WO2024022143A1 - 出风装置及包括其的车辆 - Google Patents

出风装置及包括其的车辆 Download PDF

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Publication number
WO2024022143A1
WO2024022143A1 PCT/CN2023/107637 CN2023107637W WO2024022143A1 WO 2024022143 A1 WO2024022143 A1 WO 2024022143A1 CN 2023107637 W CN2023107637 W CN 2023107637W WO 2024022143 A1 WO2024022143 A1 WO 2024022143A1
Authority
WO
WIPO (PCT)
Prior art keywords
damper
air outlet
outlet device
rotating shaft
air
Prior art date
Application number
PCT/CN2023/107637
Other languages
English (en)
French (fr)
Inventor
唐煜成
Original Assignee
延锋国际汽车技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 延锋国际汽车技术有限公司 filed Critical 延锋国际汽车技术有限公司
Publication of WO2024022143A1 publication Critical patent/WO2024022143A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00664—Construction or arrangement of damper doors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00664—Construction or arrangement of damper doors
    • B60H1/00671—Damper doors moved by rotation; Grilles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B60H1/00842—Damper doors, e.g. position control the system comprising a plurality of damper doors; Air distribution between several outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B60H1/3414—Nozzles; Air-diffusers with means for adjusting the air stream direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B60H1/3414—Nozzles; Air-diffusers with means for adjusting the air stream direction
    • B60H1/3421—Nozzles; Air-diffusers with means for adjusting the air stream direction using only pivoting shutters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00664—Construction or arrangement of damper doors
    • B60H2001/00721—Air deflecting or air directing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/34—Nozzles; Air-diffusers
    • B60H2001/3471—Details of actuators
    • B60H2001/3478—Details of actuators acting on additional damper doors

Definitions

  • the present invention relates to the field of vehicle interior parts, and more specifically to an air outlet device and a vehicle including such an air outlet device.
  • an air-conditioning outlet In order to adjust the ambient temperature inside the vehicle, an air-conditioning outlet is usually provided on the vehicle dashboard or sub-instrument.
  • an electric air outlet device such as a "counter-blowing" air outlet device with upper and lower air ducts
  • wind direction adjustment and air volume closing functions if an independent air door is added, it will take up a lot of space and be difficult to arrange.
  • the present invention aims to provide an air outlet device for a vehicle so that the air door of the air outlet device can be rotated conveniently without increasing the occupied space, thereby achieving flexible adjustment of the wind direction and closing of the air volume.
  • a first aspect of the present invention provides an air outlet device, including: a casing and a first air duct and a second air duct formed in the casing; a first air door disposed in the casing and rotates between a first limit position that restricts the airflow from passing through the first air duct and a second limit position that restricts the airflow from passing through the second air duct; and a second damper, which is provided in the housing and allows The air flow rotates between the third limit position of the first air duct and the second air duct and the fourth limit position of restricting the air flow of the second air duct; wherein, the air outlet device is set to: when When the second damper is in the third extreme position, the first damper rotates relative to the second damper to adjust the wind direction of the air outlet device; when the first damper is in the first extreme position , the second damper rotates to the fourth extreme position relative to the first damper to close the air volume of the air outlet device.
  • the first rotating shaft of the first damper and the second The second rotating axes of the damper are coaxially arranged and nested with each other.
  • the first end of the second rotating shaft is inserted into the first end of the first rotating shaft, so that the first rotating shaft and the second rotating shaft are coaxially arranged.
  • the air outlet device further includes a pushing member, the pushing member is configured to engage with one of the first rotating shaft of the first damper and the second rotating shaft of the second damper. At the same time, it is separated from the other one of the first rotating shaft and the second rotating shaft to drive the first damper or the second damper to rotate independently.
  • the pushing member is configured to rotate in a first engagement state or a second engagement state, wherein when the pushing member is in the first engagement state, the pushing member and the The first rotating shaft is engaged to control the first damper to rotate relative to the second damper, and when the pushing member is in the second engaged state, the pushing member and the second rotating shaft are engaged to control the The second damper rotates relative to the first damper.
  • the pushing component includes a first joint surface and a second joint surface
  • the first end of the first rotating shaft includes a third joint surface that cooperates with the first joint surface
  • the The first end of the second rotating shaft includes a fourth joint surface that cooperates with the second joint surface, wherein when the pushing component is in the first joint state, the first joint surface and the third joint surface
  • the engaging surface remains abutted, and when the pushing member is in the second engaged state, the second engaging surface and the fourth engaging surface remain abutted.
  • the first end of the first rotating shaft is provided with an axially extending first notch
  • the first end of the second rotating shaft is provided with an axially extending second notch
  • the The pushing member is disposed through the first gap and the second gap.
  • the pushing component is configured to be connected with a motor so as to be driven to rotate by the motor.
  • the air outlet device includes a first surface and a second surface provided in the housing, the first surface and the housing constitute the first air duct, and the The second surface and the housing form the second air channel.
  • the first rotating shaft of the first damper and the second rotating shaft of the second damper are disposed close to the ends of the first surface and the second surface.
  • the first damper is arranged outside the first air duct, and the second damper is arranged to extend into the second air duct.
  • the second damper is arranged to be close to the second surface or aligned toward the ends of the first surface and the second surface when in the third extreme position.
  • each of the first air duct and the second air duct is composed of the housing and the second damper.
  • the air outlet device further includes an elastic component configured to provide the first damper with a restoring force to rotate toward the first limit position, and to provide the second damper with a restoring force to rotate toward the first limit position. A restoring force for rotation toward the third extreme position is provided.
  • a second aspect of the present invention provides a vehicle including an air outlet device according to the first aspect of the present invention.
  • the air outlet device according to the present invention has multiple beneficial effects, in particular: by providing two dampers that can rotate independently of each other and have different extreme positions, the wind direction of the air outlet device can be flexibly adjusted. and air volume; in addition, the air outlet device of the present invention has a small number of parts, a compact structure, takes up little space, is easy to assemble, and has low cost, so it can be widely used in various types of vehicles.
  • Figure 1A is a schematic diagram of a vehicle including an air outlet device according to an embodiment of the present invention
  • Figure 1B is an internal schematic diagram of the vehicle of Figure 1A;
  • Figure 2A is a perspective view of the first embodiment of the air outlet device of the present invention.
  • Figure 2B is an exploded view of the air outlet device of Figure 2A;
  • Figure 3A is a perspective view of the air door assembly of the air outlet device of Figure 2A against the inner rear housing;
  • Figure 3B is a perspective view from another perspective corresponding to Figure 3A;
  • Figure 3C is a perspective view of the driving component of the damper assembly of Figure 3A;
  • Figure 3D is an installation view of the first air door and the second air door of the air door assembly of Figure 3A;
  • Figure 3E is an exploded installation view of the first air door and the second air door of the air door assembly of Figure 3A;
  • Figure 3F is a perspective view of the first damper of the damper assembly of Figure 3A;
  • Figure 3G is a cross-sectional view of the damper assembly of Figure 3A;
  • Figure 4 is an installation view similar to Figure 3D of the second embodiment of the air outlet device of the present invention.
  • Figure 5A is a side view of the air outlet device of Figure 2A in a downward air outlet position
  • Figure 5B is an overall cross-sectional view of the air outlet device of Figure 2A in a downward air outlet position
  • Figure 5C is a sectional view of the driving end of the air outlet device of Figure 2A in the downward air outlet position
  • Figure 6A is a side view of the air outlet device of Figure 2A in the middle air outlet position
  • Figure 6B is an overall cross-sectional view of the air outlet device of Figure 2A in the middle air outlet position
  • Figure 6C is a sectional view of the driving end of the air outlet device of Figure 2A in the middle air outlet position;
  • Figure 7A is a side view of the air outlet device of Figure 2A in an upward air outlet position
  • Figure 7B is an overall cross-sectional view of the air outlet device of Figure 2A in an upward air outlet position
  • Figure 7C is a sectional view of the driving end of the air outlet device of Figure 2A in the upward air outlet position;
  • Figure 8A is a side view of the air outlet device of Figure 2A in a closed position
  • Figure 8B is an overall cross-sectional view of the air outlet device of Figure 2A in a closed position
  • Figure 8C is a cross-sectional view of the driving end of the air outlet device of Figure 2A in a closed position
  • Figure 9 is an overall cross-sectional view of the third embodiment of the air outlet device of the present invention.
  • Figure 10 is an overall cross-sectional view of the fourth embodiment of the air outlet device of the present invention.
  • Figure 11 is an overall cross-sectional view of the fifth embodiment of the air outlet device of the present invention.
  • the vehicle V includes an interior I having an instrument panel IP.
  • the air outlet device 100 according to the embodiment of the present invention is disposed at the center and both sides of the instrument panel IP. It should be understood that the number and installation position of the air outlet devices 100 are not restrictive. A corresponding number of air outlet devices 100 can be set as needed, and the air outlet device 100 can be set only in the center of the instrument panel IP, or it can be set in any other location.
  • the air outlet device 100 of the present invention mainly includes a housing and a damper assembly and a blade assembly disposed in the housing.
  • the housing includes an outer housing and an inner housing.
  • the outer housing includes an outer upper housing 210 and an outer lower housing 220 that are connected to each other to define the outer housing cavity.
  • the inner housing is disposed in the outer housing cavity and includes The inner front housing 310 and the inner rear housing 320 are connected to each other.
  • the rear end of the outer casing is formed with an air inlet opening 230 jointly bounded by the outer upper casing 210 and the outer lower casing 220, while the front end of the outer casing is formed with An air outlet opening 240 is jointly defined by the outer upper casing 210 and the outer lower casing 220 , and a first independent first air inlet opening 230 and an air outlet opening 240 are defined between the outer casing and the inner casing.
  • the air duct and the second air duct that is, the upper air duct 250 that is jointly bounded by the lower surface of the outer upper casing 210 and the upper surface of the inner casing and realizes downward air blowing through the air outlet opening 240, and the upper air duct 250 formed by the outer lower casing.
  • the upper surface of the body 220 and the lower surface of the inner shell jointly define a downwind channel 260 for achieving upward air blowing through the air outlet opening 240 .
  • the inner housing can therefore also be called an "air distribution block".
  • the damper assembly of the air outlet device 100 mainly includes a first damper 510 , a second damper 520 , a driving component 530 and a spring 540 .
  • the first damper 510 includes a first rotating shaft arranged along its edge
  • the second damper 520 includes a second rotating shaft arranged along its edge
  • the first rotating shaft and the second rotating shaft are coaxially arranged.
  • the first rotating shaft includes a first section 511 located at a first end thereof and a second section 512 located at a second end opposite to the first end.
  • the first section 511 of the first rotating shaft is provided There is a first shaft hole 5112, and the second rotating shaft includes a first section 521 located at its first end and a second section 522 located at a second end opposite to the first end.
  • the second section 522 is provided with a second shaft hole 5221.
  • the first section 511 of the first rotating shaft is provided with a first notch 5111 extending axially from its axial end face
  • the first section 521 of the second rotating shaft is provided with a second notch 5211 extending axially from its axial end face
  • the driving component 530 is coaxially rotatably disposed at the first ends of the first rotating shaft and the second rotating shaft, and includes a connecting shaft 531 connected to the external motor through the outer housing and a pusher connected to the connecting shaft 531
  • Block 532, the pushing block 532 is disposed through the first gap 5111 and the second gap 5211, and includes a first joint surface 5321 and a second joint surface 5322.
  • the first section 511 of the first rotating shaft includes a side wall that forms the first notch 5111 and a third joint surface 5113 that cooperates with the first joint surface 5321.
  • the first section 521 of the second rotating shaft includes a side wall that forms the second notch 5211. A side wall and a fourth joint surface 5212 mated with the second joint surface 5322. Therefore, when the motor drives the driving component 530 to rotate through the connecting shaft 531, the first joint surface 5321 and the third joint surface 5113 can abut each other, so that the pushing block 532 pushes the first rotating shaft to rotate, thereby driving the first damper.
  • the "notch" can be replaced by a "protrusion” projecting axially from the corresponding axial end face, provided that a corresponding joint surface can be formed.
  • the first damper 510 includes a shaft pin 514, a spring 540 is wound around the shaft pin 514, and both ends of the spring 540 are respectively overlapped with the first damper 510 and the second damper 520 to apply clockwise force to the first damper 510. Restoring force, while applying a counterclockwise restoring force to the second damper 520.
  • the first rotating shaft and the second rotating shaft are disposed close to the end of the inner rear housing 320 (that is, close to the rear end junction position of the upper surface and the lower surface of the inner rear housing 320).
  • the first damper 510 When the first damper 510 is not driven by the driving component 530, the first damper 510 rotates clockwise due to the action of the spring 540 until the free end of the first damper 510 abuts the lower surface of the outer upper casing 210 (i.e., is at the first limit position, refer to FIG. 7B, FIG. 8B and the following description); when the second damper 520 is not driven by the driving component 530, the second damper 520 rotates counterclockwise due to the action of the spring 540 until the whole body is tightly attached to the inner rear housing 320 The lower surface (that is, in the third extreme position, refer to FIG. 3A, FIG. 3B, FIG. 5B, FIG. 6B, FIG. 7B and the following description).
  • a rubber band 550 may be used instead of the spring 540 to provide the above-mentioned restoring force to the first damper 510 and the second damper 520 .
  • Section A damper 510 includes a first protrusion 513
  • a second damper 520 includes a second protrusion 523
  • a rubber band 550 is sleeved on the first protrusion 513 and the second protrusion 523 to prevent the first damper 510 from being driven.
  • first damper 510 is disposed outside the upper air duct 250 and the free end of the first damper 510 is oriented rearwardly toward the air inlet opening 230 , while the second damper 520 is disposed with its free end forward.
  • the first damper 510 Extending into the downwind duct 260, and the first damper 510 is configured to be rotatable between a first limit position that restricts the airflow through the upwind duct 250 and a second limit position that restricts the airflow through the downwind duct 260, wherein, at the first limit position, the free end of the first damper 510 abuts against the lower surface of the outer upper casing 210 (refer to FIGS. 7B and 8B ), and at the second extreme position, the free end of the first damper 510 abuts against The upper surface of the outer lower housing 220 (refer to FIG.
  • the second damper 520 is set to a third extreme position that allows the airflow to pass through the upper air duct 250 and the lower air duct 260 at the same time, and a fourth extreme position that restricts the airflow from passing through the lower air duct 260 . rotate between them, wherein, in the third extreme position, the second damper 520 is in close contact with the lower surface of the inner rear housing 320 (refer to FIG. 5B, FIG. 6B, and FIG. 7B), and in the fourth extreme position, the second damper 520 The free end of the damper 520 abuts against the upper surface of the outer lower housing 220 (refer to FIG. 8B ).
  • the states shown in FIGS. 7A to 7C are the initial states of the damper assembly. More specifically, when neither the first damper 510 nor the second damper 520 is driven by the driving component 530, as mentioned above, the second rotating shaft of the second damper continues to return counterclockwise due to the force of the spring 540, causing it to rotate counterclockwise.
  • the fourth joint surface 5212 abuts against the second joint surface 5322 of the push block 532, and the first rotating shaft of the first damper 510 continues to reset clockwise due to the force of the spring 540, causing its third joint surface 5113 to abut against the second joint surface 5322 of the push block 532.
  • the second rotating shaft since the circumferential angle of the second notch 5211 of the second rotating shaft is greater than the circumferential angle between the first joint surface 5321 and the second joint surface 5322, the second rotating shaft has an idle stroke angle ⁇ , that is, That is, when the pushing block 532 rotates counterclockwise, it cannot drive the second rotating shaft to rotate but can only drive the first rotating shaft to rotate.
  • the first rotating shaft since the circumferential angle of the first notch 5111 of the first rotating shaft is greater than the circumferential angle between the first joint surface 5321 and the second joint surface 5322, the first rotating shaft has an idle stroke angle ⁇ , that is, That is, when the pushing block 532 rotates clockwise, it cannot drive the first rotating shaft to rotate but can only drive the third rotating shaft. Two rotating shafts rotate.
  • the pushing block 532 is engaged with one of the first rotating shaft and the second rotating shaft to drive the rotating shaft and is separated from the other of the first rotating shaft and the second rotating shaft to drive the first damper 510 or
  • the second damper 520 rotates independently. That is to say, in this initial state, when the driving component 530 rotates clockwise, it can only drive the second rotating shaft to drive the second damper 520 to rotate clockwise.
  • the first damper 510 is located at the first limit position, and its free end Under the action of the aforementioned clockwise spring restoring force, it abuts against the lower surface of the outer upper housing 210 and maintains the current position, and is only allowed to be driven to rotate counterclockwise; when the driving component 530 rotates counterclockwise, it can only drive the first rotating shaft.
  • the first damper 510 rotates counterclockwise.
  • the second damper 520 is located at the third limit position. Under the action of the aforementioned counterclockwise spring return force, it is close to the lower surface of the inner rear housing 320 and maintains the current position. It is only allowed to be moved. The drive turns clockwise.
  • the pushing block 532 rotates counterclockwise until it is blocked by the first blocking surface 211 of the blocking block provided on the outer housing.
  • the pushing block 532 drives the first rotating shaft to rotate counterclockwise until the first damper 510 reaches the second extreme position.
  • the stroke angle ⁇ is set, the second rotating shaft is not driven, and the second damper 520 remains in the third limit position due to the action of the spring 540, as shown in FIGS. 5A to 5C.
  • the upwind duct 250 is fully opened, while the downwind duct 260 is closed by the first air door 510.
  • the wind direction at the air outlet opening 240 is the downward air outlet direction, that is, the airflow flows through the upwind duct 250 and then exits.
  • the opening 240 is blown downward.
  • the upper air duct 250 is closed by the first air door 510, and the down air duct 260 is fully opened.
  • the wind direction at the air outlet opening 240 is the upward air outlet direction, that is, the airflow flows through the down air duct 260 and then exits at the air outlet opening. Blows upward at 240 degrees.
  • the pushing block 532 rotates clockwise until it is blocked by the second blocking surface 221 of the blocking block provided on the outer housing.
  • the push block 532 drives the second rotating shaft to rotate clockwise until the second damper 520 reaches the fourth extreme position.
  • the stroke angle ⁇ is set, the first rotating shaft is not driven, and the first damper 510 remains at the first limit position due to the action of the spring 540, as shown in FIGS. 8A to 8C.
  • the upper air duct 250 is closed by the first air door 510, and the down air duct 260 is closed by the second air door 520.
  • the air volume at the air outlet opening 240 is fully closed.
  • the blade assembly of the air outlet device 100 includes an upper blade 411 disposed in the upwind duct 250 and a blade 411 disposed in the downwind duct 260.
  • the lower blade 412, the upper blade 411 and the lower blade 412 are vertical blades suitable for controlling the left and right wind directions and are integrally connected by a connecting rod 420 passing through the inner shell.
  • the rotation of the upper blade 411 and the lower blade 412 can be driven manually or by a motor.
  • it can be configured to drive the damper assembly and the blade assembly simultaneously through a single motor, thereby achieving simultaneous control of the up, down, left, and right wind directions.
  • the first rotating shaft and the second rotating shaft are arranged at a horizontal distance from the end of the inner rear housing 320, and the end of the inner rear housing 320 is provided with a limiting protrusion. 321.
  • the free end of the second air door 520 is aligned toward the end of the inner rear housing 320 (ie, the rear end junction position of the upper surface and the lower surface of the inner rear housing 320) and aligned with The limiting protrusion 321 overlaps the stop position.
  • the arrangement of the limiting features on the inner rear housing 320 is not limiting, and the air guide working principle of the air outlet device of this embodiment is the same as that of the first embodiment.
  • the first rotating shaft and the second rotating shaft are arranged There is a horizontal distance from the end of the inner rear housing 320, and the first rotating shaft and the second rotating shaft are arranged non-coaxially.
  • the limiting features on the inner rear housing 320 can be similar to the third embodiment, and the air guide working principle of the air outlet device of this embodiment is the same as that of the first embodiment.
  • the air outlet device is not provided with an inner housing (or air distribution block).
  • the second damper 520 when the second damper 520 is held in the third limit position through the limiting feature (for example, (approximately horizontal position as shown in the figure), the second air door 520 and the lower surface of the outer upper casing 210 form the first air duct 250, and the second air door 520 and the upper surface of the outer lower casing 220 form the second air duct 260.
  • the arrangement manner and air guiding working principle of the first damper 510 and the second damper 520 are the same as those in the fourth embodiment.
  • the air outlet device 100 can realize the adjustment of the wind direction and the closing of the air volume through the arrangement of two dampers that can rotate independently of each other and have different limit positions, so it is more flexible and convenient to use. , and due to the small number of parts, the air outlet device 100 has a compact structure, takes up little space, is easy to assemble, and has low cost.
  • the present invention may include conventional technologies (such as technologies implemented and/or integrated in the exemplary embodiments, modifications, changes, combinations, equivalents), or may include any other applicable technologies (present and/or future), have the ability to perform the functions and processes/operations described in the instructions and/or illustrated in the figures. All such techniques (eg, techniques implemented in embodiments, modifications, variations, combinations, equivalents, etc.) are considered to be within the scope of the invention of this patent document.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Flow Control Members (AREA)

Abstract

一种出风装置及包括其的车辆，出风装置（100）包括：壳体以及形成在壳体中的第一风道和第二风道；第一风门（510），其设置在壳体内并在限制气流经过第一风道的第一极限位置与限制气流经过第二风道的第二极限位置之间转动；以及第二风门（520），其设置在壳体内并在允许气流经过所述第一风道和所述第二风道的第三极限位置与限制气流经过第二风道的第四极限位置之间转动，出风装置（100）设置为：当第二风门（520）处于第三极限位置时，第一风门（510）相对于第二风门（520）转动以调节出风装置的风向；当第一风门（510）处于第一极限位置时，第二风门（520）相对于第一风门（510）转动到第四极限位置以关闭出风装置（100）的风量。

Description

出风装置及包括其的车辆 技术领域
本发明涉及车辆内饰件领域，更具体地涉及一种出风装置以及包括这种出风装置的车辆。
背景技术
为了调节车内环境温度，车辆仪表板或副仪表板上通常设置有空调出风装置。目前，随着车辆内饰智能化、自动化的发展以及使用者对于操控感官要求的提升，电动出风装置的需求大大增加。然而，当现有的电动出风装置(例如设置有上下风道的“对吹式”出风装置)需要具备风向调节和风量关闭功能时，如果增加独立风门，则占用空间较大，布置困难。
发明内容
本发明旨在提供一种车辆的出风装置，以能够在不增加占用空间的情况下方便地实现该出风装置的风门转动，从而实现风向的灵活调节和风量的关闭。
为此，本发明的第一方面提供了一种出风装置，包括：壳体以及形成在所述壳体内的第一风道和第二风道；第一风门，其设置在所述壳体内并在限制气流经过所述第一风道的第一极限位置与限制气流经过所述第二风道的第二极限位置之间转动；以及第二风门，其设置在所述壳体内并在允许气流经过所述第一风道和所述第二风道的第三极限位置与限制气流经过所述第二风道的第四极限位置之间转动；其中，所述出风装置设置为：当所述第二风门处于所述第三极限位置时，所述第一风门相对于所述第二风门转动以调节所述出风装置的风向；当所述第一风门处于所述第一极限位置时，所述第二风门相对于所述第一风门转动到所述第四极限位置以关闭所述出风装置的风量。
根据本发明的优选实施方式，所述第一风门的第一转轴与所述第二 风门的第二转轴同轴线设置且彼此嵌套。
根据本发明的优选实施方式，所述第二转轴的第一端部插入所述第一转轴的第一端部，以使得所述第一转轴与所述第二转轴同轴线设置。
根据本发明的优选实施方式，所述出风装置还包括推动部件，所述推动部件设置为在与所述第一风门的第一转轴和所述第二风门的第二转轴中的一个接合的同时与所述第一转轴和所述第二转轴中的另一个分离，以驱动所述第一风门或所述第二风门独立转动。
根据本发明的优选实施方式，所述推动部件设置为在第一接合状态或第二接合状态下转动，其中，当所述推动部件处于所述第一接合状态时，所述推动部件和所述第一转轴接合以控制所述第一风门相对于所述第二风门转动，并且当所述推动部件处于所述第二接合状态时，所述推动部件和所述第二转轴接合以控制所述第二风门相对于所述第一风门转动。
根据本发明的优选实施方式，所述推动部件包括第一接合面和第二接合面，所述第一转轴的第一端部包括与所述第一接合面配合的第三接合面，所述第二转轴的第一端部包括与所述第二接合面配合的第四接合面，其中，当所述推动部件处于所述第一接合状态时，所述第一接合面和所述第三接合面保持抵靠，并且当所述推动部件处于所述第二接合状态时，所述第二接合面和所述第四接合面保持抵靠。
根据本发明的优选实施方式，所述第一转轴的第一端部设置有轴向延伸的第一缺口，所述第二转轴的第一端部设置有轴向延伸的第二缺口，所述推动部件设置成穿过所述第一缺口和所述第二缺口。
根据本发明的优选实施方式，所述推动部件设置为与电机连接，以由所述电机驱动转动。
根据本发明的优选实施方式，所述出风装置包括设置在所述壳体中的第一表面和第二表面，所述第一表面与所述壳体构成所述第一风道，所述第二表面与所述壳体构成所述第二风道。
根据本发明的优选实施方式，所述第一风门的第一转轴和所述第二风门的第二转轴设置成紧靠所述第一表面和所述第二表面的末端。
根据本发明的优选实施方式，所述第一风门设置在所述第一风道外，所述第二风门设置成伸入所述第二风道内。
根据本发明的优选实施方式，所述第二风门设置成在处于所述第三极限位置时紧贴所述第二表面或者朝向所述第一表面和所述第二表面的末端对齐。
根据本发明的优选实施方式，所述第一风道和所述第二风道中的每个由所述壳体和所述第二风门构成。
根据本发明的优选实施方式，所述出风装置还包括弹性部件，所述弹性部件设置为向所述第一风门提供朝向所述第一极限位置转动的回复力，以及向所述第二风门提供朝向所述第三极限位置转动的回复力。
本发明的第二方面提供了一种车辆，所述车辆包括根据本发明的第一方面的出风装置。
相较于现有技术，根据本发明的出风装置具有多个有益效果，尤其是：通过设置可彼此独立转动且具有不同极限位置的两个风门，能够实现该出风装置的风向的灵活调节和风量的关闭；此外，本发明的出风装置的零部件数量较少，结构紧凑，占用空间小，组装方便，成本较低，因此能够在各种类型的车辆上得到广泛应用。
附图说明
本发明的其他特征以及优点将通过以下结合附图详细描述的优选实施方式被更好地理解。在附图中，相同的附图标记表示相同或相似的部件。
图1A是包括根据本发明实施例的出风装置的车辆示意图；
图1B是图1A的车辆的内部示意图；
图2A是本发明的出风装置的第一实施例的立体图；
图2B是图2A的出风装置的分解图；
图3A是图2A的出风装置的风门组件抵靠至内后壳体的立体图；
图3B是与图3A对应的另一视角立体图；
图3C是图3A的风门组件的驱动部件的立体图；
图3D是图3A的风门组件的第一风门与第二风门的安装图；
图3E是图3A的风门组件的第一风门与第二风门的安装分解图；
图3F是图3A的风门组件的第一风门的立体图；
图3G是图3A的风门组件的剖视图；
图4是本发明的出风装置的第二实施例的类似于图3D的安装图；
图5A是图2A的出风装置处于向下出风位置的侧视图；
图5B是图2A的出风装置处于向下出风位置的整体剖视图；
图5C是图2A的出风装置处于向下出风位置的驱动端剖视图；
图6A是图2A的出风装置处于中间出风位置的侧视图；
图6B是图2A的出风装置处于中间出风位置的整体剖视图；
图6C是图2A的出风装置处于中间出风位置的驱动端剖视图；
图7A是图2A的出风装置处于向上出风位置的侧视图；
图7B是图2A的出风装置处于向上出风位置的整体剖视图；
图7C是图2A的出风装置处于向上出风位置的驱动端剖视图；
图8A是图2A的出风装置处于关闭位置的侧视图；
图8B是图2A的出风装置处于关闭位置的整体剖视图；
图8C是图2A的出风装置处于关闭位置的驱动端剖视图；
图9是本发明的出风装置的第三实施例的整体剖视图；
图10是本发明的出风装置的第四实施例的整体剖视图；
图11是本发明的出风装置的第五实施例的整体剖视图。
应当理解，附图不仅用于对本发明的解释和说明，必要时还有助于对本发明的限定。
具体实施方式
下面详细讨论具体实施例的实施和使用。然而，应当理解，所讨论的具体实施例仅示范性地说明实施和使用本发明的特定方式，而非限制本发明的范围。
在本文中，在描述时各个部件的结构位置时，“上”、“下”、“前”、“后”、“左”、“右”、“顺时针”、“逆时针”等指示方向的表述不是绝对的，而是相对的。当各个部件如图中所示设置时，这些方向性表述是恰当的，但当图中各个部件的位置改变时，这些方向性表述也应相应改变。
此外，本文中，除非另有明确的规定和限定，“安装”、“连接”等术语应做广义理解。例如，可以是固定连接，也可以是可拆卸连接，或连成一体；可以是机械连接，也可以是电连接；可以是直接连接，也可以间接 连接，又或是通过某种作用相关联。对于本领域技术人员而言，可以根据具体情况理解上述术语在本文中的具体含义。
如图1A和图1B所示，车辆V包括具有仪表板IP的内部I，在仪表板IP的中央和两侧位置设置有根据本发明实施例的出风装置100。应当理解，出风装置100的数量和设置位置均不是限制性的，可以根据需要设置相应数量的出风装置100，并且，可以将出风装置100仅设置于仪表板IP的中央，也可以设置于其他任何位置。
如图2A和图2B所示，根据本发明的第一实施例，本发明的出风装置100主要包括壳体和设置在壳体内的风门组件和叶片组件。
所述壳体包括外壳体和内壳体，外壳体包括彼此连接的外上壳体210和外下壳体220以限界出外壳体空腔，内壳体设置于外壳体空腔中，并包括彼此连接的内前壳体310和内后壳体320。如图5B、图6B、图7B、图8B所示，外壳体的后端形成有由外上壳体210和外下壳体220共同限界出的进风开口230，而外壳体的前端形成有由外上壳体210和外下壳体220共同限界出的出风开口240，并且，在外壳体与内壳体之间限界出连通进风开口230和出风开口240且彼此独立的第一风道和第二风道，即图示的由外上壳体210的下表面和内壳体的上表面共同限界出并通过出风开口240实现向下吹风的上风道250以及由外下壳体220的上表面和内壳体的下表面共同限界出并通过出风开口240实现向上吹风的下风道260。内壳体由此也可称为“分风块”。
如图2A和图2B以及图3A至图3G所示，该出风装置100的风门组件主要包括第一风门510、第二风门520、驱动部件530和弹簧540。在该第一实施例中，第一风门510包括沿其边缘布置的第一转轴，第二风门520包括沿其边缘布置的第二转轴，第一转轴与第二转轴同轴线设置。更具体地，第一转轴包括位于其第一端部的第一区段511和位于与第一端部相反的第二端部的第二区段512，第一转轴的第一区段511设置有第一轴孔5112，并且，第二转轴包括位于其第一端部的第一区段521和位于与第一端部相反的第二端部的第二区段522，第二转轴的第二区段522设置有第二轴孔5221，通过将第二转轴的第一区段521插入第一转轴的第一轴孔5112中，并且将第一转轴的第二区段512插入第二转轴的第二轴孔5221中，以 使得第一转轴与第二转轴同轴线设置且彼此嵌套，从而使得第一风门510和第二风门520能够同轴线转动。
第一转轴的第一区段511设置有从其轴向端面轴向延伸的第一缺口5111，并且第二转轴的第一区段521设置有其轴向端面轴向延伸的第二缺口5211，以用于与驱动部件530配合。更具体地，驱动部件530可同轴线转动地设置于第一转轴和第二转轴的第一端部，并且包括穿过外壳体与外部电机连接的连接轴531以及与连接轴531连接的推动块532，所述推动块532设置成穿过第一缺口5111和第二缺口5211，并且包括第一接合面5321和第二接合面5322。第一转轴的第一区段511包括形成第一缺口5111的一个侧壁并与第一接合面5321配合的第三接合面5113，第二转轴的第一区段521包括形成第二缺口5211的一个侧壁并与第二接合面5322配合的第四接合面5212。因此，当由电机通过连接轴531驱动该驱动部件530转动时，可以通过第一接合面5321和第三接合面5113的彼此抵靠，使得推动块532推动第一转轴转动，从而带动第一风门510转动；并且可以通过第二接合面5322和第四接合面5212的彼此抵靠，使得推动块532推动第二转轴转动，从而带动第二风门520转动。根据一种实施变型，“缺口”可由从相应的轴向端面轴向突伸出的“凸起”代替，只需能够形成相应的接合面即可。
此外，第一风门510包括轴销514，弹簧540缠绕于轴销514上，并且弹簧540的两端分别搭接至第一风门510及第二风门520，以向第一风门510施加顺时针的回复力，同时向第二风门520施加逆时针的回复力。在该第一实施例中，第一转轴和第二转轴设置成紧靠内后壳体320的末端(即紧靠内后壳体320的上表面和下表面的后端交界位置)，当第一风门510未被驱动部件530驱动时，第一风门510由于弹簧540的作用而顺时针转动直至第一风门510的自由端部抵靠至外上壳体210的下表面(即处于第一极限位置，参考图7B、图8B和下文的描述)；当第二风门520未被驱动部件530驱动时，第二风门520由于弹簧540的作用而逆时针转动直至整体紧贴至内后壳体320的下表面(即处于第三极限位置，参考图3A、图3B、图5B、图6B、图7B和下文的描述)。
如图4所示，根据本发明的第二实施例，可以使用橡皮筋550代替弹簧540向第一风门510和第二风门520提供上述回复力。更具体地，第 一风门510包括第一凸起513，第二风门520包括第二凸起523，橡皮筋550套设于第一凸起513和第二凸起523上，以在第一风门510未被驱动部件530驱动时将第一风门510预紧至第一极限位置，并且在第二风门520未被驱动部件530驱动时将第二风门520预紧至第三极限位置。
下面借助于图5A至5C、图6A至图6C、图7A至图7C以及图8A至图8C来具体说明第一风门510和第二风门520的导风工作原理。在该第一实施例中，第一风门510设置在上风道250外并且第一风门510的自由端部朝向进风开口230向后定向，而第二风门520设置成使其自由端部向前伸入下风道260内，并且，第一风门510设置为能够在限制气流经过上风道250的第一极限位置与限制气流经过下风道260的第二极限位置之间转动，其中，在第一极限位置上，第一风门510的自由端部抵靠至外上壳体210的下表面(参考图7B、图8B)，而在第二极限位置上，第一风门510的自由端部抵靠至外下壳体220的上表面(参考图5B)；第二风门520设置为能够在允许气流同时经过上风道250和下风道260的第三极限位置与限制气流经过下风道260的第四极限位置之间转动，其中，在第三极限位置上，第二风门520整体紧贴内后壳体320的下表面(参考图5B、图6B、图7B)，而在第四极限位置上，第二风门520的自由端部抵靠至外下壳体220的上表面(参考图8B)。
此外，图7A至图7C所示的状态为该风门组件的初始状态。更具体地，当第一风门510和第二风门520均未被驱动部件530驱动时，如前面所述，第二风门的第二转轴由于受到弹簧540的作用力而持续逆时针复位，使其第四接合面5212抵靠在推动块532的第二接合面5322上，而第一风门510的第一转轴由于受到弹簧540的作用力而持续顺时针复位，使其第三接合面5113抵靠在推动块532的第一接合面5321上。同时，由于第二转轴的第二缺口5211的周向夹角大于第一接合面5321与第二接合面5322之间的周向夹角，因此使第二转轴具有空行程夹角α，也就是说，在推动块532逆时针转动时，无法驱动第二转轴转动而仅能驱动第一转轴转动。同样地，由于第一转轴的第一缺口5111的周向夹角大于第一接合面5321与第二接合面5322之间的周向夹角，使第一转轴具有空行程夹角β，也就是说，在推动块532顺时针转动时，无法驱动第一转轴转动而仅能驱动第 二转轴转动。
由上述原理可以得出，推动块532在与第一转轴和第二转轴中的一个接合以驱动该转轴的同时与第一转轴和第二转轴中的另一个分离，以驱动第一风门510或第二风门520独立转动。也就是说，在该初始状态下，当驱动部件530顺时针转动时，仅能驱动第二转轴带动第二风门520顺时针转动，此时第一风门510位于第一极限位置，其自由端部在前述顺时针的弹簧回复力作用下抵靠至外上壳体210的下表面并保持当前位置，仅允许被驱动逆时针转动；当驱动部件530逆时针转动时，仅能驱动第一转轴带动第一风门510逆时针转动，此时第二风门520位于第三限位置，其在前述逆时针的弹簧复位力作用下紧贴至内后壳体320的下表面并保持当前位置，仅允许被驱动顺时针转动。
如果驱动部件530由电机驱动从上述初始位置起逆时针转动，则推动块532逆时针转动直至被设置于外壳体上的阻挡块的第一阻挡面211阻挡。此时，由于推动块532的第一接合面5321与第一转轴的第三接合面5113接合，推动块532带动第一转轴逆时针转动至使得第一风门510到达第二极限位置，而由于空行程夹角α的设置，第二转轴未被驱动，第二风门520由于弹簧540的作用而保持处于第三极限位置，如图5A至5C所示。在该状态下，上风道250被完全打开，而下风道260被第一风门510关闭，此时出风开口240处的风向为向下出风方向，即气流流经上风道250后在出风开口240处向下吹出。
此后，如果驱动部件530由电机驱动顺时针转动，则推动块532顺时针转动，此时，由于受到弹簧540的回复力作用，第一风门510的第三接合面5113保持紧贴第一接合面5321并使第一风门510与推动块532同步顺时针转动，直到第一风门510随驱动部件530转动到水平中间位置，而由于第二转轴未被驱动，第二风门520由于弹簧540的作用而保持处于第三极限位置，如图6A至6C所示。在该状态下，上风道250和下风道260均被打开，此时出风开口240处的风向为中间出风方向，即气流流经上风道250和下风道260后在出风开口240处汇聚并且水平吹出。
此后，如果驱动部件530由电机驱动继续顺时针转动，则推动块532继续顺时针转动，此时，由于受到弹簧540的回复力作用，第一风门510 的第三接合面5113保持紧贴第一接合面5321并使第一风门510与推动块532继续同步顺时针转动，直到第一风门510随驱动部件530转动到第一极限位置，而由于第二转轴未被驱动，第二风门520由于弹簧540的作用而保持处于第三极限位置，即该风门组件返回初始状态，如图7A至7C所示。在该状态下，上风道250被第一风门510关闭，而下风道260被完全打开，此时出风开口240处的风向为向上出风方向，即气流流经下风道260后在出风开口240处向上吹出。
此后，如果驱动部件530由电机驱动继续顺时针转动，则推动块532顺时针转动直至被设置于外壳体上的阻挡块的第二阻挡面221阻挡。此时，由于推动块532的第二接合面5322与第二转轴的第四接合面5212接合，推动块532带动第二转轴顺时针转动至使得第二风门520到达第四极限位置，而由于空行程夹角β的设置，第一转轴未被驱动，第一风门510由于弹簧540的作用而保持处于第一极限位置，如图8A至8C所示。在该状态下，上风道250被第一风门510关闭，而下风道260被第二风门520关闭，此时出风开口240处实现风量全关。
此外，如图2A、图2B、图5B、图6B、图7B和图8B所示，该出风装置100的叶片组件包括设置于上风道250中的上叶片411和设置于下风道260中的下叶片412，上叶片411和下叶片412是适于控制左右风向的竖直叶片并通过穿过内壳体的连杆420一体连接。可以理解，上叶片411和下叶片412的转动可以手动驱动，也可以通过电机来驱动。例如，可以设置为通过单个电机同时实现对风门组件和叶片组件的驱动，从而实现对上下左右风向的同时控制。
如图9所示，根据本发明的第三实施例，第一转轴和第二转轴设置成与内后壳体320的末端隔有水平间距，并且内后壳体320的末端设有限位凸起321。当第二风门520处于第三极限位置时，第二风门520的自由端部朝向内后壳体320的末端(即内后壳体320的上表面和下表面的后端交界位置)对齐并与限位凸起321搭接止位。可以理解，内后壳体320上的限位特征的设置方式不是限制性的，该实施例的出风装置的导风工作原理与第一实施例相同。
如图10所示，根据本发明的第四实施例，第一转轴和第二转轴设置 成与内后壳体320的末端隔有水平间距，并且第一转轴和第二转轴非同轴线设置。可以理解，内后壳体320上的限位特征可以与第三实施例类似，并且该实施例的出风装置的导风工作原理与第一实施例相同。
如图11所示，根据本发明的第五实施例，该出风装置未设置内壳体(或分风块)，如当第二风门520通过限位特征被保持处于第三极限位置(例如图示的大致水平位置)时，第二风门520与外上壳体210的下表面构成第一风道250，而第二风门520与外下壳体220的上表面构成第二风道260。可以理解，第一风门510和第二风门520的设置方式与导风工作原理与第四实施例相同。
综上可知，根据本发明的出风装置100通过可彼此独立转动且具有不同极限位置的两个风门的设置，能够实现该出风装置100的风向的调节和风量的关闭，因此使用更加灵活方便，并且由于零部件数量较少，该出风装置100结构紧凑，占用空间小，组装方便，成本较低。
需要注意的是，本发明(例如发明概念等)已经根据示例性实施例在本专利文件的说明书中描述和/或在图中说明；本发明的实施例仅以举例的方式提出，并不打算作为对本发明范围的限制。如说明书中所描述的和/或图中所说明的本发明中所体现的发明概念的元素的结构和/或安排仅仅是说明性的。尽管在本专利文件中已经详细描述了本发明的示例性实施例，但本领域的普通技术人员很容易理解，示例性的实施例和替代性的实施例的主题事项的等同物、修改、变化等是可能的，并被认为是在本发明的范围内；所有这些主题事项(例如修改、变化、实施例、组合、等同物等)都旨在包括在本发明的范围内。还应注意的是，在示例性实施例的配置和/或安排中(例如在概念、设计、结构、装置、形式、装配、构造、手段、功能、系统、过程/方法、步骤、过程/方法步骤的顺序、操作、操作条件、性能、材料、组成、组合等方面)可以做出各种其他修改、变化、替代、等同、改变、遗漏等而不偏离本发明的范围；所有这些主题(例如修改、变化、实施例、组合、等同物等)都旨在包括在本发明的范围内。本发明的范围并不打算局限于本专利文件的说明书和/或图中所描述的主题(如细节、结构、功能、材料、行为、步骤、顺序、系统、结果等)。考虑到本专利文件的权利要求将被适当地解释为涵盖本发明主题的完整范围(例如包 括任何和所有这样的修改、变化、实施例、组合、等同物等)；应理解本专利文件中使用的术语是为了提供示范性实施例的主题的描述，而不是作为对本发明范围的限制。
还需要注意的是，根据示例性实施例，本发明可以包括常规技术(例如在示例性实施例、修改、变化、组合、等价物中实施和/或集成的技术)，或者可以包括任何其他适用技术(现在和/或未来)，具有执行说明书中描述的功能和过程/操作和/或图中说明的能力。所有这些技术(例如以实施例、修改、变化、组合、等同物等方式实现的技术)都被认为是在本专利文件的本发明的范围内。

Claims (15)

  1. 一种出风装置，其特征在于，包括：
    壳体以及形成在所述壳体内的第一风道和第二风道；
    第一风门，其设置在所述壳体内并在限制气流经过所述第一风道的第一极限位置与限制气流经过所述第二风道的第二极限位置之间转动；以及
    第二风门，其设置在所述壳体内并在允许气流经过所述第一风道和所述第二风道的第三极限位置与限制气流经过所述第二风道的第四极限位置之间转动；
    其中，所述出风装置设置为：
    当所述第二风门处于所述第三极限位置时，所述第一风门相对于所述第二风门转动以调节所述出风装置的风向；
    当所述第一风门处于所述第一极限位置时，所述第二风门相对于所述第一风门转动到所述第四极限位置以关闭所述出风装置的风量。
  2. 根据权利要求1所述的出风装置，其特征在于，所述第一风门的第一转轴与所述第二风门的第二转轴同轴线设置且彼此嵌套。
  3. 根据权利要求2所述的出风装置，其特征在于，所述第二转轴的第一端部插入所述第一转轴的第一端部，以使得所述第一转轴与所述第二转轴同轴线设置。
  4. 根据权利要求1所述的出风装置，其特征在于，所述出风装置还包括推动部件，所述推动部件设置为在与所述第一风门的第一转轴和所述第二风门的第二转轴中的一个接合的同时与所述第一转轴和所述第二转轴中的另一个分离，以驱动所述第一风门或所述第二风门独立转动。
  5. 根据权利要求4所述的出风装置，其特征在于，所述推动部件设置为在第一接合状态或第二接合状态下转动，其中，当所述推动部件处于所述第一接合状态时，所述推动部件和所述第一转轴接合以控制所述第一风 门相对于所述第二风门转动，并且当所述推动部件处于所述第二接合状态时，所述推动部件和所述第二转轴接合以控制所述第二风门相对于所述第一风门转动。
  6. 根据权利要求5所述的出风装置，其特征在于，所述推动部件包括第一接合面和第二接合面，所述第一转轴的第一端部包括与所述第一接合面配合的第三接合面，所述第二转轴的第一端部包括与所述第二接合面配合的第四接合面，其中，当所述推动部件处于所述第一接合状态时，所述第一接合面和所述第三接合面保持抵靠，并且当所述推动部件处于所述第二接合状态时，所述第二接合面和所述第四接合面保持抵靠。
  7. 根据权利要求4所述的出风装置，其特征在于，所述第一转轴的第一端部设置有轴向延伸的第一缺口，所述第二转轴的第一端部设置有轴向延伸的第二缺口，所述推动部件设置成穿过所述第一缺口和所述第二缺口。
  8. 根据权利要求4所述的出风装置，其特征在于，所述推动部件设置为与电机连接，以由所述电机驱动转动。
  9. 根据权利要求1所述的出风装置，其特征在于，所述出风装置包括设置在所述壳体中的第一表面和第二表面，所述第一表面与所述壳体构成所述第一风道，所述第二表面与所述壳体构成所述第二风道。
  10. 根据权利要求9所述的出风装置，其特征在于，所述第一风门的第一转轴和所述第二风门的第二转轴设置成紧靠所述第一表面和所述第二表面的末端。
  11. 根据权利要求10所述的出风装置，其特征在于，所述第一风门设置在所述第一风道外，所述第二风门设置成伸入所述第二风道内。
  12. 根据权利要求9所述的出风装置，其特征在于，所述第二风门设置 成在处于所述第三极限位置时紧贴所述第二表面或者朝向所述第一表面和所述第二表面的末端对齐。
  13. 根据权利要求1所述的出风装置，其特征在于，所述第一风道和所述第二风道中的每个由所述壳体和所述第二风门构成。
  14. 根据权利要求1所述的出风装置，其特征在于，所述出风装置还包括弹性部件，所述弹性部件设置为向所述第一风门提供朝向所述第一极限位置转动的回复力，以及向所述第二风门提供朝向所述第三极限位置转动的回复力。
  15. 一种车辆，其特征在于，包括根据权利要求1至14中任一项所述的出风装置。
PCT/CN2023/107637 2022-07-27 2023-07-17 出风装置及包括其的车辆 WO2024022143A1 (zh)

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