CN115701390A - Air vent for vehicle - Google Patents

Abstract

An embodiment of the present invention provides a vent for a vehicle, including: a housing constituting a main body of the vent to form an air supply path; a first wing assembly which is arranged in the horizontal direction in the housing and has a first main wing for changing the air supply direction by rotation; a second wing assembly disposed in a vertical direction behind the first wing assembly, and having a second main wing that changes a blowing direction by rotation; and a knob assembly for rotating the first wing assembly and the second wing assembly to change a blowing direction, wherein the knob assembly includes: a first wing knob forming an insertion space part for inserting the first main wing, the rear part having a hook part; and a second wing knob having a stepped portion formed at an outer surface thereof to form a hook coupling portion fastened to the hook portion, and coupled with the hook portion surrounding the hook coupling portion when the first wing knob and the second wing knob are coupled.

Description

Air vent for vehicle

Technical Field

The present invention relates to a vent for a vehicle, and more particularly, to a vent for a vehicle, which improves operability of a knob assembly for adjusting a wind direction and is easily replaced when the knob assembly is broken.

Background

The air vents in automobiles are mainly used in heating and cooling devices for introducing heated and cooled air flows generated by air conditioners or heaters into the interior of vehicles, and are installed at the ends of air flow ducts in the direction of the passenger compartment.

In general, the ventilation opening is composed of a casing forming a main body, a first vertical airflow direction adjusting plate hinged to the inside of the casing in a horizontal direction to change the direction of air blowing, and a second horizontal airflow direction adjusting plate hinged to the inside of the casing in a vertical direction to change the direction of air blowing.

Fig. 1 is a perspective view illustrating a conventional knob assembly for a vehicle vent, and fig. 2 is an exploded perspective view of the conventional knob assembly for the vehicle vent.

As shown in fig. 1 and 2, an outer side of the first wind direction adjusting plate 20 is coupled to a knob assembly 40. The knob assembly 40 includes a first knob 41 and a second knob 45.

First knob 41 has through portion 42 formed therein, and first airflow direction adjustment plate 20 is inserted through portion 42.

And, upper and lower portions at a rear side of the first knob 41 have hook-shaped upper and lower coupling protrusions 43 and 44, respectively. Also, the second knob 45 has upper and lower hook coupling holes 46 and 47 formed therein to be hook-coupled with the upper and lower coupling protrusions 43 and 44.

Therefore, in a state where first wind direction adjustment plate 20 is provided in through portion 42, first knob 41 and second knob 45 fix first wind direction adjustment plate 20 by hook coupling.

As described above, in a state in which the first knob 41 is coupled with the second knob 45, the user selectively adjusts the first wind direction adjusting plate 20 and the second wind direction adjusting plate (not shown) disposed at the rear of the first wind direction adjusting plate 20 through the knob assembly 40, thereby selectively adjusting the blowing direction of the air discharged to the interior of the vehicle.

However, for example, when the first and second knobs 41 and 45 and the first airflow direction adjustment plate 20 are coupled to the conventional vent 10 for a vehicle, a gap is generated between the respective members. Therefore, there is a problem in that the user cannot accurately control the knob assembly 40 in a desired position.

Further, if the conventional knob assembly 40 is damaged, the replacement operation is difficult.

For example, if the knob assembly 40 is adjusted in a state in which the fragrance is mounted on the first air direction adjustment plate 20, a large stress is generated at a coupling portion of the hook-shaped upper coupling protrusion 43 and the lower coupling protrusion 44 of the first knob 41, causing the upper coupling protrusion 43 and the lower coupling protrusion 44 to be broken.

As described above, if the knob assembly 40 is broken, the broken first and second knobs 41 and 45 are separated from each other, and then the knob assembly 40 needs to be replaced with a new one. However, since the conventional vent 10 for a vehicle is configured to hook by inserting the upper coupling protrusion 43 through the upper hook coupling hole 46 and the lower coupling protrusion 44 through the lower hook coupling hole 47, the operation of separating the first knob 41 and the second knob 45 is difficult.

Also, in the process of assembling the knob assembly 40, there is a difficulty in the hook coupling of the upper coupling protrusion 43 with the upper hook coupling hole 46 and the hook coupling of the lower coupling protrusion 44 with the lower hook coupling hole 47. That is, the conventional knob assembly 40 has difficulty in the separating and assembling operations.

Documents of the prior art

Patent document

(patent document 0001) prior document 1: korean granted patent No. 10-1878168 (2018.07.09)

Disclosure of Invention

Technical problem to be solved

In order to solve the above-mentioned technical problems, the present invention provides a vent for a vehicle, which improves operability of a knob assembly for adjusting a wind direction and is easily replaced when the knob assembly is broken.

Means for solving the problems

To solve the technical problem, an embodiment of the present invention provides a vent for a vehicle, including: a housing constituting a main body of the vent to form an air supply path; a first wing assembly which is arranged in the horizontal direction in the housing and has a first main wing for changing the air supply direction by rotation; a second wing assembly disposed in a vertical direction behind the first wing assembly, and having a second main wing that changes a blowing direction by rotation; and a knob assembly for rotating the first wing assembly and the second wing assembly to change a blowing direction, wherein the knob assembly includes: a first wing knob forming an insertion space part for inserting the first main wing, the rear part having a hook part; and a second wing knob, a step portion is formed outside the second wing knob, a hook coupling portion fastened to the hook portion is formed, and when the first wing knob is coupled with the second wing knob, the hook portion is coupled with the hook coupling portion in a manner of surrounding the hook coupling portion.

According to an embodiment of the present invention, the vent for a vehicle further comprises: a first operation control unit that fixes the knob assembly to a position desired by a user when the knob assembly moves left and right, the first operation control unit comprising: a rubber bushing inserted into a guide hole formed in the first main wing, moving along a length direction of the guide hole; and a guide pin inserted into a pin insertion hole formed in the rubber bushing to guide the rubber bushing to move when the knob assembly moves, wherein the rubber bushing forms a long side portion in a length direction of the guide hole, an outer side surface of the rubber bushing is adjacent to the guide hole, and the rubber bushing moves in an elastically compressed state when the knob assembly is moved by a predetermined force or more.

According to an embodiment of the present invention, the vent for a vehicle further includes: a second operation control unit that fixes the knob assembly to a position desired by a user when the knob assembly moves up and down, the second operation control unit including: a rubber cap inserted into a cap fixing groove formed on the first main wing to be supported and fixed; and a rubber protrusion provided at the center of the upper portion of the rubber cap along the length direction of the rubber cap, wherein a pressure fixing portion for fixing the rubber cap by pressing the side surface thereof is formed on the cap fixing groove, and the rubber protrusion may contact the inner side surface of the first wing knob.

According to an embodiment of the invention, the second wing knob comprises: a second knob body having a movement guide groove for inserting the movement guide bar of the first main wing; hook coupling parts formed at upper and lower portions of both ends of the second knob main body part; a first support part disposed adjacent to the hook coupling part to form a fastening insertion groove; a second support part disposed adjacent to the first support part to form a seating insertion groove; and an extension portion extending from the second support portion and forming a pin through hole for inserting a pin portion of the guide pin.

According to an embodiment of the present invention, the first wing knob includes: a first knob body portion having an upper body portion and a lower body portion that form the insertion space portion; hook parts which are arranged at the upper part and the lower part of the two ends of the first knob main body part and are hooked with the hook coupling parts; a fastening support portion disposed adjacent to the hook portion and inserted into the fastening insertion groove; and a mounting support portion disposed adjacent to the fastening support portion and mounted to be inserted into the mounting insertion groove, wherein the upper body portion has a mounting support portion protruding from a lower surface of the upper body portion toward the insertion space portion.

According to an embodiment of the present invention, the first wing knob has a protruding support portion protruding from an inner side surface of the lower body portion toward the insertion space portion, the protruding support portion supporting a moving support bar formed at a lower portion of the first main wing.

According to an embodiment of the present invention, the fastening support portion is formed as an inclined surface having a thickness that becomes thinner as the thickness becomes farther from the first knob body portion, and an outer side surface of the fastening support portion adjacent to the first knob body portion has a fastening pressurization portion.

ADVANTAGEOUS EFFECTS OF INVENTION

The effects of the aforementioned vent for a vehicle of the present invention are as follows.

According to the present invention, when the first wing knob is combined with the second wing knob, the hook portion of the first wing knob is hook-coupled with the hook coupling portion formed at the outer side surface of the second wing knob.

As described above, unlike the conventional structure in which the hook is engaged in the state in which the engaging projection of the hook is inserted through the hook engaging hole, the hook engagement between the hook portion and the hook engaging portion in the present invention is engaged in the state in which the hook portion surrounds the outer side of the hook engaging portion.

Therefore, the knob assembly of the present invention can simply realize the hook connection of the first wing knob and the second wing knob, and can also simply realize the separation operation of the first wing knob and the second wing knob when the knob assembly is damaged. Therefore, when the knob assembly is damaged, the replacement operation of the corresponding knob assembly can be simply realized.

According to the present invention, the knob assembly has a first operation control unit and a second operation control unit. The first operation control unit and the second operation control unit are made of elastic rubber, and when a user adjusts the knob assembly, precise control can be achieved.

That is, the user can accurately move the knob assembly at a position desired by the user. Therefore, the operability of the knob assembly for adjusting the wind direction can be improved.

The effects of the present invention are not limited to the above-described effects, and all effects that can be derived from the configuration of the present invention described in the content of the specification and the claims are to be understood as being included.

Drawings

Fig. 1 is a perspective view showing a conventional knob assembly for an air vent of a vehicle.

Fig. 2 is an exploded perspective view of a conventional knob assembly for a vehicle air vent.

Fig. 3 is an exploded perspective view of a vent for a vehicle according to an embodiment of the present invention.

FIG. 4 is a perspective view of the coupling of the first main wing to the knob assembly according to one embodiment of the present invention.

Fig. 5 is an exploded perspective view of a first operation control unit and a second operation control unit according to an embodiment of the present invention.

Fig. 6 is an assembled state diagram of the first operation control unit and the second operation control unit according to the embodiment of the present invention.

FIG. 7 is a perspective view of a first wing knob according to one embodiment of the present invention.

Fig. 8 is a perspective view of a second wing knob according to an embodiment of the present invention.

FIG. 9 is an exploded perspective view of the first main wing and knob assembly as viewed from above in accordance with one embodiment of the present invention.

FIG. 10 is an exploded perspective view of the first main wing and knob assembly as viewed from below in accordance with one embodiment of the present invention.

Fig. 11 is a schematic cross-sectional view of a vent for a vehicle according to an embodiment of the present invention.

Detailed Description

The present invention will be described below with reference to the accompanying drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Also, in order to clearly explain the present invention in the drawings, portions irrelevant to the description are omitted, and like reference numerals are used to like portions throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, this includes not only the case of being "directly connected" but also the case of being "indirectly connected" with another part interposed therebetween. Further, when a portion is described as "including" a certain component, it is meant that other components may be further included rather than excluded unless otherwise stated.

In the present invention, the upper and lower portions mean above or below the target component, and do not necessarily have to be located above or below with reference to the direction of gravity.

Embodiments of the present invention are described in detail below with reference to the accompanying drawings.

Fig. 3 is an exploded perspective view of a vent for a vehicle according to an embodiment of the present invention.

As shown in fig. 3, the vent 1000 for a vehicle includes a housing 100, a first wing assembly 200, a second wing assembly 300, and a knob assembly 400.

The casing 100 constitutes a main body of the vent 1000 for the vehicle, and forms an air blowing path. The casing 100 has a first wing assembly 200 and a second wing assembly 300 inside thereof, and adjusts the blowing direction of air discharged to the vehicle interior through the blowing path based on the first wing assembly 200 and the second wing assembly 300.

The first wing assembly 200 includes a first main wing 210 and a first aileron 220.

The first wing assembly 200 is located inside the housing 100, and is disposed in a horizontal direction.

The first auxiliary wing 220 is spaced apart from the first main wing 210, and the first auxiliary wing 220 operates along with the operation of the first main wing 210. That is, the first main wing 210 and the first auxiliary wing 220 are connected by the first link member 230, and the first auxiliary wing 220 rotates together with the operation of the first main wing 210.

The first main wing 210 has first rotation shafts 211 at both ends thereof, and the first main wing 210 rotates upward and downward with respect to the horizontal direction with reference to the first rotation shafts 211.

The first vane unit 200 is rotatable up and down with respect to the first rotation shaft 211, and thus can adjust the up and down direction of the air discharged from the air blowing path.

In addition, the second wing assembly 300 may include a second main wing 310 and a second auxiliary wing 320.

The second wing assembly 300 is positioned inside the outer case 100 to be disposed in a vertical direction. Wherein the second wing assembly 300 is located aft of the first wing assembly 200.

The second auxiliary wing 320 is spaced apart from the second main wing 310, and operates together with the second main wing 310 as the second main wing 310 operates. That is, the second main wing 310 and the second auxiliary wing 320 are connected by a second link member (not shown), and the second auxiliary wing 320 rotates together with the operation of the second main wing 310.

Wherein, both end portions of the second main wing 310 have second rotation axes (not shown), and the second main wing 310 rotates left and right with respect to the vertical direction with reference to the second rotation axes.

As described above, the second wing assembly 300 rotates left and right with reference to the second rotation axis, thereby adjusting the left and right directions of the air discharged from the air blowing path.

Additionally, the knob assembly 400 may selectively rotate the first wing assembly 200 and the second wing assembly 300.

The knob assembly 400 may include a first wing knob 500 and a second wing knob 600.

The first wing knob 500 has an insertion space portion 501 formed therein, and the first main wing 210 can be inserted into the insertion space portion 501. In a state where the first main wing 210 is inserted into the insertion space portion 501, the second wing knob 600 is coupled to the first wing knob 500. That is, the knob assembly 400 may support and fix the first main wing 210.

The second wing knob 600 includes a pair of adjustment brackets 660 defining a space 661 (see fig. 4). The adjusting bracket 660 is inserted into the connecting shaft 312 of the second main wing 310.

As described above, in a state where the knob assembly 400 supports and fixes the first main wing 210 and the adjustment bracket 660 is inserted into the connection shaft 312, the first wing assembly 200 and the second wing assembly 300 are selectively rotated according to the operation of the knob assembly 400.

For example, the user adjusts the second wing assembly 300 left and right by adjusting the knob assembly 400 left and right. In addition, the user adjusts the first wing assembly 200 up and down by adjusting the knob assembly 400 up and down. As described, the rotational orientation of the first wing assembly 200 and the second wing assembly 300 may be selectively adjusted by a user through selective operation of the knob assembly 400.

Such a knob assembly 400 supporting and fixing the first main wing 210 can be simply coupled by the hook coupling of the first wing knob 500 with the second wing knob 600.

Wherein the rear portion of the first wing knob 500 has a hook part 520, the second wing knob 600 has a hook coupling part 620 fastened to the hook part 520, and the hook part 520 and the hook coupling part 620 may realize a hook coupling.

At this time, the hook coupling part 620 to be hook-coupled with the hook part 520 does not have a hole structure that requires insertion of the hook part therethrough, as in the conventional vent for a vehicle, but forms a stepped part on the outer side surface of the second paddle knob 600. Therefore, when the hook portion 520 is hooked to the hook coupling portion 620, the hook portion 520 is coupled to surround the hook coupling portion 620 from the outside.

The hook coupling structure of the hook portion 520 and the hook coupling portion 620 can be assembled more easily than a conventional structure in which the hook coupling is achieved in a state in which the hook portion is inserted through a hole formed in the second knob. Accordingly, the assembly time of the first wing knob 500 and the second wing knob 600 may be minimized.

Also, when the knob assembly 400 is broken, the first wing knob 500 and the second wing knob 600 can be easily separated. That is, when the knob assembly 400 is broken, the user only needs to open the hook parts 520 to which the upper and lower respective hooks are coupled outward, thereby simply achieving the operation of separating the first wing knob 500 from the second wing knob 600. Therefore, when the knob assembly 400 is damaged, the replacement operation can be quickly and easily performed.

Regarding such a hook coupling structure of the hook part 520 and the hook coupling part 620, a detailed description will be made later.

Fig. 4 is a combined perspective view of a first main wing and a knob assembly according to an embodiment of the present invention, fig. 5 is an exploded perspective view of a first operation control unit and a second operation control unit according to an embodiment of the present invention, and fig. 6 is an assembled state view of the first operation control unit and the second operation control unit according to an embodiment of the present invention.

As shown in fig. 4 to 6, the vent 1000 for the vehicle may further include a first operation control unit 700 and a second operation control unit 800.

The first and second operation control units 700 and 800 allow the knob assembly 400 to be accurately fixed to a position desired by a user when the user adjusts the orientations of the first and second wing assemblies 200 and 300 through the knob assembly 400. That is, the first and second operation control units 700 and 800 precisely implement the direction change of the first and second wing assemblies 200 and 300 at the position desired by the user.

Wherein the first operation control unit 700 fixes the knob assembly 400 to a position desired by the user when the knob assembly 400 is moved left and right.

The first operation control unit 700 may include a rubber bushing 710 and a guide pin 720.

The rubber bushing 710 is inserted into the guide hole 216 formed at the first main wing 210. Wherein the guide hole 216 guides the moving direction of the rubber bushing 710 when the knob assembly 400 moves left and right.

As described above, the outer side surface of the rubber bushing 710 inserted into the guide hole 216 is in contact with the inner side of the guide hole 216 in an elastically supported state. Therefore, when the rubber bushing 710 is not applied with force, the rubber bushing 710 is elastically supported by the guide hole 216, preventing the knob assembly 400 from shaking.

And, the guide pin 720 is penetratingly inserted into a pin insertion hole 711 formed in the rubber bushing 710.

The guide pin 720 may include a head 721 and a pin 722.

Among them, the pin portion 722 is formed in a shape corresponding to the pin insertion hole 711 so as to be inserted into the pin insertion hole 711. In a state where the pin portion 722 is inserted through the pin insertion hole 711, both end portions of the pin portion 722 are inserted through pin through holes 651 formed in the respective extending portions 650 of the upper and lower portions of the second wing knob 600.

The head 721 connected to one end of the pin portion 722 has a lock shape. The head 721 of the lock shape is inserted into the head fixing groove 652 of the extension 650 formed at the upper portion of the second wing knob 600, whereby the head 721 is fixed to the extension 650.

Therefore, when the knob assembly 400 moves left and right, the guide pin 720 moves together along the moving direction of the knob assembly 400.

In other words, when the knob assembly 400 is moved to the left or right by applying a predetermined force or more to the knob assembly 400, the guide pin 720 coupled with the extension 650 is moved together with the extension 650.

Also, as the guide pin 720 moves, the rubber bushing 710 coupled with the pin portion 722 will also move together. At this time, in the process of movement of the rubber bushing 710, the rubber bushing 710 elastically supported by the guide hole 216 is moved in a state of being elastically compressed to some extent.

Further, if the force applied to the rubber bushing 710 is smaller than the predetermined force, the rubber bushing 710, which is elastically compressed to some extent, is elastically restored to the original state, and the outer side surface of the rubber bushing 710 is elastically supported by the guide hole 216.

As described above, when the user moves the knob assembly 400 to the left and right with a predetermined force or more, the rubber bushing 710 moves in a state of being elastically compressed to some extent, and when the user releases the force applied to the knob assembly 400 in a state of moving the knob assembly 400 to a position desired by the user, the rubber bushing 710 is elastically restored and elastically supported by the guide hole 216.

The rubber bushing 710 has a greater lateral length than vertical length. That is, it is preferable that the long side portion of the rubber bushing 710 is formed along the length direction of the guide hole 216.

This is to accurately fix the knob assembly 400 at a desired position of a user without shaking when a force applied to the knob assembly 400 is removed in a state where the user moves the knob assembly 400 to the desired position of the user by applying a predetermined force or more. In other words, the contact area of the rubber bushing 710 elastically supported by the guide hole 216 is increased, thereby accurately fixing the knob assembly 400 in a state that the knob assembly 400 is moved to a position desired by a user.

As described above, the rubber bushing 710 of the first manipulation control unit 700 prevents the second wing assembly 300 from moving and shaking in a state where the direction of the second wing assembly 300 is adjusted in a direction desired by the user. Accordingly, the operability of the knob assembly 400 can be improved.

In addition, the second operation control unit 800 fixes the knob assembly 400 at a position desired by the user when the knob assembly 400 moves up and down.

The second operation control unit 800 may include a rubber cap 810 and a rubber protrusion 820.

Wherein the edge of the rubber cap 810 is inserted into the cap fixing groove 214 formed on the first main wing 210, so that the rubber cap 810 is fixed to the upper side of the first main wing 210.

A pressurizing fixing part 215 pressing a side surface of the rubber cap 810 inserted into the cap fixing groove 214 may be formed. Accordingly, the rubber cap 810 inserted into the cap fixing groove 214 is more firmly fixed by the pressing fixing portion 215. A plurality of pressurizing fixing parts 215 may be provided along the circumference of the cap fixing groove 214.

The rubber protrusion 820 is located on the upper surface of the rubber cap 810. Such a rubber protrusion 820 is located at the center of the rubber cap 810 and may be disposed along the length direction of the rubber cap 810.

When the first wing knob 500 is coupled with the second wing knob 600, the rubber protrusion 820 is in contact with the inner side surface of the first wing knob 500. That is, the rubber protrusion 820 is elastically supported by the inner side surface of the upper body portion 511 of the first wing knob 500.

As described, since the rubber protrusion 820 is elastically supported by the inner side surface of the upper body 511, it is possible to prevent a gap from being generated between the second operation control unit 800 fixed to the first main wing 210 and the upper body 511.

Accordingly, the rubber cap 810 based on the first main wing 210 is elastically supported by the upper body portion 511, and the up and down movement of the first main wing 210 can be accurately achieved in the process of moving the knob assembly 400 up and down.

As described, since the vent 1000 for the vehicle has the first operation control unit 700 and the second operation control unit 800, the operability of the knob assembly 400 can be improved. The rubber bushing 710 of the first operation control unit 700, the rubber cap 810 and the rubber protrusion 820 of the second operation control unit 800 may be made of silicone. The rubber bushing 710, the rubber cap 810 and the rubber protrusion 820 are not necessarily made of silicone, and other elastic materials may be used.

Fig. 7 is a perspective view of a first wing knob according to an embodiment of the present invention, fig. 8 is a perspective view of a second wing knob according to an embodiment of the present invention, fig. 9 is an exploded perspective view of a first main wing and knob assembly viewed from an upper portion according to an embodiment of the present invention, fig. 10 is an exploded perspective view of a first main wing and knob assembly viewed from a lower portion according to an embodiment of the present invention, and fig. 11 is a schematic cross-sectional view of a vent for a vehicle according to an embodiment of the present invention.

As shown in fig. 7-11, the knob assembly 400 may include a first wing knob 500 and a second wing knob 600.

The first wing knob 500 may include a first knob body part 510, a hook part 520, a fastening support part 530, and a seating support part 540.

Wherein the first knob body part 510 forms an overall appearance of the first wing knob 500.

The first knob body portion 510 is formed by connecting an upper body portion 511 and a lower body portion 512, and an insertion space portion 501 is formed between the upper body portion 511 and the lower body portion 512.

The upper body 511 may further include a contact support 513. The contact support 513 protrudes from the lower surface of the upper body 511 toward the insertion space 501.

The tight support 513 is tightly fixed to a side of the rubber cap 810 when the first wing knob 500 is coupled with the second wing knob 600. Therefore, a gap may be prevented from being generated between the second operation control unit 800 fixed to the first main wing 210 and the upper main body portion 511.

The lower body 512 may further include a protruding support portion 514. The protruding support portion 514 protrudes from the inner surface of the lower body portion 512 toward the insertion space portion 501. The protrusion support part 514 supports the moving support rod 212 formed at the lower portion of the first main wing 210. Accordingly, the protruding support part 514 stably supports the first main wing 210 in a state where the first wing knob 500 is coupled with the second wing knob 600.

Also, the hook parts 520 are located at upper and lower portions of both ends of the first knob body part 510. That is, the hook portions 520 are provided at both ends of the upper body portion 511 and both ends of the lower body portion 512, respectively.

The hook 520 is hook-coupled with a hook coupling part 620 formed at the second wing knob 600.

Also, the fastening support 530 abuts the hook 520. The fastening support part 530 is insertion-coupled with a fastening insertion groove 631 formed at the second wing knob 600.

The fastening support part 530 has a thinner thickness the farther away from the first knob body part 510. That is, the fastening support 530 is formed with an inclined surface, and a portion of the fastening support 530 located farther from the first knob body 510 is thinner.

This is to easily achieve initial coupling when the first wing knob 500 is coupled with the second wing knob 600 and the fastening support 530 is inserted into the fastening insertion groove 631.

The outer surface of the fastening support 530 adjacent to the first knob body 510 has a fastening pressurization part 531. That is, in a state where the first wing knob 500 and the second wing knob 600 are completely coupled, the fastening pressurization part 531 pressurizes the inner side surface of the fastening insertion groove 631, so that the first wing knob 500 and the second wing knob 600 can be strongly coupled.

Also, the seating support 540 abuts the fastening support 530.

The seating support part 540 is seating-support-coupled with a seating insertion groove 641 formed at the second wing knob 600. Accordingly, for example, during the user's movement of the first wing knob 500 to the left and right, the force transmitted to the first wing knob 500 is transmitted to the second wing knob 600 through the seating insertion groove 641.

As described above, in the knob assembly 400 of the present invention, in coupling the first wing knob 500 and the second wing knob 600, not only the hook coupling of the hook part 520 and the hook coupling part 620 is employed, but also the coupling of the first wing knob 500 and the second wing knob 600 is achieved by inserting the fastening support part 530 into the fastening insertion groove 631, and the coupling of the first wing knob 500 and the second wing knob 600 is achieved by placing the placing support part 540 into the placing insertion groove 641.

Accordingly, when the knob assembly 400 is moved up, down, left, and right, the force applied to move the knob assembly 400 is not concentrated only on the coupling portion between the hook portion 520 and the hook coupling portion 620, but is dispersed to the coupling portion between the fastening support portion 530 and the fastening insertion groove 631 and the coupling portion between the seating support portion 540 and the seating insertion groove 641. That is, the force applied to the knob assembly 400 is not concentrated at a specific portion, but the force is dispersed as a whole to a portion where the first wing knob 500 is coupled with the second wing knob 600.

Therefore, stress is not concentrated on a specific portion of the knob assembly 400, thereby preventing breakage of parts of the corresponding portion.

In addition, the second wing knob 600 may include a second knob body part 610, a hook coupling part 620, a first support part 630, a second support part 640, and an extension part 650.

The second knob body part 610 forms the appearance of the second wing knob 600.

The second knob body portion 610 is formed with a movement guide groove 611 for inserting the movement guide rod 213 of the first main wing 210. Accordingly, the first main wing 210 is stably supported by the second knob body portion 610.

And, hook coupling parts 620 are formed at upper and lower portions of both ends of the second knob main body part 610. The hook coupling part 620 is hook-coupled with the hook part 520 of the first wing knob 500. The hook coupling part 620 is not formed in a separate hole structure at the second knob body part 610, but is formed at an outer surface of the second knob body part 610 to be hook-coupled with the hook part 520.

Also, the first support part 630 abuts the hook coupling part 620.

A fastening insertion groove 631 into which the fastening support 530 of the first wing knob 500 is inserted is formed in the first support 630. The first support part 630 serves to support and fix the fastening support part 530 inserted into the fastening insertion groove 631.

Herein, since the fastening support 530 is inserted and coupled with the fastening insertion groove 631, when the knob assembly 400 moves up and down, the force transmitted from the first wing knob 500 may also be effectively transmitted to the second wing knob 600 through the coupling portion of the fastening support 530 and the fastening insertion groove 631. In other words, since the force generated when the knob assembly 400 moves is entirely dispersed to a portion where the first wing knob 500 and the second wing knob 600 are coupled, the upward and downward movement of the knob assembly 400 can be smoothly achieved.

And, the second support 640 is adjacent to the first support 630. The second support part 640 is located at the center with respect to the length direction of the second wing knob 600.

The second supporting part 640 is formed with a seating insertion groove 641, and the seating supporting part 540 of the first wing knob 500 is seated and fixed to the seating insertion groove 641.

Herein, based on the insertion coupling of the seating support part 540 with the seating insertion groove 641, when the knob assembly 400 moves left and right, the force transmitted from the first wing knob 500 can also be effectively transmitted to the second wing knob 600 through the coupling portion of the seating support part 540 with the seating insertion groove 641. In other words, the force generated when the knob assembly 400 moves is dispersed to the portion where the first wing knob 500 is coupled to the second wing knob 600 as a whole, and the left and right movement of the knob assembly 400 can be smoothly realized.

And, the extension 650 extends from the second support 640. The extensions 650 form a pair, and are spaced apart at upper and lower portions of the first main wing 210 in a state where the first wing knob 500 is coupled with the second wing knob 600.

A pin through hole 651 for inserting the pin portion 722 of the guide pin 720 is formed in the extension portion 650. And, a head fixing groove 652 is formed in the extension portion 650 of the upper portion of the second wing knob 600, and the head 721 of the guide pin 720 is support-fixed to the head fixing groove 652.

However, this is merely a preferred embodiment of the present invention, and the scope of the present invention is not limited by the description of such an embodiment.

The above description of the present invention is merely exemplary, and it will be understood by those skilled in the art that the present invention may be easily converted into other specific forms without changing the technical idea or essential features of the present invention. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive. For example, elements described as singular may be distributed, and elements described as distributed may be combined.

The scope of the present invention is shown by the appended claims, and it should be understood that all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts are included in the scope of the present invention.

Description of the symbols

100: outer casing

200: first wing assembly

210: first main wing

211: first rotation axis

212: movable support rod

213: movable guide rod

214: cap fixing groove

215: pressure fixing part

216: guide hole

220: first auxiliary wing

230: first connecting rod part

300: second wing assembly

310: second main wing

311: second rotation axis

312: connecting shaft

320: second auxiliary wing

330: second connecting rod part

400: knob assembly

500: first wing knob

501: space part for insertion

510: first knob body part

511: upper body part

512: lower body part

513: clinging to the supporting part

514: protruding support part

520: hook part

530: fastening support part

531: fastening pressurization part

540: placing support part

600: second wing knob

610: second knob body part

611: movable guide groove

620: hook coupling part

630: a first supporting part

631: fastening insertion slot

640: the second supporting part

641: insertion groove is arranged

650: extension part

651: pin through hole

652: head fixing groove

660: adjusting rack

661: space partition part

700: first operation control unit

710: rubber bushing

711: pin insertion hole

720: guide pin

721: head part

722: pin part

800: second operation control unit

810: rubber cap

820: rubber protrusion

1000: air vent for vehicle

Claims (7)

1. A vent for a vehicle, comprising:

a housing forming a main body of the vent and forming an air blowing path;

a first wing assembly disposed in a horizontal direction inside the casing and having a first main wing configured to change a blowing direction by rotation;

a second wing assembly disposed rearward of the first wing assembly and disposed in a vertical direction, and having a second main wing configured to change a blowing direction by rotation; and

a knob assembly for rotating the first and second wing assemblies and changing a blowing direction,

wherein the knob assembly comprises:

a first wing knob having an insertion space part into which the first main wing is inserted and having a hook part at a rear part thereof; and

a second wing knob which forms a stepped portion on an outer surface and has a hook coupling portion fastened with the hook portion, and when the first wing knob and the second wing knob are coupled, the hook portion is coupled with the hook coupling portion surrounding the hook coupling portion.

2. The vent for a vehicle of claim 1, further comprising: a first operation control unit for fixing the knob assembly to a position desired by a user when the knob assembly is moved left and right,

the first operation control unit includes:

a rubber bushing inserted into a guide hole formed in the first main wing and moving in a length direction of the guide hole; and

a guide pin inserted into a pin insertion hole formed in the rubber bushing and for moving the rubber bushing when the knob assembly is moved,

wherein the rubber bush forms a long side portion in a longitudinal direction of the guide hole, an outer surface of the rubber bush is disposed to abut against the guide hole, and the rubber bush is moved in an elastically compressed state when the knob assembly is moved with a predetermined force or more.

3. The vent for a vehicle of claim 1, further comprising: a second operation control unit for fixing the knob assembly to a position desired by a user when the knob assembly is moved up and down,

the second operation control unit includes:

a rubber cap inserted into a cap fixing groove formed on an upper surface of the first main wing to be supported and fixed; and

a rubber protrusion disposed along a longitudinal direction of the rubber cap in an upper center of the rubber cap,

wherein the cap fixing groove is formed with a pressurizing fixing part for pressurizing and fixing a side surface of the rubber cap, and the rubber protrusion is provided to contact an inner surface of the first wing knob.

4. The vent for a vehicle of claim 2, said second wing knob comprising:

a second knob body having a movement guide groove into which a movement guide bar provided in the first main wing is inserted;

hook coupling parts formed at upper and lower portions of both ends of the second knob main body part;

a first support part disposed adjacent to the hook coupling part and having a fastening insertion groove;

a second support part disposed adjacent to the first support part and having a seating insertion groove; and

an extension portion extending from the second support portion and having a pin through hole through which a pin portion of the guide pin is inserted.

5. The vent for a vehicle of claim 4, the first wing knob comprising:

a first knob body portion having an upper body portion and a lower body portion that form the insertion space portion;

hook parts which are arranged at the upper part and the lower part of the two ends of the first knob main body part and are hooked with the hook coupling parts;

a fastening support part disposed adjacent to the hook part and inserted into the fastening insertion groove; and

a seating support part disposed adjacent to the fastening support part and seated and inserted into the seating insertion groove,

wherein the upper body is provided with a contact support portion protruding from a lower surface of the upper body toward the insertion space.

6. The vent for a vehicle of claim 5,

wherein the first wing knob is provided with a protruding support part protruding from an inner surface of the lower body part toward the insertion space part, the protruding support part supporting a movable support rod formed under the first main wing.

7. The vent for vehicle according to claim 5, wherein the fastening support portion has an inclined surface such that the thickness becomes thinner as the distance from the first knob main body portion becomes farther, and a fastening pressurization portion is provided on an outer surface of the fastening support portion adjacent to the first knob main body portion.

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