Vehicle front structure

Abstract

A vehicle front structure comprising a louvre unit (104) comprising adjustable vanes (204, 202; 302; 402) arranged to receive airflow to control the supply of air through the louvre unit towards at least one vehicle component. An air duct (108; 304) extending in a rearward direction from a front of the vehicle, the air duct comprising an inlet (206) and an outlet. In a first state of the louvre unit, the first vanes are configured in a closed state to thereby reduce the supply of air through the louvre unit and allow airflow through the inlet of the air duct. In a second state of the louvre unit, the first vanes are configured in an open state to increase the supply of air through the louvre unit and close the inlet of the air duct.

Description

Technical Field

[0001] This invention relates to a vehicle front structure including louvers. Background Technology

[0002] Vehicles typically include a grille that allows air to enter the front of the vehicle. Air passes through louvers before reaching a radiator, for example, where a radiator is located to cool the vehicle's engine. To increase airflow to the radiator when the louvers are open, air deflectors can be arranged to direct air toward the louvers. Additionally, when the louvers are closed, the air deflectors can help reduce air leakage through the louvers and into the vehicle's engine compartment.

[0003] When controlling airflow through louvers, the aerodynamics of the airflow around the vehicle are affected depending on the louver's position. For example, when the louvers are closed—typically when the vehicle doesn't need cooling—very little or no airflow is allowed through them, and aerodynamic drag on the vehicle is largely reduced due to cooling and reduced airflow through the engine compartment. However, this results in a strong pressure buildup in the front of the vehicle, in front of the louvers, which can create separation zones as the blocked air attempts to realign with the outside airflow. Unfortunately, this leads to, for example, increased fuel consumption and CO2 emissions. To reduce these separation zones, ducts are typically introduced to vent high-pressure air to lower-pressure areas.

[0004] WO2017 / 037251 describes a vehicle that includes a heat exchanger cooled by cooling air introduced through an inlet via cooling ducts. The airflow through the inlet is controlled by a grille-louver system. The air ducts are separately arranged from the cooling ducts and are designed to reduce aerodynamic drag on the vehicle.

[0005] However, the cooling performance of the heat exchanger is affected by the presence of the air ducts described in WO2017 / 037251. A portion of the airflow will be directed through the air ducts, otherwise that airflow might have been used to cool the heat exchanger.

[0006] Therefore, there appears to be room for improvement in controlling airflow at the front of the vehicle. Summary of the Invention

[0007] In view of the above-mentioned prior art, one object of the present invention is to provide a vehicle front structure that provides airflow for controlling at least maintained cooling performance for vehicle components and reduced drag on the vehicle front structure.

[0008] According to a first aspect of the invention, a vehicle front structure is provided, comprising: a louver unit including adjustable vanes arranged to receive airflow and control the supply of air through the louver unit toward at least one vehicle component for cooling the vehicle component when the vehicle is moving; and an air duct extending rearward from the front of the vehicle, the air duct including an outlet and an inlet at the front of the vehicle, wherein the inlet is arranged adjacent to a first vane of the louver unit such that, in a first state of the louver unit, the first vane is configured to be closed to thereby reduce the supply of air through the louver unit and allow airflow through the inlet of the air duct, and in a second state of the louver unit, the first vane is configured to be open to thereby increase the supply of air through the louver unit and close the inlet of the air duct to thereby at least partially block the airflow through the air duct.

[0009] This invention is based on the understanding that one of the vanes in a louver unit can be used as a dual-function vane to control the airflow through the louver unit and the airflow through the air duct, which is intended to reduce aerodynamic drag. The arrangement of the first vane as a dual-function vane allows for the synchronous control of closing the air duct when the louver unit is open and opening the air duct when the louver unit is closed.

[0010] Therefore, the present invention provides advantages related to reduced aerodynamic drag, reduced CO2 emissions, and improved cooling performance for vehicle components. Furthermore, since the first vane is configured as a dual-function vane—serving both as a vane for the louver unit function and for opening and closing the air duct—it facilitates encapsulation in the vehicle's front structure because no additional hardware is required to control airflow through the air duct.

[0011] The louver unit generally includes vanes to control airflow and redirect it toward vehicle components requiring cooling. The vanes may have a relatively planar shape and be rotatable to close or open the inlets of the louver unit through which air flows toward the vehicle components. Thus, the vanes can, for example, block or allow airflow through the louver unit by rotational movement of the vanes. The vanes may have a cross-section in a plane perpendicular to the direction of airflow, in which the length in a first direction is substantially greater than the length in a second direction.

[0012] In the second state of the louver unit, when air is allowed to pass through the louver unit, the vanes are rotated such that the narrower dimension (i.e., in the second direction of the vanes) is substantially perpendicular to the airflow and the vanes do not overlap each other.

[0013] In the first state, the blades are rotated such that the narrower dimension (i.e., in the second direction of the blades) is substantially parallel to the airflow, and the blades partially overlap each other.

[0014] The at least one vehicle component may include a cooling device.

[0015] Cooling devices are generally used to supply cooling fluid or cooled fluid to a vehicle's engine or other areas (such as air conditioning). For example, in one possible cooling device, the cooling fluid exchanges heat with the engine, and the heated fluid returns to the cooling device, where it is cooled by inflow or air through louvers. Cooling devices can generally be referred to as radiators for cooling vehicle engines.

[0016] Another possible vehicle component is an energy storage device, such as a battery pack. A battery pack may heat up when discharging to provide current to other systems in the vehicle, and therefore may require cooling. Similarly, when the battery pack is being charged, it may heat up and require cooling. The battery pack can, for example, be configured to provide power to the powertrain of an electric or hybrid vehicle.

[0017] In the first state of the louver unit, the vanes are arranged to reduce airflow through the louver unit toward the vehicle components. Reducing airflow includes blocking airflow. However, due to mismatch or other tolerances in the vanes during manufacturing, some air may still slip through the louver unit. Thus, the airflow in the first state is at least reduced compared to the second state. In the first state, at least part of the airflow is diverted into the air duct.

[0018] Therefore, in the second state, the vanes are arranged to allow airflow through the louver unit toward the vehicle components. The louver unit is thus in the open state. Consequently, compared to the first state, the airflow through the louver unit toward the vehicle components increases.

[0019] The vanes can be made of relatively rigid materials, such as materials including polymers, like plastics. Softer plastics or rubbers can be arranged along the edges of the vanes to better seal against adjacent vanes when the louver unit is closed.

[0020] In some embodiments of the invention, the first vane may be configured to redirect air from the closed inlet of the air duct toward the vehicle components when the first vane is in the open state. Thus, air that would otherwise flow through the air duct toward the vehicle components is redirected. In this way, airflow toward the vehicle components is further increased in the second state of the louver unit, and cooling performance is improved.

[0021] According to various embodiments, the first vane can be configured to redirect air from the louver unit toward the air duct inlet when the first vane is closed. Thus, air is redirected from the closed louvers by the first vane and enters the air duct. This further reduces aerodynamic drag on the vehicle's front structure, and consequently reduces fuel consumption and CO2 emissions.

[0022] According to various embodiments, the first vane may include a convex surface on a first side facing the airflow when the first vane is in the closed state. This convex surface advantageously redirects air into an air duct.

[0023] According to various embodiments, the surface of the first wing on the second side facing the airflow in the open state of the first wing includes an S-shaped cross-section. The S-shaped surface portion advantageously provides a redirection of air from the air duct inlet toward the louver unit and ultimately to the vehicle components.

[0024] According to various embodiments, when the louver unit transitions from one of the first state and the second state to the other of the first state and the second state, the first slat can rotate through a larger rotation angle than the other slats of the louver unit. Thus, compared to the other slats of the louver unit, the first slat rotates further to more effectively block the inlet of the air duct arranged adjacent to the first slat, while simultaneously increasing the airflow into the louver unit.

[0025] The first louver can take several forms, and in several possible embodiments, the first louver may be asymmetrical. The asymmetry may lie in the cross-section of the plane separating the first and second sides of the first louver. The first and second sides are arranged to redirect airflow in different states of the louver unit.

[0026] In various embodiments, the first vane may include two portions on each side of the rotation center of the first vane. In a first state, the first portion of the first vane is configured to reduce the air supply through the louver unit and allow airflow through the inlet of the air duct, and the second portion of the first vane is at least partially arranged in the air duct along the airflow direction to allow airflow through the inlet of the air duct. In a second state, the first portion is configured to increase the air supply through the louver unit, and the second portion is configured to at least partially block the airflow through the air duct. Thus, the first vane may advantageously include two portions arranged with respect to each other at a certain turning angle. This provides an advantageous way to control the airflow through the air duct.

[0027] A louver unit may include multiple slats, wherein the first slat has a shape that differs from the shapes of the other slats.

[0028] The louvers other than the first louver can have various forms and are not limited to a specific form, as long as they are used to open and close the flow of air through the louver unit.

[0029] The first slat can be the top slat of a louver, and the outlet of the air duct is arranged to guide air into the vehicle's hood. The top slat can be the uppermost slat of the louver unit, thus the air duct is an upper air duct.

[0030] In other embodiments, the first slat can be the bottom slat of a louver, and the outlet of the air duct is arranged to direct air downwards from the vehicle. Thus, the bottom slat can be the lowest slat of the louver unit, and the air duct can be a lower air duct.

[0031] In some embodiments, the louver unit includes both a top flap and a bottom flap, and thus also includes a lower air duct and an upper air duct.

[0032] According to the concept of the present invention, a vehicle including a front structure is also provided.

[0033] According to a second aspect of the invention, a method is provided for controlling the supply of air through a louver unit toward at least one vehicle component and for controlling airflow through an air duct extending in a rearward direction from the front of the vehicle, the air duct including an inlet arranged adjacent to a first slat of the louver unit, the method comprising the steps of: controlling the louver in a first state, in which the first slat reduces the supply of air through the louver unit and allows airflow through the inlet of the air duct; and controlling the louver in a second state, in which the first slat is in an open state to thereby increase the supply of air through the louver unit, and simultaneously closes the inlet of the air duct to thereby at least partially block the airflow through the air duct.

[0034] The effects and features of the second aspect of the invention are largely similar to those described above in conjunction with the first aspect of the invention.

[0035] In summary, the present invention relates to a vehicle front structure comprising: a louver unit including adjustable vanes arranged to receive airflow to control the supply of air through the louver unit toward at least one vehicle component; and an air duct extending rearward from the front of the vehicle, the air duct including an inlet and an outlet. In a first state of the louver unit, a first vane is configured to be in a closed state to thereby reduce the supply of air through the louver unit and allow airflow through the inlet of the air duct. In a second state of the louver unit, the first vane is configured to be in an open state to increase the supply of air through the louver unit and close the inlet of the air duct.

[0036] Further features and advantages of the invention will become apparent when examined in conjunction with the appended claims and the following description. Those skilled in the art will recognize that different features of the invention can be combined to create embodiments other than those described below, without departing from the scope of the invention. Attached Figure Description

[0037] These and other aspects of the invention will now be described in more detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the invention, wherein:

[0038] Figure 1 A vehicle is conceptually illustrated including a front structure according to an exemplary embodiment of the invention;

[0039] Figure 2a A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is shown conceptually, wherein the louver unit is in a first state;

[0040] Figure 2b A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is conceptually shown, wherein the louver unit is in a second state;

[0041] Figure 2c A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is shown conceptually, wherein the louver unit is in a first state;

[0042] Figure 3a A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is shown conceptually, wherein the louver unit is in a first state;

[0043] Figure 3b A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is conceptually shown, wherein the louver unit is in a second state;

[0044] Figure 4a A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is conceptually shown, wherein the louver unit is in a second state;

[0045] Figure 4b A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is conceptually shown, wherein the louver unit is in an intermediate state between a first state and a second state;

[0046] Figure 4c A partial front view of a vehicle front structure according to an exemplary embodiment of the present invention is shown conceptually, wherein the louver unit is in a first state;

[0047] Figure 5a A conceptual top view of a vehicle front structure according to an exemplary embodiment of the present invention is shown, wherein the louver unit is in a second state;

[0048] Figure 5b A conceptual top view of a vehicle front structure according to an exemplary embodiment of the invention is shown, wherein the louver units are in a second state; and

[0049] Figure 6 This is a flowchart of the method steps according to an embodiment of the present invention. Detailed Implementation

[0050] In this specific embodiment, various embodiments of the system and method according to the invention are described primarily with reference to automobile vehicles. However, the invention can also be used with any other type of vehicle having louvers, such as trucks or buses. Thus, the invention can be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness and to fully convey the scope of the invention to those skilled in the art. Similar reference numerals always refer to similar elements.

[0051] Figure 1 A vehicle 100 is shown, including a front structure 102. The vehicle includes vehicle components that require cooling at least occasionally. In this example embodiment, the vehicle component is a cooling device 106 arranged in the front structure 102. The cooling device 106 (e.g., a radiator) is generally used to cool the engine or other areas (e.g., the air conditioning function of the vehicle 100) by providing cooled fluid to the vehicle engine (or other areas).

[0052] In one possible implementation, the engine exchanges heat with the cooling fluid, thereby returning the heated cooling fluid to the cooling unit 106. In the cooling unit 106, the cooling fluid is cooled again, and this cooling is accomplished at least in part by an airflow from the vehicle in the forward direction. This airflow is generated when the vehicle 100 is in motion.

[0053] In front of the cooling unit 110, in the forward direction of the vehicle 100, a louver unit 104 is arranged to control the airflow from the forward direction and supplied to the cooling unit 106. The louver unit 104 may, for example, at least partially block airflow to the cooling unit 106, or allow airflow through the louver unit 104 and toward the cooling unit 106. The louver unit 104 includes vanes arranged to redirect airflow, for example, blocking or allowing airflow to the cooling unit 106, or continuously regulating the airflow to the cooling unit 106. The vanes are rotatable about an axis for blocking or allowing airflow through the louver unit 104.

[0054] A grille (not shown) may be provided in front of the louver unit 104, which is breathable to allow airflow to reach the louver unit 104.

[0055] Figure 2a A perspective sectional view of a vehicle front structure 200 according to an embodiment of the present invention is shown schematically. (As per...) Figure 1 The louver unit 104 is arranged behind a grille (not shown) arranged in the front grille opening 203. Figure 2a In the middle, the louver unit 104 is in its first state.

[0056] The louver unit 104 includes an adjustable slat 204 (only one is numbered) and a first slat, which is here also a rotatably adjustable top slat 202. Slats 202 and 204 are arranged to receive airflow when the vehicle is moving. Adjustment of slats 202 and 204 includes rotating slats 202 and 204 about their respective axes of rotation, such that slats 202 and 204 rotate with their widest side facing the airflow or rotate with their widest side perpendicular to the airflow. Figure 2a In this first state, the fins 202 and 204 face their wide sides forward, thereby at least partially preventing airflow through the louver unit 104 and to the radiator 106. The fins 204 and 202 partially overlap in this first state of the louver unit 104.

[0057] Therefore, the top slat 202 and the other slat 204 are closed to reduce or even block the supply of air through the louver unit 104.

[0058] Adjacent to the top fin 202 is the inlet 206 of the air duct 208. The air duct 208 is configured to allow airflow from the inlet 206 in the forward direction facing the vehicle to flow in the rearward direction. In this first state of the louver unit 104, the airflow is guided by the air duct 208 to the outlet 210 near the hood 108 of the vehicle. The air duct 208 is arranged to reduce pressure buildup in the front structure of the vehicle to reduce aerodynamic drag.

[0059] In the first state of the louver unit 104 and the closed state of the top slat 202, the top slat 202 can be further configured to redirect airflow from the louver unit 104 to the inlet 206 of the air duct 208. In the first state of the louver unit and the closed state of the top slat 202, the surface of the first side 212 of the slat 202 facing the airflow is convex. Thus, the airflow is redirected by the convex first side 212 of the top slat 202 into the air duct 208, which guides the airflow to the outlet 210 above the vehicle hood 108. In the second state of the louver unit 104, the first side 212 faces into the air duct 208.

[0060] The shape of the other slat 204 can take various forms within the scope of this disclosure. For example, slat 204 may include two surface portions 215 and 216 facing the airflow in the first state of the louver unit 104. The two surface portions may be angled relative to each other, such that a ridge 218 is formed along the longitudinal extension of slat 204.

[0061] Figure 2b schematically shown Figure 2a The vehicle front structure 200 shown has the louver unit 104 in a second state. In this second state, the top slat 202 and the other slat 204 are open to increase the air supply through the louver unit 104 and toward the radiator 106. The slat 204 has been rotated so that its wide side is now facing upwards. The slat 204 has been rotated approximately 90 degrees.

[0062] The top fin 202 has also been rotated to its orientation to block the inlet 206 of the air duct 208, thereby at least partially blocking airflow through the duct 208. The top fin 202 is configured such that when the top fin 202 is in a position as Figure 2b When in the open state, air is redirected from the closed inlet 206 of the air duct 208 toward the vehicle component (here, the radiator 106).

[0063] According to one embodiment, in order to improve airflow direction via the top slats, the second side 205 of the top slats 202 can be generally S-shaped. In the first state of the louver unit, the second side 205 flows away from the airflow.

[0064] Similar to wing 204, top wing 202 has also been rotated to transition from a closed state to an open state. However, top wing 202 has been rotated by a larger angle to close inlet 206. Top wing 202 may need to rotate at least 100 degrees between its closed and open states.

[0065] exist Figures 2a-2bIn the figures and other accompanying drawings of this application, duct 208 is shown with its outlet 210 located at the front of shroud 108. This is shown for illustrative purposes, and in other possible embodiments, the air duct may direct air to the middle portion of shroud 108, such as near the center of shroud 108 or near the rear of shroud 108. Figure 2c An example is shown in which an air duct 208 has its outlet 210 passing through a cover 108.

[0066] Figure 3a A cross-sectional side view of a vehicle front structure 300 according to a further embodiment of the present invention is shown. The vehicle front structure 300 includes, as referenced... Figures 2a-2b The top fin 202, air duct 208, and radiator 106 are described.

[0067] Additionally, another first winglet, arranged as the bottom winglet 302, is positioned adjacent to the lower air duct 308. The lower air duct 308 is arranged to direct air downwards from the vehicle.

[0068] exist Figure 3a In the first state of the louver unit 306 shown, the top fins are configured to be closed to thereby reduce the air supply through the louver unit 304 and allow airflow through the inlet of the upper air duct 208, as shown in the reference. Figures 2a-2b As described. Similarly, the bottom fins are configured to be in a closed state to thereby reduce the air supply through the louver unit and allow airflow through the inlet of the bottom air duct 308.

[0069] exist Figure 3b In the second state of the louver unit 306 shown, the top flap 202 is configured to be open to increase the air supply through the louver unit and to close the inlet of the upper air duct 208 to at least partially block the airflow through the air duct 208. Similarly, the bottom flap 202 is configured to be open to increase the air supply through the louver unit and to close the inlet of the bottom air duct 308 to at least partially block the airflow through the air duct 308.

[0070] The operation and configuration of the bottom wing 302 relative to the lower air duct 308 are similar to the operation of the top wing 202 relative to the upper air duct 208.

[0071] Figure 4a A cross-sectional side view of a vehicle front structure 400 according to a further embodiment of the present invention is shown. (Reference) Figures 2a-2b The description includes fins 204, a radiator 106, an air duct 208 with an inlet 206, and a cover 108. (This is repeated twice in the original text.) Figures 4b-4cThe difference is that the first wing shown as the top wing 402 comprises two parts: a first part 406 and a second part 404.

[0072] The first part 406 and the second part 404 are arranged at an angle to each other, such that the planes of the first part 406 and the second part 404 intersect. For example, as Figure 4a As shown, the louver unit 405 is shown in a second state, with the first portion 406 in an open state to allow airflow through the louver unit, while the second portion 404 is configured to block the inlet 206 of the air duct 208.

[0073] Figure 4b Show Figure 4a The vehicle's front structure 400 is in an intermediate state, where the louver unit is in a middle state, and the wing 406 and the top wing 402 are related to Figure 4c The second state shown is partially rotated.

[0074] Figure 4c Show Figures 4a-4b The front structure of the vehicle, but in this case, the louver unit 405 is in the first state. (And...) Figure 4a Compared to the second state shown, the vane 406 has been rotated approximately 90 degrees. In the first state of the louver unit, the first portion 406 of the first vane is configured to at least reduce the air supply through the louver unit. For example, the first portion 406 helps to prevent airflow through the louver unit and to the radiator 106. The second portion 404 of the first vane is arranged at least partially along the airflow direction in the air duct 208 to allow airflow through the inlet of the air duct. Thus, the second portion has been rotated into the air duct, thereby opening the inlet 206 of the air duct 208.

[0075] In the depicted embodiments, air ducts primarily refer to upper or lower air ducts. However, in some possible implementations, the air duct may be a left or right air duct arranged to the respective left or right side of the vehicle. This possible implementation... Figures 5a-5b As shown in the image.

[0076] Figure 5aThis is a top view of one possible implementation of an embodiment of the invention. In this example vehicle front structure 500, a side air duct 508 is configured to guide air from the vehicle's front structure to the wheel housing 512 where the vehicle's wheels 513 are located. In other words, the outlet 510 of the air duct 508 faces the wheel housing 512 on the corresponding side of the vehicle. There may be a right air duct and a left air duct to guide air to the corresponding right and left wheel housings of the vehicle. This type of left or right air duct is commonly referred to as an "air curtain." A portion of the front bumper 507 of the illustrated vehicle is further schematically shown.

[0077] Similar to the embodiments described above, the louver unit 504 is arranged to receive airflow while the vehicle is moving and to control the supply of air through the louver unit toward at least one vehicle component 106 (e.g., a radiator or battery) that sometimes needs to be cooled.

[0078] The louver unit 104 includes adjustable flaps 503 for controlling airflow toward the member 106, and a first flap 502 configured to be closed in a first state of the louver unit to thereby reduce the air supply through the louver unit 504 and allow airflow through the inlet of the air duct 508. In a second state of the louver unit 504, the first flap 502 is configured to be open to thereby increase the air supply through the louver unit and close the inlet of the air duct 508 to thereby at least partially block airflow through the air duct 508. In other words, the first flap 502 is constructed in a similar manner to the top flaps 202, 302, 402 in the embodiments described above with reference to Figures 2-4. Figure 5a In the middle, the louver unit 504 is in its second state and the first wing 502 is in the open state.

[0079] Figure 5b This illustrates yet another possible implementation of an embodiment of the present invention. Figure 5b The embodiments shown are similar to Figure 5a The difference between the embodiments shown is that, Figure 5b In the currently described embodiment, the outlet 510 of the air duct 508 is arranged in front of the wheel housing 512 instead of... Figure 5a It is located inside the wheel housing. In other words, Figure 5b The air duct 508 directs air to the sides of the vehicle instead of into the wheel housing 512. Figure 5b In the middle, the louver unit 504 is in its second state and the first wing 502 is in the open state.

[0080] Figure 6This is a flowchart of method steps according to an embodiment of the present invention. The method is used to control the supply of air through a louver unit toward at least one vehicle component, and to control airflow through an air duct extending rearward from the front of the vehicle. The air duct includes an inlet arranged adjacent to a first slat of the louver unit. In step S102, the louver unit is controlled to be in a first state, in which the first slat reduces the air supply through the louver unit and allows airflow through the inlet of the air duct. In step S104, the louver unit is controlled to be in a second state, in which the first slat is open to thereby increase the air supply through the louver unit, and simultaneously closes the inlet of the air duct to thereby at least partially block airflow through the air duct.

[0081] The louver unit can be controlled by a vehicle control unit to regulate airflow to vehicle components. The vehicle control unit can control the rotational orientation of the louvers and first louvers to alter the airflow used to cool the vehicle components. The vehicle control unit can receive signals from subsystems and / or sensors such as temperature sensors indicating the need for cooling. For example, a feedback control system can provide a control signal to the vehicle control unit, which, in response, can provide its control signal to the louver unit, thereby causing the louvers, including the first louvers (a plurality of first louvers), to rotate accordingly.

[0082] Each slat of the venetian blind unit can be rotatably connected to the frame of the venetian blind unit. Rotatable connections can be provided in various ways known per se in the art. For example, an electric stepper motor can be used to move the frame or rod to which the slat is rotatably connected. The movable frame or rod can be a single piece or a multi-link construction. The slats preferably rotate simultaneously together. With a multi-link construction, it is possible to make one slat rotate further than the others.

[0083] Vehicle control units may include microprocessors, microcontrollers, programmable digital signal processors, or other programmable devices. The control functions of this disclosure can be implemented using existing computer processors, or by a dedicated computer processor for a suitable system incorporated for this or another purpose, or by a hardwired system. Various embodiments within the scope of this disclosure include a program product comprising a machine-readable medium for carrying or having machine-executable instructions or data structures stored thereon. Such a machine-readable medium can be any available medium accessible by a general-purpose or special-purpose computer or other machine with a processor. For example, such a machine-readable medium may include RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures accessible by a general-purpose or special-purpose computer or other machine with a processor. When information is transmitted or provided to the machine via a network or another communication connection (hardwired, wireless, or a combination of hardwired and wireless), the machine appropriately considers the connection as a machine-readable medium. Thus, any such connection is appropriately referred to as a machine-readable medium. The combinations described above are also included within the scope of machine-readable media. Machine-executable instructions include, for example, instructions and data that cause a general-purpose computer, a special-purpose computer, or a special-purpose processing machine to perform a certain function or set of functions.

[0084] Although the accompanying drawings may show a sequence, the order of the steps may differ from the depicted order. Furthermore, two or more steps may be performed simultaneously or partially simultaneously. This variation will depend on the chosen software and hardware system, as well as on the designer's choices. All such variations are within the scope of this disclosure. Similarly, software implementation can be accomplished using standard programming techniques with rule-based logic and other logic to perform various connection steps, processing steps, comparison steps, and decision steps.

[0085] Those skilled in the art will recognize that the present invention is by no means limited to the preferred embodiments described above. Rather, many modifications and variations are possible within the scope of the appended claims.

[0086] In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude a plurality. A single processor or other unit may perform the functions of several items listed in the claims. The mere fact that certain measures are listed in mutually different dependent claims does not indicate that a combination of these measures cannot be used for profit. Any reference numerals in the claims should not be construed as limiting the scope.

Claims

1. A front structure for a vehicle (102; 200； 300; 400; 500), which includes: Venetian blind unit (104; 202; 302; 402; 503) including adjustable flaps (204, 202; 302; 402; 503). 504), the adjustable vanes (204, 202; 302; 402; 503) are arranged to receive airflow and control the supply of air through the louver unit toward at least one vehicle component for cooling the vehicle component when the vehicle is moving. An air duct (208; 308; 508) extending rearward from the front of the vehicle, the air duct including an outlet (210) and an inlet (206) at the front of the vehicle, wherein the inlet is arranged adjacent to a first wing of a dual-function wing of the louver unit, configured to function both as a louver unit and for closing the air duct, having a shape different from that of the other winglets of the louver unit, such that... In the first state of the louver unit, the adjustable vanes, including the first vane, each partially overlap with the adjacent vane and are in a closed state to block the supply of air through the louver unit, wherein the first vane simultaneously allows airflow through the inlet of the air duct, and In the second state of the louver unit, the adjustable vane, including the first vane, is in an open state to increase the air supply through the louver unit, wherein the first vane simultaneously closes the inlet of the air duct to at least partially block the airflow through the air duct.

2. The vehicle front structure of claim 1, wherein the first flap is configured to redirect air from the closed inlet of the air duct toward the vehicle component when the first flap is in the open state.

3. The vehicle front structure according to any one of claims 1 or 2, wherein the first wing is configured to redirect air from the louver unit toward the inlet of the air duct when the first wing is in the closed state.

4. The vehicle front structure according to claim 1 or 2, wherein the first wing includes a convex surface on a first side (212) facing the airflow in the closed state of the first wing.

5. The vehicle front structure according to claim 1 or 2, wherein the surface of the first winglet on the second side (205) facing the airflow in the open state of the first winglet includes an S-shaped cross section.

6. The vehicle front structure according to claim 1 or 2, wherein when the louver unit transitions from one of the first state and the second state to the other of the first state and the second state, the first wing can rotate by a larger rotation angle than the other wing of the louver unit.

7. The vehicle front structure according to claim 1 or 2, wherein the first wing is asymmetrical.

8. The vehicle front structure according to claim 1 or 2, wherein the first wing comprises two portions on each side of the rotation center of the first wing, wherein, In the first state, the first portion (406) of the first vane is configured to at least reduce the air supply through the louver unit and allow airflow through the inlet of the air duct, and the second portion (404) of the first vane is arranged at least partially in the air duct along the airflow direction to allow the airflow through the inlet of the air duct, and In the second state, the first portion (406) is configured to allow the supply of air through the louver unit, and the second portion is configured to at least partially block the airflow through the air duct.

9. The vehicle front structure according to claim 1 or 2, wherein the first wing is the top wing of the louver, and the outlet of the air duct is arranged to guide air to the hood (108) of the vehicle.

10. The vehicle front structure according to claim 1 or 2, wherein the first wing is the bottom wing of the louver, and the outlet of the air duct is arranged to guide air to the underside of the vehicle.

11. The vehicle front structure according to claim 10, comprising a top wing and a bottom wing.

12. A vehicle (100) comprising a vehicle front structure according to any one of the preceding claims.

13. The vehicle of claim 12, comprising the vehicle component.

14. A method for controlling the supply of air toward at least one vehicle component via a louver unit and for controlling airflow via an air duct extending in a rearward direction from the front of the vehicle, the air duct including an inlet arranged adjacent to a dual-function first slat of the louver unit, the dual-function first slat being configured to function as both a louver unit function and a slat for closing the air duct, the dual-function first slat having a shape different from the shape of other slats of the louver unit, the method comprising the steps of: - The adjustable wing of the louver unit, including the first wing, is controlled in a first state, in which the adjustable wing and the first wing each partially overlap with an adjacent wing to block the supply of air through the louver unit, wherein the first wing simultaneously allows airflow through the inlet of the air duct, and - Control the louvers to a second state, in which the adjustable vanes, including the first vane, are in an open state to thereby increase the air supply through the louver unit, wherein the first vane simultaneously closes the inlet of the air duct to thereby at least partially block the airflow through the air duct.

Images