U.S. patent application number 15/929070 was filed with the patent office on 2020-06-18 for active seals for vehicles.
The applicant listed for this patent is Toyota Motor Engineering & Manufacturing North America, Inc.. Invention is credited to Umesh N. Gandhi, Danil V. Prokhorov, Michael Paul Rowe, Ryohei Tsuruta.
Application Number | 20200189374 15/929070 |
Document ID | / |
Family ID | 71072335 |
Filed Date | 2020-06-18 |
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United States Patent
Application |
20200189374 |
Kind Code |
A1 |
Gandhi; Umesh N. ; et
al. |
June 18, 2020 |
ACTIVE SEALS FOR VEHICLES
Abstract
An interface between two vehicle structures can be selectively
sealed using an active seal. The active seal can include an outer
casing and an actuator located within the outer casing. The
actuator can include a bladder. The bladder can define a fluid
chamber, which can contain a dielectric fluid. The actuator can
include a first conductor and a second conductor operatively
positioned on opposite portions of the bladder. The actuator can be
activated and deactivated by selectively supplying electrical
energy to the actuator. When electrical energy is supplied to the
actuator, the actuator can have a reduced cross-sectional profile
such that the interface is not sealed and movement of the second
vehicle structure is not impeded by the seal. When electrical
energy is not supplied to the actuator, the actuator can be in a
non-activated condition in which the interface is substantially
sealed.
Inventors: |
Gandhi; Umesh N.;
(Farmington Hills, MI) ; Prokhorov; Danil V.;
(Canton, MI) ; Rowe; Michael Paul; (Pinckney,
MI) ; Tsuruta; Ryohei; (Ann Arbor, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Toyota Motor Engineering & Manufacturing North America,
Inc. |
Plano |
TX |
US |
|
|
Family ID: |
71072335 |
Appl. No.: |
15/929070 |
Filed: |
December 18, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60J 10/244 20160201;
B60J 10/88 20160201; B60J 10/74 20160201; B60J 10/70 20160201; B60J
10/84 20160201; B60J 10/50 20160201; B60J 10/86 20160201; B60J
10/82 20160201; B60J 10/80 20160201 |
International
Class: |
B60J 10/84 20060101
B60J010/84; B60J 10/70 20060101 B60J010/70; B60J 10/82 20060101
B60J010/82; B60J 10/86 20060101 B60J010/86 |
Claims
1. An active seal system for a vehicle comprising: a first vehicle
structure; a second vehicle structure, the second vehicle structure
being selectively movable relative to the first vehicle structure,
an interface being defined between the first vehicle structure and
the second vehicle structure when the second vehicle structure is
in a closed position; a seal operatively connected to the first
vehicle structure or the second vehicle structure, the seal
including an outer casing and an actuator located within the outer
casing, the actuator including: a bladder, the bladder including a
flexible casing and defining a fluid chamber, the fluid chamber
including a dielectric fluid; and a first conductor and a second
conductor operatively positioned on opposite portions of the
bladder, the actuator being configured such that: when electrical
energy is supplied to the actuator, the actuator is in an activated
condition, whereby the actuator has a reduced cross-sectional
profile, whereby the interface is not sealed, and when electrical
energy is not supplied to the actuator, the actuator is in a
non-activated condition, whereby the interface is substantially
sealed.
2. The system of claim 1, wherein the second vehicle structure is a
door, and wherein the first vehicle structure is a rocker
panel.
3. The system of claim 1, wherein the second vehicle structure is a
window, and wherein the first vehicle structure is a door
panel.
4. The system of claim 1, wherein the second vehicle structure is a
sunroof.
5. The system of claim 1, wherein at least a portion of the
actuator is operatively connected to the outer casing of the
seal.
6. The system of claim 1, wherein the actuator is a plurality of
actuators.
7. The system of claim 6, wherein the plurality of actuators are
arranged in a stack.
8. The system of claim 1, further including: one or more power
sources operatively connected to supply electrical energy to the
seal; and one or more processors operatively connected to
selectively control a supply of electrical energy from the one or
more power sources to the seal.
9. The system of claim 8, further including an input interface
operatively connected to the one or more processors, wherein the
one or more processors are configured to selectively control the
supply of electrical energy from the one or more power sources to
the seal based on inputs received on the input interface or a
discontinuation of an input provided on the input interface.
10. The system of claim 8, further including one or more sensors
operatively connected to the one or more processors, wherein the
one or more processors are configured to selectively control the
supply of electrical energy from the one or more power sources to
the seal based on sensor data acquired by the one or more
sensors.
11. The system of claim 10, wherein the sensor data includes data
about a movement or a position of the second vehicle structure.
12. The system of claim 1, wherein, when electrical energy is
supplied to the actuator, the first conductor and the second
conductor become oppositely charged, whereby the first conductor
and the second conductor are electrostatically attracted toward
each other to cause the seal to morph into the activated
condition.
13. A method of actively managing an interface between a first
vehicle structure and a second vehicle structure, the second
vehicle structure being selectively movable relative to the first
vehicle structure, the interface being formed when the second
vehicle structure is in a closed position, a seal being operatively
connected to the first vehicle structure or the second vehicle
structure, the seal including an outer casing and an actuator
located within the outer casing, the actuator including a bladder,
the bladder including a flexible casing and defining a fluid
chamber, the fluid chamber including a dielectric fluid, the
actuator including a first conductor and a second conductor
operatively positioned on opposite portions of the bladder, the
actuator being configured such that actuator is in an activated
condition when electrical energy is supplied to the actuator and
such that the actuator is in a deactivated condition when
electrical energy is not supplied to the actuator, the method
comprising: detecting an activation condition; and responsive to
detecting the activation condition, causing the actuator to be in
the activated condition, whereby the actuator has a reduced
cross-sectional profile, and whereby the interface is not
sealed.
14. The method of claim 13, wherein causing the actuator to be in
the activated condition includes permitting electrical energy to be
supplied to the seal from a power source operatively connected
thereto.
15. The method of claim 13, wherein the second vehicle structure is
a door, and wherein the first vehicle structure is a rocker
panel.
16. The method of claim 13, wherein the second vehicle structure is
a window, and wherein the first vehicle structure is a door
panel.
17. The method of claim 13, wherein the second vehicle structure is
a sunroof.
18. The method of claim 13, wherein detecting the activation
condition is based on an input received on an input interface or a
discontinuation of an input provided on the input interface.
19. The method of claim 13, wherein detecting the activation
condition is based on sensor data acquired by the one or more
sensors.
20. The method of claim 13, further including: detecting a
deactivation condition; and responsive to detecting the
deactivation condition, causing the actuator to be in the
deactivated condition, whereby the interface is substantially
sealed by the seal.
Description
FIELD
[0001] The subject matter described herein relates to vehicle seals
and, more particularly, to active vehicle seals.
BACKGROUND
[0002] By their very nature, vehicles are exposed to the elements.
Depending on the environment, vehicles may be exposed to rain,
mist, dirt, mud, salt, and other chemicals and debris. Seals are
used in various places on vehicles to prevent infiltration of such
unwanted things. Seals may also me also be used to mitigate noises
that may occur as the wind interacts with seams between vehicle
components.
SUMMARY
[0003] In one respect, the subject matter presented herein is
directed to an active seal system for a vehicle. The system
includes a first vehicle structure and a second vehicle structure.
The second vehicle structure can be selectively movable relative to
the first vehicle structure. An interface can be defined between
the first vehicle structure and the second vehicle structure when
the second vehicle structure is in a closed position. A seal can be
operatively connected to the first vehicle structure or the second
vehicle structure. The seal can include an outer casing and an
actuator located within the outer casing. The actuator can include
a bladder. The bladder can include a flexible casing. The bladder
can define a fluid chamber. The fluid chamber can include a
dielectric fluid. The actuator can include a first conductor and a
second conductor operatively positioned on opposite portions of the
bladder. The actuator can be configured such that, when electrical
energy is supplied to the actuator, the actuator can be in an
activated condition. In the activated condition, the seal can have
a reduced cross-sectional profile such that the interface is not
sealed. The actuator can be configured such that, when electrical
energy is not supplied to the actuator, the actuator can be in a
non-activated condition. In the non-activated condition, the
interface can be substantially sealed by the seal.
[0004] In another respect, the subject matter presented herein is
directed to a method of actively managing a seal operatively
positioned at an interface between a first vehicle structure and a
second vehicle structure. The second vehicle structure can be
selectively movable relative to the first vehicle structure. The
interface can be formed when the second vehicle structure is in a
closed position. The seal can be operatively connected to the first
vehicle structure or the second vehicle structure. The seal can
include an outer casing and an actuator located within the outer
casing. The actuator can include a bladder. The bladder can include
a flexible casing and can define a fluid chamber. The fluid chamber
can include a dielectric fluid. The actuator can include a first
conductor and a second conductor operatively positioned on opposite
portions of the bladder. The actuator can be configured such that
actuator is in an activated condition when electrical energy is
supplied to the actuator and such that the actuator is in a
non-activated condition when electrical energy is not supplied to
the actuator. The method can include detecting an activation
condition. The method can also include, responsive to detecting an
activation condition, causing the actuator to be in the activated
condition. As a result, the seal can have a reduced cross-sectional
profile such that the interface is not sealed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 depicts a view of various elements of a vehicle.
[0006] FIG. 2A depicts an example of an active seal, showing a
non-actuated condition.
[0007] FIG. 2B depicts an example of the active seal, showing an
actuated condition.
[0008] FIG. 3 depicts an example of a plurality of actuators
arranged in a stack.
[0009] FIG. 4 is a view of a portion of a vehicle, showing an
active seal operatively positioned within an interface between a
rocker panel and a door.
[0010] FIG. 5A shows a representation of the interface between the
door and the rocker panel when the door is closing, showing the
active seal in a first configuration.
[0011] FIG. 5B shows a representation of the interface between the
door and the rocker panel when the door is closed, showing the
active seal in a second configuration.
[0012] FIG. 6 shows an exploded view of an example of a vehicle
door that includes an active seal.
[0013] FIG. 7A shows a representation of the interface between
vehicle door and the window when the window is moving, showing the
active seal in a first configuration.
[0014] FIG. 7B shows a representation of the interface between
vehicle door and the window when the window is closed, showing the
active seal in a second configuration.
[0015] FIG. 8A shows a representation of the interface between
vehicle structure and the sunroof when the sunroof is moving,
showing the active seal in a first configuration.
[0016] FIG. 8B shows a representation of the interface between a
vehicle structure and a sunroof when the sunroof is closed, showing
the active seal in a second configuration.
[0017] FIG. 9 is an example of an active seal method.
DETAILED DESCRIPTION
[0018] Some interfaces between vehicles components can be actively
managed to allow the interface to be optimized based on real-time
conditions. Such active management of the interface can be achieved
by using an active seal. According to arrangements herein, the seal
can include an outer casing and an actuator located within the
outer casing. The actuator can include a bladder filled with a
dielectric fluid. The actuator can include a first conductor and a
second conductor operatively positioned on opposite portions of the
bladder. When electrical energy is supplied to the actuator, the
actuator can be in an activated condition. In the activated
condition, the seal can have a reduced cross-sectional shape
relative to the interface such that the interface is not sealed.
When electrical energy is not supplied to the actuator, the
actuator can be in a non-activated condition. In such condition,
the seal can tend to return substantially to its neutral
cross-sectional shape such that the interface is substantially
sealed by the seal.
[0019] Arrangements described here are used in connection with
vehicles. As used herein, "vehicle" means any form of motorized
transport. In one or more implementations, the vehicle can be an
automobile. While arrangements will be described herein with
respect to automobiles, it will be understood that embodiments are
not limited to automobiles. In some implementations, the vehicle
may be a watercraft, an aircraft or any other form of motorized
transport.
[0020] Referring to FIG. 1, an example of a vehicle 100 is shown.
Some of the possible elements of the vehicle 100 are shown in FIG.
1 and will now be described. It will be understood that it is not
necessary for the vehicle 100 to have all of the elements shown in
FIG. 1 or described herein. The vehicle 100 can have any
combination of the various elements shown in FIG. 1. Further, the
vehicle 100 can have additional elements to those shown in FIG. 1.
In some arrangements, the vehicle 100 may not include one or more
of the elements shown in FIG. 1. Further, while the various
elements may be shown as being located on or within the vehicle 100
in FIG. 1, it will be understood that one or more of these elements
can be located external to the vehicle 100. Thus, such elements are
not located on, within, or otherwise carried by the vehicle 100.
Further, the elements shown may be physically separated by large
distances. Indeed, one or more of the elements can be located
remote from the vehicle 100.
[0021] The vehicle 100 can include one or more processors 110, one
or more data stores 120, one or more power sources 130, one or more
sensors 140, one or more input interfaces 150, one or more output
interfaces 160, one or more seal control modules 170, one or more
vehicle systems 180, and one or more seal(s) 200. Each of these
elements will be described in turn below.
[0022] As noted above, the vehicle 100 can include one or more
processors 110. "Processor" means any component or group of
components that are configured to execute any of the processes
described herein or any form of instructions to carry out such
processes or cause such processes to be performed. The processor(s)
110 may be implemented with one or more general-purpose and/or one
or more special-purpose processors. Examples of suitable processors
include microprocessors, microcontrollers, DSP processors, and
other circuitry that can execute software. Further examples of
suitable processors include, but are not limited to, a central
processing unit (CPU), an array processor, a vector processor, a
digital signal processor (DSP), a field-programmable gate array
(FPGA), a programmable logic array (PLA), an application specific
integrated circuit (ASIC), programmable logic circuitry, and a
controller. The processor(s) 110 can include at least one hardware
circuit (e.g., an integrated circuit) configured to carry out
instructions contained in program code. In arrangements in which
there is a plurality of processors 110, such processors can work
independently from each other or one or more processors can work in
combination with each other. In one or more arrangements, one or
more processors 110 can be a main processor(s) of the vehicle 100.
For instance, one or more processors 110 can be electronic control
unit(s) (ECU).
[0023] The vehicle 100 can include one or more data stores 120 for
storing one or more types of data. The data store 120 can include
volatile and/or non-volatile memory. Examples of suitable data
stores 120 include RAM (Random Access Memory), flash memory, ROM
(Read Only Memory), PROM (Programmable Read-Only Memory), EPROM
(Erasable Programmable Read-Only Memory), EEPROM (Electrically
Erasable Programmable Read-Only Memory), registers, magnetic disks,
optical disks, hard drives, or any other suitable storage medium,
or any combination thereof. The data store(s) 120 can be a
component of the processor(s) 110, or the data store(s) 120 can be
operatively connected to the processor(s) 110 for use thereby.
[0024] As noted above, the vehicle 100 can include one or more
power sources 130. The power source(s) 130 can be any power source
capable of and/or configured to energize the seal(s) 200. For
example, the power source 130 can include one or more batteries,
one or more fuel cells, one or more generators, one or more
alternators, one or more solar cells, and combinations thereof. In
some arrangements, the power source(s) 130 can be configured to
supply positively charged electrical energy and/or negatively
charged electrical energy.
[0025] The vehicle 100 can include one or more sensors 140.
"Sensor" means any device, component and/or system that can detect,
determine, assess, monitor, measure, quantify, acquire, and/or
sense something. The one or more sensors can detect, determine,
assess, monitor, measure, quantify, acquire, and/or sense in
real-time. As used herein, the term "real-time" means a level of
processing responsiveness that a user or system senses as
sufficiently immediate for a particular process or determination to
be made, or that enables the processor to keep up with some
external process.
[0026] In arrangements in which the vehicle 100 includes a
plurality of sensors 140, the sensors can work independently from
each other. Alternatively, two or more of the sensors can work in
combination with each other. In such case, the two or more sensors
can form a sensor network. The sensor(s) 140 can be operatively
connected to the processor(s) 110, the data store(s) 120, and/or
other elements of the vehicle 100 (including any of the elements
shown in FIG. 1).
[0027] The sensor(s) 140 can be any suitable type of sensor.
Various examples of different types of sensors will be described
herein. However, it will be understood that the embodiments are not
limited to the sensors described. The sensor(s) 140 can include
sensors configured to detect and/or configured to acquire data
about the various vehicle components, including one or more vehicle
components in physical relation to one or more other vehicle
components. For example, the sensor(s) 140 may have accelerometers,
proximity detectors, pressure sensors, motion sensors, positional
sensors, laser sensors, radar, lidar, sonar, calibrated actuators,
a combination thereof, or the like. The sensor(s) 140 can be
configured to determine a position, movement, and/or acceleration
of a vehicle door. Alternatively, data acquired by the sensor(s)
140 can be used to determine a position, movement, and/or
acceleration of a vehicle door. In this manner, the sensor(s) 140
or data acquired by the sensor(s) 140 can help to determine whether
a vehicle door is opened, opening, closing, or closed. Further, the
sensor(s) 140 can be configured to determine a position, movement,
and/or acceleration of a vehicle window or sunroof. Alternatively,
data acquired by the sensor(s) 140 can be used to determine a
position, movement, and/or acceleration of a vehicle window or
sunroof. In this manner, the sensor(s) 140 or data acquired by the
sensor(s) 140 can help to determine whether a vehicle window or
sunroof is opened, opening, closing, or closed.
[0028] The sensor(s) 140 can be provided in any suitable location
on the vehicle 100. For example, one or more sensors 140 can be
positioned on or within a door, window, or sunroof. Further, one or
more sensors 140 can be positioned on or within a vehicle component
or structure that is located near, neighboring, proximate to,
and/or adjacent to a door, window, or sunroof.
[0029] The vehicle 100 can include an input interface 150. An
"input interface" includes any device, component, system, element
or arrangement or groups thereof that enable information/data to be
entered into a machine. The input interface 150 can receive an
input from a vehicle occupant (e.g. a driver or a passenger). Any
suitable input interface 150 can be used, including, for example, a
keypad, display, touch screen, multi-touch screen, button,
joystick, mouse, trackball, microphone and/or combinations
thereof.
[0030] The vehicle 100 can include an output interface 160. An
"output interface" includes any device, component, system, element
or arrangement or groups thereof that enable information/data to be
presented to a vehicle occupant (e.g. a person, a vehicle occupant,
etc.). The output interface 160 can present information/data to a
vehicle occupant. The output interface 160 can include a display.
Alternatively or in addition, the output interface 160 may include
an earphone and/or speaker. Some components of the vehicle 100 may
serve as both a component of the input interface 150 and a
component of the output interface 160.
[0031] The vehicle 100 can include one or more modules, at least
some of which will be described herein. The modules can be
implemented as computer readable program code that, when executed
by a processor, implement one or more of the various processes
described herein. One or more of the modules can be a component of
the processor(s) 110, or one or more of the modules can be executed
on and/or distributed among other processing systems to which the
processor(s) 110 is operatively connected. The modules can include
instructions (e.g., program logic) executable by one or more
processor(s) 110. Alternatively or in addition, one or more data
stores 120 may contain such instructions. In another embodiment,
instead of software implementations, the modules can be created
exclusively using hardware, or alternatively as a combination of
additional hardware with controllers with software therein.
[0032] In one or more arrangements, one or more of the modules
described herein can include artificial or computational
intelligence elements, e.g., neural network, fuzzy logic or other
machine learning algorithms. Further, in one or more arrangements,
one or more of the modules can be distributed among a plurality of
the modules described herein. In one or more arrangements, two or
more of the modules described herein can be combined into a single
module.
[0033] The vehicle 100 can include one or more seal control modules
170. The seal control module(s) 170 can include profiles and logic
for actively controlling seals according to arrangements herein.
The seal control module(s) 170 can be configured to determine when
a seal should be activated or deactivated. The seal control
module(s) 170 can be configured to do so in any suitable manner.
For instance, the seal control module(s) 170 can be configured to
analyze data or information acquired by the sensor(s) 140.
Alternatively or additionally, the seal control module(s) 170 can
be configured to detect seal-related user inputs (e.g., commands)
provided on the input interface(s) 150. The seal control module(s)
170 can retrieve raw data from the sensor(s) 140 and/or from the
data store(s) 120. The seal control module(s) 170 can use profiles,
parameters, or setting loaded into the seal control module(s) 170
and/or stored in the data store(s) 120.
[0034] The seal control module(s) 170 can analyze the data to
determine an appropriate action for the seal(s) 200. The seal
control module(s) 170 can be configured to cause a seal to be
activated or deactivated. As used herein, "cause" or "causing"
means to make, force, compel, direct, command, instruct, and/or
enable an event or action to occur or at least be in a state where
such event or action may occur, either in a direct or indirect
manner. For instance, the seal control module(s) 170 can
selectively permit or prevent the flow of electrical energy from
one or more power sources 130 to one or more seals 200. The seal
control module(s) 170 can be configured send control signals or
commands over the communication network 190 to the seal(s) 200.
[0035] The vehicle can include one or more vehicle systems 180. The
one or more vehicle systems 180 can include a propulsion system, a
braking system, a steering system, throttle system, a transmission
system, and a signaling system. Each of these systems can include
one or more mechanisms, devices, elements, components, systems,
and/or combination thereof, now known or later developed. The above
examples of the vehicle systems 180 are non-limiting. Indeed, it
will be understood that the vehicle systems 180 can include more,
fewer, or different vehicle systems. It should be appreciated that
although particular vehicle systems are separately defined, each or
any of the systems or portions thereof may be otherwise combined or
segregated via hardware and/or software within the vehicle.
[0036] The vehicle 100 can include one or more seals 200. The
seal(s) 200 will be described in greater detail below in connection
with FIG. 2. The seal(s) 200 can be used in various locations
within the vehicle 100, some of which will be described herein.
[0037] The various elements of the vehicle 100 can be
communicatively linked to one another or one or more other elements
through one or more communication networks 190. As used herein, the
term "communicatively linked" can include direct or indirect
connections through a communication channel, bus, pathway or
another component or system. A "communication network" means one or
more components designed to transmit and/or receive information
from one source to another. The data store(s) 120 and/or one or
more other elements of the vehicle 100 can include and/or execute
suitable communication software, which enables the various elements
to communicate with each other through the communication network
and perform the functions disclosed herein.
[0038] The one or more communication networks 190 can be
implemented as, or include, without limitation, a wide area network
(WAN), a local area network (LAN), the Public Switched Telephone
Network (PSTN), a wireless network, a mobile network, a Virtual
Private Network (VPN), the Internet, a hardwired communication bus,
and/or one or more intranets. The communication network 190 further
can be implemented as or include one or more wireless networks,
whether short range (e.g., a local wireless network built using a
Bluetooth or one of the IEEE 802 wireless communication protocols,
e.g., 802.11a/b/g/i, 802.15, 802.16, 802.20, Wi-Fi Protected Access
(WPA), or WPA2) or long range (e.g., a mobile, cellular, and/or
satellite-based wireless network; GSM, TDMA, CDMA, WCDMA networks
or the like). The communication network can include wired
communication links and/or wireless communication links. The
communication network can include any combination of the above
networks and/or other types of networks.
[0039] Referring to FIGS. 2A-2B, a cross-sectional view of an
example of an example of a seal 200 is shown. The seal 200 can
include an outer casing 210 and one or more actuators 220. The
actuator(s) 220 can be located within the outer casing 210. The
actuator(s) 220 can be configured to selectively morph the overall
cross-sectional shape of the seal 200. FIG. 2A shows an example of
the seal 200 in a non-activated condition, and FIG. 2B shows an
example of the seal 200 in an activated condition.
[0040] In this example, the non-activated cross-sectional shape of
the seal 200 can be substantially circular, and the activated
cross-sectional shape of the seal can be a substantially oval shape
with an overall smaller height dimension (the top to bottom
direction of the page in FIGS. 2A and 2B). It will be understood
that other shapes are possible. As used herein, the term
"substantially" includes exactly the term it modifies and slight
variations therefrom. Thus, the term "substantially circular" means
exactly circular and slight variations therefrom. Slight variations
therefrom can include being within normal manufacturing tolerances,
within about 10 degrees/percent/units or less, within about 5
degrees/percent/units or less, within about 4 degrees/percent/units
or less, within about 3 degrees/percent/units or less, within about
2 degrees/percent/units or less, or within about 1
degrees/percent/unit or less.
[0041] The outer casing 210 can be made of any material suitable
for sealing purposes. The outer casing 210 can have any suitable
configuration based on the particular application of the seal 200.
In one or more arrangements, a portion of the outer casing 210 may
be attached to a portion of the actuator 220. Any suitable form of
attachment can be provided, such as one or more adhesives, one or
more fasteners, and/or one or more forms of mechanical
engagement.
[0042] The actuator 220 can have a body that is, at least in large
part, made of a soft, flexible material. The actuator 220 can
include a bladder 222 containing a dielectric fluid 224. The
bladder 222 can include a casing 223. The casing 223 can be made of
a single piece of material, or a plurality of separate pieces of
material that are joined together. An inner surface 226 of the
outer casing 210 can define a fluid chamber. In one or more
arrangements, the bladder 222 and/or fluid chamber can be fluid
impermeable.
[0043] The bladder 222 can be made of any suitable material. For
example, the bladder 222 can be made of an insulating material. The
insulating material can be flexible. The insulating material can be
a polymer and/or an elastomeric polymer (elastomer). The polymers
or elastomers can be natural or synthetic in nature. In one or more
arrangements, the insulating material can be silicone rubber.
Additional examples of the insulating material include nitrile,
ethylene propylene diene monomer (EPDM), fluorosilicone (FVMQ),
vinylidene fluoride (VDF), hexafluoropropylene (HFP),
tetrafluoroethylene (TFE), perfluoromethylvinylether (PMVE),
polydimethylsiloxane (PDMS), natural rubber, neoprene,
polyurethane, silicone, or combinations thereof.
[0044] A dielectric fluid 224 can be any suitable material. In one
or more arrangements, the dielectric fluid 224 can be ethylene
glycol. As an additional example, the dielectric fluid 224 can
include transformer oil or mineral oil. In one or more
arrangements, the dielectric fluid 224 can be a lipid based fluid,
such as a vegetable oil-based dielectric fluid.
[0045] The dielectric fluid 224 can have various associated
properties. The dielectric fluid 224 can have an associated
dielectric constant. In one embodiment, the dielectric fluid 224
can have a dielectric constant of 1 or greater, 2 or greater, 3 or
greater, 4 or greater, 5 or greater, 6 or greater, 7 or greater, 8
or greater, 9 or greater, 10 or greater, 20 or greater, 30 or
greater, 40 or greater, 50 or greater, or higher.
[0046] In one or more arrangements, the dielectric fluid 224 can be
a fluid that is resistant to electrical breakdown. In one or more
arrangements, the dielectric fluid 224, can provide electrical
insulating properties. In one or more arrangements, the dielectric
fluid 224 can provide electrical insulating properties. In one or
more arrangements, the dielectric fluid 224 can prevent arcing
between surrounding conductors.
[0047] The actuator 220 can include a plurality of conductors. In
the example shown in FIGS. 2A-2B, the actuator 220 can include a
first conductor 230 and a second conductor 240. The conductors 230,
240 can conduct electrical energy. The conductors 230, 240 can be
made of any suitable material, such as a conductive elastomer. In
one or more arrangements, the conductors 230, 240 can be made of
natural rubber with carbon or other conductive particles
distributed throughout the material. The conductors 230, 240 can be
made of the same material as each other, or the conductors 230, 240
can be made of different materials. One or more of the conductors
230, 240 can be formed by a single, continuous structure, or one or
more of the conductors 230, 240 can be formed by a plurality of
separate structures.
[0048] The first conductor 230 and the second conductor 230 can be
located on opposite sides or portions of the bladder 222. Thus, the
first conductor 230 and the second conductor 240 can be separated
by the bladder 222. The first conductor 230 and/or the second
conductor 240 can be operatively connected to the bladder 222 in
any suitable manner. In some instances, the first conductor 230
and/or the second conductor 240 can be embedded within a wall of
the bladder 222. In one or more arrangements, the first conductor
230 can be operatively positioned between the bladder 222 and an
insulating material. In such case, the first conductor 230 can be
substantially encapsulated by the bladder 222 and the insulating
material. Also, the second conductor 240 can be operatively
positioned between the bladder 222 and an insulating material. In
one or more arrangements, the second conductor 240 can be
substantially encapsulated by the bladder 222 and the insulating
material. In one or more arrangements, the insulating material can
be made of an insulating elastomer. Thus, it will be appreciated
that, at least in some instances, the insulating material can
define exterior surfaces of the actuator 220. In one or more
arrangements, the insulating material can be at least a portion of
the outer casing 210.
[0049] Each of the conductors 230, 240 can be operatively connected
to receive electrical energy from a power source (e.g. power
source(s) 130). As a result, electrical energy can be selectively
supplied to each individual conductors 230, 240.
[0050] The seal 200 can have a non-actuated mode and an actuated
mode. Each of these modes will be described in turn. FIG. 2A shows
an example of a non-actuated mode of the seal 200. In such case,
electrical energy is not supplied to the first conductor 230 and
the second conductor 240. Thus, the first conductor 230 and the
second conductor 240 can be spaced apart from each other. The
bladder 222 can be in a neutral state. In one or more instances,
the bladder 222 can be substantially circular in this condition. In
one or more instances, the bladder 222 does extend beyond the outer
edges of the first conductor 230 and the second conductor 240.
[0051] FIG. 2B shows an example of an actuated mode of the seal
200. In the actuated mode, power can be supplied to the first
conductor 230 and the second conductor 240. In one implementation,
the first conductor 230 can become positively charged, and the
second conductor 240 can become negatively charged. Thus, the first
conductor 230 and the second conductor 240 can be oppositely
charged. As a result, the first conductor 230 and the second
conductor 240 can be attracted toward each other. The attraction
between the first conductor 230 and the second conductor 240 can
cause them and the respective portions of the bladder 222 to move
toward each other. As a result, at least a portion of the
dielectric fluid 224 within the fluid chamber can be squeezed
toward the outer peripheral region(s) of the bladder 222. Thus, the
cross-sectional shape of the actuator 220 and, thus, the
cross-sectional shape of the seal 200 can become slimmer in the
height direction (the top to bottom direction of the page in FIG.
2B). In some instances, the cross-sectional shape of the seal 200
can become substantially oval. In at least some instances, the
outer peripheral region(s) of the bladder 22 may bulge or stretch
beyond the outer edges of the first conductor 230 and the second
conductor 240.
[0052] Turning now to FIG. 3, an example is shown of an arrangement
in which there is a plurality of actuators 220. The plurality of
actuators 220 can be arranged in a stack 300. The above-description
of the actuator 220 in connection with FIGS. 2A-2B applies equally
to the individual actuators 220 in the stack 300. It will be
appreciated that, in going from the non-actuated mode to the
actuated mode, the overall height (the top to bottom direction on
the page) of the stack 300 can decrease. In such arrangements, it
will be appreciated that the actuators 220 in the stack 300 can be
actuated individually, collectively, or any combination of two or
more of the actuators 220 can be actuated at the same time. In some
arrangements, neighboring actuators 220 can be separated by
insulating layers 310. In some arrangements, such insulating layers
can be provided when there is only a single actuator 220.
[0053] The seals 200 described herein can be used in a variety of
locations within the vehicle 100. Non-limiting examples of various
vehicular locations are shown and described in connection with
FIGS. 4-8.
[0054] One area of a vehicle in which an active seal described
herein can be used is at the interface between a vehicle door and a
rocker panel. Referring to FIG. 4, a portion of the vehicle 100 is
shown. The vehicle 100 can have a vehicle body 410. A door opening
420 can be defined in or by the vehicle body 410. A rocker panel
430 can be a part of vehicle body 410. The rocker panel 430 can
serve as an interface for a vehicle door 450. When the vehicle door
450 is open, ingress or ingress is permitted. The vehicle door 450
may be shut to secure the vehicle when turned off or for
travel.
[0055] According to arrangements herein, the active seal 200 can be
operatively positioned with respect to the interface between the
rocker panel 430 and the vehicle door 450. For instance, in one or
more arrangements, the seal 200 can be operatively connected to the
rocker panel 430. In one or more arrangements, the seal 200 can
extend around the entire rocker panel 430. In one or more
arrangements, the seal 200 can be operatively connected to the
vehicle door 450, such as those portions that form an interface
with the rocker panel 430. The operation of the seal 200 in this
environment will now be described.
[0056] FIG. 5A shows a scenario in which the vehicle door 450 is in
the process of being closed. The seal control module(s) 170 can
detect that the door 450 is closing. For instance, the seal control
module(s) 170 can detect that the door is closing based on data or
information acquired by the sensor(s) 140 (e.g., accelerometers,
door proximity sensors, etc.). Alternatively or in addition, the
seal control module(s) 170 can detect that the door is closing
based on a door close command provided by a user on one of the
input interfaces 150. As an example, a user a press a button to
indicate that the user wishes the door to automatically close.
[0057] When it is determined that the vehicle door 450 is closing,
the seal control module(s) 170 can cause the seal 200 to be
activated. The seal control module(s) 170 can allow electrical
energy from the power source(s) 130 to be received by the
actuator(s) 220 of the seal 200. Thus, the cross-sectional profile
of the seal 200 can become slimmer, such as is shown in FIG. 2B. In
such condition, the possibility of the seal 200 interfering with
the closing of the vehicle door 450 can be minimized. It will be
appreciated that the same process can be used when it is determined
that the vehicle door 450 is being opened.
[0058] It should be noted that the seal 200 can be activated at
other times. For instance, the seal 200 can be activated at any
time the vehicle door 450 is in an opened state or at any time the
vehicle 100 is powered while the vehicle door is in an opened
condition or while being closed.
[0059] FIG. 5B shows a scenario in which the vehicle door 450 is
closed. The seal control module(s) 170 can detect that the door 450
is closed and/or has stopped moving. For instance, the seal control
module(s) 170 can detect that the door is closed and/or has stopped
moving based on data or information acquired by the sensor(s) 140
(e.g., accelerometers, door proximity sensors, motion sensors,
pressure sensors, etc.). Alternatively or in addition, the seal
control module(s) 170 can detect that the door is closed based on a
user input provided on one of the input interfaces 150. As an
example, a user a press a button to indicate that the door is
closed. Still further, the seal control module(s) 170 can detect
that the door 450 is closed based on the completion of an
electrical circuit.
[0060] When it is determined that the vehicle door 450 is closed,
the seal control module(s) 170 can cause the seal 200 to be
deactivated. The seal control module(s) 170 can discontinue the
supply of electrical energy from the power source(s) 130 to the
actuator(s) 220 of the seal 200. As a result, the seal 200 can tend
to return to the non-activated condition, such as is shown in FIG.
2A, to substantially seal against the vehicle door 450 and the
rocker panel 430, thereby substantially sealing the interface. It
will be appreciated that, due to the presence of the vehicle door
450 and the limited space in the interface, the seal 200 may not be
able to fully return to the non-activated condition. As a result,
the force exerted by the seal 200 will increase and may provide
improved sealing.
[0061] Another area of a vehicle in which an active seal described
herein can be used is at the interface between a vehicle door and a
window. Referring to FIG. 6, an exploded view of the vehicle door
600 is shown. The door 600 can include an inner door panel 610, a
window 630, and outer door panel 650. The window 630 can be movable
within the door in any suitable manner, now known or later
developed. As an example, the window 630 can have one or more
glides 635 that operatively engage with one or more guide tracks
655. The glides 635 can move within the guide tracks 655. The
glides 635 and guide tracks 655 can facilitate the movement of the
window 630 to move up or down within the door 600. The glides 635
can slide within the guide tracks 655. There can be other elements
associated with the window to facilitate its movements, such as a
motor, manual crank, etc.
[0062] According to arrangements herein, an active seal 200 can be
operatively positioned with respect to the interface between the
window 630 and one of the door panels (e.g., the outer door panel
650 or the inner door panel 610). For instance, in one or more
arrangements, the seal 200 can be operatively connected to the
outer door panel 650. In one or more arrangements, the seal 200 can
extend around the entire window opening in the outer door panel
650. Alternatively or additionally, the seal can be operatively
connected to the inner door panel 610. The operation of the seal
200 in this environment will now be described.
[0063] FIG. 7A shows a scenario in which the window 630 is in the
process of being opened. The seal control module(s) 170 can detect
that the window 630 is moving. For instance, the seal control
module(s) 170 can detect that the door is moving based on data or
information acquired by the sensor(s) 140 (e.g., accelerometers,
proximity sensors, etc.). Alternatively or in addition, the seal
control module(s) 170 can detect that the door is closing based on
a window command provided by a user on one of the input interfaces
150. As an example, a user can press a button or switch in the
cabin of the vehicle to cause the window to open or close.
[0064] When it is determined that the window is moving, the seal
control module(s) 170 can cause the seal 200 to be activated. The
seal control module(s) 170 can allow electrical energy from the
power source(s) 130 to be received by the actuator(s) 220 of the
seal 200. Thus, the cross-sectional profile of the seal 200 can
become slimmer, such as is shown in FIG. 2B. In such condition, the
possibility of the seal 200 interfering with and/or resisting the
movement of the window 630 can be minimized. It will be appreciated
that the same process can be used when it is determined that the
window is being closed.
[0065] It should be noted that the seal 200 can be activated at
other times. For instance, the seal 200 can be activated at any
time the vehicle door 450 is in an opened state or at any time the
vehicle 100 is powered while the vehicle door is in an opened
condition or while being closed.
[0066] FIG. 7B shows a scenario in which the window 630 is closed.
The seal control module(s) 170 can detect that the window 630 is
closed and/or has stopped moving. For instance, the seal control
module(s) 170 can detect that the window 630 is closed and/or has
stopped moving based on data or information acquired by the
sensor(s) 140 (e.g., accelerometers, door proximity sensors, motion
sensors, pressure sensors, etc.). Alternatively or in addition, the
seal control module(s) 170 can detect that the window 630 is closed
and/or has stopped moving based on a user input provided on one of
the input interfaces 150 or the cessation of such an input. As an
example, a user may continuously engage a window up or a window
down switch until the window 630 is at a desired location. When the
window is at the desired location, the user may release the switch.
In such case, the seal control module(s) 170 can determine that the
window is at a desired location. Still further, the seal control
module(s) 170 can detect that the window 630 is closed based on the
completion of an electrical circuit.
[0067] When it is determined that the window 630 is closed, the
seal control module(s) 170 can cause the seal 200 to be
deactivated. The seal control module(s) 170 can discontinue the
supply of electrical energy from the power source(s) 130 to the
actuator(s) 220 of the seal 200. As a result, the seal 200 can tend
to return to the non-activated condition, such as is shown in FIG.
2A, to substantially seal against the window 630 and the outer door
panel 650, thereby substantially sealing the interface. It will be
appreciated that, due to the presence of the window 630, the seal
200 may not be able to fully return to the non-activated
condition.
[0068] Another area of a vehicle in which an active seal described
herein can be used is at the interface between a vehicle body
member and a sunroof or other moving panel (e.g., moon roof, trunk,
hood, gasoline door, etc.). FIG. 8A shows a scenario in which a
sunroof 830 is in the process of being opened. FIG. 8B shows a
scenario in which the sunroof 830 is closed. The above discussion
of the operation of the seal control module(s) 170 and the seal 200
made in connection with FIGS. 4-7 applies equally to the
arrangements shown in FIGS. 8A-8B.
[0069] Now that the various potential systems, devices, elements
and/or components of the vehicle 100 have been described, various
methods will now be described. Various possible steps of such
methods will now be described. The methods described may be
applicable to the arrangements described above in relation to FIGS.
1-8, but it is understood that the methods can be carried out with
other suitable systems and arrangements. Moreover, the methods may
include other steps that are not shown here, and in fact, the
methods are not limited to including every step shown. The blocks
that are illustrated here as part of the methods are not limited to
the particular chronological order. Indeed, some of the blocks may
be performed in a different order than what is shown and/or at
least some of the blocks shown can occur simultaneously.
[0070] Turning to FIG. 9, an example of an active seal method 900
is shown. For the sake of discussion, the method 900 can begin with
the seal in a non-activated mode, such as is shown in FIG. 2A. In
the non-activated mode, electrical energy from the power source(s)
130 is not supplied to the actuator(s) 220 of the seal(s) 200. At
block 910, it can be determined whether an activation condition has
been detected. The activation condition may be detected by the seal
control module(s) 170 when a user input is provided, such as on the
input interface(s) 150. As an example, a user may provide an input
to open or close a window, or a user may provide an input to open
or close a sunroof. Alternatively or in addition, the activation
condition may be detected by the seal control module(s) 170, the
processor(s) 110, and/or one or more sensor(s) 140 detecting an
event, condition, or other parameter. For instance, the seal
control module(s) 170 can detect that the vehicle door is closing,
the vehicle window is opening or closing, and/or that the vehicle
sunroof is opening or closing, as described above.
[0071] If an activation condition is not detected, the method 900
can end, return to block 910, or proceed to some other block.
However, if an activation condition is detected, then the method
can proceed to block 920. At block 920, the seal(s) 200 can be
activated. Thus, the seal control module(s) 170 and/or the
processor(s) 110 can cause the flow of electrical energy from the
power sources(s) 130 to the actuator(s) 220 of the seal(s) 200.
[0072] As a result, the first conductor 230 and the second
conductor 240 can become oppositely charged, which causes them to
attract each other. As a result, the cross-sectional shape of the
seal 200 can morph to an activated shape. The method can continue
to block 930.
[0073] At block 930, it can be determined whether deactivation
condition has been detected. The deactivation condition may be
detected by the seal control module(s) 170, such as by detecting a
user input, the cessation of a user input, and/or based on data
acquired by the sensor(s) 140. If a deactivation condition is not
detected, the method 900 can return to block 930, or proceed to
some other block. However, if a deactivation condition is detected,
then the method can proceed to block 940. At block 940, the seal(s)
200 can be deactivated. Thus, the seal control module(s) 170 and/or
the processor(s) 110 can cause the flow of electrical energy from
the power sources(s) 130 to the seal(s) 200 to be discontinued.
[0074] The method 900 can end. Alternatively, the method 900 can
return to block 910 or some other block.
[0075] It will be appreciated that arrangements described herein
can provide numerous benefits, including one or more of the
benefits mentioned herein. For example, arrangements described
herein can facilitate the movement of vehicle components.
Arrangements described herein can reduce seal wear. Arrangements
described herein can avoid the use of large and complicated gears
and actuators, thereby enabling more compact designs and packaging.
Arrangements described here can provide for more efficient use of
power.
[0076] The flowcharts and block diagrams in the figures illustrate
the architecture, functionality, and operation of possible
implementations of systems, methods and computer program products
according to various embodiments. In this regard, each block in the
flowcharts or block diagrams may represent a module, segment, or
portion of code, which comprises one or more executable
instructions for implementing the specified logical function(s). It
should also be noted that, in some alternative implementations, the
functions noted in the block may occur out of the order noted in
the figures. For example, two blocks shown in succession may, in
fact, be executed substantially concurrently, or the blocks may
sometimes be executed in the reverse order, depending upon the
functionality involved.
[0077] The systems, components and/or processes described above can
be realized in hardware or a combination of hardware and software
and can be realized in a centralized fashion in one processing
system or in a distributed fashion where different elements are
spread across several interconnected processing systems. Any kind
of processing system or other apparatus adapted for carrying out
the methods described herein is suited. A typical combination of
hardware and software can be a processing system with
computer-usable program code that, when being loaded and executed,
controls the processing system such that it carries out the methods
described herein. The systems, components and/or processes also can
be embedded in a computer-readable storage, such as a computer
program product or other data programs storage device, readable by
a machine, tangibly embodying a program of instructions executable
by the machine to perform methods and processes described herein.
These elements also can be embedded in an application product which
comprises all the features enabling the implementation of the
methods described herein and, which when loaded in a processing
system, is able to carry out these methods.
[0078] The terms "a" and "an," as used herein, are defined as one
or more than one. The term "plurality," as used herein, is defined
as two or more than two. The term "another," as used herein, is
defined as at least a second or more. The terms "including" and/or
"having," as used herein, are defined as comprising (i.e. open
language). The phrase "at least one of . . . and . . . " as used
herein refers to and encompasses any and all possible combinations
of one or more of the associated listed items. As an example, the
phrase "at least one of A, B and C" includes A only, B only, C
only, or any combination thereof (e.g., AB, AC, BC or ABC).
[0079] Aspects herein can be embodied in other forms without
departing from the spirit or essential attributes thereof.
Accordingly, reference should be made to the following claims,
rather than to the foregoing specification, as indicating the scope
of the invention.
* * * * *