RU2792461C1 - Device for regulating cooling air flow in vehicle - Google Patents

Abstract

FIELD: engine cooling devices.

SUBSTANCE: air flow control device comprises at least one panel (2) configured to be connected to the air inflow opening of the engine compartment of the vehicle and movable between a closed position and a position for opening the air inflow opening; a drive module (3) configured to apply a predetermined traction force, and a transmission device (4) configured to transfer the traction force from the drive module (3) to the panel (2) to move the panel from the closed position to the open position and vice versa . The drive module (3) comprises at least one actuator (5) made of a shape memory alloy such that a thrust force is applied when the actuator (5) reaches a predetermined temperature.

EFFECT: simplification of the design, lightening the weight and facilitating control, and maintaining the reliability of the design.

15 cl, 3 dwg

Description

The field of technology to which the invention belongs

The present invention relates to the automotive sector, in particular to a device for regulating and/or controlling the flow of hot air generated by a vehicle component, in particular a car, during its operation.

State of the art

In general, a vehicle contains various components which, during their operation, generate heat within the compartment or housing in which each of them is located.

A typical example is an engine that generates heat in the engine compartment; another example is brakes which generate heat which can be confined to the duct where the brakes are placed.

During normal operation, a vehicle engine generates a significant amount of heat which, if not properly dissipated, can cause serious damage to the engine itself and other parts and components of the vehicle adjacent to the engine, especially those located in the engine compartment.

At the same time, the engine must operate at its own optimum temperature, and the temperature in the compartment containing the engine must also remain at its optimum level.

For this purpose, devices have been developed that allow the inflow and outflow of air into and out of the engine compartment to be varied to facilitate heat exchange with the outside atmosphere, thereby preventing unwanted overheating or excessive cooling.

Devices are known which comprise dampers or flaps which move in such a manner as to close and open through slots or openings which allow air to flow from the interior of the engine compartment or common space to the outside atmosphere, thereby facilitating the removal of heat from the engine compartment.

In general, through slots are provided, for example, on the car body near the engine compartment, and the flaps are attached to it.

However, prior art devices are relatively inefficient in that they require the implementation of complex and cumbersome activation mechanisms, mostly electro-hydraulic or electro-mechanical, to properly control the movement of the flaps and according to the need to cool the engine compartment or other space involved.

Disclosure of the essence of the invention

In this context, the technical objective which forms the basis of this invention is to provide a device for controlling the cooling air flow in a vehicle in order to overcome at least some of the aforementioned disadvantages of the prior art.

More specifically, it is an object of this invention to provide a device for regulating and controlling the cooling air flow in a compartment of a vehicle, in particular an automobile, which is structurally simple, light in weight and manageable, while maintaining a high level of efficiency and reliability.

Said technical objective and said objectives are essentially achieved by means of a device for regulating the flow of air in a vehicle compartment - for example, an engine compartment - comprising the technical features described in one or more of the appended claims.

The present disclosure describes a preferred embodiment of a device for controlling a cooling flow in an automobile engine compartment, which comprises: at least one flap connected to an automobile engine compartment air inlet opening and movable between a closed position and an air inflow opening position ; a drive module configured to apply a predetermined traction force; and a transmission apparatus configured to transmit a traction force from the drive module to the leaf to move the leaf from a closed position to an open position.

The drive module includes at least one shape memory alloy actuator such that a thrust force is applied when the actuator reaches a predetermined temperature.

Brief description of the drawings

Additional features and advantages of the invention will become clearer from the non-limiting description, which further discloses a preferred embodiment of a device for cooling the engine compartment of a vehicle, as shown in the accompanying drawings, in which:

- fig. 1 is a partial block view of a device according to the present disclosure for controlling the flow of air in a vehicle compartment;

- fig. 2A and 2B show two different operating states of a device component in accordance with the present disclosure.

Implementation of the invention

Numeral 1 in the accompanying drawings generally designates a device for regulating the cooling air flow in a vehicle, preferably an automobile, hereinafter referred to simply as "device 1".

In general, a compartment is a confined space containing a vehicle component that generates heat during its operation.

The compartment is, for example, an engine compartment, and the component is an engine. In another example, the compartment is a brake cooling duct and the component is defined by automotive brakes that are at least partially housed in or facing the duct.

In the following, the engine compartment is deliberately mentioned as a preferred example of the application of this solution, but without loss of generality.

The device 1 contains at least one leaf 2, a drive module 3 and a transmission device 4.

The leaf 2 is configured to be connected to an airflow opening in a vehicle compartment (not shown), such as an engine compartment, and movable between a closed hole position and an open hole position.

In other words, the sash 2 is adapted to the shape and size of the corresponding flow opening, for example, on the body of a car, preferably in its engine compartment.

In alternative solutions, the flow port may be the inlet or outlet of a conduit connecting the engine compartment to the outside atmosphere or to another compartment for an automotive component that generates heat during its operation.

The shutter 2 is movable between a closed position, in which it is positioned to cover the flow opening, and an open position, in which the leaf is positioned to leave the opening at least partially open.

The air flow hole is configured to fluidly communicate the inside of the engine compartment with the outside atmosphere to allow air to flow therebetween to promote heat exchange, which can quickly and effectively lower the temperature inside the engine compartment.

Preferably, the flap 2 is movable by rotation about a corresponding axis of rotation X, preferably fixed.

Preferably, when positioned to cover the inflow opening, the flap 2 is configured to be flush with the outer profile of the engine compartment, in other words facing the outside atmosphere, so that the flap 2 does not adversely affect the vehicle's airfoil.

The passage of the flap 2 from the position of the closed inlet opening to the position of the open opening of the inflow is provided by the drive module 3, which is configured to apply a predetermined traction force transmitted to the flap 2 by the transmission device 4.

More specifically, the drive module 3 comprises at least one shape memory alloy actuator 5 configured to apply a thrust force when the actuator reaches a predetermined temperature.

Shape memory materials are metal alloys that are able to "remember" a specific structural shape, to which they return when a state change occurs as a result of reaching a predetermined temperature, which depends on the composition of the alloy.

In other words, these materials are able, simply by heating, to return to their original shape even after deformations that have significantly changed their shape.

More specifically, the actuator 5 is made of, for example, a shape memory alloy containing nickel and titanium.

This alloy is configured to, for example, show a change of state between 25°C and 75°C.

Depending on the application, the shape memory alloy may exhibit a change of state at temperatures between 25°C and 75°C with a tolerance of 15°.

Thus, the actuator 5 has an initial shape to which it returns each time it is exposed to a temperature high enough to effect a state change.

The actuator 5 is positioned such that the change in shape due to the change in state generates a thrust force which, through the transmission device 4, switches the leaf 2 from the position of the closed air flow opening to the position in which the air flow opening is open.

Structurally, the drive module 3 includes a first frame 3a configured to accommodate at least one actuator 5.

The device 1 contains a second frame 4a, which accommodates the transmission apparatus 4 and on which at least one leaf 2 is mounted.

The first frame 3a and the second frame 4a communicate with each other through the guide 6 into which the pusher 7 of the transmission device 4 is inserted.

In other words, the device has a pair of frames 3a, 4a, in which are located the drive module 3 and the transmission device 4, respectively; the frames communicate with each other so that the pusher 7 can connect the transmission device 4 with the actuator 5 of the drive module 3.

The first frame 3a and the second frame 4a are combined in the device 1, but are structurally different so that they can be separated, for example, to facilitate maintenance or repair of the drive module 3 and/or the transmission device 4, or even the flaps 2.

More specifically, in the illustrated example, the pusher 7 has a first end 7a provided with a rack profile, and the leaf 2 includes a gear, made with the possibility of engagement with the first end 7a so that the movement of the pusher 7 brings the leaf 2 from the closed position to the open position due to rotation around corresponding to the X axis of rotation.

In general, the pusher 7 and the leaf 2 engage with each other in such a way that the movement of the pusher 7 brings the wing 2 from the closed position to the open position.

In order for the flap 2 to return to the closed air inlet position when the temperature in the engine compartment drops to a sufficiently low level, the drive module comprises at least one counteractuator 8 configured to apply a counterforce to counteract the thrust force; that is, the opposing force has the same orientation as the thrust force, but in the opposite direction; the opposing actuator 8 preferably comprises at least one opposing spring.

The reaction actuator 8 and the shape memory actuator 5 are housed in the first frame 3a and are preferably connected thereto.

The actuator 5 and the counteractuator 8 operate on opposite sides of a common slider 9 which is preferably cup-shaped and which is also housed in the first frame 3a.

In the first frame 3a, the drive module 3 contains one or more guide pins 10 for guiding the slider 9.

The slider 9 is preferably guided in translation parallel to the traction force by one or more guide pins 10.

In practice, the actuator 5 and the counteractuator 8 are connected to the slider 9, which is located between them in the first frame 3a, so that it can move back and forth translationally along the sliding direction Y under the action of thrust and opposing forces.

To transfer the movement from the drive module 3 to the leaf 2, the pusher 7 has a second part 7b directed towards the drive module 3 and is connected to the slider 9, preferably in a removable manner, so that the movement of the slider causes a corresponding translational movement of the pusher, preferably also along the sliding direction Y .

More specifically, the slider 9 is installed in the first frame 3 in such a way as to divide it into a first compartment 12 containing at least one actuator 5 and a second compartment 13 containing at least one opposing actuator 8.

The first compartment 12 is preferably located centrally and the two second compartments 13 are located on opposite sides of it.

The actuator 5 comprises at least one traction spring 5a and/or the counter actuator 8 comprises at least one counter spring 8a, the springs 5a, 8a being preferably coil springs and even more preferably compression springs: i.e., the springs are configured to gradually compress depending on the increase in the load applied to them.

More specifically, through the slider 9, the thrust force applied by the compression springs 5a causes the opposing springs 8a to be compressed, and in the same way, through the slider 9, the opposing force applied by the opposing springs 8a has the effect of compressing the traction springs 5a.

The predominantly bowl-shaped structure of the slider 9 and the division of the first frame 3a into a first compartment 12 and a second compartment 13 make it possible to arrange the traction springs 5a and counteracting springs 8a at least partially parallel to each other in order to reduce the dimensions of the drive module 3 at least along the Y axis.

The frame 3a and the slider 9 allow the installation and use of several springs 5a, 8a in parallel, depending on the force that is required to be applied by the drive module 3.

In addition, the separation of the first frame 3a from the second frame 4a allows the group of traction springs 5a and reaction springs 8a to be replaced without affecting the transmission apparatus 4 and/or the pusher 7.

The traction springs 5a are preferably all parallel and close to each other and are thus less susceptible to temperature differences which could upset the balance of the traction force applied to the slider 9.

The drive module 3 is particularly compact and can be heated by a suitable directional air flow in a vehicle in which the device 1 can be installed.

In practice, when the pulling force is greater than the opposing force, the slider 9 is subjected to a movement which drags the pusher 7 with it, allowing the flaps 2 to move from the closed position to the open position. Conversely, when the opposing force is greater than the traction force, the slider 9 is subjected to a movement that drags the pusher 7 with it, allowing the flaps 2 to move from the open position to the closed position.

In the illustrated preferred embodiment, the Y axis of translation and the X axis of rotation are inclined relative to each other.

The balance between the thrust force and the reaction force is determined by the state, and hence the temperature, of the shape memory alloy from which the actuator 5 is made: if the temperature is below the predetermined temperature required to initiate the state change, the actuator 5 applies a thrust force that is less than the reaction force , and consequently, leaf 2 is held in the closed position.

On the other hand, an increase in temperature initiates a change of state, so the actuator tends to return to its original shape, thereby increasing the thrust force until it reaches the point where it compensates and then exceeds the opposing force, resulting in , by means of the transmission device 4, moving the leaf 2 from the closed position to the open position. When leaf 2 is in the open position, hot air can escape from the engine compartment: for example, when the vehicle is stationary.

In the illustrated example, the actuator 5 comprises six traction springs 5a, the original shape of which is elongated as shown in FIG. 2B.

Traction springs 5a return to their original elongated shape when the temperature exceeds a predetermined temperature.

When the temperature of the actuator falls below a predetermined temperature, the reaction springs 8a—for example, two in the embodiment shown—push the slider 9 and return the drive springs to their short configuration, as shown in FIG. 2A.

Traction springs 5a and/or counter springs 8a are arranged around respective guide pins 10 to guide the slider 9 so that it is properly held and functions in the first frame 3a.

In an exemplary embodiment, the shape memory actuator 5 and the counteractuator 8 comprise respective sets of springs 5a, 8a arranged in parallel.

Advantageously, the device 1 according to the present disclosure comprises an air supply duct, schematically represented as a unit 14, configured to supply a stream of hot air to at least one actuator 5 from the engine compartment, and preferably from the engine. This ensures that the temperature of the actuator 5 is as close as possible to the actual temperature inside the engine compartment.

The device 1 preferably includes a plurality of brackets 11 which allow it to be securely fastened to a vehicle.

Preferably, the brackets 11 are configured to install the device 1 on the inner surface of the body compartment, for example, in the engine compartment.

In a specific embodiment, the device comprises a plurality of flaps 2, preferably equally divided and attached on opposite sides of the transmission apparatus 4.

More specifically, the flaps 2 - six in the particular embodiment shown in FIG. 1 - are rotatably connected to the frame 4, i.e. they are connected in such a way that they can rotate about the respective rotation axes X to move from the position of the open inlet to the position of the closed inlet, and vice versa.

The axes X of rotation of the flaps 2 located on one side of the transmission apparatus 4 are preferably parallel to each other.

As shown in FIG. 2A-2B, the drive module 3 comprises an actuator 5 and a counter actuator 8, which respectively comprise, for example, six traction springs 5a and two counter springs 8a connected to the slider 9 in such a way as to enable it to reciprocate along an axis. Y translational movement.

In alternative, not illustrated, embodiments, the implementation of the actuators 5 and 8 may have a different number of traction springs 5a and/or counter springs 8a, for example, depending on the dynamics expected from the device 1, and its dimensions.

The pusher 7, inserted into the guide 6, which connects the first frame 3a and the second frame 4a to each other, is connected at the first end 7a to the leaves 2, for example, a rack and pinion with which the leaves 2 are engaged.

The second end 7b of the pusher 7, on the other hand, is connected to the slider 9 in such a way as to ensure the transmission of the traction force and the reaction force from the drive module 3 to the leaves 2.

In alternative, not illustrated, embodiments, the device 1 comprises a plurality of flaps that are not driven all together, but may be driven independently or in groups.

During operation, the traction force and the opposing force act on the slider 9 and provide its translational movement, which is converted into a rotational movement of the flaps 2 to open or close the inlet.

More specifically, the opening movement is determined by a rise in temperature, which causes a change in the state of the shape memory alloy of which the thrust springs 5a of the actuator 5 are made to compensate and then overcome the counter force.

Conversely, the closing movement is determined by a drop in temperature to a level where it is no longer sufficient to maintain the state change of the shape memory alloy, thus the thrust force that the actuator 5 can generate is reduced until it is overcome by an opposing force that deforms traction springs 5a, in particular due to compression.

In other words, every time the temperature in the compartment or space in which a vehicle component is installed, and therefore the temperature to which the actuator is subjected, exceeds the temperature required to effect a state change of the shape memory alloy, the traction force exceeds the opposing force, causing movement of the slider 9 which, by means of the transmission apparatus 4, in turn moves the flaps 2 from the closed position to the open position.

When the compartment cools down, the temperature again falls below the change-of-state temperature in the shape memory alloy and the reaction force again becomes greater than the thrust force, causing the slider 9 to return so that it moves the flaps 2 back to the closed position.

Advantageously, this solution achieves its intended goals by overcoming the shortcomings of the prior art and by providing the user with a device for controlling the cooling air flow in a vehicle compartment, for example in the engine compartment, which does not require complex electromechanical or electrohydraulic actuator systems; thus, the design of the device is simplified, and its weight and dimensions are significantly reduced.

In fact, the device according to the present disclosure controls the movement of the flaps 2 by means of a drive module 3 which is temperature responsive, i.e. activated and deactivated solely depending on the temperature to which it is subjected.

Claims (22)

1. A device for regulating or controlling the air flow in a vehicle compartment, for example, in the engine compartment of a car, containing: - at least one flap (2) configured to be connected to the air flow opening for the vehicle compartment and movable between a closed position and a position to open the air flow opening; - drive module (3), configured to apply a predetermined traction force; - a transmission device (4) configured to transmit the thrust force from the drive module (3) to at least one flap (2) to bring the flap (2) at least from the closed position to the open position; wherein the drive module (3) comprises at least a first actuator (5) made of a shape memory alloy, configured to apply a thrust force when the first actuator (5) reaches a predetermined temperature, and a second actuator (8 ), made with the possibility of applying an opposing force to counteract the traction force, while the device for regulation is characterized in that it contains a slider (9) made with the possibility of directing during translational movement parallel to the traction force and located between the first actuator (5) and the second actuator (8) so that the first actuator and the second actuator (8) operate on opposite sides of the slider (9). 2. The device according to p. 1, in which the drive module (3) contains the first frame (3a), made with the possibility of accommodating at least the first actuator (5) and/or the second actuator (8) and/or the slider (9 ), and the device comprises a second frame (4a) containing a transmission device (4). 3. The device according to claim 2, in which the slider (9) is placed in the first frame (3a) in such a way as to divide the inside of the first frame (3a) into the first compartment (12) containing at least the first actuator (5) , and a second compartment (13) containing at least a second actuator (8), wherein the first compartment (12) is preferably centrally located and the two second compartments (13) are located on opposite sides of the first compartment (12). 4. The device according to claim 2 or 3, in which at least one leaf (2) is mounted on the second frame (4a), and the first and second frames (4a) communicate with each other by means of a guide (6) into which the pusher is inserted (7) transmission device (4). 5. The device according to any one of paragraphs. 2-4, in which the first frame (3a) and the second frame (4a) are separably connected to each other. 6. Device according to any one of the preceding claims, wherein the first actuator (5) comprises at least one traction spring (5a), preferably a coil spring. 7. Device according to claim 6, wherein the traction spring (5a) is a compression spring. 8. Device according to any of the preceding claims, wherein the first actuator (5) comprises a plurality of traction springs (5a) arranged in parallel. 9. Device according to any one of the preceding claims, wherein the second actuator (8) comprises at least one counteracting spring (8a). 10. Device according to any one of the preceding claims, wherein the slider (9) is guiding in translation parallel to the traction force by means of one or more guide pins (10) and is preferably cup-shaped. 11. The device according to claim 6, in which the second actuator (8) contains at least one counteracting spring (8a), and at least one traction spring (5a) and / or at least one counteracting spring (8a) are located around the corresponding guide pins (10) to guide the slider (9). 12. Device according to any one of the preceding claims, in which at least one flap (2) is rotatable about a corresponding axis of rotation (X), preferably fixed, and in which the transmission apparatus (4) comprises a pusher (7) having: - the first part, provided with the first means of engagement, for example rack profile; - a second part opposite the first part and facing the drive module (3); while the leaf (2) contains the second means of engagement, for example, a gear made with the possibility of engagement with the first means of engagement in such a way that the movement of the pusher (7) ensures that the leaf (2) is brought from the closed position to the open position by rotating around the corresponding axis (X ) rotation. 13. The device according to claim 12, in which the second part of the pusher (7) is attached or can be attached to the slider (9). 14. An apparatus according to any one of the preceding claims, wherein the shape memory alloy comprises nickel and titanium, the shape memory alloy being capable of exhibiting a change of state at a temperature between 25°C and 75°C. 15. Device according to any of the preceding claims, comprising an air supply channel (14) configured to supply to at least one actuator (5) a stream of hot air from a vehicle compartment, preferably from the engine.

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