Patent Publication Number: US-11046172-B2

Title: Vehicle compartment louver carrier with integrated ducting

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a Continuation of U.S. application Ser. No. 13/261,147 filed Jan. 19, 2012 which is a National Stage of International Application No. PCT/CA2010/001149National, filed Jul. 21, 2010. This application claims priority to Provisional Patent Application No. 61/271,413 filed on Jul. 21, 2009. The disclosure(s) of the above application(s) is (are) incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to a carrier for an automobile which has active ducting integrated with the carrier to provide greater control over the cooling of an automobile. 
     BACKGROUND OF THE INVENTION 
     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. 
     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. 
     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. 
     Many of the components designed to control the air flow around an engine for controlling the operating temperature are manufactured as separate components and assembled to the vehicle during the manufacturing process. This increases the number of parts used to assemble the vehicle, complexity of manufacturing, and manufacturing costs. 
     Accordingly, there exists a need for a cooling system which is operable to have greater control over the airflow around an engine which is adaptable to be suited for use with many different vehicles, and is able to be integrated into one or more pre-existing vehicle components to reduce the number of overall parts used in manufacturing the vehicle. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to an integrated active ducting for an automobile. The active ducting includes at least one aperture formed as part of a vehicle component, such as a carrier, and at least one louver rotatably mounted in the aperture. Also attached to the carrier is an actuator, and the actuator is connected to the louver. The actuator is operable for moving the louver between an open position and a closed position such that when the louver is in the open position, air flow passes through the aperture. 
     The carrier and ducting are integrated together as a single unit and are therefore assembled to the vehicle as a single unit during manufacturing. In an alternate embodiment, the ducting is integrated to a fan shroud, radiator housing, or the like. 
     More particularly, each louver has a pair of seals, with one seal from one louver contacting a corresponding seal of a corresponding louver for preventing airflow through the aperture of the carrier. 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. 
     In another aspect of the present invention, a process for manufacture of a louver used in a louver system is provided. According to this process, as an extended length of a louver is extruded, the louver is extruded into pre-determined shaped cross-sections with dual durometer co-extrusion slip coats and also strengthening cores or wires. This provides a cost effective louver blank that can be cut to any desired length as required for particular applications. 
     The louver blank is then cut to length using the construction of the present invention. Connection features are formed on the ends which are adapted for connecting to a link mechanism. In a preferred embodiment, the connection features are die cut while cutting the louvers, or after the louvers are cut to a final length. 
     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 first front perspective view of a carrier having integrated active ducting, according to the present invention; 
         FIG. 2  is a first rear perspective view of a carrier having integrated active ducting, according to the present invention; 
         FIG. 3  a second front perspective view of a carrier having integrated active ducting, according to the present invention; 
         FIG. 4  a second rear perspective view of a carrier having integrated active ducting, according to the present invention; 
         FIG. 5  is perspective view of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 6  is an enlarged perspective view of an end of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 7A  is a side view of an end of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 7B  is a side view of another end of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 7C  is a perspective view of the end of the louver shown in  FIG. 7B , according to the present invention; 
         FIG. 8A  is a perspective view of several louvers used as part of active integrated ducting in a closed position, according to the present invention; 
         FIG. 8B  is an enlarged perspective view of the louvers used as part of active integrated ducting in a closed position shown in  FIG. 8A , according to the present invention; 
         FIG. 8C  is an enlarged perspective view of connecting portions attached to a set of louvers used as part of active integrated ducting in a closed position, according to the present invention; 
         FIG. 9  is a perspective view of a connecting portion attached to a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 10  a second perspective view of a connecting portion attached to a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 11  is a first perspective view of a connecting portion operable for attachment to a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 12  is a second perspective view of a connecting portion operable for attachment to a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 13  is a third perspective view of a connecting portion operable for attachment to a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 14A  is a sectional side view taken along lines  14 A- 14 A of  FIG. 5 ; 
         FIG. 14B  is an enlarged view of the circled portion shown in  FIG. 14A ; 
         FIG. 15A  is a sectional side view of an alternate embodiment of louvers used as part of active integrated ducting, according to the present invention; 
         FIG. 15B  is an enlarged view of the circled portion of  FIG. 15A ; 
         FIG. 16A  is an enlarged view of another alternate embodiment of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 16B  is a sectional side view of the alternate embodiment of the louvers shown in  FIG. 16A  used as part of active integrated ducting, according to the present invention; 
         FIG. 17  is a sectional side view of yet another alternate embodiment of a louver used as part of active integrated ducting, according to the present invention; 
         FIG. 18  is an exploded view of a fascia having active integrated ducting, with the fascia operable for connection with a vehicle support structure, according to the present invention; and 
         FIG. 19  is an exploded view of a carrier having active integrated ducting, with the carrier operable for connection with a vehicle support structure, according to the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     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. 
     An embodiment of a carrier having integrated active ducting is shown in the Figures generally at  10 . The carrier  10  is a single molded component, and includes various ports, flanges, support members, and the like operable for connection with the various components located inside an engine compartment, such as a radiator, fan shroud, washer fluid container, the vehicle chassis, body-in-white (BIW), and other similar components. While the carrier  10  is molded as shown, it is within the scope of the invention that the carrier  10  is operable to be molded having other shapes such that the carrier  10  of the present invention is able to be used with different types of vehicles. 
     The carrier  10  includes several apertures  12  which function as ducting and are operable for allowing air flow therethrough. The ducting also includes a set of louvers  14  mounted within each of the apertures  12 . The louvers  14  are operable to be in a first or open position to allow airflow through the apertures  12 , or in a second or closed position to prevent airflow through the apertures  12 , or any position therebetween. 
     The apertures  12  are broken up into two groups, upper apertures, generally shown at  16 , and lower apertures, generally shown at  18 . Dividing the upper apertures  16  is a mounting portion in the form of an upper vertical mount  20 , and dividing the lower apertures  18  is another mounting portion in the form of a lower vertical mount  22 . Connected to the lower vertical mount  22  is an actuator  24 ; there is also a linkage system, generally shown at  26 , which is connected to both vertical mounts  20 , 22 . The linkage system  26  includes a link mechanism  28  operable for movement controlled by the actuator  24 . The link mechanism  28  is pivotally connected to a connection surface on at least one end of the louvers  14 . In this embodiment, the connection surface is a first end  32  of the louver  14 . A group of connecting portions  30  is connected to the louvers  14  on the first end  32 . The connecting portions  30  and louvers  14  mounted in the lower apertures  18  are substantially the same as the connecting portions  30  and louvers  14  mounted in the upper apertures  16 . The connecting portions  30  are each rotatably connected to the mounts  20 , 22  as shown in  FIGS. 3 and 4 . The louvers  14  are also rotatably connected to the apertures  12  on a second end  34 . 
     In one embodiment, shown in  FIGS. 5-7A and 8A-8B , the second end  34  of each of the louvers  14  includes a pin  36  which extends into a recess  38  formed as part of an outer wall  40  of the upper apertures  16  and a recess  42  formed as part of an outer wall  44  of the lower apertures  18 . Referring again to the Figures generally, the upper vertical mount  20  also includes a set of upper mounting apertures  46  used for receiving a pin  48  formed as part of each of the connecting portions  30 . Each of the connecting portions  30  also includes a flange or body portion  50  having a drive pin  52  which is pivotally connected to the link mechanism  28 . The lower vertical mount  22  includes a set of lower mounting apertures  54 , which are also operable for receiving a respective pin  48  formed as part of each of the connecting portions  30 . 
     Referring now to  FIGS. 7B-7C, 8C, and 9-13 , each of the connecting portions  30  has a first connecting plate  56  which is substantially parallel to a second connecting plate  58 . The first connecting plate  56  has a first rounded portion  60 , as well as a first square-shaped aperture  62  and a first locking apparatus  64 . The second connecting plate  58  has a second rounded portion  66 , a second square-shaped aperture  68 , and a second locking apparatus  70 . Each of the connecting plates  56 , 58  is connected to the body portion  50  such that a part of the body portion  50  forms a rear wall  72  adjacent each of the connecting plates  56 , 58 . 
     Each locking apparatus  64 , 70  includes a contact surface  74  and a retention surface  76 , and each locking apparatus  64 , 70  is operable for being selectively disposed in a corresponding square-shaped aperture  78  formed as part of the first end  32  of each of the louvers  14  when a connecting portion  30  is connected to the first end  32  of a louver  14 . In this embodiment, there are two square-shaped apertures  78  formed as part of each louver  14 , but it is within the scope of the invention that more or less apertures  78  may be used with more or less locking apparatuses  64 , 70 . 
     The first end  32  of each louver  14  has a notch, generally shown at  80 , with the notch  80  having a first depth  82 , a second depth  83 , and a desired height  84 . Each notch  80  also includes a support surface  86  and side surfaces  88 . To attach the connecting portion  30  to the first end  32  of a louver  14 , each connecting portion  30  is positioned such that the louver  14  is disposed between the connecting plates  56 , 58  and a corner  90  of the support surface  86  contacts the contact surface  74  of a respective locking apparatus  64 , 70 . A force is then applied to the connecting portion  30  to force the rear wall  72  toward the support surface  86 . This in turn causes the contact surfaces  74  to move along the respective corners  90 , and the connecting plates  56 , 58  to deflect, allowing the contact surfaces  74  to then move along the outer surface of the louver  14  until each locking apparatus  64 , 70  is in alignment with a respective aperture  78 . At which point each locking apparatus  64 , 70  then moves into one of the apertures  78 , the connecting plates  56 , 58  are no longer deflected, and return to their original positions. Once a locking apparatus  64 , 70  is located in an aperture  78 , the retention surface  76  is then in contact with an inner surface  92  of an aperture  78 , preventing the connecting portion  30  from becoming detached from the louver  14 . 
     When it is desired to detach the connecting portion  30  from the louver  14 , an object (such as a screwdriver, for example) is inserted through the first square-shaped aperture  62 , the corresponding square-shaped aperture  78  formed as part of the louver  14  in alignment with the first square-shaped aperture  62 , and pressed against the contact surface  74  of the second locking apparatus  70  to cause the second connecting plate  58  to deflect. Additionally, an object is also inserted through the second square-shaped aperture  68 , through a corresponding square-shaped aperture  78  formed as part of the louver  14  in alignment with the second square-shaped aperture  68 , and pressed against the contact surface  74  of the first locking apparatus  64 , thereby causing the first connecting plate  56  to deflect. Once each of the connecting plates  56 , 58  deflects sufficiently, the locking apparatuses  64 , 70  are removed from the apertures  78 , and the connecting portion  30  is able to be pulled away from the louver  14 . 
     When the connecting portion  30  is connected to a louver  14 , there is a rounded portion  94  formed as part of the louver  14  which is received into a first semi-circular recess  96  formed as part of the first rounded portion  60  and a second semi-circular recess  98  formed as part of the second rounded portion  66 . This in combination with the connecting plates  56 , 58  ensures that the connecting portion  30  and louver  14  rotate together when connected to one another. 
     Each louver  14  has a first lip  100  and a second lip  102 ; the first lip  100  is connected to and used for supporting a first flap  104 , and the second lip  102  is used for supporting a second flap  106 . The flaps  104 , 106  are used for providing control of the airflow through the apertures  12 . When the louvers  14  are in the closed position, the second flap  106  of one louver  14  is in contact with a first flap  104  of an adjacent louver  14 , best seen in  FIGS. 8A-8C . 
     Referring again to  FIGS. 5-8C and 14A-14B , extending through each louver  14  is a pair of wires  108  which function to control the coefficient of linear thermal expansion (CLTE) of the louvers  14 . Each wire  108  has an outer surface with a defined texture to provide a more secure connection between the wires  108  and the louver  14 . The textured surface may be a ribbed, knurled, ridged, or any other type of surface suitable for providing a proper “grip” between the wires  108  and louvers  14  as they are coextruded. 
     The actuator  24  is operable to control the movement of the connecting portions  30  through the use of the link mechanism  28  being connected to each drive pin  52 . The actuator  24  is operable to be actuated mechanically, hydraulically, electrically, through vacuum actuation, lost motion actuation, or by any other suitable method. The actuator  24  is controlled to move the connecting portions  30 , which rotate the louvers  14  such that the louvers  14  are opened to a desired position. The louvers  14  are operable to be positioned between the fully open position to maximize the amount of airflow through the apertures  12 , or to the fully closed position as shown in  FIGS. 3 and 4 , substantially reducing or eliminating air flow around the radiator, engine, and other components under the hood of a vehicle. 
     The actuator  24  is also operable to move the louvers  14  to positions between the fully open and fully closed positions as may be desired or selected, or required for optimum temperature control. The link mechanism  28 , the connecting portions  30 , and the louvers  14  are all connected such that they move substantially in unison. When looking at  FIGS. 3 and 4 , the louvers  14  are in the closed position. When the actuator  24  is actuated, the link mechanism  28  is moved upwardly, causing the drive pin  52  of each connecting portion  30  to rotate relative to the link mechanism  28 , and each of the pins  48  disposed in the upper mounting apertures  46  and the lower mounting apertures  54  rotate as well. Similarly, each of the pins  36  located in the recesses  38 , 42  of the respective outer walls  40 , 44  rotate as well. Because the link mechanism  28  is a solid member, this in turn rotates all of the louvers  14  substantially in unison. 
     As the vehicle travels, and the louvers  14  are in at least a partially open position, air flow passes through the apertures  12  and removes heat from the various components located behind the carrier  10 . In one particular embodiment, a radiator is disposed behind the carrier  10  such that when the louvers  14  are opened, air flow transfers heat away from the radiator, and the coolant flowing through the radiator is reduced in temperature. 
     If it is desired to reduce or substantially eliminate air flow around the various components of the engine (for the purpose of bringing the engine up to the desired temperature after a cold start), the actuator  24  is actuated to move the louvers  14  to the closed position, which then prevents air flow through the apertures  12 . 
     In one embodiment, the louvers  14  shown in  FIGS. 3-14B  are formed using a coextrusion process. The louvers  14  are made of a type of thermoplastic material such as, but not limited to, polypropylene (PP). The wires  108  are made of a metal (such as aluminum or steel), and the flaps  104 , 106  are made of a Thermoplastic Vulcanizates (TPV), but it is within the scope of the invention that other types of Thermoplastic Elastomers (TPE) may be used. The louvers  14  may optionally include a slip coat  109  (shown in  FIGS. 5-7B, 8A-8B, and 9-10 ). The slip coat  109  reduces the friction between the flaps  104 , 106 , limits binding between the louvers  14  from ice formation on the surface of the flaps  104 , 106 , and improves wear resistance to dirt and debris during cycling. 
     The louvers  14 , wires  108 , flaps  104 , 106 , and slip coat  109  are coextruded together, and each louver  14  is then cut to the desired length to fit the carrier  10  shown in  FIGS. 1-4 . However, it is within the scope of the invention that the louvers  14  may be cut to any desired length to fit any carrier, or to fit into any size aperture different from the apertures  12 . It is also within the scope of the invention that the louvers  14  may be used in other various locations which are part of a vehicle. 
     Part of the present invention includes the process for creating the louvers  14 . One step in the process involves extruding a louver blank used to form the louvers  14 , and another step in the process involves forming the ends  32 , 34  of the louvers  14 . In one embodiment, the louver blank used to form the louvers  14  is extruded using a dual durometer. As the louvers  14  are extruded into a louver blank and cut, in one embodiment a stamping process may be used to form each end  32 , 34  of each louver  14  and cut the louvers  14  to the desired length simultaneously. This provides the advantage over cutting the louvers  14  to the desired length, and then stamping the ends  32 , 34  as a separate operation. 
     The notch  80  and the apertures  78  are formed in the first end  32  as the louver  14  is cut to the desired length, and the pin  36  is formed in the second end  34  as the louver  14  is cut to the desired length. Cutting the louver blank and stamping the ends  32 , 34  simultaneously reduces the steps in the manufacturing process, and also allows for greater flexibility in the applications in which the louvers  14  are used since they may be cut to any desired length. In an alternative embodiment, as the second end  34  is formed on one louver  14 , the first end  32  may be formed on the subsequent louver  14  by using a single stamping die. 
     Additionally, because the louvers  14  are coextruded, the wires  108 , flaps  104 , 106 , and the slip coat  109  are formed as part of the louver  14  during the extrusion process, which eliminates the step of forming the flaps  104 , 106  and slip coat  109  as separate components and attaching the flaps  104 , 106  and slip coat  109  during separate manufacturing processes. Another advantage of coextruding the louvers  14  is that the louvers  14 , wires  108 , flaps  104 , 106 , and slip coat  109  are all cut to the same length simultaneously, which eliminates attempting to cut the louver  14 , flaps  104 , 106 , and the slip coat  109  to the same length and then assemble them together (which would require a tolerance to account for the louver  14 , flaps  104 , 106 , and slip coat  126  not being cut to exactly the same length). 
     Shown in  FIGS. 15A and 15B  is another embodiment of louvers, shown generally at  110 , which are operable with the carrier  10  to function as an integrated ducting system according to the present invention. The louvers  110  in this embodiment have a body portion  112  which is made of PP, but it is within the scope of the invention that other types of thermoplastics may be used. The body portion  112  includes a pair of hollow sections  114  and a central hollow section  116  to reduce the overall amount of material used. One of the hollow sections  114  is part of a first lip  118 , and another of the hollow sections  114  is part of a second lip  120 . Connected to the first lip  118  is a first or spring seal  122 , and connected to the second lip  120  is a second or reaction seal  124 . Each of the seals  122 , 124  are made of a TPV material in a similar manner as compared to the previous embodiment. 
     As with the previous embodiment, each of the seals  122 , 124  has a slip coat  126  which reduces the friction between the seals  122 , 124 , limits binding between the louvers  110  from ice formation on the surface of the seals  122 , 124 , and improves wear resistance to dirt and debris during cycling. 
     Also similar to the previous embodiment, there is a pair of wires  128  which function to control the coefficient of linear thermal expansion (CLTE) of the louvers  110 . Each wire  128  also has an outer surface with a defined texture to provide a more secure connection between the wires  128  and the louver  110  similar to the previous embodiment. 
     The body portion  112  of each louver  110  is coextruded with the seals  122 , 124 , the slip coat  126 , and the wires  128 . This allows all the components to be cut to any desired length, and may be used with the carrier  10 , or integrated with other automotive parts to provide desired cooling. The ends of the louvers  110  shown in  FIGS. 15A and 15B  may be shaped similar to the ends  32 , 34  of the louvers  14  of the previous embodiment, and be connected to connecting portions  30  for allowing the louvers  110  to pivot relative to the carrier  10  substantially in unison. 
     In can be seen in  FIGS. 15A and 15B  that the seals  122 , 124  are not identical. The first seal  122  includes a recessed portion  130  which surrounds the end of the first lip  118  and also has a flexible portion  132 . The slip coat  126  on the first seal  122  extends onto the flexible portion  132 , and selectively contacts the slip coat  126  coextruded to the second seal  124 . Essentially, the slip coat  126  coextruded to the second seal  124  functions at least in part as a contact surface or reaction surface to the flexible portion  132 . The second seal  124  also has a recessed portion  134  which is connected to the end of the second lip  120 ; the recessed portion  134  is formed with an elongated portion  136 , and the slip coat  126  coextruded with the second seal  124  covers the recessed portion  134  and the elongated portion  136 . 
     As the actuator  24  operates to move the link mechanism  28 , thereby rotating the louvers  110  substantially in unison, the slip coat  126  of both the first seal  122  and the second seal  124  contact each other when the louvers  110  are in the closed position. More specifically, the flexible portion  132  flexes and is positioned as shown in  FIG. 15B  when the louvers  110  are in the closed position and the first seal  122  is in contact with the second seal  124 . The flexible portion  132  is shown in phantom depicts the position of the flexible portion  132  when the first seal  122  is not in contact with the second seal  124 . The slip coat  126  along the elongated portion  136  of the second seal  124  contacts the slip coat  126  along the flexible portion  132  of the first seal  122  when the louvers  110  are in the closed position. 
     Referring now to  FIGS. 16A and 16B , louvers according to another embodiment of the preset invention are shown generally at  138 . Similar to the previous embodiment, the louvers  138  each have a body portion  140  made of a thermoplastic material, such as PP. However, this embodiment also includes a support member or support spine  142  for providing increased strength. The support spine  142  is made of metal, such as but not limited to steel or aluminum, and in addition to providing strength, the support spine  142  also functions to control the CLTE of the louvers  138  (essentially performing the same function as the wires  108 , 128  of the previous embodiments). 
     The louvers  138  of this embodiment also have a first seal  144  and a second seal  146 . The seals  144 , 146  are bulb-style seals, and are made of a TPV material, and each have a slip coat  148  for reducing friction and limiting binding between the louvers  138  when ice forms on the louvers  138 , also improving the resistance to wear and debris during cycling. 
     The first seal  144  includes a first rounded segment  150 , a first flat segment  152 , a second rounded segment  154 , and a second flat segment  156 . The second flat segment  156  functions as a contact surface for a first rounded segment  158  of the second seal  146  mounted on an adjacent louver  138 . The second seal  146  also includes a first flat segment  160 , a second rounded segment  162 , and a second flat segment  164 . The various segments  150 , 152 , 154 , 156  of the first seal  144  and the various segments  158 , 160 , 162 , 164  of the second seal  146  are flexible, and deflect when the louvers  138  are in the closed position, and the first rounded segment  158  of the second seal  146  is pressed against the second flat segment  156  of the first seal  144 . Each of the seals  144 , 146  include open sections  166  which help to reduce the amount of material used to produce the seals  144 , 146  and also increase the flexibility of the seals  144 , 146 . 
     The louvers  138  of this embodiment are also suitable for mounting in the apertures  12 , and may be cut to have ends similar to the first end  32  and second end  34  of the louvers  14  of the first embodiment. The louvers  138  of this embodiment may be cut to any length to be suited for use with any size aperture or location on a vehicle. Furthermore, because the body portion  140 , the support spine  142 , the seals  144 , 146 , and the slip coat  148  are all coextruded together, the construction of the louvers  138  is simplified and more efficient. 
     Another embodiment of a louver for use with the carrier  10  to create integrated active ducting is shown in  FIG. 17  generally at  168 . The louver  168  of this embodiment also has a body portion  170  and a support spine  172 . The body portion  170  and support spine  172  function in a similar manner to the previous embodiments, and are made of substantially the same materials, but the are shaped differently. The louvers  168  of this embodiment also include seals, but the seals of this embodiment are whisker-style seals. There is a first whisker-style seal  174  and a second whisker-style seal  176 . Each of the seals  174 , 176  includes an arcuate portion  178  which is bonded to the body portion  170 , and a flexible portion  180  integrally formed with the arcuate portion  178 . There is a slip coat  182  connected to each of the flexible portions  180  of the seals  174 , 176  which functions in a similar manner to the slip coats  126 , 148  described in the previous embodiments to reduce friction between the louvers  168 , limit the effect of ice formation on the surfaces of the seals  174 , 176 , as well as improve wear resistance to dirt and debris. 
     When the louvers  168  of this embodiment are in operation, each louver  168  is rotated between an open position and a closed position. When in the closed position, the flexible portions  180  of the respective seals  174 , 176  contact one another and deflect to prevent air flow between the louvers  168 . As with the previously described embodiments, the body portion  170 , support spine  172 , seals  174 , 176 , and slip coat  182  are all coextruded simultaneously to reduce manufacturing time, and increase efficiency. 
     It should be appreciated that all of the embodiments of the present invention provide the advantages of increased efficiency during manufacturing because of the use of coextrusion, and that the louvers  14 , 110 , 138 , 168  may be cut to any length to suit any size aperture for any vehicle. While the louvers  14 , 110 , 138 , 168  have been described for use with the carrier  10 , the louvers  14 , 110 , 138 , 168  may be used with other vehicle components as well. An example of this is shown in  FIG. 18 , where the louvers  14  of the first embodiment have been incorporated for use with a fascia  184 . The fascia  184  is connected to a vehicle support structure, such as a body-in-white (BIW) component or chassis. Referring to  FIG. 19 , the carrier  10  is shown as being connectable to the BIW structure  186 . However, it is within the scope of the invention that any of the louvers  14 , 110 , 138 , 168  may be connected to any structure as may be necessary so as to control air flow around various vehicle components, such as components in the engine compartment of a vehicle, and therefore control cooling. The louvers  14 , 110 , 138 , 168  may be incorporated into components such as, but not limited to, fenders, the hood, fascia, bumpers, ground effects, and the like. 
     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.