WO2001046570A1

WO2001046570A1 - Air-intake management device

Info

Publication number: WO2001046570A1
Application number: PCT/US2000/035215
Authority: WO
Inventors: Guy J. Hery
Original assignee: Textron Automotive Company, Inc.
Priority date: 1999-12-23
Filing date: 2000-12-22
Publication date: 2001-06-28
Also published as: JP2003518221A; EP1242725A1; AU2455401A; CA2396492A1

Abstract

The invention relates to an airflow vane shutter assembly for a motor vehicle (14). The shutter assembly includes a damper (16) configured to control the amount of intake air entering an engine compartment of the vehicle (14), the damper (16) providing an identification of the motor vehicle (14). In an alternative embodiment, the present invention relates to an airflow vane shutter assembly for a motor vehicle, the shutter assembly includes a damper (16) configured to control the amount of air entering an engine compartment of the vehicle. The assembly includes a sensor, the sensor receiving data input corresponding to temperature variable in combination with at least one or more of the following other variables: pressure, vehicle speed, transmission gear position, engine revolutions per minute, shift lever position, vehicle weight. The sensor then selects a position for the damper based upon the temperature variable in combination with one or more of the other input variables.

Description

NIR-INTNKE MANAGEMENT DEVICE

The present invention relates to an air intake management device and, more particularly, an automatic air-flow vane shutter comprising a vehicle's front license plate or license plate holder as a damper to control air-flow. Attention is first directed to o the U.S. Patent No. 2,358,663 patent which is said to be broadly directed to improvements in the cooling of an engine by a "flue effect." The '663 patent goes on to state that under the control of a thermostat, radiator-heated air may be taken (for example, in winter) from the cooling air stream and directed to the carburetor before being released through an upper part of the cowling at its rear end. In summer, the partition opening is said to be closed and some cooling air allowed to by-pass the radiator and deliver to the carburetor past the cylinder-heads and upper parts of the engine for which additional cooling may be necessary. Attention is next directed to the U.S. Patent No. 3,961,605 which is said to relate to an arrangement for cooling an internal combustion engine for a vehicle, such as an automobile, when the vehicle is at a standstill or slowly moving, so that difficulties in restarting the heated engine are avoided. The cooling arrangement is said to include two openings in the housing for the engine, one being located below the other. The lower opening is fitted with a moveable cover operated by an automated actuating device. The actuating device moves the cover in response to a predetermined condition of the vehicle which is normally indicative of a generally stationary attitude of the vehicle. With attention directed to Figure 1, a flap 8 can be seen pivoted on a spindle 9 mounted within the engine compartment adjacent to engine hood 1. The flap 8 is actuated by an assembly responsive to the pressure in the intake manifold 14 for the engine 6. Attention is next directed to U.S. Patent No. 4,779,577 which is directed at a cooling air flap and blower control for motor vehicles having an engine radiator cooling air stream generated by movement of the vehicle, with controllable flaps controlling the flow of air in response to certain vehicle operating conditions. With attention directed at Figure 1, an opening in the body 7 and nose 8 of a vehicle is shown along with a cooling air duct 9. Cooling air duct 9 is opened and closed by means of cooling air flaps 10 which are controlled via control rod 11 by an electric motor 12 which is connected to a control device 15. Control device 15 is set to receive signals from an ignition switch 22, an air conditioner switch 23, a temperature sensor 24 in the liquid circuit of the automatic transmission, a pressure sensor 25 and a coolant circuit of air conditioner 20, a temperature sensor 26 in or on intake manifold 27 of internal combustion engine 3 and a hood contact switch 28 which monitors the closed position of the motor hood 29 to lock engine compartment 2. Attention is next directed to U.S. Patent No. 4,410,032 which discloses a radiator grill structure for attachment to the front end of an automotive vehicle which comprises a plurality of horizontally elongated plates vertically spaced apart from each other and a moveable grill also comprising a plurality of horizontally elongated lamellar plates spaced apart from each other, wherein the plates of the moveable grill are moveable in a fore and aft direction. Accordingly, the gaps formed between the plates are said to be variable in response to cruising speeds of the vehicle so as to decrease the aerodynamic loss of the radiator grill structure. Finally, attention is directed to U.S. Patent No. 5,269,264 which is said to provide for a hot air channel to conduct the hot air emitted from a heat exchanger from the internal combustion engine as well as a separate cold-air bypass channel for supplying unheated fresh air directly to the engine. With attention directed at Figure 2 therein, the patent discloses flap valves 51 and 61 for blocking fresh-air intake from the cold-air by pass channel to the engine. As can be seen from the above review of the prior art, although the use of a damper device is reported in the art, there remains a need to more efficiently integrate the use of a damper with the vehicle so that the damper is responsive to, among other things, vehicle speed, transmission gear selection, engine revolutions per minute, shift lever position, ambient temperature, atmospheric pressure and/or vehicle weight. Furthermore, recent aerodynamic styling has sought to reduce the size of, or even eliminate, the front grille through which the engine and cooling system receive the vast majority of their cooling air flow. Consequently, in the absence of a grille and the associated openings through which air may reach the engine and/or cooling system of the vehicle, a new structure and method of providing air to such components is required. In order to increase air-flow into the engine compartment of a motor vehicle, an air-flow vane shutter assembly and method of use for a motor vehicle are herein provided. In one exemplary embodiment, the shutter assembly comprises a damper configured to control the amount of intake air entering an engine compartment of the vehicle. According to one feature of the invention, the damper may provide a vehicle identification, such as a license plate number, or a license plate holder. According to still other features of the invention, the damper may provide any number of other motor vehicle identifications including labels denoting the vehicle manufacturer identification, vehicle make identification, or vehicle model identification. In the above manner, it is possible to make such a vehicle identification functional with respect to the operation of the vehicle. In other words, present vehicle identifications are not functional with respect to the motor vehicle. The motor vehicle, and more particularly the engine and its cooling system, do not operate any different with or without current vehicle identifications. However, the invention makes such identifications functional with respect to the operation of the engine and/or its cooling system. In other words, the operation of such identifications effects the operation of the engine and/or its cooling system. In making such vehicle identifications functional with respect to the engine and/or the cooling system, the surface area of the front of the vehicle ordinarily reserved for such identifications also provides a structure and method for providing air-flow into the engine compartment of a motor vehicle. Consequently, the need for a grille to provide air flow into the engine compartment through openings thereof is eliminated. Advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description, when considered in connection with the accompanying drawings wherein: FIG. 1 is a perspective view of the air-flow vane shutter incorporated into the fascia of a bumper system of a vehicle; FIG. 2 is cross-section of the air-flow vane shutter incorporated into the fascia of the bumper system of FIG. 1 shown in the opened position; FIG. 3 is cross-section of the air-flow vane shutter incorporated into the fascia of the bumper system of FIG. 1 shown in the closed position; FIG. 4 is a perspective view of the air flow vane shutter incorporated into the fascia of the bumper system of FIG. 1 and located behind a grille shown in partial cross section. FIG. 5 is cross-section of the air-flow vane shutter of a second embodiment incorporated into the fascia of the bumper system of FIG. 1 shown in the closed position; FIG. 6 is cross-section of the air-flow vane shutter of a second embodiment incorporated into the fascia of the bumper system of FIG. 1 shown in the opened position; FIG. 7 is cross-section of the air-flow vane shutter of a third embodiment incorporated into the fascia of the bumper system of FIG. 1 shown in the closed position; and FIG. 8 is cross-section of the air-flow vane shutter of a third embodiment incorporated into the fascia of the bumper system of FIG. 1 shown in the opened position. Referring to the Figures, wherein like numerals indicate like or corresponding parts throughout the several views, an air-flow vane shutter is shown at 10. As shown in FIG. 1, the air-flow vane shutter 10 is incorporated into the fascia 18 of bumper system 12 of vehicle 14. As shown in FIG. 2, the air-flow vane shutter 10 includes a damper 16. Preferably, as shown, the damper 16 comprises either a license plate and/or a license plate holder. However, in other embodiments, damper 16 may comprise any number of other motor vehicle identifications including labels (e.g. name plates, logo plates, decals) of the vehicle manufacturer identification (e.g. General Motors Corporation, GM, Ford Motor Company, etc.), vehicle make identification (e.g. Chevrolet, *•" , Lincoln, etc.), or vehicle model identification (e.g. Camaro®, etc.). Damper 16 is preferably attached to the fascia 18 of bumper system 12 by a pivotable movement device 20, such as a hinge and more particularly a piano hinge. However, in other embodiments the damper 16 may be attached directly or indirectly to any vehicle body components and, more preferably, to any front-end body components including, but not limited to, grilles, air-dams, spoilers, foilers, hoods, fenders, rocker panels, radiator supports, radiator shrouds, and sub-frames. As shown in FIG 2, damper 16 is shown in opened position 22 as to permit intake air 24 from outside the vehicle 14 to flow along air path 26 to radiator 28 of heating ventilation and air conditioning (HVAC) system 80. In different embodiments, the intake air 24 and/or air path 26 may proceed through a vane, shoot, duct or other channeling device to better direct the intake air 24 towards the radiator 28. Such a channeling device may be incorporated or attached to the fan shroud, radiator support assembly, or other engine compartment structure. Intake air 24 then passes through radiator 28 towards fan 42 in a manner well known in the art as to dissipate heat from the radiator 28 and the fluid 34 contained therein so as to decrease their operating temperature, increase the time to reach such temperature or increase heat dissipation. Alternatively, as shown in FIG. 3, damper 16 is shown in a closed position 30 as to prohibit intake air 24 from outside the vehicle 14 to flow along air path 26 to radiator 28. The absence of intake air 24 passing through radiator 28 reduces the dissipation of heat from the radiator 28 and the fluid 34 contained therein so as to increase their operating temperature, decrease the time to reach such temperature, or decrease heat dissipation. Such is particularly advantageous in cold climates requiring heated air from the HVAC system 80 of the vehicle 14 in reduced time to warm the interior or defrost windows of vehicle 14 as quick as possible. Such is also advantageous in cold climates when the vehicle 14 is traveling, for example at highway speeds, and heat dissipation from the radiator 28 increases due to increased intake air 24 passing through the radiator 28. It should be understood that the opened position 22 and closed position 30 of the damper 16 shown is intended to be illustrative and not limitive. In other words, damper 16 is not limited to operation at opened position 22 and closed position 30, but rather may also be operated at any position therebetween as to control the amount of intake air 24 flowing along air path 26 to radiator 28. In operation, when vehicle 14 is started with the engine 32 at ambient temperature, the damper 16 is in closed position 30. The absence of intake air 24 passing through radiator 28 reduces the dissipation of heat from the radiator 28 and the fluid 34 contained therein so as to decrease the time for the radiator 28 and the fluid 34 to reach their operating temperature. As the radiator 28 and fluid 34 progress towards their operating temperature, a temperature sensor 36 measures the temperature of the radiator 28 and/or the fluid 34. As the temperature of the radiator 28 and/or fluid 34 as measured by the temperature sensor 36 achieves or nearly achieves the desired operating temperature, the temperature sensor 36 sends an output signal through connection or wire 40 to an electrical motor 38 to begin opening damper 16 away from closed position 30 through actuation in a manner well known in the art. Alternatively, the temperature sensor 36 may send continuous or intermittent signals through wire 40 to the electrical motor 38 which reflect incremental increases in the temperature of the radiator 28 and/or fluid 34 between ambient temperature and the desired operating temperature. For example, the temperature sensor 36 may send a signal through wire 40 to the electrical motor 38 which tracks the temperature of the radiator 28 and/or fluid 34 over a fixed time based interval, such as a temperature measurement once per second or once per minute. Alternatively, the temperature sensor 36 may send a signal through wire 40 to the electrical motor 38 which tracks temperature of the radiator 28 and/or fluid 34 over a fixed temperature interval, such as a temperature measurement for each increase in degree Fahrenheit or Celsius. Correspondingly in either case, the opening of the damper 16 may be controlled by the motor 38 such that the damper 16 opens incrementally or gradually in response to each signal received through wire 40 by the motor 38 from the temperature sensor 36. Preferably, the damper 16 is opened to a position midway between the opened position 22 and closed position 30 when the radiator and/or fluid has achieved its desired operating temperature as measured by temperature sensor 36. As the vehicle 14 is continued to operate, it may be exposed to conditions which attempt to increase the temperature of the engine 32 which generally increase the temperature of the radiator 28 and the fluid 34 above the desired operating temperature. For example, the vehicle 14 may be towing a trailer or other heavy device which tends to increase the temperature of the engine 32 in response to greater load. As the temperature of the radiator 28 and/or fluid 34 as measured by the temperature sensor 36 increases above the desired operating temperature, the temperature sensor 36 sends an additional output signal through wire 40 to the electrical motor 38 to continue opening damper 16 from its current position, preferably midway between opened position 22 and closed position 30, towards opened position 22. Alternatively, as previously indicated above, the temperature sensor 36 may send continuous or intermittent signals through wire 40 to the electrical motor 38 such that the damper 16 opens incrementally or gradually in response to each signal received by the motor 38 from the temperature sensor 36. In reverse cycle, as the temperature of the radiator 28 and/or fluid 34 as measured by the temperature sensor 36 decreases towards the desired operating temperature, the temperature sensor 36 sends an another output signal or signals through wire 40 to the electrical motor 38 to begin closing damper 16 away from opened position 22. As with the opening cycle, preferably the damper 16 is closed to a position midway between the opened position 22 and closed position 30 when the radiator and/or fluid has achieved its desired operating temperature as measured by temperature sensor 36. As the temperature of the radiator 28 and/or fluid 34 as measured by the temperature sensor 36 decreases below the desired operating temperature, for instance when the vehicle 14 is turned off, the temperature sensor 36 sends another output signal or signals through wire 40 to the electrical motor 38 to continue closing damper 16 from its current position, preferably midway between opened position 22 and closed position 30, towards closed position 30. In other embodiments it is recognized that the temperature sensor 36 does not have to measure the temperature of the radiator 28 and/or fluid 34, but may measure the temperature of any device or medium which will correlate damper 16 movement with temperature. For example, the temperature sensor 36 may measure the temperature of the engine 32, or in the case of an electric powered vehicle, the electric motor. Alternatively, the temperature sensor 36 may measure the temperature of the air in the engine, or motor, compartment. Also in other embodiments, it is recognized that vehicle temperatures need not be the only variable to control movement of the damper 16. For example, the movement of the damper 16 may be controlled with vehicle speed, wherein the damper opens correspondingly to increases in vehicle speed, and closes correspondingly to decreases in vehicle speed such that the damper 16 may be at closed position 30 when the vehicle 14 is not traveling. One advantage of a damper 16 in the closed position 30 when the vehicle 14 is not traveling is that all the internal components of the engine compartment such as wires, hoses and radiator would be hidden from observation. Alternatively, movement of the damper may be controlled in response to the transmission gear selection (e.g. damper closed in neutral, damper slightly opened in first gear, damper increasingly opened in intermediate gears, and damper fully opened in last gear), engine revolutions per minute (e.g. damper opens correspondingly to increases in engine RPM and closes correspondingly to decreases in engine RPM), shift lever position (e.g. damper closed in park and damper opened in drive), ambient temperature (e.g. damper closed when cold, such as below 40°F (4.4 °C), and damper opened when hot, such as above 80°F (26.7 °C)), atmospheric pressure (e.g. damper closed when low, such as below 760 mm Hg inches and opened when high, such as above 760 mm Hg) and vehicle weight (e.g. damper closed when low, such as with no passengers or cargo, and damper opened when high, such as fully loaded or pulling a trailer). In such regard, all of the aforementioned variables associated with vehicle operation can be simultaneously input to a sensor, which can be programmed to output the appropriate signal to the damper to position the damper in a desired configuration. In addition, the sensor herein may selectively prioritize the data input and elect, for example, to open the damper when temperature requirements so dictate, even though, e.g., shift lever position would suggest that the damper be closed. In that regard, the present invention relates to an air-flow vane shutter assembly for a motor vehicle, the shutter assembly comprising a damper configured to control the amount of air entering an engine compartment of the vehicle, including a sensor, the sensor receiving data input corresponding to temperature variable in combination with at least one or more of the following other variables: pressure, vehicle speed, transmission gear position, engine revolutions per minute, shift lever position, vehicle weight, said sensor therein selecting a position for said damper based upon said temperature variable in combination with at least one or more of said other input variables. Also in other embodiments, the damper 16 need not comprise a license plate and/or a license plate holder, as previously indicated above. For example, the damper 16 may comprise a one or more doors, shutters, blinds or other air intake management devices to control the amount of intake air 24. Such air intake management devices may be made to be more inconspicuous such as in the case of ordinary passenger vehicles. For example, similar to where the damper 16 is made more inconspicuous by the license plate and/or license plate holder, a damper 16 which comprises one or more doors, shutters, blinds, or other air intake management device may be made more inconspicuous when located behind vehicle decorative body or trim members which are designed to still permit air flow to the damper 16. For example, damper 16 may be located within or behind conventional fascia and/or grille openings which may ordinarily function as air intake devices. As shown in FIG. 4, damper 16 is located within a fascia 18 opening and behind grille 42 (shown in partial cross section) opening so as to be made more inconspicuous. However, while preferable, it is recognized that such doors, shutters, blinds, or other air intake management devices need not necessarily be made inconspicuous, but may be easily observable. For example, drivers of racing and track vehicles may be less concerned with the appearance of the air intake management device and more concerned with being able to observe correct operation than the drivers of ordinary passenger vehicles. Also in other embodiments, it is recognized that the position of the damper 16 may be controlled manually by a vehicle occupant, for instance by the use of a push-pull cable, in addition to, or alternatively to, the use of an automatic system which is controlled in response to a given input signal. Also in other embodiments, opening and closing actuators other than an electrical motor 38 may be used to open and close damper 16. For example, the damper 16 may be opened and closed with pneumatic devices, such as pneumatic cylinders. Also, the damper 16 may be opened and closed with hydraulic devices, such as hydraulic cylinders. Also, the damper 16 may be opened and closed with purely mechanical devices, such as springs and coils. Also the damper 16 may be opened and closed by temperature sensitive devices, such as bimetallic valves. Also in other embodiments, opening and closing actuators may work on movement mechanisms other than a pivotable movement device 20 to effect movement of the damper 16. For example, opening and closing actuators may work on slideable movement devices including, but not limited to, slides, rails, channels or tracks. As shown in FIG. 5, damper 16 is attached to slide 44. Slide 44 meshes with gear 46 which may be made operative by an opening and closing actuator such as electrical motor 38. Slide 44 preferably moves forward and rearward in vehicle position (i.e. in other words, relative to the length of the vehicle) in response to the directional forces applied to slide 44 from gear 46 by electrical motor 38. It is noted that movement of the damper 16 along a slideable movement device such as slide 44 as opposed to a pivotable movement device 20, may provide the advantage of the outer surface 50 of the damper 16 remaining in a substantially vertical orientation along the slide's path of movement provided the slide 44 remains substantially horizontal along such. This may prove to be particularly advantageous where the damper 16 incorporates a license plate whose outer surface must remain substantially vertical to facilitate ease of view of the license plate during operation of the damper 16. With regards to illustration, FIG. 5 shows the damper 16 in the closed position 30 while FIG. 6 shows the damper 16 in the opened position 22. Also in other embodiments, the aforementioned problem of maintaining the outer surface 50 of the damper 16 in a substantially vertical orientation when a pivotable movement device 20 is used may be overcome by the use of a second pivotable movement device, such as a second hinge 52 as illustrated in FIG. 7. FIG. 7 shows the damper 16 in the closed position 30 while FIG. 8 shows the damper 16 in the opened position 54. As can be seen from FIGS. 7-8, the outer surface 50 of the damper 16 remains substantially vertical at both the closed position 30 and opened position 54. Lastly, it is also recognized that the type of vehicle may include, but is not limited to, passenger cars, sport utility vehicles, minivans, light trucks, heavy trucks, sports cars, racing cars, buses, boats, planes or any other type of moving vehicle requiring intake air 24 for the purposes cooling or operating a motor or engine. We intend the above description to illustrate embodiments of the present invention by using descriptive rather than limiting words. Obviously, there are many ways that one might modify these embodiments while remaining within the scope of the claims. In other words, there are many other ways that one may practice the present invention without exceeding the scope of the claims herein.

Claims

I claim: 1. An air-flow vane shutter (10) assembly for a motor vehicle, the shutter assembly comprising: a damper (16) configured to control the amount of intake air entering an engine compartment of the vehicle, the damper providing an identification of the motor vehicle. 2. The air-flow vane shutter assembly of claim 1 wherein: the identification of the motor vehicle comprises a license plate number. 3. The air-flow vane shutter assembly of claim 1 wherein: the identification of the motor vehicle comprises a label denoting the manufacturer of the motor vehicle. 4. The air-flow vane shutter assembly of claim 1 wherein: the identification of the motor vehicle comprises a label denoting the make of the motor vehicle . 5. The air-flow vane shutter assembly of claim 1 wherein: the identification of the motor vehicle comprises a label denoting the model of the motor vehicle. 6. The air-flow vane shutter assembly of claim 1 wherein: the damper comprises a license plate. 7. The air-flow vane shutter assembly of claim 1 wherein: the damper comprises a license plate holder. 8. The air-flow vane shutter assembly of claim 1 wherein the damper (16) includes an outer surface (50) that remains substantially vertical at the damper opened position and the damper closed position to allow viewing of the visual symbols on the damper outer surface at the damper opened and closed positions. 9. The air-flow vane shutter assembly of claim 1 wherein the damper is configured to move horizontally during operation of the damper between the opened position and the closed position 10. An air-flow vane shutter assembly for a motor vehicle, the shutter assembly comprising: a damper (16) configured to control the amount of intake air entering an engine compartment of the vehicle, the damper at least partially concealed behind a vehicle trim member configured to permit air flow through the trim member and to the damper. 11. The air-flow vane shutter assembly of claim 10 wherein the trim member comprises a grille (42). 12. An air-flow vane shutter assembly for a motor vehicle, the shutter assembly comprising a damper (16) configured to control the amount of air entering an engine compartment of the vehicle, including a sensor, the sensor receiving data input corresponding to temperature variable in combination with at least one or more of the following other variables: pressure, vehicle speed, transmission gear position, engine revolutions per minute, shift lever position, vehicle weight, said sensor therein selecting a position for said damper based upon said temperature variable in combination with at least one or more of said other input variables. 13. The air-flow van shutter assembly of claim 12 wherein the temperature variable comprises an engine temperature of the motor vehicle. 14. The air-flow van shutter assembly of claim 12 wherein the temperature variable comprises a radiator temperature of the motor vehicle. 15. The air-flow van shutter assembly of claim 12 wherein the temperature variable comprises a fluid temperature of the motor vehicle. 16. The air-flow van shutter assembly of claim 12 wherein the temperature variable comprises an ambient temperature surrounding the motor vehicle. 17. The air-flow van shutter assembly of claim 12 wherein the pressure variable comprises an ambient pressure surrounding the motor vehicle.