Motor vehicle ventilation element

Abstract

Motor vehicle ventilation element which features: a case with a defined open front; a rear wing that extends horizontally and is rotatably mounted within the housing; and an adjustment element connected to the rear wing, wherein the rear wing rotates about a first axis of rotation which differs from a second axis of rotation of the adjusting element, wherein the rear wing is configured such that it rotates in conjunction with a rotation of the adjusting element.

Description

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to Korean Patent Application No. 10-2024-0003592, filed on January 9, 2024, the entire contents of which are incorporated herein by reference for all purposes. BACKGROUND 1. Field of the invention

[0002] The present invention relates to a motor vehicle ventilation element and in particular to a motor vehicle ventilation element which is advantageous for occupant protection by reducing the projection of the adjusting element. 2. State of the art

[0003] Vehicle air conditioning systems rely on ventilation elements to circulate conditioned air throughout the interior. The air discharged into the vehicle can be adjusted to direct the airflow either toward or away from the occupants.

[0004] Within the vent are horizontally arranged rear vanes and vertically arranged front vanes. By moving the adjustment element up and down or left and right, the rear vanes and front vanes can be adjusted to control the direction of the airflow.

[0005] The rear wing pivots on one side around a hinge, causing the adjustment element to rotate and potentially protrude forward from the ventilation element. To ensure passenger safety, Europe regulates projections beyond a certain height of the cockpit module's outer footprint; therefore, if the adjustment element rotates and protrudes too far, this may violate this regulation and require design modifications.

[0006] Furthermore, when the adjustment element is rotated downward, it comes into close contact with the vent housing, reducing the space available for the user to grasp the adjustment element. Therefore, there is a need for a vent design that prevents the adjustment element from protruding forward while still allowing the user to easily operate the adjustment element. DEPICTION

[0007] This illustration is intended to present, in simplified form, a selection of concepts described further below in the detailed description. This illustration is not intended to identify key features 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.

[0008] A general aspect is an automotive ventilation element comprising a housing having an open front defined therein, a rear vane extending horizontally and rotatably mounted within the housing, and an adjustment element connected to the rear vane, wherein the rear vane rotates about a first axis of rotation different from a second axis of rotation of the adjustment element, and the rear vane is configured to rotate in conjunction with rotation of the adjustment element.

[0009] The rear wing may be configured to penetrate the adjustment element.

[0010] The rear wing may be positioned on an upper side of the case without being exposed to the open front of the case.

[0011] A central portion of the rear wing may have an opening defined therein, the opening being arranged in a width direction of the rear wing to form a connecting portion, and the adjusting member may have openings defined therein penetrating the connecting portion.

[0012] The connecting portion may include a first connecting portion extending in the longitudinal direction at a front side of the rear wing and a second connecting portion formed at a predetermined distance from the first connecting portion, and the openings defined in the adjusting member may include a first through-hole penetrated by the first connecting portion and a second through-hole penetrated by the second connecting portion.

[0013] The first through-hole and the second through-hole may be formed in an elongated shape so that the first connecting portion and the second connecting portion can move therein when the adjusting member and the rear wing rotate.

[0014] The first through hole may be formed such that it curves in the circumferential direction around the second axis of rotation.

[0015] The rear wing can rotate about a center point extending in the longitudinal direction along the first connecting section.

[0016] The adjusting element may have a projecting portion extending from an upper surface of the adjusting element.

[0017] The protruding portion may have a third through-hole defined therein.

[0018] The first connecting portion can maintain a fixed position within the first through-hole when the adjusting member rotates upward, and the first through-hole is configured to slide along an outer side of the first connecting portion.

[0019] The second rotation axis can be located at a lower part of the adjustment element.

[0020] The second through-hole may be formed in a rectilinear shape and is aligned tangentially to the second axis of rotation.

[0021] In a general aspect, a ventilation device is provided comprising a rear vane extending horizontally and rotatably mounted within a housing, the rear vane having a first axis of rotation, and an adjustment member connected to the rear vane, the adjustment member having a second axis of rotation different from the first axis of rotation, the adjustment member being configured to rotate the rear vane in combination with rotation of the adjustment member.

[0022] The rear wing may include a first connecting portion formed between a first end and a second end of the rear wing, and a second connecting portion formed between the first end and the second end.

[0023] The adjusting element may have openings through which the first connecting portion and the second connecting portion are provided.

[0024] The openings may include a first through-hole and a second through-hole, wherein the first through-hole and the second through-hole are formed in an elongated shape so that the first connecting portion and the second connecting portion can move therein when the adjusting member and the rear wing rotate upon rotation of the adjusting member.

[0025] The first through hole may be formed such that it curves in the circumferential direction around the second axis of rotation.

[0026] The first rotation axis of the rear wing may be configured to be located at a center of the first connecting portion, and the second rotation axis of the adjusting member may be located at a lower part of the adjusting member.

[0027] The ventilation device may comprise a second wing, wherein the second wing is configured to be locked with the rear wing to be moved in unison upon rotation of the adjusting element. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram illustrating an automotive ventilation element according to an embodiment of the present invention; Fig. 2 is a perspective view illustrating an adjusting member of a motor vehicle ventilation member according to an embodiment of the present invention; Fig. 3 is a perspective view illustrating a rear wing of an automotive air vent according to an embodiment of the present invention; Fig. 4 is a perspective view illustrating the combined appearance of a rear wing and the adjusting element of an automotive ventilation element according to an embodiment of the present invention; Fig. 5 is a cross-sectional view illustrating a rear vane and an adjusting member of an automotive air vent according to an embodiment of the present invention; Fig. 6 is a diagram illustrating the movements of a rear vane and an upward airflow adjusting element according to an embodiment of the present invention; and Fig. 7 is a diagram illustrating the movements of a rear wing and a downward airflow adjusting member according to an embodiment of the present invention.

[0028] Throughout the drawings and detailed description, unless otherwise described or noted, like or similar reference characters refer to like or similar elements, features, and structures. The drawings may not be to scale, and the relative size, proportions, and appearance of elements in the drawings may be exaggerated for clarity, illustration, and convenience. DETAILED DESCRIPTION

[0029] The following detailed description is intended to help the reader gain a thorough understanding of the methods, devices, and / or systems described herein. However, various changes, modifications, and equivalents to the methods, devices, and / or systems described herein will become apparent upon understanding the disclosure of this application. For example, the sequences of operations described herein are merely examples and are not limited to those set forth herein, but may be changed as would be apparent upon understanding the disclosure of this application, except for operations that are necessarily performed in a particular order.

[0030] The features described herein may be embodied in various forms and are not intended to be limited to the examples described herein. Rather, the examples described herein are presented merely to illustrate some of the multitude of possible ways of implementing the methods, apparatus, and / or systems described herein that will be obvious from an understanding of this application's disclosure.

[0031] The advantages and features of the present disclosure and the methods for achieving the advantages and features will become apparent by reference to embodiments described in detail below together with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed herein, but may be implemented in various forms. The embodiments of the present disclosure are presented so that the present disclosure is fully disclosed and a person skilled in the art can fully appreciate the scope of the present disclosure. The present disclosure is defined only by the scope of the appended claims. Here, the terms used in this description are for the purpose of explaining the embodiments and not for the purpose of limiting the present disclosure.

[0032] Terms such as first, second, A, B, (a), (b), and the like may be used herein to describe components. Each of these designations is not used to define a nature, order, or sequence of a corresponding component, but merely to distinguish the corresponding component from other components. For example, a first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

[0033] When a component is described as "connected" or "coupled" to another component, it may be directly "connected" or "coupled" to the other component, or one or more other components may be positioned between the two components. In contrast, with respect to a component described as "directly connected" or "directly coupled to another component," no other components may be positioned between the mentioned components.

[0034] When a description of the embodiment describes a component as being located on top of or below another component, this description includes both a case where the two components are in direct contact with each other and a case where the two components are in indirect contact with each other, with one or more other components arranged between the two components. When a component is described as being located on top of or below another component, such a description may also include the case where the one element is arranged on an upper side or a lower side with respect to another component.

[0035] The singular forms "a," "an," and "the" include the plural forms unless the context clearly indicates otherwise. It is further understood that the terms "comprises" and / or "comprises," when used herein, specify the presence of certain features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups.

[0036] For convenience, spatially relative terms such as "top", "above", "below", and "below" may be used herein to describe the relationship of one component to another component, as illustrated in the figures. Such spatially relative terms are intended to encompass various orientations of the device in use or operation in addition to the orientation illustrated in the figures. For example, if the device is turned over in the figures, a component described as being "above" or "top" relative to another component will then be "below" or "below" relative to the other component. The term "top" therefore encompasses both the "top" and "bottom" orientations, depending on the spatial orientation of the device.The device may also be oriented in other ways (for example, rotated by 90 degrees or in other orientations), and the spatially relative terms used here should be interpreted accordingly.

[0037] Hereinafter, the motor vehicle ventilation element according to an embodiment of the present invention will be described with reference to the accompanying drawings, wherein identical or corresponding components are assigned the same reference numerals and repetitive descriptions are omitted.

[0038] To achieve a high-quality interior design and improve the feeling of space in the vehicle cabin, a slim ventilation element with an elongated air outlet and a narrow vertical profile is used in the cockpit module.

[0039] To create a luxurious design and hide the rear wing from the view of passengers, the rear wing is positioned above the air outlet so that the rear wing can be connected to the upper part of the adjustment element.

[0040] If the rear wing is connected to the upper part of the adjustment element and both rotate around the same axis, the rotation axis is positioned at the upper part of the adjustment element, causing the adjustment element to protrude further toward the user when operating the adjustment element. Furthermore, depending on the placement of the adjustment element, the space between the adjustment element and the air outlet of the vent is narrow, so the user may not have enough space to grasp the adjustment element.

[0041] However, if the adjustment element protrudes toward the user, there is a risk that the occupants could be injured in a collision with the adjustment element. In Europe, the height of the projections from the exterior base is regulated by vehicle interior design regulations, and it is also necessary to reduce the projection of the adjustment element to comply with these regulations.

[0042] In the present invention, a motor vehicle ventilation element is provided which can reduce the extent to which the adjusting element 10 protrudes forward by setting the rotation axes of the adjusting element 10 and the rear wing 20 differently.

[0043] Fig. 1 is a diagram showing an automotive ventilation member according to an embodiment of the present invention.

[0044] With reference to Fig. 1, a motor vehicle ventilation element according to an embodiment of the present invention comprises a housing 1 with an open front, a rear wing 20 which extends horizontally and is rotatably arranged inside the housing 1, and an adjustment element 10 connected to the rear wing 20.

[0045] The front of the housing 1 may be open to allow air to be discharged and form an air outlet in which a rear wing 20, a front wing 40, and an adjustment element 10 may be arranged. The rear wing 20 may extend horizontally, and the front wing 40 may be positioned vertically at specific intervals.

[0046] As in Fig. 1, the rear vanes 20 and 30 may be arranged vertically in pairs. The two rear vanes 20 and 30 may be arranged such that they are locked together so that when the adjusting element 10 is operated, both rear vanes 20 and 30 move together (i.e., in unison). The two rear vanes 20 and 30 may be positioned inside the housing 1 to prevent them from being exposed at the front. The upper rear vane 20 may be positioned on the upper side of the housing 1 so that it is not visible from the front. The adjusting element 10 may be connected to at least one of the two rear vanes 20 and 30. The user can operate the adjusting element 10 to achieve an upward or downward airflow.When the adjusting element 10 is operated, the rear vane 20 connected to the adjusting element 10 rotates to adjust the air flow, and the two rear vanes 20 and 30 are connected to each other to adjust the air flow together.

[0047] The adjustment element 10 can have any shape that allows for convenient and effective operation by the user. In this embodiment, the adjustment element 10 is shown with a relatively large lower portion and a relatively small upper portion connected to the rear wing 20. The lower portion serves as a part that the user directly grasps with their hands to provide the actuating force and is designed to be relatively larger than the upper portion to facilitate operation.

[0048] The lower portion of the adjustment element 10 can protrude at least partially forward. The adjustment element 10 can serve as a handle, allowing the user to operate the adjustment element 10 via the protruding portion.

[0049] The upper portion of the adjustment element 10 can be penetrated by the rear wing 20. This means that a through hole is formed in the upper portion of the adjustment element 10, in which at least a portion of the rear wing 20 is positioned when the rear wing 20 penetrates the adjustment element 10. The rear wing 20 and the adjustment element 10 can be connected to each other via the penetration mechanism and operated together.

[0050] Fig. Fig. 2 is a perspective view showing an adjusting element of a motor vehicle ventilation element according to an embodiment of the present invention, Fig. 3 is a perspective view showing a rear wing of a motor vehicle ventilation element according to an embodiment of the present invention, and Fig. 4 is a perspective view showing the combined appearance of a rear wing and an adjusting member of an automotive ventilation member according to an embodiment of the present invention.

[0051] As in the Fig. As shown in Figures 2 to 4, the rear wing 20 and the adjustment element 10 may be connected to each other, but rotate relative to each other about different axes. This means that during rotation, the rear wing 20 and the adjustment element 10 may move relative to each other.

[0052] As in Fig. 2, the adjustment element 10 may have through holes 12 and 14 in the upper portion. In this embodiment, two through holes 12 and 14 are formed, as shown in the drawing. The through hole formed on the front side of the adjustment element 10 is referred to as the first through hole 12, and the through hole formed on the rear side is referred to as the second through hole 14.

[0053] As in Fig. 3, the central portion of the rear wing 20 may be hollowed to form cylindrical connecting portions. In this embodiment, two connecting portions are formed as shown in the drawing. There are no restrictions on the shape of the connecting portions 22 and 24, and the cylindrical shape is an example.

[0054] The connecting portion formed at the front of the rear wing 20 is referred to as the first connecting portion 22, and the connecting portion formed at the rear is referred to as the second connecting portion 24. The first connecting portion 22 and the second connecting portion 24 may penetrate (i.e., be provided in) the first through-hole 12 and the second through-hole 14, respectively. Furthermore, the first connecting portion 22 and the second connecting portion 24 may be formed between a first end 28 of the rear wing 20 and an opposite second end 29 of the rear wing.

[0055] The presence of the two connecting sections 22 and 24 facilitates the complete transmission of forces between the rear wing 20 and the adjusting element 10. Since the rear wing 20 and the adjusting element 10 rotate to adjust the direction of the airflow, the presence of two connecting sections 22 and 24 allows the adjusting element 10 to be supported by each part and the force to be transmitted to the rear wing 20. The number of connecting sections 22 and 24 is not limited, as long as a simple transmission of force from the adjusting element 10 is possible.

[0056] Fig. Figure 4 shows the connection of the rear wing 20 and the adjustment element 10 by inserting the connecting sections 22 and 24 into the through holes 12 and 14, respectively. The rear wing 20 and the adjustment element 10 can rotate about different axes. To allow the adjustment element 10 and the rear wing 20 to rotate about different axes when the user moves the adjustment element 10 up and down, the adjustment element 10 and the rear wing 20 can move and rotate relative to each other.

[0057] In this embodiment, the rear wing 20 is illustrated rotating around the center of the first connecting portion 22 as the rotation axis 26. That is, the rear wing 20 can generate an upward or downward airflow by rotating around the center of the first connecting portion 22. The two ends of the rear wing 20 are fixed to the casing 1. Specifically, the two ends of the portion located along the extension line of the first connecting portion 22 of the rear wing 20 can be fixed to rotate as if suspended from the casing 1. The rear wing 20 can pivot around the center of the first connecting portion 22, allowing its rear portion to move up and down. That is, the first connecting portion 22 of the rear wing 20 can rotate from a fixed position.

[0058] As in Fig. 2 and Fig. As shown in Figure 4, the through-holes have an elongated slot shape. The first through-hole 12 and the second through-hole 14 can be shaped differently to allow the adjustment element 10 to rotate about different axes relative to the rear wing 20. In this embodiment, the first through-hole 12 can have a shape that at least partially circumscribes the rotation axis 16 of the adjustment element 10. The rotation axis 16 of the adjustment element 10 can be formed on the underside of the adjustment element 10 and near the front of the adjustment element 10.

[0059] Because the through-holes 12 and 14 have elongated shapes, the connecting portions 22 and 24 can move within the through-holes 12 and 14 relative to the adjustment element 10. While the first connecting portion 22 actually rotates from a fixed position, the first through-hole 12 can move from the outside of the first connecting portion 22, allowing the adjustment element 10 to rotate about different axes relative to the rear wing 20. The second connecting portion 24 can rotate relative to the first connecting portion 22 and move within the second through-hole 14.

[0060] The width of the first through-hole 12 and the second through-hole 14 can be configured to correspond to the diameters of the first connecting portion 22 and the second connecting portion 24, respectively. That is, the first connecting portion 22 and the second connecting portion 24 can be arranged such that the ends contact within the first through-hole 12 and the second through-hole 14. The connecting portions 22 and 24 can slide in the through-holes 12 and 14, enabling smooth rotational movement between the rear wing 20 and the adjustment member 10 without displacement.

[0061] Fig. 5 is a cross-sectional view showing a rear vane and an adjusting member of an automotive air vent according to an embodiment of the present invention.

[0062] Fig. 5 shows the positions of the rotation axes 26 and 16 of the rear wing 20 and the adjustment element 10. The rotation axis 26 of the rear wing 20 is formed in the center of the first connecting portion 22, while the rotation axis 16 of the adjustment element 10 can be formed on the underside of the adjustment element 10.

[0063] In ventilation elements known from the prior art, the adjustment element 10 and the rear wing 20 share a rotation axis. In other words, the adjustment element 10 also rotates around the center of the first connecting section 22, which results in the end of the adjustment element 10 projecting significantly forward due to the large distance between the end of the adjustment element 10 and the pivot point.

[0064] In this embodiment, the rotation axis 16 of the adjustment element 10 is directed downwards, thereby preventing the adjustment element 10 from protruding forwards by reducing the distance between the lower end of the adjustment element 10 and the rotation axis 16 compared to designs known from the prior art.

[0065] The first through-hole 12 can be at least partially circular in shape, with the center point of this arc coinciding with the rotational axis 16 of the adjustment element 10. Thus, when the adjustment element 10 rotates, the first through-hole 12 rotates from the outside of the first connecting portion 22 around the center of the arc, allowing the adjustment element 10 and the rear wing 20 to rotate about different axes. The second through-hole 14 can be at least partially rectilinear. In one example, the rectilinear orientation of the second through-hole 14 can be tangential to the rotational axis 16 of the adjustment element 10.

[0066] There is no restriction regarding the position of the rotation axis 16 of the adjustment element 10, and the rotation axis can also be positioned outside the adjustment element 10. In other words, a virtual rotation axis 16 can be formed outside the adjustment element 10, and when drawing a circular arc centered on this virtual rotation axis 16, at least a portion of the shape of the first through-hole 12 can correspond.

[0067] Fig. 6 is a diagram illustrating the movements of a rear wing and an upward airflow adjusting element according to an embodiment of the present invention, and Fig. 7 is a diagram illustrating the movements of a rear wing and a downward airflow adjusting element according to an embodiment of the present invention.

[0068] Fig. 6 and Fig. 7 shows the positions of the rotation axes 16 and 26 and the arrangement of the adjustment element 10 and the rear wing 20 for generating an upward and downward airflow. The rotation axes 16 of the adjustment element 10 and 26 of the rear wing 20 can remain fixed while the adjustment element 10 and the rear wing 20 rotate.

[0069] When an upward air flow lifts the front of the adjustment element 10, as in Fig. 6, the adjusting element 10 rotates upwards about the axis 16. The rear wing 20 is connected to the adjusting element 10 via the first connecting portion 22 and the second connecting portion 24 so that they can rotate together by transmitting power via these connecting portions 22 and 24.

[0070] The rear wing 20 rotates around the center of the first connecting portion 22 as the rotation axis 26, and the second connecting portion 24 formed on the underside of the rear wing 20 moves downward with the second through hole 14, whereby the rear wing 20 itself can be arranged upward to realize an upward airflow.

[0071] The first connecting portion 22 and the second connecting portion 24 can move relative to the inner sides of the first through-hole 12 and the second through-hole 14, whereby the adjusting element 10 and the rear wing 20 can rotate about different axes 16 and 26.

[0072] If the air flow is adjusted by lowering the front of the adjustment element 10, as in Fig.7, the adjusting element 10 rotates downwards about the axis 16. Similarly, the rear wing 20 rotates together with the adjusting element 10 by receiving driving force through the first connecting section 22 and the second connecting section 24.

[0073] The rear wing 20 rotates around the center of the first connecting portion 22 as the rotation axis 26, and the second connecting portion 24 moves upward with the second through hole 14, so that the rear wing 20 itself can be arranged downward to implement the downward airflow.

[0074] Although the adjusting member 10 and the rear wing 20 are described in this embodiment as being connected to each other through the first through hole 12, the second through hole 14, the first connecting portion 22, and the second connecting portion 24, there is no limitation on the manner in which the adjusting member 10 and the rear wing 20 are connected to each other.

[0075] For example, the adjustment element 10 and the rear wing 20 can be connected to each other by a slot and pin structure. To allow the adjustment element 10 and the rear wing 20 to rotate about different axes while connected to each other, slots can be formed on both sides of the adjustment element 10. The rear wing 20 can be split into two parts relative to the adjustment element 10. Pins can be formed on each side of the rear wing 20 facing the adjustment element 10, which are inserted into the slots.

[0076] The pins can slide and move in the slots. Similar to the connecting sections, two slots can be formed on the adjusting element 10 and two pins on the rear wing 20 and placed in the respective slots. The shape of the slots can correspond to the shape of the through holes, so that the pins can slide in the slots upon rotation of the adjusting element 10, resulting in relative movement.

[0077] Similar to the connecting portions sliding in the through holes, the adjusting element 10 and the rear wing 20 can rotate about different axes through the slot and pin structure.

[0078] The various embodiments of the present disclosure do not list all possible combinations, but serve to describe a representative aspect of the present disclosure, and the descriptions of the various embodiments may be used independently or in combination with two or more.

[0079] A number of embodiments have been described above. However, it should be understood that various changes may be made. For example, suitable results may be achieved by performing the described techniques in a different order and / or by combining components in a described system, architecture, device, or circuit in a different way and / or by replacing or supplementing them with other components or their equivalents. Accordingly, other embodiments are also within the scope of the following claims.

[0080] Although this disclosure includes specific examples, it will be apparent from an understanding of the disclosure of this application that various changes in form and details may be made in these examples without departing from the spirit and scope of the claims and their equivalents. The examples described herein are to be construed as descriptive only and not for purposes of limitation. Descriptions of features or aspects in each example are to be considered as applicable to similar features or aspects in other examples. Suitable results may be obtained by performing the described techniques in a different order and / or by combining components in a described system, architecture, device, or circuit in a different manner and / or by substituting or supplementing them with other components or their equivalents.Therefore, the scope of the disclosure is defined not by the detailed description, but by the claims and their equivalents, and all variations within the scope of the claims and their equivalents are to be construed as being included in the disclosure. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] KR 10-2024-0003592

[0001]

Claims

[1] Motor vehicle ventilation element, which comprises: a housing having an open front defined therein; a rear wing extending horizontally and rotatably mounted within the housing; and an adjustment element connected to the rear wing, wherein the rear wing rotates about a first axis of rotation different from a second axis of rotation of the adjustment element, the rear wing being configured to rotate in conjunction with rotation of the adjustment element. [2] The automotive ventilation element according to claim 1, wherein the rear wing is configured to penetrate the adjustment element. [3] The automotive ventilation element according to claim 2, wherein the rear wing is positioned on an upper side of the housing without being exposed to the open front of the housing. [4] The automotive ventilation member according to claim 3, wherein a central portion of the rear wing has an opening defined therein, the opening being arranged in a width direction of the rear wing to form a connecting portion, and the adjusting member has openings through which the connecting portion penetrates. [5] Automotive ventilation element according to claim 4, wherein the connecting portion comprises: a first connecting portion extending longitudinally on a front side of the rear wing; and a second connecting portion formed at a predetermined distance from the first connecting portion, and wherein the openings defined in the adjusting element have a first through-hole through which the first connecting portion penetrates and a second through-hole through which the second connecting portion penetrates. [6] The automotive ventilation member according to claim 5, wherein the first through-hole and the second through-hole are formed in an elongated shape that allows the first connecting portion and the second connecting portion to move therein when the adjusting member and the rear vane rotate. [7] The automotive ventilation element according to claim 6, wherein the first through-hole is formed to curve circumferentially around the second rotation axis. [8] The automotive ventilation element according to claim 7, wherein the rear wing rotates about a center point extending in the longitudinal direction along the first connecting portion. [9] The automotive ventilation element according to claim 8, wherein the adjusting member has a protruding portion extending from an upper surface of the adjusting member, and the protruding portion has the first through-hole and the second through-hole, and the second rotation axis is located at a lower part of the adjusting member. [10] The automotive ventilation member according to claim 9, wherein the first connecting portion has a fixed position within the first through-hole when the adjusting member rotates upward, and the first through-hole is configured to slide along an outer side of the first connecting portion.

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