KR20220166103A - Vehicle air vent structure - Google Patents

Abstract

The present invention relates to a vehicle air vent structure which changes the flow of air entering the inside of a vehicle. The vehicle air vent structure comprises: a vent duct with an open front facing the inside of the vehicle; a vent bezel fixed to the front of the open vent duct and having an outlet rt through which the air is discharged; a garnish disposed at the outlet and mounted on a crush pad to cover the outlet; a garnish housing mounted on a rear surface of the garnish; a pair of sub wings disposed at the rear of the garnish housing and mounted on the crush pad; a pair of rear wings disposed at the rear of the sub wing and selectively rotating in a direction of facing each other or in a direction opposite to the direction of facing each other; and a front wing disposed at the rear of the rear wing and disposed in a direction orthogonal to the rear wing. The garnish housing has a cross-sectional shape of a concave surface in the direction of the vehicle inside.

Description

Vehicle air vent structure {VEHICLE AIR VENT STRUCTURE}

The present invention relates to an air vent, and more particularly, to an air vent structure for a vehicle that changes the flow of air introduced into a vehicle cabin.

In general, air vents that discharge air according to the operation of the air conditioner and heater include a center air vent mounted on the center fascia panel between the driver's seat and passenger seat, and side air vents mounted on the crash pad on the driver's seat and passenger seat side. include

These air vents are manufactured in a structure with a wide vertical width by adopting at least six horizontal wings and vertical wings, respectively.

Therefore, the size of the air vent is large, and there are many disadvantages in terms of packaging problems with peripheral components and design constraints.

In particular, the existing air vent as described above has a structure in which a plurality of horizontal wings and vertical wings are inevitably exposed.

Due to this, a wide mounting space is occupied in the center fascia panel or crash pad, which eventually causes a decrease in design freedom for clusters and AVN (Audio, Video, Navigation) devices disposed around the air vents.

Therefore, due to the large size of clusters and AVN devices mounted inside vehicles, the air vent mounting position tends to move to the lower area of the center fascia panel, and in particular, the exterior design of the air vent is designed in a slim type. there is a trend

However, the slim type air vent has a structure in which left and right lengths are long and vertical heights are low compared to conventional air vents.

For this reason, the slim type air vent does not occupy a large installation area and can provide an advantage of improving design freedom for peripheral parts, but there is a problem in that it is difficult to adjust the wind direction of air discharged into the room.

The present invention to solve the problems described above is to provide an air vent structure for a vehicle capable of covering the horizontal and vertical wings of the air vent and adjusting the wind direction.

The foregoing and other objects, advantages and characteristics of the present invention, and methods of achieving them will become clear with reference to the embodiments described below in detail in conjunction with the accompanying drawings.

An air vent structure for a vehicle according to an embodiment of the present invention for achieving the above object includes a vent duct with an open front in a vehicle interior direction; a vent bezel fixed to the front of the open vent duct and having a discharge port through which air is discharged; a garnish disposed at the discharge port and mounted on a crush pad to cover the discharge port; a garnish housing mounted on a rear surface of the garnish; a pair of sub wings disposed behind the garnish housing and mounted on a crush pad; a pair of rear wings disposed at the rear of the sub-wings and selectively rotating in opposite directions of facing each other or facing each other; and a front wing disposed behind the rear wing and disposed in a direction orthogonal to the rear wing, wherein the garnish housing has a curved surface concave in a vehicle interior direction in cross-section.

The ends of the pair of sub wings in the interior direction are inclined in a direction facing each other.

The sub wing may include a first sub wing disposed in one direction based on the center of the garnish housing; and a second sub wing disposed in another direction opposite to the direction in which the first sub wing is disposed based on the center of the garnish housing.

When the pair of rear wings rotate in opposite directions to the direction facing each other, the ends face the first sub-wing and the second sub-wing, respectively.

When the pair of rear wings rotate in opposite directions to the direction in which they face each other, air flows between the vent bezel and the sub-wings.

When the pair of rear wings are rotated facing each other, their ends face the center of the garnish housing.

When the pair of rear wings rotate in a direction facing each other, air flows between the vent bezel and the sub wing, and between the sub wing and the garnish housing.

A width between the interior end of the sub wing and the garnish housing is narrower than that between the sub wing and the vent bezel.

A flow rate and pressure of air flowing between the sub wing and the garnish housing are higher than a flow rate and pressure of air flowing between the vent bezel and the sub wing.

Air flowing between the sub wing and the garnish housing and air flowing between the vent bezel and the sub wing merge between the vent bezel and the garnish housing.

A driving member mounted outside the vent duct and transmitting a driving force to the rear wing and the front wing to rotate them may be further included.

The driving member may include a first motor unit coupled to the rear wing to rotate the rear wing; and a second motor coupled to the front wing to rotate the front wing.

An air vent structure for a vehicle according to another embodiment of the present invention includes a vent duct having an open front side in a vehicle interior direction; a vent bezel fixed to the front of the open vent duct and having a discharge port through which air is discharged; a garnish disposed at the discharge port and mounted on a crush pad to cover the discharge port; a garnish housing mounted on the rear surface of the garnish and having a concave curved cross section; a pair of sub wings disposed behind the garnish housing and mounted on a crush pad; a rear wing disposed behind the sub wing and selectively rotating toward one of the pair of sub wings or toward the center of the garnish housing; a front wing disposed at a rear surface of the rear wing and perpendicular to the rear wing; and a driving member that is mounted outside the vent duct and transmits a driving force to the rear wing and the front wing to rotate them.

The sub wing may include a first sub wing disposed in one direction based on the center of the garnish housing; and a second sub wing disposed in a direction opposite to the direction in which the first sub wing is disposed based on the center of the garnish housing, wherein the rear wing comprises the first sub wing or the second sub wing Optionally rotates toward either the wing or the center of the garnish housing.

When the rear wing rotates toward the first sub-wing, air flows between the first sub-wing and the vent bezel in the direction in which the first sub-wing is disposed, and the rear wing rotates toward the second sub-wing. direction, air flows between the second sub wing and the vent bezel in the direction in which the second sub wing is disposed.

When the rear wing rotates toward the center of the garnish housing, air flows between the vent bezel, the first sub wing, and the second sub wing in one direction and the other direction, respectively, and the first sub and the first sub Each flows between the wing and the garnish housing.

According to the present invention, the sub wing, rear wing, and front wing disposed inside the vent duct and the vent bezel are not visible from the inside of the vehicle by the garnish, so that the simple aesthetics of the air vent can be expressed.

In addition, the flow direction of the air is controlled through the Coanda effect according to the shape of the garnish housing, so that the direction of the air discharged into the vehicle interior can be adjusted.

1 is a perspective view showing an air vent structure for a vehicle according to an embodiment of the present invention;
2 is a cross-sectional view showing a cross-section of an air vent structure for a vehicle according to an embodiment of the present invention.
3 is an exploded perspective view of an air vent structure for a vehicle according to an embodiment of the present invention;
4 and 5 are operational diagrams showing an operating state of a rear wing of an air vent structure for a vehicle according to an embodiment of the present invention.
Figure 6 is a perspective view showing a front wing according to an embodiment of the present invention.
7 is an operation diagram showing an operating state of a front wing according to an embodiment of the present invention.
8 to 10 are operation diagrams showing the operating state of the rear wing according to another embodiment of the present invention.
11 is a perspective view illustrating an air vent structure for a vehicle according to another embodiment of the present invention.
12 is a cross-sectional view showing a cross section of an air vent structure for a vehicle according to another embodiment of the present invention.
13 is an exploded perspective view of an air vent structure for a vehicle according to another embodiment of the present invention.
14 and 15 are operation diagrams showing an operating state of a rear wing of an air vent structure for a vehicle according to another embodiment of the present invention.
16 to 18 are operation diagrams showing an operating state of a rear wing according to another embodiment of the present invention.

The embodiments of the present invention are provided to more completely explain the present invention to those skilled in the art, and the following examples may be modified in many different forms, and the scope of the present invention is as follows It is not limited to the examples. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the spirit of the invention to those skilled in the art. In addition, each component in the following drawings is exaggerated for convenience and clarity of explanation, and the same reference numerals refer to the same elements in the drawings. As used herein, the term “and/or” includes any one and all combinations of one or more of the listed items.

Terms used in this specification are used to describe specific embodiments and are not intended to limit the present invention.

As used herein, the singular form may include the plural form unless the context clearly indicates otherwise. Also, when used herein, "comprise" and/or "comprising" specifies the presence of the recited shapes, numbers, steps, operations, elements, elements, and/or groups thereof. and does not exclude the presence or addition of one or more other shapes, numbers, operations, elements, elements and/or groups.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view showing an air vent structure for a vehicle according to an embodiment of the present invention, FIG. 2 is a cross-sectional view showing a cross section of an air vent structure for a vehicle according to an embodiment of the present invention, and FIG. 3 is an embodiment of the present invention. An exploded perspective view of an air vent structure for a vehicle according to an example, and FIGS. 4 and 5 are operational views showing an operating state of a rear wing of an air vent structure for a vehicle according to an embodiment of the present invention. It is a perspective view showing a front wing according to an embodiment, and FIG. 7 is an operating view showing an operating state of the front wing according to an embodiment of the present invention.

1 to 7, an air vent structure for a vehicle according to an embodiment of the present invention includes a vent duct 100, a vent bezel 200, a garnish 300, a garnish housing 400, and a drive It includes a member 500, a sub wing 600, a rear wing 700 and a front wing 800.

The vent duct 100 constitutes the body of the air vent, and the front side thereof is opened to discharge air toward the inside of the vehicle.

And, the vent duct 100 is connected to the air conditioners at the rear.

The vent bezel 200 is fixed to the open front of the vent duct 100 .

The vent bezel 200 preferably has a rectangular frame shape and is fixed to the open front surface of the vent duct 100.

In addition, a discharge port 210 through which air generated from the air conditioners is discharged into the vehicle interior is formed on the front side of the vent bezel 200 toward the vehicle interior.

The discharge port 210 is formed in a shape that widens in an area toward the interior of the vehicle.

Meanwhile, the vent bezel 200 is preferably fixed to the crash pad of the vehicle.

The garnish 300 is disposed inside the outlet 210 and mounted on the crush pad or the vent bezel 200, and covers a portion of the outlet 210 of the vent bezel 200.

As a result, the sub wing 600, the rear wing 700, and the front wing 800 disposed inside the vent duct 100 and the vent bezel 200 are covered by the garnish 300.

That is, the garnish 300 makes the sub wing 600, rear wing 700, and front wing 800 disposed inside the vent duct 100 and the vent bezel 200 invisible from the inside of the vehicle, so that the appearance of the air The simple aesthetic feeling of the vent can be expressed.

In addition, the garnish 300 covers the area other than the upper and lower areas of the outlet 210 of the vent bezel 200 .

That is, the air discharged from the outlet 210 is discharged into the vehicle interior through the upper and lower portions of the outlet 210 .

The garnish housing 400 is mounted on the rear side of the garnish 300 and controls the flow of air generated from the air conditioners according to its shape.

The cross-sectional shape of the garnish housing 400 is a bell shape forming a convex curved surface.

The drive member 500 is mounted on the outside of the vent duct 100, and the rear wing 700 and the front wing 800 are combined.

In addition, the driving member 500 rotates the rear wing 700 and the front wing 800 when power is applied from the outside.

This driving member 500 includes a first motor unit 510 and a second motor unit 520 .

The first motor unit 510 is fixed to the side of the vent duct 100 and is coupled to the rear wing 700 .

Also, the first motor unit 510 rotates the rear wing 700 at a predetermined angle when power is applied from the outside.

The second motor unit 520 is fixed to the upper surface of the vent duct 100 and coupled to the front wing 800.

Then, the second motor unit 520 rotates the front wing 800 at a predetermined angle when power is applied from the outside.

The sub wings 600 are made of a pair, are disposed at the rear of the garnish housing 400, and are fixed to the crush pad.

Specifically, as shown in FIG. 2 , the pair of sub wings 600 are arranged symmetrically with each other in the vertical direction with respect to the center line of the garnish housing 400 at the rear of the garnish housing 400 .

This sub wing 600 is composed of a first sub wing 610 and a second sub wing 620.

The first sub wing 610 is disposed in an upper region in one direction with respect to the center of the garnish housing 400, and the second sub wing 620, based on the center of the garnish housing 400, has the first sub wing 610 ) is disposed in a lower region opposite to the direction in which it is disposed, that is, in the other direction.

In addition, the first sub wing 610 and the second sub wing 620 constituting the sub wing 600 are disposed at a position close to the rear wing 700 at the rear of the garnish housing 400 as shown in FIG. and has a length shorter than the length of the garnish housing 400.

The rear wing 700 is disposed at the rear of the sub wing 600 and is formed long along the width direction of the vent duct 100 as shown in FIG. 3 .

And, the rear wing 700 is formed as a pair and selectively rotates in a direction facing each other or in a direction opposite to the direction facing each other according to the operation of the first motor unit 510 of the driving member 500.

Specifically, the rear wing 700 has first through protrusions 710 formed at both ends.

The first through protrusion 710 penetrates both side surfaces of the vent duct 100 and rotatably penetrates the rear wing spacer 720 fixed to the side surface of the vent duct 100 .

Also, the first through protrusion 710 passes through the rear wing spacer 720 and is fixed to the first motor unit 510 .

Due to this, the rear wing 700 is fixed to the rear wing spacer 720 by the first through protrusion 710 and is firmly and fixed to the vent duct 100, and the first motor unit through the first through protrusion 710 510, it can rotate at a predetermined angle according to the driving of the first motor unit 510.

As shown in FIG. 4, when the pair of rear wings 700 rotate in opposite directions from facing each other according to the driving of the first motor unit 510, each pair of sub wings 600, that is, It faces the first sub wing 610 and the second sub wing 620.

Also, the pair of rear wings 700 are aligned with the sub wings 600, that is, the first sub wings 610 and the second sub wings 620, respectively.

For this reason, when the pair of rear wings 700 rotate in opposite directions from facing each other, the rear wing 700 and the sub wing 600 are closed.

Therefore, the air generated from the air conditioner flows between the vent bezel 200 and the pair of sub wings 600, respectively.

Due to this, the air discharged from the air conditioner can be discharged simultaneously up and down in the vehicle interior, that is, in the upper and lower directions along the garnish housing 400, the rear wing 700, and the pair of sub wings 600. .

Conversely, as shown in FIG. 5 , when the pair of rear wings 700 rotate in the opposite direction to the direction facing each other, their ends face the center of the garnish housing 400 .

For this reason, when the pair of rear wings 700 rotate in a direction facing each other, a space between the rear wing 700 and the pair of sub wings 600 is opened.

That is, air generated from the air conditioner may flow between the open rear wing 700 and the pair of sub wings 600, respectively.

Accordingly, the air generated from the air conditioner flows between the vent bezel 200 and the sub wing 600 and between the sub wing 600 and the garnish housing 400 .

On the other hand, since the cross-sectional shape of the garnish housing 400 is made of a bell shape forming a convex and curved surface, the air generated from the air conditioner is released from the pair of sub wings as the gap between the rear wing 700 and the sub wing 600 is opened. When flowing between the 600 and the garnish housing 400, respectively, it flows along the curved surface of the garnish housing 400 through the Coanda effect (COANDA EFFECT) as shown in FIG.

Due to this, the air discharged from the air conditioner may be discharged in a normal direction along the curved surface of the garnish housing 400, that is, toward the front of the vehicle interior.

Here, the Coanda effect refers to a phenomenon in which a fluid flows along a curved surface of a solid.

Meanwhile, as described above, the sub wing 600 is disposed at a position close to the rear wing 700 at the rear of the garnish housing 400 and is shorter than the length of the garnish housing 400 .

In addition, the width between the sub wing 600 and the garnish housing 400 is narrower than the width between the sub wing 600 and the vent bezel 200 .

Accordingly, the flow rate and pressure of air flowing between the sub wing 600 and the garnish housing 400 are higher than the flow rate and pressure of air flowing between the vent bezel 200 and the sub wing 600 .

That is, the air flowing between the sub wing 600 and the garnish housing 400 and the air flowing between the vent bezel 200 and the sub wing 600 pass through the area where the sub wing 600 is disposed, and then the vent bezel 200 ) and the garnish housing 400.

As a result, the air discharged from between the vent bezel 200 and the sub wing 600 merges with the air discharged from between the sub wing 600 and the garnish housing 400, thereby joining the vent bezel 200 and the sub wing 600. ) can also be discharged in the normal direction, that is, toward the front of the vehicle interior.

The front wing 800 is composed of a plurality, is disposed behind the rear wing 700, and extends in a direction orthogonal to the rear wing 700, that is, in the height direction of the vent duct 100.

In addition, as shown in FIG. 6, a plurality of front wings 800 are spaced apart from each other at a distance from each other along the width direction of the vent duct 100, and are rotatably coupled to the vent duct 100, respectively.

In addition, the front wing 800 rotates at a predetermined angle according to the operation of the second motor unit 520 of the driving member 500.

Specifically, the front wing 800 has second through protrusions 810 formed at both ends.

The second through protrusion 810 penetrates the upper and lower surfaces of the vent duct 100, respectively, and rotatably penetrates the front wing spacer 840 fixed to the upper surface of the vent duct 100.

Also, the second through protrusion 810 penetrates the front wing spacer 840 and is fixed to the second motor unit 520 .

Due to this, the front wing 800 is fixed to the front wing spacer 840 by the second through protrusion 810 and is firmly and fixed to the vent duct 100, and the second motor unit through the second through protrusion 810 520, it can rotate at a predetermined angle according to the driving of the second motor unit 520.

Meanwhile, a plurality of front wings 800 along the width direction of the vent duct 100 are connected to a separate connection link 830 to simultaneously rotate at a predetermined angle.

The connection link 830 is formed long in the width direction of the vent duct 100 and is rotatably fixed to the upper surface of the front wing 800.

Specifically, the connection link 830 is rotatably coupled to the link protrusion 820 formed at a position spaced apart from the second through protrusion 810 at a predetermined distance from the upper surface of the plurality of front wings 800 .

And, any one front wing 800 of the plurality of front wings 800 is coupled to the second motor unit 520.

That is, the connecting link 830 is rotatably fixed to the link protrusion 820 formed at a position spaced apart from the second through protrusion 810 at a predetermined distance from the upper surface of the plurality of front wings 800, so that the plurality of front wings Since 800 is connected to the connecting link 830 together, as shown in (a) and (b) of FIG. 7, the front wing connected to the second motor unit 520 among the plurality of front wings 800 ( 800) rotates according to the driving of the second motor unit 520, the connecting link 830 rotates the rest of the front wing 800 at a predetermined angle while performing a linear motion.

Due to this, the connecting link 830 can easily rotate the plurality of front wings 800 to adjust the wind direction of the air.

Meanwhile, the rear wing according to another embodiment of the present invention may be made of one.

Hereinafter, another embodiment of the rear wing of the invention will be described in detail with reference to the accompanying drawings.

8 to 10 are operational views showing the operating state of the rear wing according to another embodiment of the present invention.

The same reference numerals are used for components identical to those described in the foregoing embodiment, and detailed descriptions thereof are omitted.

Referring to the drawings, the rear wing 700 according to another embodiment of the present invention is disposed between the rear of the pair of sub wings 600 and is formed long along the width direction of the vent duct 100.

And, the rear wing 700 is made of one, and according to the operation of the first motor unit 510 of the driving member 500, a pair of the sub wings 600, that is, the first sub wing 610 or the second It selectively rotates toward one of the sub wings 620 or toward the center of the garnish housing 400 .

First, when the rear wing 700 according to another embodiment of the present invention rotates toward the first sub-wing 610 as shown in FIG. 8, it forms the same line as the first sub-wing 610.

As a result, the space between the rear wing 700 and the first sub wing 610 is closed.

And, between the rear wing 700 and the second sub wing 620 is open.

That is, air generated from the air conditioner may flow between the open rear wing 700 and the second sub wing 620 .

Therefore, the air generated from the air conditioner flows between the vent bezel 200 and the first sub wing 610, and the vent bezel 200 and the second sub wing 620 and the garnish housing 400 and the second sub wing It flows between the wings 620.

That is, due to this, the air flowing between the vent bezel 200 and the first sub wing 610 is discharged in an upward direction in the vehicle interior, that is, in an upward direction along the vent bezel 200 and the first sub wing 610 .

In addition, the air flowing between the garnish housing 400 and the second sub wing 620 can be discharged in a normal direction, that is, toward the front of the vehicle interior, along the curved surface of the garnish housing 400 through the Coanda effect.

Conversely, as shown in FIG. 9 , the rear wing 700 is a second sub wing 620 disposed in a lower area in the other direction relative to the center of the garnish housing 400 according to the driving of the first motor unit 510 ) can be rotated to face.

When the rear wing 700 rotates to face the second sub wing 620, it forms the same line as the second sub wing 620.

As a result, the space between the rear wing 700 and the second sub wing 620 is closed.

And, between the rear wing 700 and the first sub wing 610 is open.

That is, air generated from the air conditioner may flow between the open rear wing 700 and the first sub wing 610 .

Therefore, the air generated from the air conditioner flows between the vent bezel 200 and the second sub wing 620, and the vent bezel 200 and the first sub wing 610 and the garnish housing 400 and the first sub wing It flows between the wings 610.

As a result, the air flowing between the vent bezel 200 and the second sub wing 620 is discharged downward in the vehicle interior, that is, in a downward direction along the vent bezel 200 and the second sub wing 620 .

In addition, the air flowing between the garnish housing 400 and the first sub wing 610 may be discharged in a normal direction, that is, toward the front of the vehicle interior, along the curved surface of the garnish housing 400 through the Coanda effect.

That is, the rear wing 700 according to another embodiment of the present invention made of one can simultaneously use the upward direction and the normal direction according to its rotation direction.

Also, as shown in FIG. 10 , the rear wing 700 may be selectively rotated toward the center of the garnish housing 400 according to the driving of the first motor unit 510 .

When the rear wing 700 rotates toward the center of the garnish housing 400, the spaces between the rear wing 700 and the first sub wing 610 and between the rear wing 700 and the second sub wing 620 are opened.

That is, air generated from the air conditioner may flow between the open rear wing 700 and the first sub wing 610 and the second sub wing 620 .

Therefore, the air generated from the air conditioner flows between the vent bezel 200 and the first sub wing 610 and between the garnish housing 400 and the first sub wing 610, and the vent bezel 200 and the second sub wing 610 It can flow between the wing 620 and the garnish housing 400 and the second sub wing 620 .

As a result, the air discharged from between the vent bezel 200 and the sub wing 600 merges with the air discharged from between the sub wing 600 and the garnish housing 400, thereby joining the vent bezel 200 and the sub wing 600. ) can also be discharged in the normal direction, that is, toward the front of the vehicle interior.

Hereinafter, an air vent structure for a vehicle according to another embodiment of the present invention will be described in detail with reference to the accompanying drawings.

11 is a perspective view showing an air vent structure for a vehicle according to another embodiment of the present invention, FIG. 12 is an exploded perspective view of an air vent structure for a vehicle according to another embodiment of the present invention, and FIG. 13 is another embodiment of the present invention. 14 and 15 are operational diagrams showing an operating state of a rear wing of an air vent structure for a vehicle according to another embodiment of the present invention.

Referring to the drawings, an air vent structure for a vehicle according to another embodiment of the present invention includes a vent duct 100', a vent bezel 200', a garnish 300', a garnish housing 400', and a drive It includes a member 500', a sub wing 600', a rear wing 700' and a front wing 800'.

The vent duct 100' forms the body of the air vent, and is connected to the air conditioners at the rear, and the front of the vent duct 100' is opened to discharge air toward the inside of the vehicle.

The vent bezel 200' is fixed to the open front of the vent duct 100', and the vent bezel 200' has an outlet through which air generated from the air conditioners is discharged into the vehicle interior at the front of the vent bezel 200' toward the interior of the vehicle ( 210') is formed.

The discharge port 210' is formed in a shape that is widened so that its area becomes wider as it moves toward the interior of the vehicle.

The garnish 300' is disposed inside the outlet 210' and mounted on the crush pad or the vent bezel 200', and covers a portion of the outlet 210' of the vent bezel 200'.

As a result, the sub wing 600' disposed inside the vent duct 100' and the vent bezel 200', the rear wing 700', and the front wing 800' are formed by the garnish 300'. will be covered

That is, the sub wing 600' disposed inside the vent duct 100' and the vent bezel 200' by the garnish 300', the rear wing 700', and the front wing 800' Since it is not visible from the outside, the simple aesthetics of the air vent can be expressed.

In addition, the garnish 300' covers the area other than the upper and lower areas of the outlet 210' of the vent bezel 200'.

That is, the air discharged from the outlet 210' is discharged into the vehicle interior through the upper and lower portions of the outlet 210'.

The garnish housing 400' is mounted on the rear side of the garnish 300', and controls the flow of air generated from air conditioners according to its shape.

The cross-sectional shape of the garnish housing 400' is concave in the vehicle interior direction.

The driving member 500' is mounted on the outside of the vent duct 100', and when the rear wing 700' and the front wing 800' are combined and power is applied from the outside, the rear wing 700' and the front wing 700' Each wing 800' is rotated.

This driving member 500' includes a first motor unit 510' and a second motor unit 520'.

The first motor unit 510' is fixed to the side of the vent duct 100' and coupled to the rear wing 700', and rotates the rear wing 700' at a predetermined angle when power is applied from the outside.

In addition, the second motor unit 520' is fixed to the upper surface of the vent duct 100' and coupled to the front wing 800', and when power is applied from the outside, the front wing 800' rotates at a preset angle let it

The sub wings 600' are formed as a pair and are arranged symmetrically with each other in the vertical direction based on the center line of the garnish housing 400' at the rear of the garnish housing 400'.

Further, the pair of sub wings 600' are formed in a shape inclined in a direction in which ends in the interior direction face each other.

This sub wing 600 'is composed of a first sub wing 610' and a second sub wing 620'.

The first sub wing 610' is disposed in an upper area in one direction with respect to the center of the garnish housing 400', and the second sub wing 620' is disposed in the first area relative to the center of the garnish housing 400'. The sub wing 610 ′ is disposed in a direction opposite to the direction in which the sub wing 610 ′ is disposed, that is, in a lower region in the other direction.

The rear wing 700' is disposed at the rear of the sub wing 600' and, as shown in FIG. 13, is formed long along the width direction of the vent duct 100'.

And, the rear wing 700' is formed as a pair and selectively rotates in a direction facing each other or in a direction opposite to the direction facing each other according to the operation of the first motor unit 510' of the driving member 500'.

Specifically, the rear wing 700' has first through protrusions 710' formed at both ends.

The first through protrusion 710' penetrates both side surfaces of the vent duct 100', respectively, and rotatably penetrates the rear wing spacer 720' fixed to the side surface of the vent duct 100'.

The first through protrusion 710' passes through the rear wing spacer 720' and is fixed to the first motor unit 510'.

As a result, the rear wing 700' is fixed to the rear wing spacer 720' by the first through protrusion 710' and is firmly and fixed to the vent duct 100', and the first through protrusion 710' Through this, it is connected to the first motor unit 510' and can rotate at a predetermined angle according to the driving of the first motor unit 510'.

As shown in FIG. 14, when the pair of rear wings 700' rotate from the facing direction to the opposite direction according to the driving of the first motor unit 510', each pair of sub wings 600' ), that is, toward the first sub wing 610 'and the second sub wing 620'.

Also, the pair of rear wings 700' are aligned with the sub wings 600', that is, the first sub wings 610' and the second sub wings 620', respectively.

For this reason, when the pair of rear wings 700' rotate in the opposite direction from facing each other, the space between the rear wing 700' and the sub wing 600' is closed.

Therefore, the air generated from the air conditioner flows between the vent bezel 200' and the pair of sub wings 600', respectively.

On the other hand, as described above, since the ends of the pair of sub wings 600' in the vehicle interior are inclined in a direction facing each other, the air generated from the air conditioner is directed toward the pair of sub wings 600'. When flowing between the and the vent bezel 200', respectively, it flows along the inclined surface of the sub wing 600'.

Due to this, the air discharged from the air conditioner can be discharged toward the normal direction, that is, toward the front of the vehicle interior, along the inclined surface of the sub wing 600' as shown in FIG. 14 .

Conversely, when the pair of rear wings 700' rotate in opposite directions as shown in FIG. 15, their ends face the center of the garnish housing 400'.

For this reason, when the pair of rear wings 700' rotate in a direction facing each other, the space between the rear wing 700' and the pair of sub wings 600' is opened.

That is, air generated from the air conditioner may flow between the open rear wing 700' and the pair of sub wings 600', respectively.

Accordingly, the air generated from the air conditioner flows between the vent bezel 200' and the sub wing 600', and between the sub wing 600' and the garnish housing 400'.

Meanwhile, when the air generated from the air conditioner flows between the sub wing 600' and the garnish housing 400' as the space between the rear wing 700' and the sub wing 600' is opened, the garnish housing 400' ) flows along the concave surface of

At this time, as described above, since the cross-sectional shape of the garnish housing 400' is made of a concave curved surface toward the interior of the vehicle, the air discharged from the air conditioning device moves through the garnish housing 400' through the Coanda effect as shown in FIG. 15. ) along the curved surface, it can be discharged simultaneously up and down in the vehicle interior, that is, in the upper and lower directions.

On the other hand, as the interior-facing ends of the pair of sub-wings 600' are inclined in a direction facing each other, the width between the interior-facing ends of the sub-wings 600' and the garnish housing 400' is The width between the wing 600' and the bent bezel 200' is narrower.

Therefore, the flow rate and pressure of air flowing between the interior end of the sub wing 600' and the garnish housing 400' are equal to the flow rate and pressure of air flowing between the vent bezel 200' and the sub wing 600'. higher than

That is, the air flowing between the interior end of the sub wing 600' and the garnish housing 400' and the air flowing between the vent bezel 200' and the sub wing 600' are After passing through the arranged area, it joins between the vent bezel 200' and the garnish housing 400'.

As a result, the air discharged from between the vent bezel 200' and the sub wing 600' merges with the air discharged from between the sub wing 600' and the garnish housing 400', thereby forming the vent bezel 200'. And the air discharged from between the sub-wings 600', as shown in FIG. 15, can be simultaneously discharged in the upward and downward directions, that is, in the upper and lower directions.

Meanwhile, a rear wing according to another embodiment of the present invention may be formed of one.

Hereinafter, another embodiment of the rear wing of the present invention will be described in detail with reference to the accompanying drawings.

16 to 18 are operational views showing the operating state of the rear wing according to another embodiment of the present invention.

The same reference numerals are used for components identical to those described in the foregoing embodiment, and detailed descriptions thereof are omitted.

Referring to the drawings, a rear wing 700' according to another embodiment of the present invention is disposed between the rear of a pair of sub wings 600', and is formed long along the width direction of the vent duct 100' do.

And, the rear wing 700' is made of one, and according to the operation of the first motor unit 510' of the driving member 500', a pair of the sub wings 600', that is, the first sub wing 610 ') or the second sub wing 620', or selectively rotates toward the center of the garnish housing 400'.

First, when the rear wing 700' according to another embodiment of the present invention rotates toward the first sub-wing 610' as shown in FIG. 16, it is aligned with the first sub-wing 610'. achieve

As a result, the space between the rear wing 700' and the first sub wing 610' is closed.

Also, the space between the rear wing 700' and the second sub wing 620' is open.

That is, the air generated from the air conditioner can flow between the open rear wing 700' and the second sub wing 620'.

Therefore, the air generated from the air conditioner flows between the vent bezel 200' and the first sub wing 610', and between the vent bezel 200' and the second sub wing 620' and the garnish housing 400 ') and the second sub wing 620'.

Due to this, the air flowing between the vent bezel 200' and the first sub wing 610' can be normally discharged along the inclined surface of the sub wing 600', that is, towards the front of the vehicle interior.

In addition, the air flowing between the garnish housing 400' and the second server wing has a concave curved surface in the interior direction of the garnish housing 400', as described above, so that the garnish housing (400') is formed through the Coanda effect. 400'), it may be discharged upward in the vehicle interior, that is, in an upward direction.

Conversely, as shown in FIG. 17, the rear wing 700' is driven by the first motor unit 510', and the second sub disposed in the lower area in the other direction relative to the center of the garnish housing 400'. It can be rotated to face the wing 620'.

When the rear wing 700' rotates toward the second sub-wing 620', it is aligned with the second sub-wing 620'.

As a result, the space between the rear wing 700' and the second sub wing 620' is closed.

And, the space between the rear wing 700' and the first sub wing 610' is open.

That is, air generated from the air conditioner may flow between the open rear wing 700' and the first sub wing 610'.

Therefore, the air generated from the air conditioner flows between the vent bezel 200' and the second sub wing 620', and between the vent bezel 200' and the first sub wing 610' and the garnish housing 400. ') and the first sub wing 610'.

As a result, the air flowing between the vent bezel 200' and the second sub wing 620' can be discharged in a normal direction, that is, toward the front of the vehicle interior, along the inclined surface of the sub wing 600'.

In addition, the air flowing between the garnish housing 400' and the first server wing has a cross-sectional shape of the garnish housing 400' concave in the interior direction as described above, thereby reducing the garnish housing (400') through the Coanda effect. 400'), it may be discharged upward in the vehicle interior, that is, in an upward direction.

That is, in the air vent structure for a vehicle according to another embodiment of the present invention, air may be simultaneously discharged in an upper direction and a front direction, or a lower direction and a front direction according to the rotational direction of the rear wing 700'.

In addition, as shown in FIG. 18 , the rear wing 700' can be selectively rotated toward the center of the garnish housing 400' according to the driving of the first motor unit 510'.

When the rear wing 700' is rotated toward the center of the garnish housing 400', a gap between the rear wing 700' and the first sub wing 610' and between the rear wing 700' and the second sub wing 620 ') is open.

That is, the air generated from the air conditioner may flow between the opened rear wing 700' and the first sub wing 610' and between the second sub wing 620'.

Therefore, the air generated from the air conditioner flows between the vent bezel 200' and the first sub wing 610' and between the garnish housing 400' and the first sub wing 610', and the vent bezel 200 ') and the second sub wing 620' and between the garnish housing 400' and the second sub wing 620' at the same time.

On the other hand, as described above, by inclining the interior-facing ends of the pair of sub-wings 600' in a direction facing each other, there is a gap between the interior-facing ends of the sub-wings 600' and the garnish housing 400'. Since the width between the sub wing 600' and the vent bezel 200' is narrower, the flow rate and pressure of the air flowing between the interior end of the sub wing 600' and the garnish housing 400' It is higher than the flow rate and pressure of air flowing between the bezel 200' and the sub wing 600'.

That is, the air flowing between the interior end of the sub wing 600' and the garnish housing 400' and the air flowing between the vent bezel 200' and the sub wing 600' are arranged in the sub wing 600'. After passing through the designated area, the vent bezel 200' and the garnish housing 400' are joined together.

As a result, the air discharged from between the vent bezel 200' and the sub wing 600' merges with the air discharged from between the sub wing 600' and the garnish housing 400', thereby forming the vent bezel 200'. And the air flowing between the sub wings 600' can also be simultaneously discharged in the upward and downward directions, that is, in the upper and lower directions.

The front wing 800' is a plurality of spaced apart from each other along the width direction of the vent duct 100', and is disposed at the rear of the rear wing 700', and is orthogonal to the rear wing 700' That is, it is disposed extending in the height direction of the vent duct 100'.

In addition, the front wing 800' rotates at a predetermined angle according to the operation of the second motor unit 520' of the driving member 500'.

The front wing 800' of the air vent structure for a vehicle according to another embodiment of the present invention has the same configuration and structure as the front wing 800 of the air vent structure for a vehicle according to an embodiment of the present invention. In order not to obscure the gist, a detailed description thereof is omitted.

As described above, in the vehicle air vent structure of the present invention, the sub wing, rear wing, and front wing disposed inside the vent duct and the vent bezel are not visible from the inside of the vehicle by the garnish, so the appearance of the air vent is simple and aesthetic. feelings can be expressed.

In addition, the direction of air discharged into the vehicle interior can be adjusted by controlling the flow direction of air through the Coanda effect according to the shape of the garnish housing.

As such, the embodiments disclosed in this specification should be considered from an illustrative point of view rather than a limiting point of view. The scope of the present invention is shown in the claims rather than the foregoing description, and all differences within the equivalent range should be construed as being included in the present invention.

100, 100': vent duct 200, 200': vent bezel
210, 210': discharge port 300, 300': garnish
400, 400': garnish housing 500, 500': driving member
510, 510': first motor unit 520, 520': second motor unit
600, 600': sub wing 610, 610': first sub wing
620, 620': second sub wing 700, 700': rear wing
710, 710': first through protrusion 720, 720': rear wing spacer
800, 800': front wing 810, 810': second through protrusion
820, 820': link protrusion 830, 830': connecting link
840, 840': front wing spacer

Claims (16)

a vent duct with an open front facing the inside of the vehicle;
a vent bezel fixed to the front of the open vent duct and having a discharge port through which air is discharged;
a garnish disposed at the discharge port and mounted on a crush pad to cover the discharge port;
a garnish housing mounted on a rear surface of the garnish;
a pair of sub wings disposed behind the garnish housing and mounted on a crush pad;
a pair of rear wings disposed at the rear of the sub-wings and selectively rotating in opposite directions of facing each other or facing each other; and
A front wing disposed behind the rear wing and disposed in a direction orthogonal to the rear wing,
The garnish housing is an air vent structure for a vehicle having a cross-sectional shape formed of a curved surface concave in a vehicle interior direction.
According to claim 1,
A vehicle air vent structure in which the ends of a pair of sub wings in a vehicle interior direction are inclined in a direction facing each other.
The method of claim 2, wherein the sub wing,
a first sub wing disposed in one direction based on the center of the garnish housing; and
An air vent structure for a vehicle including a second sub wing disposed in a direction opposite to a direction in which the first sub wing is disposed based on the center of the garnish housing.
According to claim 3,
When the pair of rear wings rotate in directions opposite to the direction facing each other, ends thereof face the first sub-wing and the second sub-wing, respectively.
According to claim 4,
An air vent structure for a vehicle in which air flows between the vent bezel and the sub wing when the pair of rear wings rotate in a direction opposite to the direction in which they face each other.
According to claim 3,
When the pair of rear wings are rotated in a direction facing each other, an end of the air vent structure for a vehicle faces the center of the garnish housing.
According to claim 6,
When the pair of rear wings rotate in a direction facing each other, air flows between the vent bezel and the sub wing, and between the sub wing and the garnish housing.
According to claim 6,
A vehicle air vent structure in which a width between the interior end of the sub wing and the garnish housing is narrower than a width between the sub wing and the vent bezel.
According to claim 8,
The air vent structure for a vehicle, wherein the flow rate and pressure of air flowing between the sub wing and the garnish housing are higher than the flow rate and pressure of air flowing between the vent bezel and the sub wing.
According to claim 9,
An air vent structure for a vehicle in which air flowing between the sub wing and the garnish housing and air flowing between the vent bezel and the sub wing join between the vent bezel and the garnish housing.
According to claim 1,
The air vent structure for a vehicle further comprising a driving member mounted outside the vent duct and rotating by transmitting a driving force to the rear wing and the front wing.
The method of claim 11, wherein the driving member,
a first motor unit coupled to the rear wing to rotate the rear wing; and
An air vent structure for a vehicle including a second motor coupled to the front wing to rotate the front wing.
a vent duct with an open front facing the inside of the vehicle;
a vent bezel fixed to the front of the open vent duct and having a discharge port through which air is discharged;
a garnish disposed at the discharge port and mounted on a crush pad to cover the discharge port;
a garnish housing mounted on the rear surface of the garnish and having a concave curved cross section;
a pair of sub wings disposed behind the garnish housing and mounted on a crush pad;
a rear wing disposed behind the sub wing and selectively rotating toward one of the pair of sub wings or toward the center of the garnish housing;
a front wing disposed at a rear surface of the rear wing and perpendicular to the rear wing; and
An air vent structure for a vehicle comprising a driving member mounted outside the vent duct and rotating by transmitting a driving force to the rear wing and the front wing.
The method of claim 12, wherein the sub wing,
a first sub wing disposed in one direction based on the center of the garnish housing; and
A second sub wing disposed in a direction opposite to the direction in which the first sub wing is disposed based on the center of the garnish housing,
The rear wing is an air vent structure for a vehicle that selectively rotates toward any one of the first sub-wing, the second sub-wing, or the center of the garnish housing.
According to claim 14,
When the rear wing rotates toward the first sub-wing, air flows between the first sub-wing and the vent bezel in a direction in which the first sub-wing is disposed;
When the rear wing rotates toward the second sub-wing, air flows between the second sub-wing and the vent bezel in a direction in which the second sub-wing is disposed.
According to claim 15,
When the rear wing rotates toward the center of the garnish housing, air flows between the vent bezel, the first sub wing, and the second sub wing in one direction and the other direction, respectively, and the first sub and the first sub An air vent structure for a vehicle that flows between the wing and the garnish housing, respectively.

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