US1738377A - Air duct - Google Patents

Description

Dec. 3, 1929. w. LINTERN 1,738,377

,AIR DUCT Filed 061'.. 20, 1926 3 Sheets-Sheet l 31A/neuke;

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- AIR DUCT I Filed Oct. 20. 1926 3 Sheets-Sheet 2 Gimmy W. LINTERN Dec. 3, 1929.

AIR DUCT Filed Oct. 20, 1926 s sheets-sheet 5 Patented Dec. 3, 1929 PATENT ori-Ica WILLIAM LINTEBN, OFCLEVELAND, OHIO In liii-refr Application ala octuber zo? 1926. serial No. 142,982.

This invention relates to air ducts for motor vehicles and other movable bodies requiring aeration.

A The general object is to provide a simple and elicient all weather air duct for mon tor vehicles and the like. 'A more specific object is to provide an efliciently operating device for receiving currents of air which flow downwardly over` certain surfaces on a vehicle body or the like, and to conduct such air to the desired point, or points to be aerated without unduly restricting its flow.

When the vehicle is set in motion, the air about the body is ofcourse separated at the front and is under comparatively high pressure near the surface of the body as it iows rearwardly thereover. However, in connection with modern motor vehicle body c`onstruction, the air currents do not flow relative to the body in lines uniformly parallel to the direction of movement of the vehicle. .This

is especially true at the front of the body around the rear side portions of the cowl, or perhaps to state it more definitely, in the region where the top and side cowl panels join, at which region I have found there is a surprisingly strong downward flow of air under relatively high pressure. This is due at least in part to the relative positions of the cowl and windshield; i. e'. by reason of the windshield rising abruptly from the more stream line surfaces of the cowl..

I am aware Vthat cowl ventilators have been employed at the uppermost portion of the cowl as well as at various other'points on the cowl, which of course receives this downward flow in varied proportions depending upon their position on the cowl. However, as far as I know, there has never been constructed a satisfactory all weather arrang]- ment which will advantageously utilize t e strong downwardly flowing currents of air around the upper rear portion of the cowl. I propose to utilize these air currents and to thus inject a considerable quantity of fresh air into the vehicle body or other parts of the vehicle as desired.

One of the problemspresented in constructing a satisfactory device is to keep out rain as well as other undesirable elements, for example, hot'air from the engine. Utilization of the downwardly flowing air currents instead of horizontally flowing currents permits the device to be placed well above the louvers, now commonly placed on the sidepanels of the hood, and this solves the problem so far as hot air or gas from the engine-is concerned. However, in order to catch such downwardly flowing'currents there must be an upwardly facing opening provided and if the air is received in an upwardly facing opening considerable rain and the like will also get in. Bailes and the like may be used but this will restrict the flow of air and impair the efficiency of the device. The openin may be partially or wholly closed during ba weather but then there will be little or no air at a time when it is most needed. By the use of'my invention I am unable to maintain the same opening for all weather conditions and at the same time, I do not have to unduly restrict the inflow of air simply because of had weather. The manner in which I obtain the above advantages will be hereinafter more fully explained in the following description of '15 the various forms illustrated. The essential novel characteristics of my invention are summarized in the claims.

In the drawing Fig; l is a perspective view showing a form of air duct adapted to be so fitted as a unit to already existing bodies; Fig. l-A is a sectional perspective view of the same form; Fig. 2 is a side elevation show ing another form; Fig. 2-A is a cross-section al view as indicated by the line 2A-2A on a5 Fig. 2; Fig. 2-B is a` fragmentary view showing a lsuitable form of air regulator and rain deflector; Figs. 2-0 and Q-D are detail perspective views showing different methods of attaching an exterior panel, such 9o as shown in Fig. 2; Fig. 3 is a side elevation showing another form of air duct; Fig. 3--A is a horizontal cross-sectional view as indi cated by the line 3A3A on Fig. 3; Fig. 3-B is a sectional perspective view taken along the line 3B-3B on Fig. 3; Fig. 4 is a side elevation of another form of air duct; Fig. 1 -A is a sectional perspective view thereof; Fig. 5 is a horizontal cross-sectional view of an air duct adapted tobe made a part of existing bodies; Fig. Gis a perspective view of another form broken away to show certain details; Fig. 7 shows'a form of air duct conveniently applicable to the directly forwardly facing front body panel used on a number of bodies; Fig. 8 is a cross-sectional view showing still another form of air duct.

Als shown, the preferred construction consists in providing a false cowl panel either inside or outside of the true cowl panel between the front door of a coach for example, and the raisable hood. The panels are arranged to present an upwardly facing opening of any desired shape and size for receiving air between the panels, and the panels are joined together by suitable means to form a tube or a pocket. One wall of such tube is opened intermediately of the ends of the tube for leading air into the bodyor to whatever point or points it is desired to aerate. Some of the modifications that are well adapted to present motor vehicle body building. practice are herein illustrated.

Referring in detail to the drawings and first to Figs. 1 and 1-A, the automobile body is indicated at A and the top and side cowl panels at P and P respectively. As shown in these figures the air duct is adapted to be placed into a substantially rectangular shaped opening cut into the panels in the region where one panel may be said to merge into the other. The ductas shown comprises a member 1 adapted to fit over such'opening, the marginal edges l-a extending slightly beyond the opening in the cowl panels. The duct tube is formed by joining a box-like structure 2 to the member 1. One side wall of this structure is indicated at 2-a and the bottom wall at 2-b. The upward end of the member 1 is curved inwardl to conform to the shape of the cowl pane section that it replaces and this inwardly curving portion may have one or more convenientl shaped upwardly facing openings for receiving the downwardly flowing currents of air, as above mentioned. One elongated opening 1-0 is illustrated. As shown the bottom Wall of the member 2 is apertured at 2-0 to provide drainage for rain that will of course enter the opening 1 0. To conduct air from the tube, I show an opening 2-d leading through the inner wall of the member 2 over which may be attached a regulator in any suitable form or a duct if the point to be aerated is remote. Overhan ing the upper edge of this opening I prefera ly provide a slight flange 2-e for deflecting rain or the like away from the opening.

As soon as the car is started, there'will exist downwardly and rapidl flowing air currents around the region o the opening 1-0 and this air being under comparatively high pressure will of course enter the opening. From the results I have obtamed I believe that such air currents 4do not flow straight down and then directly into the lateral opening 2-d, but first di below this opening toward the bottom of t e pocket or tube thus givin particles of water or other foreign matter eavier than air a tendenc to drop toward the bottom of the tube, the air then flowing upwardly and entering the opening 2-d. The reason for this conclusion is that even though the air is heavil ladened with rain, there is, under very ad verse conditions, onl a fine spray that enters the opening 2-d. Ibis is true irrespective of the exact position of the lateral opening as long as such opening is materially below the intake opening 1 0. The drainage openings 2-0 may be of any size sufficient to carry away water and the like as well as receive some of the downwardly flowing currents of air. I believe that the drainage openings also aid in the operation of the air duct by reason of allowing sufficient escape of air to prevent the formation of a dead wall of pocketed air in the bottom of the tube which would not allow the air currents to dip downwardly before entering the lateral opening.

As shown in Fig. 2, the tube or pocket is formed by securing a channel-shaped false panel 5 to the side cowl panel P exteriorly thereof. The relation of the upper edge of this panel to the downward curve of the cowl is shown in Fie. 2-A. Incidentally such an arrangement (Ioes not materially affect the a pearance of the car, (note for example that t e bead effect is continued from the hood -straight across the top edge of the member 5 by reason of the curled-over brim 5-a, this curled-over brim joinin the -body bead B as itruns along the side o the body.) Such a panel may be of any desired width, but should not extend much beyond the corner at which the windshield and upper side window portion of the body join. A suitable arrangement for leading air laterally from the tube formed between the member 5 and the side cowl panel is shown in detail in Figs. 2--A and 2-B. The opening 6 in this case is formed in the side cowl panel P and is somewhat elliptical by reason of a ortion 6a of the panel being bent outwar 1y to form a rain shed over the opening. On the interior of the panel P is shown a box-like structure 7 having openings 7 1; which may be regulated in size by a shutterl 8 rotatably mounted on a pin 9 in such manner as to variably restrict or close the openings 7-a as desired. A li 8-a on the shutter serves as a handle. In Flig. 2-C I show a series of ears 5c which may be perforated to receive bolts or rivets for attaching the member 5 to the side cowl anel. Another means for securing the member 5 to the side cowl panel is shown in Fig. 2`D wherein the panel engaging ed es of the member 5 has lugs 5-d which may e inserted through openings in the panel and bent over as shown. The pocket formed between the member 5 and side cowl panel may be drained at the bottom by means of an opening or openings 10 leading through the running board or by means of notches 11 such as shown in Fig. 2-C which would of course let the water out directly u on the upper surface of the running boar In some cases, it is not desirable to let the water out at the side and this especiall true where the side cowl panel joins the ramecover or splash panel.

As shown in Figs. 3, 3-A and 3-B, the air duct is formed by making the side cowl panel entirely separate from the top panel and either continuin the top panel downwardly behind the si e panel in spaced relation thereto, or attaching a false anel to the edge ofthe top panel and continuing it down wardly as far as necessary to form one wall of the tube. As shown'the inner wall of the tube is such a continuation 15 of the top panel P. The side cowl panel as shown terminates at the bead B which extends from the corner of the windshield and side window base in a downward curve to join the bead along the side ofithe hood. The panels as shown in Fig. 3--A are joined together rearwardly by a separating strip 11 and forwardly they are joined together as at 12 under the rear ed e of the hood.

penings 13 are, in this embodiment, placed in the side cowl panel P above a bottom closure and separatin strip 14 running along the lower edges of t e continuation 15 of the top panel P, and the side panel.

Figs. 4 and 4-A show another form of duct in which the lower edge 16 of the top panel P and the upper edge 17 of the side panel P are separated by bending the upper edge 17 outwardly to form a scoop and by placing a falsev cowl panel 18 in separated relation to the panel P', closing the side edges 1n any convenient manner. The upper and lower edges of the member 18 are shown as `ioined to the anels P and P by strips 19 and 20 respective y. In this case the opening or openings for leading air from the tube or pocket formed between the panel P and member 18 would be placed in the member 18.

Fig. 5 shows the air duct as formed between the side cowl panel P and the usual 1 frame covering panel indicated at 21, this being a standard construction in most modern vehicle bodies, particularly pleasure cars Y To restrict the size of the tube a and busses. filler strip 22 may be placed intermediately of the frame strips 23 and 24: and the regulator mounted on the covering panel 21.

In Fig.- 6, I have shown the top panel P perforated as at 25 and an inner or false vpanel 26'is shown as joined to the top panel and secured in place by a strip 27.- By this means, the intake for the tube formed between the member 26 and panel P is guarded against the entrance of foreign matter which of bodies.

forwardly facing panel P2 present in some bodies, which panel P2 corresponds essentially to the panel -P on the large majority Air which flows downwardly along this panel P2 may be received through a regulated opening 29 in the panel P2.

As above mentioned I have found that the greatest air flow and pressure is at the region where the top and side cowl panels join. However, there is also a downward pressure at the very crown of the top panel and my arrangement may also utilize this, by such a construction as illustrated in Fig. 8. In'this figure there is shown a single upwardly facing opening 30 in the crown of the top panel P. The lside panel and splash panel 32 in this case are shown as secured by flanges to the chassis'frame 33. A false panel 35 extends in se arated relation to the top and -side panels, ]oining the iange of the latter panel as at 36. The intake regulator may be placed at any point below the downward curve of this panel 35 in order not to be in the direct path of water and the like which may enter with the air.

The pocket formed between the member 35 and the panels P and P may be drained by one ormore tubes 37, the discharge ends of which may be so arranged that the drainage will not be likely to cause corrosion of the frame and associated parts.

From the above description it will be seen that I have provided an air duct which will receive downwardly flowing air currents around the cowl or at other points and conduct the air without unduly restricting it to within the body, or by the use of suitable channels to any other part of the vehicle 'that it is desired to aerate.

The upwardly facing opening or openings, as the case may be, may of course be regulated, if desired, but I have not found it necessary to do so, either from necessity by reason of adverse weather conditions or for the sake of appearance.

I claim;

1. In combination with an automobile body cowl, tubular means extending adjacent the side cowl panel including a plate in substan-I tially parallel relation to the panel, said plate and panel being relatively arranged to provide an upwardly facing opening, means atthe bottom of the tubular means to drain water and the like, and means located 'below the said opening for leading air from the tubular means.

2. In combination with a vvehicle body cowl having a side panel merging with and extending from the top panel, tubular means within the cowl and extending from the region of merging of said panels downwardly along the interior of the cowl, there being an' u wardly facing opening in yone of said pane s. communicating with the tubular means, and means intermediate the ends of saidtubular means for taking air from the tubular means into the interior of the cowl.

3. In combination a vehicle body side cowl panel, a panel in superposed relation to the side panel and extending downwardly adjacent thereto to form a tube, means to provide an upwardly facing opening for the tube, and adjustable means located below said openin for leading air from the tube to within the ody.

4. In combination with an automobile body cowl, means extendingadjacent the side cowl panel including a plate in superposed relation to the panel and forming therewith av flattened tube open at the top, a lateral opening in one of the panels leading to within the body, said openin eing located intermediate the ends of the tribe, and rigid water-shed means overhanging the lateral opening and joined to the 4panel having such opening.

` 5. In combination with a vehicle body cowl comprising a top panel and a side panel contiguous therewith, an upwardly facing o ening in one of said panels, a member in a ut ting relation to one of said panels at its u per edge and extending downwardly 1n superposed relation to the side panel and seiarated therefrom, means intermediate the e edges of said member and the side panel whereby to form a vertically extending tube, and means for conducting air from the tube, said means being located below said opening.

6. In combination, a Vehicle body side cowl panel, a panel in superposed relation thereto, means for joining the side edges of one panel to the other to form a downwardly extending tube,one of the panels being arranged to provide an upwardly facing opening for the tube,.a drainage opening at the bottom of the tube, a lateral opening in the tube for taking air therefrom, and rigid means positioned overI the latter opening to defiect weather elements which may enter the upwardly facing opening.

In testimony whereof, I hereunto aiiix my signature.

WILLIAM LINTERN.

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