Vehicle vent

Abstract

A vehicle vent is provided for installation in a vehicle to direct air in a passenger cabin of the vehicle. The vehicle vent includes: a first wing assembly including a first wing for directing air toward at least one of a ceiling surface of a cabin, a floor surface of the cabin, or a combination of both; a second wing assembly including a plurality of second wings for directing air toward a side of the passenger cabin; and a single actuator disposed between the first wing assembly and the second wing assembly. A single actuator generates a mechanical force to rotate the first wing and the second wing.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to Korean Patent Application No. KR10-2024-0105070, filed on August 7, 2024, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] This utility model relates to vehicle ventilation openings, and more specifically, to a vehicle ventilation opening in which a single actuator can control multiple wings. Background Technology

[0004] A vent is a device connected to an air conditioning system to guide air exhausted from the air conditioning system into the vehicle interior. A vent may include a housing for airflow, a front wing disposed within the housing to control the lateral direction of airflow, a rear wing disposed within the housing to control the vertical direction of airflow, and a knob connected to the rear wing and operated by the user.

[0005] Traditional air vents are connected to the vehicle's cockpit and thus exposed to the passenger cabin, where users operate the front or rear wings via knobs. However, the front wings and knobs are exposed to passengers, thus compromising the vehicle's aesthetics. Therefore, there is a growing need for air vent designs that eliminate knobs from the vent configuration and conceal the front wings from passengers.

[0006] To this end, multiple actuators were used, each connected to the front and rear wings, to allow the front and rear wings to rotate independently while keeping the front wing out of the passengers' view.

[0007] However, using multiple actuators increases manufacturing costs and reduces productivity. Therefore, there is a growing need for configurations that allow control of both the canard and aft wing via a single actuator. Utility Model Content

[0008] This invention is proposed to solve the above-mentioned problems. The purpose of this invention is to provide an improved vehicle air vent configured to control both the front and rear wings via a single actuator.

[0009] This utility model summary is provided to introduce a series of concepts in a simplified form, which will be further described in the detailed description below. This utility model summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0010] In a general aspect of the disclosure, a vehicle vent for being installed in a vehicle to direct air in a passenger cabin of the vehicle includes a first wing assembly including a first wing for directing air toward at least one of a ceiling surface of the passenger cabin, a floor surface of the passenger cabin, or a combination of both, a second wing assembly including a plurality of second wings for directing air toward a side surface of the passenger cabin, and a single actuator disposed between the first wing assembly and the second wing assembly, wherein the single actuator is configured to generate a mechanical force to rotate the first wing and the plurality of second wings.

[0011] The vehicle vent can further include a housing for housing the first wing and the plurality of second wings therein, the housing including a path for air to flow therethrough, and a rotating member connected to the actuator, wherein the rotating member is rotated by the mechanical force generated by the actuator to operate the first wing and the plurality of second wings.

[0012] The actuator and the rotating member can be disposed outside of the housing.

[0013] The vehicle vent can further include a first control unit rotatably coupled to the housing and configured to control a rotation direction and a rotation angle of the first wing when rotated together with the rotation of the rotating member, wherein the first control unit can include a first gear unit for rotating the first wing upward while being selectively in contact with the rotating member reciprocating along a predetermined section, and a second gear unit for rotating the first wing downward while being selectively in contact with the rotating member reciprocating along a predetermined section.

[0014] The first gear unit can include a first gear for rotating in contact with the rotating member rotating in a first rotation direction, and a second gear for rotating in contact with the rotating member rotating in a second rotation direction, wherein the second gear unit can include a third gear for rotating in contact with the rotating member rotating in the second rotation direction, and a fourth gear for rotating in contact with the rotating member rotating in the first rotation direction.

[0015] The first wing assembly can include a first connection block coupled to the first wing and serving as a rotation center of the first wing, wherein the first control unit can include a shaft connecting the first gear unit and the second gear unit, and a second connection block coupled to the shaft and engaging the first connection block in a state in which the first connection block is disposed inside the housing, and wherein the first wing and the first connection block can rotate in a direction opposite to a rotation direction of the second connection block while rotating together with rotation of the second connection block.

[0016] The vehicle vent can further include a second control unit disposed outside the housing and configured to control a rotation direction and a rotation angle of the plurality of second wings while the plurality of second wings rotate together with rotation of the rotation member, wherein the second control unit can include a third gear unit for rotating the plurality of second wings in a first rotation direction while being selectively in contact with the rotation member reciprocating along a predetermined section, and a fourth gear unit for rotating the plurality of second wings in a second rotation direction opposite to the first rotation direction while being selectively in contact with the rotation member reciprocating along a predetermined section.

[0017] The third gear unit can include a fifth gear unit including a fifth gear for rotating in contact with the rotation member rotating in the second rotation direction, and a fifth gear coupled to the fifth gear and to any one of the plurality of second wings, and a sixth gear unit including a seventh gear for rotating in contact with the rotation member rotating in the first rotation direction, and an eighth gear coupled to the seventh gear and rotatably coupled to the housing.

[0018] The fourth gear unit can include a seventh gear unit including a ninth gear for rotating in contact with the rotation member rotating in the first rotation direction, and a tenth gear coupled to the ninth gear and to any one of the plurality of second wings, and an eighth gear unit including an eleventh gear for rotating in contact with the rotation member rotating in the second rotation direction, and a twelfth gear coupled to the eleventh gear and rotatably coupled to the housing.

[0019] The first control unit and the second control unit can be disposed on a rotation path of the rotation member. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a perspective view of a vehicle vent according to an embodiment of the present utility model.

[0021] Figure 2 is an exploded view of the vehicle vent.

[0022] Figure 3 is a view showing a housing and a trim piece.

[0023] Figure 4 is a sectional view showing the inside of the housing and the trim piece in a state where the trim piece is coupled to the housing.

[0024] Figure 5 is a perspective view of a first wing assembly.

[0025] Figure 6 is a sectional view showing the first wing assembly coupled to the inside of the housing.

[0026] Figure 7 is a perspective view of a second wing assembly.

[0027] Figure 8 is a sectional view showing the second wing assembly coupled to the inside of the housing.

[0028] Figure 9 is a front view of a first control unit.

[0029] Figure 10 is a perspective view showing a first gear unit.

[0030] Figure 11 is a perspective view showing a second gear unit.

[0031] Figure 12 is a view showing a state in which a first connecting block of the first wing assembly and a second connecting block of the first control unit contact each other inside the housing.

[0032] Figure 13 is a view showing the second control unit.

[0033] Figure 14 is a view showing the second control unit coupled to the second wing assembly.

[0034] Figure 15 is a view showing the second control unit disposed outside the housing.

[0035] Figure 16 is a view showing an actuator and a rotating member disposed outside the housing.

[0036] Figure 17 is a view showing a disposition relationship between the first control unit, the second control unit, the actuator, and the rotating member.

[0037] Figure 18a FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0038] Figure 18b FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0039] Figure 19 FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0040] Figure 20a FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0041] Figure 20b FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0042] Figure 21 FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0043] Figure 22a FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0044] Figure 22b FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0045] Figure 23 FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0046] Figure 24a FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0047] Figure 24b FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0048] Figure 25 FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit.

[0049] Figure 26 FIG. 1-2 is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit. DETAILED DESCRIPTION

[0050] While the present utility model can be modified in various ways and can have several embodiments, specific embodiments will be shown and described. However, it should be understood that this does not mean that the present utility model is limited to the specific embodiments, but includes all modifications, equivalents or alternatives falling within the spirit and technical scope of the present utility model.

[0051] Terms including ordinal numbers such as first, second, etc. can be used to describe various components, but the components are not limited by these terms. These terms can be used only to distinguish one component from another component. For example, a second component can be named a first component without departing from the scope of the present utility model, and the first component can be similarly named a second component. The terms are and / or include a combination of a plurality of related listed items or any item among a plurality of related listed items.

[0052] It should be understood that when a component is referred to as being "connected" or "coupled" to another component, the component can be directly connected or coupled to the other component, but other components can be interposed therebetween. In contrast, it should be understood that when a component is referred to as being "directly connected" or "directly coupled" to another component, no other component is interposed.

[0053] In the description of the embodiments, when a component is described as being formed "above or below" other components, the two components can be in direct contact with each other, or one or more components can be disposed between the two components to form indirect contact. In addition, the expression "above or below" can refer to the upward and downward directions with respect to a given component.

[0054] The terms used in the present application are only used to describe specific embodiments and are not intended to limit the present utility model thereto. Unless the context clearly indicates otherwise, a singular expression includes a plural expression. In the present application, terms such as "include" or "have" are intended to indicate the presence of the features, numbers, steps, operations, components, parts or combinations thereof described in the specification, and should not be understood as excluding the presence or other possibility of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

[0055] Unless otherwise defined, all terms used herein, including technical or scientific terms, are intended to have the same meaning as commonly understood by those skilled in the art to which the present utility model belongs. These terms should be interpreted as having meanings consistent with their meanings in the relevant field context, and should not be interpreted in an idealized or improper form unless specifically defined in the present application.

[0056] A vehicle vent according to embodiments of the present application will be described in detail below with reference to the accompanying drawings. However, the same reference numerals will be assigned to the same or equivalent components regardless of the figure number and repetitive descriptions will be omitted.

[0057] Figure 1 is a perspective view of a vehicle vent according to embodiments of the present application, and Figure 2 is an exploded perspective view of a vehicle vent.

[0058] Figure 1 and Figure 2 It is shown that a vehicle vent 1 according to embodiments of the present application can be installed in a vehicle and guide air. More specifically, the vehicle vent 1 can be connected to an air conditioning system and guide air discharged from the air conditioning system toward a passenger compartment of the vehicle. The vehicle vent 1 includes a housing 100, a trim 200, a first wing assembly 300, a second wing assembly 400, a first control unit 500, a second control unit 600, an actuator 700, and a rotating member 800.

[0059] Figure 3 is a view showing the housing and the trim, Figure 4 is a sectional view showing the inside of the housing and the trim in a state in which the trim is coupled to the housing.

[0060] Figures 1 to 4 It is shown that the housing 100 can accommodate the first wing 320 and the second wing 420 to be described below and form a path for air flow through. The housing 100 can include an inlet portion 120, a guide portion 140, and a split portion 160. The housing 100 can be a thin-walled structure having a hollow interior designed to form a flow path of air.

[0061] The inlet portion 120 can be a portion in which air discharged from the air conditioning system enters the inside of the housing 100. The inlet portion 120 can have a cuboid shape with one side and the other side open, but is not limited thereto. An inlet hole 122 through which air enters can be formed on one open side of the inlet portion 120, and the split portion 160 can be provided on the other open side of the inlet portion 120.

[0062] The guide portion 140 can guide air entering the inlet portion 120 toward a ceiling surface or a floor surface of the passenger compartment. The guide portion 140 can include a first guide portion 142 and a second guide portion 144.

[0063] The first guide portion 142 can be disposed above the split portion 160 with respect to the split portion 160. The first guide portion 142 can have a shape with a starting end portion and a terminating end portion that is inclined and disposed at a distance. Accordingly, as Figure 4As shown, the air entering the first guide portion 142 can finally move toward a fourth guide portion 240 (to be described later) of the trim 200. In addition, the first guide portion 142 can be connected to the inlet portion 120. Accordingly, the air passing through the inlet portion 120 can move toward the floor surface of the passenger compartment through the first guide portion 142. The first guide portion 142 can include a first guide hole 142a. The first guide hole 142a can serve as an outlet for the air moving along the first guide portion 142.

[0064] The second guide portion 144 can be disposed below the separation portion 160 with respect to the separation portion 160. The second guide portion 144 can have a shape with a starting end portion and a distanced and inclined end portion. Here, the second guide portion 144 can have a shape symmetrical to the first guide portion 142. Accordingly, as shown, the air entering the second guide portion 144 can finally move toward a third guide portion 220 (to be described later) of the trim 200. In addition, the second guide portion 144 can be connected to the inlet portion 120. Accordingly, the air entering the inlet portion 120 can move toward the ceiling surface of the passenger compartment through the second guide portion 144. The second guide portion 144 can include a second guide hole 144a. The second guide hole 144a can serve as an outlet for the air moving along the second guide portion 144. Figure 4

[0065] The separation portion 160 can be disposed between the first guide portion 142 and the second guide portion 144 of the guide portion 140. The separation portion 160 can be disposed parallel to the inlet portion 120. The separation portion 160 can have a shape protruding from the guide portion 140 toward the inlet hole 122 of the inlet portion 120. The separation portion 160 can partition the internal space of the inlet portion 120. When the moving direction of the air passing through the inlet portion 120 is determined by the first wing 320, the separation portion 160 can guide the air toward the first guide portion 142 or the second guide portion 144 of the guide portion 140.

[0066] The trim 200 can be coupled to the housing 100. More specifically, the trim 200 can be disposed in a portion forming the first guide hole 142a or the second guide hole 144a of the housing 100. The trim 200 can include a third guide portion 220, a fourth guide portion 240, and a blocking portion 260.

[0067] ​The third guide portion 220 can be coupled to the first guide portion 142 of the housing 100. The third guide portion 220 can have a shape with a plurality of bends. The third guide portion 220 can guide air passing through the first guide portion 142 of the housing 100. More specifically, the third guide portion 220 can guide air such that air passing through the first guide portion 142 of the housing 100 moves toward a floor surface of the passenger cabin. The third guide portion 220 can include a third guide hole 222. When the third guide portion 220 is connected to the first guide portion 142 of the housing 100, the third guide hole 222 can communicate with the first guide hole 142a of the first guide portion 142 of the housing 100.

[0068] The fourth guide portion 240 can be coupled to the second guide portion 144 of the housing 100. The fourth guide portion 240 can have a shape with a plurality of bends. The fourth guide portion 240 can have a shape symmetrical to the third guide portion 220. The fourth guide portion 240 can guide air passing through the second guide portion 144 of the housing 100. More specifically, the fourth guide portion 240 can guide air such that air passing through the second guide portion 144 of the housing 100 moves toward a ceiling surface of the passenger cabin. The fourth guide portion 240 can include a fourth guide hole 242. Once the fourth guide portion 240 is connected to the second guide portion 144 of the housing 100, the fourth guide hole 242 can communicate with the second guide hole 144a of the second guide portion 144 of the housing 100.

[0069] The blocking portion 260 can be connected to the third guide portion 220 and the fourth guide portion 240. The blocking portion 260 can support the third guide portion 220 and the fourth guide portion 240. In addition, when the trim 200 is coupled to the housing 100, the blocking portion 260 can be disposed at a position at which the blocking portion 260 blocks a space formed by the first guide portion 142 and the second guide portion 144 of the housing 100. Accordingly, the blocking portion 260 can block a portion of a movement path of air such that air passing through the first guide portion 142 or the second guide portion 144 of the housing 100 does not enter the space formed by the first guide portion 142 and the second guide portion 144 of the housing 100. Accordingly, the blocking portion 260 can prevent a loss of an amount of air.

[0070] Figure 5 is a perspective view of a first wing assembly, and Figure 6 is a cross-sectional view of the first wing assembly coupled to an inside of a housing.

[0071] Figure 2 、 5FIGS. 1 to 6 show that the first wing assembly 300 can be disposed inside the inlet portion 120 of the housing 100. The first wing assembly 300 can include a first wing 320 and a first connecting block 340.

[0072] The first wing 320 can guide air toward a ceiling surface or a floor surface of a passenger compartment of a vehicle. The first wing 320 can be disposed in a direction crossing a moving direction of air passing through the inlet portion 120 of the housing 100. The first wing 320 can have a cuboid shape with a circular edge. The first wing 320 can be disposed at a position close to the inlet hole 122 of the inlet portion 120 of the housing 100. Accordingly, the first wing 320 can guide air such that air entering through the inlet portion 120 of the housing 100 can flow through the first guide portion 142 or the second guide portion 144, or simultaneously flow through both the first guide portion 142 and the second guide portion 144 of the housing 100. The first wing 320 is disposed rearward of the second wing 420 (to be described below) in an air flow direction, and thus the first wing 320 can be referred to as a rear wing.

[0073] The first connecting block 340 can be coupled to the first wing 320. The connecting block 340 can be disposed at both ends of the first wing 320. In a state in which the separation portion 160 of the housing 100 is disposed at the inlet portion 120 of the housing 100, the connecting block 340 can have a shape extending from the separation portion 160. The first connecting block 340 can be rotatably coupled to the inlet portion 120 of the housing 100. In addition, the first connecting block 340 can be a rotation center of the first wing 320. Accordingly, the first connecting block 340 can rotate the first wing 320 in conjunction with a movement of the second connecting block 580 (to be described below). Although not shown, the first connecting block 340 can have a shape engaged with the second connecting block 580 (to be described below), in association with a movement of the second connecting block 580.

[0074] Figure 7 is a perspective view of a second wing assembly, and Figure 8 is a cross-sectional view showing the second wing assembly coupled to the inside of the housing.

[0075] Figure 2 、 7 FIGS. 1 to 8 show that the second wing assembly 400 can be coupled to the housing 100. The second wing assembly 400 can guide air entering the guide portion 140 of the housing 100. The second wing assembly 400 can include a second wing 420, a support block 440, and a joint block 460.

[0076] The second wing 420 can guide air toward the side of the passenger compartment of the vehicle. A plurality of second wings 420 can be provided. The second wing 420 can include a 2-1 wing unit 422 and a 2-2 wing unit 424. The second wing 420 is disposed in front of the first wing 320 in the direction of air flow, so that the second wing 430 can be referred to as a front wing.

[0077] The 2-1 wing unit 422 can include a plurality of second wings 420, and can be disposed within the first guide portion 142 of the guide portion 140 of the housing 100. The 2-1 wing unit 422 can be rotated by the support block 440 and the joint block 460 within the first guide portion 142 of the housing 100.

[0078] The 2-2 wing unit 424 can include a plurality of second wings 420, and can be disposed within the second guide portion 144 of the guide portion 140 of the housing 100. The 2-2 wing unit 424 can be rotated by the support block 440 and the joint block 460 within the second guide portion 144 of the housing 100.

[0079] As shown in FIG. 2, Figure 7 The support block 440 can have a cylindrical shape. The support block 440 can connect any one of the plurality of second wings 420 constituting the 2-1 wing unit 422 to any one of the plurality of second wings 420 constituting the 2-2 wing unit 424. As shown in FIG. 2, Figure 8 In a state in which the housing 100 is connected to the second wing 420, the support block 440 can protrude to be exposed to the outside of the housing 100. In addition, the support block 440 can be connected to the second control unit 600. Accordingly, the support block 440 can rotate together with the movement of the second control unit 600. Here, the support block 440 connects the 2-1 wing unit 422 and the 2-2 wing unit 424, so that when the support block 440 rotates, the 2-1 wing unit 422 and the 2-2 wing unit 424 can simultaneously rotate in the same direction.

[0080] A plurality of joint blocks 460 can be provided. The joint block 460 can connect the plurality of second wings 420 constituting the 2-1 wing unit 422, and connect the plurality of second wings 420 constituting the 2-2 wing unit 424. In addition, the joint block 460 can rotatably support the plurality of second wings 420 constituting the 2-1 wing unit 422, and rotatably support the plurality of second wings 420 constituting the 2-2 wing unit 424. Accordingly, when the support block 440 rotates, the 2-1 wing unit 422 and the 2-2 wing unit 424 can simultaneously rotate in the same direction.

[0081] Figure 9 is a front view of the first control unit, Figure 10 is a perspective view illustrating the first gear unit, Figure 11 is a perspective view illustrating the second gear unit, Figure 12is a view showing a state in which a first connecting block of a first wing assembly and a second connecting block of a first control unit contact each other inside a housing.

[0082] Figure 1 、 Figure 2 and Figures 9 to 12 shows that the first control unit 500 is rotatably coupled to the housing 100 and can control a rotation direction and a rotation angle of the first wing 320 when the first wing 320 rotates together with rotation of the rotating member 800. The first control unit 500 can include a first gear unit 520, a second gear unit 540, a shaft 560, and a second connecting block 580.

[0083] The first gear unit 520 can rotate the first wing 320 upward while being selectively in contact with the rotating member 800 reciprocating along a predetermined section. As shown in Figure 1 and Figure 12 , the first gear unit 520 can be disposed outside the housing 100. The first gear unit 520 can include a 1-1 gear 522 and a 1-2 gear 524.

[0084] According to Figure 9 , the 1-1 gear 522 can be disposed in a left side region of the shaft 560. The 1-1 gear 522 can rotate in contact with the rotating member 800 rotating in a first rotation direction R1. Here, the first rotation direction R1 can mean a clockwise direction when viewed from a bottom of the vehicle vent 1 (see Figure 17 ).

[0085] The 1-1 gear 522 can include a disc-shaped first plate portion 522a and a plurality of first tooth portions 522b protruding from a side surface of the first plate portion 522a and disposed along a periphery of the first plate portion 522a. Here, the plurality of first tooth portions 522b can be disposed at equal distances from each other. The 1-1 gear 522 can be disposed close to an outer surface of the housing 100. Further, each of the first tooth portions 522b can have an inclined surface in contact with the rotating member 800.

[0086] According to Figure 9 , the 1-2 gear 524 can be disposed in a left side region of the shaft 560. The 1-2 gear can be disposed at a position farther from the housing 100 than the 1-1 gear 522. The 1-2 gear 524 can be disposed at a distance from the 1-1 gear 522 in a direction in which the shaft 560 is disposed. The 1-2 gear 524 can rotate in contact with the rotating member 800 rotating in a second rotation direction R2. Here, the second rotation direction R2 can mean a counterclockwise direction when viewed from the bottom of the vehicle vent 1 (see FIGS. 18 to Figure 25 ).

[0087] The 1-2 gear 524 can include a disc-shaped second plate portion 524a and a plurality of second tooth portions 524b protruding from the side of the second plate portion 524a and disposed along the circumference of the second plate portion 524a. Here, the plurality of second tooth portions 524b can have a shape different from that of the plurality of first tooth portions 522b of the 1-1 gear 522. Also, each of the second tooth portions 524b can have an inclined surface that contacts the rotating member 800.

[0088] The second gear unit 540 can rotate the first wing 320 downward while being selectively in contact with the rotating member 800 reciprocating along a predetermined section. As shown in FIGS. 18 to 20, the second gear unit 540 can be disposed outside the housing 100. The second gear unit 540 can include a 2-1 gear 542 and a 2-2 gear 544. Figure 1 and Figure 12 As shown, the second gear unit 540 can be disposed outside the housing 100. The second gear unit 540 can include a 2-1 gear 542 and a 2-2 gear 544.

[0089] According to Figure 9 , the 2-1 gear 542 can be disposed in the right side area of the shaft 560. The 2-1 gear 542 can be rotated in contact with the rotating member 800 rotating in the second rotation direction R2 (see FIGS. 18 to 20). Figure 25

[0090] The 2-1 gear 542 can include a disc-shaped third plate portion 542a and a plurality of third tooth portions 542b protruding from the side of the third plate portion 542a and disposed along the circumference of the third plate portion 542a. Here, the plurality of third tooth portions 542b can be disposed at equal distances. The 2-1 gear 542 can be disposed close to the outer surface of the housing 100. Also, each of the third tooth portions 542b can have an inclined surface that contacts the rotating member 800.

[0091] According to Figure 9 , the 2-2 gear 544 can be disposed in the right side area of the shaft 560. The 2-2 gear can be disposed at a position farther from the housing 100 than the 2-1 gear 542. The 2-2 gear 544 can be disposed at a distance from the 2-1 gear 542 in the direction in which the shaft 560 is disposed. The 2-2 gear 544 can be rotated in contact with the rotating member 800 rotating in the first rotation direction R1 (see FIGS. 21 to 23). Figure 17

[0092] The 2-2 gear 544 can include a disc-shaped fourth plate portion 544a and a plurality of fourth tooth portions 544b protruding from the side of the fourth plate portion 544a and disposed along the circumference of the fourth plate portion 544a. Here, the plurality of fourth tooth portions 544b can have a shape different from that of the plurality of third tooth portions 542b of the 2-1 gear 542. Also, each of the fourth tooth portions 544b can have an inclined surface that contacts the rotating member 800. ​​

[0093] As Figure 9 shown, the 1-1 gear 522 and the 2-1 gear 542 can have shapes symmetrical to each other, and the 1-2 gear 524 and the 2-2 gear 544 can have shapes symmetrical to each other. This can result in an effect of rotating the first wing 320 together with the first control unit 500 to have equal rotational distances. Accordingly, the need for an additional device for ensuring that the first wing 320 has equal distances can be eliminated. More specifically, the need for a sensor (e.g., an encoder) for measuring a rotational distance can be eliminated. Accordingly, the cost of setting the sensor can be saved.

[0094] The shaft 560 can connect the first gear unit 520 and the second gear unit 540. The shaft 560 can be provided in a cylindrical shape. In addition, the shaft 560 can support the second connecting block 580. The shaft 560 can be rotatably coupled to the housing 100. Here, the shaft 560 can be disposed in the inlet portion 120 of the housing 100 so that both ends protrude to the outside of the housing 100. The shaft 560 can serve as a rotation center of the first gear unit 520, the second gear unit 540, and the second connecting block 580.

[0095] The second connecting block 580 can be coupled to the shaft 560 and disposed within the housing 100. The second connecting block 580 can be disposed on both end portions of the shaft 560. The connecting block 580 can be provided in a sector shape.

[0096] In a state in which the first connecting block 340 is disposed within the housing 100, the second connecting block 580 can engage the first connecting block 340. Accordingly, the first wing 320 and the first connecting block 340 of the first wing assembly 300 can be rotated in a direction opposite to a rotation direction of the second connecting block 580, while being rotated together with the rotation of the second connecting block 580 of the first control unit 500. In other words, the second connecting block 580 can transmit a driving force that enables the first wing assembly 300 to rotate to the first wing assembly 300. Although not shown, the second connecting block 580 can have a shape engaged with the first connecting block 340 so that the movement in conjunction with the first connecting block 340 is possible.

[0097] Figure 13 is a view showing a second control unit, Figure 14 is a view showing a second control unit coupled to a second wing assembly, and Figure 15 is a view showing a second control unit disposed outside a housing.

[0098] Figure 1 、 2 and Figures 13 to 15It is shown that the second control unit 600 can be provided outside the housing 100 and control the rotation direction and rotation angle of the second wings 420 when the second wings 420 rotate together with the rotation of the rotating member 800. The second control unit 600 can include a third gear unit 620 and a fourth gear unit 640.

[0099] The third gear unit 620 can rotate in selective contact with the rotating member 800 reciprocating along a predetermined section while rotating the second wings 420 in one direction. The third gear unit 620 can include a 3a gear unit 622 and a 3b gear unit 624.

[0100] The 3a gear unit 622 can include a 3-1 gear 622a rotating in selective contact with the rotating member 800 rotating in a second rotation direction R2 and a 3-2 gear 622b coupled to the 3-1 gear 622a and any one of the plurality of second wings 420.

[0101] The 3-1 gear 622a can be a combination of a plurality of blocks. The 3-1 gear 622a can be provided such that one ends of the plurality of blocks are in contact with each other. In the present embodiment, the 3-1 gear 622a is presented as a combination of three blocks, but is not limited thereto.

[0102] The 3-2 gear 622b can be provided on the 3-1 gear 622a. The 3-2 gear 622b can be provided in a shape of gear teeth having alternating convex portions and concave portions on the side surface of a circular plate. The 3-2 gear 622b can be coupled to the support block 440 of the second wing assembly 400. Accordingly, when the 3-1 gear 622a is rotated by the rotating member 800, the 3-2 gear 622b can rotate together with the 3-1 gear 622a, and the support block 440 of the second wing assembly 400 can rotate together with the 3-2 gear 622b. More specifically, when the 3-2 gear 622b rotates, the support block 440 of the second wing assembly 400 coupled to the 3-2 gear 622b, any one of the plurality of second wings 420 forming the 2-2 wing unit 424, and any one of the plurality of second wings 420 forming the 2-1 wing unit 422 can rotate.

[0103] The 3b gear unit 624 can include a 3-3 gear 624a in contact with the rotating member 800 rotating in a first rotation direction R1 and a 3-4 gear 624b coupled to the 3-3 gear 624a and rotatably coupled to the housing 100.

[0104] The 3-3 gear 624a can be a combination of a plurality of blocks. The 3-3 gear 624a can be provided such that one ends of the plurality of blocks are in contact with each other. In the present embodiment, the 3-3 gear 624a is presented as a combination of three blocks, but is not limited thereto.

[0105] The 3-4 gear 624b can be provided on the 3-3 gear 624a. The 3-4 gear 624b can be provided in a shape of gear teeth having alternating convex portions and concave portions on the side surface of the circular plate. The 3-4 gear 624b can be engaged with the 3-2 gear 622b. Thereby, when the 3-3 gear 624a is rotated by the rotating member 800, the 3-4 gear 624b can rotate together with the 3-3 gear 624a while rotating the 3-2 gear 622b. Conversely, when the 3-1 gear 622a is rotated by the rotating member 800, the 3-2 gear 622b can rotate together with the 3-1 gear 622a while rotating the 3-4 gear 624b.

[0106] The fourth gear unit 640 rotates the second wings 420 in another direction opposite to one direction when selectively in contact with the rotating member 800 rotating along the predetermined section reciprocating motion. The fourth gear unit 640 can include a 4b gear unit 642 and a 4b gear unit 644.

[0107] The 4a gear unit 642 can include a 4-1 gear 642a rotating in contact with the rotating member 800 rotating in a first rotation direction R1 and a 4-2 gear 642b coupled to the 4-1 gear 642a and to any one of the plurality of second wings 420.

[0108] The 4-1 gear 642a can be a combination of a plurality of blocks. The 4-1 gear 642a can be provided such that one ends of the plurality of blocks are in contact with each other. In the present embodiment, the 4-1 gear 642a is presented as a combination of three blocks, but is not limited thereto.

[0109] The 4-2 gear 642b can be provided on the 4-1 gear 642a. The 4-2 gear 642b can be provided in a shape of gear teeth having alternating convex portions and concave portions on the side surface of the circular plate. The 4-2 gear 642b can be coupled to the support block 440 of the second wing assembly 400. Accordingly, when the 4-1 gear 642a is rotated by the rotating member 800, the 4-2 gear 642b can rotate together with the 4-1 gear 642a, and the support block 440 of the second wing assembly 400 can rotate together with the 4-2 gear 642b. More specifically, when the 4-2 gear 642b rotates, the support block 440 of the second wing assembly 400 coupled to the 4-2 gear 642b, any one of the plurality of second wings 420 forming the 2-2 wing unit 424, and any one of the plurality of second wings 420 forming the 2-1 wing unit 422 can rotate.

[0110] 4b gear unit 644 can include a 4-3 gear 644a which is in contact with the rotating member 800 rotating in the second rotation direction R2 and a 4-4 gear 644b which is coupled to the 4-3 gear 644a and is rotatably coupled to the housing 100.

[0111] The 4-3 gear 644a can be a combination of a plurality of blocks. The 4-3 gear 644a can be disposed such that one ends of the plurality of blocks are in contact with each other. In the present embodiment, the 4-3 gear 644a is presented as a combination of three blocks, but is not limited thereto.

[0112] The 4-4 gear 644b can be disposed on the 4-3 gear 644a. The 4-4 gear 644b can be disposed in a shape of gear teeth having alternating convex portions and concave portions on the side surface of a circular plate. The 4-4 gear 644b can be engaged with the 4-2 gear 642b. Thereby, when the 4-3 gear 644a is rotated by the rotating member 800, the 4-4 gear 644b can rotate together with the 4-3 gear 644a while rotating the 4-2 gear 642b. Conversely, when the 4-1 gear 642a is rotated by the rotating member 800, the 4-2 gear 642b can rotate together with the 4-1 gear 642a while rotating the 4-4 gear 644b.

[0113] The third gear unit 620 and the fourth gear unit 640 of the second control unit 600 can be disposed collinearly (see FIG. 6). Figure 15 More specifically, the 3a gear unit 622 of the third gear unit 620 and the 4a gear unit 642 of the fourth gear unit 640 can be disposed collinearly, and the 3b gear unit 624 of the third gear unit 620 and the 4b gear unit 644 of the fourth gear unit 640 can be disposed collinearly.

[0114] Figure 16 FIG. 8 is a view showing an actuator and a rotating member disposed outside a housing, Figure 17 FIG. 9 is a view showing an arrangement relationship between a first control unit, a second control unit, an actuator, and a rotating member.

[0115] Figure 1 、 2 FIGS. 16 and 17 show that the actuator 700 can be disposed between the first wing assembly 300 and the second wing assembly 400. The actuator 700 can be connected to an external power supply device to receive power. The actuator 700 can generate a mechanical force when receiving the power. A processor or a controller (not shown) can control the actuator 700 to actuate the first wing assembly 300 and the second wing assembly 400 based on a user preference(s), thereby controlling an airflow in the cabin.

[0116] The rotating member 800 can be connected to the actuator 700 and operate the first wing 320 and the second wing 420 while rotating by the mechanical force generated by the actuator 700. The rotating member 800 can include a coupling portion 820 coupled to the actuator 700 to rotate by the mechanical force generated by the actuator 700, a contact portion 840 disposed at a distance from the coupling portion 820 and in contact with the first control unit 500 or the second control unit 600 while rotating together with the rotation of the coupling portion 820, and a body portion 860 disposed between the coupling portion 820 and the contact portion 840 to connect the coupling portion 820 and the contact portion 840.

[0117] The actuator 700 and the rotating member 800 can be disposed outside the housing 100. In other words, in the vehicle vent 1 of the present application, configurations other than the portion directly guiding air are disposed outside the housing 100, so that the internal area of the housing 100 available for air flow is not reduced, thereby preventing air flow loss.

[0118] Figure 17 It is shown that the first control unit 500 and the second control unit 600 can be disposed on the rotation path of the rotating member 800. Accordingly, the need for an additional configuration for operating the first control unit 500 or the second control unit 600 can be eliminated. In addition, the first control unit 500 and the second control unit 600 can be disposed on the rotation path of the rotating member 800, so that the rotational force of the rotating member 800 can be converted into a driving force for operating the first wing 320 or the second wing 420. Accordingly, the need for a configuration requiring manual force of a user (e.g., a knob used in a conventional vent) is eliminated, thereby improving the convenience of the user in using the vent.

[0119] Hereinafter, a process in which the vehicle vent according to the embodiment of the present application guides air will be described.

[0120] Figure 18a is a view showing a process in which the rotating member comes into contact with the 1-1 gear of the first control unit, Figure 18b is a view showing a process in which the rotating member comes into contact with the 1-2 gear of the first control unit, and Figure 19 is a view showing a movement path of air toward the second guide portion of the housing by the rotation of the first wing.

[0121] In the following description, Figure 17 and Figure 18aThe first position L1 to the fourth position L4 shown in the middle and in the following drawings refer to positions in which the rotating member 800 is disposed. The first position L1 can be a space between the first gear unit 520 of the first control unit 500 and the third gear unit 620 of the second control unit 600. The second position L2 can be a space between the first gear unit 520 and the second gear unit 540 of the first control unit 500. The third position L3 can be a space between the second gear unit 540 of the first control unit 500 and the fourth gear unit 640 of the second control unit 600. The fourth position L4 can be a space between the third gear unit 620 and the fourth gear unit 640 of the second control unit 600.

[0122] Figure 17 and Figures 18a to 19 It is shown that when the first gear unit 520 of the first control unit 500 is rotated by the rotation of the rotating member 800, the first wing 320 can be rotated to guide air toward the second guide portion 144 of the housing 100. Hereinafter, as Figure 17 、 Figure 18a and Figure 18b shown, the vehicle vent 1 according to the present embodiment will be described as viewed from below.

[0123] First, as Figure 19 shown, in a state in which the rotating member 800 has not performed the first motion M1 (to be described below), the first wing 320 is maintained parallel to the separation portion 160 of the housing 100.

[0124] Further, in this state, as Figure 17 and Figure 18a shown, the rotating member 800 is disposed at the first position L1. Further, the rotating member 800 can be rotated about the fourth gear unit 640 and the third gear unit 620 to be disposed at the first position L1. This is because when the rotating member 800 once passes through the third gear unit 620 and the fourth gear unit 640 having shapes symmetrical to each other in parallel to the rotation center of the rotating member 800, the second wing 420 can be maintained in a disposition direction parallel to the air flow direction without being disposed to be deviated rightward or leftward. As a result, since the rotating member 800 passes through the fourth gear unit 640 and the third gear unit 620 once, when the first wing 320 needs to be rotated, an unexpected disposition of the air flow direction due to unnecessary rotation of the second wing 420 can be avoided.

[0125] In this state, the actuator 700 can generate a mechanical force for operating the rotating member 800 so that the rotating member 800 can perform the first motion M1 when the motion signal is transmitted to the actuator 700. Herein, the first motion M1 is a reciprocating motion of the rotating member 800, and the first motion M1 can be divided into a 1-1 motion M1-1 and a 1-2 motion M1-2.

[0126] The 1-1 motion M1-1 is a motion in which the rotating member 800 rotates to switch from the first position L1 to the second position L2, and as shown in FIG. 6A, the contact portion 840 of the rotating member 800 passes between the plurality of second tooth portions 524b of the 1-2 gear 524 of the first control unit 500 during the 1-1 motion M1-1. Figure 18a

[0127] The rotating member 800 passing between the plurality of second tooth portions 524b of the 1-2 gear 524 comes into contact with the first tooth portion 522b of the 1-1 gear 522 of the first control unit 500. More specifically, the rotating member 800 passing between the plurality of second tooth portions 524b of the 1-2 gear 524 comes into contact with the inclined surface of the first tooth portion 522b of the 1-1 gear 522. Here, according to Figure 18a and Figure 19 , the inclined surface of the first tooth portion 522b of the 1-1 gear 522 is rotated downward by the rotational force of the rotating member 800.

[0128] By this, the second connecting block 580 connected to the 1-1 gear 522 of the first gear unit 520 and the shaft 560 are rotated downward together with the 1-1 gear 522. At this time, the second connecting block 580 is engagedly connected with the first connecting block 340 of the first wing assembly 300. As a result, when the second connecting block 580 is rotated downward, the first connecting block 340 is rotated upward. By this, as shown in FIG. 6B, the first wing 320 connected to the first connecting block 340 is also rotated upward. Figure 19

[0129] During the 1-1 motion M1-1, after the contact with the first tooth portion 522b of the 1-1 gear 522 is terminated, the rotating member 800 is disposed at the second position L2. By this, the 1-1 motion M1-1 is terminated. In the state in which the 1-1 motion M1-1 is terminated, as shown in FIG. 6C, the first tooth portion 522b of the 1-1 gear 522 is disposed outside the rotation path of the rotating member 800, and the second tooth portion 524b of the 1-2 gear 524 is disposed on the rotation path of the rotating member 800. Accordingly, the rotating member 800 enters a state in which the rotating member 800 can pass between the plurality of first tooth portions 522b of the 1-1 gear 522. Figure 18b

[0130] ​​​After the 1-1 movement M1-1 is terminated, the actuator 700 causes the rotating member 800 to perform a 1-2 movement M1-2. The 1-2 movement M1-2 is a movement in which the rotating member 800 rotates to switch from the second position L2 to the first position L1, and as shown in FIG. 1-2, during the 1-2 movement M1-2, the contact portion 840 of the rotating member 800 passes between the plurality of first tooth portions 522b of the 1-1 gear 522 of the first control unit 500. Figure 18b

[0131] The rotating member 800 passing between the plurality of first tooth portions 522b of the 1-1 gear 522 comes into contact with the second tooth portion 524b of the 1-2 gear 524 of the first control unit 500. More specifically, the rotating member 800 passing between the plurality of first tooth portions 522b of the 1-1 gear 522 comes into contact with the inclined surface of the second tooth portion 524b of the 1-2 gear 524. Here, according to Figure 18b and Figure 19 , the inclined surface of the second tooth portion 524b of the 1-2 gear 524 is rotated downward by the rotational force of the rotating member 800.

[0132] As a result, the second connecting block 580 connected to the 1-1 gear 522 and the shaft 560 of the first gear unit 520 are rotated downward together with the 1-1 gear 522. At this time, the second connecting block 580 is engagedly connected with the first connecting block 340 of the first wing assembly 300. Accordingly, when the second connecting block 580 is rotated downward, the first connecting block 340 is rotated upward. By this, the first wing 320 connected to the first connecting block 340 is also rotated upward.

[0133] During the 1-2 movement M1-2, after the contact with the second tooth portion 524b of the 1-2 gear 524 is terminated, the rotating member 800 is disposed at the first position L1. By this, the first movement M1 including the 1-2 movement M1-2 is terminated.

[0134] As shown in FIG. 1-3, the first wing 320 can guide the air entering the housing 100 into the lower space of the inlet portion 120 of the housing 100 while closing the upper space of the inlet portion 120 of the housing 100. The air guided into the lower space of the inlet portion 120 of the housing 100 can move through the second guide portion 144 of the housing 100, and the air passing through the second guide hole 144a of the housing 100 and the fourth guide hole 242 of the trim 200 can be guided through the fourth guide portion 240 of the trim 200 to finally move toward the ceiling surface of the passenger compartment of the vehicle. Figure 19

[0135] ​​In this way, when the actuator 700 causes the rotating member 800 to perform the first motion M1, the rotating member 800 can rotate the first wing 320 by 1 / 4 of 90°. When this process is repeated four times, as shown in Figure 19 the first wing 320 can completely close the upper space of the inlet portion 120 of the housing 100. In the vehicle vent 1 according to the embodiment of the present application, the actuator 700 can be disposed such that the rotating member 800 can rotate as many times as the number of times disposed in the control portion (not shown) of the vehicle in addition to repeating the first motion M1 four times.

[0136] Figure 20a is a view showing a process in which the rotating member contacts the 2-1 gear of the first control unit, Figure 20b is a view showing a process in which the rotating member contacts the 2-2 gear of the first control unit, and Figure 21 is a view showing a movement path of air toward the first guide portion of the housing by rotation of the first wing.

[0137] Next, Figure 17 and Figures 20a to 21 when the second gear unit 540 of the first control unit 500 is rotated by rotation of the rotating member 800, the first wing 320 can be rotated to guide air toward the first guide portion 142 of the housing 100. Hereinafter, as shown in Figure 17 , Figure 20a and Figure 20b the vehicle vent 1 according to the present embodiment will be described as viewed from below.

[0138] First, as shown in Figure 21 in a state in which the rotating member 800 has not performed the second motion M2 (to be described below), the first wing 320 remains parallel to the separation portion 160 of the housing 100.

[0139] Further, in this state, as shown in Figure 18a the rotating member 800 is disposed at the third position L3. Further, the rotating member 800 can be rotated around the third control unit and the second control unit 600 to be disposed at the third position L3.

[0140] In this state, the actuator 700 can generate a mechanical force for operating the rotating member 800 so that the rotating member 800 can perform the second motion M2 when a motion signal is transmitted to the actuator 700. Here, the second motion M2 is a reciprocating motion of the rotating member 800, and the second motion M2 can be divided into a 2-1 motion M2-1 and a 2-2 motion M2-2.

[0141] 2-1 movement M2-1 is a movement in which the rotating member 800 rotates to switch from the third position L3 to the second position L2, and as shown in FIG. 2A, during the 2-1 movement M2-1, the contact portion 840 of the rotating member 800 passes between the plurality of fourth tooth portions 544b of the 2-2 gear 544 of the first control unit 500. Figure 20a

[0142] The rotating member 800 passing between the plurality of fourth tooth portions 544b of the 2-2 gear 544 comes into contact with the third tooth portion 542b of the 2-1 gear 542 of the first control unit 500. More specifically, the rotating member 800 passing between the plurality of fourth tooth portions 544b of the 2-2 gear 544 comes into contact with the inclined surface of the third tooth portion 542b of the 2-1 gear 542. Here, according to Figure 20a and Figure 21 , the inclined surface of the third tooth portion 542b of the 2-1 gear 542 is rotated upward by the rotational force of the rotating member 800.

[0143] Accordingly, the shaft 560 connected to the 2-1 gear 542 and the second connecting block 580 of the first gear unit 520 are rotated upward together with the 2-1 gear 542. At this time, the second connecting block 580 is engagedly connected with the first connecting block 340 of the first wing assembly 300. Accordingly, when the second connecting block 580 is rotated upward, the first connecting block 340 is rotated downward. Accordingly, as shown in FIG. 2B, the first wing 320 connected to the first connecting block 340 is also rotated downward. Figure 21

[0144] As described above, during the 2-1 movement M2-1, the contact of the rotating member 800 with the first tooth portion 522b of the 1-1 gear 522 is terminated, and the rotating member 800 is disposed at the second position L2. Accordingly, the 2-1 movement M2-1 is terminated. In a state in which the 2-1 movement M2-1 is terminated, as shown in FIG. 2B, the third tooth portion 542b of the 2-1 gear 542 is disposed outside the rotation path of the rotating member 800, and the fourth tooth portion 544b of the 2-2 gear 544 is disposed on the rotation path of the rotating member 800. Accordingly, the rotating member 800 enters a state in which the rotating member 800 can pass between the plurality of third tooth portions 542b of the 2-1 gear 542. Figure 20b After the 2-1 movement M2-1 is terminated, the actuator 700 causes the rotating member 800 to perform a 2-2 movement M2-2. The 2-2 movement M2-2 is a movement in which the rotating member 800 rotates to switch from the second position L2 to the third position L3, and as shown in FIG. 2C, during the 2-2 movement M2-2, the contact portion 840 of the rotating member 800 passes between the plurality of third tooth portions 542b of the 2-1 gear 542 of the first control unit 500.

[0145] Figure 20b ​​​As shown, during the 2-2 movement M2-2, the contact portion 840 of the rotating member 800 passes between the plurality of third tooth portions 542b of the 2-1 gear 542 of the first control unit 500.

[0146] A rotating member 800 passing between the plurality of third tooth portions 542b of the 2-1 gear 542 contacts the fourth tooth portion 544b of the 2-2 gear 544 of the first control unit 500. More specifically, the rotating member 800 passing between the plurality of third tooth portions 542b of the 2-1 gear 542 contacts the inclined surface of the fourth tooth portion 544b of the 2-2 gear 544. Here, according to Figure 20b and Figure 21 The inclined surface of the fourth tooth portion 544b of gear 2-2 rotates downward by the rotational force of rotating member 800.

[0147] As a result, the shaft 560 of the first gear unit 520 connected to the 2-1 gear 542 and the second connecting block 580 rotate upward together with the 2-1 gear 542. At this time, the second connecting block 580 engages with the first connecting block 340 of the first wing assembly 300. Therefore, when the second connecting block 580 rotates upward, the first connecting block 340 rotates downward. Consequently, the first wing 320 connected to the first connecting block 340 also rotates downward.

[0148] During the 2-2 movement M2-2, the contact between the rotating member 800 and the fourth tooth portion 544b of the 2-2 gear 544 terminates, and the rotating member 800 is positioned at the third position L3. Thus, the second movement M2, including the 2-2 movement M2-2, terminates.

[0149] like Figure 21 As shown, the first wing 320 can simultaneously guide air entering the housing 100 into the upper space of the housing 100's inlet portion 120 while enclosing the lower space of the housing 100's inlet portion 120. Air guided into the upper space of the housing 100's inlet portion 120 can move through the first guide portion 142 of the housing 100, and air passing through the first guide hole 142a of the housing 100 and the third guide hole 222 of the trim 200 can be guided through the third guide portion 220 of the trim 200, ultimately moving towards the floor surface of the vehicle's passenger compartment.

[0150] In this way, when the actuator 700 causes the rotating member 800 to perform the second motion M2, the rotating member 800 can rotate the first wing 320 by 90° 1 / 4. When this process is repeated four times, as... Figure 21 As shown, the first wing 320 can completely enclose the lower space of the entrance portion 120 of the shell 100.

[0151] In this way, the vehicle vent 1 according to the embodiment of the present application can direct air toward a ceiling surface or a bottom surface of a vehicle by the first movement M1 or the second movement M2 of the rotating member 800.

[0152] Figure 22a is a view showing a process in which the rotating member contacts the 3-1 gear of the second control unit, Figure 22b is a view showing a process in which the rotating member contacts the 3-3 gear of the second control unit, and Figure 23 is a view showing the second wing that is rotated to the left.

[0153] Figure 17 and Figures 22a to 23 It is shown that when the third gear unit 620 of the second control unit 600 is rotated by the rotation of the rotating member 800, the second wing 420 can be rotated to direct air toward a side (for example, a left side) of a passenger compartment of a vehicle. Next, as shown in Figure 17 , Figure 22a and Figure 22b , the vehicle vent 1 according to the present embodiment will be described as viewed from below.

[0154] First, as shown in Figure 23 , in a state in which the rotating member 800 has not performed a third movement M3 (to be described below), the second wing 420 is maintained parallel to the second airflow direction.

[0155] Further, in this state, as shown in Figure 22a , the rotating member 800 is disposed at the first position L1. Further, the rotating member 800 can be rotated about the third control unit and the second control unit 600 to be disposed at the first position L1.

[0156] In this state, the actuator 700 can generate a mechanical force for operating the rotating member 800, so that when a movement signal is transmitted to the actuator 700, the rotating member 800 can perform the third movement M3. Here, the third movement M3 is a reciprocating movement of the rotating member 800, and the third movement M3 can be divided into a 3-1 movement M3-1 and a 3-2 movement M3-2.

[0157] In a state where the rotating member 800 is disposed at the first position LI, the 3-1 gear 622a of the 3a gear unit 622 of the second control unit 600 is disposed on the rotation path of the rotating member 800, and the 3-3 gear 624a of the 3b gear unit 624 is disposed outside the rotation path of the rotating member 800. Accordingly, the actuator 700 rotates the rotating member 800 to perform a 3-1 motion M3-1. When the rotating member 800 is rotated to perform the 3-1 motion M3-1, the rotating member 800 comes into contact with the 3-1 gear 622a of the 3a gear unit 622 of the second control unit 600. Here, the rotating member 800 is rotated in the second rotation direction R2.

[0158] When the rotating member 800 comes into contact with the 3-1 gear 622a of the 3a gear unit 622 of the second control unit 600, the 3-1 gear 622a is rotated in the second rotation direction R2. When the 3-1 gear 622a is rotated, the 3-2 gear 622b connected to the 3-1 gear 622a is also rotated. Accordingly, when the 3-1 gear 622b is rotated, the support block 440 of the second wing assembly 400 connected to the 3-2 gear 622b is rotated, and when the support block 440 is turned, the plurality of second wings 420 forming the 2-2 wing unit 424 are rotated.

[0159] During the 3-1 motion M3-1, the contact of the rotating member 800 with the 3-1 gear 622a of the 3a gear unit 622 is terminated, and the rotating member 800 is disposed at the fourth position L4. By this, the 3-1 motion M3-1 is terminated. In a state where the 3-1 motion M3-1 is terminated, as shown in FIG. 8B, the 3-1 gear 622a of the 3a gear unit 622 is disposed outside the rotation path of the rotating member 800, and the 3-3 gear 624a of the 3b gear unit 624 is disposed on the rotation path of the rotating member 800. Accordingly, the rotating member 800 enters a state in which the rotating member 800 can come into contact with the 3-3 gear 624a of the 3b gear unit 624. Figure 22b

[0160] After the 3-1 motion M3-1 is terminated, the actuator 700 makes the rotating member 800 perform a 3-2 motion M3-2. The 3-2 motion M3-2 is a motion in which the rotating member 800 is rotated to switch from the fourth position L4 to the first position LI, and as shown in FIG. 8C, during the 3-2 motion M3-2, the contact portion 840 of the rotating member 800 comes into contact with the 3-3 gear 624a of the 3b gear unit 624. Figure 22b

[0161] ​​When the contact portion 840 of the rotating member 800 is in contact with the 3-3 gear 624a of the 3b gear unit 624, the 3-3 gear 624a rotates in the first rotational direction Rl. When the 3-3 gear 624a rotates, the 3-4 gear 624b connected to the 3-3 gear 624a also rotates. As a result, when the 3-4 gear 624b rotates, the 3-2 gear 622b of the 3a gear unit 622 connected to the 3-4 gear 622b rotates, and when the 3-2 gear 622b rotates, the 3-1 gear 622a connected to the 3-2 gear 622b rotates. Here, the 3-1 gear 622a and the 3-2 gear 622b rotate in the second rotational direction R2.

[0162] When the 3-1 gear 622a rotates, the 3-2 gear 622b connected to the 3-1 gear 622a also rotates. As a result, when the 3-2 gear 622b rotates, the support block 440 of the second wing assembly 400 connected to the 3-2 gear 622b rotates, and when the support block 440 rotates, the plurality of second wings 420 forming the 2-2 wing unit 424 rotate. When the plurality of second wings 420 forming the 2-2 wing unit 424 rotate, the plurality of second wings 420 forming the 2-1 wing unit 422 connected to the support block 440 rotate. Finally, when the second wings 420 guide air toward the left side of the housing 100 as shown from above when viewing the vehicle vent 1. Figure 23

[0163] During the 3-2 movement M3-2, the contact of the rotating member 800 with the 3-3 gear 624a of the 3b gear unit 624 ends, and the rotating member 800 is disposed at the first position LI. Thereby, the third movement M3 including the 3-2 movement M3-2 ends.

[0164] In this way, when the actuator 700 causes the rotating member 800 to perform the third movement M3, the rotating member 800 can rotate the second wings 420 by 1 / 4 of 90°. When this process is repeated four times, the second wings 420 can guide air toward the left side of the housing 100 as shown from above when viewing the vehicle vent 1. Figure 23

[0165] Figure 24a is a view showing the process of the rotating member contacting the 4-1 gear of the second control unit, Figure 24b is a view showing the process of the rotating member contacting the 4-3 gear of the second control unit, and Figure 25 is a view showing the second wings rotating to the right.

[0166] Figure 17 and Figures 24a to 25 ​​It is shown that when the fourth gear unit 640 of the second control unit 600 is rotated by the rotation of the rotating member 800, the second wings 420 can be rotated to guide air toward the side (e.g., the right side) of the passenger compartment of the vehicle. Next, as shown in Figure 17 、 Figure 24a and Figure 24b , the vehicle vent 1 according to the present embodiment will be described as viewed from below.

[0167] First, as shown in Figure 25 , in a state in which the rotating member 800 has not performed the third motion M3 (to be described later), the second wings 420 remain parallel to the second airflow direction.

[0168] Further, in this state, as shown in Figure 24a , the rotating member 800 is disposed at the third position L3. Further, the rotating member 800 can be rotated around the third control unit and the second control unit 600 to be disposed at the third position L3.

[0169] In this state, the actuator 700 can generate a mechanical force for operating the rotating member 800 so that when a motion signal is transmitted to the actuator 700, the rotating member 800 can perform the fourth motion M4. Here, the fourth motion M4 is a reciprocating motion of the rotating member 800, and as described above, the fourth motion M4 can be divided into a 4-1 motion M4-1 and a 4-2 motion M4-2.

[0170] Further, in a state in which the rotating member 800 is disposed at the third position L3, the 4-1 gear 642a of the 4a gear unit 642 of the second control unit 600 is disposed on the rotation path of the rotating member 800, and the 4-3 gear 644a of the 4b gear unit 644 is disposed outside the rotation path of the rotating member 800. As a result, the actuator 700 rotates the rotating member 800 to perform the 4-1 motion M4-1. When the rotating member 800 is rotated to perform the 4-1 motion M4-1, the rotating member 800 comes into contact with the 4-1 gear 642a of the 4a gear unit 642 of the second control unit 600. Here, the rotating member 800 is rotated in the first rotation direction R1.

[0171] When the rotating member 800 comes into contact with the 4-1 gear 642a of the 4a gear unit 642 of the second control unit 600, the 4-1 gear 642a is rotated in the first rotation direction R1. When the 4-1 gear 642a is rotated, the 4-2 gear 642b connected to the 4-1 gear 642a is also rotated. As a result, when the 4-1 gear 642b is rotated, the support block 440 of the second wing assembly 400 connected to the 4-2 gear 642b is rotated, and when the support block 440 is rotated, the plurality of second wings 420 forming the 2-2 wing unit 424 are rotated.

[0172] During the 4-1 movement M4-1, the contact of the rotating member 800 with the 4-1 gear 642a of the 4a gear unit 642 is terminated, and the rotating member 800 is disposed at the fourth position L4. Thereby, the 4-1 movement M4-1 is terminated. In the state that the 4-1 movement M4-1 is terminated, as shown in FIG. 8B, the 4-1 gear 642a of the 4-1 gear unit 642 is disposed outside the rotation path of the rotating member 800, and the 4-3 gear 644a of the 4b gear unit 644 is disposed on the rotation path of the rotating member 800. As a result, the rotating member 800 enters a state in which the rotating member 800 can contact the 4-3 gear 644a of the 4b gear unit 644. Figure 24b

[0173] After the 4-1 movement M4-1 is terminated, the actuator 700 causes the rotating member 800 to perform a 4-2 movement M4-2. The 4-2 movement M4-2 is a movement in which the rotating member 800 rotates to switch from the fourth position L4 to the third position L3, and as shown in FIG. 8C, during the 4-2 movement M4-2, the contact portion 840 of the rotating member 800 contacts the 4-3 gear 644a of the 4b gear unit 644. Figure 24b

[0174] When the contact portion 840 of the rotating member 800 contacts the 4-3 gear 644a of the 4b gear unit 644, the 4-3 gear 644a rotates in the second rotation direction R2. When the 4-3 gear 644a rotates, the 4-4 gear 644b connected to the 4-3 gear 644a also rotates. Therefore, when the 4-4 gear 644b rotates, the 4-2 gear 642b of the 4a gear unit 642 connected to the 4-4 gear 644b rotates, and when the 4-2 gear 642b rotates, the 4-1 gear 642a connected to the 4-2 gear 642b rotates. Here, the 4-1 gear 642a and the 4-2 gear 642b rotate in the first rotation direction R1.

[0175] When the 4-1 gear 642a rotates, the 4-2 gear 642b connected to the 4-1 gear 642a also rotates. Therefore, when the 4-2 gear 642b rotates, the support block 440 of the second wing assembly 400 connected to the 4-2 gear 642b rotates, and when the support block 440 rotates, the plurality of second wings 420 forming the 2-2 wing unit 424 rotate. When the plurality of second wings 420 forming the 2-2 wing unit 424 rotate, the plurality of second wings 420 forming the 2-1 wing unit 422 connected to the support block 440 rotate. Finally, as shown in FIG. 8D, when the vehicle vent 1 is viewed from above, the second wings 420 can guide air toward the right side of the housing 100. Figure 25

[0176] ​​​During the course of the 4-2 motion M4-2, the contact of the rotating member 800 with the 4-3 gear 644a of the 4b gear unit 644 is terminated, and the rotating member 800 is disposed at the third position L3. Thereby, the fourth motion M4 including the 4-2 motion M4-2 is terminated.

[0177] In this way, when the actuator 700 causes the rotating member 800 to perform the fourth motion M4, the rotating member 800 can rotate the second wing 420 by 90° / 4. When this process is repeated four times, as Figure 25 shown, the second wing 420 can guide air toward the right side of the housing 100.

[0178] In this way, the vehicle vent 1 according to an embodiment of the present disclosure can guide air toward the side of the vehicle through the third motion M3 or the fourth motion M4 of the rotating member 800.

[0179] The vehicle vent 1 according to an embodiment of the present disclosure can have the first wing 320 and the second wing 420 that are rotated by mechanical force generated by a single actuator 700. Accordingly, the need to provide a plurality of actuators 700 to individually control the first wing 320 and the second wing 420 that guide air in a cross direction can be eliminated. Accordingly, manufacturing costs can be reduced, and productivity of the vehicle vent 1 can be improved.

[0180] Figure 26 is a view showing an air volume control gear and a damper provided near an inlet portion of a housing.

[0181] Figure 26 It is shown that the vehicle vent 1 according to an embodiment of the present disclosure can further include an air volume control gear 920 and a damper 940.

[0182] The air volume control gear 920 and the damper 940 can be disposed at a position close to the inlet hole 122 of the inlet portion 120 of the housing 100. The air volume control gear 920 can be rotatably coupled to the housing 100. The air volume control gear 920 can have a shape engaged with the rotating member 800. The air volume control gear 920 can have four engagement portions.

[0183] The damper 940 can be coupled to the air volume control gear 920 to be rotated at the same time as the air volume control gear 920 is rotated. When the air volume control gear 920 is rotated, the damper 940 can open or close the inlet hole 122 of the housing 100 while being rotated together with the air volume control gear 920.

[0184] The combination of the air volume control gear 920 and the damper 940 can adjust the air volume entering the housing 100. To this end, the air volume control gear 920 can have a shape engaged with the rotating member 800 four times, but is not limited thereto.

[0185] According to an embodiment of the present application, the control unit configured to rotate the first wing and the second wing can be disposed on a rotation path of a rotating member coupled to an actuator. Accordingly, the need for using a plurality of actuators is eliminated, thereby reducing manufacturing costs and improving productivity.

[0186] The above description is provided with reference to embodiments of the present application. However, those skilled in the art will appreciate that various modifications and changes can be made to the present application without departing from the spirit and scope of the present application as set forth in the appended claims. Any differences related to such modifications and changes should be interpreted as falling within the scope of the present application defined by the appended claims.

[0187] Description of Reference Numerals

[0188] 1: Vehicle vent

[0189] 100: Housing

[0190] 120: Inlet portion

[0191] 122: Inlet hole

[0192] 140: Guide portion

[0193] 142: First guide portion

[0194] 142a: First guide hole

[0195] 144: Second guide portion

[0196] 144a: Second guide hole

[0197] 160: Separation portion

[0198] 200: Ornament

[0199] 220: Third guide portion

[0200] 222: Third guide hole

[0201] 240: Fourth guide portion

[0202] 242: Fourth guide hole

[0203] 260: Blocking portion

[0204] 300: First wing assembly

[0205] 320: First wing

[0206] 340: first connecting block

[0207] 400: second wing assembly

[0208] 420: second wing

[0209] 422: 2-1 wing unit

[0210] 424: 2-2 wing unit

[0211] 440: support block

[0212] 460: joint block

[0213] 500: first control unit

[0214] 520: first gear unit

[0215] 522: 1-1 gear

[0216] 522a: first plate portion

[0217] 522b: first tooth portion

[0218] 524: 1-2 gear

[0219] 524a: second plate portion

[0220] 524b: second tooth portion

[0221] 540: second gear unit

[0222] 542: 2-1 gear

[0223] 542a: third plate portion

[0224] 542b: third tooth portion

[0225] 544: 2-2 gear

[0226] 544a: fourth plate portion

[0227] 544b: fourth tooth portion

[0228] 560: shaft

[0229] 580: second connecting block

[0230] 600: second control unit

[0231] 620: third gear unit

[0232] 622: 3a gear unit

[0233] 622a: 3-1 gear

[0234] 622b: 3-2 gear

[0235] 624: 3b gear unit

[0236] 624a: 3-3 gear

[0237] 624b: 3-4 gear

[0238] 640: fourth gear unit

[0239] 642: 4a gear unit

[0240] 642a: 4-1 gear

[0241] 642b: 4-2 gear

[0242] 644: 4b gear unit

[0243] 644a: 4-3 gear

[0244] 644b: 4-4 gear

[0245] 700: actuator

[0246] 800: rotating member

[0247] 820: coupling portion

[0248] 840: contact portion

[0249] 860: body portion

[0250] 920: air volume control gear

[0251] 940: damper

[0252] L1: first position

[0253] L2: second position

[0254] L3: third position

[0255] L4: fourth position

[0256] M1: first movement

[0257] M1-1: 1-1 movement

[0258] M1-2: 1-2 movement

[0259] M2: second movement

[0260] M2-1: 2-1 movement

[0261] M2-2: 2-2 movement

[0262] M3: third movement

[0263] M3-1 : 3-1 movement

[0264] M3-2 : 3-2 movement

[0265] M4 : fourth movement

[0266] M4-1 : 4-1 movement

[0267] M4-2 : 4-2 movement

[0268] R1 : first rotational direction

[0269] R2 : second rotational direction.

Claims

1. A vehicle vent for being installed in a vehicle to direct air in a passenger cabin of the vehicle, characterized by, The vehicle vent includes: a first wing assembly including a first wing for guiding air toward at least one of a ceiling surface of the passenger compartment, a floor surface of the passenger compartment, or a combination of both; a second wing assembly including a plurality of second wings for guiding air toward a side surface of the passenger compartment; and a single actuator disposed between the first wing assembly and the second wing assembly, wherein the single actuator is configured to generate a mechanical force to rotate the first wing and the plurality of second wings.

2. The vehicle vent of claim 1, wherein, The vehicle vent further includes: a housing for accommodating the first wing and the plurality of second wings therein, the housing including a path for air to flow therethrough; and a rotating member connected to the actuator, wherein the rotating member is rotated by the mechanical force generated by the actuator to operate the first wing and the plurality of second wings.

3. The vehicle vent of claim 2, wherein, The actuator and the rotating member are disposed outside of the housing.

4. The vehicle vent of claim 2, wherein, The vehicle vent further includes: a first control unit rotatably coupled to the housing and configured to control a rotation direction and a rotation angle of the first wing when rotated together with the rotation of the rotating member, wherein the first control unit includes: a first gear unit for rotating the first wing while being selectively in contact with the rotating member reciprocating along a predetermined section upward; and a second gear unit for rotating the first wing while being selectively in contact with the rotating member reciprocating along a predetermined section downward.

5. The vehicle vent of claim 4, wherein the first gear unit includes: a first gear (1-1) for rotating in contact with the rotating member rotating in a first rotation direction; and a second gear (1-2) for rotating in contact with the rotating member rotating in a second rotation direction, and wherein the second gear unit includes: a third gear (2-1) for rotating in contact with the rotating member rotating in the second rotation direction; and a fourth gear (2-2) for rotating in contact with the rotating member rotating in the first rotation direction.

6. The vehicle vent of claim 4, wherein, the first wing assembly includes a first connecting block coupled to the first wing and serving as a rotation center of the first wing, wherein the first control unit includes a shaft connecting the first gear unit and the second gear unit, and a second connecting block coupled to the shaft and engaging the first connecting block in a state where the first connecting block is disposed inside the housing, and wherein the first wing and the first connecting block rotate in a direction opposite to a rotation direction of the second connecting block while rotating together with the rotation of the second connecting block.

7. The vehicle vent of claim 5, wherein, The vehicle vent includes: a second control unit disposed outside the housing and configured to control a rotation direction and a rotation angle of the plurality of second wings while the plurality of second wings rotate together with rotation of the rotating member, wherein the second control unit includes: a third gear unit for rotating the plurality of second wings in a first rotation direction while being selectively in contact with the rotating member reciprocating along a predetermined segment; and a fourth gear unit for rotating the plurality of second wings in a second rotation direction opposite to the first rotation direction while being selectively in contact with the rotating member reciprocating along a predetermined segment.

8. The vehicle vent of claim 7, wherein, The third gear unit includes: a fifth gear unit (3a) including a fifth gear (3-1) for rotating in contact with the rotating member rotating in the second rotation direction and a sixth gear (3-2) coupled to the fifth gear (3-1) and to any one of the plurality of second wings; and a sixth gear unit (3b) including a seventh gear (3-3) for rotating in contact with the rotating member rotating in the first rotation direction and an eighth gear (3-4) coupled to the seventh gear (3-3) and rotatably coupled to the housing.

9. The vehicle vent of claim 8, wherein, The fourth gear unit includes: a seventh gear unit (4a) including a ninth gear (4-1) for rotating in contact with the rotating member rotating in the first rotation direction and a tenth gear (4-2) coupled to the ninth gear (4-1) and to any one of the plurality of second wings; and an eighth gear unit (4b) including an eleventh gear (4-3) for rotating in contact with the rotating member rotating in the second rotation direction and a twelfth gear (4-4) coupled to the eleventh gear (4-3) and rotatably coupled to the housing.

10. The vehicle vent of claim 7, wherein, The first control unit and the second control unit are disposed on a rotation path of the rotating member.

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