JP2017065522A - Air jet device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air jet device for a vehicle capable of switching between first and second modes by changing the posture of plural louvers by a drive device, in which, when a rib is employed, the rib can be adapted to both of first and second modes.SOLUTION: Respective plural louvers 251a-255a, 261a-265a are configured so that, in a defrost mode, inclination angles of the louvers become larger than that in a face mode. A rib 903 arranged between the first right louver 251a and the first left louver 261a is changed in its posture, so that, a flow rate of air for air conditioning between the first right louver 251a and the first left louver 261a is reduced in the defrost mode, relative to a flow rate in the face mode.SELECTED DRAWING: Figure 21

Description

  The present invention relates to a vehicle air blowing device.

  2. Description of the Related Art Conventionally, in a vehicle air blowing device having a ventilation path that guides conditioned air into a vehicle interior, an example in which a plurality of louvers are arranged side by side in the ventilation path is known. In such a vehicle air blowing device, there may be a rib provided separately from the louver for adjusting the degree of conditioned air distribution into the vehicle compartment for each vehicle. In this case, the louver is shared by a plurality of vehicle types, and the shape and size of the ribs are changed for each vehicle.

  Patent Document 1 discloses an example in which a drive device changes the postures of the plurality of louvers in a vehicle air blowing device that does not have ribs. In this example, it is possible to switch between a first mode (for example, defrost mode) and a second mode (for example, face mode) in which the flow of conditioned air is different due to a change in posture of a plurality of louvers.

JP, 2014-210564, A

  The inventor of the present application has conceived of using ribs even in an air blowing device such as Patent Document 1. However, when the first mode and the second mode are switched in this way, even if the shape and size of the rib are adjusted in accordance with the first mode, the rib does not conform to the second mode. Conversely, even if the shape and size of the rib are adjusted in accordance with the second mode, the rib does not conform to the first mode.

  In view of the above points, the present invention provides a vehicular air blowing device in which the driving device changes the postures of a plurality of louvers to realize switching between the first and second modes. The aim is to adapt to both the first mode and the second mode.

  In order to achieve the above object, the invention according to claim 1 is arranged in a casing (11) surrounding a ventilation path for guiding the conditioned air from the vehicle air conditioner (20) into the vehicle compartment, and the ventilation path. A rib (903, 905, 906, 907, 908), a plurality of one-side louvers (251a to 255a) disposed on one side of the rib in the ventilation path, and the one side of the rib in the ventilation path A plurality of other side louvers (251a to 255a) arranged on the other side different from the above, a drive mechanism (14) for driving the rib, the plurality of one side louvers, and the plurality of other side louvers And the drive mechanism switches between the first mode and the second mode by changing the posture of the rib, the plurality of one-side louvers, and the plurality of other-side louvers, Above Each of the several one-side louvers has a larger inclination angle in the first mode than in the second mode, and each of the plurality of one-side louvers has a larger inclination angle. The degree of separation from the plurality of other side louvers increases from the upstream end to the downstream end of the air flow, and each of the plurality of other louvers is Compared to the second mode, the inclination angle is large, and each of the plurality of other side louvers increases as the inclination angle increases from the upstream end to the downstream end of the air flow of the conditioned air. The degree of separation from the one side louver is increased, and the rib is compared to the one side adjacent louver closest to the rib among the plurality of one side louvers, or of the plurality of other side louvers. That is, the posture change amount when shifting from one mode of the first mode and the second mode to the other mode is larger than that of the adjacent louver on the other side closest to the rib. In the first mode, the flow rate of the conditioned air between the one side adjacent louver and the other side adjacent louver is reduced in the first mode as compared with the second mode.

  In this way, in the first mode in which the tilt angle is relatively large and the blown air is blown out relatively wide, the ribs relatively reduce the flow rate of the conditioned air between the one side adjacent louver and the other side adjacent louver. Further, in the second mode in which the inclination angle is relatively small and the blown air is blown out in a relatively narrow range, the rib relatively increases the flow rate of the conditioned air between the one side adjacent louver and the other side adjacent louver. By doing in this way, in the first mode, the spread of the conditioned air according to the vehicle can be realized by the rib, while in the second mode, the rib can inhibit the flow of the conditioned air having a small spread. Is reduced. Therefore, the rib can be adapted to both the first mode and the second mode.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

It is the schematic which shows the structure of the air blowing apparatus 10 for vehicles in a vehicle, and its periphery. It is a figure which shows the structure of the vehicle air conditioner. It is a perspective view of the air blowing device for vehicles. It is a top view (figure seen from the vehicle upper part) of the air blowing device for vehicles. It is a rear view (figure seen from the vehicle front) of the air blowing device for vehicles. 1 is a left side view of a vehicle air blowing device (viewed from the left side of a vehicle). It is the figure which abbreviate | omitted the casing, the gear casing, and the servomotor by the same format as FIG. It is the figure which abbreviate | omitted the casing, the gear casing, and the servomotor by the same format as FIG. It is a front view (figure seen from the vehicle back) of the state which abbreviate | omitted the casing, the gear casing, and the servomotor from the air blowing apparatus for vehicles. It is the perspective view which looked at only the right side rotation rack 215 and the left side rotation rack 216 from the vehicle front side. It is the perspective view which looked at only the right side rotation rack 215 and the left side rotation rack 216 from the vehicle rear side. It is the XII-XII cutting | disconnection end elevation of FIG. FIG. 6 is a front view of a rib shaft 902 and a rib 903. It is a side view (XIV arrow line view) of the shaft 902 for ribs and the rib 903. It is a bottom view (XV arrow view) of the shaft 902 for ribs and the rib 903. It is sectional drawing which shows the wind flow in the ventilation path at the time of face mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of face mode. It is a figure which shows the state at the time of the switch to defrost mode in the same format as FIG. It is a figure which shows the state at the time of the switch to defrost mode in the same format as FIG. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is a figure which shows the gears 904a and 904b for ribs in 2nd Embodiment. It is a front view of the shaft for ribs 902 and the rib 905 in 3rd Embodiment. It is a side view (XXIV arrow line view) of the shaft 902 for ribs and the rib 905. It is a bottom view (XXV arrow line view) of the shaft 902 for ribs and the rib 905. It is sectional drawing which shows the wind flow in the ventilation path at the time of face mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of the face mode in 4th Embodiment. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of the face mode in 5th Embodiment. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is the rear view (figure seen from the vehicle front) of the air blowing device for vehicles in a 6th embodiment, and is a figure which omitted a casing, a gear casing, a servo motor, and a motor for a rib. It is sectional drawing which shows the wind flow in the ventilation path at the time of face mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode. It is sectional drawing which shows the wind flow in the ventilation path at the time of face mode in 7th Embodiment. It is sectional drawing which shows the wind flow in the ventilation path at the time of a defrost mode.

(First embodiment)
The first embodiment will be described below. A vehicle air blowing device 10 shown in FIG. 1 is a device that is mounted on a vehicle and guides conditioned air emitted from an air conditioning case 21 of the vehicle air conditioning device 20 from the air outlet 11a into the vehicle interior.

  The vehicle air conditioner 20 is disposed inside the instrument panel 1 disposed in front of the front seat in the passenger compartment. As shown in FIG. 2, the vehicle air conditioner 20 includes an air conditioning case 21 that forms an outer shell. The air conditioning case 21 constitutes an air passage that guides air into the vehicle interior, which is the air conditioning target space.

  At the most upstream part of the air flow of the air conditioning case 21, there are formed an inside air inlet 22 for sucking in cabin air (inside air) and an outside air inlet 23 for sucking outside air (outside air). , 23 is provided to selectively open and close the inlet opening / closing door 24. The inside air inlet 22, the outside air inlet 23, and the inlet opening / closing door 24 constitute an inside / outside air switching means for switching the intake air into the air conditioning case 21 between the inside air and the outside air. The operation of the inlet opening / closing door 24 is controlled by a control signal output from a control device (not shown). On the downstream side of the air flow of the suction opening / closing door 24, a blower 25 is disposed as a blowing means for blowing air into the passenger compartment.

  An evaporator 26 that cools the conditioned air blown by the blower 25 is disposed on the downstream side of the air flow of the blower 25. The evaporator 26 is a heat exchanger for exchanging heat between the refrigerant flowing inside and the conditioned air, and constitutes a vapor compression refrigeration cycle together with a compressor, a condenser, an expansion valve, and the like (not shown).

  A heater core 27 for heating the air cooled by the evaporator 26 is disposed on the downstream side of the air flow of the evaporator 26. The heater core 27 of the present embodiment is a heat exchanger that heats air using the cooling water of the vehicle engine as a heat source. Further, on the downstream side of the air flow of the evaporator 26, a cold air bypass passage 28 is formed in which the air that has passed through the evaporator 26 flows through the heater core 27.

  Here, the temperature of the conditioned air mixed on the downstream side of the air flow between the heater core 27 and the cold air bypass passage 28 varies depending on the air volume ratio of the conditioned air passing through the heater core 27 and the conditioned air passing through the cold air bypass passage 28.

  For this reason, an air mix door 29 is arranged on the downstream side of the air flow of the evaporator 26 and on the inlet side of the heater core 27 and the cold air bypass passage 28. The air mix door 29 continuously changes the air volume ratio of the cold air flowing into the heater core 27 and the cold air bypass passage 28 and functions as a temperature adjusting means together with the evaporator 26 and the heater core 27. The operation of the air mix door 29 is controlled by a control signal output from the control device.

  A defroster / face opening 30 and a foot opening 31 are provided in the most downstream portion of the air-conditioning air flow of the air-conditioning case 21. The defroster / face opening 30 communicates with the air outlet 11 a provided on the upper surface 1 a of the instrument panel 1 via the vehicle air blowing device 10. The foot opening 31 communicates with the foot outlet 33 via the foot duct 32.

  A defroster / face door 34 that opens and closes the defroster / face opening 30 and a foot door 35 that opens and closes the foot opening 31 are disposed on the upstream side of the air flow of the openings 30 and 31. The defroster / face door 34 and the foot door 35 are blowing mode doors for switching the blowing state of air into the vehicle interior.

  The vehicle air blowing device 10 is arranged in the instrument panel and communicates with the defroster / face opening 30 to guide the conditioned air blown from the defroster / face opening 30 into the vehicle interior.

  Hereinafter, the configuration of the vehicle air blowing device 10 will be described with reference to FIGS. The vehicle air blowing device 10 includes a main casing 11, a flap 12, ten louvers 251 a to 255 a, 261 a to 265 a, a rib 903, and a drive mechanism 14. The louvers 251a to 255a and 261a to 265a are members for rectifying the conditioned air, and the ribs 903 are members for adjusting the air volume of the conditioned air between the louvers 251a and 261a. In addition, in FIGS. 3-15, the correspondence with the up-down, left-right, and front-back direction fixed to the vehicle is shown. In the following, what is simply described as “up”, “down”, “right”, “left”, “front”, and “rear” refers to “up, down, right, left, front, and rear” based on the vehicle. Further, the right side based on the vehicle of this embodiment corresponds to an example of one side, and the left side based on the vehicle corresponds to an example of the other side.

  The main casing 11 is a duct that surrounds the ventilation path X that guides the conditioned air exiting from the defroster / face opening 30 from the air outlet 11a to the vehicle interior. A flap 12, louvers 251a to 255a, 261a to 265a, and the like are also arranged in the ventilation path X surrounded by the main casing 11.

  As shown in FIG. 3, the main casing 11 is a bottomless cylindrical member having a Coanda wall 11b, a front side wall 11c, a left side wall 11d, a right side wall 11e, and a bearing projection 11f. The Coanda wall 11b is a wall formed on the ventilation path X side that forms a Coanda surface that bends gradually toward the vehicle rear side as it extends upward. The lower end of the main casing 11 is connected to the above-described defroster / face opening 30, and the upper end is an air outlet 11 a. The bearing protrusion 11f is a member for supporting a first flap shaft 222 described later.

  The blower outlet 11a is a blower outlet that blows out conditioned air guided from the main casing 11 in the two blowout modes of the defrost mode and the face mode. Here, the defrost mode is a blowing mode in which air-conditioned air is blown toward the windshield 2 to clear the windshield 2 from fogging. The face mode is a blowing mode in which air is blown toward the upper body of the front seat occupant and the conditioned air is circulated in the passenger compartment. The face mode corresponds to an example of the circulating wind mode and an example of another mode. The defrost mode corresponds to an example of the first mode, and the face mode also corresponds to an example of the second mode.

  The blower outlet 11a has an elongated shape in the vehicle width direction, and is disposed over the front of the driver seat and the front of the passenger seat. In addition, the vehicle width direction length of the blower outlet 11a and the arrangement | positioning location in the upper surface 1a can be changed arbitrarily.

  The flap 12 is a wing-shaped member disposed in the ventilation path X. The driving mechanism 14 drives the flap 12 to change the inclination angle of the flap 12 (corresponding to an example of the posture), thereby switching between the defrost mode and the face mode.

  The louvers 251a to 255a and 261a to 265a are arranged side by side in the longitudinal direction of the air outlet 11a in the ventilation path X, and are arranged by the drive mechanism 14 to adjust the air volume distribution of the conditioned air in the longitudinal direction of the air outlet 11a. Driven. Details of the louvers 251a to 255a will be described later. In the present embodiment, the direction in which the louvers 251a to 255a and 261a to 265a are arranged matches the vehicle left-right direction. Louvers 251a-255a are equivalent to an example of a plurality of one side louvers. Louvers 261a-265a are equivalent to an example of a plurality of other side louvers.

  The drive mechanism 14 is a device for driving the rib 903, the flap 12, and the louvers 251a to 255a, 261a to 265a, and includes a servo motor 201, a motor output shaft 202, a basic gear 203, a pendulum gear 204, a gear casing 205, Right connecting shaft 206, left connecting shaft 207, first bevel gear 208, second bevel gear 221, first flap shaft 222, first flap gear 223, second flap gear 224, second flap shaft 225, third flap gear 226, first A three-flap shaft 227, a rib motor 901, and a rib shaft 902 are provided.

  The servo motor 201 is an actuator that generates power for driving the flap 12 and the louvers 251a to 255a and 261a to 265a. As shown in FIGS. 3 to 6, the servo motor 201 is disposed on the vehicle front side of the front side wall 11 c of the main casing 11, and is fixed to the main casing 11 by a structural member (not shown).

  The motor output shaft 202 is an output shaft for transmitting the power generated in the servo motor 201 to the outside of the servo motor 201, and extends from the servo motor 201 to the rear side of the vehicle as shown in FIGS. .

  As shown in FIGS. 4, 6, and 8, the basic gear 203 is connected to the vehicle rear side end portion of the motor output shaft 202, and is a spur gear that rotates coaxially and integrally with the servo motor 201 around the front-rear direction. And external teeth are formed on the outer periphery.

  The pendulum type gear 204 is a fan-shaped plate-shaped member as shown in FIG. 8, and as shown in FIGS. 4, 7, and 8, the pendulum-type gear 204 is externally meshed with the external teeth of the basic gear 203. Teeth are formed. Power is transmitted from the basic gear 203 to the pendulum type gear 204 through the meshing of the external teeth. The gear ratio of the pendulum gear 204 to the basic gear 203 is 0.25. The central part of the arc of the pendulum gear 204 is fixed to the right connection shaft 206. The pendulum gear 204 rotates around the center portion as a rotation axis, coaxially and integrally with the right connection shaft 206 as a front-rear direction.

  The gear casing 205 is a housing that accommodates the right connecting shaft 206, the left connecting shaft 207, the first bevel gear 208, and the second bevel gear 221 therein. As shown in FIGS. 3 to 6, the gear casing 205 is disposed on the vehicle front side and the servo motor 201 on the front side wall 11 c of the main casing 11.

  As shown in FIGS. 4 and 5, the right connection shaft 206 is a straight rod-shaped member having one end pivotally supported by the wall surface of the main casing 11 and the other end fixed to the right transmission gear 213. It extends to. As described above, the right connecting shaft 206 rotates coaxially and integrally with the pendulum gear 204 as a front-rear direction, and rotates coaxially and integrally with the right transmission gear 213 as a front-rear direction.

  As shown in FIGS. 4, 5, and 7 to 9, the right transmission gear 213 is a spur gear whose center of rotation is fixed to the right connection shaft 206, and external teeth are formed on the outer periphery. The right transmission gear 213 is disposed immediately in front of the right rotating rack 215 and immediately behind the pendulum gear 204. As described above, the right transmission gear 213 rotates coaxially and integrally with the right connection shaft 206 about the front-rear direction.

  As shown in FIGS. 4, 5, 7, and 9, the left transmission gear 214 is a spur gear whose center of rotation is fixed to the left connection shaft 207, and external teeth are formed on the outer periphery. The left transmission gear 214 is disposed immediately in front of the left rotating rack 216 and behind the first bevel gear 208. The right transmission gear 213 rotates coaxially and integrally with the right connection shaft 206 around the front-rear direction. Further, the external teeth of the left transmission gear 214 are in mesh with the external teeth of the right transmission gear 213. Power is transmitted from the right transmission gear 213 to the left transmission gear 214 through the meshing of the external teeth. The gear ratio of the left transmission gear 214 to the right transmission gear 213 is 1.

  As shown in FIGS. 5 and 6, the left connection shaft 207 is a straight rod-shaped member having one end pivotally supported on the wall surface of the main casing 11 and the other end fixed to the left transmission gear 214. It extends to. The left connecting shaft 207 rotates coaxially and integrally with the left transmission gear 214 and the first bevel gear 208 about the front-rear direction.

  As shown in FIG. 7, the first bevel gear 208 is connected to the left connecting shaft 207 and rotates coaxially and integrally with the left connecting shaft 207 about the front-rear direction. Further, the first bevel gear 208 has teeth formed on the rear side.

  As shown in FIG. 7, the second bevel gear 221 is connected to the first flap shaft 222, and rotates coaxially and integrally with the first flap shaft 222 about the left-right direction (that is, the vehicle width direction). Further, the second bevel gear 221 has teeth formed on the right side, and the teeth of the first bevel gear 208 mesh with each other. Power is transmitted from the first bevel gear 208 to the second bevel gear 221 through this meshing. The gear ratio of the second bevel gear 221 to the first bevel gear 208 is 1.

  As shown in FIGS. 3 to 5 and FIGS. 7 to 9, the first flap shaft 222 is disposed on the front side of the front side wall 11 c of the main casing 11, one end is fixed to the second bevel gear 221, and the other end is It is a straight bar-shaped member fixed to the first flap gear 223. The first flap shaft 222 is pivotally supported by the left side surface of the gear casing 205 and the bearing projection 11f of the main casing 11 at a portion between both ends, and extends in the left-right direction. The first flap shaft 222 rotates coaxially and integrally with the second bevel gear 221 and the first flap gear 223 around the left-right direction.

  3 to 9, the first flap gear 223 is a spur gear that is disposed on the left side of the left side wall 11d and whose rotation center is fixed to the first flap shaft 222, and has external teeth formed on the outer periphery. ing. The first flap gear 223 rotates coaxially and integrally with the first flap shaft 222 about the left-right direction.

  3 to 9, the second flap gear 224 is a spur gear that is disposed on the left side of the left side wall 11d and whose rotation center is fixed to the second flap shaft 225, and external teeth are formed on the outer periphery. ing. The second flap gear 224 rotates coaxially and integrally with the second flap shaft 225 about the left-right direction. Further, the external teeth of the second flap gear 224 are meshed with the external teeth of the first flap gear 223. Power is transmitted from the first flap gear 223 to the second flap gear 224 through the meshing of the external teeth. The gear ratio of the second flap gear 224 to the first flap gear 223 is 0.34.

  As shown in FIGS. 3 to 5 and 7 to 9, the second flap shaft 225 is disposed on the left side of the left side wall 11 d of the main casing 11, one end is pivotally supported on the left side wall 11 d, and the other end is the first side. It is a rod-shaped member that is fixed to the 2 flap gear 224 and extends straight in the left-right direction. The second flap shaft 225 rotates coaxially and integrally with the second flap gear 224 about the left-right direction.

  3 to 9, the third flap gear 226 is a spur gear that is disposed on the left side of the left side wall 11d and whose rotation center is fixed to the third flap shaft 227, and external teeth are formed on the outer periphery. ing. The third flap gear 226 rotates coaxially and integrally with the third flap shaft 227 about the left-right direction. Further, the external teeth of the third flap gear 226 mesh with the external teeth of the second flap gear 224. Power is transmitted from the second flap gear 224 to the third flap gear 226 through the meshing of the external teeth. The gear ratio of the third flap gear 226 to the second flap gear 224 is 2.18.

  As shown in FIGS. 4 to 5 and FIGS. 7 to 9, the third flap shaft 227 is disposed at a position that passes straight through the main casing 11 in the left-right direction, and one end is pivotally supported on the right side wall 11 e of the main casing 11. The other end is a rod-shaped member fixed to the third flap gear 226. The third flap shaft 227 is pivotally supported on the left side wall 11d at a portion between both ends. Further, the third flap shaft 227 rotates coaxially and integrally with the third flap gear 226 around the left-right direction.

  The flap 12 has two plate members, and each of the plate members extends from the most part in the longitudinal direction of the third flap shaft 227 in the ventilation path X inside the main casing 11. Extends away from the center of rotation. These two plate members are fixed to the third flap shaft 227 and extend symmetrically with respect to the third flap shaft 227. The flap 12 thus configured rotates coaxially and integrally with the third flap shaft 227 about the left-right direction.

  As shown in FIGS. 3 to 12, the right rotating rack 215 is disposed immediately in front of the front side wall 11 c of the main casing 11 and substantially parallel to the front side wall 11 c, and has a fan-shaped plate shape with protrusions formed thereon. It has become. As shown in FIGS. 10 and 11, the right rotating rack 215 includes a right anti-airflow passage side depression 50, first to fifth right ventilation passage side depressions 51 to 55, and a right circumferential wall portion 56.

  The right anti-ventilation passage side recess 50 is a fan-shaped portion that opens and is recessed toward the front side of the vehicle in the upper and lower portions of the right rotating rack 215 in the vertical direction.

  A right notch 57 for avoiding interference between the right connecting shaft 206 and the right transmission gear 213 and the right anti-airflow passage side recess 50 is formed at the left end and the upper portion of the right anti-airflow passage side recess 50. Further, a right circumferential wall portion 56 extending in a substantially arc shape around the right rotation shaft 58 is formed from the right end to the upper end of the right anti-ventilation passage side recess 50. The surface on the ventilation path side depression 50 side corresponds to the end of the right-side ventilation path side depression 50.

  Further, as shown in FIGS. 5, 8, and 10, the upper end portion of the surface of the right circumferential wall portion 56 on the right anti-ventilation passage side recess 50 side is arranged in an arc shape centering on the right rotation shaft 58. A right driven internal tooth 56a is formed.

  Further, as shown in FIGS. 5 and 8, a right transmission gear 213 is disposed in the vicinity of the right driven internal tooth 56 a of the right anti-ventilation passage side recess 50, and the external teeth and the right driven of the right transmission gear 213 are arranged. The inner teeth 56a are engaged with each other. Power is transmitted from the right transmission gear 213 to the right rotating rack 215 via the meshing between the external teeth and the internal field. The gear ratio of the right rotating rack 215 to the right transmission gear 213 is 0.14.

  The first right ventilation path-side recess 51 is a fan-shaped portion that is open and recessed toward the vehicle rear side (that is, the ventilation path X side) below the right-side anti-ventilation path-side recess 50 and at the left end of the right rotating rack 215. is there. First right internal teeth 51 a arranged in an arc shape around the right rotation shaft 58 are formed from the right end portion to the upper end portion of the first right ventilation path side recess 51.

  Also, as shown in FIGS. 9 and 12, the first right louver gear 251b is accommodated in the first right ventilation path side recess 51, and the external teeth of the first right louver gear 251b and the first right internal teeth 51a. Are engaged. Power is transmitted from the right rotating rack 215 to the first right louver gear 251b through the meshing between the external teeth and the internal field.

  The size of the first right ventilation path side depression 51 is such that the relative arrangement of the first right louver gear 251b in the first right ventilation path side depression 51 can change as the right rotating rack 215 rotates. ing.

  The second right ventilation path side depression 52 is a fan-shaped portion that is open and recessed toward the vehicle rear side below the right anti-ventilation path side depression 50 and to the right of the first right ventilation path side depression 51. A second right internal tooth 52 a arranged in an arc shape around the right rotation shaft 58 is formed at the right end portion of the second right ventilation path side recess 52.

  Further, as shown in FIGS. 9 and 12, the second right louver gear 252b is rotatably accommodated in the second right ventilation path side recess 52, and the second teeth of the second right louver gear 252b and the second tooth The right inner teeth 52a are engaged with each other. Power is transmitted from the right rotating rack 215 to the second right louver gear 252b through the meshing between the external teeth and the internal field.

  The size of the second right ventilation path side depression 52 is such that the relative arrangement of the second right louver gear 252b in the second right ventilation path side depression 52 can change as the right rotating rack 215 rotates. ing.

  The third right ventilation path-side depression 53 is a fan-shaped part that is open and recessed toward the vehicle rear side below the right-side ventilation path-side depression 50 and to the right of the second right ventilation path-side depression 52. A third right internal tooth 53 a arranged in an arc shape around the right rotation shaft 58 is formed at the right end of the third right ventilation path side recess 53.

  Further, as shown in FIGS. 9 and 12, the third right louver gear 253b is rotatably accommodated in the third right ventilation path side recess 53, and the third teeth of the third right louver gear 253b and the third teeth The right inner tooth 53a is engaged. Power is transmitted from the right rotating rack 215 to the third right louver gear 253b through the meshing between the external teeth and the internal field.

  The size of the third right ventilation path side depression 53 is such that the relative arrangement of the third right louver gear 253b in the third right ventilation path side depression 53 can change with the rotation of the right rotating rack 215. ing.

  The fourth right ventilation path side depression 54 is a fan-shaped part that is open and recessed toward the rear side of the vehicle below the right counter ventilation path side depression 50 and to the right of the third right ventilation path side depression 53. A fourth right internal tooth 54 a arranged in an arc shape with the right rotation shaft 58 as the center is formed at the right end of the fourth right ventilation path side recess 54.

  Further, as shown in FIGS. 9 and 12, the fourth right louver gear 254b is rotatably accommodated in the fourth right ventilation path side recess 54, and the fourth teeth of the fourth right louver gear 254b and the fourth teeth. The right inner tooth 54a is engaged. Power is transmitted from the right rotating rack 215 to the fourth right louver gear 254b through the meshing between the external teeth and the internal field.

  The size of the fourth right ventilation path side depression 54 is such that the relative arrangement of the fourth right louver gear 254b in the fourth right ventilation path side depression 54 can be changed with the rotation of the right rotating rack 215. ing.

  The fifth right ventilation path-side depression 55 is a fan-shaped part that is open and recessed toward the vehicle rear side below the right-side ventilation path-side depression 50 and to the right of the fourth right ventilation path-side depression 54. A fifth right internal tooth 55 a arranged in an arc shape with the right rotation shaft 58 as the center is formed at the right end of the fifth right ventilation path side recess 55.

  Further, as shown in FIGS. 9 and 12, the fifth right louver gear 255b is rotatably accommodated in the fifth right ventilation path side recess 55, and the outer teeth of the fifth right louver gear 255b and the fifth tooth The right inner tooth 55a is engaged. Power is transmitted from the right rotating rack 215 to the fifth right louver gear 255b through the meshing between the external teeth and the internal field.

  The size of the fifth right ventilation path side depression 55 is such that the relative arrangement of the fifth right louver gear 255b in the fifth right ventilation path side depression 55 can change with the rotation of the right rotating rack 215. ing.

  Further, as shown in FIG. 12, the first to fifth right inner teeth 51a to 55a are arranged such that the position of the mating right louver gear of the first to fifth right louver gears 251b to 255b is the rotation center position of the right rotation shaft 58. The farther away from (corresponding to an example of the one-side reference position), the larger the reference circle diameter is, the larger the arc is.

  More specifically, the first, second, third, fourth, and fifth right internal teeth 51a, 52a, 53a, 54a, and 55a have a distance from the center position of the right rotation shaft 58 of 1 in this order. There is a relationship of 2 to 3 to 4 to 5. At the same time, the reference circular diameters of the arcs formed by the first, second, third, fourth, and fifth right internal teeth 51a, 52a, 53a, 54a, and 55a are in this order, 1 to 2 to 3 to 4 pairs. There are five relationships.

  That is, the reference circular diameter of the arc formed by the first to fifth right inner teeth 51a to 55a is the center of rotation of the right rotating shaft 58 from the position of the mating right louver gear of the first to fifth right louver gears 251b to 255b. It increases in proportion to the linear distance to the position.

  As a result, the gear ratios of the first, second, third, fourth, and fifth right louver gears 251b, 252b, 253b, 254b, and 255b with respect to the right rotating rack 215 are 3.50 and 7.00, respectively. 10.50, 14.00, and 17.50.

  As shown in FIGS. 4, 7, and 11, the right rotation shaft 58 is a rod-shaped member that extends straight rearward from the lower left end of the first right ventilation path side recess 51. As shown in FIGS. 4 and 7, the tip of the right rotation shaft 58 is pivotally supported on the Coanda wall 11 b of the main casing 11. Further, the right rotation shaft 58 passes below the third flap shaft 227 and the flap 12 between its root and tip. The entire right rotating rack 215 rotates integrally with the central axis of the right rotating shaft 58 as the center of rotation.

  As shown in FIGS. 3 to 12, the left rotating rack 216 is disposed immediately in front of the front side wall 11 c of the main casing 11, substantially parallel to the front side wall 11 c, and adjacent to the left side of the right rotating rack 215. This is a shape in which protrusions are formed in the plate shape. As shown in FIGS. 10 and 11, the left rotating rack 216 includes a left anti-airflow passage side depression 60, first to fifth left ventilation passage side depressions 61 to 65, and a left circumferential wall 66.

  The left anti-airflow passage side recessed portion 60 is a fan-shaped portion that is open and recessed toward the front side of the vehicle at the upper and lower portions of the left rotating rack 216 in the vertical direction.

  A left notch 67 for avoiding interference between the left connecting shaft 207 and the left transmission gear 214 and the left anti-air passage side recess 60 is formed at the right end and upper part of the left anti-air passage side recess 60. Further, a left circumferential wall portion 66 extending in a substantially arc shape around the left rotation shaft 68 is formed from the left end to the upper end of the left anti-air ventilation passage side recess 60. The surface on the ventilation path side depression 60 side corresponds to the end of the left-handed ventilation path side depression 60.

  Further, as shown in FIGS. 5, 8, and 10, the upper end portion of the surface of the left circumferential wall 66 on the left anti-airflow passage side recess 60 side is arranged in an arc shape with the left rotation shaft 68 as the center. Left driven internal teeth 66a are formed.

  Further, as shown in FIGS. 5 and 8, a left transmission gear 214 is disposed in the vicinity of the left driven internal tooth 66a of the left counter air passage side recess 60, and the external teeth of the left transmission gear 214 and the left driven gear are provided. The inner teeth 66a are engaged with each other. Power is transmitted from the left transmission gear 214 to the left rotating rack 216 through the meshing between the external teeth and the internal field. The gear ratio of the left rotating rack 216 with respect to the left transmission gear 214 is 0.14.

  The first left ventilation path side recess 61 is a fan-shaped portion that is open and recessed toward the vehicle rear side (that is, the ventilation path X side) below the left counter-flow ventilation path side recess 60 and at the right end of the left rotating rack 216. is there. A first left internal tooth 61 a arranged in an arc shape around the left rotation shaft 68 is formed from the left end portion to the upper end portion of the first left ventilation path side recess 61.

  Further, as shown in FIGS. 9 and 12, the first left louver gear 261b is accommodated in the first left ventilation passage side recess 61, and the external teeth of the first left louver gear 261b and the first left internal teeth 61a. Are engaged. Power is transmitted from the left rotating rack 216 to the first left louver gear 261b through the meshing between the external teeth and the internal field.

  The size of the first left ventilation path side depression 61 is such that the relative arrangement of the first left louver gear 261b in the first left ventilation path side depression 61 can change with the rotation of the left rotating rack 216. ing.

  The second left ventilation path side depression 62 is a fan-shaped part that is open and recessed toward the vehicle rear side below the left counter-flow ventilation path side depression 60 and to the left of the first left ventilation path side depression 61. A second left internal tooth 62 a arranged in an arc shape with the left rotation shaft 68 as the center is formed at the right end of the second left ventilation path side recess 62.

  As shown in FIGS. 9 and 12, the second left louver gear 262b is rotatably accommodated in the second left ventilation path side recess 62, and the second left louver gear 262b and the second teeth are connected to the second left louver gear 262b. The left inner teeth 62a are engaged with each other. Power is transmitted from the left rotating rack 216 to the second left louver gear 262b through the meshing between the external teeth and the internal field.

  The size of the second left ventilation path side recess 62 is such that the relative arrangement of the second left louver gear 262b in the second left ventilation path side recess 62 can change with the rotation of the left rotating rack 216. ing.

  The third left ventilation path side depression 63 is a fan-shaped portion that opens and is recessed toward the rear side of the vehicle, below the left counter ventilation path side depression 60 and to the left of the second left ventilation path side depression 62. A third left internal tooth 63 a arranged in an arc shape around the left rotation shaft 68 is formed at the left end of the third left ventilation path side recess 63.

  Further, as shown in FIGS. 9 and 12, the third left louver gear 263b is rotatably accommodated in the third left ventilation passage side recess 63, and the third teeth of the third left louver gear 263b and the third teeth The left inner teeth 63a are engaged with each other. Power is transmitted from the left rotating rack 216 to the third left louver gear 263b through the meshing between the external teeth and the internal field.

  The size of the third left ventilation path side depression 63 is such that the relative arrangement of the third left louver gear 263b in the third left ventilation path side depression 63 can be changed with the rotation of the left rotating rack 216. ing.

  The fourth left ventilation path side depression 64 is a fan-shaped part that is open and recessed toward the vehicle rear side below the left anti-ventilation path depression 60 and to the left of the third left ventilation path side depression 63. A fourth left internal tooth 64 a arranged in an arc shape around the left rotation shaft 68 is formed at the left end of the fourth left ventilation path side recess 64.

  Further, as shown in FIGS. 9 and 12, the fourth left louver gear 264b is rotatably accommodated in the fourth left ventilation path side recess 64, and the fourth teeth of the fourth left louver gear 264b and the fourth teeth. The left inner teeth 64a are engaged. Power is transmitted from the left rotating rack 216 to the fourth left louver gear 264b through the meshing between the external teeth and the internal field.

  The size of the fourth left ventilation path side depression 64 is such that the relative arrangement of the fourth left louver gear 264b within the fourth left ventilation path side depression 64 can change with the rotation of the left rotating rack 216. ing.

  The fifth left ventilation path-side depression 65 is a fan-shaped part that is open and recessed toward the vehicle rear side below the left counter-flow ventilation path-side depression 60 and to the left of the fourth left ventilation path-side depression 64. A fifth left internal tooth 65 a is formed at the left end of the fifth left ventilation path side recess 65 in a circular arc shape with the left rotation shaft 68 as the center.

  Further, as shown in FIGS. 9 and 12, the fifth left louver gear 265b is rotatably accommodated in the fifth left ventilation path side recess 65, and the fifth left louver gear 265b and the fifth teeth The left inner teeth 65a are engaged with each other. Power is transmitted from the left rotating rack 216 to the fifth left louver gear 265b through the meshing between the external teeth and the internal field.

  The size of the fifth left ventilation path side recess 65 is such that the relative arrangement of the fifth left louver gear 265b in the fifth left ventilation path side recess 65 can change with the rotation of the left rotating rack 216. ing.

  Further, as shown in FIG. 12, the first to fifth left inner teeth 61a to 65a are arranged such that the position of the mating left louver gear of the first to fifth left louver gears 261b to 265b is the rotation center position of the left rotation shaft 68. The farther away from (corresponding to an example of the other-side reference position), the larger the reference circle diameter is, the larger the arc is.

  More specifically, the first, second, third, fourth, and fifth left internal teeth 61a, 62a, 63a, 64a, and 65a have a distance from the center position of the left rotation shaft 68 of 1 in this order. There is a relationship of 2 to 3 to 4 to 5. At the same time, the reference circular diameters of the arcs formed by the first, second, third, fourth, and fifth left internal teeth 61a, 62a, 63a, 64a, and 65a are in this order 1 to 2 to 3 to 4 pairs. There are five relationships.

  That is, the reference circular diameter of the arc formed by the first to fifth left inner teeth 61a to 65a is the center of rotation of the left rotation shaft 68 from the position of the mating left louver gear of the first to fifth left louver gears 261b to 265b. It increases in proportion to the linear distance to the position.

  As a result, the gear ratios of the first, second, third, fourth, and fifth left louver gears 261b, 262b, 263b, 264b, and 265b with respect to the left rotating rack 216 are 3.50, 7.00, 10.50, 14.00, and 17.50.

  As shown in FIGS. 4, 7, and 11, the left rotation shaft 68 is a rod-shaped member that extends straight from the right lower end of the first left ventilation path side recess 61 toward the rear. As shown in FIGS. 4 and 7, the tip of the left rotation shaft 68 is pivotally supported on the Coanda wall 11 b of the main casing 11. Further, the left rotation shaft 68 passes below the third flap shaft 227 and the flap 12 between its root and tip. The entire left rotating rack 216 rotates integrally with the central axis of the left rotating shaft 68 as the center of rotation.

  Each of the first, second, third, fourth, and fifth right louver shafts 251, 252, 253, 254, and 255 is a rod-shaped member that extends straight in the front-rear direction, as shown in FIGS. is there. The front ends of the first to fifth right louver shafts 251 to 255 are fixed to the rotation centers of the first to fifth right louver gears 251b to 255b, respectively, and the rear ends are pivotally supported by the Coanda wall 11b. Each of the first to fifth right louver shafts 251 to 255 penetrates the front side wall 11c of the main casing 11 between both ends thereof and is positioned below the third flap shaft 227 and the flap 12. The first to fifth right louver shafts 251 to 255 rotate coaxially and integrally with the first to fifth right louver gears 251b to 255b as the axis in the front-rear direction.

  Each of the first, second, third, fourth, and fifth right louver gears 251b, 252b, 253b, 254b, and 255b, respectively, as shown in FIG. 12 and transparently shown in FIG. The center of rotation is a spur gear fixed to the first to fifth right louver shafts 251 to 255, and external teeth are formed on the outer periphery. The first to fifth right louver gears 251b to 255b rotate coaxially and integrally with the first to fifth right louver shafts 251 to 255 about the front-rear direction. The external teeth of the first to fifth right louver gears 251b to 255b are accommodated in the first to fifth right ventilation path side recesses 51 to 55, respectively, and the first to fifth right inner teeth 51a to 55a, respectively. Engage. Power is transmitted from the right rotating rack 215 to the first to fifth right louver gears 251b to 255b through the meshing of the outer teeth and the inner teeth.

  The first right louver 251a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the first right louver shaft 251. 1 The louver shaft 251 extends away from the center of rotation. The two plate members are fixed to the first right louver shaft 251 and extend symmetrically with respect to the first right louver shaft 251. The thus configured first right louver 251a rotates coaxially and integrally with the first right louver shaft 251 and the first right louver gear 251b with the front-rear direction as an axis.

  The second right louver 252a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the second right louver shaft 252. 2 Extends away from the center of rotation of the right louver shaft 252. The two plate members are fixed to the second right louver shaft 252 and extend symmetrically with respect to the second right louver shaft 252. The second right louver 252a configured in this manner rotates coaxially and integrally with the second right louver shaft 252 and the second right louver gear 252b as the axis in the front-rear direction.

  The third right louver 253a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the third right louver shaft 253. 3 Extends away from the center of rotation of the right louver shaft 253. The two plate members are fixed to the third right louver shaft 253 and extend symmetrically with respect to the third right louver shaft 253. The third right louver 253a configured in this manner rotates coaxially and integrally with the third right louver shaft 253 and the third right louver gear 253b as the axis in the front-rear direction.

  The fourth right louver 254a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the fourth right louver shaft 254. 4 The louver shaft 254 extends away from the center of rotation. The two plate members are fixed to the fourth right louver shaft 254 and extend symmetrically with respect to the fourth right louver shaft 254. The fourth right louver 254a configured in this way rotates coaxially and integrally with the fourth right louver shaft 254 and the fourth right louver gear 254b as the axis in the front-rear direction.

  The fifth right louver 255a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the fifth right louver shaft 255. 5 Extends away from the center of rotation of the right louver shaft 255. The two plate members are fixed to the fifth right louver shaft 255 and extend symmetrically with respect to the fifth right louver shaft 255. The fifth right louver 255a thus configured rotates coaxially and integrally with the fifth right louver shaft 255 and the fifth right louver gear 255b with the front-rear direction as an axis.

  Each of the first, second, third, fourth, and fifth left louver shafts 261, 262, 263, 264, and 265 is a rod-shaped member that extends straight in the front-rear direction, as shown in FIGS. is there. The front ends of the first to fifth left louver shafts 261 to 265 are fixed to the rotation centers of the first to fifth left louver gears 261b to 265b, respectively, and the rear ends are pivotally supported by the Coanda wall 11b. Each of the first to fifth left louver shafts 261 to 265 penetrates the front side wall 11c of the main casing 11 between both ends thereof and is positioned below the third flap shaft 227 and the flap 12. The first to fifth left louver shafts 261 to 265 rotate coaxially and integrally with the first to fifth left louver gears 261b to 265b, respectively, around the front-rear direction.

  Each of the first, second, third, fourth, and fifth left louver gears 261b, 262b, 263b, 264b, and 265b is as shown in FIG. 12 and transparently shown in FIG. The center of rotation is a spur gear fixed to the first to fifth left louver shafts 261 to 265, and external teeth are formed on the outer periphery. The first to fifth left louver gears 261b to 265b rotate coaxially and integrally with the first to fifth left louver shafts 261 to 265, respectively, around the front-rear direction. The external teeth of the first to fifth left louver gears 261b to 265b are accommodated in the first to fifth left ventilation path side recesses 61 to 65, respectively, and the first to fifth left inner teeth 61a to 65a, respectively. Engage. Power is transmitted from the left rotating rack 216 to the first to fifth left louver gears 261b to 265b through the meshing of the outer teeth and the inner teeth.

  The first left louver 261a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the first left louver shaft 261. 1 The louver shaft 261 extends away from the center of rotation. The two plate members are fixed to the first left louver shaft 261 and extend symmetrically with respect to the first left louver shaft 261. The first left louver 261a configured in this manner rotates coaxially and integrally with the first left louver shaft 261 and the first left louver gear 261b about the front-rear direction.

  The second left louver 262a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the second left louver shaft 262. 2 Extends away from the center of rotation of the left louver shaft 262. The two plate members are fixed to the second left louver shaft 262 and extend symmetrically with respect to the second left louver shaft 262. The second left louver 262a configured in this manner rotates coaxially and integrally with the second left louver shaft 262 and the second left louver gear 262b about the front-rear direction.

  The third left louver 263a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the third left louver shaft 263. 3 Extends away from the center of rotation of the left louver shaft 263. The two plate members are fixed to the third left louver shaft 263 and extend symmetrically with respect to the third left louver shaft 263. The third left louver 263a configured in this way rotates coaxially and integrally with the third left louver shaft 263 and the third left louver gear 263b as the axis in the front-rear direction.

  The fourth left louver 264 a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the fourth left louver shaft 264. 4 The left louver shaft 264 extends away from the center of rotation. The two plate members are fixed to the fourth left louver shaft 264 and extend symmetrically with respect to the fourth left louver shaft 264. The fourth left louver 264a configured in this manner rotates coaxially and integrally with the fourth left louver shaft 264 and the fourth left louver gear 264b with the front-rear direction as an axis.

  The fifth left louver 265a has two flat plate members, and each of these plate members is located in the ventilation path X inside the main casing 11 from the most part in the longitudinal direction of the fifth left louver shaft 265. 5 Extends away from the center of rotation of the left louver shaft 265. The two plate members are fixed to the fifth left louver shaft 265 and extend symmetrically with respect to the fifth left louver shaft 265. The fifth left louver 265a configured in this manner rotates coaxially and integrally with the fifth left louver shaft 265 and the fifth left louver gear 265b as the axis in the front-rear direction.

  The rib motor 901 is an actuator that generates power for driving the rib 903. The rib motor 901 is, for example, a servo motor. The rib motor 901 is provided separately from the servo motor 201. As shown in FIGS. 3 to 6, the rib motor 901 is disposed on the vehicle front side of the front side wall 11 c of the main casing 11, and is fixed to the main casing 11 by a structural member (not shown).

  The rib shaft 902 is an output shaft for transmitting the power generated in the rib motor 901 to the rib 903, and is formed of, for example, resin or metal. As shown in FIGS. 3 and 6, the rib shaft 902 extends from the rib motor 901 to the vehicle rear side. Therefore, the rib shaft 902 extends in parallel with the louver shafts 251 to 255 and 261 to 265. Further, the rib shaft 902 is disposed at an equal distance from the first right louver shaft 251 and the first left louver shaft 261.

  The rib shaft 902 extends through the front side wall 11c into the ventilation path X, and further extends through the rib 903 to the Coanda wall 11b as shown in FIG. As a result, the rib shaft 902 is pivotally supported by the front side wall 11c and the Coanda wall 11b and can rotate.

  As shown in FIG. 4, the rib 903 is a member that is disposed in the ventilation path X and is fixed to the rib shaft 902, and is formed of, for example, resin.

  Here, the arrangement of the ribs 903 will be described more specifically. As shown in FIGS. 7, 8, and 9, the rib 903 is arranged between the first right louver 251a and the first left louver 261a in the left-right direction. The first right louver 251a corresponds to an example of one side adjacent louver. The first left louver 261a corresponds to an example of the other side adjacent louver.

  Therefore, with respect to the left-right direction, the louvers 251a to 255a are arranged on the right side of the rib 903, that is, one side, and the louvers 261a to 265a are arranged on the left side of the rib 903, that is, the other side different from the one side. The

  Further, with respect to the vertical direction, the upper ends of the ribs 903 are disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 903 is arrange | positioned below the lower end of louvers 251a-255a, 261a-265a.

  Here, the shape of the rib 903 will be described. As shown in FIGS. 13, 14, and 15, the outer shape of the rib 903 has an elliptic cylinder shape. The outer shape of the cross section obtained by cutting the rib 903 with a cross section perpendicular to the longitudinal direction (that is, the front-rear direction) of the rib shaft 902 is the same ellipse at any position. The elliptical major axis D1 is larger than the minor axis D2. The rotational axis of the rib 903 is located at the center position of this ellipse (ie, the geometric gravity center).

  As shown in FIG. 13, the rib 903 is symmetrical with respect to the first surface 951 including the rotational axis of the rib 903 and parallel to the rotational axis. In addition, the rib 903 includes a rotation axis of the rib 903 and is symmetrical with a second surface 952 parallel to the rotation axis as a symmetry plane. The first surface 951 and the second surface 952 intersect each other at a right angle.

  Further, in the rib 903, a hole through which the rib shaft 902 is inserted is formed at the center of the ellipse. The rib shaft 902 and the rib 903 are fixed by press-fitting the rib shaft 902 into the hole.

  As a result, the rib 903 rotates in synchronization with the rib shaft 902. Therefore, the power of the rib motor 901 is transmitted to the rib 903 via the rib shaft 902.

  The configuration of the vehicle air blowing device 10 is as described above. 1 to 15 show the state of the vehicle air blowing device 10 in the face mode. 16 and 17 show the positions and postures of the ribs 903, louvers 251a to 255a, 261a to 265a, and the flap 12 in the face mode.

  In the face mode, the above-described control device opens the defroster / face door 34 and closes the foot door 35, so that the conditioned air enters the ventilation path X of the vehicle air blowing device 10 from the defroster / face opening 30.

  In the face mode, the left side portion of the external teeth of the pendulum gear 204 meshes with the basic gear 203 as shown in FIG. 8, and the right rotating rack 215 of the right rotating rack 215 is engaged as shown in FIGS. 5, 8, and 9 to 12. The bottom surface and the bottom surface of the left rotating rack 216 are parallel.

  As a result, in the face mode, as shown in FIGS. 9 and 16, the first to fifth right louvers 251 a to 255 a extend vertically from the rotation centers of the first to fifth right louver shafts 251 to 255, respectively. The first to fifth left louvers 261a to 265a also extend in the vertical direction from the rotation centers of the first to fifth left louver shafts 261 to 265, respectively. That is, the inclination angle of the louvers 251a to 255a and 261a to 265a with respect to the vertical direction is 0 °. In the face mode, as shown in FIGS. 4, 7 to 9, and 14, the flap 12 is 60 clockwise from the rotation center of the third flap shaft 227 when viewed from the left side with respect to the vertical direction. Extends at an inclination angle of °.

  In the face mode, the rib 903 assumes a posture as shown in FIGS. 13 to 16, so that the symmetry plane 951 is orthogonal to the left-right direction and the symmetry plane 952 is orthogonal to the vertical direction.

  In such a face mode, the conditioned air that has entered the ventilation path X of the vehicle air blowing device 10 from the defroster / face opening 30 of the air conditioning case 21 has louvers 251a to 255a and 261a to 265a as shown in FIG. It advances straight, that is, without being bent in the left-right direction by the louvers 251a to 255a and 261a to 265a.

  In the face mode, the degree to which the rib 903 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is smaller than in the defrost mode described later. Therefore, the volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode described later.

  This is because the rib 903 has the shortest posture in the left-right direction within a range in which the rib 903 can rotate about the rib shaft 902 as a rotation axis. Moreover, since the lower end of the rib 903, that is, the side facing the conditioned air is rounded, the flow of the conditioned air is less likely to be hindered. Further, the upper side of the rib 903 tapers smoothly as it goes upward. Therefore, the possibility that the conditioned air becomes turbulent above the rib 903 is reduced.

  The conditioned air passing through the louvers 251a to 255a and 261a to 265a passes beside the flap 12. As shown in FIG. 14, in the face mode, the channel cross-sectional area on the rear side of the flap 12 is narrower than that in the defrost mode described later. Therefore, a high-speed airflow is formed in the flow path on the rear side of the flap 12, and a low-speed airflow is formed in the flow path on the front side of the flap 12.

  The conditioned air that has become a high-speed air current flows along the Coanda wall 11b and the upper surface 1a of the instrument panel 1 (see FIG. 1) by the Coanda effect, and is bent toward the vehicle rear side. As a result, the conditioned air (for example, cold air) whose temperature is adjusted by the vehicle air conditioner 20 is blown out from the air outlet 11a toward the upper body of the occupant. Moreover, as shown in FIG. 13, since the conditioned air is blown out without spreading in the left-right direction, the conditioned air is blown out from the air outlet 11a in a concentrated manner on the upper body of the occupant.

  Next, the operation at the time of switching from the face mode to the defrost mode will be described. The control device described above operates the servo motor 201 to switch from the face mode to the defrost mode. Then, the motor output shaft 202 shown in FIG. 18 rotates 80 ° clockwise in FIG. 18 in synchronization with the servo motor 201. The basic gear 203 also rotates in synchronization with the motor output shaft 202.

  Along with this, the pendulum gear 204 meshing with the basic gear 203 rotates 20 ° counterclockwise in FIG. The right connecting shaft 206 and the right transmission gear 213 rotate in the same manner in synchronization with the pendulum gear 204.

  Accordingly, the left transmission gear 214 that meshes with the right transmission gear 213 rotates 20 ° clockwise in FIG. The left connecting shaft 207 and the first bevel gear 208 are similarly rotated in synchronization with the left transmission gear 214.

  Along with this, the second bevel gear 221 that meshes with the first bevel gear 208 rotates 20 ° counterclockwise as viewed from the left. The first flap shaft 222 and the first flap gear 223 are similarly rotated in synchronization with the second bevel gear 221.

  Accordingly, the second flap gear 224 that meshes with the first flap gear 223 rotates 6.89 ° clockwise as viewed from the left. Accordingly, the third flap gear 226 that meshes with the second flap gear 224 rotates 15 ° counterclockwise as viewed from the left. The third flap shaft 227 and the flap 12 rotate in the same manner in synchronization with the third flap gear 226. As a result, the flap 12 rotates 15 ° counterclockwise as viewed from the left as shown in FIGS.

  Further, when the right rotating rack 215 meshed with the right transmission gear 213 by the right driven internal tooth 56a transmits force through this meshing, the clockwise rotation in FIG. Rotate 86 °. Accordingly, the first right louver gear 251b that meshes with the first right internal tooth 51a of the right rotating rack 215 rotates 10 ° clockwise in FIG. 19 by transmitting force through this meshing. The first right louver shaft 251 and the first right louver 251a also rotate in the same manner in synchronization with the first right louver gear 251b.

  Further, the second right louver gear 252b that meshes with the second right internal tooth 52a of the right rotating rack 215 rotates 20 ° clockwise in FIG. 19 by transmitting the force through this meshing. The second right louver shaft 252 and the second right louver 252a rotate in the same manner in synchronization with the second right louver gear 252b.

  Further, the third right louver gear 253b meshing with the third right internal tooth 53a of the right rotating rack 215 rotates 30 ° clockwise in FIG. 19 by transmitting the force through this meshing. The third right louver shaft 253 and the third right louver 253a rotate in the same manner in synchronization with the third right louver gear 253b.

  Further, the fourth right louver gear 254b meshing with the fourth right inner tooth 54a of the right rotating rack 215 rotates 40 ° clockwise in FIG. 19 by transmitting the force through the meshing. The fourth right louver shaft 254 and the fourth right louver 254a rotate in the same manner in synchronization with the fourth right louver gear 254b.

  Further, the fifth right louver gear 255b that meshes with the fifth right internal tooth 55a of the right rotating rack 215 rotates 10 ° clockwise in FIG. 19 by transmitting the force through this meshing. The fifth right louver shaft 255 and the fifth right louver 255a rotate in the same manner in synchronization with the fifth right louver gear 255b.

  As a result, as shown in FIGS. 19 and 20, the first right louver 251a, the second right louver 252a, the third right louver 253a, the fourth right louver 254a, and the fifth right louver 255a are respectively shown in FIGS. At 17, the rotation is clockwise by 10 °, 20 °, 30 °, 40 °, and 50 °.

  Further, the left rotating rack 216 meshed with the left transmission gear 214 by the left driven internal tooth 66a transmits force through this meshing, so that the counterclockwise 2 in FIG. Rotate 86 °. Accordingly, the first left louver gear 261b that meshes with the first left internal tooth 61a of the left rotating rack 216 rotates 10 ° counterclockwise in FIG. 19 by transmitting force through this meshing. The first left louver shaft 261 and the first left louver 261a rotate in the same manner in synchronization with the first left louver 261a.

  Further, the second left louver gear 262b that meshes with the second left internal tooth 62a of the left rotating rack 216 rotates 20 ° counterclockwise in FIG. 19 by transmitting the force through this meshing. The second left louver shaft 262 and the second left louver 262a rotate in the same manner in synchronization with the second left louver gear 262b.

  Further, the third left louver gear 263b that meshes with the third left internal tooth 63a of the left rotating rack 216 rotates 30 ° counterclockwise in FIG. 19 by transmitting the force through this meshing. The third left louver shaft 263 and the third left louver 263a rotate in the same manner in synchronization with the third left louver gear 263b.

  Further, the fourth left louver gear 264b meshing with the fourth left inner tooth 64a of the left rotating rack 216 rotates 40 ° counterclockwise in FIG. 19 by transmitting the force through this meshing. The fourth left louver shaft 264 and the fourth left louver 264a rotate in the same manner in synchronization with the fourth left louver gear 264b.

  Further, the fifth left louver gear 265b that meshes with the fifth left internal tooth 65a of the left rotating rack 216 rotates 50 ° counterclockwise in FIG. 19 by transmitting force through this meshing. The fifth left louver shaft 265 and the fifth left louver 265a rotate in the same manner in synchronization with the fifth left louver gear 265b.

  As a result, as shown in FIGS. 19 and 20, the first left louver 261a, the second left louver 262a, the third left louver 263a, the fourth left louver 264a, and the fifth left louver 265a are respectively shown in FIGS. At 20, it rotates 10 °, 20 °, 30 °, 40 °, 50 ° counterclockwise.

  Therefore, in the defrost mode after the switching from the face mode to the defrost mode is completed, the right side portion of the external teeth of the pendulum gear 204 and the motor output shaft 202 are engaged with each other as shown in FIG. Thus, the bottom surface of the right rotating rack 215 and the bottom surface of the left rotating rack 216 are not parallel.

  Further, the above-described control device operates the rib motor 901 together with the servo motor 201 in order to switch from the face mode to the defrost mode. Then, the rib shaft 902 rotates 90 ° counterclockwise in FIG. 19 in synchronization with the rib motor 901. As a result, the rib 903 also rotates 90 ° counterclockwise in FIGS. 19 and 20 with the rib shaft 902 as the rotation axis.

  In the defrost mode, as shown in FIGS. 19 and 20, the first to fifth right louvers 251 a to 255 a are respectively in the vertical direction from the rotation center of the first to fifth right louver shafts 251 to 255. When viewed from the rear, it extends clockwise at an inclination angle of 10 °, 20 °, 30 °, 40 °, and 50 °.

  Therefore, each of the louvers 251a to 255a has a larger inclination angle in the defrost mode than in the face mode. The inclination angle here is a clockwise inclination angle with respect to the vertical direction when each of the louvers 251a to 255a is viewed from the rear of the vehicle (that is, as viewed in FIG. 20). Therefore, as each of the louvers 251a to 255a increases, the louver 261a increases from the upstream end (ie, the lower end) to the downstream end (ie, the upper end) of the air flow of the conditioned air. The degree of separation from ˜265a increases.

  More specifically, the louvers 251a to 255a change the inclination angle change amount (posture change amount) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Are respectively 10 °, 20 °, 30 °, 40 °, and 50 °.

  In the defrost mode, as shown in FIGS. 19 and 20, the first to fifth left louvers 261 a to 265 a are respectively moved in the vertical direction from the rotation center of the first to fifth left louver shafts 261 to 265. When viewed from the rear, it extends counterclockwise at an inclination angle of 10 °, 20 °, 30 °, 40 °, and 50 °.

  Therefore, each of louvers 261a to 265a has a larger inclination angle in the defrost mode than in face mode. The inclination angle referred to here is a counterclockwise inclination angle with respect to the vertical direction when each of the louvers 261a to 265a is viewed from the rear of the vehicle (that is, as viewed in FIG. 20). Accordingly, each of the louvers 261a to 265a has a larger directional angle as the louver 251a moves from the upstream end (ie, the lower end) to the downstream end (ie, the upper end) of the air flow of the conditioned air. The degree of separation from ~ 255a increases.

  More specifically, the louvers 261a to 265a change the tilt angle (posture change amount) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Are respectively 10 °, 20 °, 30 °, 40 °, and 50 °.

  In the defrost mode, as shown in FIG. 21, the flap 12 extends from the center of rotation of the third flap shaft 227 with an inclination angle of 45 ° clockwise as viewed from the left with respect to the vertical direction.

  In the defrost mode, the rib 903 assumes a posture as shown in FIGS. This posture is a posture in which the rib 903 in FIG. 20 is rotated 90 ° counterclockwise with respect to the face mode. Therefore, in the defrost mode, the symmetry plane 951 shown in FIG. 13 is orthogonal to the vertical direction, and the symmetry plane 952 is orthogonal to the horizontal direction.

  Therefore, the rib 903 changes the amount of change in inclination angle (corresponding to an example of posture change) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, the above-described control device opens the defroster / face door 34 and closes the foot door 35, so that the conditioned air enters the ventilation path X of the vehicle air blowing device 10 from the defroster / face opening 30.

  In such a defrost mode, the conditioned air entering the ventilation path X of the vehicle air blowing device 10 from the defroster / face opening 30 of the air conditioning case 21 is louvers 251a to 255a and 261a to 265a as shown in FIG. To go upward and diffuse in the left-right direction.

  However, each louver 251a to 255a, 261a to 265a has a larger inclination angle as the linear distance from the rotation center of the right rotation shaft 58 and the left rotation shaft 68 becomes longer. It becomes relatively weak at the center and relatively strong at both ends in the left-right direction.

  The conditioned air passing through the louvers 251a to 255a and 261a to 265a passes beside the flap 12. As shown in FIG. 21, in the defrost mode, the channel cross-sectional area on the rear side of the flap 12 is wider than that in the face mode. Therefore, sufficient high-speed airflow is not formed in the flow path behind the flap 12, and flows upward along the front side wall 11c. As a result, the conditioned air (for example, cold air) whose temperature is adjusted by the vehicle air conditioner 20 is blown out toward the windshield 2 from the air outlet 11a.

  Since it is in this way, in defrost mode, since air-conditioning wind reaches widely in the vehicle left-right direction of the windshield 2, window fogging can be eliminated in a wide range. In addition, compared with the conventional case where the inclination angle of each louver is uniform, a decrease in the air volume of the conditioned air can be suppressed even in the center portion of the windshield 2 in the left-right direction of the vehicle. Window fogging at the center can also be properly eliminated. As a result, the range in which window fogging can be eliminated in the defrost mode is expanded.

  In the defrost mode, the degree to which the rib 903 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is greater than that in the face mode described above. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode. This is because the rib 903 has the longest posture in the left-right direction within a range in which the rib 903 can rotate about the rib shaft 902 as a rotation axis. In the defrost mode, the gap between the first right louver 251a and the right end of the rib 903 is smaller than that in the face mode. In the defrost mode, the gap between the first left louver 261a and the left end of the rib 903 is smaller than that in the face mode.

  As described above, in the defrost mode in which the inclination angle is relatively large and the blown air is blown out relatively wide, the rib 903 has the first right louver 251a (that is, one side adjacent louver) and the first left louver 261a (that is, The flow rate of the conditioned air between the other side louvers is relatively reduced.

  In the face mode in which the tilt angle is relatively small and the blown air is blown out in a relatively narrow range, the rib 903 relatively increases the flow rate of the conditioned air between the first right louver 251a and the first left louver 261a.

  In this way, in the defrost mode, the spread of the conditioned air according to the vehicle can be realized by the rib 903, while in the face mode, the rib 903 may inhibit the flow of the conditioned air having a small spread. Reduced. Therefore, the rib 903 can be adapted to both the defrost mode and the face mode.

  In the present embodiment, when the drive mechanism 14 switches from the face mode to the defrost mode, each of the first to fifth right louvers 251a to 255a (corresponding to an example of a plurality of one-side louvers) Are driven to tilt toward one side (specifically, the right side) of the arrangement direction (left-right direction) on the downstream side. Further, when the drive mechanism 14 switches from the face mode to the defrost mode, the first to fifth left louvers 261a to 265a (corresponding to an example of a plurality of other louvers) are arranged in the downstream direction of the conditioned air. It drives to incline to the other side (specifically left side).

  The drive mechanism 14 drives the first to fifth right louvers 251a to 255a so that the amount of change in the tilt angle increases as the distance from the rotation center position of the right rotation shaft 58 increases when shifting from the face mode to the defrost mode. . Further, the drive mechanism 14 drives the first to fifth left louvers 261a to 265a so that the amount of change in the tilt angle increases as the distance from the rotation center position of the left rotation shaft 68 increases.

  As described above, when the drive mechanism 14 shifts from the face mode to the defrost mode, the louvers 251a to 255a and 261a to 265a have an inclination angle as they move away from the reference position (the rotation center of the right rotation shaft 58 and the left rotation shaft 68). Since driving is performed so that the amount of change is large, the conditioned air at the center in the alignment direction is less likely to be biased toward the end in the alignment direction than the alignment direction ends (right end, left end) of the louvers 251a-255a, 261a-265a. And the fall of the air volume to the center part of the said alignment direction can be suppressed.

  Therefore, in the defrost mode, in addition to the air volume reduction at the central portion in the arrangement direction by the ribs 903, a further air volume reduction effect can be realized. Therefore, the degree of freedom of the shape of the rib 903 is increased accordingly.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the control device causes the servo motor 201 to operate completely in reverse over time as compared with the case where the servo motor 201 is switched from the face mode to the defrost mode. As a result, the louvers 251a to 255a, 261a to 265a, and the flap 12 are completely reversed over time as compared with the case where the face mode is switched to the defrost mode.

  Further, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in exactly the same manner as in the case of switching from the face mode to the defrost mode. As a result, the rib shaft 902 rotates 90 ° counterclockwise in FIG. 19 in synchronization with the rib motor 901. As a result, the rib 903 also rotates 90 ° counterclockwise in FIGS.

  That is, the rib 903 rotates by the same predetermined angle in the same direction both when switching from the defrost mode to the face mode and when switching from the face mode to the defrost mode.

  For example, when the face mode is switched to the defrost mode, and when the defrost mode is switched to the face mode, the rib 903 is rotated by 180 ° compared to the first face mode. However, as described above, the rib 903 has a plane-symmetric shape with the first surface 951 as a symmetry plane, so the air-conditioning air flow pattern is the first face mode and the last face mode. The same.

  Further, for example, when the defrost mode is switched to the face mode, and when the face mode is switched to the defrost mode, the rib 903 is rotated by 180 ° compared to the first defrost mode. However, as described above, the rib 903 has a plane-symmetric shape with the second surface 952 as a symmetry plane, so the air-conditioning air flow pattern is the first defrost mode and the last defrost mode. The same.

  By doing so, there is no need to enable the rib motor 901 to be driven in the same direction, so that the configuration and operation of the controller for controlling the rib motor 901 and the rib motor 901 are simplified. Further, when the rib 903 is rotated only in one direction, the rotation angle of the rib 903 for shifting between modes can be suppressed to 90 ° smaller than 180 °.

  In addition, as described above, the rib 903 has an inclination angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

  In the present embodiment, the first mode is a defrost mode in which conditioned air is blown to the windshield. In this way, the defrost mode and other modes can be realized using the flap 12. In the defrost mode, since it is highly necessary to adjust the spread of the conditioned air for each vehicle, the benefit of using the movable rib 903 is increased.

  Further, if the shape, size, etc. of the ribs 903 are changed for each vehicle, even if the louvers 251a-255a, 261a-265a are shared by a plurality of vehicle types, the degree of conditioned air distribution into the vehicle interior is adjusted for each vehicle. be able to.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG. The defroster / circulating wind switching device 10 of this embodiment is different from the defroster / circulating wind switching device 10 of the first embodiment in that the rib motor 901 is eliminated and the first rib gear 904a and the second rib gear 904b. Has been added.

  The first rib gear 904 a is a spur gear having external teeth, and is disposed on the front side of the rib 903. The rotation axis of the first rib gear 904 a coincides with the rotation axes of the rib shaft 902 and the rib 903. A hole through which the rib shaft 902 is inserted is formed in the central portion of the first rib gear 904a. By inserting the rib shaft 902 into the hole, the rib shaft 902 and the first rib gear 904a are fixed.

  The second rib gear 904 b is a spur gear having external teeth, and is supported by a shaft support member (not shown) fixed to the main casing 11. The external teeth of the second rib gear 904 b mesh with the external teeth of the first rib gear 904 a and the external teeth of the basic gear 203. The gear ratio between the basic gear 203 and the first rib gear 904a is set to a gear ratio that rotates 90 ° when the basic gear 203 rotates 80 °.

  As a result, the driving force of the servo motor 201 is transferred to the rib 903 via the motor output shaft 202, the basic gear 203, the second rib gear 904b, the first rib gear 904a, and the rib shaft 902. Is transmitted to. The other configurations of the defroster / circulating wind switching device 10 are the same as those in the first embodiment.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of the constituent elements other than the first rib gear 904a and the second rib gear 904b in the face mode are the same as those in the first embodiment.

  The operation of the components on the power transmission path from the servo motor 201 to the flap 12 and the louvers 251a to 255a and 261a to 265a when shifting from the face mode to the defrost mode is the same as in the first embodiment.

  Further, when the basic mode 203 is rotated clockwise by 80 ° in FIG. 22 when shifting from the face mode to the defrost mode, the second rib gear 904b is urged by the basic gear 203 and counterclockwise in FIG. Rotate to. Further, the first rib gear 904a is urged by the second rib gear 904b and rotates 90 ° clockwise in FIG. As a result, the rib 903 also rotates 90 ° clockwise in FIG. That is, the rotation direction and rotation angle of the rib 903 when shifting from the face mode to the defrost mode are the same as those in the first embodiment.

  In addition, the states (for example, position and orientation) of components other than the first rib gear 904a and the second rib gear 904b in the defrost mode are the same as those in the first embodiment.

  Further, when the basic gear 203 rotates 80 ° counterclockwise in FIG. 22 when shifting from the defrost mode to the face mode, the second rib gear 904b is urged by the basic gear 203 and rotates clockwise in FIG. Rotate to. Further, the first rib gear 904a is urged by the second rib gear 904b and rotates 90 ° counterclockwise in FIG. As a result, the rib 903 also rotates 90 ° counterclockwise in FIG. That is, the rotation direction of the rib 903 when shifting from the defrost mode to the face mode is opposite to that of the first embodiment, and the rotation angle is the same.

That is, in this embodiment, when switching from the defrost mode to the face mode, the rib 903 rotates by a predetermined angle in one direction, and when switching from the face mode to the defrost mode, the rib 903 is in a direction opposite to the one direction. By rotating the same predetermined angle, the rib 903 is used only in two postures, that is, the posture of the rib 903 in the defrost mode and the posture of the rib 903 in the face mode. The degree of freedom of the shape is improved. Other effects are equivalent to those of the first embodiment.

(Third embodiment)
Next, a third embodiment will be described. The defroster / circulating wind switching device 10 of the present embodiment differs in configuration from the defroster / circulating wind switching device 10 of the first embodiment only in the shape of the ribs.

  Specifically, in the present embodiment, the rib 903 of the first embodiment is replaced with a rib 905 shown in FIGS. 23, 24, and 25. The rib 905 is a member that is disposed in the ventilation path X and is fixed to the rib shaft 902, and is formed of, for example, resin.

  Here, the arrangement of the ribs 905 will be described more specifically. As shown in FIGS. 26 and 27, the rib 905 is arranged between the first right louver 251a and the first left louver 261a in the left-right direction. In addition, with respect to the vertical direction, the upper ends of the ribs 905 are disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 905 is arrange | positioned rather than the lower end of louvers 251a-255a, 261a-265a.

  Here, the shape of the rib 905 will be described. As shown in FIGS. 23, 24, and 25, the outer shape of the rib 905 has a triangular prism shape. The outer shape of the cross section obtained by cutting the rib 905 with a cross section perpendicular to the longitudinal direction (that is, the front-rear direction) of the rib shaft 902 is the same equilateral triangle at any position. The axis of rotation of the rib 905 is located at the center position of this equilateral triangle (ie, geometric center of gravity).

  Therefore, the rib 905 has a rotationally symmetric shape (specifically, three-fold symmetry) about the rotation axis.

  Further, in the rib 905, a hole through which the rib shaft 902 is inserted is formed at the center of the ellipse. The rib shaft 902 and the rib 905 are fixed by press-fitting the rib shaft 902 into the hole.

  As a result, the rib 905 rotates in synchronization with the rib shaft 902. Therefore, the power of the rib motor 901 is transmitted to the rib 905 via the rib shaft 902.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of components other than the rib 905 in the face mode are the same as those in the first embodiment.

  In the face mode, the rib 905 is in the posture shown in FIGS. 23, 24, 25, and 26. Therefore, in the face mode, between the first right louver 251a and the first left louver 261a in the left-right direction, the degree of the rib 905 blocking the flow of the conditioned air is smaller than in the defrost mode described later. Therefore, the volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode described later.

  This is because the vertex of the above-described triangle is located at the lower end of the rib 905 as shown in FIG. In this case, the rib 905 is tapered from the downstream side to the upstream side of the conditioned air. Therefore, the conditioned air flows between the first right louver 251a and the first left louver 261a without being greatly disturbed by the ribs 905. In addition, the flow of the conditioned air flowing between the first right louver 251a and the first left louver 261a is bilaterally symmetric as viewed from the center of gravity of the rib 905.

  The operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 905 when shifting from the face mode to the defrost mode are the same as in the first embodiment.

  Further, the control device described above operates the rib motor 901 in order to switch from the face mode to the defrost mode. Then, the rib shaft 902 rotates 60 ° counterclockwise in FIG. 26 in synchronization with the rib motor 901. As a result, the rib 905 also rotates 90 ° counterclockwise in FIG. 26 with the rib shaft 902 as the rotation axis. Thereby, the posture of the rib 905 becomes as shown in FIG.

  Therefore, the rib 905 changes the inclination angle change amount (corresponding to an example of the posture change amount) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Is 60 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, the degree to which the rib 905 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is greater than that in the face mode described above. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode.

  This is because one side surface of the triangular prism of the rib 905 is disposed perpendicular to the vertical direction at the lower end of the rib 905. With this configuration, the one side surface closes a large portion between the first right louver 251a and the first left louver 261a. Furthermore, the air-conditioning wind that travels from below to above collides with the one side surface. Since the conditioned air is disturbed by this collision, the amount of conditioned air flowing from the bottom to the top through the gap between the rib 905 and the first right louver 251a and the gap between the rib 905 and the first left louver 261a is greater than that in the face mode described above. There are few.

  Therefore, an effect equivalent to that of the first embodiment is achieved. That is, an effect that the rib 905 can be adapted to both the defrost mode and the face mode, an effect that the degree of freedom of the shape of the rib 905 is increased, and the like are achieved.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 905 are the same as those in the first embodiment.

  Further, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in exactly the same manner as in the case of switching from the face mode to the defrost mode. As a result, the rib shaft 902 rotates 60 ° counterclockwise in FIG. 27 in synchronization with the rib motor 901. As a result, the rib 905 also rotates 60 ° counterclockwise in FIG.

  In other words, the rib 905 rotates by the same predetermined angle in the same direction both when switching from the defrost mode to the face mode and conversely when switching from the face mode to the defrost mode.

  For example, when the face mode is switched to the defrost mode, and when the defrost mode is switched to the face mode, the rib 905 is rotated by 120 ° compared to the first face mode. However, as described above, since the ribs 905 have a three-fold symmetrical shape, the air-conditioning air flow pattern is the same in both the first face mode and the last face mode.

  Further, for example, when the defrost mode is switched to the face mode, and when the face mode is switched to the defrost mode, the rib 905 is rotated by 120 ° compared to the first defrost mode. However, as described above, since the ribs 905 have a three-fold symmetrical shape, the flow mode of the conditioned air is the same both in the first defrost mode and in the last defrost mode.

  By doing so, there is no need to enable the rib motor 901 to be driven in the same direction, so that the configuration and operation of the controller for controlling the rib motor 901 and the rib motor 901 are simplified. Further, when the rib 905 is rotated only in one direction, the rotation angle of the rib 905 for shifting between modes can be suppressed to 60 ° which is smaller than 90 °.

  Further, as described above, the rib 905 has an inclination angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 60 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

(Fourth embodiment)
Next, a fourth embodiment will be described. The defroster / circulating wind switching device 10 of the present embodiment differs in configuration from the defroster / circulating wind switching device 10 of the first embodiment only in the shape of the ribs.

  Specifically, in the present embodiment, the rib 903 of the first embodiment is replaced with a rib 906 shown in FIGS. The rib 906 is a member that is disposed in the ventilation path X and is fixed to the rib shaft 902, and is formed of, for example, resin.

  Here, the arrangement of the ribs 906 will be described more specifically. As shown in FIGS. 28 and 29, the rib 906 is disposed between the first right louver 251a and the first left louver 261a in the left-right direction. In addition, with respect to the vertical direction, the upper end of the rib 906 is disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 906 is arrange | positioned rather than the lower end of louvers 251a-255a, 261a-265a.

  Here, the shape of the rib 906 will be described. As shown in FIGS. 28 and 29, the outer shape of the rib 906 has a triangular prism shape. The outer shape of the cross section obtained by cutting the rib 906 with a cross section perpendicular to the longitudinal direction (that is, the front-rear direction) of the rib shaft 902 is the same isosceles triangle that is not an equilateral triangle at any position. The axis of rotation of the rib 906 is located at the center position of this isosceles triangle (ie, geometric center of gravity). Therefore, the rib 906 is symmetrical with respect to a plane that includes the rotational axis of the rib 906 and that is parallel to the rotational axis. This plane of symmetry is a plane that is perpendicular to the left-right direction and includes the rotation axis of the rib 906 in the state of FIGS.

  Further, in the rib 906, a hole through which the rib shaft 902 is inserted is formed at the center of the ellipse. The rib shaft 902 and the rib 906 are fixed by press-fitting the rib shaft 902 into the hole.

  As a result, the rib 906 rotates in synchronization with the rib shaft 902. Therefore, the power of the rib motor 901 is transmitted to the rib 906 via the rib shaft 902.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of the components other than the ribs 906 in the face mode are the same as those in the first embodiment.

  In the face mode, the rib 906 is in a posture as shown in FIG. Therefore, in the face mode, between the first right louver 251a and the first left louver 261a in the left-right direction, the degree to which the rib 906 blocks the flow of the conditioned air is smaller than in the defrost mode described later. Therefore, the volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode described later.

  This is because, as shown in FIG. 28, the apex of the above triangle is located at the lower end of the rib 906. In this case, the rib 906 is tapered from the downstream side to the upstream side of the conditioned air. Therefore, the conditioned air flows between the first right louver 251a and the first left louver 261a without being greatly disturbed by the ribs 906. In addition, the flow of the conditioned air flowing between the first right louver 251a and the first left louver 261a is bilaterally symmetric as viewed from the center of gravity of the rib 906.

  The operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 906 when shifting from the face mode to the defrost mode are the same as in the first embodiment.

  Further, the control device described above operates the rib motor 901 in order to switch from the face mode to the defrost mode. Then, the rib shaft 902 rotates 180 ° counterclockwise in FIG. 28 in synchronization with the rib motor 901. As a result, the rib 906 also rotates 180 ° counterclockwise in FIG. 28 with the rib shaft 902 as the rotation axis. Thereby, the posture of the rib 906 becomes as shown in FIG.

  Therefore, the rib 906 changes an inclination angle (corresponding to an example of posture change) when shifting from a face mode (corresponding to an example of one mode) to a defrost mode (corresponding to an example of the other mode). Is 180 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, the degree to which the rib 906 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is greater than in the face mode described above. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode.

  This is because, at the lower end of the rib 906, one side surface of the triangular prism of the rib 906 (that is, the side surface corresponding to the base of the isosceles triangle) is arranged perpendicular to the vertical direction. With this configuration, the one side surface closes a large portion between the first right louver 251a and the first left louver 261a. Furthermore, the air-conditioning wind that travels from below to above collides with the one side surface. Since the conditioned air is disturbed by this collision, the amount of conditioned air flowing from the bottom to the top in the gap between the rib 906 and the first right louver 251a and the gap between the rib 906 and the first left louver 261a is greater than that in the face mode described above. There are few.

  Therefore, an effect equivalent to that of the first embodiment is achieved. That is, the effect that the rib 906 can be adapted to both the defrost mode and the face mode, the effect that the degree of freedom of the shape of the rib 906 is increased, and the like are achieved.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 906 are the same as those in the first embodiment.

  Further, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in exactly the same manner as in the case of switching from the face mode to the defrost mode. As a result, the rib shaft 902 rotates 180 ° counterclockwise in FIG. 29 in synchronization with the rib motor 901. As a result, the rib 906 also rotates 180 ° counterclockwise in FIG.

  That is, the rib 906 rotates by the same predetermined angle in the same direction both when switching from the defrost mode to the face mode and when switching from the face mode to the defrost mode.

  By doing so, there is no need to enable the rib motor 901 to be driven in the same direction, so that the configuration and operation of the controller for controlling the rib motor 901 and the rib motor 901 are simplified.

  Further, as described above, the rib 906 has an inclination angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 180 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

(Fifth embodiment)
Next, a fifth embodiment will be described. The defroster / circulating wind switching device 10 of the present embodiment differs in configuration from the defroster / circulating wind switching device 10 of the first embodiment only in the shape of the ribs.

  Specifically, in this embodiment, the rib 903 of the first embodiment is replaced with a rib 907 shown in FIGS. The rib 907 is a member that is disposed in the ventilation path X and is fixed to the rib shaft 902, and is formed of, for example, resin.

  Here, the arrangement of the ribs 907 will be described more specifically. As shown in FIGS. 30 and 31, the rib 907 is disposed between the first right louver 251a and the first left louver 261a in the left-right direction. Further, with respect to the vertical direction, the upper ends of the ribs 907 are disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 907 is arrange | positioned rather than the lower end of louvers 251a-255a, 261a-265a.

  Here, the shape of the rib 907 will be described. As shown in FIGS. 30 and 31, the outer shape of the rib 907 has a triangular prism shape. The outer shape of the cross section obtained by cutting the rib 907 with a cross section perpendicular to the longitudinal direction (that is, the front-rear direction) of the rib shaft 902 is a right triangle at any position. The rotational axis of the rib 907 is located at the center position of this right triangle (ie, geometric center of gravity). The right triangle may be an isosceles triangle or may not be an isosceles triangle.

  Further, in the rib 907, a hole through which the rib shaft 902 is inserted is formed at the center of the ellipse. The rib shaft 902 and the rib 907 are fixed by press-fitting the rib shaft 902 into the hole.

  As a result, the rib 907 rotates in synchronization with the rib shaft 902. Therefore, the power of the rib motor 901 is transmitted to the rib 907 via the rib shaft 902.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of components other than the ribs 907 in the face mode are the same as those in the first embodiment.

  In the face mode, the rib 907 is in a posture as shown in FIG. Therefore, in the face mode, between the first right louver 251a and the first left louver 261a in the left-right direction, the degree of the rib 907 blocking the flow of the conditioned air is smaller than in the defrost mode described later. Therefore, the volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode described later.

  This is because, as shown in FIG. 30, the apex of the above triangle is located at the lower end of the rib 907. In this case, the rib 907 is tapered from the downstream side to the upstream side of the conditioned air. Accordingly, the conditioned air flows between the first right louver 251a and the first left louver 261a without being greatly disturbed by the ribs 907. However, in this embodiment, the flow of the conditioned air flowing between the first right louver 251a and the first left louver 261a is not symmetric when viewed from the center of gravity of the rib 907.

  The operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 907 when shifting from the face mode to the defrost mode are the same as in the first embodiment.

  Further, the control device described above operates the rib motor 901 in order to switch from the face mode to the defrost mode. Then, the rib shaft 902 rotates 90 ° counterclockwise in FIG. 30 in synchronization with the rib motor 901. As a result, the rib 907 also rotates 90 ° counterclockwise in FIG. 30 with the rib shaft 902 as the rotation axis. Thereby, the posture of the rib 907 becomes as shown in FIG.

  Therefore, the rib 907 changes the amount of inclination angle (corresponding to an example of the amount of posture change) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, the degree to which the rib 907 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is greater than that in the face mode described above. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode.

  This is because, at the lower end of the rib 907, one side surface of the triangular prism of the rib 907 (that is, the side surface corresponding to the base of the isosceles triangle) is arranged perpendicular to the vertical direction. With this configuration, the one side surface closes a large portion between the first right louver 251a and the first left louver 261a. Furthermore, the air-conditioning wind that travels from below to above collides with the one side surface. Since the conditioned air is disturbed by this collision, the amount of conditioned air flowing from the bottom to the top in the gap between the rib 907 and the first right louver 251a and the gap between the rib 907 and the first left louver 261a is greater than that in the face mode described above. There are few.

  Therefore, an effect equivalent to that of the first embodiment is achieved. That is, the effect that the rib 907 can be adapted to both the defrost mode and the face mode, the effect that the degree of freedom of the shape of the rib 907 is increased, and the like are achieved.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 907 are the same as those in the first embodiment.

  Also, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in a mode completely opposite to that when switching from the face mode to the defrost mode. Therefore, the driving direction is different compared to the third and fourth embodiments. As a result, the rib shaft 902 rotates 90 ° clockwise in FIG. 31 in synchronization with the rib motor 901. As a result, the rib 907 also rotates 90 ° clockwise in FIG. 31 and returns to the state of FIG.

  That is, the rib 907 rotates by the same predetermined angle in the opposite direction when switching from the defrost mode to the face mode and conversely when switching from the face mode to the defrost mode.

  Further, as described above, the rib 907 has a tilt angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

(Sixth embodiment)
Next, a sixth embodiment will be described. The defroster / circulating wind switching device 10 of the present embodiment differs in configuration from the defroster / circulating wind switching device 10 of the first embodiment only in the shape of the ribs. Specifically, in this embodiment, the rib 903 of the first embodiment is replaced with a rib 908 shown in FIG. The rib 908 is a member that is disposed in the ventilation path X and is fixed to the rib shaft 902, and is formed of, for example, resin.

  Here, the arrangement of the ribs 908 will be described more specifically. As shown in FIGS. 32 to 34, the rib 908 is disposed between the first right louver 251a and the first left louver 261a in the left-right direction. Further, with respect to the vertical direction, the upper ends of the ribs 908 are disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 908 is arrange | positioned below the lower end of louvers 251a-255a, 261a-265a.

  Here, the shape of the rib 908 will be described. As shown in FIG. 32, the outer shape of the rib 908 has a columnar shape. The outer shape of the cross section obtained by cutting the rib 908 with a cross section perpendicular to the longitudinal direction (that is, the front-rear direction) of the rib shaft 902 is a tear shape. The tear shape is rounded at one end (lower end in FIG. 32) and gradually increases in width toward the other end, and gradually increases from the widest portion to the other end. However, it is a shape that the width becomes narrower and reaches the other end more abruptly than in the case of becoming thicker. FIG. 32 shows the state of the vehicle air blowing device 10 in the face mode.

  Further, in the rib 908, a hole through which the rib shaft 902 is inserted is formed at the center in the horizontal direction and the vertical center in FIG. The rib shaft 902 and the rib 908 are fixed by press-fitting the rib shaft 902 into the hole.

  As a result, the rib 908 rotates in synchronization with the rib shaft 902. Therefore, the power of the rib motor 901 is transmitted to the rib 908 via the rib shaft 902.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of components other than the rib 908 in the face mode are the same as those in the first embodiment.

  In the face mode, the rib 908 is in the posture shown in FIGS. Therefore, in the face mode, between the first right louver 251a and the first left louver 261a in the left-right direction, the degree to which the rib 908 blocks the flow of the conditioned air is smaller than in the defrost mode described later. Therefore, the volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode described later.

  This is because, as shown in FIG. 33, one end of the above-mentioned teardrop shape is located at the lower end of the rib 908. In this case, the rib 908 is tapered from the downstream side to the upstream side of the conditioned air. Therefore, the conditioned air flows between the first right louver 251a and the first left louver 261a without being largely disturbed by the ribs 908. Moreover, since the upper portion of the rib 908 is gradually narrowed, turbulence is unlikely to occur. In this embodiment, the flow of the conditioned air flowing between the first right louver 251a and the first left louver 261a is bilaterally symmetric as viewed from the center of gravity of the rib 908.

  The operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 908 when shifting from the face mode to the defrost mode are the same as in the first embodiment.

  Further, the control device described above operates the rib motor 901 in order to switch from the face mode to the defrost mode. Then, the rib shaft 902 rotates 90 ° counterclockwise in FIG. 33 in synchronization with the rib motor 901. As a result, the rib 908 also rotates 90 ° counterclockwise in FIG. 33 with the rib shaft 902 as the rotation axis. Thereby, the posture of the rib 908 becomes as shown in FIG.

  Therefore, the rib 908 changes the tilt angle (corresponding to an example of posture change) when shifting from the face mode (corresponding to an example of one mode) to the defrost mode (corresponding to an example of the other mode). Is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, the degree to which the rib 908 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is greater than in the face mode described above. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode.

  This is because the rib 908 has the longest posture in the left-right direction within a range in which the rib 908 can rotate around the rib shaft 902 as a rotation axis. In the defrost mode, the gap between the first right louver 251a and the right end of the rib 908 is smaller than that in the face mode. In the defrost mode, the gap between the first left louver 261a and the left end of the rib 908 is smaller than that in the face mode.

  Therefore, an effect equivalent to that of the first embodiment is achieved. That is, an effect that the rib 908 can be adapted to both the defrost mode and the face mode, an effect that the degree of freedom of the shape of the rib 908 is increased, and the like are achieved.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 908 are the same as those in the first embodiment.

  Also, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in a mode completely opposite to that when switching from the face mode to the defrost mode. Therefore, the driving direction is different compared to the third and fourth embodiments. As a result, the rib shaft 902 rotates 90 ° clockwise in FIG. 34 in synchronization with the rib motor 901. As a result, the rib 908 also rotates 90 ° clockwise in FIG. 34 and returns to the state of FIG.

  That is, the rib 908 rotates by the same predetermined angle in the opposite direction when switching from the defrost mode to the face mode and conversely when switching from the face mode to the defrost mode.

  Further, as described above, the rib 908 has an inclination angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

(Seventh embodiment)
Next, a seventh embodiment will be described. The defroster / circulating wind switching device 10 of the present embodiment differs in configuration from the defroster / circulating wind switching device 10 of the first embodiment only in the positions of the rib shaft 902 and the rib 903.

  Specifically, as shown in FIG. 35, the rib shaft 902 of the present embodiment is located on the right side of the first right louver shaft 251 and the first left louver shaft 261, that is, the first right louver shaft 261. It is arranged at a position shifted to the louver shaft 251 side. The position of the rib shaft 902 in the vertical direction is the same as in the first embodiment. FIG. 35 shows the state of the vehicle air blowing device 10 in the face mode.

  Further, the position of the hole through which the rib shaft 902 is inserted in the rib 903 is shifted upward along the major axis direction from the center of the ellipse, as shown in FIG. Therefore, the rib 903 in the face mode is shifted to the right side and the lower side as compared with the first embodiment, but the major axis direction coincides with the vertical direction in the same manner as the first embodiment.

  Further, as shown in FIG. 35, the rib 903 is disposed between the first right louver 251a and the first left louver 261a in the left-right direction. Further, with respect to the vertical direction, the upper ends of the ribs 903 are disposed below the upper ends of the louvers 251a to 255a and 261a to 265a and above the lower ends of the louvers 251a to 255a and 261a to 265a. Moreover, the lower end of the rib 903 is arrange | positioned below the lower end of louvers 251a-255a, 261a-265a.

  Moreover, in this embodiment, the opening part opened in the vehicle interior in the upper end of the main casing 11 is arrange | positioned rather than the center of the left-right direction of a vehicle at the driver's seat side (right side in this embodiment). In such a case, if the airflow distribution of the conditioned air blown from the main casing 11 into the passenger compartment becomes symmetrical when viewed from the main casing 11, the airflow reaching the passenger in the passenger seat is compared with that for the wind reaching the driver seat occupant. May be less.

  Hereinafter, the operation of the defroster / circulating wind switching device 10 of the present embodiment will be described. The states (for example, position and posture) of components other than the ribs 903 in the face mode are the same as those in the first embodiment.

  In the face mode, the rib 903 has a posture as shown in FIG. Therefore, in the face mode, between the first right louver 251a and the first left louver 261a in the left-right direction, the degree of the rib 903 blocking the flow of the conditioned air is smaller than in the defrost mode described later. That is, for the same reason as in the first embodiment, the amount of conditioned air flowing between the first right louver 251a and the first left louver 261a is larger than that in the defrost mode.

  In the present embodiment, the flow of the conditioned air flowing between the first right louver 251a and the first left louver 261a is not symmetric when viewed from the center of gravity of the rib 903. More specifically, the distance from the first right louver 251a to the rib 903 is shorter than the distance from the first left louver 261a to the rib 903.

  Therefore, the amount of air-conditioning airflow flowing between the rib 903 and the first left louver 261a is greater than the amount of air-conditioning airflow flowing between the rib 903 and the first right louver 251a between the first right louver 251a and the first left louver 261a. But more. As a result, the air volume distribution of the conditioned air blown out from the main casing 11 into the passenger compartment is not symmetric when viewed from the main casing 11, and the conditioned air blown out to the passenger seat side (that is, the left side) increases. . By doing so, the possibility that the amount of air reaching the passenger on the passenger seat is less than that for wind reaching the passenger on the driver seat is reduced.

  The operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 903 when shifting from the face mode to the defrost mode are the same as in the first embodiment.

  Moreover, in order to switch from the face mode to the defrost mode, the above-described control device operates the rib motor 901 in a direction opposite to that of the first embodiment. Then, the rib shaft 902 rotates 90 ° clockwise in FIG. 35 in synchronization with the rib motor 901. As a result, the rib 903 also rotates 90 ° clockwise in FIG. 35 with the rib shaft 902 as the rotation axis. Thereby, the posture of the rib 903 becomes as shown in FIG. Therefore, the position and posture of the rib 903 in the defrost mode are the same as those in the first embodiment.

  As described above, the rib 903 corresponds to an inclination angle change amount (an example of a posture change amount) when the face mode (corresponds to an example of one mode) is changed to a defrost mode (an example of the other mode). Is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the face mode to the defrost mode.

  In the defrost mode, as in the first embodiment, the degree to which the rib 903 blocks the flow of the conditioned air between the first right louver 251a and the first left louver 261a in the left-right direction is the above-described face mode. Bigger than. Therefore, the air volume of the conditioned air flowing between the first right louver 251a and the first left louver 261a is smaller than that in the face mode. Therefore, an effect equivalent to that of the first embodiment is achieved.

  Here, the operation when switching from the defrost mode to the face mode will be described. In this case, the operations of the components of the defroster / circulating wind switching device 10 other than the rib motor 901, the rib shaft 902, and the rib 903 are the same as those in the first embodiment.

  Also, when switching from the defrost mode to the face mode, the control device operates the rib motor 901 in a mode completely opposite to that when switching from the face mode to the defrost mode. As a result, the rib shaft 902 rotates 90 ° counterclockwise in FIG. 36 in synchronization with the rib motor 901. As a result, the rib 903 also rotates 90 ° counterclockwise in FIG. 36 and returns to the state of FIG.

  That is, the rib 903 rotates by the same predetermined angle in the opposite direction when switching from the defrost mode to the face mode and conversely when switching from the face mode to the defrost mode.

  In addition, as described above, the rib 903 has an inclination angle change amount (posture change amount) when shifting from the defrost mode (corresponding to an example of one mode) to the face mode (corresponding to an example of the other mode). (Corresponding to an example) is 90 °. This amount of change in inclination angle is larger than any of the amount of change in inclination angle when the louvers 251a to 255a and 261a to 265a shift from the defrost mode to the face mode.

(Other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, the elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. In particular, when a plurality of values are exemplified for a certain amount, it is also possible to adopt a value between the plurality of values unless specifically stated otherwise and in principle impossible. . Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like. The present invention also allows the following modifications to the above embodiments. In addition, the following modifications can select application and non-application to the said embodiment each independently. In other words, any combination of the following modifications can be applied to the above-described embodiment.

(Modification 1)
The third, fourth, fifth, and sixth embodiments are described as modifications to the first embodiment. However, modifications such as those in the third, fourth, fifth, and sixth embodiments may be applied to the second embodiment. In this way, the postures of the ribs 905, 906, 907, and 908 also change with the flap 12, the louvers 251a to 255a, and 261a to 265a by the power of the servo motor 201.

(Modification 2)
In each of the above embodiments, the amount of change in the inclination angle of the ribs 903, 905, 906, 907, 908 at the time of transition from one mode to the other mode between the defrost mode and the face mode is the louvers 251a to 255a. , 261a to 265a are larger than any of the change amounts of the inclination angle.

  However, this is not necessarily the case. If the change amount of the inclination angle of the ribs 903, 905, 906, 907, and 908 at the time of the transition is larger than the change amount of the inclination angle of the first right louver 251a and the first left louver 261a at that time, the other louvers 252a to 252a. It may be smaller than the inclination angle change amount of 255a, 262a to 265a.

  Further, the change amount of the inclination angle of the ribs 903, 905, 906, 907, and 908 at the time of the transition is more than the change amount of the inclination angle of only one of the first right louver 251a and the first left louver 261a at that time. It only needs to be large.

(Modification 3)
In each of the above embodiments, only one rib is disposed between the first right louver gear 251b and the first left louver gear 261b. However, two or more ribs may be disposed between the first right louver gear 251b and the first left louver gear 261b. In that case, the plurality of ribs are separated from each other in the face mode, and contact with each other in the defrost mode, so that the space between the first right louver gear 251b and the first left louver gear 261b is closed. It may change.

(Modification 4)
In each said embodiment, the inclination-angle change amount at the time of the 1st-5th right louver 251a-255a switching mutually between a defrost mode and a face mode was different, respectively. However, the change amounts of the inclination angles of the first to fifth right louvers 251a to 255a may be exactly the same.

  Further, the amount of change in the inclination angle when the first to fifth left louvers 261a to 265a switch between the defrost mode and the face mode was different. However, the change amounts of the inclination angles of the first to fifth left louvers 261a to 265a may be exactly the same.

  In addition, the amount of change in the inclination angle when all the louvers 251a to 255a and 261a to 265a are switched between the defrost mode and the face mode may be the same. However, in this case, the change direction of the inclination angle of the first to fifth right louvers 251a to 255a is opposite to the change direction of the inclination angle of the first to fifth left louvers 261a to 265a.

(Modification 5)
Also, in the seventh embodiment, the rib 903 is more first than the first left louver 261a in the face mode (that is, by changing the positions of the rib shaft 902 and the rib 903 relative to the first embodiment. It is in a position close to the right louver 251a. Such a change can be applied not only to the first embodiment but also to each of the second to sixth embodiments.

(Modification 6)
In the above embodiment, the total number of louvers is 10, but the total number of louvers may be any number as long as there are at least two right louvers and at least two left louvers.

(Modification 7)
In the above embodiment, the face mode is exemplified as the second mode other than the defroster mode. However, the second mode may be any mode other than the defroster mode, for example, the upper vent mode. Also good. The upper vent mode is a mode in which air is blown upward from the face mode and blown to the rear seat occupant.

(Modification 8)
About the rib, the thing of various shapes is illustrated in said each embodiment. However, the shape of the rib is not limited to the shape shown in the above embodiments, and may be any shape as long as the air volume can be adjusted by driving the posture of the rib. For example, the rib may have a rectangular parallelepiped shape, and the outer shape of a cross section cut by a cross section perpendicular to the longitudinal direction of the rib shaft 902 may be a rectangle.

11 Casing 14 Drive mechanism 20 Air conditioner for vehicles 903, 905, 906, 907, 908 Ribs 251a-255a Right louver 261a-265a Left louver

Claims (6)

A casing (11) surrounding a ventilation path for guiding the conditioned air from the vehicle air conditioner (20) into the vehicle interior;
Ribs (903, 905, 906, 907, 908) disposed in the ventilation path;
A plurality of one-side louvers (251a to 255a) disposed on one side of the rib in the ventilation path;
A plurality of other side louvers (261a to 265a) arranged on the other side different from the one side of the rib in the ventilation path;
A drive mechanism (14) for driving the ribs, the plurality of one-side louvers, and the plurality of other-side louvers,
The drive mechanism switches between the first mode and the second mode by changing the posture of the rib, the plurality of one-side louvers, and the plurality of other-side louvers,
Each of the plurality of one-side louvers has a larger inclination angle in the first mode than that of the second mode, and each of the plurality of one-side louvers has a larger inclination angle. The degree of separation from the plurality of other side louvers increases from the upstream end to the downstream end of the air flow of wind.
Each of the plurality of other-side louvers has a larger inclination angle in the first mode than that of the second mode, and each of the plurality of other-side louvers has a larger inclination angle. The degree of separation from the plurality of one-side louvers increases from the upstream end of the wind air flow toward the downstream end,
The rib is compared to the one-side louver closest to the rib among the plurality of one-side louvers, or compared to the other-side adjacent louver closest to the rib among the plurality of other-side louvers. The posture change amount when shifting from one mode to the other mode among the first mode and the second mode is large,
The rib is configured to reduce the flow rate of the conditioned air between the one-side adjacent louver and the other-side adjacent louver in the first mode than in the second mode. apparatus. Comprising a flap (12) arranged in the ventilation path,
The drive mechanism switches between the first mode and the second mode by changing postures of the flap, the rib, the plurality of one-side louvers, and the plurality of other-side louvers,
2. The vehicle air blowing device according to claim 1, wherein the first mode is a defrost mode in which conditioned air is blown to a windshield.   When the drive mechanism switches from the first mode to the second mode, the rib rotates the rib in a predetermined angle in one direction, and when the drive mechanism switches from the second mode to the first mode, the rib The vehicle air blowing device according to claim 1, wherein the vehicle air is rotated by the predetermined angle in the one direction.   The vehicle air blowing device according to claim 3, wherein the rib is plane symmetric with respect to a plane parallel to the rotation axis of the rib.   The rib is plane symmetric with a first plane parallel to the rotation axis of the rib as a symmetry plane, and a second plane parallel to the rotation axis of the rib and intersecting the first plane is a symmetry plane. 5. The vehicle air blowing device according to claim 3, wherein the vehicle air blowing device is plane symmetric.   When the drive mechanism switches from the first mode to the second mode, the rib rotates the rib in a predetermined angle in one direction, and when the drive mechanism switches from the second mode to the first mode, the rib The vehicle air blowing device according to claim 1, wherein the vehicle air is rotated by the predetermined angle in a direction opposite to the one direction.

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