Abstract:
An extruded or molded seal lip which is connected to a vane or louver as a secondary operation during the assembly process, where the seal and louver have connectors suitable for providing a secure connection between the louver and the seal. The louver is part of a group of louvers which function as active ducting for an automobile. Each louver has at least one seal, with one seal from one louver contacting a corresponding louver for preventing airflow through the aperture of a carrier. The seal may be attached to the louver along the face of the louver, or be attached by sliding the louver into a groove formed as part of the louver, or sliding the louver into a groove formed as part of the seal.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims priority to U.S. Provisional Application No. 61/456,503 filed on Nov. 8, 2010. The disclosure of the above application is incorporated herein by reference. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to a seal which is attached to a vane, where the vane is part of a set of movable vanes connected to the carrier of an automobile. 
       BACKGROUND OF THE INVENTION 
       [0003]    Various attempts have been made to optimize the cooling of various automobile parts. Some of the various devices developed have been designed to control the air flow throughout the engine compartment of the automobile such that the desired amount of heat is transferred away from the engine, transmission, and other components which generate heat in order to maintain an optimal operating temperature. 
         [0004]    However, it is also desirable to bring the engine up to the normal operating temperature as soon as possible after engine start-up. When the engine is substantially the same temperature as the surrounding environment and is turned on, the engine is the least fuel efficient (especially during start-up and the temperature of the surrounding environment is cold). The reduced fuel efficiency is why it is considered desirable to bring the engine up to the optimal operating temperature very quickly. Under these conditions, it is not desirable to remove heat away from the engine and the various components surrounding the engine, and therefore devices designed to control air flow around the engine are more beneficially used if they do not remove heat away from the engine at start-up. 
         [0005]    Furthermore, components designed to provide optimal cooling when the vehicle is new may operate differently after the vehicle has accumulated significant mileage. This may occur due to various weather conditions, changes in the way the vehicle is operated in response to different drivers, or wear and tear on the vehicle components and other components. All of these factors may affect or change the operation of the components over time as the vehicle accumulates mileage. Also, with many current cooling systems, the airflow generated from the forward motion of a vehicle is not efficiently used to cool the various components of the vehicle. Rather, many of the components of a vehicle cause poor airflow which leads to aerodynamic inefficiencies. 
         [0006]    One particular attempt at this type of cooling is the use of louvers which are moveable between various positions to manipulate the air flow around the various components underneath the hood of the automobile. These louvers may also be equipped with a type of sealing element to provide a seal between the louvers, further preventing any unwanted airflow into the engine compartment when the louvers are in the closed position. Many types of louvers are created using an extrusion process which allows for the seal to be coextruded with the louver. However, some types of louvers must be created using a molding process, due to various assembly requirements, which does not allow for the louver and the seal to be extruded together. 
         [0007]    Accordingly, there exists a need for a louver system attached to the carrier or other component of a vehicle which has a seal that is easily and securely connectable to the louver, when the louver is made using a molding process. 
       SUMMARY OF THE INVENTION 
       [0008]    The present invention is directed to an extruded or molded seal lip which is connected to a vane or louver as a secondary operation during the assembly process, where the seal and louver have connectors suitable for providing a secure connection between the louver and the seal. The louver is part of a group of louvers which function as active ducting for an automobile. 
         [0009]    More particularly, each louver has at least one seal, with the seal from one louver contacting a corresponding louver for preventing airflow through the aperture of a carrier. The seal, may be attached to the louver along the face of the louver, or be attached by sliding the louver into a groove formed as part of the louver, or sliding the louver into a groove formed as part of the seal. In one embodiment, each seal includes a slip coat for reducing the friction between the seals, as well as limiting binding between the louvers from ice formation on the surface of the seals, and improving wear resistance to dirt and debris during cycling. 
         [0010]    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 
         [0011]    The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
           [0012]      FIG. 1  is a sectional side view of a first embodiment of a louver having a seal, according to the present invention; 
           [0013]      FIG. 2  is a perspective view of a first embodiment of a louver having a seal, according to the present invention; 
           [0014]      FIG. 3  is an enlarged perspective view of a first embodiment of a louver having a seal, according to the present invention; 
           [0015]      FIG. 4  is a sectional front view of a first embodiment of a louver having a seal, according to the present invention; 
           [0016]      FIG. 5  is a perspective view of a second embodiment of a louver having a seal, with the seal removed and the louver having no side walls, according to the present invention; 
           [0017]      FIG. 6  is a perspective view of a second embodiment of a seal used as part of a louver having a seal, with the louver having no side walls, according to the present invention; 
           [0018]      FIG. 7  is a sectional side view of a third embodiment of a louver having a seal, and the louver having no side walls, according to the present invention; 
           [0019]      FIG. 8A  is a side view of a third embodiment of a louver having a seal, and the louver having no side walls, according to the present invention; 
           [0020]      FIG. 8B  is a perspective view of a third embodiment of a louver having a seal, and the louver having no side walls, according to the present invention; 
           [0021]      FIG. 8C  is a perspective view of a first embodiment of a louver having a seal, according to the present invention; 
           [0022]      FIG. 8D  is another perspective view of the first embodiment of a louver having a seal, according to the present invention; 
           [0023]      FIG. 9A  is an enlarged sectional view of a fourth embodiment of a louver having a seal, with the louver having no side walls, according to the present invention; 
           [0024]      FIG. 9B  is a sectional view of a fourth embodiment of a louver having a seal, with the louver having no side walls, according to the present invention; 
           [0025]      FIG. 10A  is a first sectional view of a fifth embodiment of a louver having a seal, according to the present invention; 
           [0026]      FIG. 10B  is a second sectional view of a fifth embodiment of a louver having a seal, according to the present invention; 
           [0027]      FIG. 10C  is a third sectional view of a fifth embodiment of a louver having a seal, according to the present invention; 
           [0028]      FIG. 11A  is a partial bottom view of a fifth embodiment of a louver having a seal, with the seal removed, according to the present invention; and 
           [0029]      FIG. 11B  is a partial bottom view of a fifth embodiment of a louver having a seal, according to the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0030]    The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
         [0031]    A first embodiment of the present invention is shown in  FIGS. 1-4  and  8 C- 8 D. More specifically, a louver or vane having a seal with a retention feature according to the present invention is shown generally at  10 . There is a first louver, shown generally at  12 , and a second louver, shown generally at  14 , which are adjacent one another and make up a system of louvers used for controlling the flow of air through an engine compartment of a vehicle. While the present embodiment describes two louvers  12 , 14 , it is within the scope of the invention that the system of louvers may have more than two louvers. 
         [0032]    Attached to the first louver  12  is a first seal  16 , which is connected to the first louver  12  through a retention feature, generally shown at  18 . The retention feature  18  includes a first aperture  20  formed as part of a base portion  22  of the seal  16 . The seal  16  also includes a lip  24  for selectively contacting the second louver  14 , best seen in  FIG. 1 . Also formed as part of the retention feature  18  and selectively disposed within the first aperture  20  is a flange  26 ; the flange  26  is formed as part of the first louver  12 . During assembly, the base portion  22  of the seal  16  is inserted into a second aperture  28  formed as part of the first louver  12 . The base portion  22  is pressed into the second aperture  28  such that the base portion  22  deflects the flange  26  (building tension in the flange  26 ) until the first aperture  20  is substantially aligned with the flange  26 , at which point the tension in the flange  26  is released, and the flange  26  slides into the first aperture  20 . Once the flange  26  is disposed in the first aperture  20 , the seal  16  is prevented from becoming detached from the first louver  12 . This essentially provides a snap-fit connection between the seal  16  and the louver  12 . 
         [0033]    The flange  26  includes an angled surface  30  and a retention surface  32 . As the base portion  22  is slid into the first aperture  20 , the base portion  22  slides along the angled surface  30 , deflecting the flange  26 . The angled surface  30  allows for the flange  26  to be more easily deflected as the base portion  22  moves through the aperture  20 . Once the flange  26  is disposed in the first aperture  20 , the retention surface  32  contacts an inner surface  34  of the first aperture  20 , retaining the first louver  12  in connection with the seal  16 . The flange  26  does not extend the entire length of the louver  12 , but rather there are several flanges  26  spaced apart from one another along the length of the louver  12 , and there are also several apertures  20  spaced along the length of the seal  16  which correspond to each of the flanges  26 . The second aperture  28  does extend almost the entire length of the louver  12  for receiving the base portion  22  which is slightly shorter than the length of the louver  12 . 
         [0034]    Adjacent and integrally formed with the base portion  22  is a body portion  34 , and extending away from the body portion  34  is the lip  24 . As mentioned above, the lip  24  is selectively in contact with the second louver  14 . More specifically, the lip  24  is in contact with a rear portion  36  of the second louver  14  when the louvers  12 , 14  are in a closed position. 
         [0035]    Each of the louvers  12 , 14  has the rear portion  36 , and the rear portion  36  is integrally formed with a central portion  38 . Each louver  12 , 14  also includes a front portion  40  which is also integrally formed as part of the central portion  38 . The front portion  40  is made up of two flanges, an upper flange  42  and a lower flange  44 . As mentioned above, there may be one or more flanges  26 , and each of the flanges  26  is integrally formed with the upper flange  42 . The second aperture  28  is between the two flanges  42 , 44 , and the lower flange  44  has a third aperture  47 . The third aperture  47  also does not extend the entire length of the louver  12 , but rather there are several of the apertures  47  spaced along the lower flange  44 . The flanges  42 , 44  form a cavity, shown generally at  48 , the base portion  22  extends through the aperture  28  into the cavity  48 , and is located in the cavity  48  when the louver  12  and seal  16  are connected together. 
         [0036]    The seal  16  is made from a TPV (Thermoplastic Vulcanizate) which is extruded to correspond to the length of the louvers  12 , 14 . In this embodiment, the seals  16  are extruded such that the lip  24  is of a length substantially equal to the louver  12 , and as mentioned above, the base portion  22  is of a length that is shorter than the length of the louver  12 . This louver  12  in this embodiment also has sidewalls  46 , which provide at least one closed end, best seen in  FIGS. 3-4 . The seal  16  undergoes a finishing operation after extrusion to not only cut the seal  16  to the desired length, but also to form one or more of the apertures  20  and shape the base portion  22  to fit into the corresponding apertures  28  of the louver  12 . As mentioned above, there may be multiple apertures  20  and multiple flanges  26 , depending upon the length of the louver  12  and the length of the seal  16 . 
         [0037]    In a second embodiment, shown in  FIGS. 5-6 , the louver  12  does not have the sidewalls  46 , and each end is an open end. In this embodiment, the seal  16  is similar to the seal shown in the first embodiment, with the exception that the base portion  22  extends the entire length of the louver  12 . The seal  16  still connects to the louver  12  in a similar manner as described with the first embodiment. 
         [0038]    In a third embodiment, shown in  FIGS. 7-8B , the seal  16  has the lip  24  and body portion  34 , but the seal  16  does not include the base portion  22 . In this embodiment, the retention feature  18  includes a groove, shown generally at  50 , formed as part of the seal  16 , and the groove  50  is operable to retain the louver  14 . The louver  14  slides into the groove  50  during assembly. The front portion  40  has a retaining flange  52  which is substantially perpendicular to an extension  54 , generally forming a T-shape, and the retaining flange  52  and extension  54  are also part of the retention feature  18  in this embodiment. The groove  50  of the seal  16  in this embodiment has a general C-shape, which corresponds to the T-shape created by the flange  52  and the extension  54 . The retaining flange  52  has an upper rear surface  56  and a lower rear surface  58 . The groove  50  includes an upper backing surface  60  and a lower backing surface  62 . When assembled, the upper backing surface  60  is in contact with the upper rear surface  56 , and the lower backing surface  62  is in contact with the lower rear surface  58 , preventing the seal  16  from being detached from the louver  14 . The retaining flange  52  also includes an upper ramp surface  74  and a lower ramp surface  76 , and the seal  16  also has an outer ramp surface  78  formed as part of an upper half  82 , and an outer flange  80  formed as part of a lower half  84  of the seal  16 . 
         [0039]    As an alternative to sliding the louver  14  into the groove  50  during assembly, the louver  14  and seal  16  in this embodiment may also snap-fit together. The seal  16  is made of a resilient elastomeric material which allows retention of its original shape after deflection over the retaining flange  52  of the louver  12 . This is achieved by simply laterally pressing the outer ramp surface  78  against the upper ramp surface  74 , and pressing the outer flange  80  against the lower ramp surface  76  such that each half  82 , 84  of the seal  16  deflects automatically, allowing the retention flange  52  to locate in the groove  50 . 
         [0040]    Alternatively, the groove  50  may be formed as part of the louver  12 , and the retaining flange  52  and extension  54  may be formed as part of the seal  16 . 
         [0041]    A fourth embodiment of the invention is shown in  FIGS. 9A-9B , which is similar to the first embodiment, with like numbers referring to like elements. In this embodiment, the base portion  22  is formed as a separate component from the body portion  34  and the lip  24 . The base portion  22  is a polypropylene and the body portion  34  and lip  24  are made of a TPV material; the base portion  22  and body portion  34  are extruded together, and then assembled to the louver  12 . In this embodiment, the base portion  22  includes an outer flange  64  which the body portion  34  is extruded onto, securing the connection between the base portion  22  and the body portion  34 . 
         [0042]    A fifth embodiment of the present invention is shown in  FIGS. 10A-11B . The fifth embodiment is similar to the first embodiment, with like numbers referring to like elements. In this embodiment, however, the flange  26  is formed as part of the base portion  22 , and extends into the aperture  47  when the seal  16  is attached to the louver  12 , preventing the seal,  16  from being detached from the louver  12 . Also formed as part of the upper flange  42  of the louver  12  is a detent feature  72  which as seen in  FIG. 10A  contacts the base portion  22 , and provides positioning of the seal  16  relative to the louver  12 . 
         [0043]    In each of the embodiments described above, the seal  16  also may include a slip coat  66  which reduces friction between the seal  16  and the adjacent louver  14 , or adjacent seal  16  if the adjacent louver  14  also includes a seal  16 . The slip coat  66  may be extruded along with the seal  16 , or may be applied to the seal  16  as part of a separate operation. 
         [0044]    As mentioned above, there is a first louver  12  having a first seal  16 , along with a second louver  14 . It is within the scope of the invention that a second seal  68  may be used along with a third louver  70 . It is also within the scope of the invention that more or less than the three louvers  12 , 14 , 70  and seals  16 , 68  may be used, depending upon the operating requirements of the vehicle. 
         [0045]    The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the essence 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.