Patent Publication Number: US-2017361701-A1

Title: Shutter with track-guided louvers

Description:
TECHNICAL FIELD 
     The disclosure relates to a shutter assembly having track-guided louvers for controlling and directing an airstream. 
     BACKGROUND 
     A shutter is typically a solid and stable covering for an opening. A shutter frequently consists of a frame and louvers or slats mounted within the frame. 
     Louvers may be fixed, i.e., having a permanently set position with respect to the frame. Louvers may also be operable, i.e., adjustable with respect to the frame for permitting a desired amount of light, air, and/or liquid to pass from one side of the shutter to the other. Depending on the application and the construction of the frame, shutters can be mounted to fit within, or to overlap the opening. In addition to various functional purposes, particularly in architecture, shutters may also be employed for largely ornamental reasons. 
     In motor vehicles, a shutter may be employed to control and direct a stream of air to various vehicle compartments and/or subsystems. Particularly, a shutter may be positioned at the front of the vehicle and employed to cool a vehicle&#39;s powertrain, as well as enhance comfort of vehicle passengers. 
     SUMMARY 
     A shutter system for controlling a flow of an incident airstream through a grille opening in a vehicle includes a track arranged transverse to the airstream. The shutter system also includes a plurality of louvers configured to shift along the track and be guided thereby. The shutter system additionally includes a mechanism configured to select a position for the shutter system between and inclusive of fully-opened and fully-closed to regulate the flow of the incident airstream through the grille opening by shifting the plurality of louvers along the track. Each of the plurality of louvers is arranged along a plane transverse to the incident airstream and remains therein as the position of the shutter system is selected between and inclusive of fully-opened and fully-closed. 
     Each of the plurality of louvers may be positioned immediately adjacent to the grille opening when the shutter system is fully-closed. 
     Each of the plurality of louvers may be directly connected to at least one of the remaining plurality of louvers, and be configured to slide relative to the track and to every other one of the plurality of louvers. 
     Each of the plurality of louvers may partially overlap at least one adjacent louver when the shutter system is fully-closed to thereby provide a seamless blockage of the grille opening. 
     Each of the plurality of louvers may be connected either to at least one of the remaining plurality of louvers or to the track via a J-hook interlock. 
     Each of the plurality of louvers may include a feature configured to provide a sliding connection either to at least one of the remaining plurality of louvers or to the track. 
     The mechanism may include an electric motor and a cable together configured to shift the plurality of louvers along the track. 
     The shutter system may also include a controller configured to regulate the mechanism. 
     The vehicle may include an internal combustion engine and the controller may be configured to regulate the mechanism according to a load on the engine. 
     The engine may be cooled by a fluid circulated through a heat exchanger. In such a case, the vehicle may include a sensor configured to detect a temperature of the fluid and communicate the detected temperature to the controller. Furthermore, the controller may be configured to regulate the mechanism to cool the fluid circulated through the heat exchanger according to the detected temperature of the fluid. 
     The vehicle may include a bumper beam. Each of the plurality of louvers may be juxtaposed with the remaining plurality of louvers and arranged behind, such as concealed by the bumper beam when the shutter system is fully-opened. 
     A vehicle employing the shutter system described above is also disclosed. 
     The above features and advantages, and other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the embodiment(s) and best mode(s) for carrying out the described disclosure when taken in connection with the accompanying drawings and appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic side view of a shutter system according to the disclosure, the shutter system being depicted in a fully-closed state. 
         FIG. 2  is an alternative embodiment of the shutter system shown in  FIG. 1 , according to the disclosure. 
         FIG. 3  is a schematic partial side view of a vehicle having the shutter system shown in  FIG. 1 , the shutter system depicted in a partially closed state. 
         FIG. 4  is a schematic partial side view of a vehicle having the shutter system shown in  FIG. 1 , the shutter system depicted in a fully-opened state. 
         FIG. 5  is a schematic perspective view of the shutter system shown in  FIGS. 1-3 , the shutter system depicted in the fully-closed state. 
     
    
    
     DETAILED DESCRIPTION 
     Referring to the drawings, wherein like reference numbers refer to like components,  FIG. 1  shows a shutter system  10 . Generally, in the Figures, arrangement of the shutter system  10  is depicted with respect to a coordinate system defined by X-Y-Z axes, wherein the X and Y axes together define a horizontal plane P 1 , and the Z axis defines a vertical direction that is generally perpendicular to the horizontal plane. Although the shutter system  10  can be employed in automotive, as well as other fields, such as in the building and construction industry, for representative purposes, the present disclosure will concentrate on its automotive applications. 
     As shown in  FIG. 1 , the shutter system  10  includes a plurality of louvers, herein shown as having four individual louver elements  12 A,  12 B,  12 C, and  12 D, but the number of louvers may either be fewer or greater. Each louver  12 A-D is characterized by a respective louver face  14 A-D and a longitudinal axis Y. The individual louver elements  12 A,  12 B,  12 C, and  12 D can be substantially identical in all respects, including the dimensions of respective louver faces  14 A-D. The shutter system  10  also includes parallel tracks  16 A and  16 B generally arranged in a plane P 2  that can be transverse or nearly transverse to the horizontal plane P 1 , e.g., generally parallel or at some acute angle to the vertical axis Z. The louvers  12 A-D are arranged to shift along the tracks  16 A,  16 B and are also guided thereby. Owing to the fact that the louvers  12 A-D are arranged on the tracks  16 A,  16 B, the louvers are also configured to shift along the plane P 2 , hereinafter referred to as the shutter plane. Each louver  12 A-D is moveably connected to the remaining louvers, and is also configured to shift along the tracks  16 A,  16 B such that each louver remains situated along the shutter plane P 2  in every respective position. The shutter system  10  also includes a mechanism  18  configured to select a position for the shutter system between and inclusive of fully-opened and fully-closed by shifting the plurality of louvers along the tracks  16 A,  16 B. 
     The mechanism  18  may include an electric motor  20 , one or more cables  22 , and a respective pulley  24  for each cable. The electric motor  20 , the cable(s)  22 , and the pulley(s)  24  can be together configured to shift the plurality of louvers  12 A-D along the tracks  16 A,  16 B. Although not shown, the mechanism  18  may also include a geartrain and various levers operatively connected to the electric motor  20  for transmitting torque therefrom for shifting the plurality of louvers  12 A-D along the tracks  16 A,  16 B. The mechanism  18  may be configured to shift the louvers  12 A-D in tandem, i.e., substantially in unison, or in some predetermined order and at some predetermined rate for each individual louver relative to the tracks  16 A,  16 B. 
     The mechanism  18  acts to select the desired position for the shutter system  10  when activated by an external controller, such as will be discussed in detail below. As shown in  FIGS. 1-4 , each of the plurality of louvers  12 A-D remains arranged along the shutter plane P 2  as the shutter system  10  is shifted between and inclusive of the fully-opened and fully-closed positions. Each of the plurality of louvers  12 A-D can be directly connected to at least one of the remaining plurality of louvers and be configured to slide relative to the tracks  16 A,  16 B and to every other one of the plurality of louvers. As shown in  FIGS. 1 and 4 , each of the plurality of louvers  12 A-D partially overlaps at least one adjacent louver when the shutter system  10  is fully-closed. 
     As shown in  FIG. 1 , to provide an interconnection between the plurality of louvers  12 A-D, each louver can be connected to at least one of the remaining plurality of louvers via an interlock  26  having a J-hook  26 - 1  and a channel  26 - 2 . Each J-hook  26 - 1  is configured to extend into the channel  26 - 2  to thereby interlock two adjacent louvers of the shutter system  10 . Additionally, each of the plurality of louvers  12 A-D can include a first feature  30 A configured to provide a sliding connection to the first track  16 A and a second feature  30 B configured to provide a sliding connection to the second track  16 B. Each of the first and second features  30 A,  30 B can include a respective projection or a roller having a dedicated bearing surface for reduced friction movement of the louvers  12 A-D relative to the tracks  16 A,  16 B. 
     In an alternative embodiment shown in  FIG. 2 , the interlock  26  can provide an interconnection between the plurality of louvers  12 A-D and the first and second tracks  16 A,  16 B. More specifically, each of the first and second tracks  16 A,  16 B can include the channel  26 - 2 , while the J-hook  26 - 1  of each louver  12 A-D can extend directly to the respective channels in the first and second tracks. As shown, in such an embodiment the first and second features  30 A,  30 B can be configured to provide a sliding connection directly between adjacent louvers  12 A-D. Additionally, although not specifically shown, each louver  12 A-D can employ more than one J-hook  26 - 1  for engaging each of the first and second tracks  16 A,  16 B. In such a case, two or more J-hooks  26 - 1  extending to each of the first and second tracks  16 A,  16 B can be spaced apart from each other along the Z axis for enhanced stability of the respective louver. Overall, the alternative embodiment can permit a reduced thickness of each individual louver  12 A-D and thus generate further reduction in the overall packaging of the shutter system  10  along the longitudinal axis Y. 
       FIGS. 3 and 4  depict the shutter system  10  incorporated inside a vehicle  40 . The vehicle  40  includes a vehicle body  42  having a front end  44  configured to face an incident airstream  46  when the vehicle is in motion relative to a road surface (not shown). The front end  44  defines a grille opening  50 , which may include a mesh or other guard against airborne debris. The shutter system  10  may be positioned behind the grille opening  50 . As shown, the tracks  16 A and  16 B are arranged generally vertical with respect to the road surface and transverse to the incident airstream  46 . As employed herein, the term “transverse” is intended to denote a direction that is cross-wise, i.e., not parallel, to the direction of incident airstream  46 , and can be substantially perpendicular thereto. The tracks  16 A and  16 B can be positioned immediately adjacent to the grille opening  50 , such that the plurality of louvers  12 A-D is also shifted immediately adjacent to the grille opening. 
     The mechanism  18  is configured to select a position for the shutter system  10  between and inclusive of fully-opened and fully-closed to regulate the flow of the incident airstream  46  through the grille opening  50  by shifting the plurality of louvers  12 A-D along the tracks  16 A,  16 B. As is shown in  FIGS. 1-4 , each of the plurality of louvers  12 A-D being positioned along the shutter plane P 2 , is arranged transverse to the incident airstream  46 , and remains therein as the position of the shutter system  10  is selected between and inclusive of fully-opened and fully-closed. As shown in  FIGS. 1, 2, and 4 , because each of the plurality of louvers  12 A-D partially overlaps an adjacent louver when the shutter system  10  is fully-closed, the shutter system provides a seamless blockage of the grille opening  50 . 
     The vehicle  40  includes an internal combustion engine  52 . As shown, the vehicle  40  includes an air-to-fluid heat exchanger  54 , i.e., a radiator, for circulating a cooling fluid, shown by arrows  56  and  58 , such as water or a specially formulated coolant, for cooling the engine  52 . The heat exchanger  54  is positioned behind the grille opening  50  and behind the shutter system  10  for protection of the heat exchanger from various road- and air-borne debris. The heat exchanger  54  may also be positioned in any other location, such as behind a passenger compartment, if, for example, the vehicle has a rear or a mid-engine configuration, as understood by those skilled in the art. 
     A fan  60  is positioned behind the heat exchanger  54 . The fan  60  may be driven either electrically, or mechanically, directly by the engine  52 . The vehicle  40  also includes a controller  64  configured to regulate mechanism  18  for selecting the desired position of the shutter system  10 . The controller  64  may include a central processing unit (CPU) configured to regulate operation of the engine  52 , as well as other vehicle systems, such as the fan  60 , or a dedicated controller for regulating operation of the shutter system  10 . In order to appropriately control operation of the shutter system  10 , the controller  64  includes a memory, at least some of which is tangible and non-transitory. The memory may be any recordable medium that participates in providing computer-readable data or process instructions. Such a medium may take many forms, including but not limited to non-volatile media and volatile media. 
     Non-volatile media for the controller  64  may include, for example, optical or magnetic disks and other persistent memory. Volatile media may include, for example, dynamic random access memory (DRAM), which may constitute a main memory. Such instructions may be transmitted by one or more transmission medium, including coaxial cables, copper wire and fiber optics, including the wires that comprise a system bus coupled to a processor of a computer. Memory of the controller  64  may also include a floppy disk, a flexible disk, hard disk, magnetic tape, any other magnetic medium, a CD-ROM, DVD, any other optical medium, etc. The controller  64  can be configured or equipped with other required computer hardware, such as a high-speed clock, requisite Analog-to-Digital (A/D) and/or Digital-to-Analog (D/A) circuitry, any necessary input/output circuitry and devices (I/O), as well as appropriate signal conditioning and/or buffer circuitry. Any algorithms required by the controller  64  or accessible thereby may be stored in the memory and automatically executed to provide the required functionality. 
     The vehicle  40  additionally includes a coolant sensor  66  configured to detect a temperature of the coolant. The controller  64  is programmed to regulate the mechanism  18  according to a load on the engine  52  and, correspondingly, on the temperature of the coolant detected by sensor  66 . Generally, the temperature of the coolant is increased due to the heat produced by the engine  52  under load. As known by those skilled in the art, a load on the engine is typically dependent on operating conditions imposed on the vehicle  40 , such as going up a hill and/or pulling a trailer. The load on the engine  52  generally drives up internal temperature of the engine, which in turn necessitates cooling of the engine for desired performance and reliability. 
     The coolant is routed inside the engine  52  in order to most effectively remove heat from critical engine components, such as bearings (not shown, but known by those skilled in the art). Typically, the employed coolant is continuously circulated by a fluid pump (not shown) between the engine  52  and the heat exchanger  54 . In a moving vehicle, the incident airstream  46  at ambient temperature and traveling at a certain velocity with respect to the vehicle penetrates the vehicle&#39;s grille opening  50 . When the shutter system  10  is open, the incident airstream  46  penetrates the shutter plane P 2  of the louvers  12 A-D before coming into contact with the heat exchanger  54 . As the airstream  46  reaches the heat exchanger  54 , the coolant temperature inside the heat exchanger is reduced before the coolant is returned to the engine  52 , to thereby cool the engine. 
     Accordingly, the controller  64  can be configured to regulate the mechanism  18  and adjust position of the plurality of louvers  12 A-D to remove heat energy from the coolant circulated through the heat exchanger  54  according to the temperature detected by sensor  66 . For example, the controller  64  can be programmed to select the fully-opened position for the shutter system  10  when the sensor  66  detects a temperature of the coolant exceeding a predetermined value. On the other hand, the controller  64  can be programmed to select the fully-closed position for the shutter system  10  when the sensor  66  detects a temperature of the coolant below a predetermined value, such as during a cold start of the engine  52  at below freezing ambient conditions. 
     At elevated road speeds, efficiency of a typical vehicle is impacted by the vehicle&#39;s aerodynamics. The controller  64  can also be configured to regulate the mechanism  18  in response to road speed of the vehicle  40 . The road speed of the vehicle  40  can be detected via speed sensors  68 , such by detecting rotating speeds of individual road wheels (not shown). For example, the controller  64  can be programmed to select the fully-closed position for the shutter system  10  when the sensors  68  detect a road speed of the vehicle  40  exceeding a predetermined value, thus reducing aerodynamic resistance of the vehicle. The controller  64  can also be programmed to select an intermediate position between the fully-opened and the fully-closed positions for the shutter system  10  when the vehicle  40  is operating below such a predetermined value of the road speed. Such an intermediate position for the shutter system  10  can be selected based on the desired cooling of the engine  52 , while simultaneously maximizing overall efficiency of the vehicle  40  by enhancing the vehicle&#39;s aerodynamics. 
     As shown in  FIGS. 3 and 4 , the vehicle  40  additionally includes a bumper beam  70  positioned at the front end  44 . As understood by those skilled in the art, the bumper beam  70  is a force-absorption element mounted to the vehicle body  42 . As shown, the bumper beam  70  is positioned ahead of the heat exchanger  54 , i.e., such that the airstream  46  contacts the bumper beam prior to reaching the heat exchanger. When the shutter system  10  is fully-opened, as shown in  FIG. 4 , each of the plurality of louvers  12 A-D can be juxtaposed, i.e., positioned side by side, with the remaining plurality of louvers. Furthermore, thus juxtaposed the plurality of louvers  12 A-D can also be deposited behind and thereby substantially concealed by the bumper beam  70 . Accordingly, the shutter system  10  can be configured such that when the shutter system is fully-opened, none of the louvers  12 A-D interfere with the passage of the incident airstream  46  to the heat exchanger  54 . Because the louvers  12 A-D can be positioned adjacent one another, the overall thickness of the shutter system  10  in its fully-opened state is determined principally by the thickness of the respective louvers. As a result, the shutter system  10  facilitates packaging that is more compact than permitted by typical rotating louver shutters, which are not illustrated in the Figures, but known to those skilled in the art, and can be positioned directly behind the grille opening  50  and immediately in front of the heat exchanger  54 . While, primarily for clarity of the shutter system  10  details, the figures depict what may be seen as exaggerated thicknesses of louvers  12 A-D, in practice, the thickness of individual louvers can be selected based on specific packaging requirements of the vehicle  40 . 
     When the shutter system  10  is fully-closed, as depicted in  FIGS. 1, 2, and 4 , the louver faces  14 A-D become lined up along and disposed substantially parallel to the tracks  16 A,  16 B, thus forming a plane of closed louvers. In the fully-closed position of the shutter system  10 , each of the louvers  12 A-D partially overlaps an adjacent louver to thereby provide a seamless blockage of the airstream  46  at the grille opening  50 . A fully-closed shutter system  10  provides optimized aerodynamics for vehicle  40  when engine cooling through the grille opening  50  is not required. On the other hand, when the shutter system  10  is fully-opened, as shown in  FIG. 4 , each louver  12 A-D is shifted to a position behind the bumper beam  70 , thus unrestricting access of the airstream  46  through the shutter plane P 2 . Thus, a fully-opened shutter system  10  is configured to permit a generally unfettered passage of the airstream  46  through the shutter plane P 2 . 
     The shutter system  10  may also be regulated by controller  64  to variably restrict access of the oncoming airstream  46  to heat exchanger  54 , by shifting louvers  12 A-D to an intermediate position, where, as shown in  FIG. 3 , the louvers are partially closed. An appropriate intermediate position of louvers  12 A-D is selected by the controller  64  according to a programmed algorithm to thereby affect the desired cooling of the engine  52 . Such an algorithm can be generated based on empirical data or a mathematical model correlating position of the louvers  12 A-D with cooling requirements of the engine  52 . 
     The detailed description and the drawings or figures are supportive and descriptive of the disclosure, but the scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed disclosure have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims. Furthermore, the embodiments shown in the drawings or the characteristics of various embodiments mentioned in the present description are not necessarily to be understood as embodiments independent of each other. Rather, it is possible that each of the characteristics described in one of the examples of an embodiment can be combined with one or a plurality of other desired characteristics from other embodiments, resulting in other embodiments not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the framework of the scope of the appended claims.