Patent Publication Number: US-2019168566-A1

Title: Air blowout apparatus

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     The present application is a continuation application of International Patent Application No. PCT/JP2017/023905 filed on Jun. 29, 2017, which designated the United States and claims the benefit of priority from Japanese Patent Application No. 2016-156596 filed on Aug. 9, 2016. The entire disclosures of all of the above applications are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates to an air blowout apparatus. 
     BACKGROUND ART 
     Conventionally, a vehicle is equipped with an airconditioner including an air blowout apparatus configured to blowout air-conditioned air into an interior of the vehicle. 
     SUMMARY 
     According to one aspect of the present disclosure, an air blowout apparatus includes a blowing port and a duct. The blowing port is configured to blowout an air flow. The duct internally forms an air flow channel connected to the blowing port. The air blowout apparatus is configured to deflect the air flow. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description made with reference to the accompanying drawings. In the drawings: 
         FIG. 1  is a cross-sectional view showing a state in which an air blowout apparatus and an air conditioning unit are mounted on a vehicle according to a first embodiment. 
         FIG. 2  is a schematic view of a portion of a vehicle front side in a vehicle interior as viewed from above the vehicle according to the first embodiment; 
         FIG. 3  is a cross-sectional view taken along a line III-III of  FIG. 2 , showing a state in which the air blowout apparatus is in a face blowing mode; 
         FIG. 4  is a cross-sectional view along the same line as that in  FIG. 3 , and shows a state in which the air blowout apparatus is in an upper vent blowing mode; 
         FIG. 5  is a cross-sectional view of the same line as that in  FIG. 3 , and shows a state in which the air blowout apparatus is in a defroster blowing mode; 
         FIG. 6  is a schematic diagram showing a configuration of an air conditioning unit in  FIG. 1 ; 
         FIG. 7  is a diagram illustrating a flow of an air blown out by the air blowout apparatus in the vehicle interior in the face blowing mode; 
         FIG. 8  is a diagram illustrating the flow of the air blown out by the air blowout apparatus in the vehicle interior in the defroster blowing mode; 
         FIG. 9  is a cross-sectional view of an air blowout apparatus in a comparative example, and showing a state of a face blowing mode. 
         FIG. 10  is a cross-sectional view of an air blowout apparatus of a comparative example, and showing a state of a defroster blowing mode; 
         FIG. 11  is a cross-sectional view of an air blowout apparatus according to another embodiment, and showing a state of the face blowing mode; 
         FIG. 12  is a cross-sectional view of an air blowout apparatus according to still another embodiment, and showing a state of the upper vent blowing mode; and 
         FIG. 13  is a cross-sectional view of an air blowout apparatus according to yet another embodiment, and showing a status of the defroster blowing mode. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     As follows, an example of an air blowout apparatus will be described. An assumable air blowout apparatus is configured to blowout an air from a blowing port while bending the air along a guide wall by utilizing the Coanda effect. The air blowout apparatus includes a blowing port for blowing out the air into a target space, a duct for providing an air flow channel connected to an air flow upstream side of the blowing port, and an air flow deflection member configured to generate two air flows having different flow rates in the air flow channel in the duct. 
     The duct may include a first wall and a second wall that faces the first wall. In the air flow channel in the duct, a first flow channel may be defined between the air flow deflection member and the first wall, and a second flow channel may be defined between the air flow deflection member and the second wall. The air flow deflection member may be configured to switch between a first state, in which an air flow at a high flow rate is produced in the first flow channel and an air flow at a low flow rate is produced in the second flow channel, and a second state, in which an air flow different from the first state is produced in the duct. A part of the first wall on the blowing port side may configure a guide wall for guiding the air flow at the high flow rate such that the air flow at the high flow rate from the first flow channel, which is generated by the air flow deflection member is bent along the wall surface, and the direction of the air flow at the high flow rate matches a direction from the second wall toward the first wall. 
     In the air blowout apparatus, when the air flow deflection member forms the first state, the air flow at the high flow rate flowing through the first flow channel is considered to be bent along the guide wall by the Coanda effect, and the air flow at the low flow rate flowing through the second flow channel is considered to be drawn into the air flow at the high flow rate. As a result, the above-described configuration is presumably configured to increase a bending angle when the air flowing through the air flow channel in the duct is bent and blown out from the blowing port. 
     It is further conceivable that when the air flow deflection member forms the first state, since a part of the air flowing in the duct is diffused from the blowing port, an air volume of the blowing air blown out from the blowing port in the direction from the second wall toward the first wall may become unexpectedly small. In the air blowout apparatus, a stable air volume in the direction from the second wall toward the first wall in the first state is desired. In order to increase the air volume in the direction from the second wall toward the first wall in the first state, a configuration is conceivable in which a protrusion portion protruding from the second wall toward the first wall is provided in the vicinity of the blowing port of the second wall. However, this protrusion portion may reduce the air volume blown out from the blowing port when the air flow deflection member forms the second state. In the air blowout apparatus, a stable air volume of the blowing air is desired even in the second state. 
     According to one aspect of the present disclosure, an air blowout apparatus comprises a blowing port configured to blowout an air into a target space. The air blowout apparatus further comprises a duct including a first wall and a second wall facing the first wall, the duct internally forming an air flow channel connected to an upstream side of the blowing port with respect to an air flow. The air blowout apparatus further comprises a first air flow deflection member located in the air flow channel and configured to generate two air flows having different flow rates in the air flow channel. When, in the air flow channel, a space between the first air flow deflection member and the first wall is defined as a first flow channel, an air flow produced in the first flow channel is defined as a first air flow. When, in the air flow channel, a space between the first air flow deflection member and the second wall is defined as a second flow channel, an air flow produced in the second air flow channel is defined as a second air flow. The first air flow deflection member is configured to switch between a first state, in which the first air flow is higher in flow rate than the second air flow, and a second state, in which an air flow different from the air flow in the first state is produced, inside the duct. The duct includes a guide wall as a part of the first wall on a blowing port side. The guide wall is configured to guide the first air flow in the first state to bend the first air flow along a wall surface and to direct a direction of the first air flow from the second wall toward the first wall. The air blowout apparatus further includes a second air flow deflection member provided in a portion of the air flow channel on a downstream side of the first air flow deflection member and configured to deflect the second air flow. The second air flow deflection member is configured, when the first air flow deflection member forms the first state, to deflect the direction of the second air flow to a direction from the second wall toward the first wall. The second air flow deflection member is configured, when the first air flow deflection member forms the second state, to lower a degree of deflection of the direction of the second air flow to the direction from the second wall toward the first wall more than the deflection when the first air flow deflection member forms the first state or to inhibit deflection of the direction of the second air flow to the direction from the second wall toward the first wall. 
     The air blowout apparatus described above may be configured to secure a stable air volume of blowing air regardless of whether an air flow produced in the duct is in the first state or the second state. 
     Hereinafter, multiple embodiments for implementing the disclosure will be described with reference to the drawings. In each of the embodiments, the same reference numerals are assigned to portions corresponding to the items described in the preceding embodiments, and a repetitive description thereof may be omitted. When only a part of the configuration is described in each embodiment, the other parts of the configuration are the same as those described above. Not only the combinations of the portions specifically described in the respective embodiments, but also the embodiments may be partially combined when there is no issue in the combinations in particular. 
     First Embodiment 
     A first embodiment according to a disclosure will be described with reference to  FIGS. 1 to 10 . In the present embodiment, the air blowout apparatus is applied to a blowing port and a duct of an air conditioning unit mounted on a front portion of a vehicle. Arrows indicating upper, lower, front, rear, left, right, and the like in the respective drawings used in the description indicate the respective directions in a vehicle mounting state. 
     As shown in  FIG. 1 , an air blowout apparatus  10  includes a blowing port  11 , a duct  12 , an air flow deflection door  13 , and an air flow deflection door  15 . The blowing port  11  blows out an air into a vehicle interior space as a target space. The blowing port  11  is located on a windshield  2  side of an upper surface portion  1   a  of an instrument panel  1 . In other words, when the windshield  2  is projected in a vertical direction with respect to the upper surface portion  1   a,  the blowing port  11  is located in a range within the upper surface portion  1   a  which overlaps with the windshield  2 . The duct  12  connects the blowing port  11  with an air conditioning unit  20 . The air flow deflection door  13  is located in the duct  12 . The air conditioning unit  20  is located inside the instrument panel  1 . 
     The instrument panel  1  is an instrument panel provided in a front portion of a vehicle interior, and has the upper surface portion  1   a  and a ornamental surface portion  1   b  which is a front portion. The instrument panel  1  is an entire panel located in front of a front seat in the vehicle interior including not only a portion where instruments are placed but also a portion where an audio device and an air conditioner are accommodated. 
     As shown in  FIG. 2 , a driver&#39;s seat  74   a  as a first seat and a front passenger seat  74   b  as a second seat are located in the vehicle interior. The two seats  74   a  and  74   b  are front seats in the vehicle interior, and placed on a rear side of the vehicle with respect to the instrument panel  1  side by side in a lateral direction, which is a vehicle width direction. In this example, the driver&#39;s seat  74   a  is located on a right side toward a front of the vehicle, and the front passenger seat  74   b  is located on a left side toward the front of the vehicle. The two seats  74   a  and  74   b  allow occupants  72   a  and  72   b  to be seated, respectively. 
     A head up display (HUD)  76 , an instrument panel  781 , and a meter hood  782  are located in front of the driver&#39;s seat  74   a  in the instrument panel  1 . The instrument panel  781  is a meter panel including a speedometer, a tachometer, and the like, and the meter hood  782  is located so as to cover an upper portion of the instrument panel  781 . A steering wheel  79  is located in front of the driver&#39;s seat  74   a  so as to project from the instrument panel  1  toward the driver&#39;s seat  74   a.    
     The blowing port  11  has a shape elongated in the vehicle width direction. The shape of the blowing port  11  is rectangular in this example. The blowing port  11  is provided on the front side of the vehicle of the upper surface portion  1   a  of the instrument panel  1 . The blowing port  11  is located on the vehicle front side in a vehicle longitudinal direction with respect to the driver&#39;s seat  74   a  and the front passenger seat  74   b.  The blowing port  11  is located at a center of the vehicle interior in the vehicle width direction. Assuming a virtual plane PLcr that passes through a center position CRst between the driver&#39;s seat  74   a  and the front passenger seat  74   b  in the vehicle width direction and divides the vehicle interior in the vehicle width direction, the blowing port  11  is located so as to be divided in the vehicle width direction by the virtual plane PLcr. The blowing port  11  is provided so that the blowing port  11  entirely enters a position between a center position ST 1  of the driver&#39;s seat  74   a  in the vehicle width direction and a center position ST 2  of the front passenger seat  74   b.  With such an arrangement, the blowing port  11  does not overlap with any of the HUD  76 , the instrument panel  781 , and the meter hood  782 . 
     As shown in  FIG. 2 , the air blowout apparatus  10  according to the present embodiment may have blowing ports  42  and  43  at positions different from the position of the blowing port  11 . When the blowing port  11  is referred to as a first blowing port, the blowing port  42  may be referred to as a second blowing port, and the blowing port  43  may be referred to as a third blowing port. The blowing ports  42  and  43  are air blowing ports connected to each other through a duct of the air conditioning unit  20 , and blow out the air flowing out of the air conditioning unit  20  into the vehicle interior. The blowing port  11 , the blowing port  42 , and the blowing port  43  are connected in parallel to the air conditioning unit  20 . 
     The blowing ports  42  and  43  are provided on the ornamental surface portion  1   b  of the instrument panel  1  facing the rear side of the vehicle, which is the side of the seats  74   a  and  74   b.  The blowing ports  42  and  43  are located on the vehicle front side in the vehicle longitudinal direction with respect to the driver&#39;s seat  74   a  and the front passenger seat  74   b.    
     The blowing port  42  is located on the opposite side of the front passenger seat  74   b  across the center position ST  1  of the driver&#39;s seat  74   a  in the vehicle width direction. The blowing port  42  is configured as a side face blowing port on the driver&#39;s seat side configured to blow the air toward the driver&#39;s seat  74   a.  The blowing port  42  is provided with, for example, a manual louver for changing a blowing direction of the air from the blowing port  42 . An occupant operates the louver so as to enable the blowing port  42  to blow out the air in a desired direction. 
     On the other hand, the blowing port  43  is located on a side opposite to the driver&#39;s seat  74   a  across the center position ST 2  of the front passenger seat  74   b  in the vehicle width direction. The blowing port  43  is configured as a side face blowing port on the front passenger seat side configured to blow the air toward the front passenger seat  74   b.  The blowing port  43  is provided with, for example, a manual louver for changing the blowing direction of the air from the blowing port  43 . The occupant operates the louver so as to enable the blowing port  43  to blow out the air in a desired direction. 
     The blowing ports  42  and  43  may be referred to as side face blowing ports, and the blowing port  11  may be referred to as a center blowing port. The air flow deflection door  13  shown in  FIG. 1  allows the blowing port  11  to blow out the air, whose temperature has been adjusted, into the vehicle interior space as a target space by switching three blowing modes, namely, a defroster blowing mode, an upper vent blowing mode, and a face blowing mode. 
     In this example, in the defroster blowing mode, the air is blown toward the windshield  2  to clear fogging of a window. The face blowing mode blows out the air toward an upper body of the front seat occupant. In the upper vent blowing mode, the air is blown out upward from the face blowing mode to blow the air to a rear seat occupant. Hereinafter, the defroster blowing mode may be simply referred to as a defroster mode. In addition, the face blowing mode may be simply referred to as a face mode, and the upper vent blowing mode may be simply referred to as an upper vent mode. 
     As shown in  FIG. 1 , the blowing port  11  is configured by an opening portion provided at an end of the duct  12 . In other words, the duct  12  is connected to the blowing port  11 . The duct  12  is a flow channel forming portion that internally provides an air flow channel  12 A connected to an air flow upstream side of the blowing port  11 . The duct  12  is made of a resin configured separately from the air conditioning unit  20 , and is connected to the air conditioning unit  20 . An end portion of the duct  12  on the air flow upstream side communicates with a defroster-face opening portion  30  of the air conditioning unit  20 . Accordingly, the duct  12  internally provides an air flow channel  12 A in which the air blown from the air conditioning unit  20  flows. The duct  12  may be integrally formed with the air conditioning unit  20 . 
     As shown in  FIG. 3 , the duct  12  has a first wall  121  located on the rear side and a second wall  122  located on the front side. The first wall  121  may be referred to as a rear wall and the second wall  122  may be referred to as a front wall. The first wall  121  and the second wall  122  face each other in the longitudinal direction. In the present embodiment, the longitudinal direction is “a direction in which the first wall  121  and the second wall  122  face each other”, and the lateral direction is “a direction that intersects with the direction in which the first wall  121  and the second wall  122  face each other”. A direction from the front to the rear corresponds to “a direction from the second wall  122  to the first wall  121 ”, and a direction from the rear to the front corresponds to “a direction from the first wall  121  to the second wall  122 ”. 
     The air flow deflection door  13  is located in the air flow channel  12 A in the duct  12 . The air flow deflection door  13  is a first air flow deflection member configured to generate two air flows having different flow rates in the duct  12 . The air flow deflection door  13  changes a rate of the air flows between a first flow channel AP 1  and a second flow channel AP 2  inside the duct  12 . The first flow channel AP 1  is formed between the air flow deflection door  13  and the first wall  121  of the duct  12 . The second flow channel AP 2  is formed between the air flow deflection door  13  and the second wall  122  of the duct  12 . 
     In the present embodiment, a butterfly door is employed as the air flow deflection door  13 . The air flow deflection door  13  has a rotary shaft  131  and two door plate portions  132  extending in different directions from the rotary shaft  131 . The rotary shaft  131  is located in parallel with the longitudinal direction of the blowing port  11 , which is the lateral direction of the vehicle. For that reason, the air flow deflection door  13  is rotational about the longitudinal direction of the blowing port  11  as an axis center. A length of the two door plate portions  132  in the vehicle longitudinal direction is smaller than the width of the duct  12  in the vehicle longitudinal direction. A width of the air flow deflection door  13  in the direction in which the two door plate portions  132  extend from the rotary shaft  131  is smaller than a width of the duct  12  in the longitudinal direction of the vehicle. For that reason, the air flow channel  12 A in the duct  12  is not blocked in any rotational position of the air flow deflection door  13 . The rotary shaft  131  is located on the rear side of the vehicle relative to a center of the duct  12  in the longitudinal direction of the vehicle. This is because a flow channel cross-sectional area of the first flow passage AP 1  is reduced to produce an air flow at a high flow rate in the first flow passage AP 1 . The air flow deflection door  13  formed of a butterfly door may have one door plate portion  132 , and a rotary shaft  131  may be provided at the center portion of the one door plate portion  132 . 
     In this example, the air flow produced in the first flow channel AP 1  is referred to as a first air flow F 1 , and the air flow produced in the second flow channel AP 2  is referred to as a second air flow F 2 . The air flow deflection door  13  is configured to switch between a first state, in which the first air flow F 1  is higher in flow rate than the second air flow F 2 , and a second state, in which an air flow different from the first state, is produced inside the duct  12  according to a rotary position of the air flow deflection door  13 . The air flow deflection door  13  is configured to adjust a difference in flow rate between the first air flow F 1  and the second air flow F 2  depending on the rotational position of the air flow deflection door  13 . In the following description, the air flow produced in the first flow channel AP 1  may be referred to as a first air flow F 1 , and the air flow produced in the second flow channel AP 2  may be referred to as a second air flow F 2 . 
     The first wall  121  of the duct  12  has a guide wall  14  at a portion on the blowing port  11  side. The guide wall  14  is connected to the upper surface portion  1   a  of the instrument panel  1 . The guide wall  14  guides the air flow at the high flow rate by bending the air flow at the high flow rate along the wall surface by the Coanda effect so that the direction of the air flow at the high flow rate is directed rearward from the blowing port  11 . In other words, the guide wall  14  guides the air flowing through the air flow channel  12 A so as to be blown out from the blowing port in the direction from the second wall  122  toward the first wall  121 . 
     With the guide wall  14 , a flow channel width in the blowing port  11  side portion of the duct  12 , that is, the distance between the first wall  121  and the second wall  122  is widened toward the air flow downstream side. In this example, the guide wall  14  is curved such that a wall surface facing the air flow channel  12 A is convex toward the air flow channel  12 A inside the duct  12 . 
     The second wall  122  of the duct  12  has a guide wall  16  on the blowing port  11  side. The guide wall  16  is connected to the upper surface portion  1   a  of the instrument panel  1 . The guide wall  16  is connected to a portion of the upper surface portion  1   a  closer to the front side of the vehicle than the blowing port  11 . The guide wall  16  guides the air flow at the high flow rate by bending the air flow at the high flow rate along the wall surface by the Coanda effect so that the direction of the air flow at the high flow rate is directed forward from the blowing port  11 . In other words, the guide wall  16  guides the air flowing through the air flow channel  12 A so as to be blown out from the blowing port in the direction from the first wall  121  toward the second wall  122 . 
     Similarly, with the guide wall  16 , a flow channel width in the blowing port  11  side portion of the duct  12 , that is, the distance between the first wall  121  and the second wall  122  is widened toward the air flow downstream side. The guide wall  14  and the guide wall  16  widen a distance between the first wall  121  and the second wall  122  toward the air flow downstream side. In this example, a wall surface of the guide wall  16 , which is directed to the air flow channel  12 A, is a flat inclined surface. The guide wall  14  corresponds to the first guide wall in the present embodiment, and the guide wall  16  corresponds to the second guide wall in the present embodiment. 
     The air flow deflection door  15  is located in the air flow channel  12 A in the duct  12 . The air flow deflection door  15  is located in a portion of the air flow channel  12 A which is located on the air flow downstream side of the air flow deflection door  13 . The air flow deflection door  15  is located at a position, which is above the second flow channel AP 2  on the air flow downstream side of the second flow channel AP 2 , in the air flow channel  12 A. The air flow deflection door  15  is located in a portion of the air flow channel  12 A which is located on the vehicle upper side and the vehicle front side of the air flow deflection door  13 . The air flow deflection door  15  is a second air flow deflection member configured to deflect the second air flow F 2  flowing through the second flow channel AP 2 . 
     In the present embodiment, a cantilever door is employed as the air flow deflection door  15 . The air flow deflection door  15  includes a rotary shaft  151  and a door plate portion  152  extending radially outward from the rotary shaft  151 . The rotary shaft  151  is located in parallel with the longitudinal direction of the blowing port  11 , which is the lateral direction of the vehicle. For that reason, the air flow deflection door  15  is rotational about the longitudinal direction of the blowing port  11  as an axis center. The rotary shaft  151  is located along the lower side of the guide wall  16 . A length of the door plate portion  152  in the longitudinal direction of the vehicle is smaller than a dimension of the guide wall  16  in the vertical direction. A width of the air flow deflection door  15  in the direction in which the door plate portion  152  extends from the rotary shaft  151  is smaller than a vertical dimension of the guide wall  16 . For that reason, the air flow deflection door  15  is entirely positioned below the upper surface portion  1   a  of the instrument panel  1  regardless of the rotational position. The air flow deflection door  15  is entirely closer to the air flow channel  12 A than the blowing port  11 , regardless of its rotational position. The air flow deflection door  15  formed of the cantilever door may have one door plate portion  152 , and a rotary shaft  151  may be provided on one side of the one door plate portion  152 . 
     The air flow deflection door  13  and the air flow deflection door  15  are both pivoted doors that rotate about the rotational axis lines, respectively. The rotational axis  131  of the air flow deflection door  13  and the rotary shaft  151  of the air flow deflection door  15  extend in the lateral direction of the vehicle and are parallel to each other. In other words, a rotational axis line of the air flow deflection door  13  and a rotational axis line of the air flow deflection door  15  are parallel to each other. The rotary shafts  131  and  151 , which are parallel to each other, are both rotationally supported by the duct  12 . Ends of the rotary shaft  131  and the rotary shaft  151  on the same side protrude to the outside of the duct  12 , and are connected to each other by a link mechanism  18 . At an input end of the link mechanism  18 , a servomotor  19  is provided as a common driving force source for the air flow deflection door  13  and the air flow deflection door  15 . The link mechanism  18  is configured to transmit a driving force from the servomotor  19  and interlock the air flow deflection door  13  and the air flow deflection door  15  connected to the two output ends. 
     As shown in  FIG. 6 , the air conditioning unit  20  includes an air conditioning casing  21  configuring an outer shell. The air conditioning casing  21  configures an air passage for introducing an air into the vehicle interior, which is an air-conditioning target space. The air conditioning casing  21  has an inside air intake port  22  for intake of an inside air, which is an air inside the vehicle interior, and an outside air intake port  23  for intake of an outside air, which is an air outside the vehicle interior, provided in the uppermost upstream portion of the air flow. 
     Further, an intake port opening and closing door  24  for selectively opening and closing the inside air intake port  22  and the outside air intake port  23  is provided at the most upstream portion of the air flow of the air conditioning casing  21 . The inside air intake port  22 , the outside air intake port  23 , and the intake port opening and closing door  24  configure an inside-outside air switch unit for switching the intake air into the air conditioning casing  21  to the inside air and the outside air. The operation of the intake port opening and closing door  24  is controlled according to a control signal output from a control device. 
     A blower  25  serving as a blowing device for blowing the air into the vehicle interior is located on the air flow downstream side of the intake port opening and closing door  24 . The blower  25  according to the present embodiment is an electric blower that drives a centrifugal multi-blade fan  25   a  by an electric motor  25   b  as a driving source, and a rotation speed of the blower  25  is controlled by a control signal output from the control device. As a result, a blowing rate by the blower  25  is controlled. 
     An evaporator  26 , which functions as a cooler for cooling the air blown by the blower  25 , is located on the air flow downstream side of the blower  25 . The evaporator  26  is a heat exchanger for exchanging a heat between a refrigerant and an air flowing in the evaporator  26 , and configures a vapor compression type refrigeration cycle together with a compressor, a condenser, an expansion valve, and so on. 
     A heater core  27 , which functions as a heater for heating the air cooled by the evaporator  26 , is located on the air flow downstream side of the evaporator  26 . The heater core  27  of the present embodiment is a heat exchanger that heats air using the coolant water of the vehicle engine as a heat source. The evaporator  26  and the heater core  27  configure a temperature adjustment unit for adjusting a temperature of the air blown into the vehicle interior. 
     A cold air bypass passage  28  is provided on the air flow downstream side of the evaporator  26  so as to allow the air after passing through the evaporator  26  to flow around the heater core  27 . In this example, a temperature of the airs mixed on the air flow downstream side of the heater core  27  and the cold air bypass passage  28  changes depending on an air volume ratio of the air passing through the heater core  27  and the air passing through the cold air bypass passage  28 . For that reason, an air mixing door  29  is located on the air flow downstream side of the evaporator  26  and on an inlet side of the heater core  27  and the cold air bypass passage  28 . The air mixing door  29  continuously changes the air volume ratio of the cold air flowing into the heater core  27  and the cold air bypass passage  28 , and functions as a temperature adjustment unit together with the evaporator  26  and the heater core  27 . The operation of the air mixing door  29  is controlled according to a control signal output from the control device. 
     A defroster-face opening portion  30  and a foot opening portion  31  are provided at the most downstream portion of the air flow of the air conditioning casing  21 . The defroster-face opening portion  30  is connected to the blowing port  11  provided in the upper surface portion  1   a  of the instrument panel  1  through the duct  12 . The foot opening portion  31  is connected to a foot blowing port  33  through a foot duct  32 . 
     A defroster-face door  34  for opening and closing the defroster-face opening  30  is located on the air flow upstream side of the defroster-face opening portion  30 . A foot door  35  for opening and closing the foot opening portion  31  is located on the air flow upstream side of the foot opening portion  31 . The defroster-face door  34  and the foot door  35  are blowing mode doors for switching a blowing state of the air blown into the vehicle interior to another. 
     The air flow deflection door  13  and the air flow deflection door  15  operate in conjunction with the air blowing mode doors  34  and  35  so as to achieve a desired air blowing mode. The operation of the air flow deflection doors  13  and  15  and the air blowing mode doors  34  and  35  is controlled according to a control signal output from the control device. The positions of the air flow deflection doors  13  and  15  and the air blowing mode doors  34  and  35  can also be changed by manual operation of an occupant. 
     For example, when the foot mode in which the air is blown from the foot blowing port  33  to feet of the occupant is executed as the air blowing mode, the defroster-face door  34  closes the defroster-face opening portion  30  and the foot door  35  opens the foot opening portion  31 . On the other hand, when any one of the defroster mode, the upper vent mode, and the face mode is executed as the blowing mode, the defroster-face door  34  opens the defroster-face opening portion  30  and the foot door  35  closes the foot opening portion  31 . Further, in that case, the positions of the air flow deflection door  13  and the air flow deflection door  15  are the positions corresponding to the desired air blowing mode. 
     In the present embodiment, the air flow deflection door  13  is rotated to change the rotational position, thereby changing the respective flow rates of the first air flow F 1  passing through the first flow channel AP 1  and the second air flow F 2  passing through the second flow channel AP 2 . As a result, an air blowing angle θ is changed. As shown in  FIG. 1 , the air blowing angle θ is an angle defined by the blowing direction with respect to the vehicle vertical direction. In this example, the reason why the vertical direction of the vehicle is used as a reference is that a direction of the air flow passing between a portion of the first wall  121  on the air flow upstream side of the guide wall  14  and a portion of the second wall  122  on the air flow upstream side of the guide wall  16  is directed from the bottom to the top. Therefore, the air blowing angle θ is a bending angle of the air flow. 
     When the air blowing mode is the face mode, a door angle φ 1  of the air flow deflection door  13  is set to an angle shown in  FIG. 3 . In other words, the door plate portion  132  of the air flow deflection door  13  is inclined so that a distance between the door plate portion  132  and the first wall  121  becomes smaller toward the air flow direction. As a result, a cross-sectional area of the first flow channel AP 1  becomes smaller than a cross-sectional area of the second flow channel AP 2 , the first air flow F 1  produced in the first flow channel AP 1  becomes an air flow at a relatively high flow rate, and the second air flow F 2  produced in the second flow channel AP 2  becomes an air flow at a relatively low flow rate. In other words, relatively, the first air flow F 1  becomes an air flow at a high flow rate FH, and the second air flow F 2  becomes an air flow at a low flow rate FL, resulting in the first state in which the first air flow F 1  is higher in flow rate than the second air flow F 2 . 
     In the first state, the first air flow F 1 , which is the air flow at the high flow rate FH, flows along the guide wall  14  by the Coanda effect, and is bent toward the rear side. At that time, a negative pressure is generated on the downstream side of the air flow deflection door  13  by a flow of the air flow at the high flow rate FH. For that reason, the second air flow F 2 , which is the air flow at a low flow rate FL, is drawn into the downstream side of the air flow deflection door  13 , and merges with the first air flow F 1  while being bent toward the first air flow F 1  side. As a result, the air blowing angle θ at which the air flowing through the duct  12  is blown out from the blowing port  11  by being bent toward the rear side of the vehicle can be increased. As a result, an air whose temperature is adjusted by the air conditioning unit  20 , for example, a cold air, is blown out from the blowing port  11  toward the upper body of the front seat occupant. 
     In the face mode, the air flow deflection door  15  is rotated to a position where the door plate portion  152  extends substantially in the longitudinal direction as shown in  FIG. 3 . In other words, the air flow deflection door  15  is set at a position where a door angle φ 2  shown in  FIG. 3  is about 90 degrees. The door plate portion  152  is located so as to project in a direction from the second wall  122  toward the first wall  121  with the vicinity of the second wall  122  as a base end. At that time, a leading edge of the door plate portion  152  is located on the second wall  122  side which is the front side of the air flow deflection door  13  in the longitudinal direction. The direction of the second air flow F 2  is greatly changed from the upward direction to a direction along the first air flow F 1  by the air flow deflection door  15  located in this manner. 
     In particular, the air flow at the low flow rate flowing along the second wall  122  may be directed in the direction from the second wall  122  toward the first wall  121 . For that reason, the entirety of the second air flow F 2  at the low flow rate can be drawn into the first air flow F 1  at the high flow rate. As a result, the second air flow F 2  drawn into the first air flow F 1  can be increased, and the air volume of the blowout air blown out from the blowing port  11  toward the rear of the vehicle can be increased. 
     At that time, the difference in flow rate between the first air flow F 1  and the second air flow F 2  can be adjusted by the occupant manually adjusting the position of the air flow deflection door  13  or the control device automatically adjusting the position of the air flow deflection door  13 . The larger the difference in flow rate between the first air flow F 1  at the high flow rate and the second air flow F 2  at the low flow rate, the larger the bending angle of the air blown out from the blowing port  11 . This enables to set the air blowing angle θ in the face mode to an arbitrary angle. 
     When the rotational position of the air flow deflection door  13  is changed, the rotational position of the air flow deflection door  15  is also changed in association with the positional change of the air flow deflection door  13 . When the door angle φ 1  of the air flow deflection door  13  becomes smaller, the door angle φ 2  of the air flow deflection door  15  also becomes smaller in conjunction with the smaller door angle φ 1 . Therefore, the degree of deflection of the second air flow F 2  by the air flow deflection door  15  is changed in accordance with the difference in flow rate between the first air flow F 1  and the second air flow F 2 . 
     The greater the difference in flow rate between the first air flow F 1  and the second air flow F 2 , the greater the degree of deflection of the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121 . 
     The air blowing angle θ in the face mode can be finely controlled by the actions of the air flow deflection door  13  and the air flow deflection door  15 . As a result, in the face mode, for example, the configuration enables to switch between a mode in which the air conditioning wind is blown toward a chest of the occupant and a mode in which the conditioned air is blown toward a face of the occupant. The air blowing angle θ can be continuously changed. 
     Further, as shown in  FIG. 7 , in the face mode, for example, a cold air is blown out from the blowing ports  11 ,  42 , and  43  into the vehicle interior. The air whose temperature has been adjusted by the air conditioning unit  20  is blown out from the blowing port  11  toward the upper bodies of the occupants  72   a  and  72   b  as indicated by broken line arrows, passes between the two front seats  74   a  and  74   b,  and reaches rear seats located rearward of the front seats  74   a  and  74   b.  At the same time, the air flowing out from the air conditioning unit  20  is also blown out from the blowing ports  42  and  43  as indicated by solid line arrows. 
     When the air blowing mode is the upper vent mode, the door angle of the air flow deflection door  13  is set to an angle shown in  FIG. 4 . In the upper vent mode, the door angle φ 1  of the air flow deflection door  13  is smaller than that in the face mode. In addition, the door angle φ 2  of the air flow deflection door  15  interlocked with the air flow deflection door  13  is also reduced. Also in that case, the first state is formed in which the first air flow F 1  is higher in flow rate than the second air flow F 2 , but since the difference in flow rate between the first air flow F 1  and the second air flow F 2  is smaller than that in the case of the face mode, the blowing angle θ is smaller than that in the case of the face mode. 
     As a result, the air whose temperature is adjusted by the air conditioning unit  20 , for example, the cold air, is blown out from the blowing port  11  toward the rear seat occupant. In the upper vent mode, the door angle φ 2  of the air flow deflection door  15  is smaller than that in the face mode. Therefore, the air flow deflection door  15  is enabled to deflect the second air flow F 2  so as to align the direction of the second air flow F 2  with the direction along the first air flow F 1 . This makes it difficult for the air flow deflection door  15  to become a draft resistance of the second air flow F 2 . 
     When the blowing mode is the defroster mode, the door angle of the air flow deflection door  13  is set to an angle shown in  FIG. 5 . In other words, the door plate portion  132  of the air flow deflection door  13  is inclined toward the air flow direction so that a distance between the door plate portion  132  and the second wall  122  becomes smaller. As a result, the first air flow F 1  produced in the first flow channel AP 1  becomes an air flow relatively low in the flow rate, and the second air flow F 2  produced in the second flow channel AP  2  becomes an air flow relatively high in the flow rate. In other words, relatively, the second air flow F 2  becomes the air flow at the high flow rate FH, and the first air flow F 1  becomes the air flow at the low flow rate FL, so that the second state in which the air flow different from that in the first state is produced is formed. In the defroster mode, a state is formed in which the second air flow F 2  is higher in flow rate than the first air flow F 1  in the second state. 
     In such a state, the second air flow F 2 , which is the air flow at the high flow rate FH, flows along the guide wall  16  by the Coanda effect, thereby being bent forward. In the defroster mode, the air flow deflection door  15  is rotated to a position where the door plate portion  152  is along the guide wall  16  as shown in  FIG. 5 . Thus, the air flow deflection door  15  located along the guide wall  16  forms a substantial Coanda surface. 
     When the air flow deflection door  13  forms the second state and the second air flow F 2  is higher in flow rate than the first air flow F 1 , the air flow deflection door  15  prohibits deflection of the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121 . The air flow deflection door  15  deflects the direction of the second air flow F 2  to the direction from the first wall  121  toward the second wall  122  by the Coanda effect. The air flow deflection door  15  located at a position along the guide wall  16  is unlikely to be the draft resistance of the second air flow F 2 . 
     Since the second air flow F 2  flows as the air flow at the high flow rate FH, a negative pressure is generated on the downstream side of the air flow deflection door  13 . For that reason, the first air flow F 1 , which is the air flow at the low flow rate FL, is drawn into the downstream side of the air flow deflection door  13 , and merges with the second air flow F 2  while being bent toward the second air flow F 2  side. As a result, the air flowing inside the duct  12  can be largely bent toward the front side of the vehicle and blown out from the blowing port  11 . As a result, air whose temperature has been adjusted by the air conditioning unit  20 , for example, a hot air, is blown out from the blowing port  11  toward the windshield  2 . 
     Even in the defroster mode, the difference in flow rate between the first air flow F 1  and the second air flow F 2  can be adjusted by manually adjusting the position of the air flow deflection door  13  by the occupant or automatically adjusting the position by the control device. The larger the difference in flow rate between the second air flow F 2  at the high flow rate and the first air flow F 1  at the low flow rate, the larger the bending angle of the air blown out from the blowing port  11 . As a result, the air blowing angle in the defroster mode can be set to an arbitrary angle. 
     Further, as shown in  FIG. 8 , in the defroster mode, for example, the hot air is blown out from the blowing ports  11 ,  42 , and  43  into the vehicle interior. The air whose temperature has been adjusted by the air conditioning unit  20  is blown out from the blowing port  11  toward an inner surface which is a surface of the windshield  2  on the vehicle compartment side, as indicated by broken line arrows. At the same time, the air flowing out from the air conditioning unit  20  is also blown out toward the side window glasses  2   a  and  2   b  from the blowing ports  42  and  43  as indicated by solid line arrows. 
     According to the air blowout apparatus  10  of the present embodiment, the following advantages can be obtained. 
     The air blowout apparatus  10  includes the blowing port  11 , the duct  12 , and the air flow deflection door  13  which is the first air flow deflection member. The blowing port  11  blows the air into the target space. The duct  12  has the first wall  121  and the second wall  122  facing the first wall  121 , and internally provides the air flow channel  12 A connected to the air flow upstream side of the blowing port  11 . The air flow deflection door  13  is provided in the air flow channel  12 A, and is configured to generate the two air flows having different flow rates in the air flow channel  12 A. 
     In the present embodiment, in the air flow channel  12 A, the first flow channel AP 1  is provided between the air flow deflection door  13  and the first wall  121 , and the air flow produced in the first flow channel AP 1  is provided as the first air flow F 1 . The space between the air flow deflection door  13  and the second wall  122  is defined as the second flow channel AP 2 , and the air flow produced in the second flow channel AP 2  is defined as the second air flow F 2 . The air flow deflection door  13  is configured to switch between the first state in which the first air flow F 1  is higher in flow rate than the second air flow F 2  and the second state in which the air flow different from that in the first state is produced inside the duct  12 . In addition, the duct  12  has the guide wall  14  on a part of the first wall  121  on the side of the blowing port  11 . The guide wall  14  guides the first air flow F 1  so that the first air flow F 1  in the first state is bent along the wall surface and the direction of the first air flow F 1  is directed from the second wall  122  to the first wall  121 . 
     The air blowout apparatus  10  further includes the air flow deflection door  15 , which is a second air flow deflection member that is provided in a portion of the air flow channel  12 A on the air flow downstream side of the air flow deflection door  13  and is configured to deflect the second air flow F 2 . The air flow deflection door  15  deflects the direction of the second air flow F 2  to a direction from the second wall  122  toward the first wall  121  when the air flow deflection door  13  forms the first state. The air flow deflection door  15  prohibits deflection of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121  when the air flow deflection door  13  forms the second state. 
     According to the above configuration, when the air flow deflection door  13  forms the first state, the air flow deflection door  15  deflects the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121 . This facilitates to draw the second air flow F 2  at the low flow rate into the first air flow F 1  at the high flow rate, and makes it difficult for the second air flow F 2  to diffuse in the blowing port  11 . As a result, when the first state is formed, the air volume of the blowout air blown out from the blowing port  11  in the direction from the second wall  122  toward the first wall  121  can be increased. 
     On the other hand, when the air flow deflection door  13  forms the second state, the air flow deflection door  15  prohibits the deflection of the direction of second air flow F 2  to the direction from the second wall  122  toward the first wall  121 . Therefore, the blowout of the second air flow F 2  from the blowing port  11  is hardly reduced. As a result, when the second state is formed, it easily enables to secure the air volume of the blowout air blown out from the blowing port  11 . In this manner, a stable air volume of the blowing air can be ensured regardless of whether the air flow produced in the duct  12  is in the first state or the second state. When the air flow deflection door  13  forms the second state and the second air flow F 2  is higher in flow rate than the first air flow F 1 , the air flow deflection door  15  deflects the direction of the second air flow F 2  in the direction from the first wall  121  toward the second wall  122 . According to the above configuration, when a state in which the second air flow F 2  is higher in flow rate than the first air flow F 1  in the second state is formed, the air volume of the blowing air blown out from the blowing port  11  in the direction from the first wall  121  toward the second wall  122  can be increased. In the defroster mode, a state in which the second air flow F 2  in the second state is higher in flow rate than the first air flow F 1  is provided. 
       FIGS. 9 and 10  show an example of an air blowout apparatus in a comparative example. In the air blowout apparatus of the comparative example, an air flow deflection door  15  is not provided in an air flow channel  912 A in a duct  912 , and a duct  912  does not have a guide wall  16 . In the air blowout apparatus of the comparative example, a protrusion portion  915  is provided so as to protrude from a second wall  122  of the duct  912  toward a first wall  121 . 
     In the air blowout apparatus of the comparative example, in the face mode shown in  FIG. 9 , an air conditioning wind can be blown out from the air blowing port  11  in substantially the same manner as that in the air blowout apparatus  10  of the present embodiment. However, in the defroster mode shown in  FIG. 10 , the protrusion portion  915  inhibits a flow of the second air flow F 2 , and reduces the volume of air blown out from the blowing port  11 . Further, since the air conditioning wind blown out from the blowing port  11  is hard to bend in the direction from the first wall  121  toward the second wall  122 , for example, it is difficult to clear fogging in a region near a lower end of the windshield  2  indicated by a dashed-dotted line in  FIG. 10 . 
     On the other hand, according to the present embodiment, the configuration enables to supply the air conditioning wind to an entire area of an interior side surface of the windshield  2  in the defroster mode. Since the air conditioning wind can be provided over a wide range of the windshield  2  in the defroster mode, the degree of freedom of the setting position of the blowing port  11  in the longitudinal direction of the vehicle is large. For that reason, there is no need to provide a defroster blowing port separately from the blowing port  11 . Further, since the configuration enables to reduce a pressure loss in the defroster mode and it is difficult to reduce the blowing air volume from the blowing port  11 , fogging can be stably restricted. 
     The air blowout apparatus  10  of the present embodiment employs the two air flow deflection doors  13  and  15 . When the air flow deflection door  15  forms the first state, the greater the difference in flow rate between the first air flow F 1  and the second air flow F 2 , the greater the degree of deflection of the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121 , when the air flow deflection door  13  forms the first state. According to the above configuration, the air blowing angle θ can be controlled with precision by the two doors  13  and  15 , and fine vertical wind direction control can be performed. For example, an air blowing angle characteristic that is relatively linear with respect to the rotation angle of the servomotor  19  can be obtained. In the air blowout apparatus  10 , the air blowing angle θ can be continuously changed at least from the face mode to the upper vent mode, and the air blowing angle control with relatively high linearity can be performed with respect to the rotation angle input. 
     The air flow deflection door  13  and the air flow deflection door  15  are connected to each other through the link mechanism  18  and interlocked with each other. According to the above configuration, the air flow deflection door  13  and the air flow deflection door  15  can be easily interlocked with each other, and the two doors  13  and  15  can be interlocked with each other using the servomotor  19  as a common driving source. 
     The air flow deflection door  13  and the air flow deflection door  15  are both pivoted doors that rotate about the respective rotational axis lines. The rotational axis line of the air flow deflection door  13  and the rotational axis line of the air flow deflection door  15  are parallel to each other. The above configuration easily enables to perform the rotation input of both the doors  13  and  15  at the end on the same side in the direction in which the two rotational axis lines extend. The two doors  13  and  15  can be easily connected to each other by the link mechanism  18  at the same end in the direction in which the rotational axis lines extend. 
     The air flow deflection door  13  is a butterfly door having the rotary shaft  131  and the two door plate portions  132  extending in different directions from the rotating shaft  131 . This makes it difficult for the air flow deflection door  13  to cause a draft resistance in the air flow channel  12 A, and enables to stably distribute the air to the first flow channel AP 1  and the second flow channel AP 2 . In addition, since the door plate portions  132  are provided on both sides of the rotary shaft  131 , the rotation torque due to the reception of the air at the time of the air distribution is hardly caused. This facilitates angular control of the door. 
     The air flow deflection door  15  is a cantilever door having the rotary shaft  151  and one door plate portion  152  extending in the radially outward direction from the rotary shaft  151 . This facilitates to stably adjust the deflection of the second air flow F 2 . 
     Also, the entire air flow deflection door  15  is configured to be placed on the side of the air flow channel  12 A from the blowing port  11 , regardless of the movement position of the air flow deflection door  15 . Accordingly, even when the air flow deflection door  15  is moved to any position, the air flow deflection door  15  can be restricted from protruding from the blowing port  11 . In other words, in any case of the air blowing mode of the air blowout apparatus  10 , the air flow deflection door  15  does not protrude above the upper surface portion  1   a  in which the blowing port  11  is opened. This makes it difficult for the air flow deflection door  15  to enter the field of view of the occupants  72   a  and  72   b.    
     The duct  12  has the guide wall  16  on a part of the second wall  122  on the blowing port  11  side. The guide wall  16  guides the second air flow F 2  so that the second air flow F 2  is bent along the wall surface and the direction of the second air flow F 2  is directed from the first wall  121  to the second wall  122 . This enables to easily bend the direction of the second air flow F 2  in a direction from the first wall  121  toward the second wall  122  by using the Coanda effect of the guide wall  16 . 
     In the face mode or the upper vent mode, the guide wall  14  is used to blow out the blowout air toward the rear side of the vehicle, and in the defroster mode, the guide wall  16  is used to blow out the blowout air toward the front side of the vehicle. With the provision of the guide wall  16  in this manner, the windshield  2  can be securely anti-fogged. 
     Other Embodiments 
     The techniques disclosed in this specification are not limited to the embodiments for implementing the disclosed techniques, and various modifications and implementations are possible. The disclosed techniques are not limited to the combinations shown in the embodiments, but can be implemented in various combinations. Embodiments may have additional portions. Portions of embodiments may be omitted. Portions of the embodiments may be substituted or combined with portions of other embodiments. The structures, operations, and effects of the embodiments are merely illustrative. The technical scope of the disclosure is not limited to the description of the embodiments. The technical scope of some of the disclosed techniques is indicated by the description of the claims, and should be construed to include all modifications within the meaning and range equivalent to the description of the claims. 
     In the embodiment described above, the air flow deflection door  13  is a butterfly door in which the door plate portion  132  extends in two directions from the rotational axis  131 , and the air flow deflection door  15  is a cantilever door in which the door plate portion  152  extends in one direction from the rotary shaft  151 . However, the present disclosure is not limited to the above configuration. For example, the first air flow deflection member may be a cantilever door. The first air flow deflection member may be a slide door that slides in the longitudinal direction of the vehicle. 
     As shown in  FIGS. 11 to 13 , the second air flow deflection member may be an air flow deflection door  215  formed of a butterfly door. As a result, as shown in  FIGS. 11 and 12 , in the face mode and the upper vent mode, the configuration enables to perform substantially the same wind direction control as in the first embodiment and blow out the air conditioning wind from the blowing port  11 . As shown in  FIG. 13 , in the defroster mode, the air conditioning wind can also be blown out from the blowing port  11  as an air flow channel between the air flow deflection door  215  and the guide wall  16 . According to the above configuration, it is possible to more reliably perform anti-fogging in a region near a lower end of the windshield  2 . 
     The second air flow deflection member may be a slide door that slides in the longitudinal direction of the vehicle. In this case, a protrusion amount of the slide door, which is the second air flow deflection member, protruding from the second wall  122  may be changed in accordance with a difference in flow rate between the first air flow F 1  and the second air flow F 2  produced by the first air flow deflection member. 
     In the embodiment described above, the guide wall  14 , which is the first guide wall, has a curved surface in which the wall surface facing the air flow channel  12 A is convex toward the air flow channel  12 A inside the duct  12 . In the guide wall  16 , which is the second guide wall, the wall surface facing the air flow channel  12 A is a flat inclined surface. However, the present invention is not limited to the above configuration. For example, the wall surface of the first guide wall may be a flat inclined surface. Further, for example, the wall surface of the second guide wall may be a curved surface convex toward the air flow channel. Further, for example, the wall surface of the first guide wall or the wall surface of the second guide wall may be a stepped wall surface. 
     In the embodiment described above, the air blowout apparatus  10  has the guide wall  16  in the duct  12 , but the present disclosure is not limited to the above configuration, and the second wall  122  may not be provided with a guide wall. 
     In the embodiment described above, the air blowout apparatus has been described in which the air blowing angle can be continuously changed by continuously changing the rotation angular position of the air flow deflection doors  13  and  15 , but the present disclosure is not limited to the above configuration. For example, the air blowout apparatus may be provided in which the air flow deflection doors  13  and  15  can stop only at multiple preset rotation stop angular positions and can change the air blowing angle in a stepwise manner. 
     In the embodiment described above, the blowing port  11  is located at the center portion of the vehicle interior in the vehicle width direction, but the present disclosure is not limited to the above configuration. For example, the blowing port may be provided in the upper surface portion of the instrument panel at a portion on the front side of the driver&#39;s seat and a portion on the front side of the front passenger seat. 
     In the embodiment described above, the blowing ports  42  and  43  as the side face blowing ports are provided, but may not be provided. In addition, a blowing port other than the blowing ports  11 ,  42 , and  43  may be provided. 
     In the embodiment described above, the disclosed technique is applied to the air blowout apparatus in which the blowing port  11  is located in the upper surface portion  1   a  of the instrument panel  1 , but the present disclosure is not limited to the above configuration. For example, the disclosed technique may be applied to an air blowout apparatus having a foot blowing port as a blowing port located on a lower surface portion of an instrument panel. According to the above configuration, the air blowing angle of the air blown out from the foot blowing port can be arbitrarily changed. 
     In the embodiment described above, the air flow deflection door  15  prohibits the deflection of the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121  when the air flow deflection door  13  forms the second state, but the present disclosure is not limited to the above configuration. The second air flow deflection member may be configured to lower the degree of deflection of the direction of the second air flow F 2  to the direction from the second wall  122  toward the first wall  121  when the first air flow deflection member forms the second state more than that when the first air flow deflection member forms the first state. Also in this case, when the second state is formed, the reduction of blowing out the second air flow can be alleviated, and the air volume of the blowing air blown out from the blowing port can be easily secured. 
     In the embodiment described above, the disclosure is applied to the air blowout apparatus for use in an air conditioning device for a vehicle, but the present disclosure is not limited to the above configuration. The disclosed technique may be applied to, for example, an air blowout apparatus of an air conditioner for a moving object other than a vehicle, or may be applied to an air blowout apparatus of a stationary air conditioner. Further, the disclosed technique may be applied to an air blowout apparatus used other than the air conditioner. 
     The air blowout apparatus described above includes the duct  12  and the first air flow deflection member  13 . The duct  12  has the blowing port  11  for blowing out the air into the target space, the first wall  121 , and the second wall  122  that faces the first wall, and internally provides the air flow channel  12 A connected to the air flow upstream side of the blowing port. The first air flow deflection member  13  is provided in the air flow channel, and is configured to generate the two air flows having different flow rates in the air flow channel. In the air flow channel, the first flow channel AP 1  is provided between the first air flow deflection member and the first wall, and the air flow produced in the first flow channel is the first air flow F 1 . In the air flow channel, the second flow channel AP 2  is provided between the first air flow deflection member and the second wall, and the air flow provided in the second flow channel is the second air flow F 2 . The first air flow deflection member is configured to be switchable between a first state in which the first air flow is higher in flow rate than the second air flow and a second state in which an air flow different from the first state is formed inside the duct. The duct has the guide wall  14  on a part of the first wall on the blowing port side. The guide wall  14  bends the first air flow in the first state along the wall surface, and guides the first air flow so that the direction of the first air flow is directed in the direction from the second wall toward the first wall. The air blowout apparatus further includes the second air flow deflection members  15  and  215 , which are provided in the portion of the air flow channel on the air flow downstream side of the first air flow deflection member, and are configured to deflect the second air flow. The second air flow deflection member is configured to deflect the direction of the second air flow to the direction from the second wall toward the first wall when the first air flow deflection member forms the first state. The second air flow deflection member is further configured to reduce the degree of deflection of the direction of the second air flow to the direction from the second wall toward the first wall more than that when the first air flow deflection member forms the first state, or to inhibit the deflection of the direction of the second air flow to the direction from the second wall toward the first wall, when the first air flow deflection member forms the second state. 
     According to the above configuration, when the first air flow deflection member forms the first state, the second air flow deflection member deflects the direction of the second air flow in the direction from the second wall toward the first wall. Therefore, the second air flow at the low flow rate is easily drawn into the first air flow at the high flow rate, and the second air flow is unlikely to be diffused at the blowing port. As a result, when the first state is formed, the air volume of the blowing air blown out from the blowing port in the direction from the second wall toward the first wall can be increased. 
     On the other hand, when the first air flow deflection member forms the second state, the second air flow deflection member lowers the degree of deflection of the direction of the second air flow to the direction from the second wall toward the first wall, compared to that when the first state is formed. Alternatively, the deflection of the direction of the second air flow to the direction from the second wall toward the first wall is prohibited. This makes it difficult to reduce the blowout of the second air flow from the blowing port. As a result, when the second state is formed, it easily enables to secure the air volume of the blowout air blown out from the blowing port. In this manner, a stable air volume of the blowing air can be ensured regardless of whether the air flow produced in the duct is in the first state or the second state. 
     Although the present disclosure has been described in accordance with the embodiments, it is understood that the present disclosure is not limited to such embodiments or structures. The present disclosure encompasses various modifications and variations within the scope of equivalents. In addition, various combinations and configurations, as well as other combinations and configurations that include only one element, more, or less, are within the scope and spirit of the present disclosure.