EP2985444B1 - Lufteinlassvorrichtung - Google Patents

Lufteinlassvorrichtung Download PDF

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Publication number
EP2985444B1
EP2985444B1 EP15180904.3A EP15180904A EP2985444B1 EP 2985444 B1 EP2985444 B1 EP 2985444B1 EP 15180904 A EP15180904 A EP 15180904A EP 2985444 B1 EP2985444 B1 EP 2985444B1
Authority
EP
European Patent Office
Prior art keywords
air
air intake
duct
vehicle
inlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15180904.3A
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English (en)
French (fr)
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EP2985444A1 (de
Inventor
Paul Bazeley
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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Publication of EP2985444A1 publication Critical patent/EP2985444A1/de
Application granted granted Critical
Publication of EP2985444B1 publication Critical patent/EP2985444B1/de
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10013—Means upstream of the air filter; Connection to the ambient air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10308—Equalizing conduits, e.g. between intake ducts or between plenum chambers

Definitions

  • the present invention relates to an air intake apparatus for use in an induction system for a machine such as an engine, generator or compressor and, in particular, to an apparatus that increases the amount of air that may be drawn into said machine, but which does not draw in particles or debris from the air. Aspects of the invention relate to an air intake apparatus, and to a vehicle.
  • an internal combustion engine in a vehicle needs a constant supply of oxygen from the air to ensure efficient operation.
  • the temperature of the air drawn from the engine compartment tends to be higher than the temperature of the air outside the vehicle, that is, higher than atmospheric temperature. Since air is less dense at higher temperatures, and therefore contains less oxygen, it is preferable to draw cooler air from outside the vehicle into the engine to improve engine performance.
  • an engine air intake duct arranged to draw air from outside the vehicle may be constrained by body panels and the styling of the vehicle.
  • the duct may comprise one or more corners around which the air must flow in order to enter the engine. Such corners alter the airflow through the duct such that there may be relatively large variations in air velocity and pressure in a given cross section of the duct. Given that the velocity of the air must be below the abovementioned certain maximum value at all points within the duct to prevent particles from being drawn in, a more even flow across the duct is desirable in order to maximise the amount of air that may be provided to the engine.
  • US 2 037 940 A1 proposes to connect two localities subjected to different pressures in the conduit by a passage.
  • An aim of the present invention is to provide an improved air intake duct arranged to draw air from outside a machine such as a vehicle equipped with an internal combustion engine, which increases the amount of air that may be drawn into the machine and an engine, but which does not draw in particles or debris.
  • an air intake apparatus suitable for reducing ingestion of particulate matter into an induction system of an internal combustion engine, the apparatus comprising an air intake duct comprising an inlet, through which air may be drawn into the internal combustion engine.
  • the apparatus also comprises means external to the duct configured to communicate at least one internal region of the duct at a first pressure with at least one internal region of the duct at a second pressure greater than the first pressure, so as to reduce the difference between the first pressure and the second pressure.
  • the means external to the duct comprises at least one auxiliary pipe, where each auxiliary pipe comprises at least two ends, and each end comprises at least one opening.
  • a first of the openings is located to open into the internal region of the air intake duct at the first pressure, and a second of the openings is located to open into the internal region of the air intake duct at the second pressure.
  • the first opening is located adjacent a front face of the inlet.
  • the first opening is located close to a corner region of the engine air intake duct.
  • the air intake apparatus is suitable for use with a vehicle internal combustion engine.
  • the machine may be a generator, a compressor, or any other type of machine that needs to draw in air to ensure correct operation.
  • auxiliary pipe to allow the fluid communication of air between at least two internal regions within the air intake duct is a simple, effective and inexpensive means of reducing the differences in pressure between these internal regions.
  • At least a first of the openings is located adjacent a front face of the inlet.
  • the first opening is located close to a corner region of the engine air intake duct. Air that flows around the inside portion of a corner region may have a greater velocity and be of lower pressure than air that flows around the outside portion of a corner region.
  • the openings of an auxiliary pipe may advantageously be positioned to reduce the differences in pressure across such a corner region such that the velocity of the air flowing around the inside portion is reduced.
  • At least one opening may be located along the length of the air intake duct. At least one opening may be generally circular-shaped or generally oblong-shaped.
  • the at least one auxiliary pipe may be of generally circular cross-section.
  • the at least one auxiliary pipe may comprise at least one manifold leading to a plurality of openings at at least one end of the pipe. Positioning a plurality of openings at one end of the pipe may advantageously provide a more even increase or reduction in pressure in a given region of the duct.
  • the at least one auxiliary pipe may sit flush to the air intake duct.
  • An induction system for a machine such as an engine may be subject to design and space constraints and the at least one auxiliary pipe may advantageously be designed and positioned to comply with such constraints.
  • the cross-sectional area of the at least one auxiliary pipe may be substantially 1% of the cross-sectional area of the inlet. This is a non-limiting example of the relative proportions of the auxiliary pipe and the duct, and they may be of any size depending on the exact nature of the situation in which the disclosed apparatus is utilised.
  • a vehicle comprising an apparatus as described above.
  • the vehicle comprises a vehicle body, an engine compartment housing an engine, and a bonnet movably coupled to the body and arranged to provide a closure member for the engine compartment, the bonnet being movable between open and closed conditions to allow access to the engine compartment.
  • the air intake apparatus is located below the bonnet within the vehicle body, adjacent the engine compartment.
  • a vehicle induction system may be of sub-optimal shape and the disclosed invention may help to mitigate against the effects of these design restrictions.
  • the vehicle is provided with first and second air flow paths whereby air may be supplied to the air intake duct, the first flow path comprising a bonnet conduit for providing ram air to the inlet, and the second flow path being provided by a gap between a side edge of the bonnet and the body of the vehicle, whereby ambient air may be drawn through the gap to the inlet.
  • the inlet of the air intake duct may be arranged to face substantially laterally relative to a longitudinal vehicle axis or may be arranged to face in a substantially upwards direction relative to a vehicle floor.
  • Figures 1 and 2 show front and perspective views, respectively, of an induction system suitable for use in a machine according to one embodiment of the present invention.
  • Figures 1 and 2 show an air intake duct 10 suitable for use in a vehicle internal combustion engine.
  • the duct 10 comprises a front side 12 and a rear side (not pictured) joined by an upper edge 14 and a lower edge 16.
  • the duct 10 also comprises an end portion 18 and an open-ended portion 20, the open-ended portion 20 leading to an internal combustion engine of a vehicle (not shown).
  • the edges 14, 16 are non-planar in both the longitudinal direction (i.e. from the end portion 18 to the open-ended portion 20) and the transverse direction (i.e. from the front side 12 to the rear side).
  • the width of the front side 12 and rear side is greater than the width of the edges 14, 16.
  • the front side 12 and rear side are parallel to each other and the edges 14, 16 are parallel to each other.
  • the duct 10 further comprises a generally rectangular inlet 22 protruding from its front side 12 located adjacent the end portion 18.
  • the inlet 22 comprises an upper portion 24 and a lower portion 26 joined by a first side portion 28 and a second side portion 30.
  • the inlet 22 has a generally rectangular open face 32 at the inlet front.
  • the first side portion 28 of the inlet 22 is joined to the front side 12 of the duct 10 by a generally curved surface 34.
  • the lower portion 26 of the inlet 22 is joined substantially perpendicularly to the front side 12 of the duct 10.
  • the second side portion 30 of the inlet 22 is joined to the end portion 18 of the duct 10 and the upper portion 24 of the inlet 22 is joined to the upper edge 14 of the duct 10.
  • the first and second side portions 28 and 30 of the inlet 22 each comprise a circular opening 36 and 38, respectively, located generally midway between the upper portion 24 and lower portion 26 of the inlet 22, and located generally midway between the front end (i.e. at the end at which front face 32 is located) and a rear end (i.e. at the end at which the curve 34 is located) of the inlet 22.
  • the openings 36, 38 are connected by a hollow pipe 40 of circular cross-section and of constant diameter.
  • a typical cross-sectional area of the pipe 40 is approximately 1% of the cross-sectional area of the front face 32.
  • the pipe 40 comprises two generally toroidal sections 42, 44 and a generally cylindrical section 46.
  • the first toroidal section 42 is joined at its upper end to the outwardly-facing side of opening 36 and is joined at its lower end to a first end of the cylindrical section 46.
  • the second toroidal section 44 is joined at its upper end to the outwardly-facing side of opening 38 and is joined at its lower end to a second end of the cylindrical section 46.
  • the joins between the first and second toroidal sections 42, 44 of the pipe 40 and the openings 36, 38, respectively, are air tight.
  • the cylindrical section 40 is below, and is generally parallel to, the lower portion 26 of the inlet 22. There is a gap between the lower portion 26 of the inlet 22 and the upper edge of the cylindrical section 46 of the pipe 40.
  • Figure 3 shows the location of the engine air intake duct 10 within a vehicle in one embodiment of the invention.
  • Figure 3 shows a vertical cross section of one side portion of a vehicle bonnet 100 having an engine air intake duct 10.
  • the bonnet 100 provides a closure member for an engine compartment 102 and is formed from an external panel 100A and an internal panel 100B.
  • the external and internal panels 100A, 100B are joined together by welds although other joining technologies are also useful.
  • the internal panel 100B is shaped in such a manner as to define an air conduit at the side of the bonnet 100.
  • This air conduit is arranged to draw ram air from the front of the vehicle (that is, flowing into or out of the page in relation to the cross-section as shown in Figure 3 ) and then in the direction of arrow 104. Note that a similar arrangement on the other side of the bonnet 100 (not shown) may also be useful. More than two air conduits may also be useful.
  • the bonnet 100 is of the clamshell type, having a downwardly depending lip 106 provided around an outer peripheral edge of the bonnet 100. With the bonnet 100 in a closed condition a gap 108 is provided between a lower edge of the lip 106 and vehicle body 110.
  • the vehicle body 110 is typically formed from a plurality of separate body panels, and the area shown in Figure 3 may be formed by the intersection of a bumper fascia panel, a headlamp assembly or light cluster and/or a fender panel, also known as a 'wing panel'.
  • the gap 108 is around 6mm in width although other arrangements are also useful. It is to be understood that other bonnet types are also useful.
  • air may also be drawn into the convergence region 112, and thereby into the inlet 22, through the gap 108 between the bonnet 100 and vehicle body 110 (i.e. in the direction of arrow 114). That is, a leak path exists for air into the inlet 22 from around the duct 10 and not just from the bonnet air conduit.
  • the convergence region 112 is therefore a region in which an air flow path through the bonnet air conduit converges with an air flow path through gap 108 between bonnet 100 and vehicle body 110.
  • the front face 32 of the inlet 22 is shown in Figure 3 facing in a substantially lateral direction relative to a longitudinal axis of the vehicle; however, the duct 10 may be arranged such that the front face 32 of the inlet 22 faces in a substantially upwards direction relative to a floor of the vehicle. Other directions may also be useful.
  • streamlines 60, 62, 64 show the laminar flow of a fluid (such as air) round a corner, and arrow 66 shows the direction of increasing pressure.
  • the direction of flow along the streamlines 60, 62, 64 may be in either direction. Since a region of lower pressure leads to a region of higher velocity, the velocity of the air flowing along streamline 60 is greater than the velocity of the air flowing along streamline 64. Therefore, the velocity of the air flowing round the inside of the corner 34 is greater than the velocity of the air flowing round the outside of the corner 34.
  • the above-described scenario means that there is a relatively large variation of air velocity across any given cross section of the inlet 22, with a relatively high air velocity close to the inside of the corner 34.
  • the velocity of the air at all points within the duct 10 must be below a certain maximum value in order to ensure that particles or debris are not drawn into the duct 10. Therefore, the large variation in velocity across the inlet 22 is undesirable because the amount of air that may be drawn into the vehicle engine via the duct 10 is reduced so as to meet the maximum velocity constraint.
  • the air in the internal region of the duct 10 in the vicinity of opening 36 is in fluid communication with the air in the internal region of the duct 10 in the vicinity of opening 38 (that is, air may flow freely through pipe 40 from one internal region to the other.
  • Air from outside the vehicle enters the inlet 22 via the front face 32.
  • the air flowing in the vicinity of opening 36 has a higher velocity than the air flowing in the vicinity of opening 38.
  • the pressure of the air in the vicinity of opening 36 is lower than the pressure of the air in the vicinity of opening 38. Therefore, there is a pressure difference through the pipe 40. This causes a flow of air through the pipe 40 from opening 36 to opening 38.
  • Figures 4 and 5 show front and perspective views, respectively, of an engine air intake duct 10' according to another embodiment of the present invention.
  • the duct 10' comprises a front side 12', a rear side (not pictured), an upper edge 14', a lower edge 16', an end portion 18' and an open-ended portion 20'.
  • the duct 10' has a generally rectangular inlet 22' protruding from the front side 12' and comprising an upper portion 24', a lower portion 26', a first side portion 28', a second side portion 30', and a front face 32'.
  • the first and second side portions 28' and 30' comprise an opening 36' and 38', respectively; however, unlike in the previous embodiment, only the second opening 38' is circular-shaped.
  • the first opening 36' is generally oblong-shaped with its vertical width greater than its transverse width.
  • the openings 36', 38' are connected by a hollow pipe 40'.
  • the pipe 40' comprises two generally curved sections 42', 44' and a generally uniform section 46'.
  • the upper edge of the uniform section 46' sits flush to the lower portion 26' of the inlet 22'.
  • the opening 36 in the embodiment shown in Figures 1 and 2 may lead to a relatively local reduction in air velocity in its vicinity.
  • the opening 36' in the embodiment shown in Figures 5 and 6 is designed such that the high-pressure air flowing around the outside of corner 34' that is drawn in the direction of the pressure gradient through pipe 40' is used to provide a more even reduction in the velocity of the air flowing in the vicinity of side portion 28'.
  • auxiliary pipe attached to an engine air intake duct
  • the openings to which such an auxiliary pipe connects need not be positioned or shaped as shown in the examples above; rather, the auxiliary pipe may run from an opening located at any location of relatively low pressure to an opening located at any location of relatively high pressure (that is, the opening at the ends of the pipe are located such that there is a pressure difference through the pipe).
  • the openings may be located at any location on the engine air intake duct (i.e. not necessarily on the inlet walls).
  • one end of an auxiliary pipe attached to an engine air intake duct splits into a plurality of sections via a manifold, each section connecting to one of a plurality of duct openings.
  • more than one end comprises a manifold. The inclusion of more than one auxiliary pipe may also be advantageous.
  • use of a manifold in this way may facilitate tuning for a given volumetric airflow, and/or optimise the acoustic quality and performance in use.
  • the ends of an auxiliary pipe are positioned close to the front face of an inlet rather than deeper into an engine air intake duct in order to reduce the effect of turbulence within the duct. Turbulent flow within the duct is undesirable because it increases the amount of work to be done by the system in order to draw air into the engine.
  • the ends of an auxiliary pipe are positioned close to a corner region of the engine air intake duct (that is, the openings in the duct to which the ends of the pipe are positioned are in the vicinity of internal regions of the duct where the airflow is changing direction).
  • the embodiments of the air intake duct as described above may be configured to supply air to any suitable device or machine, and are not limited to the application of induction systems for engines. It is envisaged that, for example, the air intake duct according to an embodiment as described above, may be readily employed as part of an air supply to a compressor or other air handling device. Such a compressor, fitted with an air duct as described above, may also benefit from the aforementioned advantages provided by the reduction in pressure differences across an air intake duct as has been described above, along with the attendant reduction in ingestion of particulate matter, such as dust and sand, which may be otherwise entrained in the surrounding air.
  • particulate matter such as dust and sand

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Claims (10)

  1. Ansaugvorrichtung, die zum Verringern des Einsaugens von Feststoffen in ein Einlasssystem eines Verbrennungsmotors geeignet ist, wobei die Vorrichtung Folgendes umfasst:
    einen Ansaugkanal (10), der einen Einlass (22, 22') umfasst, durch den Luft in den Verbrennungsmotor gesaugt werden kann; und
    ein Mittel (40, 40') außerhalb des Kanals (10), das konfiguriert ist, wenigstens einen Innenbereich des Kanals (10) mit einem ersten Druck mit wenigstens einem Innenbereich des Kanals (10) mit einem zweiten Druck, der größer als der erste Druck ist, zu verbinden, um die Differenz zwischen dem ersten Druck und dem zweiten Druck zu verringern,
    wobei das Mittel außerhalb des Kanals (10) wenigstens ein Hilfsrohr (40, 40') umfasst, wobei jedes Hilfsrohr (40, 40') wenigstens zwei Enden umfasst, wobei jedes Ende wenigstens eine Öffnung (36, 36', 38, 38') umfasst, wobei eine erste der Öffnungen (36, 36') angeordnet ist, sich in den Innenbereich des Ansaugkanals (10) mit dem ersten Druck zu öffnen und eine zweite der Öffnungen (38, 38') angeordnet ist, sich in den Innenbereich des Ansaugkanals (10) mit dem zweiten Druck zu öffnen,
    wobei die erste Öffnung (36, 36') neben einer Vorderfläche (32) des Einlasses (22, 22') angeordnet ist, und
    wobei die erste Öffnung (36, 36') nahe eines Eckbereichs (34, 34') des Ansaugkanals (10) angeordnet ist.
  2. Vorrichtung nach Anspruch 1, wobei wenigstens eine Öffnung (36, 36', 38, 38') neben der Länge des Ansaugkanals (10) angeordnet ist.
  3. Vorrichtung nach Anspruch 1 oder 2, wobei wenigstens eine Öffnung (36, 36', 38, 38') im Allgemeinen kreisförmig oder länglich ist.
  4. Vorrichtung nach einem der vorhergehenden Ansprüche, wobei das wenigstens eine Hilfsrohr (40) einen im Allgemeinen runden Querschnitt aufweist und/oder wenigstens einen Krümmer umfasst, der zu mehreren Öffnungen an wenigstens einem Ende des Rohrs (40) führt.
  5. Vorrichtung nach einem der vorhergehenden Ansprüche, wobei das wenigstens eine Hilfsrohr (40') bündig mit dem Ansaugkanal (10) abschließt.
  6. Vorrichtung nach einem der vorhergehenden Ansprüche, wobei die Querschnittsfläche des wenigstens einen Hilfsrohrs (40, 40') im Wesentlichen 1 % der Querschnittsfläche des Einlasses (22, 22') beträgt.
  7. Fahrzeug, das wenigstens eine Ansaugvorrichtung nach einem der vorhergehenden Ansprüche umfasst.
  8. Fahrzeug nach Anspruch 7, ferner Folgendes umfassend:
    eine Fahrzeugkarosserie (110);
    einen Motorraum (102), in dem sich ein Motor befindet; und
    eine Motorhaube (100), bewegbar an die Karosserie (110) gekoppelt und angeordnet, ein Verschlusselement für den Motorraum (102) bereitzustellen, wobei die Motorhaube (100) zwischen einem geöffneten und einem geschlossenen Zustand bewegbar ist, um Zugang zu dem Motorraum (102) bereitzustellen,
    wobei die Ansaugvorrichtung unter der Motorhaube (100) in der Fahrzeugkarosserie (110) neben dem Motorraum (102) angeordnet ist.
  9. Fahrzeug nach Anspruch 7 oder 8, wobei das Fahrzeug mit einem ersten und einem zweiten Luftströmungspfad versehen ist, wodurch Luft dem Ansaugkanal (10) zugeführt werden kann, wobei der erste Strömungspfad eine Motorhaubenleitung (100A, 100B) umfasst, um Stauluft an den Einlass (22, 22') bereitzustellen, und der zweite Strömungspfad durch eine Lücke (108) zwischen einer Seitenkante der Motorhaube (100) und der Karosserie (110) des Fahrzeugs bereitgestellt wird, wodurch Umgebungsluft durch die Lücke (108) zum Einlass (22, 22') gesaugt werden kann.
  10. Fahrzeug nach einem der Ansprüche 7 bis 9, wobei der Einlass (22, 22') des Ansaugkanals (10) angeordnet ist, um im Wesentlichen seitlich bezogen auf eine Fahrzeuglängsachse oder in eine im Wesentlichen aufwärtige Richtung bezogen auf einen Fahrzeugboden zu weisen.
EP15180904.3A 2014-08-15 2015-08-13 Lufteinlassvorrichtung Active EP2985444B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1414486.9A GB2529241A (en) 2014-08-15 2014-08-15 Air intake apparatus

Publications (2)

Publication Number Publication Date
EP2985444A1 EP2985444A1 (de) 2016-02-17
EP2985444B1 true EP2985444B1 (de) 2018-10-10

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Application Number Title Priority Date Filing Date
EP15180904.3A Active EP2985444B1 (de) 2014-08-15 2015-08-13 Lufteinlassvorrichtung

Country Status (2)

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EP (1) EP2985444B1 (de)
GB (1) GB2529241A (de)

Family Cites Families (11)

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Publication number Priority date Publication date Assignee Title
US2037940A (en) * 1932-09-10 1936-04-21 Edward A Stalker Means for preventing the separation of the flow from curved surfaces
US2745394A (en) * 1954-06-28 1956-05-15 Holley Carburetor Co Manifold assembly for internal combustion engines
US3353562A (en) * 1965-04-01 1967-11-21 American Standard Inc Guiding fluid around a bend
JPS54118915A (en) * 1978-03-07 1979-09-14 Toyota Motor Corp Suction controller for internal combustion engine
JPS5862315A (ja) * 1981-10-07 1983-04-13 Mazda Motor Corp エンジンの吸気装置
JPS5862352A (ja) * 1981-10-07 1983-04-13 Aichi Mach Ind Co Ltd 内燃機関の燃料霧化促進装置
DE10038011A1 (de) * 2000-08-04 2002-02-14 Porsche Ag Sauganlage
US20030131897A1 (en) * 2002-01-14 2003-07-17 Siemens Vdo Automotive, Inc. Bifurcated duct for a vehicle induction system
US20050172924A1 (en) * 2004-02-09 2005-08-11 Simon David N. Air management systems
US7556009B2 (en) * 2007-09-07 2009-07-07 Advanced Flow Engineering, Inc. Air intake manifold for coupling the output of a compressor to the air intake of an internal combustion engine
GB2497143B (en) * 2012-01-20 2014-07-30 Jaguar Land Rover Ltd Motor vehicle with improved air intake apparatus

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
GB201414486D0 (en) 2014-10-01
GB2529241A (en) 2016-02-17
EP2985444A1 (de) 2016-02-17

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