JP4510099B2 - Air flow adjustment mechanism - Google Patents

Description

  The present invention relates to a face register provided as an air outlet of an automobile air conditioner, a face register for adjusting air blown from a second vent, and a second vent air volume adjusting structure.

In general, there are a face register and a second vent as blowout openings provided in an instrument panel as an air conditioner for an automobile, and they are usually provided adjacent to each other.
The amount of air blown from these ventilators is adjusted by dial type opening / closing knobs provided on the side or lower side of each of the face register and the second vent.

FIG. 6 shows an example of a conventional open / close knob. A conventional example of an adjustment dial will be described below with reference to the drawings. FIG. 6 is an explanatory view of a conventional example provided on the console panel as viewed from the front of the room, and FIG. 7 is an explanatory view showing the internal structure.
Reference numeral 100 denotes a face register provided on a console panel or a center console installed in an automobile. Similarly, reference numeral 101 denotes a second vent that is also provided integrally with the face register 100. The face register 100 is provided with a register adjustment dial 102 that can adjust the amount of air blown using a damper so as to be rotatable. . Similarly, the second vent 101 is also provided with a vent adjustment dial 103 that can adjust the amount of air blown using a damper so as to be rotatable, and a part of the second vent 101 can be operated from the outside of the console panel P to protrude from the surface of the panel P. Has been.
The face register 100 and the second vent 101 are respectively connected to the air duct AD in the panel P of the console, and air is blown out independently. Each of the air ducts AD connected to each other is provided with a plate-like damper D, and the damper D is rotatably provided by a rotation shaft B so as to be able to block air blowing of the air duct AD. Further, the operation shaft C is fixed to the damper D so as to be eccentric from the rotation shaft D. The operation shaft C protrudes from the air duct AD on the side where the register adjustment dial 102 or the vent adjustment dial 103 is provided, and is rotatably connected to the dial 102 and the dial 103.

Further, the register adjustment dial 102 connected to the operation shaft C is provided with a locking hole 102a at a position eccentric to the rotation shaft of the register adjustment dial 102 so that the operation shaft C can be rotated. The operation shaft C is locked and connected.
Accordingly, the register adjustment dial 102 can be rotated from the outside of the console panel P, so that the damper D supported by the register adjustment dial 102 can be rotated around the rotation axis B, and can pass from the face register 100 through the air duct AD. The amount of air blown out was adjustable.

Similarly, the vent adjustment dial 103 connected to the operation axis C is provided with a locking hole 103a at a position eccentric to the rotation axis of the vent adjustment dial 103 so that the operation axis C can be rotated. Are connected to the operating shaft C.
Therefore, the vent adjustment dial 103 can be rotated from the outside of the console panel P, so that the damper D supported by the vent adjustment dial 103 can be rotated around the rotation axis B, and can pass from the second vent 101 through the air duct AD. The amount of air blown out was adjustable.

However, in the conventional example, the face register 100 and the second vent 101 must independently adjust the air flow rate by the register adjustment dial 102 and the vent adjustment dial 103, respectively. There is a problem in that the dial position is checked twice during the driving operation and the risk of driving increases.
In addition, the position of the register adjustment dial 102 is far from the driver's seat, which causes a problem that operability is difficult.

  Further, when the face register 100 is fully closed and the second vent 101 is open, the second vent 101 having a small opening with respect to the face register 100 generates too much air to blow. The problem was that

  Accordingly, in view of the above problems, the present invention provides a face register and a second vent air volume adjustment structure that are easy to operate and are less likely to generate wind noise from the second vent even when the face register is fully closed.

  In order to solve the above problems and provide an air volume adjustment structure with excellent operability, air can be supplied into the room via a duct from a face register and a second vent opening in the vehicle room, and a plate-like shape provided in the duct The air volume adjustment mechanism is capable of adjusting the air supply amount by opening and closing the air supply path of the duct by rotating the damper in the duct, and the face register and the second vent are opened in parallel, the face register and A duct is connected to each second vent independently to supply air, and a resistor damper and a vent damper that can close the duct by rotating around the rotation axis are provided in each duct. A stopper is provided to restrict the rotation to the opposite side in the fully open state so that it can be closed by rotating in the same direction. One of the dampers in a state of being rotated so as to be in a state is provided with a front locking shaft protruding from the rotating shaft toward the opening of the vehicle interior toward the other damper side, and the other damper has The rear locking shaft is provided so as to protrude toward the one damper side on the side opposite to the opening side of the vehicle interior from the rotation shaft, and at least part of the rear locking shaft protrudes toward the vehicle interior side between the face register and the second vent. The air volume adjustment dial is provided on the opposite side of the air volume adjustment dial to the room and between the dampers provided on the face register and the second vent. The damper rotation means has a front rotation elongated hole that can be locked to the front locking shaft on the vehicle interior side from the damper rotation shaft in the shape of a rotation locus of the front locking shaft. The opposite side of the vehicle interior from the pivot axis Has a rear rotation elongated hole that can be engaged with the rear engagement shaft in the shape of a rotation locus of the rear engagement shaft, and both engagement shafts are end portions of the elongated holes that are engaged with each other. The damper provided with the front locking shaft in the front rotation elongated hole is either the end on the side that restricts the damper to the closed state or the end on the side that restricts the damper to the open state When the damper rotating means further rotates from the open state or the closed state, the front locking shaft enters and maintains the position, and the front rotation length is formed in the rear rotation elongated hole. The rear locking shaft can enter and maintain its position by further rotating the damper rotating means from the restricted state at the end when the state is restricted to the state where the damper is provided with the front lock groove of the hole. Provided is an air volume adjusting mechanism characterized in that a rear lock groove is formed.

  Therefore, in the air volume adjusting mechanism, the damper rotating means is rotated by rotating the air volume adjusting dial. When the damper rotating means is rotated, the front rotating elongated hole formed in the damper rotating means is rotated by restricting the front locking shaft at the end so that the damper is opened and closed. In the rotating long hole, the rear locking shaft is rotated by the end portion being restricted, and the damper is opened and closed. Then, when the air volume adjustment dial is rotated so that the damper rotation means is further rotated from the open state or the closed state, the engagement is held in the lock groove on either side provided in any of the long holes. Stop shaft enters.

  That is, for example, when the front side locking slot is provided with a front locking groove in the end portion on the side where the damper provided with the front side locking shaft is closed, the damper on the side provided with the front side locking shaft. When the damper turning means is further turned from the closed state where the turning is restricted in the duct, the front locking shaft is forcibly inserted into the front locking groove. Similarly, if the front side locking slot has a front locking groove formed at the end of the side where the damper provided with the front side locking shaft is opened, the damper is further rotated from the opened state. When the moving means is rotated, the front locking shaft enters the front lock groove. Then, when the front locking shaft is inserted into the lock groove, the adjustment dial is rotated, and the damper rotation means is rotated to the side where the damper provided with the front locking shaft is opened. Is rotated while the front locking shaft is inserted into the front lock groove until it is opened.

  When the front locking shaft enters the front locking groove, the front locking shaft is moved along with the rotation of the damper rotating means until the locking is released thereafter. At this time, the rear locking shaft is also moved in contact with the end portion on the side where the rear lock groove is not provided.

  When the front locking shaft is inserted into the lock groove, the damper provided with the front locking shaft is rotated until the damper is opened, and the damper rotating means is further rotated. The shaft is released from the front lock groove to release the lock, and even if the damper rotation means rotates thereafter, the damper provided with the front lock shaft is rotated only by being guided into the front rotation slot. First, the open state is maintained until it comes into contact with the end of the front rotation slot without the front lock groove.

  Accordingly, since the front locking shaft and the rear locking shaft are not in any of the locking grooves until the front locking shaft is separated from the front locking groove and thereafter enters this state, Each damper provided with a stop shaft maintains an open state.

As described above, when the locking shaft provided in any of the dampers is engaged with any of the locking grooves, one of the dampers entering the locking groove is accompanied by the rotation of the damper rotating means. The damper is opened and closed to change the open / close state of the damper, but the other damper has a locking shaft provided in the damper that does not enter the lock groove. Since the pivot slot moves within the pivot slot that is locked by the axis, the other damper does not change the open / close state.
In this way, separate rotation control of both dampers, in which one damper is rotated and the other damper is stopped, is performed by rotating the damper rotating means by rotating one air volume adjustment dial.

  In addition, gear teeth are provided on the damper rotating means side of the air volume adjusting dial provided in the air volume adjusting mechanism and the air volume adjusting dial side of the damper rotating means so that they are engaged with each other, and the damper is rotated by rotating the air volume adjusting dial. By configuring the means to be driven and rotated, the damper rotating means of the air volume adjusting mechanism is configured to rotate following the rotation of the air volume adjusting dial according to the engagement of the teeth provided on each. .

  Therefore, according to the present invention, the damper is rotated by rotating the air volume adjustment dial in a state where either the front locking shaft or the rear locking shaft is locked to either the front lock groove or the rear lock groove. Since the means is rotated, the damper provided with the locking shaft that is locked is opened and closed, and the other damper has a rotation slot that is locked by the locking shaft provided on the damper. The damper is not opened and closed simply by sliding the long hole, and the locking of the locking shaft and the locking groove is the rotation of the damper rotating means rotated by the rotation of the air volume adjustment dial. Since the lock groove and the locking shaft can be switched depending on the direction, the opening and closing of the two dampers can be controlled by one air volume adjustment dial.

  Furthermore, the damper provided in the duct connected to the face register is a damper provided with a front locking shaft, and the damper provided in the duct connected to the second vent is a damper provided with a rear locking shaft. When the side damper is not in the open state, the second vent side damper is not in the open state, so that it is possible to suppress the generation of wind noise due to air blowing from the second vent.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a front explanatory view of an embodiment of the present invention as viewed from the vehicle interior side, FIG. 2 is an explanatory plan view showing the internal structure of the embodiment of the present invention, and FIG. FIG. 4 is an operation explanatory view for explaining the operation of the embodiment of the present invention, and FIG. 5 is an explanatory view showing another embodiment.

  Reference numeral 1 denotes an air volume adjusting mechanism which is an embodiment of the present invention. The air volume adjusting mechanism 1 is provided in the vehicle compartment. In this embodiment, it is installed in the center of a console panel P of a passenger car. As shown in FIG. 1, the air volume adjusting mechanism 1 is provided with a face register 2 and a second vent 3 arranged in parallel as an air outlet when viewed from the inside of the passenger car, and between the face register 2 and the second vent 3. The air volume adjustment dial 4 that enables the air volume adjustment is provided. The air volume adjustment dial 4 is provided so that a part of the air volume adjustment dial 4 is exposed to the interior of the vehicle and can be rotated by the passenger.

On the back side of the face register 2, that is, inside the console panel P, a face register side air duct AD1 is connected. Similarly, the second vent side air duct AD2 is connected to the back side of the second vent 3. The face register side air duct AD1 and the second vent side air duct AD2 are branched from the air duct AD and connected to the face register 2 and the second vent 3 which are the respective outlets.
A face register side damper D1, which is a register damper, is provided in the face register side air duct AD1. The face register side damper D1 is formed of a plate-like body capable of closing the inside of the face register side air duct AD1, and is provided with a rotation shaft D1a at the center and rotatably supported in the face register side air duct AD1.
Further, the face register side damper D1 has a face register side damper D1 on the side of the face register side damper D1 which is the face register 2 side of the rotation axis D1a in the opened state in which the face register side damper D1 is rotated so as to coincide with the direction of the air passage. The front locking shaft D1b is projected. The front locking shaft D1b protrudes to the side of the second vent 3 provided side by side with the face register 2.
Furthermore, in the face register side air duct AD1, when the face register side damper D1 is fully opened, the face register side damper D1 is located at the lower end of the face register side damper D1 opposite to the face register 2 A face register-side stopper D1c that supports and restricts further rotation is fixed. The face register side stopper D1c is fixed to the inner surface of the face register side air duct AD1.

In the second vent side air duct AD2, a second vent side damper D2, which is a vent damper, is provided in the same manner as the face register side air duct AD1. The second vent side damper D2 is made of a plate-like body capable of closing the inside of the second vent side air duct AD2, and is provided with a rotation shaft D2a at the center and pivotally supported in the second vent side air duct AD2. The rotation axis D2a is provided coaxially with the rotation axis D1a of the face register side damper D1.
Further, the second vent side damper D2 has a second vent side damper D2 side opposite to the second vent 3 side of the rotary shaft D2a in the opened state in which the second vent side damper D2 is rotated so as to coincide with the air passage direction. A rear locking shaft D2b is projected from the part. The rear side locking shaft D2b protrudes toward the face register 2 side that is provided in parallel with the second vent 3.
Furthermore, in the second vent side air duct AD2, when the second vent side damper D2 is fully opened, the second vent side damper D2 is located at the lower end of the second vent side damper D2 opposite to the second vent 3. A second vent-side stopper D2c that supports and restricts the shaft from being able to turn any more is fixed. The second vent side stopper D2c is fixed to the inner surface of the second vent side air duct AD2.

  The air volume adjustment dial 4 has a thin cylindrical shape, and the console panel P side of the cylindrical surface, that is, the vehicle interior side, has an operation surface 41 provided with unevenness for easy dial operation as shown in FIG. The unevenness is formed on the surface exposed to the interior side of the automobile within a range in which the air volume adjustment dial 4 can be rotated. Further, the other cylindrical surface is formed with a meshing portion 42 for providing teeth that can mesh with a gear. The air volume adjustment dial 4 is pivotally supported in the console panel P by a shaft 43 at the center of the cylinder.

  Reference numeral 5 denotes a damper rotation gear 5 which is a damper rotation means. The damper rotation gear 5 has a thin cylindrical shape, and a gear portion 51 that forms teeth so as to be able to mesh with a meshing portion 42 provided on the air volume adjustment dial 4 is provided on a cylindrical side surface. The damper rotation gear 5 is rotatable about the central shaft 52 and is located on the rear side of the air volume adjustment dial 4 when viewed from the vehicle interior so that the gear portion 51 is engaged with the engagement portion 42. Provide. At this time, the damper rotation gear 5 is installed such that the center shaft 52 is coaxial with the rotation axis D1a of the face register side damper D1 and the rotation axis D2a of the second vent side damper D2. At this time, the rotation axis D1a of the face register side damper D1, the rotation axis D2a of the second vent side damper D2, and the central axis 52 are installed so as to be independently rotatable.

  The damper turning gear 5 is provided with a front turning long hole 53 so as to penetrate both side surfaces. The front turning long hole 53 is in a position where the front side locking shaft D1b provided in the face register side damper D1 can be locked, and the locked front side locking shaft D1b is fully closed from the fully opened state of the face register side damper D1. The turning trajectory until the state is reached is formed as a slidable long hole concentric with the central shaft 52. Then, the face register-side damper D1 is moved away from the face register-side stopper D1c to be closed so that the face-register-side damper D1 is moved to the closed state, that is, locked to the front locking shaft D1b. A front lock groove 53a in which the front locking shaft D1b can be inserted by pressing the front locking shaft D1b is formed in the upper end portion (the clockwise rotation end portion of the front rotation elongated hole 53 in FIG. 3). Set up. The front lock groove 53a is a cylindrical groove having substantially the same diameter or a large diameter as the front locking shaft D1b, and a part of the cylindrical groove is overlapped with the end of the front lock groove 53a so as to be continuous with the front lock groove 53a. The diameter of the continuous portion is smaller than that of the front locking shaft D1b. Thus, the front side locking shaft D1b can enter the front side locking groove 53a by pressing the front side locking shaft D1b so as to enter the portion having a small diameter. The pressing force for entering at this time is rotated from the fully open state to the fully closed state, and further rotates the damper rotating gear 5 in a state of being in contact with the inner surface of the face register side air duct AD1, thereby causing the face register to rotate. It can be obtained by a reaction force obtained from the inner surface of the side air duct AD1.

  Accordingly, the small diameter portion between the front lock groove 53a and the front rotation elongated hole 53 has a diameter small enough to enter with the reaction force obtained from the inner surface of the face register side air duct AD1, and further the damper rotation gear 5 These materials and the material of the front side locking shaft D1b can be realized by being deformed to the extent that they can enter the front side locking groove 53a by forming both or at least one of them with a relatively soft synthetic resin or the like.

Further, the damper turning gear 5 is provided with a rear turning elongated hole 54 so as to penetrate both side surfaces similarly to the front turning elongated hole 53. The rear turning elongated hole 54 is in a position where the rear side locking shaft D2b provided in the second vent side damper D2 can be locked, and the rear side locking shaft D2b is fully opened by the second vent side damper D2. Is formed as a long hole that is concentric with the central shaft 52 and can be slid. Then, the second vent side damper D2 is brought into contact with the second vent side stopper D2c to be engaged with the end portion of the rear rotation long hole 54 that is movable so as to be fully opened, that is, with the rear side locking shaft D2b. The rear side locking shaft D2b can be inserted into the upper side end portion (counterclockwise side end portion of the rear rotation elongated hole 54 in FIG. 3) by pressing the rear side locking shaft D2b. A side lock groove 54a is formed.
The rear lock groove 54a is a cylindrical groove having substantially the same diameter or a large diameter as the rear locking shaft D2b, and a part of the cylindrical groove is overlapped with the end of the rear lock groove 54a. 54a is continuous and is smaller in diameter than the rear locking shaft D2b at the continuous portion. In this way, the rear locking shaft D2b is pressed into the rear lock groove 54a so as to enter the portion having a small diameter that is the boundary between the rear rotation elongated hole 54 and the rear lock groove 54a. The rear locking shaft D2b can enter. The pressing force for entering at this time is rotated from the fully closed state to the fully closed state, and further rotates the damper rotating gear 5 in a state of being in contact with the second vent side stopper D2c, thereby rotating the second vent side damper. D2 can be obtained by a reaction force obtained from the second vent side stopper D2c.

  Therefore, the small diameter portion between the rear lock groove 54a and the rear rotation elongated hole 54 is set to a diameter small enough to enter with the reaction force obtained from the second vent side stopper D2c. The material and the material of the rear side locking shaft D2b can be realized by being deformed so as to be able to enter the rear side locking groove 54a by forming both or at least one of them by a deformable material such as a relatively soft synthetic resin. .

  The front turning elongated hole 53 and the rear turning elongated hole 54 drilled as described above include the front locking groove 53a and the rear locking groove 54a, and are centered on the central axis 52 of the damper turning gear 5. Provide symmetrically.

  Hereinafter, the operation of the embodiment configured as described above will be described with reference to FIG. 4 which is an operation explanatory diagram of the embodiment. FIG. 4 shows the open / closed states of the face register side damper D1 and the second vent side damper D2 in the upper part of the table, the middle part shows a perspective explanatory view showing the positions of both dampers in the state described in the upper part, and the lower part shows Is a side explanatory view showing the locking state of the front locking shaft D1b and the rear locking shaft D2b and the damper rotating gear 5 in the state shown in the middle stage and the upper stage. Contains a brief description of the condition. In the uppermost part, the open / closed states of the dampers are represented as [1], [2], and [3], respectively. The state of [1] is the largest opening of both dampers and the air volume is large. [3] As it moves to the state, both dampers are closed and the air volume decreases.

  First, the state [1] shown in FIG. 4 will be described as an initial state. In the state [1], both the face register side damper D1 and the second vent side damper D2 are fully opened, and the damper rotating gear 5 is rotated clockwise from the state in which the second vent side damper D2 is fully closed. In this state, reaction force is obtained from the second vent side stopper D2c with which the second vent side damper D2 is in contact, and the rear side locking shaft D2b enters the rear side locking groove 54a. The front side locking shaft D1b It is located at the end of the front turning elongated hole 53 opposite to the lock groove 53a.

  When the air volume adjustment dial 4 is rotated from the state shown in FIG. 1 and the damper rotating gear 5 is rotated in the direction of the white arrow in the figure, the rear locking shaft D2b enters the rear locking groove 54a. The second vent side stopper D2c, which is rotated along with the rotation of the rotation gear 5 and provided with the rear locking shaft D2b, also shifts from the fully open state to the closed state. On the other hand, the front side locking shaft D1b is not in the front side locking groove 53a and is positioned at the end of the front side rotation slot 53 where the front side locking groove 53a is not provided. Even if the damper rotation gear 5 rotates in the direction of the pull-out arrow, the front rotation elongated hole 53 only moves along the front locking shaft D1b, so the position of the front locking shaft D1b does not change and the front locking The face register side damper D1 provided with the axis D1b is kept fully open.

  In the middle position between [1] and [2] shown between [1] and [2] in FIG. 4, the second vent side as described in the above [1] state. Only the damper D2 approaches the closed state by the movement of the rear locking shaft D2b that moves together with the rear lock groove 54a, and is in a half-closed state. At this time, the front side locking shaft D1b is positioned at a substantially middle position of the front side rotation elongated hole 53, and the face register side damper D1 provided with the front side locking shaft D1b is still in a fully opened state and is in contact with the face register side stopper D1c. It is supported.

When the rotation further proceeds and the state shown in [2] is reached, the second vent side damper D2 is fully closed. At this time, the front locking shaft D1b reaches the side of the front lock groove 53a of the front rotation slot 53. However, the position of the front side locking shaft D1b has not changed yet, and the face register side damper D1 is supported by the face register side stopper D1c and is kept fully open.
When the damper rotation gear 5 is rotated from this state in the direction of the white arrow in the figure, the front locking shaft D1b is subsequently pressed by the front lock groove 53a side end portion of the front rotation elongated hole 53 and is opposite in the figure. It will be moved clockwise. However, in this state, since the face register side damper D1 provided with the front side locking shaft D1b is fully closed and no reaction force is obtained from the inner surface of the face register side air duct AD1, the front side locking shaft D1b It is simply moved without entering the lock groove 53a.

In the intermediate state shown in FIG. 4 between [2] and [3] and transitioning from the state represented by [2] to the state represented by [3], the rear lock groove 54a rotates rearward. It is located in the long hole 54, and even if the rear side rotation long hole 54 moves, it is relatively sliding in the rear side rotation long hole 54 (the rear side rotation long hole 54 is The second vent side damper D2 provided with the rear locking shaft D2b maintains the fully closed state in the state [2]. .
On the other hand, since the front side locking shaft D1b has entered the front side locking groove 53a, it is moved together with the front side locking groove 53a, and the face register side damper D1 provided with the front side locking shaft D1b is also rotated and moved to substantially half. Closed.

Further, when the rotation of the damper rotation gear 5 in the direction of the white arrow in the drawing proceeds and the state [3] is reached, the face register side damper D1 is fully closed and then the damper rotation gear 5 is further rotated. The face register side damper D1 is in contact with the inner side surface of the face register side air duct AD1, and the front side locking shaft D1b provided in the face register side air duct AD1 by receiving a reaction force from the inner side surface enters the front side lock groove 53a. It is in a state of entering. The rear locking shaft D <b> 2 b is located at the end opposite to the rear lock groove 54 a of the rear rotation elongated hole 54.
The state immediately before represented in [3], that is, immediately before the front side locking shaft D1b enters the front side locking groove 53a, the front side locking shaft D1b is pressed beside the front side locking groove 53a of the front rotation slot 53a. The face register side damper D1 having moved and provided with the front side locking shaft D1b is in a fully closed state, and from this state, the damper rotating gear 5 is rotated in the direction of the white arrow, and the face register side damper D1 is hit. The front side locking shaft D1b enters the front side locking groove 53a by the reaction force obtained from the inner surface of the face register side air duct AD1 that is in contact, and is in a state represented by [3].
In the state represented by 3, both the face register side damper D1 and the second vent side damper D2 are fully closed.

Further, the face register side damper D1 and the second vent side damper D2 as shown in [3] are shifted from the fully closed state to the face register side damper D1 and the second vent side damper D2 as shown in [1]. Is performed by rotating the damper rotation gear 5 in the clockwise direction opposite to the direction of the white arrow in the figure.
That is, when the damper rotation gear 5 is rotated clockwise from the state shown in [3], the front locking shaft D1b is rotated by the damper because the front locking shaft D1b enters the front locking groove 53a. When the gear 5 is moved in the clockwise direction, the face register side damper D1 provided with the front locking shaft D1b is rotated to shift to the open state. At this time, since the rear side locking shaft D2b does not enter the rear side locking groove 54a, the rear side locking shaft D2b maintains that state even if the rear side rotation elongated hole 54 rotates. That is, the second vent side damper D2 provided with the rear side locking shaft D2b maintains the fully closed state.

And even in the intermediate state between [2] and [3], this state does not change, the face register side damper D1 is substantially half open, and the second vent side damper D2 is kept closed.
Further, when the rotation of the damper rotation gear 5 in the clockwise direction in the drawing advances and the state immediately before represented in [2] is reached, the front locking shaft D1b is provided in the front locking groove 53a while the front locking shaft D1b remains in the front locking groove 53a. Further, the face register side damper D1 comes into contact with the face register side stopper D1c to be fully opened. At this time, the second vent side damper D2 is also in a fully closed state, and the rear locking shaft D2b provided in the second vent side damper D2 reaches the side of the rear side locking groove 54a of the rear side rotation elongated hole 54. .

When the damper rotation gear 5 is further rotated clockwise from this state, the rear side locking shaft D2b provided in the second vent side damper D2 is in a fully closed state, unlike the state [2] in the figure. Therefore, the reaction force from the second vent side stopper D2c cannot be obtained, and it does not enter the rear lock groove 54a, and is positioned beside the rear lock groove 54a of the rear rotation long hole 54 and the rear rotation length. Pressed by the end of the hole 54 on the rear lock groove 54a side (the small diameter portion formed between the rear lock groove 54a and the rear rotation long hole 54), the rear locking shaft D2b is rotated clockwise. And move.
The front side locking shaft D1b that has entered the front side locking groove 53a has the face register side damper D1 in contact with the face register side stopper D1c, and the damper rotating gear 5 is rotated clockwise from this state. Thus, the reaction force is obtained from the stopper D1c, and the front locking shaft D1b is separated from the front lock groove 53a and enters the front rotation slot 53. Thereafter, even if the damper rotation gear 5 is rotated clockwise and the front rotation elongated hole 53 is moved, the position thereof is not changed, and the face register side damper D1 provided with the front locking shaft D1b is fully opened. Maintain state.

From the state [2] to the state [1], the rear locking shaft D2b is connected to the rear rotation slot 54 end of the rear lock groove 54a (the rear lock groove 54a and the rear rotation). The second vent side damper D2 is fully closed immediately before the state of [1], and the damper rotating gear 5 rotates clockwise. The second vent side damper D2 contacts the inner side surface of the second vent side air duct AD2 by rotating in the direction and obtains a reaction force, and the reaction force causes the rear locking shaft D2b to enter the rear lock groove 54a [1]. Return to the state shown in.
On the other hand, in the face register side damper D1, the front side locking shaft D1b provided in the face register side damper D1 is positioned in the front side rotation long hole 53 and is not moved by the movement of the front side rotation long hole 53 [1. ] Is moved to the end of the front turning slot 53 opposite to the front lock groove 53a (the front turning slot 53 is moving).
Then, the state [1] shown in FIG. 4 is obtained again.
Of course, it is not necessary to sequentially move from the state [1] shown in FIG. 4 to the state [3] and return to the state [1] again. From any state, the air volume adjustment dial 4 can be operated to turn the damper. The rotating gear 5 can be rotated in a desired direction to adjust the air volume, that is, the opening of the face register side damper D1 and the second vent side damper D2.

The state where the second vent side damper D2 is fully opened and the face register side damper D1 is fully closed while the state represented by [1] is shifted to the state represented by [3] is a table. Thus, the generation of wind noise from the second vent 3 that occurs when only the second vent side damper D2 is fully opened is suppressed.
If the wind noise from the second vent 3 does not occur even when the second vent 3 is fully open and the face register 2 is fully closed, the rear locking shaft D2b is attached to the face register-side damper D1. The air volume adjusting mechanism 1 may be formed by providing a front locking shaft D1b on the second vent side damper D2 side.

The air volume adjustment dial 4 and the damper rotation gear 5 are configured to mesh with each other and interlock with each other. For example, as shown in FIG. The pulley 62 is fixed coaxially with the central shaft 52 of the damper rotating gear 5, the pulley 62 is fixed to the air volume adjusting dial 4 so as to be coaxial with the shaft 43, and the pulley 61 and the pulley 62 are connected by the belt 63. The rotation of the air volume adjustment dial 4 may be transmitted to the damper rotation gear 5 by the belt 63, and the connection between the air volume adjustment dial 4 and the damper rotation gear 5 may not be specified.
Further, it is not essential to provide the front rotation elongated hole 53 and the rear rotation elongated hole 54 so as to pass therethrough as long as the front locking shaft D1b and the rear locking shaft D2b can be locked.
Furthermore, when there is a restriction due to the shape of the inside of the console panel P of the vehicle, such as when the arrangement of the face register side air duct AD1 and the second vent side air duct AD2 cannot be parallel, as shown in FIG. The damper rotation gear 5 is formed of a front damper gear 55 provided with a front rotation elongated hole 53 and a rear damper gear 56 provided with a rear rotation elongated hole 54. The pulley and the belt are connected to each other to independently connect the air volume adjustment dial 4, and the face register side damper D <b> 1 and the second vent side damper D <b> 2 are opened and closed in the same manner as in the above embodiment by the rotation operation of the air volume adjustment dial 4 You may form so that operation | movement can be performed.

  The present invention can be used for an air conditioning system of a vehicle, and is particularly effective when used for an air outlet that can adjust an air flow rate provided on a console panel or a center console panel of a dashboard of a passenger car.

Front explanatory view of an embodiment of the present invention viewed from the vehicle interior side Plan view sectional explanatory drawing showing the internal structure of the Example of this invention Fig. 2 is an illustration of the central longitudinal section of Fig. 2 cut vertically at the center. Operation explanatory diagram for explaining the operation of the embodiment of the present invention Explanatory drawing showing other embodiments Explanatory drawing showing a conventional example Explanatory drawing showing a conventional example

Explanation of symbols

AD air duct AD1 face register side air duct AD2 second vent side air duct D damper D1 face register side damper D1a rotating shaft D1b front locking shaft D1c face register side stopper D2 second vent side damper D2
D2a Rotating shaft D2b Rear side locking shaft D2c Second vent side stopper P Console panel 1 Air volume adjusting mechanism 2 Face register 3 Second vent 4 Air volume adjusting dial 41 Operation surface 42 Interlocking portion 43 Shaft 5 Damper rotating gear 51 Gear portion 52 Center axis 53 Front rotation slot 53a Front lock groove 54 Rear rotation slot 54a Rear lock groove

Claims (2)

Air can be supplied to the room via a duct from a face register and a second vent that open in the vehicle interior, and a plate-shaped damper provided in the duct is rotated in the duct to open and close the air supply path of the duct. Air volume adjustment mechanism that can adjust the air supply amount,
The face register and the second vent are opened side by side, and a duct is connected to the face register and the second vent independently to supply air, and the duct is closed by rotating around the rotation axis. A possible resistor damper and vent damper are provided in each duct, and a stopper is provided to restrict the rotation to the opposite side in the fully open state so that both dampers rotate in the same direction, and the duct is fully open One of the dampers in a state of being rotated so as to have a front side is provided with a front locking shaft that protrudes from the rotation shaft toward the opening of the vehicle interior toward the other damper side, and the other damper has a rear side. A side locking shaft is provided on the opposite side of the opening of the vehicle interior from the rotating shaft to one damper side, and is less between the face register and the second vent. The air volume adjustment dial is provided so that part of the air volume adjustment dial protrudes into the vehicle interior, and the air volume adjustment dial is located on the opposite side of the air volume adjustment dial from the interior and between the dampers provided on the face register and the second vent. A damper rotating means that can be driven and rotated is provided, and the damper rotating means has a front rotating elongated hole that can be locked to the front locking shaft on the vehicle interior side from the damper rotating shaft. A rear rotation elongated hole that can be locked to the rear locking shaft is formed on the opposite side of the vehicle interior from the damper rotation shaft. It is drilled in,
Both locking shafts are controlled and rotated by the end portions of the long holes to be locked, and the end portion on the side that restricts the damper provided with the front locking shaft to the closed state or the A front locking groove is formed in one of the end portions on the side that restricts the damper to the open state so that the front locking shaft can enter by maintaining the position of the front locking shaft by further rotating the damper rotating means from the open or closed state. The damper rotating means further rotates from the restricted state to the end when the rear rotating elongated hole is restricted to a damper state in which the front locking groove of the front rotating elongated hole is provided. The air volume adjusting mechanism is characterized in that a rear locking groove is formed so that the rear locking shaft can enter and maintain the position.   A gear tooth is provided on each of the damper rotating means side of the air volume adjusting dial and the air volume adjusting dial side of the damper rotating means so as to mesh with each other, and the damper rotating means is driven and rotated by the rotation of the air volume adjusting dial. Item 2. The air volume adjustment mechanism according to Item 1.

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