear 57 will rotate forward together. If the transmission gear 57 rotates, the second gear 47, which meshes with the transmission gear 57, rotates in the opposite direction to the transmission gear 57, the second shaft portion 46 rotates integrally with the transmission gear 57 in the same direction as the transmission gear 57, and the second crank 48, which is coaxially connected to the second shaft portion 46, rotates in the same direction. Therefore, the second connecting rod 50, which is engaged with the second cam groove 53 via the cam pin 52 of the second crank 48, moves upward and downward. The connecting shaft 20, which is engaged with the second transmission groove 54 of the second connecting rod 50, moves upward and downward together with the second connecting rod 50, thus causing the second blade 11 to rotate upward and downward. At this time, as the first shaft 32 rotates, the first blade 10 and the second blade 11 rotate simultaneously in the left and right directions. In this embodiment, within a 180° rotation range in the forward direction, the second blade 11 can rotate up and down to its maximum extent (e.g., ±45°) depending on the gear ratio between the transmission gear 57 and the second gear 47. On the other hand, even within this range, if the first shaft 32 reverses direction, the abutment portion 63 separates from the abutment receiving portion 65, thus the transmission gear 57, i.e., the second blade 11, stops rotating, and only the first blade 10 rotates.

[0062] Therefore, in this embodiment, the first winglet 10 can be rotated only according to the rotation angle and rotation direction of the driving member 25.

[0063] exist Figure 5The diagram shows an example of a graph illustrating the rotation angles of the first wing 10 and the second wing 11 relative to the rotation angle of the drive member 25 in this embodiment. In the example diagram, within a rotation angle range of ±90° for the drive member 25, only the first wing 10 rotates in the left-right direction. Within a rotation angle range exceeding 140° for the drive member 25, when the drive member 25 rotates clockwise, both the first wing 10 and the second wing 11 rotate simultaneously; when the drive member 25 rotates counterclockwise, only the first wing 10 rotates. When the drive member 25 rotates clockwise, the first wing 10 is configured to repeat a reciprocating motion once every 180° of rotation angle of the drive member 25, and the second wing 11 is configured to repeat a reciprocating motion once every 180° of rotation angle of the drive member 25 starting from 140°.

[0064] Figures 6 to 9 show the data based on... Figure 5 The example shown transmits the action of the switching member 28 and the corresponding actions of the first wing 10 and the second wing 11.

[0065] When the drive member 25 rotates forward / reverse within a range of ±90° from its neutral position, as shown in FIG6(a), the abutment portion 63 does not abut against the abutment receiving portion 65, and as shown in FIG6(b), the second vane 11 remains in the neutral position without rotating. Furthermore, as shown in FIG6(c), the cam pin 42 moves left and right by rotating the first crank 38 left and right, thereby pressing the connecting shaft portion 16 of the first vane 10 left and right via the first connecting rod body 40, thereby causing the first vane 10 to rotate left and right. Therefore, if the rotation direction of the drive member 25 is alternately switched within a range of ±90°, the first vane 10 rotates left and right alternately, thereby obtaining a so-called swing effect where the wind direction swings left and right alternately.

[0066] When the drive member 25 rotates clockwise to 140°–230°, as shown in FIG7(a), the abutment portion 63 abuts against the abutment receiving portion 65. The transmission gear 57 rotates, as shown in FIG7(b), causing the second crank 48 to rotate forward (clockwise), which moves the cam pin 52 downward. This, in turn, presses the connecting shaft portion 20 of the second vane 11 downward via the second connecting rod body 50, causing the front side of the second vane 11 to rotate upward. Furthermore, for example, within a range of ±90° for the drive member 25, the abutment portion 63 does not abut against the abutment receiving portion 65. Therefore, depending on the clockwise / reverse rotation of the drive member 25, as shown in FIG7(c), the first crank 38 rotates left and right, causing the cam pin 42 to move left and right. This, in turn, presses the connecting shaft portion 16 of the first vane 10 left and right via the first connecting rod body 40, causing the first vane 10 to rotate left and right. By alternately switching the rotation direction of the drive member 25, an oscillating effect can be obtained.

[0067] Furthermore, when the drive member 25 rotates to 230° to 320°, as shown in FIG8(a), the abutting part 63 abuts against the abutting receiving part 65. As shown in FIG8(b), the transmission gear 57 rotates forward (clockwise), causing the cam pin 52 to move upward. This causes the connecting shaft part 20 of the second blade 11 to be pressed upward via the second connecting rod body 50, thereby causing the front side of the second blade 11 to rotate downward toward the neutral position. Furthermore, for example, within the range of 180°±90° of the drive member 25, the abutting part 63 does not abut against the abutting receiving part 65. Therefore, depending on the forward / reverse rotation of the drive member 25, as shown in FIG8(c), the cam pin 42 moves left and right by rotating the first crank 38 left and right. As a result, the connecting shaft part 16 of the first blade 10 is pressed left and right via the first connecting rod body 40, and the first blade 10 rotates left and right. By alternately switching the rotation direction of the drive member 25, an oscillating effect can be obtained.

[0068] Then, when the drive member 25 rotates clockwise to 320°~410°, as shown in FIG9(a), the abutment part 63 abuts against the abutment receiving part 65. The transmission gear 57 rotates, as shown in FIG9(b), causing the second crank 48 to rotate forward (clockwise), which moves the cam pin 52 upward. This, in turn, presses the connecting shaft 20 of the second vane 11 upward via the second connecting rod 50, causing the front side of the second vane 11 to rotate downward. Furthermore, for example, within a range of 180°±90° for the drive member 25, the abutment part 63 does not abut against the abutment receiving part 65. Therefore, depending on the clockwise / reverse rotation of the drive member 25, as shown in FIG9(c), the first crank 38 rotates left and right, causing the cam pin 42 to move left and right. This, in turn, presses the connecting shaft 16 of the first vane 10 left and right via the first connecting rod 40, causing the first vane 10 to rotate left and right. By alternately switching the rotation direction of the drive member 25, an oscillating effect can be obtained.

[0069] As explained above, according to this embodiment, the second drive unit 27 for rotating the second blade 11 is configured such that its rotation axis A4 is parallel to the rotation axis A4 of the first drive unit 26 for rotating the first blade 10. Furthermore, it is configured such that, via the transmission switching member 28, it can switch between a transmission state in which the driving force received by the first drive unit 26 from the drive member 25 is transmitted to the second drive unit 27 and a non-transmission state in which the driving force received by the first drive unit 26 from the drive member 25 is not transmitted to the second drive unit 27. Thus, a mechanism is simply and compactly constructed that allows the first blade 10 and the second blade 11 to rotate separately via a single drive member 25, and a wind direction adjustment device 1 is realized that can perform the operation of rotating only one blade (in this embodiment, only the first blade 10) without rotating the second blade 11.

[0070] In particular, when the wind direction adjustment device 1 is horizontal, the requirement to rotate the first wing 10, which is a longitudinal wing, is higher than that of the second wing 11, which is a transverse wing. Therefore, a wind direction adjustment device 1 that can meet this requirement can be provided.

[0071] Furthermore, since there is only one drive component 25, it can be manufactured at a lower cost compared to a structure that provides a drive component for each blade.

[0072] Specifically, by inserting the first shaft portion 32 of the first drive unit 26 into the transmission gear 57 of the transmission switching member 28, which meshes with the second gear 47 for rotating the second blade 11, with a gap, a contact receiving portion 65 is provided on the transmission gear 57, and a contact portion 63 is provided on the clutch body 58 that rotates according to the rotation of the first shaft portion 32. If the first shaft portion 32 rotates in both directions according to the forward and reverse rotation of the drive member 25, the contact and separation of the contact portion 63 relative to the contact receiving portion 65 is switched according to the direction of rotation, thereby switching between the transmission state and the non-transmission state. Therefore, it is possible to make the first blade 10 and the second blade 11 rotate simultaneously, or to make only the first blade 10 rotate, simply by switching the rotation direction of the drive member 25.

[0073] Furthermore, by forming a circumferentially extending groove 61 around the opening 60 in the transmission gear 57 and inserting the abutment portion 63 of the clutch body 58 into the groove 61, the transmission gear 57 and the clutch body 58 can be arranged close together in the axial direction, thereby enabling a more compact structure.

[0074] Furthermore, by having a conversion member 35 that converts the rotation of the first drive section 26 based on the driving force received from the drive member 25 into the rotation of the first wing 10, it is possible to easily construct a mechanism that causes the first wing 10, whose rotation axis direction is intersecting or orthogonal to the first drive section 26, to rotate by the rotation of the first drive section 26.

[0075] Furthermore, by housing the drive mechanism 15, including the drive member 25, inside the storage member 70 and configuring it within the housing 3, it is possible to achieve space saving by eliminating any components or structures that protrude outward from the housing 3.

[0076] Next, refer to Figures 10 to 1 Section 9 describes the second embodiment. Furthermore, for structures and functions identical to those in the first embodiment, the same reference numerals are used, and their descriptions are omitted.

[0077] In this embodiment, such as Figure 10 , Figure 11 , Figure 13 and Figure 14As shown, the shaft 75, which is connected to the rotational shaft of the drive member 25, is connected to the clutch body 58. The transmission gear 57 is divided into a gear portion 57a ​​and a cylindrical shaft portion 57b. The housing portion 67 is divided into housing components 67a, 67b, and 67c axially in the first drive unit 26. The gear portion 57a ​​of the clutch body 58 and the transmission gear 57 is located between housing components 67a and 67b, and the shaft portion 57b of the transmission gear 57 is located between housing components 67b and 67c. Furthermore, the first shaft portion 32, which rotates integrally with the clutch body 58, is inserted into the transmission gear 57 and connected to the first gear 33. The shift gear 77 is coaxially connected to the lower part of the shift gear 37, which meshes with the first gear 33. Moreover, the shift gear 78, which meshes with the shift gear 77, is integrally formed on the first crank 38.

[0078] Furthermore, in the second drive unit 27, the second shaft portion 46 extends to the right relative to the second gear 47. A transmission gear 80, forming part of the transmission switching member 28, is located between the second gear 47 and the transmission gear 57. The transmission gear 80 has a rotation axis along the first drive unit 26 and the second drive unit 27. The transmission gear 80 converts the rotation directions of the transmission gear 57 and the second gear 47 to the same direction. Therefore, the transmission gear 80 is unnecessary if the structure does not require the rotation directions of the transmission gear 57 and the second gear 47 to be the same.

[0079] Furthermore, in this embodiment, the second wing 11 is composed of one wing member 11a and another wing member 11b. These one and the other wing members 11a and 11b are separate from each other and are arranged coaxially with a rotation axis. For example, one and the other wing members 11a and 11b have an area of ​​more than half of the cross-sectional area of ​​the ventilation passage 5. Moreover, by rotating the one and the other wing members 11a and 11b in the same direction while being integrally overlapped, the second wing 11 functions as a wing for adjusting the airflow direction; by rotating the one and the other wing members 11a and 11b in opposite directions and moving away from each other, the second wing 11 functions as a shut-off valve to block the ventilation passage 5.

[0080] The driving force from the second drive unit 27 to the second wing 11 is transmitted to one wing member 11a via a second link body 50a, which serves as a link, and to another wing member 11b via another second link body 50b, which serves as another link.

[0081] The first and second connecting rods 50a and 50b have the same shape as the second connecting rod 50 in the first embodiment. That is, the first and second connecting rods 50a and 50b are formed as plates with thickness in the left-right direction and extend in the front-back direction and the vertical direction. In this embodiment, they are formed in a cross shape. In the first and second connecting rods 50a and 50b, one and another second cam grooves 53a and 53b are formed in the front part in the front-back direction, and one and another second transmission grooves 54a and 54b are formed in the rear part in the front-back direction. One and another limiting grooves 55a and 55b for limiting the position of the second connecting rod 50 are formed in the vertical direction in the form of elongated holes. In addition, the shape of the first and second connecting rods 50a and 50b is not limited to a cross shape, and may also be T-shaped, etc.

[0082] One and another second connecting rod bodies 50a, 50b are connected to one and another blade members 11a, 11b at the positions of one and another transmission grooves 54a, 54b. In this embodiment, one and another connecting shaft portions 20a, 20b are slidably and rotatably inserted into one and another second transmission grooves 54a, 54b. One and another connecting shaft portions 20a, 20b are integrally formed, for example, from one and another crank shaft portions 82a, 82b that are separate from one and another blade members 11a, 11b. One and another crank shaft portions 82a, 82b are each formed in a shaft shape and are connected to one and another blade members 11a, 11b along the axis of rotation. Furthermore, the connecting shaft portions 20a and 20b are configured such that they are located radially rearward relative to the central axis of the crank shaft portions 82a and 82b. Thus, by moving the second connecting rods 50a and 50b in the longitudinal and vertical directions, the rotation of the second drive unit 27 is converted into the rotation of the blade members 11a and 11b. In this embodiment, one blade member 11a has a cylindrical rotating portion 21a along its length, and the other blade member 11b has another rotating portion 21b coaxially disposed at both ends of the rotating portion 21a of the blade member 11a. Moreover, the other crank shaft portion 82b is connected to the other rotating portion 21b, and the crank shaft portion 82a is inserted through the other crank shaft portion 82b and the other rotating portion 21b and connected to one end of the rotating portion 21a.

[0083] Furthermore, one and another cam pins 52a and 52b of one and another second cranks 48a and 48b are slidably and rotatably inserted into one and another second cam grooves 53a and 53b of one and another second connecting rod bodies 50a and 50b. One and another second cranks 48a and 48b are formed in the shape of circular plates, and one and another cam pins 52a and 52b are provided to the side. One and another cam pins 52a and 52b are located at positions radially separated from the central axis of one and another second cranks 48a and 48b. Furthermore, one and another cam pins 52a and 52b are connected to one and another second rotating bodies 49a and 49b through one and another second connecting rod bodies 50a and 50b. One second rotating body 49a is formed in the shape of a circular plate with approximately the same diameter as one second crank 48a, and the other second rotating body 49b is formed in the shape of a circular plate with approximately the same diameter as the other second crank 48b. The second rotating body 49 is, for example, rotatably supported on the side of the housing 3.

[0084] One and another second cranks 48a and 48b, and one and another second rotating bodies 49a and 49b, are located coaxially with the second drive unit 27, i.e., the second shaft 46 and the second gear 47. A second crank 48a is coaxially connected to the front end of the second shaft 46. That is, the second crank 48a rotates directly through the second drive unit 27, and the second connecting rod 50a is linked by the driving force of the second drive unit 27. In other words, a blade member 11a rotates directly through the second drive unit 27.

[0085] Furthermore, the wind direction adjustment device 1 includes a linkage transmission switching member 85. The linkage transmission switching member 85 can switch between a transmission state where the driving force received by one second linkage 50a from the second drive unit 27 is transmitted to another second linkage 50b, and a non-transmission state where the driving force received by one second linkage 50a from the second drive unit 27 is not transmitted to the other second linkage 50b. Therefore, the other second linkage 50b can indirectly receive the driving force of the second drive unit 27 via the linkage transmission switching member 85 in the transmission state. In other words, the other blade member 11b rotates indirectly via the second drive unit 27.

[0086] In this embodiment, such as Figure 12 As shown, the linkage transmission switching component 85 consists of a second rotating body 49a and another second crank 48b.

[0087] An abutment portion 87 is formed on a second rotating body 49a. The abutment portion 87 is provided in a claw-like shape on the side of the second rotating body 49a opposite to the other second crank 48b. The abutment portion 87 is in the form of a rib extending radially. Similarly, an abutment receiving portion 88 is formed on the other second crank 48b, which contacts or separates from the abutment portion 87. The abutment receiving portion 88 is provided in a claw-like shape on the side of the other second crank 48b opposite to the second rotating body 49a. The abutment receiving portion 88 is in the form of a rib extending radially. The abutment portion 87 can abut against the abutment receiving portion 88 at a predetermined rotational position of the second rotating body 49a relative to the other second crank 48b. Moreover, by switching the contact and separation of the abutment portion 87 and the abutment receiving portion 88 according to the rotation direction of the abutment portion 87, switching between the transmission state and the non-transmission state based on the linkage transmission switching member 85 can be performed.

[0088] Next, the operation of the wind direction adjustment device 1 will be explained.

[0089] If the drive member 25 rotates according to the signal from the control device, the first shaft portion 32 of the first drive unit 26 rotates in the same direction as the drive member 25. If the first shaft portion 32 rotates, the first gear 33 connected to the first shaft portion 32 rotates integrally with the first shaft portion 32 in the same direction. The shift gear 37 meshing with the first gear 33 rotates, thereby causing the shift gear 77 coaxially connected to the shift gear 37 to rotate in the same direction as the shift gear 37. The first crank 38 meshing with the shift gear 77 rotates in the opposite direction to the shift gear 77. Therefore, similar to the first embodiment, the first vane 10 rotates in the left-right direction.

[0090] At this time, the contact portion 63 of the clutch body 58, which rotates coaxially and integrally with the first shaft portion 32, slides within the groove portion 61 of the transmission gear 57. Within a predetermined range where the contact portion 63 and the contact receiving portion 65 do not abut, the transmission gear 57 is not linked to the rotation of the first shaft portion 32, and therefore the second vane 11 will not rotate. In this embodiment, within a rotation range of 90° for both forward and reverse rotation, the contact portion 63 does not abut against the contact receiving portion 65. Based on the gear ratio between the first gear 33 and the conversion gear 37, the first vane 10 can rotate to its maximum extent left and right within a 90° range for both forward and reverse rotation. Therefore, as long as the first shaft portion 32 rotates within a predetermined range for left and right via the drive member 25, regardless of whether the drive member 25 rotates forward or reverse, only the first vane 10 can rotate in the left and right directions without causing the second vane 11 to rotate.

[0091] Furthermore, if the first shaft portion 32 rotates more than 90° in the reverse direction via the drive member 25 to a predetermined angle (for example, 140° in this embodiment), the abutting portion 63 of the clutch body 58, which rotates coaxially and integrally with the first shaft portion 32, abuts against the abutting receiving portion 65 of the transmission gear 57. Therefore, within the range where the first shaft portion 32 rotates more than 140° in the reverse direction, as long as the first shaft portion 32, i.e., the clutch body 58, rotates forward, the clutch body 58 and the transmission gear 57 will rotate forward together. If the transmission gear 57 rotates, the transmission gear 80 meshing with the transmission gear 57 rotates in the opposite direction to the transmission gear 57, the second gear 47 meshing with the transmission gear 57 rotates in the opposite direction to the transmission gear 80, i.e., in the same direction as the transmission gear 57, i.e., in the reverse direction, the second shaft portion 46 and the second gear 47 rotate integrally in the same direction as the second gear 47, and a second crank 48a coaxially connected to the second shaft portion 46 rotates in the same direction. Therefore, as a second connecting rod 50a, whose cam pin 52a of a second crank 48a is engaged with a second cam groove 53a, moves upward and downward, a connecting shaft 20a, whose second transmission groove 54a is engaged with a second connecting rod 50a, moves upward and downward together with the second connecting rod 50a, thus causing the blade member 11a of the second blade 11 to rotate upward and downward. Furthermore, if a second rotating body 49a connected to a second crank 48a rotates in the same direction as the second crank 48a, the abutting portion 87 formed on the second rotating body 49a rotates. Thus, by abutting with the abutting receiving portion 88 formed on the other second crank 48b, the other second crank 48b also rotates in the same direction. Therefore, the other cam pin 52b of the other second crank 48b, engaged with the other second cam groove 53b, moves the other second connecting rod body 50b in the vertical direction. Consequently, the other connecting shaft 20b, engaged with the other second transmission groove 54b of the other second connecting rod body 50b, moves vertically together with the other second connecting rod body 50b. Thus, the other blade member 11b of the second blade 11 also rotates vertically in the same direction as the blade member 11a. Therefore, the second blade 11 functions like a blade. At this time, with the rotation of the first shaft 32, the first blade 10 and the second blade 11 rotate simultaneously in the left-right direction.

[0092] On the other hand, even within this range, if the first shaft portion 32 rotates clockwise, the abutment portion 63 separates from the abutment receiving portion 65, and thus the transmission gear 57, i.e., one and the other blade members 11a, 11b of the second blade 11, stops rotating, and only the first blade 10 rotates. However, if the first shaft portion 32 rotates approximately one revolution in the clockwise direction via the drive member 25, the abutment portion 63 of the clutch body 58, which rotates coaxially and integrally with the first shaft portion 32, abuts against the abutment receiving portion 65 of the transmission gear 57 from the clockwise direction, thereby causing the clutch body 58 and the transmission gear 57 to rotate clockwise as a whole. If the transmission gear 57 rotates, the transmission gear 80 meshing with the transmission gear 57 rotates in the opposite direction to the transmission gear 57. The second gear 47 meshing with the transmission gear 57 rotates in the opposite direction to the transmission gear 80, i.e., in the same direction as the transmission gear 57, i.e., in the forward direction. The second shaft portion 46 rotates integrally with the second gear 47 in the same direction as the second gear 47. A second crank 48a coaxially connected to the second shaft portion 46 rotates in the same direction. Therefore, a second connecting rod body 50a, which is engaged in a second cam groove 53a by a cam pin 52a of a second crank 48a, moves up and down. A connecting shaft portion 20a, which is engaged in a second transmission groove 54a of a second connecting rod body 50a, moves up and down together with the second connecting rod body 50a. Therefore, a blade member 11a of the second blade 11 rotates up and down. On the other hand, if a second rotating body 49a connected to a second crank 48a rotates in the same direction as the second crank 48a, the abutting portion 87 formed on the second rotating body 49a rotates in a direction separating from the abutting receiving portion 88 formed on the other second crank 48b, thereby preventing the other second crank 48b from rotating. Therefore, the other vane 11b remains in that position without being linked to the first vane 11a. Therefore, if the drive member 25 is rotated clockwise from a state where the other vane 11b is in its maximum rotation position, causing the first vane 11a to move to its maximum rotation position, the second vane 11 acts as a shut-off valve blocking the ventilation passage 5.

[0093] Figures 15 to 19 illustrate the operation of the transmission switching member 28 and the linkage transmission switching member 85 based on this example, and the operation of the corresponding second wing 11. Furthermore, the operation of the first wing 10 is essentially the same as in the first embodiment, and therefore its description is omitted.

[0094] When the drive member 25 reverses more than 140° from the neutral position shown in Figures 15(a) to 15(c), as shown in Figure 16(a), the abutment portion 63 abuts against the abutment receiving portion 65, causing the transmission gear 57 to rotate. This causes the transmission gear 80, which meshes with the transmission gear 57, to rotate, and the second gear 47, which meshes with the transmission gear 80, to rotate. A second crank 48a, connected to the second shaft portion 46 coaxial with the second gear 47, rotates in the reverse direction. Therefore, as shown in Figure 16(b), by the contact between the abutment portion 87 of a second rotating body 49a connected to a second crank 48a and the abutment receiving portion 88 of another second crank 48b, the other second crank 48b also rotates in the reverse direction. As a result, as shown in Figure 16(c), a connecting shaft 20a is pressed upward via a second connecting rod 50a, and another connecting shaft 20b is pressed upward via another second connecting rod 50b, thereby causing the front sides of the first and second blade members 11a and 11b to rotate downward as a single unit. For example, by rotating the first and second cranks 48a and 48b by 90°, the second blade 11 is in its maximum downward rotation position.

[0095] If the drive member 25 is further reversed, as shown in FIG17(a), the abutment portion 63 abuts against the abutment receiving portion 65, the transmission gear 57 rotates, thereby the transmission gear 80 meshing with the transmission gear 57 rotates, the second gear 47 meshing with the transmission gear 80 rotates, and a second crank 48a connected to the second shaft portion 46 coaxial with the second gear 47 rotates. Therefore, as shown in FIG17(b), the other second crank 48b also rotates because the abutment portion 87 of the second rotating body 49a connected to the second crank 48a contacts the abutment receiving portion 88 of the other second crank 48b. As a result, as shown in FIG17(c), the connecting shaft portion 20a is pressed downward via the second connecting rod body 50a, and the other connecting shaft portion 20b is pressed downward via the other second connecting rod body 50b, thereby causing the front sides of the one and the other blade members 11a, 11b to rotate upward as a unit and gradually return to the neutral position. For example, by further rotating 90° from the state shown in Figure 16(b) using one and another second cranks 48a, 48b, the second blade 11 returns to the neutral position. If the drive member 25 is further reversed, the second blade 11 can rotate from the neutral position shown in Figure 17(c) to the maximum upper position shown in Figures 18(a) to 18(c). For example, by further rotating 90° from the state shown in Figure 17(b) using one and another second cranks 48a, 48b, the second blade 11 returns to the neutral position. Then, by further reversing the drive member 25, the second blade 11 rotates downwards again. Therefore, as long as the drive member 25 continues to reverse, the second blade 11 will rotate up and down repeatedly.

[0096] On the other hand, if the drive member 25 is rotated forward while the front side of the second wing 11 is rotated to its maximum upward position, as shown in FIG19(a), the abutment part 63 abuts against the abutment receiving part 65 from the forward rotation direction. Through the rotation of the transmission gear 57, as shown in FIG19(b), a second crank 48a rotates forward, causing a cam pin 52a to move upward, thereby pressing a connecting shaft part 20a upward via a second connecting rod body 50a. Only the front side of one wing member 11a in the second wing 11 rotates downward. Therefore, as shown in FIG19(c), one wing member 11a and the other wing member 11b are in an open position, and the second wing 11 blocks the ventilation passage 5, thus blocking ventilation.

[0097] Thus, by having a structure with the same structure as the first embodiment, such as the transmission switching member 28, the same effects as the first embodiment can be achieved: a mechanism that can rotate the first wing 10 and the second wing 11 respectively by a single drive member 25 can be simply and compactly constructed, and a wind direction adjustment device 1 that can rotate only one wing (only the first wing 10 in this embodiment) without rotating the second wing 11 can be realized.

[0098] Furthermore, a linkage transmission switching member 85 is provided in one and another second link bodies 50a and 50b that transmit driving force to one and the other wing members 11a and 11b of the second wing 11. This allows the linkage transmission switching member 85 to switch between a transmission state in which the driving force received by one second link body 50a from the second drive unit 27 is transmitted to the other second link body 50b and a non-transmission state in which the driving force received by one second link body 50a from the second drive unit 27 is not transmitted to the other second link body 50b. Thus, a mechanism is simply and compactly constructed that allows one wing member 11a and the other wing member 11b of the second wing 11 to rotate separately by a single drive member 25, and it is possible to perform an operation in which only one wing (only one wing member 11a in this embodiment) rotates without rotating the other wing member 11b. Therefore, the second wing 11 can form a shut-off valve that blocks the ventilation passage 5 by making the rotation angles of one wing piece 11a and the other wing piece 11b different, without the need for an additional shut-off valve or a mechanism to activate the shut-off valve, thus realizing a simple wind direction adjustment device 1.

[0099] Furthermore, in various embodiments, the transmission switching member 28 is not limited to a structure that uses the contact and separation of the contact portion 63, which rotates integrally with the first shaft portion 32, and the contact receiving portion 65 provided on the transmission gear 57, which rotates idly relative to the first shaft portion 32, to switch between the transmission state and the non-transmission state. For example, it can be any structure such as the transmission gear 57 rotating integrally with the first shaft portion 32, and the transmission gear 57 engaging / disengaging with the second gear 47 by sliding the first shaft portion 32 axially, thereby switching between the transmission state and the non-transmission state.

[0100] Furthermore, the wind direction adjustment device 1 is not limited to wind direction adjustment devices for automobiles, but can also be used for any other purpose.

[0101] Industrial availability The present invention can be preferably used, for example, as an airflow direction adjustment device for an automobile air conditioner.

Claims

1. A wind direction adjustment device, characterized in that, have: Ventilation path; The first wing has a rotation axis in a first direction that intersects the ventilation direction of the ventilation path, and changes the wind direction by rotating; The second wing has a rotation axis in a second direction that intersects the ventilation direction and the first direction, and changes the wind direction by rotation; Drive components; The first drive unit is used to rotate the first blade by receiving a driving force from the drive member. The second drive unit has a rotation axis along the first drive unit for rotating the second blade by rotation; and The transmission switching member is capable of switching between a transmission state in which the driving force received by the first driving unit from the driving member is transmitted to the second driving unit, and a non-transmission state in which the driving force received by the first driving unit from the driving member is not transmitted to the second driving unit.

2. The wind direction adjustment device according to claim 1, characterized in that, The driving component can rotate in both directions. The first drive unit has a shaft that extends along a second direction and rotates in both directions depending on the rotation of the drive member. The second drive unit has a rotation axis parallel to the shaft and a gear that rotates the second vane. The transmission switching member includes: a transmission gear having an opening through which the shaft portion is inserted with a gap and an abutment receiving portion, coaxially arranged with the shaft portion and meshing with the gear; and an abutment portion that rotates according to the rotation of the shaft portion and is capable of abutting with the abutment receiving portion, and can switch between a transmission state and a non-transmission state by switching the contact and separation of the abutment portion relative to the abutment receiving portion according to the rotation direction of the abutment portion.

3. The wind direction adjustment device according to claim 2, characterized in that, The transmission gear has a groove located around the opening and extending circumferentially. The abutting part is inserted into the groove.

4. The wind direction adjustment device according to claim 1, characterized in that, The second wing consists of two separate wing pieces. The wind direction adjustment device also features: One link and another link transmit driving force to one wing member and the other wing member; and The link transmission switching component is capable of switching between a transmission state in which one link transmits the driving force received from the second drive unit to the other link and a non-transmission state in which one link does not transmit the driving force received from the second drive unit to the other link.

5. The wind direction adjustment device according to any one of claims 1 to 4, characterized in that, The first drive unit has a rotation axis in a direction intersecting the rotation axis of the first winglet. The wind direction adjustment device includes a conversion member that converts the rotation of the first drive unit based on the driving force received from the drive member into the rotation of the first blade.

Images