Vehicle ventilation opening

Abstract

Vehicle ventilation opening for installation in a vehicle to direct air into a passenger compartment of the vehicle, wherein the vehicle ventilation opening comprises: a first wing arrangement comprising a first wing for directing air towards at least one ceiling surface of the passenger compartment, one floor surface of the passenger compartment or a combination thereof; a second wing arrangement with a plurality of second wings for directing air towards one side of the passenger compartment and a single actuator positioned between the first wing assembly and the second wing assembly, wherein the individual actuator is configured to generate a mechanical force to rotate the first wing and the majority of second wings.

Description

Cross-reference to related application(s)

[0001] This application claims priority to Korean Patent Application No. KR 10-2024-0105070, filed on August 7, 2024, the entire contents of which are hereby incorporated by reference for all purposes. Background of the invention1. Field

[0002] The present invention relates to a vehicle vent and, more particularly, to a vehicle vent in which a single actuator can control multiple vanes. 2. Description of the state of the art

[0003] An air vent is a device connected to an air conditioning system for directing air discharged from the air conditioning system into the interior of a vehicle. The air vent may include a housing through which the air flows, a front vane disposed within the housing to control the airflow direction to the right or left, a rear vane disposed within the housing to control the airflow direction up or down, and a knob coupled to the rear vane and operated by a user.

[0004] The conventional air vent is connected to the vehicle's cockpit to be exposed to the passenger compartment, with the user operating the front or rear sash via the button. However, the front sash and button are exposed to the passengers, compromising the vehicle's aesthetics. As a result, there is a growing demand for air vent designs that remove the button from the air vent configuration and conceal the front sash from passengers.

[0005] For this purpose, a plurality of actuators are used, each coupled to the front wing and the rear wing, to rotate the front wing and the rear wing independently of each other to an extent that the front wing does not remain exposed to the passengers.

[0006] However, the use of multiple actuators leads to the problem of increased manufacturing costs, which impairs productivity. Therefore, there is a growing need for a configuration that allows control of both the front and rear wings with a single actuator. Summary of the invention

[0007] The present invention is intended to solve the problems described above. One object of the present invention is to provide an improved vehicle vent configured to control both the front vane and the rear vane via a single actuator.

[0008] This summary is provided to introduce, in simplified form, a selection of concepts that are further explained below in the detailed description. This summary 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.

[0009] In a general aspect of the disclosure, a vehicle vent for installation in a vehicle to direct air into a passenger compartment of the vehicle comprises: a first vane assembly having a first vane for directing air toward at least one ceiling surface of the passenger compartment, a floor surface of the passenger compartment, or a combination thereof; a second vane assembly having a plurality of second vanes for directing air toward a side of the passenger compartment; and a single actuator disposed between the first vane assembly and the second vane assembly, the single actuator configured to generate a mechanical force for rotating the first vane and the plurality of second vanes.

[0010] The vehicle vent may further comprise: a housing for receiving the first vane and the plurality of second vanes therein, the housing including a path through which air flows; and a rotating member connected to the actuator, the rotating member being rotated by the mechanical force generated by the actuator to actuate the first vane and the plurality of second vanes.

[0011] The actuator and the rotating element can be arranged outside the housing.

[0012] The vehicle vent may further comprise: a first control unit rotatably coupled to the housing and configured to control the direction of rotation and a rotation angle of the first vane upon rotation in conjunction with the rotation of the rotary member, wherein the first control unit may comprise: a first gear unit for rotating the first vane upward upon rotation in selective contact with the rotary member reciprocating along a predetermined portion; and a second gear unit for rotating the first vane downward upon rotation in selective contact with the rotary member reciprocating along a predetermined portion.

[0013] The first gear unit may comprise: a gear (1-1) for rotating in contact with the rotating member rotating in a first rotational direction; and a gear (1-2) for rotating in contact with the rotating member rotating in a second rotational direction, wherein the second gear unit may comprise: a gear (2-1) for rotating in contact with the rotating member rotating in the second rotational direction; and a gear (2-2) for rotating in contact with the rotating member rotating in the first rotational direction.

[0014] The first vane assembly may include a first link block coupled to the first vane and serving as a rotation center of the first vane, wherein the first control unit may include a shaft connecting the first gear unit and the second gear unit, and a second link block coupled to the shaft and engaged with the first link block in a state of being disposed within the housing, and wherein the first vane and the first link block rotate in a direction opposite to the rotation direction of the second link block upon rotation in conjunction with the rotation of the second link block.

[0015] The vehicle air vent may further comprise: a second control unit arranged outside the housing and configured to control the direction of rotation and the angle of rotation of the plurality of second vanes when rotated in conjunction with the rotation of the rotary member, wherein the second control unit may comprise: a third gear unit for rotating the plurality of second vanes in a first direction of rotation when rotated in selective contact with the rotary member reciprocating along a predetermined section and a fourth gear unit for rotating the plurality of second vanes in a second direction of rotation opposite to the first direction of rotation when rotated in selective contact with the rotary member reciprocating along a predetermined section.

[0016] The third gear unit may comprise: a gear unit (3a) comprising a gear (3-1) for rotating in contact with the rotary member rotating in the second rotation direction, and a gear (3-2) coupled to the gear (3-1) and coupled to one of the plurality of second vanes; and a gear unit (3b) comprising a gear (3-3) for rotating in contact with the rotary member rotating in the first rotation direction, and a gear (3-4) coupled to the gear (3-3) and rotatably coupled to the housing.

[0017] The fourth gear unit may include: a gear unit (4a) including a gear (4-1) for rotating in contact with the rotary member rotating in the first rotational direction, and a gear (4-2) coupled to the gear (4-1) and to any one of the plurality of second vanes; and a gear unit (4b) including a gear (4-3) for rotating in contact with the rotary member rotating in the second rotational direction, and a gear (4-4) coupled to the gear (4-3) and rotatably coupled to the housing.

[0018] The first control unit and the second control unit may be arranged on a rotation path of the rotary member. Short description of the drawings Fig. 1 is a perspective view of a vehicle vent according to an embodiment of the present invention. Fig. 2 is an exploded view of a vehicle vent. Fig. 3 is a view showing a housing and a cover. Fig. 4 is a cross-sectional view showing the interior of a case and a panel in a state where the panel is coupled to the case. Fig. 5 is a perspective view of a first wing assembly. Fig. 6 is a cross-sectional view showing a first vane assembly coupled to the inside of a housing. Fig. 7 is a perspective view of a second wing arrangement. Fig. Figure 8 is a cross-sectional view showing a second vane assembly coupled to the inside of a housing. Fig. 9 is a front view of a first control unit. Fig. 10 is a perspective view showing a first gear unit. Fig. 11 is a perspective view showing a second gear unit. Fig. 12 is a view showing a state in which a first connection block of a first vane assembly and a second connection block of a first control unit are in contact with each other within a casing. Fig. 13 is a view showing a second control unit. Fig. 14 is a view showing a second control unit coupled to a second wing assembly. Fig. 15 is a view showing a second control unit arranged outside a casing. Fig. 16 is a view showing an actuator and a rotary member arranged outside a housing. Fig. 17 is a view illustrating an arrangement relationship among a first control unit, a second control unit, an actuator, and a rotary member. Fig. 18a is a view illustrating an operation in which a rotary member comes into contact with a 1-1 gear of a first control unit. Fig. 18b is a view illustrating an operation in which a rotary member comes into contact with a 1-2 gear of a first control unit. Fig. 19 is a view showing a movement path of air toward a second guide portion of a casing by the rotation of a first vane. Fig. 20a is a view illustrating an operation in which a rotary member comes into contact with a 2-1 gear of a first control unit. Fig. 20b is a view illustrating an operation in which a rotary member comes into contact with a 2-2 gear of a first control unit. Fig. 21 is a view showing a movement path of air toward a first guide portion of a casing by the rotation of a first vane. Fig. 22a is a view illustrating an operation in which a rotary member comes into contact with a 3-1 gear of a second control unit. Fig. 22b is a view illustrating an operation in which a rotary member comes into contact with a 3-3 gear of a second control unit. Fig. 23 is a view showing a second wing turned to the left. Fig. 24a is a view illustrating an operation in which a rotary member comes into contact with a 4-1 gear of a second control unit. Fig. 24b is a view illustrating an operation in which a rotary member comes into contact with a 4-2 gear of a second control unit. Fig. 25 is a view showing a second wing turned to the right. Fig. 26 is a view showing an air volume control gear and a damper arranged near an inlet portion of a casing. Detailed description

[0019] While the present invention is susceptible to various modifications and may have several embodiments, specific embodiments are illustrated and described. It is to be understood, however, that this is not intended to limit the present invention to any particular embodiment, and that all modifications, equivalents, or substitutes that fall within the spirit and technology of the present invention are included.

[0020] Terms containing ordinal numbers such as "first," "second," and the like may be used to describe various components, but the components are not limited by the terms. The terms may only be used to distinguish one component from another. For example, a second component may be referred to as a first component, and a first component may similarly be referred to as a second component without departing from the scope of the present invention. The term "and / or" encompasses a combination of a plurality of related listed items or each item of a plurality of related listed items.

[0021] It should be understood that when a component is described as being "connected" or "coupled" to another component, the component may be directly connected or coupled to the other component, but other components may be interposed. In contrast, when a component is described as being "directly connected" or "directly coupled" to another component, no other component is interposed.

[0022] When describing embodiments, when a component is described as being formed "on top of or below" the other components, the two components may be in direct contact with each other, or one or more components may be disposed between the two components to form indirect contact. Furthermore, the term "on top of or below" may refer to both the upstream and downstream directions with respect to a particular component.

[0023] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit the present invention thereto. Singular terms include plural terms unless the context expressly indicates otherwise. Throughout this application, terms such as "including" or "having" are intended to indicate the presence of implemented features, integers, steps, manipulations, components, parts, or combinations thereof described in the specification and are not to be understood as excluding the presence or additional capabilities of one or more other features, integers, steps, manipulations, components, parts, or combinations thereof.

[0024] Unless otherwise defined, all terms used herein, including technical or scientific terms, are intended to have the same meaning as commonly understood by one of ordinary skill in the art to which this invention relates. Terms as defined in commonly used dictionaries are to be interpreted to have a meaning consistent with their meaning in the context of the prior art and are not to be interpreted in an idealized or overly formal sense unless expressly defined in the present application.

[0025] A vehicle air vent is described in detail below with reference to the accompanying drawings. However, regardless of the drawing numbers, the same or equivalent components are assigned the same reference numerals, and repetitive descriptions are omitted.

[0026] Fig. 1 is a perspective view of a vehicle vent according to an embodiment of the present invention, and Fig. 2 is an exploded perspective view of the vehicle vent.

[0027] Fig. 1 and Fig. 2 show that the vehicle vent 1 according to an embodiment of the present invention can be installed in the vehicle and direct air. More specifically, the vehicle vent 1 can be connected to the air conditioning system and direct the air discharged from the air conditioning system toward the passenger compartment of the vehicle. The vehicle vent 1 includes a housing 100, a panel 200, a first vane assembly 300, a second vane assembly 400, a first control unit 500, a second control unit 600, an actuator 700, and a rotary element 800.

[0028] Fig. 3 is a view showing the housing and the cover, and Fig. 4 is a cross-sectional view showing the interior of the housing and the cover in the state where the cover is coupled to the housing.

[0029] Fig. 1 to 4 show that the housing 100 may accommodate a first vane 320 and a second vane 420, described below, and may form a path for air to flow through. The housing 100 may include an inlet portion 120, a guide portion 140, and a split portion 160. The housing 100 may be a thin-walled structure with a hollow interior configured to form a flow path for air.

[0030] The inlet portion 120 may be a portion where the air discharged from the air conditioning system enters the interior of the housing 100. The inlet portion 120 may 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 may be formed on one open side of the inlet portion 120, and the split portion 160 may be arranged on the other open side of the inlet portion 120.

[0031] The guide portion 140 can direct air entering the inlet portion 120 to the ceiling surface or floor surface of the passenger compartment. The guide portion 140 can include a first guide portion 142 and a second guide portion 144.

[0032] The first guide portion 142 may be arranged above the split portion 160 with respect to the split portion 160. The first guide portion 142 may have a shape with an initial end portion and a terminal end portion that is inclined and spaced apart. As a result, as shown in Fig. 4, the air entering the first guide portion 142 may eventually flow toward a fourth guide portion 240 of the trim panel 200, which will be described below. Furthermore, the first guide portion 142 may be connected to the inlet portion 120. As a result, the air passing through the inlet portion 120 may flow through the first guide portion 142 toward the floor surface of the passenger compartment. The first guide portion 142 may include a first guide hole 142a. The first guide hole 142a may serve as an outlet for the air flowing along the first guide portion 142.

[0033] The second guide portion 144 may be arranged below the split portion 160 with respect to the split portion 160. The second guide portion 144 may have a shape with an initial end portion and a final end portion that is inclined and spaced apart. The second guide portion 144 may have a shape that is symmetrical to the first guide portion 142. As a result, as shown in Fig. 4, the air entering the second guide portion 144 may ultimately flow toward a third guide portion 220 of the trim panel 200, which will be described further below. Furthermore, the second guide portion 144 may be connected to the inlet portion 120. As a result, the air entering the inlet portion 120 may flow through the second guide portion 144 toward the ceiling surface of the passenger compartment. The second guide portion 144 may include a second guide hole 144a. The second guide hole 144a may serve as an outlet for the air flowing along the second guide portion 144.

[0034] The divided portion 160 may be disposed between the first guide portion 142 and the second guide portion 144 of the guide portion 140. The divided portion 160 may be disposed parallel to the inlet portion 120. The divided portion 160 may have a shape that protrudes from the guide portion 140 toward the inlet hole 122 of the inlet portion 120. The divided portion 160 may divide the interior of the inlet portion 120. When the movement direction of the air passing through the inlet portion 120 is determined by the first vane 320, the divided portion 160 may guide the air toward the first guide portion 142 or the second guide portion 144 of the guide portion 140.

[0035] The cover 200 may be coupled to the housing 100. In particular, the cover 200 may be arranged in a portion where the first guide hole 142a or the second guide hole 144a of the housing 100 is formed. The cover 200 may include the third guide portion 220, the fourth guide portion 240, and a locking portion 260.

[0036] The third guide portion 220 may be coupled to the first guide portion 142 of the housing 100. The third guide portion 220 may have a shape with a plurality of bends. The third guide portion 220 may guide the air flowing through the first guide portion 142 of the housing 100. More specifically, the third guide portion 220 may guide air such that the air flowing through the first guide portion 142 of the housing 100 flows toward the floor surface of the passenger compartment. The third guide portion 220 may 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 may communicate with the first guide hole 142a of the first guide portion 142 of the housing 100.

[0037] The fourth guide portion 240 may be coupled to the second guide portion 144 of the housing 100. The fourth guide portion 240 may have a shape with multiple bends. The guide portion 240 may have a shape symmetrical to the third guide portion 220. The fourth guide portion 240 may guide the air flowing through the second guide portion 144 of the housing 100. More specifically, the fourth guide portion 240 may guide air such that the air flowing through the second guide portion 144 of the housing 100 flows toward the ceiling surface of the passenger compartment. The fourth guide portion 240 may 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.

[0038] The blocking portion 260 may be connected to the third guide portion 220 and the fourth guide portion 240. The blocking portion 260 may support the third guide portion 220 and the fourth guide portion 240. Moreover, when the cover 200 is connected to the housing 100, the blocking portion 260 may be disposed at the position where the blocking portion 260 blocks the space formed by the first guide portion 142 and the second guide portion 144 of the housing 100. As a result, the blocking portion 260 may block part of the air movement path, so that the air flowing 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. As a result, the air volume loss by the blocking portion 260 can be prevented.

[0039] Fig. 5 is a perspective view of the first wing assembly, and Fig. 6 is a cross-sectional view of the first vane assembly coupled to the interior of the housing.

[0040] Fig. 2, Fig. 5 and Fig. 6 show that the first vane assembly 300 may be disposed within the inlet portion 120 of the housing 100. The first vane assembly 300 may include a first vane 320 and a first connecting block 340.

[0041] The first vane 320 can direct air to the ceiling surface or floor surface of the vehicle's passenger compartment. The first vane 320 can be arranged in a direction that crosses the direction of movement of the air flowing through the inlet portion 120 of the housing 100. The first vane 320 can have a rounded cuboid shape. The first vane 320 can be arranged at a position near the inlet hole 122 of the inlet portion 120 of the housing 100. As a result, the first vane 320 can direct air so that the 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 through the first guide portion 142 and the second guide portion 144 of the housing 100. The first wing 320 is arranged in the flow direction behind the second wing 420 described below, so that the first wing 320 can also be referred to as a rear wing.

[0042] The first connecting block 340 may be coupled to the first wing 320. The connecting block 340 may be disposed at both ends of the first wing 320. The connecting block 340 may have a shape that extends from the split portion 160 of the housing 100 when disposed at the inlet portion 120 of the housing 100. The first connecting block 340 may be rotatably coupled to the inlet portion 120 of the housing 100. Furthermore, the first connecting block 340 may be a rotation center of the first wing 320. As a result, the first connecting block 340 may rotate the first wing 320 in conjunction with the movement of a second connecting block 580, which will be described further below. Although not shown, the first link block 340 may have a shape that engages with the second link block 580, as described below, so that it is linked to the movement of the second link block 580.

[0043] Fig. 7 is a perspective view of a second wing arrangement, and Fig. Figure 8 is a cross-sectional view showing the second vane assembly coupled to the interior of the housing.

[0044] Fig. 2, Fig. 7 and Fig. 8 shows that the second vane assembly 400 may be coupled to the housing 100. The second vane assembly 400 may direct the air entering the guide portion 140 of the housing 100. The second vane assembly 400 may include a second vane 420, a support block 440, and a connecting block 460.

[0045] The second vane 420 can direct air toward the passenger compartment side of the vehicle. A plurality of second vanes 420 can be provided. The second vane 420 can include a 2-1 vane unit 422 and a 2-2 vane unit 424. The second vane 420 is arranged upstream of the first vane 320 in the airflow direction, so the second vane 420 can be referred to as a front vane.

[0046] The 2-1 wing unit 422 may include a plurality of second wings 420 and may be disposed within the first guide portion 142 of the guide portion 140 of the housing 100. The 2-1 wing unit 422 may be rotated within the first guide portion 142 of the housing 100 by the support block 440 and the connecting block 460.

[0047] The 2-2-wing unit 424 may include a plurality of second wings 420 and may be disposed within the second guide portion 144 of the guide portion 140 of the housing 100. The 2-2-wing unit 424 may be rotated within the second guide portion 144 of the housing 100 by the support block 440 and the connecting block 460.

[0048] As in Fig. 7, the support block 440 may have a cylindrical shape. The support block 440 may connect each of the plurality of second wings 420 forming the 2-1 wing unit 422 to each of the plurality of second wings 420 forming the 2-2 wing unit 424. As shown in Fig. As shown in Figure 8, the support block 440 may protrude to be exposed on the outside of the housing 100 when connected to the second wing 420. Furthermore, the support block 440 may be connected to a second control unit 600. As a result, the support block 440 may rotate in conjunction with the movement of the second control unit 600. In this case, the support block 440 connects the 2-1 wing unit 422 and the 2-2 wing unit 424, so that the 2-1 wing unit 422 and the 2-2 wing unit 424 can rotate simultaneously in the same direction when the support block 440 rotates.

[0049] A plurality of connecting blocks 460 may be provided. The connecting block 460 may connect the plurality of second wings 420 constituting the 2-1 wing unit 422 and the plurality of second wings 420 constituting the 2-2 wing unit 424. Furthermore, the connecting block 460 may rotatably support the plurality of second wings 420 constituting the 2-1 wing unit 422 and the plurality of second wings 420 constituting the 2-2 wing unit 424. As a result, the 2-1 wing unit 422 and the 2-2 wing unit 424 may rotate simultaneously in the same direction when the support block 440 rotates.

[0050] Fig. 9 is a front view of the first control unit, Fig. 10 is a perspective view showing the first gear unit, Fig. 11 is a perspective view showing the second gear unit, and Fig. 12 is a view showing a state in which the first connection block of the first vane assembly and the second connection block of the first control unit are in contact with each other inside the housing.

[0051] Fig. 1, 2, and 9 to 12 show that the first control unit 500 is rotatably coupled to the housing 100 and can control the rotation direction and angle of the first vane 320 when rotating in conjunction with the rotation of the rotating member 800. The first control unit 500 may include a first gear unit 520, a second gear unit 540, a shaft 560, and the second connecting block 580.

[0052] The first gear unit 520 can rotate the first vane 320 upward when rotating in selective contact with the rotary member 800, which reciprocates along a predetermined section. As shown in Fig. 1 and Fig. As shown in Figure 12, the first gear unit 520 may be disposed outside the housing 100. The first gear unit 520 may include a 1-1 gear 522 and a 1-2 gear 524.

[0053] The 1-1 gear 522 can be located in the left area of ​​the shaft 560 with respect to Fig. 9. The 1-1 gear 522 can rotate in contact with the rotating element 800, which rotates in the first rotational direction R1. The first rotational direction R1 can refer to the clockwise direction when viewed from the bottom of the vehicle vent 1 (see Fig. 17).

[0054] The 1-1 gear 522 may include a disc-shaped first plate portion 522a and a plurality of first tooth portions 522b protruding from one side of the first plate portion 522a and arranged along the circumference of the first plate portion 522a. The plurality of first tooth portions 522b may be equally spaced from each other. The 1-1 gear 522 may be arranged near the outer surface of the housing 100. Furthermore, each first tooth portion 522b may have an inclined surface that contacts the rotating member 800.

[0055] The 1-2 gear 524 can be located in the left area of ​​the shaft 560 with respect to Fig. 9. The 1-2 gear may be arranged at a position farther from the housing 100 than the 1-1 gear 522. The 1-2 gear 524 may be arranged at a distance from the 1-1 gear 522 in the direction in which the shaft 560 is arranged. The 1-2 gear 524 may rotate in contact with the rotating element 800, which rotates in the second rotational direction R2. Here, the second rotational direction R2 may refer to the counterclockwise direction when viewed from the bottom of the vehicle vent 1 (see Fig. 18 to 25).

[0056] The 1-2 gear 524 may 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 arranged along the circumference of the second plate portion 524a. The plurality of second tooth portions 524b may have a different shape than the plurality of first tooth portions 522b of the 1-1 gear 522. Furthermore, each second tooth portion 524b may have an inclined surface that contacts the rotating member 800.

[0057] The second gear unit 540 can rotate the first vane 320 downward when rotating in selective contact with the rotary member 800, which reciprocates along a predetermined section. As shown in Fig. 1 and Fig. As shown in Figure 12, the second gear unit 540 may be disposed outside the housing 100. The second gear unit 540 may include a 2-1 gear 542 and a 2-2 gear 544.

[0058] The 2-1 gear 542 can be located in the right area of ​​the shaft 560 with respect to Fig. 9. The 2-1 gear 542 can rotate in contact with the rotating element 800, which rotates in the second rotational direction R2 (see Fig. 18 to 25).

[0059] The 2-1 gear 542 may include a disc-shaped third plate portion 542a and a plurality of third tooth portions 542b protruding from one side of the third plate portion 542a and arranged along the circumference of the third plate portion 542a. The plurality of third tooth portions 542b may be arranged at an equal pitch. The 2-1 gear 542 may be arranged near the outer surface of the housing 100. Furthermore, each third tooth portion 542b may have an inclined surface that contacts the rotating member 800.

[0060] The 2-2 gear 544 can be located in the right area of ​​the shaft 560 with respect to Fig. 9. The 2-2 gear may be arranged at a position farther from the housing 100 than the 2-1 gear 542. The 2-2 gear 544 may be arranged at a distance from the 2-1 gear 542 in the direction in which the shaft 560 is arranged. The 2-2 gear 544 may rotate in contact with the rotating element 800, which rotates in the first rotational direction R1 (see Fig. 17).

[0061] The 2-2 gear 544 may 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 arranged along the circumference of the fourth plate portion 544a. The plurality of fourth tooth portions 544b may have a different shape than the plurality of third tooth portions 542b of the 2-1 gear 542. Furthermore, each fourth tooth portion 544b may have an inclined surface that contacts the rotating member 800.

[0062] As in Fig. As shown in Figure 9, the 1-1 gear 522 and the 2-1 gear 542 may have a symmetrical shape to each other, and the 1-2 gear 524 and the 2-2 gear 544 may have a symmetrical shape to each other. This may result in the first vane 320, which rotates in conjunction with the first control unit 500, having an equal rotational distance. This eliminates the need for an additional device to ensure that the first vane 320 has an equal distance. More specifically, the need for a sensor such as an encoder for measuring the rotational distance may be eliminated. This may save the cost of providing the sensor.

[0063] The shaft 560 can connect the first gear unit 520 and the second gear unit 540. The shaft 560 can have a cylindrical shape. Furthermore, the shaft 560 can support the second connecting block 580. This shaft 560 can be rotatably connected to the housing 100. The shaft 560 can be arranged in the inlet portion 120 of the housing 100 so that both ends protrude outward from the housing 100. This shaft 560 can serve as the rotation center for the first gear unit 520, the second gear unit 540, and the second connecting block 580.

[0064] The second connecting block 580 may be coupled to the shaft 560 and disposed inside the housing 100. The second connecting block 580 may be disposed at both end portions of the shaft 560. The connecting block 580 may be provided in a fan-shaped configuration.

[0065] The second connecting block 580 can engage the first connecting block 340 when disposed in the housing 100. This allows the first vane 320 and the first connecting block 340 of the first vane assembly 300 to rotate in the opposite direction to the rotational direction of the second connecting block 580 when rotated in conjunction with the rotation of the second connecting block 580 of the first control unit 500. In other words, the second connecting block 580 of the first vane assembly 300 can provide a driving force that enables rotation of the first vane assembly 300. Although not shown, the second connecting block 580 can have a shape that engages the first connecting block 340, enabling connection with the movement of the first connecting block 340.

[0066] Fig. 13 is a view showing the second control unit, Fig. 14 is a view showing the second control unit coupled to the second wing assembly, and Fig. 15 is a view showing the second control unit arranged outside the housing.

[0067] Fig. 1, 2, and 13 to 15 show that the second control unit 600 may be disposed outside the housing 100 and controls the direction and angle of rotation of the second vane 420 when rotating in conjunction with the rotation of the rotating element 800. The second control unit 600 may include a third gear unit 620 and a fourth gear unit 640.

[0068] The third gear unit 620 can rotate the second vane 420 in one direction while rotating in selective contact with the rotating member 800 reciprocating along a predetermined section. The third gear unit 620 can include a 3a gear unit 622 and a 3b gear unit 624.

[0069] The 3a gear unit 622 may include a 3-1 gear 622a that rotates in selective contact with the rotary member 800 that rotates in a second rotational direction R2, and a 3-2 gear 622b that is coupled to the 3-1 gear 622a and any one of the plurality of second vanes 420.

[0070] The 3-1 gear 622a may be a combination of multiple blocks. The 3-1 gear 622a may be arranged so that the ends of the multiple blocks meet. In the present embodiment, the 3-1 gear 622a is illustrated as a combination of three blocks, but is not limited thereto.

[0071] The 3-2 gear 622b may be arranged on the 3-1 gear 622a. The 3-2 gear 622b may be provided in the form of gear teeth with convex and concave portions alternating on the side of a circular plate. The 3-2 gear 622b may be coupled to a support block 440 of the second vane assembly 400. When the 3-1 gear 622a is rotated by the rotating member 800, the 3-2 gear 622b may rotate together with the 3-1 gear 622a, and the support block 440 of the second vane assembly 400 may rotate together with the 3-2 gear 622b. More specifically, when the 3-2 gear 622b rotates, the support block 440 of the second vane assembly 400 coupled to the 3-2 gear 622b, each of the plurality of second vanes 420 constituting the 2-2 vane unit 424, and each of the plurality of second vanes 420 constituting the 2-1 vane unit 422 can rotate.

[0072] The 3b gear unit 624 may include a 3-3 gear 624a that comes into contact with the rotary member 800 rotating in the first rotation direction R1, and a 3-4 gear 624b that is coupled to the 3-3 gear 624a and rotatably coupled to the housing 100.

[0073] The 3-3 gear 624a may be a combination of a plurality of blocks. The 3-3 gear 624a may be arranged so that the ends of the plurality of blocks touch each other. In the present embodiment, the 3-3 gear 624a is illustrated as a combination of three blocks, but is not limited thereto.

[0074] The 3-4 gear 624b may be arranged on the 3-3 gear 624a. The 3-4 gear 624b may be provided in the form of gear teeth with convex and concave portions alternating on the side of a circular plate. The 3-4 gear 624b may mesh with the 3-2 gear 622b. When the 3-3 gear 624a is rotated by the rotating member 800, the 3-4 gear 624b may thereby rotate the 3-2 gear 622b while rotating together with the 3-3 gear 624a. On the other hand, when the 3-1 gear 622a is rotated by the rotating member 800, the 3-2 gear 622b can rotate the 3-4 gear 624b while rotating together with the 3-1 gear 622a.

[0075] The fourth gear unit 640 rotates the second vane 420 in the other direction, opposite to the one direction, while rotating in selective contact with the rotating member 800, which reciprocates along a predetermined distance. The fourth gear unit 640 may include a 4b gear unit 642 and a 4b gear unit 644.

[0076] The 4a gear unit 642 may include a 4-1 gear 642a that rotates in contact with the rotary member 800 that rotates in the first rotation direction R1, and a 4-2 gear 642b that is coupled to the 4-1 gear 642a and coupled to any one of the plurality of second vanes 420.

[0077] The 4-1 gear 642a may be a combination of a plurality of blocks. The 4-1 gear 642a may be arranged so that the ends of the plurality of blocks meet each other. In the present embodiment, the 4-1 gear 642a is illustrated as a combination of three blocks, but is not limited thereto.

[0078] The 4-2 gear 642b may be arranged on the 4-1 gear 642a. The 4-2 gear 642b may be provided in the form of gear teeth with convex and concave portions alternating on the side of a circular plate. The 4-2 gear 642b may be coupled to the support block 440 of the second vane assembly 400. Consequently, when the 4-1 gear 642a is rotated by the rotating member 800, the 4-2 gear 642b may rotate together with the 4-1 gear 642a, and the support block 440 of the second vane assembly 400 may rotate together with the 4-2 gear 642b. More specifically, when the 4-2 gear 642b rotates, the support block 440 of the second vane assembly 400 coupled to the 4-2 gear 642b, each of the plurality of second vanes 420 constituting the 2-2 vane unit 424, and each of the plurality of second vanes 420 constituting the 2-1 vane unit 422 can rotate.

[0079] The 4b gear unit 644 may include a 4-3 gear 644a that comes into contact with the rotary member 800 rotating in the second rotation direction R2, and a 4-4 gear 644b that is coupled to the 4-3 gear 644a and rotatably coupled to the housing 100.

[0080] The 4-3 gear 644a may be a combination of a plurality of blocks. The 4-3 gear 644a may be arranged so that the ends of the plurality of blocks touch each other. In the present embodiment, the 4-3 gear 644a is illustrated as a combination of three blocks, but is not limited thereto.

[0081] The 4-4 gear 644b may be disposed on the 4-3 gear 644a. The 4-4 gear 644b may be provided in the form of gear teeth with convex and concave portions alternating on the side of a circular plate. The 4-4 gear 644b may mesh with the 4-2 gear 642b. When the 4-3 gear 644a is rotated by the rotating member 800, the 4-4 gear 644b may thereby rotate the 4-2 gear 642b while rotating together with the 4-3 gear 644a. On the other hand, when the 4-1 gear 642a is rotated by the rotating member 800, the 4-2 gear 642b can rotate the 4-4 gear 644b while rotating together with the 4-1 gear 642a.

[0082] The third gear unit 620 and the fourth gear unit 640 of the second control unit 600 may be arranged collinearly (see Fig. 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 may be arranged 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 may be arranged collinearly.

[0083] Fig. Fig. 16 is a view showing the actuator and the rotary member arranged outside the housing, and Fig. 17 is a view showing an arrangement relationship among the first control unit, the second control unit, the actuator, and the rotary member.

[0084] Fig. 1, Fig. 2, Fig. 16 and Fig. 17 shows that the actuator 700 may be disposed between the first vane assembly 300 and the second vane assembly 400. The actuator 700 may be connected to an external power source to receive power. The actuator 700 may generate a mechanical force upon receiving power. A processor or controller (not shown) may control the actuator 700 to actuate the first vane assembly 300 and the second vane assembly 400 to control airflow within the passenger compartment based on user preferences.

[0085] The rotary member 800 may be connected to the actuator 700 and actuate the first vane 320 and the second vane 420 upon rotation by the mechanical force generated by the actuator 700. The rotary member 800 may 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 spaced apart from the coupling portion 820 and contacting the first control unit 500 or the second control unit 600 upon rotation in conjunction 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.

[0086] The actuator 700 and the rotary member 800 may be disposed outside the housing 100. In other words, in the vehicle air vent 1 of the present invention, the configurations except for the portion that directly guides the air are disposed outside the housing 100, so that the internal area of ​​the housing 100 available for airflow is not reduced, thereby preventing airflow loss.

[0087] Fig. 17 shows that the first control unit 500 and the second control unit 600 can be arranged on the rotation path of the rotary member 800. This can eliminate the need for additional configurations for operating the first control unit 500 or the second control unit 600. Furthermore, the first control unit 500 and the second control unit 600 can be arranged on the rotation path of the rotary member 800, so that the rotational force of the rotary member 800 can be converted into a driving force for operating the first vane 320 or the second vane 420. This eliminates the need for configurations that require manual user force, such as buttons used in conventional air vents, thereby improving user comfort when using the air vent.

[0088] The following describes the process by which the vehicle vent directs air according to an embodiment of the present invention.

[0089] Fig. 18a is a view illustrating an operation in which the rotary member comes into contact with the 1-1 gear of the first control unit, Fig. 18b is a view illustrating an operation in which the rotary member comes into contact with the 1-2 gear of the first control unit, and Fig. 19 is a view illustrating a movement path of air toward the second guide portion of the casing by the rotation of the first vane.

[0090] In the following description, a first position L1 to a fourth position L4 refer to the Fig. 17 and Fig. 18a and the following diagrams, to the position at which the rotary element 800 is arranged. The first position L1 may 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 may 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 may 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 may be a space between the third gear unit 620 and the fourth gear unit 640 of the second control unit 600.

[0091] Fig. 17 and 18a to 19 show that the first vane 320 can rotate to guide the air to the second guide portion 144 of the housing 100 when the first gear unit 520 of the first control unit 500 is rotated by the rotation of the rotary member 800. In the following, as in Fig. 17, Fig. 18a and Fig. 18b, the vehicle ventilation opening 1 according to the present embodiment is described as viewed from below.

[0092] First, as in Fig. 19, in a state where the rotary member 800 still has to perform a first movement M1, which will be described below, the first wing 320 is parallel to the split portion 160 of the housing 100.

[0093] In addition, in this state, as in the Fig. 17 and Fig. 18a, the rotary member 800 is arranged at the first position L1. In addition, the rotary member 800 can rotate around the fourth gear unit 640 and the third gear unit 620 to be arranged at the first position L1. This is because the second vane 420 can maintain the arrangement direction parallel to the airflow direction without deviating to the right or left when the rotary member 800 passes through the third gear unit 620 and the fourth gear unit 640, whose rotation centers are parallel to the rotary member 800 and which have symmetrical shapes to each other. Since the rotary member 800 passes through the fourth gear unit 640 and the third gear unit 620 once, the unintentional adjustment of the airflow direction due to the unnecessary rotation of the second vane 420 can be avoided when the first vane 320 needs to rotate.

[0094] In such a state, the actuator 700 can generate a mechanical force to actuate the rotary member 800, so that the rotary member 800 can perform the first movement M1 when a movement signal is transmitted to the actuator 700. Here, the first movement M1 is a reciprocating movement of the rotary member 800, and the first movement M1 can be divided into a 1-1 movement M1-1 and a 1-2 movement M1-2.

[0095] The 1-1 movement M1-1 is a movement by which the rotary member 800 rotates to change from the first position L1 to a second position L2, and, as shown in Fig. As shown in Figure 18a, the contact portion 840 of the rotary member 800 comes between the plurality of second tooth portions 524b of the 1-2 gear 524 of the first control unit 500 during the 1-1 movement M1-1.

[0096] The rotary 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 rotary 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. At this time, the inclined surface of the first tooth portion 522b of the 1-1 gear 522 is rotated by the rotational force of the rotary member 800 with respect to Fig. 18a and Fig. 19 turned downwards.

[0097] As a result, the shaft 560 and the second connecting block 580, which is connected to the 1-1 gear 522, of the first gear unit 520 rotate downward together with the 1-1 gear 522. At this time, the second connecting block 580 is meshingly connected to the first connecting block 340 of the first vane assembly 300. As a result, the first connecting block 340 rotates upward when the second connecting block 580 rotates downward. As a result, as shown in Fig. 19, the first wing 320 connected to the first connecting block 340 also points upwards.

[0098] During the 1-1 movement M1-1, the rotary member 800 is located at the second position L2 after the contact with the first tooth portion 522b of the 1-1 gear 522 is terminated. This terminates the 1-1 movement M1-1. In the state where the 1-1 movement M1-1 is terminated, as shown in Fig. 18b, the first tooth portion 522b of the 1-1 gear 522 is located outside the rotation path of the rotary member 800, and the second tooth portion 524b of the 1-2 gear 524 is located on the rotation path of the rotary member 800. As a result, the rotary member 800 comes into a state where the rotary member 800 can pass between the plurality of first tooth portions 522b of the 1-1 gear 522.

[0099] The actuator 700 causes the rotary member 800 to perform a 1-2 movement M1-2 after the 1-1 movement M1-1 is completed. The 1-2 movement M1-2 is a movement by which the rotary member 800 rotates to change from the second position L2 to the first position L1, and, as shown in Fig. As shown in Fig. 18b, the contact portion 840 of the rotary member 800 comes between the plurality of first tooth portions 522b of the 1-1 gear 522 of the first control unit 500 during the 1-2 movement M1-2.

[0100] The rotary 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 rotary 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. At this time, the inclined surface of the second tooth portion 524b of the 1-2 gear 524 is rotated by the rotational force of the rotary member 800 with respect to Fig. 18b and Fig. 19 turned downwards.

[0101] As a result, the shaft 560 and the second connecting block 580, which is connected to the 1-1 gear 522, of the first gear unit 520 rotate downward along with the 1-1 gear 522. At this time, the second connecting block 580 is meshingly connected to the first connecting block 340 of the first vane assembly 300. As a result, when the second connecting block 580 rotates downward, the first connecting block 340 rotates upward. As a result, the first vane 320, which is connected to the first connecting block 340, also rotates upward.

[0102] During the 1-2 movement M1-2, the rotary member 800 is located at the first position L1 after contact with the second tooth portion 524b of the 1-2 gear 524 is terminated. This completes the first movement M1 including the 1-2 movement M1-2.

[0103] As in Fig. 19, the first vane 320 can close the upper space of the inlet portion 120 of the casing 100 and simultaneously guide the air entering the casing 100 into the lower space of the inlet portion 120 of the casing 100. The air guided into the lower space of the inlet portion 120 of the casing 100 can flow through the second guide portion 144 of the casing 100, and the air flowing through a second guide hole 144a of the casing 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 flow toward the ceiling surface of the passenger compartment of the vehicle.

[0104] In this way, the rotary element 800 can rotate the first wing 320 by 1 / 4 of 90°, while the actuator 700 causes the rotary element 800 to perform the first movement M1. If this process is repeated four times, as in Fig. As shown in Figure 19, the first vane 320 can completely close the upper space of the inlet portion 120 of the housing 100. In the vehicle vent 1 according to an embodiment of the present invention, the actuator 700 can be set so that the rotary member 800 rotates the number of times set in a control section (not shown) of the vehicle, in addition to repeating the first movement M1 four times.

[0105] Fig. 20a is a view illustrating an operation in which the rotary member comes into contact with the 2-1 gear of the first control unit, Fig. 20b is a view illustrating an operation in which the rotary member comes into contact with the 2-2 gear of the first control unit, and Fig. 21 is a view illustrating a movement path of air toward the first guide portion of the casing by the rotation of the first vane.

[0106] Next, the Fig. 17 and 20a to 21, the first vane 320 can rotate to guide air toward the first guide portion 142 of the housing 100 when the second gear unit 540 of the first control unit 500 is rotated by the rotation of the rotary member 800. In the following, as shown in the Fig. 17, Fig. 20a and Fig. 20b, the vehicle ventilation opening 1 according to the present embodiment is described as viewed from below.

[0107] First, as in Fig. 21, in a state where the rotary member 800 still has to perform a second movement M2, which will be described below, the first wing 320 is parallel to the split portion 160 of the housing 100.

[0108] In addition, in this state, as in Fig. As shown in Figure 18a, the rotary member 800 is arranged at the third position L3. Furthermore, the rotary member 800 can rotate around the third control unit and the second control unit 600 to be arranged at the third position L3.

[0109] In this state, the actuator 700 can generate a mechanical force to actuate the rotary member 800, so that the rotary member 800 can perform the second movement M2 when a movement signal is transmitted to the actuator 700. Here, the second movement M2 is a reciprocating movement of the rotary member 800, and the second movement M2 can be divided into a 2-1 movement M2-1 and a 2-2 movement M2-2.

[0110] The 2-1 movement M2-1 is a movement by which the rotary member 800 rotates to change from the third position L3 to the second position L2, and as shown in Fig. As shown in Figure 20a, the contact portion 840 of the rotary member 800 comes between the plurality of fourth tooth portions 544b of the 2-2 gear 544 of the first control unit 500 during the 2-1 movement M2-1.

[0111] The rotary 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 rotary 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. At this time, the inclined surface of the third tooth portion 542b of the 2-1 gear 542 is rotated by the rotational force of the rotary member 800 with respect to Fig. 20a and Fig. 21 turned upwards.

[0112] As a result, the shaft 560 and the second connecting block 580, which is connected to the 2-1 gear 542, of the first gear unit 520 rotate upwards together with the 2-1 gear 542. At this time, the second connecting block 580 is meshingly connected to the first connecting block 340 of the first vane assembly 300. As a result, the first connecting block 340 rotates downwards when the second connecting block 580 rotates upwards. As a result, as shown in Fig. 21, the first wing 320 connected to the first connecting block 340 also points downwards.

[0113] The rotary element 800, whose contact with the first tooth portion 522b of the 1-1 gear 522 is terminated, is located at the second position L2 during the 2-1 movement M2-1 as described above. This terminates the 2-1 movement M2-1. In the state in which the 2-1 movement M2-1 is terminated, as shown in Fig. 20b, the third tooth portion 542b of the 2-1 gear 542 is located outside the rotation path of the rotary member 800, and the fourth tooth portion 544b of the 2-2 gear 544 is located on the rotation path of the rotary member 800. As a result, the rotary member 800 enters a state where the rotary member 800 can pass between the plurality of third tooth portions 542b of the 2-1 gear 542.

[0114] The actuator 700 causes the rotary member 800 to perform a 2-2 movement M2-2 after the 2-1 movement M2-1 is completed. The 2-2 movement M2-2 is a movement by which the rotary member 800 rotates to change from the second position L2 to the third position L3, and as shown in Fig. 20b, the contact portion 840 of the rotary member 800 passes between the plurality of third tooth portions 542b of the 2-1 gear 542 of the first control unit 500 during the 2-2 movement M2-2.

[0115] The rotary member 800 passing between the plurality of third tooth portions 542b of the 2-1 gear 542 comes into contact with the fourth tooth portion 544b of the 2-2 gear 544 of the first control unit 500. More specifically, the rotary member 800 passing between the plurality of third tooth portions 542b of the 2-1 gear 542 comes into contact with the inclined surface of the fourth tooth portion 544b of the 2-2 gear 544. At this time, the inclined surface of the fourth tooth portion 544b of the 2-2 gear 544 is rotated by the rotational force of the rotary member 800 with respect to Fig. 20b and Fig. 21 turned downwards.

[0116] As a result, the shaft 560 and the second connecting block 580, which is connected to the 2-1 gear 542, of the first gear unit 520 rotate upward along with the 2-1 gear 542. At this time, the second connecting block 580 is meshed with the first connecting block 340 of the first vane assembly 300. As a result, when the second connecting block 580 rotates upward, the first connecting block 340 rotates downward. As a result, the first vane 320, which is connected to the first connecting block 340, also rotates downward.

[0117] The rotary element 800, whose contact with the fourth tooth portion 544b of the 2-2 gear 544 is terminated, is located at the third position L3 during the 2-2 movement M2-2. This terminates the second movement M2, which includes the 2-2 movement M2-2.

[0118] As in Fig. As shown in Figure 21, the first vane 320 can close the lower space of the inlet portion 120 of the casing 100 and simultaneously guide the air entering the casing 100 into the upper space of the inlet portion 120 of the casing 100. The air guided into the upper space of the inlet portion 120 of the casing 100 can flow through the first guide portion 142 of the casing 100, and the air flowing through a first guide hole 142a of the casing 100 and the third guide hole 222 of the trim 200 can be guided through the third guide portion 220 of the trim 200 to finally flow toward the floor surface of the passenger compartment of the vehicle.

[0119] In this way, the rotary element 800 can rotate the first wing 320 by 1 / 4 of 90°, while the actuator 700 causes the rotary element 800 to perform the second movement M2. If this process is repeated four times, as in Fig. 21, the first wing 320 can completely close the lower space of the inlet portion 120 of the housing 100.

[0120] In this way, the vehicle vent opening 1 according to an embodiment of the present invention can direct air toward the ceiling surface or floor surface of the vehicle by the first movement M1 or the second movement M2 of the rotary member 800.

[0121] Fig. 22a is a view illustrating the operation in which the rotary member comes into contact with the 3-1 gear of the second control unit, Fig. 22b is a view illustrating the operation of the rotary member coming into contact with the 3-3 gear of the second control unit, and Fig. Figure 23 is a view illustrating the second wing turned to the left.

[0122] Fig. 17 and 22a to 23 show that the second vane 420 can rotate to direct air to the side (e.g., to the left side) of the passenger compartment of the vehicle when the third gear unit 620 of the second control unit 600 rotates due to the rotation of the rotary member 800. In the following, as in Fig. 17, Fig. 22a and Fig. 22b, the vehicle ventilation opening 1 according to the present embodiment is described as viewed from below.

[0123] First, as in Fig. 23, in the state in which the rotary member 800 still has to perform a third movement M3, which will be described below, the second wing 420 is parallel to the second air flow direction.

[0124] In addition, in this state, as in Fig. 22a, the rotary member 800 is arranged at the first position L1. Furthermore, the rotary member 800 can rotate around the third control unit and the second control unit 600 to be arranged at the first position L1.

[0125] In this state, the actuator 700 can generate a mechanical force to actuate the rotary member 800, so that the rotary member 800 can perform the third movement M3 when a movement signal is transmitted to the actuator 700. Here, the third movement M3 is a reciprocating movement of the rotary member 800, and the third movement M3 can be divided into a 3-1 movement M3-1 and a 3-2 movement M3-2.

[0126] In the state where the rotary member 800 is at the first position L1, the 3-1 gear 622a of the 3a gear unit 622 of the second control unit 600 is located on the rotation path of the rotary member 800, and the 3-3 gear 624a of the 3b gear unit 624 is located outside the rotation path of the rotary member 800. As a result, the actuator 700 causes the rotary member 800 to rotate to perform the 3-1 movement M3-1. When the rotary member 800 rotates to perform the 3-1 movement M3-1, the rotary member 800 comes into contact with the 3-1 gear 622a of the 3a gear unit 622 of the second control unit 600. At this time, the rotary member 800 rotates in the second rotation direction R2.

[0127] When the rotating element 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 rotates in the second rotation direction R2. As the 3-1 gear 622a rotates, the 3-2 gear 622b connected to the 3-1 gear 622a also rotates. As a result, the support block 440 of the second vane assembly 400 connected to the 3-2 gear 622b rotates as the 3-1 gear 622b rotates, and as the support block 440 rotates, the plurality of second vanes 420 forming the 2-2 vane unit 424 rotates.

[0128] The rotary element 800, whose contact with the 3-1 gear 622a of the 3a gear unit 622 is terminated, is located at the fourth position L4 during the 3-1 movement M3-1. This terminates the 3-1 movement M3-1. In the state in which the 3-1 movement M3-1 is terminated, as shown in Fig. 22b, the 3-1 gear 622a of the 3-1 gear unit 622 is located outside the rotation path of the rotary member 800, and the 3-3 gear 624a of the 3b gear unit 624 is located on the rotation path of the rotary member 800. As a result, the rotary member 800 comes into a state where the rotary member 800 can come into contact with the 3-3 gear 624a of the 3b gear unit 624.

[0129] The actuator 700 causes the rotary member 800 to perform the 3-2 movement M3-2 after the 3-1 movement M3-1 is completed. The 3-1 movement M3-2 is a movement by which the rotary member 800 rotates to change from the fourth position L4 to the first position L1, and, as shown in Fig. 22b, the contact portion 840 of the rotary member 800 comes into contact with the 3-3 gear 624a of the 3b gear unit 624 during the 3-2 movement M3-2.

[0130] When the contact portion 840 of the rotary member 800 comes into contact with the 3-3 gear 624a of the 3b gear unit 624, the 3-3 gear 624a rotates in the first rotation direction R1. 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 624b rotates, and when the 3-2 gear 622b rotates, the 3-1 gear 622a connected to the 3-2 gear 622b rotates. At this time, the 3-1 gear 622a and the 3-2 gear 622b rotate in the second rotation direction R2.

[0131] When the 3-1 gear 622a rotates, the 3-2 gear 622b connected to the 3-1 gear 622a also rotates. Therefore, when the 3-2 gear 622b rotates, the support block 440 of the second vane assembly 400 connected to the 3-2 gear 622b rotates, and when the support block 440 rotates, the plurality of second vanes 420 forming the 2-2 vane unit 424 rotate. When the plurality of second vanes 420 forming the 2-2 vane unit 424 rotate, the plurality of second vanes 420 forming the 2-1 vane unit 422 connected to the support block 440 rotate. Finally, the second wing 420, if the vehicle vent opening 1 is as in Fig. 23 viewed from above, direct air to the left side of the housing 100.

[0132] The rotary element 800, whose contact with the 3-3 gear 624a of the 3b gear unit 624 is terminated, is located at the first position L1 during the 3-2 movement M3-2. This terminates the third movement M3, which includes the 3-2 movement M3-2.

[0133] In this way, the rotary element 800 can rotate the second wing 420 by 1 / 4 of 90°, while the actuator 700 causes the rotary element 800 to perform the third movement M3. If this process is repeated four times, as shown in Fig. 23, the second vane 420 can direct air to the left side of the housing 100.

[0134] Fig. 24a is a view showing a process in which the rotary member comes into contact with the 4-1 gear of the second control unit, Fig. 24b is a view showing a process in which the rotary member comes into contact with the 4-3 gear of the second control unit, and Fig. 25 is a view showing the second wing turned to the right.

[0135] Fig. 17 and 24a to 25 show that the second vane 420 can rotate to direct air to the side (e.g., to the right side) of the passenger compartment of the vehicle when the fourth gear unit 640 of the second control unit 600 is rotated by the rotation of the rotary member 800. In the following, as in Fig. 17, Fig. 24a and Fig. 24b, the vehicle ventilation opening 1 according to the present embodiment is described as viewed from below.

[0136] First, as in Fig. 25, in a state in which the rotary element 800 has yet to perform the third movement M3 described below, the second wing 420 is parallel to the second air flow direction.

[0137] In addition, in this state, as in Fig. 24a, the rotary member 800 is arranged at the third position L3. Furthermore, the rotary member 800 can rotate around the third control unit and the second control unit 600 to be arranged at the third position L3.

[0138] In this state, the actuator 700 can generate a mechanical force to actuate the rotary member 800, so that the rotary member 800 can perform the fourth movement M4 when a movement signal is transmitted to the actuator 700. Here, the fourth movement M4 is a reciprocating movement of the rotary member 800, and the fourth movement M4 can be divided into a 4-1 movement M4-1 and a 4-2 movement M4-2, as described above.

[0139] Furthermore, in the state where the rotary member 800 is at the third position L3, the 4-1 gear 642a of the 4a gear unit 642 of the second control unit 600 is located on the rotation path of the rotary member 800, and the 4-3 gear 644a of the 4b gear unit 644 is located outside the rotation path of the rotary member 800. As a result, the actuator 700 causes the rotary member 800 to rotate to perform the 4-1 movement M4-1. When the rotary member 800 rotates to perform the 4-1 movement M4-1, the rotary member 800 comes into contact with the 4-1 gear 642a of the 4a gear unit 642 of the second control unit 600. The rotating element 800 rotates in the first direction of rotation R1.

[0140] When the rotating element 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 rotates in the first rotation direction R1. As the 4-1 gear 642a rotates, the 4-2 gear 642b connected to the 4-1 gear 642a also rotates. As a result, the support block 440 of the second vane assembly 400 connected to the 4-2 gear 642b rotates as the 4-1 gear 642b rotates, and as the support block 440 rotates, the plurality of second vanes 420 forming the 2-2 vane unit 424 rotates.

[0141] The rotary element 800, whose contact with the 4-1 gear 642a of the 4a gear unit 642 is terminated, is located at the fourth position L4 during the 4-1 movement M4-1. This terminates the 4-1 movement M4-1. In the state in which the 4-1 movement M4-1 is terminated, as shown in Fig. 24b, the 4-1 gear 642a of the 4-1 gear unit 642 is located outside the rotation path of the rotary member 800, and the 4-3 gear 644a of the 4b gear unit 644 is located on the rotation path of the rotary member 800. As a result, the rotary member 800 comes into a state where the rotary member 800 can come into contact with the 4-3 gear 644a of the 4b gear unit 644.

[0142] The actuator 700 causes the rotary member 800 to perform the 4-2 movement M4-2 after the 4-1 movement M4-1 is completed. The 4-2 movement M4-2 is a movement by which the rotary member 800 rotates to change from the fourth position L4 to the third position L3, and, as shown in Fig. As shown in Fig. 24b, the contact portion 840 of the rotary member 800 comes into contact with the 4-3 gear 644a of the 4b gear unit 644 during the 4-2 movement M4-2.

[0143] When the contact portion 840 of the rotary member 800 comes into contact with the 4-3 gear 644a of the 4-b 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. As a result, 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 4-2 gear 642a connected to the 4-2 gear 642b rotates. At this time, the 4-1 gear 642a and the 4-2 gear 642b rotate in the first rotational direction R1.

[0144] 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 vane assembly 400 connected to the 4-2 gear 642b rotates, and when the support block 440 rotates, the plurality of second vanes 420 forming the 2-2 vane unit 424 rotates. When the plurality of second vanes 420 forming the 2-2 vane unit 424 rotates, the plurality of second vanes 420 forming the 2-1 vane unit 422 connected to the support block 440 rotates. Finally, when the vehicle vent opening 1 is as shown in Fig. 25 viewed from above, direct air to the right side of the housing 100.

[0145] The rotary element 800, whose contact with the 4-3 gear 644a of the 4b gear unit 644 is terminated, is located at the third position L3 during the 4-2 movement M4-2. This terminates the fourth movement M4, which includes the 4-2 movement M4-2.

[0146] In this way, the rotary element 800 can rotate the second wing 420 by 1 / 4 of 90°, while the actuator 700 causes the rotary element 800 to perform the fourth movement M4. If this process is repeated four times, as shown in Fig. 25, the second vane 420 can direct air to the right side of the housing 100.

[0147] In this way, the vehicle vent 1 according to an embodiment of the present invention can direct air to the side of the vehicle by the third movement M3 or the fourth movement M4 of the rotary member 800.

[0148] The vehicle air vent 1 according to an embodiment of the present invention may include a first vane 320 and a second vane 420 that are rotated by the mechanical force generated by the single actuator 700. This can eliminate the need to provide a plurality of actuators 700 to individually control the first vane 320 and the second vane 420, which direct air in intersecting directions. This can reduce manufacturing costs and improve the productivity of the vehicle air vent 1.

[0149] Fig. 26 is a view showing an air volume control gear and a damper disposed near the inlet portion of the housing.

[0150] Fig. 26 shows that the vehicle vent 1 according to an embodiment of the present invention may further include an air volume control gear 920 and a flap 940.

[0151] The air volume control gear 920 and the flap 940 may be arranged at a position near the inlet opening 122 of the inlet section 120 of the housing 100. The air volume control gear 920 may be rotatably connected to the housing 100. The air volume control gear 920 may have a shape that engages with the rotating member 800. The air volume control gear 920 may have four engagement sections.

[0152] The flap 940 may be coupled to the air volume control gear 920 to rotate simultaneously with the air volume control gear 920. When the air volume control gear 920 rotates, the flap 940 may open or close the inlet hole 122 of the housing 100 while rotating together with the air volume control gear 920.

[0153] The combination of the air volume control gear 920 and the flap 940 can regulate the volume of air entering the housing 100. For this purpose, the air volume control gear 920 can have a shape that engages the rotating element 800 four times, but is not limited thereto.

[0154] According to one embodiment of the present invention, control units configured to rotate the first vane and the second vane can be arranged on the rotation path of the rotary member coupled to the actuator. This eliminates the need to use multiple actuators, reducing manufacturing costs and improving productivity.

[0155] The above description has been given with reference to the embodiment of the present invention. However, it will be apparent to those skilled in the art that various modifications and changes can be made to the present invention without departing from the spirit and scope of the present invention as set forth in the following claims. All differences with respect to such modifications and changes are to be construed as falling within the scope of the present invention as defined in the appended claims. Description of reference symbols 1 vehicle ventilation opening 120 Inlet section 140 guide section 142a first guide hole 144a second guide hole 200 cladding 222 third guide hole 242 fourth guide hole 300 first wing arrangement 340 first connecting block 420 second wing 424 2-2 wing unit 460 connecting block 520 first gear unit 522a first plate section 524 1-2 gear 524b second tooth section 542 2-1 gear 542b third tooth section 544a fourth plate section 560 Wave 580 second connecting block 600 second control unit 622 3a gear unit 622b 3-2 gear 624a 3-3 gear 640 fourth gear unit 642a 4-1 gear 644 4b gear unit 644b 4-4 gear 800 rotating element 840 Contact section 100 housings 122 inlet hole 142 first guide section 144 second guide section 160 divided section 220 third guide section 240 fourth guide section 260 restricted section 320 first wing 400 second wing arrangement 422 2-1 wing unit 440 support block 500 first control unit 522 1-1 gear 522b first tooth section 524a second plate section 540 second gear unit 542a third plate section 544 2-2 gear 544b fourth tooth section 620 third gear unit 622a 3-1 gear 624 3b gear unit 624b 3-4 gear 642 4a gear 642b 4-2 gear 644a 4-3 gear 700 actuator 820 coupling section 860 body section 920 Air volume control gear L1 first position L3 third position M1 first movement M1-2 1-2 movement M2-1 2-1 movement M3 third movement M3-2 3-2 movement M4-1 4-1 movement R1 first direction of rotation R2 second direction of rotation 940 flap L2 second position L4 fourth position M1-1 1-1 movement M2 second movement M2-2 2-2 movement M3-1 3-1 movement M4 fourth movement M4-2 4-2 movement 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 10-2024-0105070

[0001]

Claims

[1] A vehicle vent for installation in a vehicle to direct air into a passenger compartment of the vehicle, the vehicle vent comprising: a first vane assembly having a first vane for directing air toward at least one ceiling surface of the passenger compartment, a floor surface of the passenger compartment, or a combination thereof; a second vane arrangement having a plurality of second vanes for directing air toward one side of the passenger compartment and a single actuator arranged between the first wing arrangement and the second wing arrangement, wherein the single actuator is configured to generate a mechanical force for rotating the first vane and the plurality of second vanes. [2] The vehicle vent of claim 1, further comprising: a housing for receiving the first vane and the plurality of second vanes therein, the housing including a path through which air flows; and a rotating element connected to the actuator, wherein the rotating member is rotated by the mechanical force generated by the actuator to actuate the first vane and the plurality of second vanes. [3] A vehicle vent according to claim 2, wherein the actuator and the rotary member are arranged outside the housing. [4] Vehicle vent opening according to claim 2 or 3, further comprising: a first control unit rotatably coupled to the housing and configured to control the direction of rotation and a rotation angle of the first vane when rotating in conjunction with the rotation of the rotary member, wherein the first control unit comprises: a first gear unit for rotating the first vane upward when rotating in selective contact with the rotary member reciprocating along a predetermined section; and a second gear unit for rotating the first vane downward when rotating in selective contact with the rotary member reciprocating along a predetermined section. [5] A vehicle vent according to claim 4, wherein the first gear unit comprises: a gear (1-1) for rotating in contact with the rotating member, which rotates in a first rotational direction; and a gear (1-2) for rotating in contact with the rotating element, which rotates in a second direction of rotation, and wherein the second gear unit comprises: a gear (2-1) for rotating in contact with the rotating member, which rotates in the second rotational direction; and a gear (2-2) for rotating in contact with the rotating element, which rotates in the first direction of rotation. [6] Vehicle ventilation opening according to claim 4 or 5, wherein the first wing assembly comprises a first connecting block coupled to the first wing and serving as a rotation center of the first wing, wherein the first control unit comprises a shaft connecting the first gear unit and the second gear unit, and a second connecting block coupled to the shaft and engaged with the first connecting block in a state in which it is disposed within the housing, and wherein the first wing and the first connecting block rotate in a direction opposite to the direction of rotation of the second connecting block when rotated in conjunction with the rotation of the second connecting block. [7] Vehicle ventilation opening according to claim 5 or 6 comprising: a second control unit arranged outside the housing and arranged to control the direction and angle of rotation of the plurality of second vanes when rotating in conjunction with the rotation of the rotary member, wherein the second control unit comprises: a third gear unit for rotating the plurality of second vanes in a first rotational direction when rotating in selective contact with the rotary member reciprocating along a predetermined section, and a fourth gear unit for rotating the plurality of second vanes in a second rotational direction opposite to the first rotational direction when rotating in selective contact with the rotary member reciprocating along a predetermined section. [8] A vehicle vent according to claim 7, wherein the third gear unit comprises: a gear unit (3a) comprising a gear (3-1) for rotating in contact with the rotary member rotating in the second rotational direction and a gear (3-2) coupled to the gear (3-1) and coupled to one of the plurality of second vanes; and a gear unit (3b) comprising a gear (3-3) for rotating in contact with the rotary member rotating in the first rotational direction and a gear (3-4) coupled to the gear (3-3) and rotatably coupled to the housing. [9] A vehicle vent according to claim 8, wherein the fourth gear unit comprises: a gear unit (4a) comprising a gear (4-1) for rotating in contact with the rotary member rotating in the first rotational direction and a gear (4-2) coupled to the gear (4-1) and to any one of the plurality of second vanes; and a gear unit (4b) comprising a gear (4-3) for rotating in contact with the rotary member rotating in the second rotational direction and a gear (4-4) coupled to the gear (4-3) and rotatably coupled to the housing. [10] Vehicle vent according to one of claims 7 to 9, wherein the first control unit and the second control unit are arranged on a rotation path of the rotary member.

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