US20090008060A1

US20090008060A1 - Watertight Vehicle Airduct System

Info

Publication number: US20090008060A1
Application number: US11/773,817
Authority: US
Inventors: Kevin J. Robinet; Paul D. Netkowski; Randy P. Haas
Original assignee: Individual
Current assignee: FCA US LLC
Priority date: 2007-07-05
Filing date: 2007-07-05
Publication date: 2009-01-08
Also published as: US20150202944A1; US9751383B2

Abstract

A duct for a vehicle includes an inlet fluidly coupled to an interior of the vehicle and an outlet fluidly coupled to the inlet. A buoyant closure member is disposed between the inlet and the outlet and is movable between an open position permitting flow between the inlet and the outlet and a closed position preventing flow between the inlet and the outlet. The buoyant closure member is normally in the open position and is movable from the open position to the closed position in response to a predetermined volume of water entering the outlet.

Description

FIELD

The present invention relates to a venting system for a vehicle and, more particularly, to a submergible venting system for a vehicle.

BACKGROUND

Conventional vehicles typically include at least one body exhauster to permit airflow from within a passenger compartment of a vehicle to an area generally outside of the vehicle. Such body exhausters allow a heating, ventilation, and air conditioning (HVAC) unit to draw in, condition, and circulate air within a vehicle while permitting air disposed within the passenger compartment of the vehicle to be exhausted through the body exhauster to maintain the passenger compartment at a predetermined pressure. Such body exhausters allow one-way communication between the passenger compartment and an area outside of the vehicle such that air is permitted to exit the vehicle white debris and outside air is restricted from entering the vehicle. While conventional body exhausters adequately vent a passenger compartment of a vehicle while concurrently preventing debris and outside air from entering the passenger compartment of the vehicle, conventional body exhausters cannot typically be located near or on a lower surface of a vehicle, as conventional body exhausters cannot prevent entry of water into the vehicle should a lower portion of the vehicle become submerged in water.

SUMMARY

A duct for a vehicle includes an inlet fluidly coupled to an interior of the vehicle and an outlet fluidly coupled to the inlet. A buoyant closure member is disposed between the inlet and the outlet and is movable between an open position permitting flow between the inlet and the outlet and a closed position preventing flow between the inlet and the outlet. The buoyant closure member is normally in the open position and is movable from the open position to the closed position in response to a predetermined volume of water entering the outlet.
A vehicle includes a floor pan defining at least one cavity with a heat exchanger being disposed within the at least one cavity. A passageway directs air through the heat exchanger and toward a wall of the at least one cavity. A duct is fixedly attached to the wall of the at least one cavity and includes a closure member movable between an open position permitting air received from the heat exchanger to exit the at least one cavity and a closed position preventing fluid from entering the at least one cavity.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:

FIG. 1 is a perspective view of a portion of a vehicle incorporating a thermal-management system, an energy system, and a submergible duct in accordance with the present teachings;

FIG. 2 is a cross-sectional view of the submergible duct in accordance with the principles of the present teachings incorporating a floating door;

FIG. 3 is a cross-sectional view of a submergible duct in accordance with the principles of the present teachings incorporating a ball float;

FIG. 4 is a cross-sectional view of a submergible duct in accordance with the principles of the present teachings incorporating a floating door;

FIG. 5 is a cross-sectional view of a submergible duct in accordance with the principles of the present teachings incorporating a floating door disposed on a bottom surface thereof;

FIG. 6 is a cross-sectional view of a submergible duct in accordance with the principles of the present teachings incorporating a floating door; and

FIG. 7 is a cross-sectional view of a submergible duct in accordance with the principles of the present teachings incorporating a buoyant closure member.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.
With reference to the figures, a duct assembly 10 is provided for a vehicle 12. The duct assembly 10 permits communication of air from within an interior of the vehicle 12 to an exterior of the vehicle 12 while concurrently restricting air from traveling through the duct assembly 10 and into the interior of the vehicle 12. The duct assembly 10 also restricts fluid such as, for example, water, from entering the interior of the vehicle 12 should the vehicle 12 be submerged in a predetermined volume of water.
The duct assembly 10 may extend through a body panel 14 of the vehicle 12 such as a floor pan 16. As shown in FIG. 1, the duct assembly 10 may extend through a side wall 18 of a well 20 formed in the floor pan 16 of the vehicle 12. Because the well 20 is formed in the floor pan 16 of the vehicle 12, the well 20 extends generally towards a driving surface (i.e., a road, etc.). The duct assembly 10 permits communication between an interior volume 22 of the well 20 and an exterior of the vehicle 12. While the duct assembly 10 permits communication from the interior volume 22 of the well 20 to the exterior of the vehicle 12, the duct assembly 10 restricts communication from an area outside the vehicle 12 to the interior volume 22 of the well 20. Such communication from the interior volume 22 of the well 20 permits air from within an interior of the vehicle 12 to be exhausted to an air outside of the vehicle 12 through the duct assembly 10.
Exhausting air from the interior volume 22 of the well 20 may be required if a thermal-management system 24 is disposed within the well 20. For example, thermal-management system 24 may be used to cool an energy system 26 that provides power to the vehicle 12 to propel the vehicle 12 and/or to provide power to subsystems of the vehicle 12.
If an energy system 26 is disposed within the well 20, heat generated by operation of the energy system 26 must be removed from the well 20 by the thermal-management system 24. The thermal-management system 24 may include a heat exchanger 28, a series of conduits 30, and a fan 32 that cooperate to cool a series of batteries 34 of the energy system 26 to remove such heat.
The heat exchanger 28 may be disposed within an inlet duct 36 and may include a refrigerant disposed therein for cooling the batteries 34. A compressor not shown may impart a force on the refrigerant disposed within the heat exchanger 28 to circulate the refrigerant between the heat exchanger 28 and the batteries 34 via conduits 30. Circulation of refrigerant between the heat exchanger and the batteries 34 will permit heat from the batteries 34 to be absorbed by the refrigerant disposed within the conduits 30 and be transferred to the heat exchanger 28. The heat absorbed by the refrigerant will be rejected at the heat exchanger 28 and may be transferred to air drawn into the well 20 by the fan 32 via the inlet duct 36.
The fan 32 may impart a fluid force on an outlet 38 of the inlet duct 36 to draw air through the heat exchanger 28. Drawing air through the heat exchanger 28 will cause the heat rejected by the refrigerant via the heat exchanger 28 to be drawn through the heat exchanger 28 and generally into an outlet duct 40. The heated air drawn through the heat exchanger 28 and into the outlet duct 40 may be expelled from an interior of the vehicle 12 through the duct assembly 10. The force exerted on the air flowing through the heat exchanger 12 will cause the heated air flow to travel along the outlet duct 40 and pass through the side wall 18 of the floor pan 16 to allow the heated air to escape the interior volume 22 of the well 20 and be exhausted into an area outside of the vehicle 12. Because the well 20 extends generally towards a surface over which the vehicle 12 may travel, the heated air received through the heat exchanger 28 and from the outlet duct 40 will be expelled generally in an area between a bottom of the floor pan 16 and the surface over which the vehicle 12 is traveling. Positioning the duct assembly 10 in a location generally on a bottom surface of the floor pan 16 to permit communication of heated air through the side wall 18 of the well 20 adequately vents the heated air info an area exterior of the vehicle 12. However, positioning the duct assembly 10 on a bottom surface of the vehicle 12 exposes the duct assembly 10 to debris as well as environmental conditions such as rain, snow, and ice.
As indicated above, the duct assembly 10 permits air to flow from an interior of the vehicle 12 to an exterior of the vehicle 12 and concurrently prevents air flow from entering the interior of the vehicle 12 through the duct assembly 10. The duct assembly 10 also restricts flow of water and other debris into the interior of the vehicle 12 when the vehicle 12 is either driven through wet conditions (i.e., rain, snow, etc.) or when the vehicle 12 is submerged in water such that a bottom surface of the floor pan 16 is in contact with or under water.
With reference to FIG. 2, the duct assembly 10 is shown to include a housing 42, a closure member 44 disposed within the housing 42, and a pair of check valves 46 supported by the housing 42. The housing 42 may include a torturous path extending between an inlet 48 and an outlet 50, whereby the inlet 48 is fluidly coupled to the outlet duct 40 and receives air from the outlet duct 40. A door 52 may be disposed proximate to the inlet 48 to permit flow from the outlet duct 40 through the inlet 48 and to restrict flow from passing through the housing 42 and into the outlet duct 40. In one configuration, the door 52 is hingedly supported by the housing 42 by a pivot 54. The pivot 54 permits the door 52 to rotate in a clockwise direction relative to the view shown in FIG. 2 to permit air to flow out of the outlet duct 40 and into the housing 42, as shown in FIG. 2.
While the pivot 54 permits the door 52 to rotate in a clockwise direction relative to the view shown in FIG. 2 to allow the door 52 to return from an open position (FIG. 2) to a closed position, the door 52 is restricted from pivoting into the inlet 48, as the door 52 includes a sufficient length and width to fully cover the inlet 48 of the housing 42. Therefore, when air travels into the outlet 50 of the housing 42 and engages the door 52, the force exerted on the door 52 causes the door 52 to move into the closed position and seal the inlet 48. Sealing the inlet 48 prevents fluid such as air and/or water from entering the housing 42 at the outlet 52 from entering the outlet duct 40 via the inlet 48 of the housing 42. In essence, the door 52 serves as a check valve permitting flow from the outlet duct 40 into the housing 42 and restricting flow from the housing 42 into the outlet duct 40 via the inlet 48 of the housing 42.
The closure member 44 is disposed within the housing 42 generally between the inlet 48 and the outlet 50 and may include a support member 56 and a door 58. The door 58 may be relatively supported by the support member 56 and may be formed from a buoyant material, such as, for example, foam, santoprene or various polymers (i.e., nylon) molded with an encapsulated air pocket. The door 58 may be rotatably supported by the support member 56 between an open position (FIG. 2) and a closed position.
The door 58 may be positioned proximate to a bottom surface of the support member 56 such that gravity maintains the door 58 in the open position to allow fluid received at the inlet 48 of the housing 42 to travel through the housing 42 and towards the outlet 50. The door 58 is maintained in the open position until the housing 42 of the duct assembly 10 is submerged in a predetermined volume of water, as will be described below.
When the duct assembly 10 is submerged in a predetermined volume of water, water may enter the housing 42 at the outlet 50 and begin to fill the housing 42. When a sufficient volume of water enters the housing 42, the water will rise and engage the door 58, thereby causing the door 58 to rotate in a clockwise direction relative to the view shown in FIG. 2 from the open position to the closed position. Rotation of the door 58 from the open position to the closed position is caused by the buoyant nature of the door material floating on the rising water disposed within the housing 42. When the volume of water reaches a predetermined height within the housing 42, the door 58 is rotated sufficiently in the clockwise direction relative to view shown in FIG. 2 such that the door 58 engages the support member 56 to prevent water from traveling through the support member 56 and reaching the inlet 48 of the housing 42.
While the door 58 cooperates with the support member 56 to prevent water from traveling through the support member 56 and reaching the door 52 proximate to the inlet 48 of the housing 42, some water may travel through the support member 56 and be received within the housing 42 proximate to the door 52. Such water may splash through the support member 56, as the water rises within the housing 42 prior to the door 58 being moved into the fully closed position. Furthermore, such water may travel through the support member 56 when the duct assembly 10 is not fully submerged in water, but when the vehicle 12 is driven through wet conditions (i.e., rain, snow, etc.).
While the volume of water entering the housing 42 and passing through the support member 56 may not be sufficient to flow through the inlet 48 of the housing 42 and into the outlet duct 40, if the water is permitted to collect generally at the bottom of the housing 42, such water may become stagnant and, over time, begin to emit a foul odor. To prevent water from collecting at a bottom of the housing 42, the check valves 46 are disposed at low points of the housing 42 (i.e. at a bottom of a P-trap, for example) to allow any water that collects within the housing 42 to drain from the housing 42. The check valves 46 permit flow from within the housing 42 but restrict flow of water into the housing 42. As can be appreciated, if the check valves 46 were simply apertures formed through a bottom surface of the housing 42, water would both drain from the housing 42 and could also enter the housing 42 via such apertures. Therefore, using check valves 46 allows water to escape the housing 42 while concurrently preventing water from entering the housing 42.
The housing 42 may also include a debris shield 60 disposed along a path of the housing 42. The debris shield 60 may extend across the outlet 50 of the housing 42 or may be positioned at any location along a length of the housing 42 generally between the outlet 50 and the door 58 to prevent debris from reaching the door 58. The debris screen 60 may permit water and air to pass therethrough but will prevent large objects such as, for example, rocks, from entering the housing 42 and damaging the door 58. Preventing such debris from entering the duct assembly 10 not only maintains the integrity of the door 58, but prevents such objects from rattling within the housing 42 and creating undesirable noise.
Positioning the outlet 50 such that the outlet 50 opposes the floor pan 16, allows air to easily escape the outlet 50 while concurrently reducing the likelihood of water from splashing info the housing 42 via the outlet 50. Furthermore, positioning the outlet 50 in such a fashion also helps prevent noise from entering the housing 42 and creating an undesirable condition. While some noise will enter the housing 42 regardless of the position of the outlet 50, positioning the outlet 50 proximate to a bottom surface of the floor pan 16 helps reduce the amount of noise that enters the housing 42 such noise may be mitigated by the tortuous path defined by the shape of the housing 42 and is prevented from reaching the interior volume 22 of the well 20.
With reference to FIG. 3, a duct assembly 10 a is provided. In view of the substantial similarity in structure and function of the components associated with the duct assembly 10 with respect to the duct assembly 10 a, like reference numerals are used hereinafter in the drawings to identify like components while like reference numerals containing letter extensions are used to identify those components that have been modified.
The duct assembly 10 a includes a housing 42, a closure member 44 a, and check valves 46. The closure member 44 a is disposed generally between an inlet 48 and an outlet 50 of the housing 42 and may include a support member 56 a and a ball stop 62. The ball stop 62 selectively engages the support member 56 a to prevent communication between the outlet 50 and the inlet 48 of the housing 42 when the duct assembly 10 a is submerged in a predetermine volume of water. The ball stop 62 is moveable between an open position (FIG. 3) and a closed position and may be supported by a debris shield 60 a having a generally “V” shape when in the open position.
During operation, air may be received through the inlet 48 of the housing 42 from the outlet duct 40 and may travel through the housing 42 towards the outlet 50. Air from the outlet duct 40 is permitted to flow through the support member 56 a when the ball stop 62 is in the open position. The air flows generally around the ball stop 62 towards the outlet 50 and exits the housing 42 at the outlet 50.
Should air be received at the outlet 50 of the housing 42, the air is permitted to flow around the ball stop 62, when the ball stop 62 is in the open position. Air flowing around the ball stop 62 is prevented from reaching the outlet duct 40 by the door 52 disposed proximate to the inlet 48 of the housing 42.
When the duct assembly 10 a is submerged in a predetermined volume of water, water may fill the housing 42 at the outlet 50. Once a sufficient volume of water enters the housing 42, the water will impart a force on the ball stop 62 and cause the ball stop 62 to move away from the debris shield 60 a and toward the support member 56. Sufficient movement of the ball stop 62 away from the debris shield 60 a causes the ball stop 62 to engage the support member 56 a and prevent water from passing through the support member 56 and reaching the inlet 48 of the housing 42. Movement of the ball stop 62 away from the support member 56 a is facilitated by formation of the ball stop 62 from a buoyant material, as described above with regard to the closure member 44 of the duct assembly 10. As with the duct assembly 10, any residual water remaining in the housing 42 may escape the housing 42 via the check valves 46.
With particular reference to FIG. 4, a duct assembly 10 b is provided. In view of the substantial similarity in structure and function of the components associated with the duct assembly 10 with respect to the duct assembly 10 b, like reference numerals are used hereinafter and in the drawings to identify like components while like reference numerals containing letter extensions are used to identify those components that have been modified.
The duct assembly 10 b includes a housing 42 b, a closure member 44, and a check valve 46. The housing 42 b includes an inlet 48 b fluidly coupled to an outlet duct 40 and an outlet 50 b facing away from a bottom surface of the floor pan 16 of the vehicle 12. The closure member 44 includes a support member 56 and a door 58 hingedly supported proximate to the support member 56 between an open position and a closed position. The door 58 is biased into the open position under the force of gravity and may be moved into the closed position by a force applied to the door 58 when the duct assembly 10 b is submerged in a predetermined volume of water. Movement of the door 58 into the closed position from the open position is facilitated by forming the door 58 from a buoyant material, as described above with regard to the duct assembly 10.
In operation, air is permitted to flow through the outlet duct 40 and into the housing 42 b via the inlet 48 b. Air flows through the housing 42 b and may escape the housing 42 b by flowing through the support member 56 of the closure member 44 and finally through the outlet 50 b of the housing 42 b. Air is restricted from flowing into the outlet duct 40 by the door 52 as described above with respect to the duct assembly 10.
When the duct assembly 10 b is submerged in water, water flows into the outlet 50 b and applies a force to door 58, thereby, causing the door 58 to rotate in a counterclockwise direction relative to the view shown in FIG. 4. Sufficient rotation of the door 58 in the counterclockwise direction relative to the view shown in FIG. 4 causes the door 58 to move into the closed position to prevent the water from further migrating into the housing 42 b. Cooperation between the support member 56 and door 58 prevents the water from filling the housing 42 b and therefore prevents the water from entering the outlet duct 40.
As described above with regard to the duct assembly 10, the check valve 46 may be positioned in a P-trap of the housing 42 b (i.e., a low point of the housing 42 b) to permit water that has collected in the housing 42 b to escape the housing 42 b while concurrently preventing water from entering the housing 42 b via the check valve 46.
As shown in FIG. 4, the inlet 48 b is shown generally proximate to an upper portion of the housing 42 b. Positioning the inlet 48 b proximate to an upper portion of the housing 42 b further reduces the likelihood of water entering the outlet duct 40. As can be appreciated, positioning the inlet 48 b proximate to an upper portion of the housing 42 b requires a greater volume of water to enter the housing 42 b before reaching the inlet 48 b and, thus, the outlet duct 40 b. Positioning the inlet 48 b of the housing 42 b in such a manner further safeguards against water reaching the outlet duct 40 should the duct assembly 10 b be submerged in water.
With reference to FIG. 5, a duct assembly 10 c is provided. In view of the substantial similarity in structure and function of the components associated with the duct assembly 10 with respect to the duct assembly 10 c, like reference numerals are used hereinafter and in the drawings to identify like components while like reference numerals containing fetter extensions are used to identified those components that have been modified.
The duct assembly 10 c includes the housing 42 c, a closure member 44 c, and a series of check valves 46. The closure member 44 c is disposed generally between an inlet 48 of the housing 42 c and an outlet 50 of the housing 42 c. The closure member 44 includes a support member 56 and a door 58 hingedly supported proximate to the support member 56 between an open position and a closed position. The door 58 is biased into the open position under the force of gravity and engages the housing 42 c when in the open position. In this position, the door 58 permits flow from the inlet 48 to the outlet 50 and permits flow from the outlet 50 to the inlet 48. As with the duct assembly 10, air is restricted from entering the outlet duct 40 due to engagement between the door 52 and the inlet 48.
When the duct assembly 10 c is submerged in a predetermined volume of water, water first contacts a bottom surface of the housing 42 c and passes through a debris shield 60 c disposed between a pair of check values 46. When the water initially passes through the debris shield 60 c, the water encounters the door 58 and applies a force on a door 58. Because the door 58 is formed from a buoyant material, as described above with regard to duct assembly 10, the door 58 rotates in the counterclockwise direction relative to the view shown in FIG. 5. Sufficient rotation of the door 58 in the counterclockwise direction relative to the view shown in FIG. 5 causes the door 58 to engage the support member 56 and move into the closed position. When the door 58 is in the closed position, the door 58 abuts the support member 56 and prevents the water entering the housing 42 c from passing through the support member 56 and therefore prevents the water from reaching the inlet 48 of the housing 42 c.
Should water pass through the door 58, a pair of check valves 46 are disclosed within the housing 42 c upstream of the support member 56 to allow the water to drain from the housing 42 c prior to the water reaching the inlet 48. In addition, an interior wall 64 of the housing 42 c is positioned generally between the support member 56 and the inlet 48. The overall height of the interior wall 64 would require a sufficient amount of water to fill the housing 42 prior to allowing the wall to spill over and engage the inlet 48. Water is prevented from reaching such a volume due to the check valve 46 disposed at a base of the wall 64 generally proximate to the support member 56.
With reference to FIG. 6, a duct assembly 10 d is provided. In view of the substantial similarity and structure and function of the components associate with the duct assembly 10 with respect to the duct assembly 10 d, like reference numerals are used hereinafter and in the drawings to identify like components while like reference numerals containing letter extensions are used to identify those components that have been modified.
The duct assembly 10 d includes a housing 42 d, a closure member 44 d, and a series of check valves 46. The housing includes an inlet 48 and an outlet 50 with the closure member 44 d being disposed generally between the inset 48 and the outlet 50.
The closure member 44 includes a support member 56 d and a door 58 d moveable relative to the support member between an open position and a closed position. The door 58 d is slidably supported by a post 66 that may be integrally formed with the housing 42 d. As with the duct assembly 10, the door 58 d is formed from a buoyant material to allow water entering the housing 42 d to impart a force on and move the door 58 d towards the support member 56 d to seal off the housing 42 d and prevent further entry of water into the housing 42 d.
In operation, air flow from the outlet duct 40 is received at the inlet 48 of the housing 42 d and is permitted to travel into the housing 42 d through the inlet 48 and door 52. The air flow is permitted to travel through the support member 56 d and out of the housing 42 d via the outlet 50. Air is also permitted to enter the housing 42 d at the outlet 50 and travel though the support member 56 d generally towards the inlet 48 of the housing 42 d. While the air is permitted to flow towards the inlet 48, air is restricted from reaching the outlet duct 40 due to engagement between the door 52 and the inlet 48 of the housing 42 d, as previously discussed with regard to the duct assembly 10.
When the duct assembly 10 d is submerged in a predetermined volume of water, water enters the housing generally at the outlet 50 of the housing 42 d. When a sufficient volume of water enters the housing 42 d, the water imparts a force on the door 58 d, thereby causing the door 58 d to float and move away from the post 66 generally towards the support member 56 d.
When the volume of water entering the housing 42 d is sufficient to cause the door 58 d to engage the support member 56 d, water is prevented from further traveling into the housing 42 d due to engagement between the door 58 d and the support member 56 d. Therefore, engagement between the door 58 d and the support member 56 d prevents water from passing through the support member 56 d and reaching the outlet duct 40 via the inlet 48 of the housing 42 d. As described above with respect to the duct assembly 10, any water that remains in the housing 42 d will exit the housing 42 d via the check valves 46 disposed at various locations of the housing 42 d.
With particular reference to FIG. 7, a duct assembly 10 e is provided. In view of the substantial similarity in structure and function of the components associated with the duct assembly 10 with respect to the duct assembly 10 e, like reference numerals are used hereinafter and in the drawings to identify like components while like reference numerals containing letter extensions are used to identify those components that have been modified.
The duct assembly 10 e includes a housing 42 e, a closure member 44 e, and a check valve 46. The closure member 44 e is positioned generally between an inlet 48 of the housing 42 e and an outlet 50 of the housing 42 e.
The closure member 44 e includes and is supported by a series of posts 68 attached to the support member 56 e. The posts 68 may be intricately formed with the support member 56 e and extend generally away from the support member 56 e and from the outlet 50 of the housing 42 e. When the door 58 e is in an open position, the door 58 e rests on the posts 68 and when the door is in a closed position, the door 58 e is disengaged from the posts 68. As with the duct assembly 10, the door 58 e is formed from a buoyant material to allow the door 58 e to be moved between the open position and the closed position when the housing 42 e is submerged in a predetermined volume of water.
In operation, air from the outlet duct 40 is received by the housing 42 e via the inlet 48 and door 52. The air is permitted to travel through the housing 42 e and around the door 58 e of the closure member 44 e. Because the closure member 44 e is supported by the series of posts 68, air flowing around the door 58 e is permitted to travel around the posts 68 and pass through the support member 56 e prior to exiting the housing 42 e via the outlet 50. Similarly, when air is received at the outlet 50 of the housing 42 e, air travels through the support member 56 and around the posts 68 prior to traveling around the door 58 e. While the air is permitted to travel through the support member 56, and around the door 58 e, the air is restricted from entering the outlet duct 40 due to engagement between 52 and the inlet 48 of the housing 42 e.
When the duct assembly 10 e is submerged in a predetermined volume of water, water enters the housing 42 e generally at the outlet 50. When a sufficient volume of water enters the housing 42 e, the water travels through the support member 56 e and around the posts 68. The water engages the door 58 e, thereby causing the door 58 e to rotate in a counterclockwise direction relative to the view shown in FIG. 7 and move off of the posts 68. The door 58 e continues to move in the counterclockwise direction relative to the view shown in FIG. 7 prior to engaging a stop 70 formed in the housing 42 e. Engagement between the door 58 e and the stop 70 of the housing 42 e restricts further rotation of the door 58 e relative to the housing 42 e. When the door 58 e is engaged with the stop 70 of the housing 42 e, water is restricted from traveling through the door 58 e and further into the housing 42 e. Therefore, the engagement between a door 58 e and the stop 70 of the housing 42 e prevents the incoming water from entering the outlet duct 40 via the inlet 48 of the housing 42 e. The door 58 e may be hinged at one end to facilitate movement of the door 58 e relevant to the housing 42 e.
As with the duct assembly 10, any water that passes through the door 58 e during submersion of the duct assembly 10 e or that enters the housing 42 e during operation of the vehicle 12 in wet driving conditions (i.e., rain, snow, etc.), will drain from the housing 42 e via the check valve 46.
The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.

Claims

1. A duct for a vehicle, the duct comprising:

an inlet fluidly coupled to an interior of the vehicle;

an outlet fluidly coupled to said inlet; and

a buoyant closure member disposed between said inlet and said outlet and movable between an open position permitting flow between said inlet and said outlet and a closed position preventing flow between said inlet and said outlet, said buoyant closure member normally in said open position and movable from said open position to said closed position in response to a predetermined volume of water entering said outlet.

2. The duct of claim 1, wherein said buoyant closure member is pivotably attached at one end to a wall of the duct.

3. The duct of claim 1, wherein said buoyant closure member includes a ball float supported within the duct between said inlet and said outlet and movable from said open position to said closed position.

4. The duct of claim 1, further comprising a debris screen disposed between said buoyant closure member and said outlet to prevent debris from entering the duct via said outlet.

5. The duct of claim 1, further comprising a door disposed proximate to said inlet and movable between an open position permitting flow from said inlet to said outlet and a closed position preventing flow from said outlet to said inlet, said door normally in said closed position.

6. The duct of claim 1, further comprising at least one check valve disposed between said inlet and said outlet.

7. The duct of claim 6, wherein said check valve is movable between an open position permitting fluid to exit the duct and a closed position preventing entry of fluid into the duct.

8. The duct of claim 7, wherein at least one check valve is movable from said open position to said closed position under fluid pressure applied to an exterior surface of the duct.

9. The duct of claim 1, wherein the duct includes at least one bend between said inlet and said outlet defining a torturous path between said inlet and said outlet.

10. The duct of claim 1, wherein said inlet is attached and fluidly coupled to a floor pan of the vehicle.

11. A vehicle comprising:

a floor pan defining at least one cavity;

a heat exchanger disposed within said at least one cavity;

a passageway directing air through said heat exchanger and toward a wall of said at least one cavity; and

a duct fixedly attached to said wall of said at least one cavity and including a closure member movable between an open position permitting air received from said heat exchanger to exit said at least one cavity and a closed position preventing fluid from entering said at least one cavity.

12. The vehicle of claim 11, wherein said closure member is buoyant and is movable from said open position to said closed position in response to said duct being submerged in a predetermined volume of water.

13. The vehicle of claim 11, wherein said duct includes at least one check valve.

14. The vehicle of claim 13, wherein at least one check valve is movable from said open position to said closed position under fluid pressure applied to an exterior surface of the duct.

15. The vehicle of claim 11, wherein the duel includes at least one bend between said inlet and said outlet defining a torturous path between said inlet and said outlet.

16. The vehicle of claim 11, wherein said duct includes said inlet and an outlet fluidly coupled to said inlet, said duct defining a torturous path between said inlet and said outlet.

17. The vehicle of claim 11, wherein said closure member is pivotably attached to said duct.

18. The vehicle of claim 11, wherein said closure member includes a ball float.

19. The vehicle of claim 11, further comprising a door disposed proximate to said inlet for permitting fluid to exit said at least one cavity in an open position and to restrict fluid from entering said at least one cavity in a closed position, said door normally in said closed position.