Abstract:
An active body ventilation system which is dynamically responsive to vehicle status parameters, including for example the door open/closed status and the HVAC system status. An active ventilation unit is attached with a body wall which includes a portal housing defining a portal, a portal cover and a portal cover actuator for selectively adjusting the portal cover to thereby increase or decrease the unobstructed size of the opening of the portal. The active ventilation unit is interfaced electronically to various sensors of the motor vehicle, in which programming of an electronic control module determines optimum positioning of the portal covering via selective actuation of the portal cover actuator.

Description:
TECHNICAL FIELD 
       [0001]    The present invention relates to body ventilation of the passenger compartment of motor vehicles, and more particularly to a body ventilation system which is actively responsive to changes in sensed motor vehicle parameters. 
       BACKGROUND OF THE INVENTION 
       [0002]    The passenger compartment of motor vehicles provides a space which provides protection to the occupants from environmental elements. To this end, the body of the vehicle defining the passenger compartment is preferably tight fitted at the door (by the term “door” is meant an expansive definition which includes doors, hatches, liftglass, decklids (trunklid), liftgates, etc.) and window seams, and provides an enclosure which keeps out dust, wind and water, and minimizes the passenger perception of road noise. In this respect, the more air-tight the body, the better. However, the air-tight quality of the body defining a passenger compartment must not be too air-tight for purposes of ease of closing a door and for purposes of efficient operation of the heating, ventilation and air conditioning (HVAC) system. 
         [0003]    When a door is closed, the movement of the door is accompanied by a substantial movement of air into the body. This in rush of air creates a pressure increase (air compression) within the body which needs release to the atmosphere, otherwise the increase in pressure will make full closure of the door difficult and also give any occupant the sensation of an ear pop at closure. Indeed, when one considers a door in the form of a decklid, the closure of the decklid can also cause air compression within the body, as for example by air flowing through the back seat. 
         [0004]    The passengers need ventilation, and when the HVAC system is active, the fan and/or the vehicle movement draws air into the body, thereby causing an increase in air pressure within the passenger compartment. Accordingly, this incoming air needs some means of escape in order that air in the passenger compartment is able to periodically turn over, and so that the pressure does not increase to an extent that an untoward burden is placed on the function of the HVAC system. 
         [0005]    In the prior art, the solution of choice for providing an air-tight passenger compartment which is selectively vented has been to install passive flap vents at the body wall defining the passenger compartment.  FIGS. 1A and 1B  depict an example of a conventional passive body ventilation flap valve  10 . The flap valve  10  includes a flap housing  12  which is attached to an opening in the body  14 . A pair of flaps  16  are connected at one end thereof, respectively, to the flap housing  12 , preferably composed of a plastic. Each of the flaps  16  is composed of a resiliently flexible material, as for example a rubber or plastic, which is resiliently biased into the closed position (see  FIG. 1A ) so as to cover respective ports  18  (see  FIG. 1B ). When air pressure within the body (i.e., the passenger compartment) increases above atmospheric pressure, the flaps resiliently bend into an open position, as for example depicted at  FIG. 1B  so that air can pass out of the body through the ports  18  until the pressure becomes generally equalized.  FIGS. 2A through 2D  depict other examples of prior art flap valves  10   a - 10   d , each composed of a flap housing  12   a - 12   d  with a plurality of resiliently flexible flaps  16   a - 16   d  each covering a respective port (not visible in the views). 
         [0006]    While flap valves are simple and generally inexpensive components, they suffer from certain drawbacks. One significant draw back is that a flap valve is inherently unable to provide a high level of road noise isolation with respect to the passenger compartment. For another, the passive nature of flap valves does not allow for dynamic response to the operational status of the HVAC system. Still further, since the resiliency and response rate of the flaps of the flap valves is preset, there is always going to be some air compression inside the passenger compartment when a door is shut which will require additional door push energy to overcome; and if a door is slammed, passenger ear discomfort may be sensed. Further yet, when a door is opened, since the flap valves are essentially one-way, a suction can be created which makes the door harder to open during the initial phase of opening. 
         [0007]    Accordingly, what remains needed in the art is a body ventilation system which is actively responsive to vehicle status parameters, including for example the door open/closed status and the HVAC system status. 
       SUMMARY OF THE INVENTION 
       [0008]    The present invention is an active body ventilation system which is dynamically responsive to vehicle status parameters, including for example the door open/closed status and the HVAC system status. 
         [0009]    The active body ventilation system includes an active ventilation unit attached with a body wall which includes a portal housing defining a portal, a portal cover and a portal cover actuator for selectively adjusting the portal cover to thereby increase or decrease the unobstructed size of the opening of the portal. The active ventilation unit is interfaced electronically to various sensors of the motor vehicle, in which programming of an electronic control module determines optimum positioning of the portal covering via selective actuation of the portal cover actuator. 
         [0010]    As an example of operation, sensors include an ignition on (engine running) sensor, door open sensors and HVAC operational status sensors. According to one scenario of operation, if a door is sensed to be open, the electronic control module will send, based upon its programming, a signal to the cover actuator to move the portal cover to its fully open position, whereby as the door is closed, inconsequential air compression within the passenger compartment will occur. Upon sensing the door closed, a signal is thereupon sent to the cover actuator to move the portal cover to its closed position. According to a second scenario of operation, in response to sensing the status of operation of the HVAC system, a signal is sent by the electronic control module, according to its programming, to the cover actuator so as to adjustably move the portal cover so as to dynamically increase and decrease the opening size of the portal in concert with an optimum operation of the HVAC system. 
         [0011]    Accordingly, it is an object of the present invention to provide an active body ventilation system which is dynamically responsive to vehicle status parameters, including for example the door open/closed status and the HVAC system status. 
         [0012]    This and additional objects, features and advantages of the present invention will become clearer from the following specification of a preferred embodiment. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0013]      FIGS. 1A and 1B  depict a prior art passive body ventilation flap valve in the closed and open states of operation, respectively. 
           [0014]      FIGS. 2A through 2D  depict various examples of prior art passive body ventilation flap valves. 
           [0015]      FIG. 3  is a perspective view of an active ventilation unit of the active body ventilation system according to a first embodiment of the present invention. 
           [0016]      FIGS. 4A and 4B  are perspective views of an active ventilation unit of the active body ventilation system according to a second embodiment of the present invention, shown in the fully closed and open states, respectively. 
           [0017]      FIGS. 5A and 5B  are perspective views of an active ventilation unit of the active body ventilation system according to a third embodiment of the present invention, shown in the fully closed and open states, respectively. 
           [0018]      FIGS. 6A and 6B  are perspective views of an active ventilation unit of the active body ventilation system according to a fourth embodiment of the present invention, shown in the fully closed and open states, respectively. 
           [0019]      FIG. 6C  is a section view taken along line  6 C- 6 C of  FIG. 6A . 
           [0020]      FIG. 6D  is a section view taken along line  6 D- 6 D of  FIG. 6B . 
           [0021]      FIG. 7  is a schematic diagram of a structural implementation of the active body ventilation system according to the present invention. 
           [0022]      FIG. 8  is an algorithm of a programming implementation of the active body ventilation system according to the present invention. 
           [0023]      FIG. 9  is a graph comparing plots of air pressures versus time associated with door closures with and without the active body ventilation system according to the present invention. 
           [0024]      FIG. 10  is a graph comparing plots of door closing speed versus door angle associated with door closures with and without the active body ventilation system according to the present invention. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0025]    Referring now to the Drawing,  FIGS. 3 through 8  depict examples of implementation of the active body ventilation system according to the present invention. 
         [0026]    Referring firstly to  FIG. 3 , an example of an active ventilation unit  100  according to a first embodiment of the active body ventilation system  200  (see  FIG. 7 ) is depicted. The active ventilation unit  100  includes a portal housing  102  which defines a portal  104  having a predetermined portal opening size. The portal housing  102  is attached to a body wall  106  of the vehicle body such that the portal provides an opening therethrough which allows for air passage between the passenger compartment and the atmosphere exterior thereto. The active ventilation unit  100  further includes a portal cover  108  which is movably attached to the portal housing  102 . The portal cover may have sound deadening material applied thereto as an added barrier to road noise passing therethrough. In the example of  FIG. 3 , the portal cover  108  is composed of a panel  108   a , wherein a top edge  108   a ′ thereof is pivotally connected to hinge mechanism  110 . The active ventilation unit  100  still further includes a portal cover actuator  112  for selectively moving the portal cover  108  between a fully open position (whereat the portal is open a preselected maximum amount) and a fully closed position (whereat the portal is closed, shutting-off air flow through the portal). By way of example in  FIG. 3 , the cover actuator is a pneumatic linear actuator  112   a , controlled by an electric valving, which controls pivoting of the portal cover at the hinge mechanism  110  via a crank  112   a′.    
         [0027]    Other configurations (embodiments) of active ventilation units may be designed by an ordinarily skilled artisan based upon the general principles of the disclosure presented herein, and any such alternative embodiment is contemplated broadly by the present disclosure. In this regard,  FIGS. 4A through 6D  depict three such alternative ventilation units, merely by way of exemplification and not limitation. It is to be noted that in any of the configurations discussed the singular of “portal” and “aperture” includes the plural, and refers to there being at least one of same. 
         [0028]    Referring to  FIGS. 4A and 4B , an example of an active ventilation unit  100 ′ according to a second embodiment of the active body ventilation system  200  is depicted. The active ventilation unit  100 ′ includes a portal housing  102 ′ which defines a portal  104 ′ having a predetermined portal opening size. The portal housing  102 ′ is attached to a body wall  106 ′ such that the portal passes therethrough and provides an air passage with respect to the passenger compartment and the atmosphere exterior thereto. The active ventilation unit  100 ′ further includes a portal cover  108 ′ which is movably attached to the portal housing  102 ′. In the example of  FIGS. 4A and 4B , the portal cover  108 ′ is composed of an apertured cylindrical drum  108   b  rotatably mounted to the portal housing  102 ′. The aperture  108   b ′ of the drum  108   b  selectively aligns with the portal depending upon the rotational position thereof. The active ventilation unit  100 ′ still further includes a portal cover actuator  112 ′ for selectively moving the portal cover  108 ′ (i.e., rotating the drum  108   b ) between a fully open position as shown at  FIG. 4A  (whereat the aperture  108   b ′ is aligned with the portal  104 ′ so that the portal  108 ′ is open a predetermined maximum amount) and a fully closed position as shown at  FIG. 4B  (whereat the aperture is not aligned with the portal, and air flow through the portal is shut-off). By way of example in  FIGS. 4A and 4B , the cover actuator is an electric motor  112   b , the shaft  112   b ′ of which connecting to the drum  108   b.    
         [0029]    Referring to  FIGS. 5A and 5B , an example of a ventilation unit  100 ″ according to a third embodiment of the active body ventilation system  200  is depicted. The active ventilation unit  100 ″ includes a portal housing  102 ″ which defines a portal  104 ″ having a predetermined portal opening size. The portal housing  102 ″ is attached to a body wall  106 ″ such that the portal passes therethrough and provides an air passage with respect to the passenger compartment and the atmosphere exterior thereto. The active ventilation unit  100 ″ further includes a portal cover  108 ″ which is movably attached to the portal housing  102 ″. In the example of  FIGS. 5A and 5B , the portal cover  108 ″ is composed of a panel  108   c  slidably mounted, via a channel  120 , to the portal housing  102 ″. The active ventilation unit  100 ″ still further includes a portal cover actuator  112 ″ for selectively moving the portal cover  108 ″ (i.e., sliding the panel  108   c ) between a fully open position as shown at  FIG. 5A  (whereat the panel has been slid sideways in relation to the portal  104 ″ so as to open the portal a predetermined maximum amount) and a fully closed position as shown at  FIG. 5B  (whereat the panel has been slid so as to fully cover the portal and thereby shutting off air flow through the portal). By way of example in  FIGS. 5A and 5B , the cover actuator is an electric motor  112   c , a gear  122  of which engaging a linear gear  124  at an edge  108   c ′ of the panel  108   c.    
         [0030]    Referring to  FIGS. 6A through 6D , an example of a ventilation unit  100 ′″ according to a fourth embodiment of the active body ventilation system  200  is depicted. The active ventilation unit  100 ′″ includes a portal housing  102 ′″ which defines a portal  104 ′″ having a predetermined portal opening size. The portal housing  102 ′″ is attached to a body wall  106 ′″ such that the portal passes therethrough and provides an air passage with respect to the passenger compartment and the atmosphere exterior thereto. The active ventilation unit  100 ′″ further includes a portal cover  108 ′″ which is movably attached to the portal housing  102 ′″. In the example of  FIGS. 6A through 6D , the portal cover  108 ′″ is composed of an apertured disk  108   d  rotatably mounted to a motor shaft  128  passing through the portal housing  102 ′″. The active ventilation unit  100 ′″ still further includes a portal cover actuator  112 ′″ for selectively moving the portal cover  108 ′″ (i.e., rotating the disk  108   d ) between a fully open position as shown at  FIGS. 6A and 6C  (whereat the disk has been rotated so that the portal  104 ″ is aligned with the aperture  108   d ′ of the disk  108   d  so as to be open a predetermined maximum amount and air A flows through (in either direction)), and a fully closed position as shown at  FIGS. 6B and 6D  (whereat the disk has been rotated so as to fully cover the portal and thereby shut off air flow through the portal). By way of example in  FIGS. 6A through 6D , the cover actuator is an electric motor  112   d , having the aforementioned motor shaft  128 . 
         [0031]    Turning attention now to  FIG. 7 , a schematic diagram of an example of a structural implementation of the active body ventilation system  200  is depicted. 
         [0032]    A plurality of sensors are provided, as for nonlimiting example: a vehicle parked sensor  202  (for automatic transmission vehicles this may be in the form of a gear (or shift lever) in park sensor, for manual transmission vehicles this may be in the form of an emergency brake on sensor), any door open sensors (door ajar sensors)  204 ; engine running (ignition on) sensor  206 , vehicle speed sensor  208 ; doors locked (and/or unlocked) sensor  210 ; HVAC system setting sensor  212 ; and an HVAC system fan speed sensor  214 . The sensor data  216  is input to an electronic control module  218 , which may be for example the engine control module or another computer device of the vehicle. Programming (operational algorithm as for example indicated at  FIG. 8 ) of the electronic control module in accordance with the sensor data  216 , results in the electronic control module  218  sending an output signal  220  to the portal cover actuator  222  (as for example the portal cover actuators  112 ,  112 ′ and  112 ″ described hereinabove), whereby the portal cover actuator causes the portal cover to be moved to an appropriate position with respect to the portal such that the air flow therethrough is optimal with respect to the sensed status of the vehicle. The electronic components  202 - 220  collectively constitute an electronic control system  224  for regulating actuation of the portal cover actuator  222 . 
         [0033]    An operational algorithm (program)  300  for the electronic control module  218  of the active body ventilation system  200  (see  FIG. 7 ) is shown at  FIG. 8 . 
         [0034]    The program  300  is initialized at execution Block  302 , as for example when the any preselected initial vehicle use event happens, such as for example the doors being unlocked or a door opened. The program then advances to decision Block  304 , where inquiry is made whether the sensor data (see Block  204  of  FIG. 7 ) indicates any door is open. 
         [0035]    If the answer to the inquiry at decision Block  304  is yes, then at execution Block  306  the electronic control module (see Block  218  of  FIG. 7 ) sends a signal (see Block  220  of  FIG. 7 ) to the portal cover actuator (see Block  222  of  FIG. 7 ) to cause the portal cover to be moved to its fully open position with respect to the portal. Thereupon, the program advances to decision Block  308 , where inquiry is made whether the program is to continue to run or is to be shut off due to inactivity of the vehicle (i.e., no sensed vehicle activity for a predetermined time). If the answer to the inquiry at decision Block  308  is yes, then the program advances to execution Block  310  and the program is shut off; however, if the answer to the inquiry at decision Block  308  was no, then the program returns to decision Block  304 . 
         [0036]    If the answer to the inquiry at decision Block  304  was no, then the program advances to decision Block  312 , where inquiry is made, using the sensor data (see Block  206  in  FIG. 7 ), whether the engine is running. 
         [0037]    If the answer to the inquiry at decision Block  312  is no, then the program advances to decision Block  314 , where inquiry is made, using the sensor data (see Block  210  of  FIG. 7 ), whether the doors are unlocked. If the answer to the inquiry at decision Block  314  is no, then the program advances to decision Block  308  and proceeds as described above; however, if the answer to the inquiry at decision Block  314  was yes, then the program advances to execution Block  316 , where the electronic control module sends a signal to the portal cover actuator to move the portal cover to the fully open position (this is intended to anticipate a door opening), whereupon after a predetermined time, as for example ten minutes, the program advances to execution Block  318 , where the electronic control module sends a signal to the portal cover actuator to move the portal cover to cover (close) the portal. Thereafter, the program advances to decision Block  308  and proceeds as described above. In this regard, Blocks  314 ,  316 ,  318  are an optional set of blocks of the program  300 , and in their absence a no answer to the inquiry at decision Block  312  would result in the program advancing directly to decision Block  308 . 
         [0038]    However, if the answer to the inquiry at decision Block  312  was yes, then the program advances to decision Block  320 , where inquiry is made, using the sensor data (see Blocks  202  and  210  in  FIG. 7 ) whether the doors are unlocked and the vehicle is parked. If the answer to the inquiry at decision Block  320  is yes (that is, yes to both the doors being unlocked and the vehicle being parked), then the program advances to execution Block  306  and proceeds as described above (this is intended to anticipate a door opening). However, if the answer to the inquiry at decision Block  320  was no, then the program advances to decision Block  322 , where inquiry is made, using the sensor data (see Block  212  of  FIG. 7 ), whether the heating, ventilation and air conditioning (HVAC) system is turned on (operating). In this regard, Block  320  is an optional block of the program  300 , and in its absence a yes answer to the inquiry at decision Block  312  would result in the program advancing directly to decision Block  322 . 
         [0039]    If the inquiry at decision Block  322  is no, then the program advances to execution Block  324 , where the electronic control module sends a signal to the portal cover actuator to cause the portal cover to cover (close) the portal. Thereafter, the program advances to decision Block  308  and proceeds as described above. 
         [0040]    However, if the answer to the inquiry at decision Block  322  was yes, then the program advances to execution Block  326  where, using the sensor data (Blocks  208 ,  212  and  214  of  FIG. 7 ) the operational status of the HVAC system is determined (in this regard, vehicle speed is factored as an air flow augmentation to air flow being driven by the fan). Thereupon, the program advances to execution Block  328 , where the electronic control module sends a signal to the portal cover actuator to move the portal cover so that the portal is covered by an amount, according to predetermined criteria of the program, so that the HVAC system operates optimally. Thereupon, the program advances to decision Block  308  and proceeds as described above. 
         [0041]    Dynamic adjustment of the portal cover at execution Block  328  with respect to the amount the portal is open in response to the HVAC status determined at Block  326  is provided by the program  300  based upon the rate at which the program recycles, as for example once every thousandth second. 
         [0042]    Turning attention now to  FIGS. 9 and 10 , performance characteristics of door closure with and without the active body ventilation system  200  (see  FIG. 7 ) are graphically depicted. 
         [0043]    At  FIG. 9 , a graph  400  of pressure versus time is depicted having two plots. A first plot  402  is for a door closed for a vehicle without the active body ventilation system according to the present invention. A second plot  404  is for a door closed for a vehicle with the active body ventilation system according to the present invention. It will be seen that a significant increase in passenger compartment air pressure is present for plot  402  as compared with plot  404 . It is thus concluded that that door closure is much easier and there is less chance for passenger ear discomfort for vehicles equipped with the active ventilation system according to the present invention. Indeed, this benefit can be enhanced by making the portal larger in size, as desired. 
         [0044]    At  FIG. 10 , a graph  500  of door closure minimum speed versus door angle is depicted having two plots. A first plot  502  is for a door closed for a vehicle without the active body ventilation system according to the present invention. A second plot  504  is for a door closed for a vehicle with the active body ventilation system according to the present invention. It will be seen that a significant decrease in door closure speed is present for plot  504  as compared with plot  502 . It is thus concluded that that door closure is quicker for vehicles equipped with the active ventilation system according to the present invention. 
         [0045]    To those skilled in the art to which this invention appertains, the above described preferred embodiment may be subject to change or modification. Such change or modification can be carried out without departing from the scope of the invention, which is intended to be limited only by the scope of the appended claims.