Air conditioner

Abstract

The utility model discloses an air conditioner, which relates to the technical field of air conditioning equipment and comprises a casing, a fresh air module, a driving component and a clutch. A main wind wheel is arranged in the machine shell. The fresh air module is installed on the machine shell and provided with a fresh air wheel. The driving assembly comprises a driving motor, a first transmission wheel and a second transmission wheel, the first transmission wheel is in transmission connection with the main wind wheel, the second transmission wheel is in transmission connection with the fresh air wind wheel, and the driving motor is in driving connection with one of the main wind wheel and the fresh air wind wheel; the clutch acts on the peripheral position of the axial end face of the first transmission wheel or the second transmission wheel so that the first transmission wheel and the second transmission wheel can move relatively, and the clutch is provided with a linkage position where the main wind wheel and the fresh wind wheel rotate synchronously and a rotation stopping position where one of the main wind wheel and the fresh wind wheel stops rotating. According to the technical scheme provided by the utility model, one of the main wind wheel and the fresh air wheel can be independently controlled, the applicability of the air conditioner is improved, and the energy consumption of the air conditioner is reduced.

Description

Technical Field

[0001] This utility model relates to the field of air conditioning technology, and in particular to an air conditioner. Background Technology

[0002] With the integration and improvement of air conditioner functions, air conditioners equipped with fresh air functions are becoming more and more common. In related technologies, for air conditioners with fresh air functions, a transmission component is usually set up to control the rotation of the fresh air impeller that delivers fresh air and the main impeller that delivers cold or hot air. However, although the transmission component ensures that the fresh air impeller and the main impeller can rotate at the same time, it cannot cope with the situation where only the main impeller or the fresh air impeller needs to rotate, thereby reducing the applicability of the air conditioner and increasing energy consumption. Utility Model Content

[0003] The main purpose of this invention is to propose an air conditioner that allows for independent control of either the main fan or the fresh air fan, thereby improving the applicability of the air conditioner and reducing its energy consumption.

[0004] To achieve the above objectives, this utility model proposes an air conditioner, comprising:

[0005] The casing contains the main impeller.

[0006] A fresh air module is installed on the housing and is equipped with a fresh air impeller.

[0007] A drive assembly includes a drive motor, a first transmission wheel, and a second transmission wheel. The first transmission wheel is driveably connected to the main air impeller, and the second transmission wheel is driveably connected to the fresh air impeller. The drive motor drives one of the main air impeller and the fresh air impeller.

[0008] The clutch acts on the periphery of the axial end face of the first drive wheel or the second drive wheel to enable the first drive wheel and the second drive wheel to move relative to each other, and has a linkage position in which the main wind turbine and the fresh wind turbine rotate synchronously, and a stop position in which one of them stops rotating.

[0009] In one embodiment, the clutch acts on the first drive wheel or the second drive wheel along the axial direction of the first drive wheel, and at the stop position, the second drive wheel and the first drive wheel are offset from each other in the axial direction of the first drive wheel.

[0010] In one embodiment, the clutch acts on the second drive wheel and is located on the side of the second drive wheel opposite to the fresh air impeller.

[0011] In one embodiment, the second transmission wheel is slidably sleeved on the driven shaft, the driven shaft is connected to the fresh air impeller, and the driven shaft is sleeved with a first elastic element. At the stop position, the first elastic element is elastically connected to the second transmission wheel and has an elastic reset tendency.

[0012] In one embodiment, the first elastic element is configured as a spring, located on the side of the second drive wheel away from the clutch, and fixed relative to the driven shaft at the end away from the second drive wheel.

[0013] In one embodiment, a limiting flat portion is provided on the outer periphery of the driven shaft, the limiting flat portion extending along the axial direction of the driven shaft, and the second transmission wheel is adapted to be fitted onto the driven shaft.

[0014] In one embodiment, the clutch includes a body and a push rod, the body being drivenly connected to the push rod, and the push rod acting on the outer periphery of the axial end face of the second drive wheel or the first drive wheel.

[0015] In one embodiment, the second transmission wheel has a push-receiving portion on its axial end face, the clutch acts on the push-receiving portion, the push-receiving portion is disposed adjacent to the outer periphery of the second transmission wheel, and has a width H along the radial direction of the second transmission wheel, the width H satisfying: 8mm≤H≤12mm.

[0016] In one embodiment, a second elastic element is provided inside the main body, and the second elastic element is elastically connected to the push rod. During the process of switching from the stop position to the linkage position, the push rod automatically resets under the action of the second elastic element.

[0017] In one embodiment, the push rod includes a sliding section and a pushing section connected to each other. The sliding section is slidably disposed within the body portion, and the pushing section is used to push against the first transmission wheel or the second transmission wheel. The second elastic element is configured as a compression spring. A limiting edge is protruding from the outer periphery of the sliding section, and the compression spring is sandwiched between the limiting edge and the body portion and is located on the side of the limiting edge facing the pushing section.

[0018] In one embodiment, the fresh air impeller is disposed at the end of the main impeller, and the drive motor is disposed at the end of the main impeller away from the fresh air impeller and is connected to the main impeller for driving.

[0019] In one embodiment, the clutch is configured as an electromagnetic clutch.

[0020] In one embodiment, both the first drive wheel and the second drive wheel are configured as magnetic wheels. The first drive wheel and the second drive wheel are arranged radially at intervals along the first drive wheel, and the arrangement gap L satisfies: 0.1mm≤L≤2mm.

[0021] In one embodiment, the air conditioner is configured as a modular air conditioner or a split air conditioner, or the air conditioner is configured as the indoor unit of a split air conditioner.

[0022] The technical solution of this utility model provides power to the main fan and the fresh air fan by driving a motor, so that the main fan and the fresh air fan can rotate simultaneously. This eliminates the need for two separate motors to drive the main fan and the fresh air fan, saving space for motor installation and reducing the operating noise of the air conditioner. The main fan and the fresh air fan are driven by a first transmission wheel and a second transmission wheel. A clutch acts on the axial end face of the first or second transmission wheel, and acts near the outer periphery of the first or second transmission wheel, allowing the first and second transmission wheels to move relative to each other. The position of the first and second transmission wheels acting on the clutch is far from the corresponding rotation axis, ensuring that the first and second transmission wheels can be easily switched from the linkage position to the stop position. Correspondingly, the clutch can also complete the above operation with a lower output power, which helps to reduce the size of the clutch. This allows for independent control of one of the main fan and the fresh air fan, avoiding the limitation that the main fan and the fresh air fan can only rotate simultaneously. This expands the applicable scenarios of the air conditioner and also reduces the energy consumption of the air conditioner. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0024] Figure 1 A schematic diagram of an embodiment of the air conditioner provided by this utility model with the casing removed;

[0025] Figure 2 for Figure 1 A schematic diagram of the structure of the main impeller, fresh air module, drive components and clutch working together;

[0026] Figure 3 for Figure 1 A schematic diagram of the main wind turbine, fresh air wind turbine, drive assembly, and clutch in their linkage positions;

[0027] Figure 4 for Figure 1 A schematic diagram of the main wind turbine, fresh air wind turbine, drive assembly, and clutch in the stop position;

[0028] Figure 5 for Figure 1 A schematic diagram of the structure in which the first transmission wheel, the second transmission wheel, and the clutch are engaged in the stop position;

[0029] Figure 6 for Figure 1 A cross-sectional view of the clutch.

[0030] Explanation of icon numbers:

[0031] 100. Housing; 200. Fresh air module; 210. Fresh air impeller; 220. Driven shaft; 300. Main impeller; 310. Driven shaft;

[0032] 400. Drive motor; 510. First transmission wheel; 520. Second transmission wheel; 521. Pushing part;

[0033] 600, Clutch; 610, Push rod; 611, Sliding section; 612, Pushing section; 613, Limiting edge; 620, Main body; 630, Second elastic element.

[0034] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0035] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0036] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0037] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0038] In existing technologies, air conditioners with fresh air functions typically house a heat exchanger and a fresh air module within the casing. The heat exchanger forms an air duct containing a main fan, which rotates under the drive of a motor. This allows heat from the heat exchanger to flow out through the air outlet of the duct, achieving indoor heat exchange. The fresh air module includes a fresh air housing, a fresh air impeller, and a fresh air impeller motor. A fresh air duct is formed within the housing, and the fresh air impeller is installed within it and rotates under the drive of the motor, drawing fresh outdoor air into the room through the fresh air vents. The main fan and motor are connected, as are the fresh air impeller and motor, allowing for independent control of both. However, the presence of two motors results in a heavier and larger air conditioner. Furthermore, the independent operation of the two motors inevitably leads to moments when they operate simultaneously, resulting in significant noise and a poor user experience. In another related technology, a single motor drives both the main fan and the fresh air fan simultaneously via a transmission mechanism. This transmission mechanism can consist of multiple gears that are always engaged, requiring the main fan and the fresh air fan to operate simultaneously. If only the main fan is needed to deliver cold or hot air, the simultaneous rotation of the fresh air fan will affect the air delivery efficiency of the main fan. Conversely, if only the fresh air fan is needed to deliver fresh air, the simultaneous rotation of the main fan will affect the air delivery efficiency of the fresh air fan. This reduces the efficiency of the air conditioner in regulating the air, causes unnecessary power consumption, increases the energy consumption of the air conditioner, and results in poor applicability of the air conditioner.

[0039] This utility model proposes an air conditioner.

[0040] Please refer to Figure 1 , Figure 3 and Figure 4 In one embodiment of this utility model, the air conditioner includes:

[0041] The casing 100 contains a main impeller 300.

[0042] Fresh air module 200, fresh air module 200 is installed in housing 100, fresh air module 200 is provided with fresh air impeller 210;

[0043] The drive assembly includes a drive motor 400, a first transmission wheel 510, and a second transmission wheel 520. The first transmission wheel 510 is connected to the main fan wheel 300, and the second transmission wheel 520 is connected to the fresh air fan wheel 210. The drive motor 400 drives one of the main fan wheel 300 and the fresh air fan wheel 210.

[0044] The clutch 600 acts on the periphery of the axial end face of the first drive wheel 510 or the second drive wheel 520 to enable the first drive wheel 510 and the second drive wheel 520 to move relative to each other, and has a linkage position in which the main fan wheel 300 and the fresh fan wheel 210 rotate synchronously, and a stop position in which one of them stops rotating.

[0045] The technical solution of this utility model provides power to the main fan 300 and the fresh air fan 210 through a drive motor 400, so that the main fan 300 and the fresh air fan 210 can rotate simultaneously. This eliminates the need for two separate motors to drive the main fan 300 and the fresh air fan 210, saving space for motor installation and reducing the operating noise of the air conditioner. The main fan 300 and the fresh air fan 210 are driven by a first transmission wheel 510 and a second transmission wheel 520. A clutch 600 acts on the axial end face of the first transmission wheel 510 or the second transmission wheel 520, and at a position near the outer periphery of the first transmission wheel 510 or the second transmission wheel 520, causing the first... The first transmission wheel 510 and the second transmission wheel 520 can move relative to each other, and the first transmission wheel 510 and the second transmission wheel 520 are positioned far from their respective rotation axes by the clutch 600. This ensures that the first transmission wheel 510 and the second transmission wheel 520 can be switched from the linkage position to the stop position relatively easily. Correspondingly, the clutch 600 can also complete the above operation with lower output power, which helps to reduce the size of the clutch 600. This allows for independent control of either the main fan wheel 300 or the fresh air fan wheel 210, avoiding the situation where the main fan wheel 300 and the fresh air fan wheel 210 can only rotate at the same time. This expands the applicable scenarios of the air conditioner and also reduces the energy consumption of the air conditioner.

[0046] It can be understood that a main air duct is formed within the casing 100, and a heat exchanger is configured upstream or downstream of the main fan 300. When the air conditioner is in cooling mode, the heat exchanger acts as an evaporator to generate cold air; when the air conditioner is in heating mode, the heat exchanger acts as a condenser to generate hot air. During the rotation of the main fan 300, a negative pressure is created at the main fan 300, which directs the airflow passing through the heat exchanger into the room via the main air duct, thereby achieving indoor air conditioning. Of course, the air conditioning referred to here is not limited to temperature control. If the casing 100 has a humidity module, the main fan 300 can also direct humidified gas into the room via the main air duct. Similarly, a fresh air duct is formed within the fresh air module 200, and the air inlet of the fresh air duct is connected to the outside. After processing by the fresh air module 200 or the outdoor equipment, the fresh air is delivered into the room from the fresh air inlet along the fresh air duct under the action of the fresh air impeller 210, thereby improving the freshness of the indoor air. Additionally, components such as a heat exchanger and main fan 300 can be installed inside the casing 100. The fresh air module 200 is connected in parallel with the casing 100, or the fresh air module 200 is installed inside the casing 100. Furthermore, the drive motor 400 and clutch 600 can be installed in the casing 100, or the drive motor 400 and clutch 600 can also be installed in the fresh air module 200, or the drive motor 400 and clutch 600 can be connected to both the casing 100 and the fresh air module 200 to ensure the installation stability of the drive motor 400.

[0047] The drive motor 400 can be located in the space between the main impeller 300 and the fresh air impeller 210, or at the end of one of the main impeller 300 and the fresh air impeller 210 that is furthest from the other. The axes of the main impeller 300 and the fresh air impeller 210 can be coaxial or off-axis. In this embodiment, the drive motor 400 and the fresh air module 200 are located at opposite ends of the main impeller 300. The drive motor 400 directly drives the main impeller 300 to rotate. The main impeller 300 is provided with an active rotating shaft 310, and a first transmission wheel 510 is sleeved on the active rotating shaft 310. The fresh air impeller 210 is provided with a driven rotating shaft 220, and a second transmission wheel 520 is sleeved on the driven rotating shaft 220. The transmission connection between the first transmission wheel 510 and the second transmission wheel 520 is used to drive the fresh air impeller 210 to rotate. Of course, the first drive wheel 510 can also be connected to the driving shaft 310 through a transmission component, and the second drive wheel 520 can also be connected to the driven shaft 220 through a transmission component.

[0048] In the case where the clutch 600 acts on the first drive wheel 510 and the second drive wheel 520, it can slide along the axial direction of the first drive wheel 510 and the second drive wheel 520, such as the clutch 600 abutting against the first drive wheel 510 or the second drive wheel 520 along the axial direction, thereby causing it to switch between the engaged position and the stopped position. Alternatively, if the first drive wheel 510 and the second drive wheel 520 are configured as magnetic wheels, the clutch 600 acts on the first drive wheel 510 or the second drive wheel 520 at intervals through magnetism, thereby causing it to switch between the engaged position and the stopped position.

[0049] In one embodiment, please refer to Figures 3 to 5 The clutch 600 acts on either the first drive wheel 510 or the second drive wheel 520 along the axial direction of the first drive wheel 510. In the stop position, the second drive wheel 520 and the first drive wheel 510 are offset axially from the first drive wheel 510. Corresponding to the position where the clutch 600 acts on the first drive wheel 510 or the second drive wheel 520, the clutch 600 acts on the first drive wheel 510 or the second drive wheel 520 along the aforementioned axial direction, so that the applied position of the first drive wheel 510 or the second drive wheel 520 is far away from its support center. This allows the clutch 600 to control the switching between the first drive wheel 510 and the second drive wheel 520 between the stop position and the engaged position with a smaller force, ensuring the stability and convenience of the relative movement of the first drive wheel 510 and the second drive wheel 520. Meanwhile, the direction in which the clutch 600 acts on the first transmission wheel 510 or the second transmission wheel 520 interferes less with the direction of rotation of the first transmission wheel 510 or the second transmission wheel 520. During the rotation of the first transmission wheel 510 and the second transmission wheel 520, the clutch 600 can smoothly switch between the engaged position and the stationary position. Of course, in other embodiments, the clutch 600 can also oscillate in an arc shape in a direction other than the axial direction of the first transmission wheel 510, such as a direction with an axial component but intersecting the axial direction.

[0050] Furthermore, in this embodiment, please refer to Figures 3 to 5The clutch 600 acts on the second drive wheel 520 and is located on the side of the second drive wheel 520 opposite to the fresh air impeller 210. Referring to the above description of the clutch 600 acting on the second drive wheel 520 along the axial direction of the first drive wheel 510, and the axial directions of the first drive wheel 510 and the second drive wheel 520 being parallel, the clutch 600 acts on the second drive wheel 520 along the axial direction to control the switching of the second drive wheel 520 between the stop position and the engaged position. Specifically, when the clutch 600 pushes the second drive wheel 520 to move along its axial direction toward the fresh air impeller 210, the projections of the second drive wheel 520 and the first drive wheel 510 in the axial direction are misaligned, thereby switching to the stop position. For the second drive wheel 520 to switch from the stop position to the engaged position, a reset structure can be provided between the second drive wheel 520 and the fresh air impeller 210, or the clutch 600 can pull the second drive wheel 520 back to the engaged position. Without loss of generality, the drive motor 400 is connected to the first transmission wheel 510, the second transmission wheel 520 is connected to the first transmission wheel 510 and is also connected to the fresh air impeller 210. The clutch 600 acts on the second transmission wheel 520 and is a transmission component downstream of the power output of the drive motor 400, providing stable and convenient control. Furthermore, the clutch 600 is located on the side of the second transmission wheel 520 away from the fresh air impeller 210, ensuring that the distance between the second transmission wheel 520 and the fresh air impeller 210 is within a small range, guaranteeing the stability of power transmission in the drive assembly, and also providing effective space for the installation of the clutch 600. Of course, in this embodiment, the clutch 600 can also act on the first transmission wheel 510, or the clutch 600 can be located on the side of the second transmission wheel 520 facing the fresh air impeller 210.

[0051] Furthermore, in this embodiment, please refer to Figure 3 and Figure 4The second transmission wheel 520 is slidably sleeved on the driven shaft 220, which is connected to the fresh air impeller 210. The driven shaft 220 is fitted with a first elastic element. In the stop position, the first elastic element is elastically connected to the second transmission wheel 520 and has an elastic reset tendency. It can be understood that when the clutch 600 acts on the second transmission wheel 520 in the direction close to the fresh air impeller 210, it slides the second transmission wheel 520 towards the fresh air impeller 210. At this time, the first elastic element is in a state of increased elastic potential energy and can be released axially along the driven shaft 220. The second transmission wheel 520 and the first transmission wheel 510 switch to the stop position. When the clutch 600 disengages from the second transmission wheel 520, the elastic reset tendency of the first elastic element causes the second transmission wheel 520 to automatically return to the linkage position, ensuring the stability of the drive component's operation and ensuring that the fresh air impeller 210 can start quickly and accurately when needed. Simultaneously, the first elastic element is sleeved on the driven shaft 220. During the rotation of the second transmission wheel 520, the driven shaft 220 also rotates synchronously, and the first elastic element sleeved on the driven shaft 220 also rotates synchronously. This avoids interference between the first elastic element pushing the second transmission wheel 520 to reset and the rotation of the second transmission wheel 520, ensuring the operational stability of the drive assembly. Of course, in other embodiments, the second transmission wheel 520 can also be switched from the stop position to the linkage position by means of pulling or attracting through the clutch 600.

[0052] Specifically, in this embodiment, please continue to refer to... Figure 3 and Figure 4 The first elastic element is configured as a spring, located on the side of the second transmission wheel 520 away from the clutch 600, and fixed relative to the driven shaft 220 at the end away from the second transmission wheel 520. It can be understood that the end of the first elastic element fixed to the driven shaft 220 is the end away from the second transmission wheel 520. During the process of the second transmission wheel 520 switching from the engaged position to the stopped position, the second transmission wheel 520 can continuously press against the first elastic element, keeping the first elastic element in an elastically compressed state and avoiding interference with the sliding of the second transmission wheel 520 from the engaged position to the stopped position. After the clutch 600 releases its action on the second transmission wheel 520, the first elastic element elastically resets, pushing the second transmission wheel 520 back to the engaged position, achieving automatic reset of the second transmission wheel 520. Alternatively, in other embodiments, the first elastic element can be located on the side of the second transmission wheel 520 away from the fresh air impeller 210, configured as a tension spring, and fixed relative to the driven shaft 220 at the end away from the second transmission wheel 520.

[0053] Regarding the structure in which the second drive wheel 520 slides on the driven shaft 220, in one embodiment, please refer to... Figures 3 to 5The driven shaft 220 has a limiting flat portion on its outer periphery, extending axially along the driven shaft 220. The second transmission wheel 520 is adapted to be mounted on the driven shaft 220. It can be understood that the limiting flat portion on the outer periphery of the driven shaft 220, the rotation center of the second transmission wheel 520 being a through hole, and its inner periphery corresponding to the limiting flat portion having a mounting flat portion, which fits and abuts against the limiting flat portion. This ensures that the driven shaft 220 rotates synchronously during the rotation of the second transmission wheel 520, guaranteeing that power can be transmitted to the fresh air impeller 210 via the driven shaft 220. Simultaneously, the limiting flat portion extending axially along the driven shaft 220 guides the sliding of the second transmission wheel 520 along the axial direction of the driven shaft 220, ensuring the stability and reliability of the drive assembly operation. Without loss of generality, one end of the driven shaft 220 is connected to the fresh air impeller 210, and the second drive wheel 520 is positioned adjacent to the other end of the driven shaft 220 in the linked position. A limit spring is provided at this end of the driven shaft 220. When the second drive wheel 520 switches from the stop position to the linked position, the limit spring prevents the second drive wheel 520 from falling off the driven shaft 220, thus ensuring the stability and reliability of the drive assembly. Alternatively, in other embodiments, a pin can be installed in the through hole at the center of the second drive wheel 520. The driven shaft 220 has a radially extending through groove, and the pin is fitted through the groove to ensure synchronous rotation of the second drive wheel 520 and the driven shaft 220, and also to avoid interference when the second drive wheel 520 switches between the stop and linked positions.

[0054] Regarding the position of the clutch 600 acting on the second transmission wheel 520 along the axial direction of the second transmission wheel 520, in one embodiment, please refer to... Figures 3 to 5The second transmission wheel 520 has a thrust portion 521 on its axial end face. The clutch 600 acts on the thrust portion 521. The thrust portion 521 is located adjacent to the outer periphery of the second transmission wheel 520 and has a width H along the radial direction of the second transmission wheel 520, where the width H satisfies: 8mm ≤ H ≤ 12mm. It can be understood that the clutch 600 acts on the second transmission wheel 520 near its outer periphery along the axial direction. The thrust portion 521 not only increases the position of the clutch 600 acting on the second transmission wheel 520 and the distance between the centers of the two transmission wheels, making the sliding process of the second transmission wheel 520 along the driven shaft 220 smooth and controllable, but also reduces the power requirement of the clutch 600, thus reducing its size. Furthermore, the reasonable configuration of the radial width of the thrust portion 521 enhances the structural strength of the second transmission wheel 520 under stress, preventing deformation or damage due to excessive force. Specifically, the width H can be 8mm, 10mm, or 12mm. Without loss of generality, the thrust portion 521 and other parts of the second drive wheel 520 are integrally formed or separately formed to facilitate replacement and maintenance, reduce the impact on the transmission structure of the second drive wheel 520, and ensure the reliability and stability of the second drive wheel 520 when transmitting power.

[0055] Regarding the structure of the clutch 600, in this embodiment, please refer to... Figure 5 and Figure 6 The clutch 600 includes a body 620 and a push rod 610. The body 620 is drivenly connected to the push rod 610, which acts on the outer periphery of the axial end face of the second transmission wheel 520 or the first transmission wheel 510. It can be understood that the clutch 600 controls the second transmission wheel 520 to switch between a stationary position and an engaged position through mechanical means such as the push rod 610. The body 620 provides driving force to the push rod 610, which acts as a transmission medium, applying the driving force of the body 620 to the outer periphery of the axial end face of the second transmission wheel 520 to achieve power transmission or disengagement. When the push rod 610 pushes the second transmission wheel 520, the clutch 600 is engaged, and power is transmitted; when the push rod 610 retracts, the clutch 600 is disengaged, and power transmission is cut off. Meanwhile, by adjusting the stroke, speed, and force of the push rod 610, the engagement and disengagement timing of the clutch 600, as well as the magnitude of the transmitted torque, can be precisely controlled, ensuring the stability of the second drive wheel 520 when switching from the engaged position to the stopped position. Of course, in other embodiments, the clutch 600 can also be configured to control the switching of the second drive wheel 520 between the engaged position and the stopped position through magnetic coupling.

[0056] Furthermore, in this embodiment, please refer to Figure 5 and Figure 6The main body 620 contains a second elastic element 630, which is elastically connected to the push rod 610. During the transition from the stop position to the linkage position, the push rod 610 automatically resets under the action of the second elastic element 630. When the second transmission wheel 520 switches to the linkage position, the push rod 610 automatically resets under the action of the second elastic element 630 to avoid interfering with the sliding process of the second transmission wheel 520, ensuring the stability of the second transmission wheel 520 when switching to the linkage position, and thus ensuring the operational reliability of the drive assembly. When it is necessary for the second transmission wheel 520 to switch from the linkage position to the stop position, the main body 620 controls the push rod 610 to overcome the elastic force of the second elastic element 630 and extend to push against the second transmission wheel 520. Once the main body 620 removes the force controlling the extension of the push rod 610, the push rod 610 quickly resets under the action of the second elastic element 630, providing space for the second transmission wheel 520 to switch back to the linkage position. Of course, in other embodiments, the body 620 may also control the movement of the push rod 610 by means of electromagnetic force.

[0057] Specifically, in this embodiment, please continue to refer to... Figure 5 and Figure 6 The push rod 610 includes a sliding section 611 and a pushing section 612 connected to each other. The sliding section 611 is slidably disposed within the body portion 620. The pushing section 612 is used to push against the first transmission wheel 510 or the second transmission wheel 520. The second elastic member 630 is configured as a compression spring. A limiting edge 613 is protruding from the outer periphery of the sliding section 611. The compression spring is sandwiched between the limiting edge 613 and the body portion 620 and is located on the side of the limiting edge 613 facing the pushing section 612. It is understood that after the main body 620 drives the push rod 610 to move and push against the first transmission wheel 510 or the second transmission wheel 520, the compression spring is clamped between the limiting edge 613 and the main body 620, that is, it is in an elastically compressed state and has high elastic potential energy. After the main body 620 removes its driving action on the push rod 610, the compression spring can provide sufficient elastic force to make the push rod 610 stably return to its original position along the direction of the sliding section 611, thereby avoiding interference with the sliding of the second transmission wheel 520. At the same time, the compression spring is sleeved on the sliding section 611, and the limiting edge 613 is located at the end of the sliding section 611 away from the pushing section 612. This means that the end of the sliding section 611 with the limiting edge 613 is outside one side of the main body 620, while the pushing section 612 can extend outside the other side of the main body 620. The limiting edge 613 provides a stable support point for the compression spring, ensuring the stable force on the compression spring. Of course, in other embodiments, the second elastic element 630 may also be configured as a tension spring, located on the end face of the sliding segment 611 away from the pushing segment 612, and between the end face and the side wall of the body portion 620 opposite to it.

[0058] In one embodiment, please refer to Figure 1 and Figure 2The fresh air impeller 210 is located at the end of the main impeller 300, and the drive motor 400 is located at the end of the main impeller 300 away from the fresh air impeller 210, and is connected to the main impeller 300 for driving. Positioning the drive motor 400 at the end of the main impeller 300 away from the fresh air impeller 210 reduces the distance between the fresh air impeller 210 and the main impeller 300 required for the drive motor 400, thereby reducing the number of transmission components in the drive assembly and ensuring transmission efficiency between the fresh air impeller 210 and the main impeller 300. Simultaneously, the drive motor 400 is only connected to the main impeller 300, which is then connected to the fresh air impeller 210 via a first transmission wheel 510 and a second transmission wheel 520. This makes the drive motor 400 relatively independent of the first and second transmission wheels 510 and 520, facilitating maintenance and repair, and simplifying the installation structure of the drive motor 400. Of course, in other embodiments, the drive motor 400 can also be located between the main fan 300 and the fresh air fan 210 to make full use of the space inside the air conditioner, avoid the drive motor 400 occupying extra space, and make the fresh air module 200 and the main fan 300 more compact, which is beneficial to reducing the overall size of the air conditioner. Specifically, the drive motor 400 can have its output shaft connected to the first transmission wheel 510 and its outer rotor connected to the main fan 300; or, the output shaft of the drive motor 400 can be configured as a drive shaft 310, with the first transmission wheel 510 sleeved on the drive shaft 310, and the end of the drive shaft 310 connected to the main fan 300.

[0059] In one embodiment, please refer to Figures 3 to 5 The clutch 600 is configured as an electromagnetic clutch 600. Taking the drive motor 400 connected to the main impeller 300, and the clutch 600 used to move the second transmission wheel 520 as an example, as follows... Figure 3 As shown, when the clutch 600 is in a non-operating state, the first transmission wheel 510 and the second transmission wheel 520 are aligned. At this time, the power of the drive motor 400 is transmitted to the fresh air impeller 210 through the first transmission wheel 510 and the second transmission wheel 520, and the fresh air impeller 210 and the main impeller 300 rotate synchronously; Figure 4 As shown, when the clutch 600 is energized, the electromagnetic force generated by the clutch 600 pushes the push rod 610 out, which then abuts against the pushed part 521 of the second transmission wheel 520. Under the pushing action of the push rod 610, the second transmission wheel 520 is in a stopped position, offset from the position of the first transmission wheel 510. At this time, the magnetic coupling between the first transmission wheel 510 and the second transmission wheel 520 is limited, and the first transmission wheel 510 cannot drive the second transmission wheel 520, that is, the torque cannot be effectively transmitted to the second transmission wheel 520. Only the drive control of the main fan 300 can be realized, while the fresh air fan 210 stops rotating, thus meeting the air conditioning requirements. However, in other embodiments, the clutch 600 can also be configured as other mechanical clutches 600.

[0060] Please refer to Figures 3 to 5 In one embodiment, both the first drive wheel 510 and the second drive wheel 520 are configured as magnetic wheels. The first drive wheel 510 and the second drive wheel 520 are arranged radially at intervals along the first drive wheel 510, and the arrangement gap L satisfies: 0.1mm≤L≤2mm. Understandably, configuring the first transmission wheel 510 and the second transmission wheel 520 as magnetic wheels allows the magnetic forces generated by the two wheels to attract and repel each other, achieving magnetic field coupling and completing the transmission of torque and power. Specifically, the first transmission wheel 510 and the second transmission wheel 520 are arranged side-by-side in the radial direction, with a spacing between them (i.e., a spacing between their outer surfaces). This avoids interference between the first transmission wheel 510 and the second transmission wheel 520 during transmission, preventing unnecessary noise and extending the service life of the transmission components. Simultaneously, it ensures the reliability and stability of the synchronous rotation of the main impeller 300 and the fresh air impeller 210. However, in other embodiments, the first transmission wheel 510 and the second transmission wheel 520 can be coaxially arranged.

[0061] Specifically, when the spacing between the first and second transmission wheels is less than 0.1 mm, the first transmission wheel 510 and the second transmission wheel 520 are too close together. The magnetic fields generated by the two wheels are prone to mutual interference, which is detrimental to the normal transmission of the transmission components. This can easily lead to magnetic saturation, preventing the magnetic field strength from increasing further and affecting torque transmission efficiency. It can also easily cause poor heat dissipation, leading to demagnetization of the permanent magnets on the magnetic wheels and reducing their lifespan. When the spacing between the first and second transmission wheels is greater than 2 mm, the first transmission wheel 510 and the second transmission wheel 520 are too far apart. The magnetic fields generated by the two are not easily coupled, which can easily affect the normal operation and performance of the transmission components and increase the space occupied by the transmission components. Therefore, the arrangement gap between the first transmission wheel 510 and the second transmission wheel 520 is limited to between 0.1mm and 2mm. A reasonable design of the gap between the first transmission wheel 510 and the second transmission wheel 520 reduces noise during transmission, ensures reliable torque and power transmission between the two transmission wheels, and simultaneously ensures heat dissipation during transmission, reducing the possibility of demagnetization and improving the service life of the transmission components. Specific values ​​for the arrangement gap between the first transmission wheel 510 and the second transmission wheel 520 include, but are not limited to, 0.1mm, 0.2mm, 0.3mm, 0.4mm, 0.5mm, 0.6mm, 0.7mm, 0.8mm, 0.9mm, 1mm, 1.1mm, 1.2mm, 1.3mm, 1.4mm, 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, and 2mm. However, in other embodiments, while meeting the requirements for noise reduction and transmission, the arrangement gap between the first transmission wheel 510 and the second transmission wheel 520 is greater than 2 mm or less than 0.1 mm.

[0062] In one embodiment, please refer to Figure 1 and Figure 2 In one embodiment, the air conditioner is configured as an indoor unit of a split-type air conditioner, which can be either a wall-mounted or floor-standing unit. In another embodiment, the air conditioner is configured as a modular air conditioner, which can be either a floor-standing or window-type integrated air conditioner. In yet another embodiment, the air conditioner is configured as a split-type air conditioner, comprising two devices: an indoor unit and an outdoor unit.

[0063] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. An air conditioner, characterized in that, include: The casing contains the main impeller. A fresh air module is installed on the housing and is equipped with a fresh air impeller. The drive assembly includes a drive motor, a first transmission wheel and a second transmission wheel, wherein the first transmission wheel is driven to the main wind turbine, the second transmission wheel is driven to the fresh air wind turbine, and the drive motor drives one of the main wind turbine and the fresh air wind turbine. as well as The clutch acts on the periphery of the axial end face of the first drive wheel or the second drive wheel to enable the first drive wheel and the second drive wheel to move relative to each other, and has a linkage position in which the main wind turbine and the fresh wind turbine rotate synchronously, and a stop position in which one of them stops rotating.

2. The air conditioner as described in claim 1, characterized in that, The clutch acts on the first drive wheel or the second drive wheel along the axial direction of the first drive wheel. At the stop position, the second drive wheel and the first drive wheel are offset from each other in the axial direction of the first drive wheel.

3. The air conditioner as described in claim 2, characterized in that, The clutch acts on the second drive wheel and is located on the side of the second drive wheel opposite to the new air impeller.

4. The air conditioner as described in claim 3, characterized in that, The second transmission wheel is slidably sleeved on the driven shaft, which is connected to the fresh air impeller. The driven shaft is sleeved with a first elastic element. At the stop position, the first elastic element is elastically connected to the second transmission wheel and has an elastic reset tendency.

5. The air conditioner as described in claim 4, characterized in that, The first elastic element is configured as a spring, and the first elastic element is located on the side of the second transmission wheel away from the clutch, and is fixed relative to the driven shaft at the end away from the second transmission wheel; And / or, the outer periphery of the driven shaft is provided with a limiting flat portion, the limiting flat portion extending along the axial direction of the driven shaft, and the second transmission wheel is adapted to be fitted onto the driven shaft.

6. The air conditioner as described in claim 2, characterized in that, The second transmission wheel has a push-receiving part on its axial end face. The clutch acts on the push-receiving part. The push-receiving part is located adjacent to the outer periphery of the second transmission wheel and has a width H along the radial direction of the second transmission wheel. The width H satisfies: 8mm≤H≤12mm.

7. The air conditioner as described in claim 2, characterized in that, The clutch includes a body and a push rod. The body is driven to the push rod, and the push rod acts on the outer periphery of the axial end face of the second transmission wheel or the first transmission wheel.

8. The air conditioner as described in claim 7, characterized in that, A second elastic element is provided inside the main body. The second elastic element is elastically connected to the push rod. During the process of switching from the stop position to the linkage position, the push rod automatically resets under the action of the second elastic element.

9. The air conditioner as described in claim 8, characterized in that, The push rod includes a sliding section and a pushing section connected to each other. The sliding section is slidably disposed within the main body, and the pushing section is used to push against the first transmission wheel or the second transmission wheel. The second elastic element is configured as a compression spring. A limiting edge is protruding from the outer periphery of the sliding segment. The compression spring is sandwiched between the limiting edge and the main body and is located on the side of the limiting edge facing the pushing segment.

10. The air conditioner as claimed in claim 1, characterized in that, The fresh air impeller is located at the end of the main impeller, and the drive motor is located at the end of the main impeller away from the fresh air impeller and is connected to the main impeller for driving. And / or, the clutch is configured as an electromagnetic clutch.

11. The air conditioner as claimed in claim 1, characterized in that, Both the first transmission wheel and the second transmission wheel are configured as magnetic wheels. The first transmission wheel and the second transmission wheel are arranged at radial intervals along the first transmission wheel, and the arrangement gap L formed satisfies: 0.1mm≤L≤2mm.

12. The air conditioner as described in any one of claims 1 to 11, characterized in that, The air conditioner is configured as a modular air conditioner or a split air conditioner, or the air conditioner is configured as the indoor unit of a split air conditioner.

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