GB2497760A

GB2497760A - Air intake assembly

Info

Publication number: GB2497760A
Application number: GB201121871A
Authority: GB
Inventors: Geoff Le Good; Troy Kenion
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2011-12-20
Filing date: 2011-12-20
Publication date: 2013-06-26
Also published as: EP2607132B1; GB201121871D0; ES2523832T3; EP2607132A1

Abstract

An air intake assembly for an air cooling system of an automotive vehicle having a radiator 12, the air intake assembly comprising a first air inlet 1 upstream of the radiator which defines a first air flow into the air cooling system, in use, and a second air inlet 2 upstream of the radiator which defines a second air flow into the air cooling system, in use. The second air inlet has at least one dimension that is smaller than the equivalent dimension of the first air inlet so that the second air flow has a higher velocity than the first air flow, thereby to converge the first and second air flows downstream of the first and second air inlets into a single flow through the radiator.

Description

AIR INTAKE ASSEMBLY

Field of the invention

The present invention lies in the field of automotive technology and more specifically in the field of automotive engine cooling. In particular, embodiments of the invention relate to an air intake assembly for an air cooling system of an automotive engine.

Background to the invention

In automotive vehicles it is necessary to ensure that the engine does not overheat. Such overheating could result in the engine being damaged or even destroyed.

One means for cooling a vehicle engine is by connecting a heat transfer device such as a radiator to the engine and providing a flow of air across the radiator. In such an arrangement, air flows into the vehicle through an air inlet at a front end of the vehicle when the vehicle is moving. The air then flows across the radiator and out of the vehicle through an air outlet. Heat produced by the engine is transferred to the air as the air passes across the radiator and the heated air is then transferred away from the vehicle.

Such air cooling systems not only prevent malfunction of the engine, but also assist in controlling engine temperature for optimisation of vehicle efficiency.

In recent years it has become of greater importance for automotive manufacturers to reduce fuel consumption, both for environmental and economic reasons. One way to assist in reducing fuel consumption is by minimising the profile of the front end of a vehicle in order to improve the aerodynamic properties of the vehicle. However, miriimising the profile of the front end of a vehicle generally reduces the area at the front end of the vehicle that is available for intake of air for cooling of the engine. Hence, in general when the size of the front end of a vehicle is reduced, so too is the air flow to the radiator, which can lead to cooling problems. In automotive vehicle design, fuel efficiency is often therefore compromised by engine cooling efficiency.

In vehicles having mid-and rear-mounted engines there are further problems associated with maintaining a stable flow of air through the front bay of the vehicle and across the radiator. In particular, the additional space in the front bay of such vehicles encourages turbulent and recycled air flow, and often creates stagnant air pockets. Such dead air recirculation becomes a real problem in the cooling system by reducing the amount of air flowing through the cooling system. This results in a compromised cooling performance.

There are therefore various problems associated with the efficiency of air cooling systems, which in turn reduces the overall efficiency of vehicles.

It is an aim of embodiments of the invention to at least partially mitigate some of the above-mentioned problems.

Summary of the invention

According to a first aspect of the present invention, there is provided an air intake assembly for an air cooling system of an automotive vehicle having a radiator, comprising a first air inlet upstream of the radiator which defines a first air flow into the air cooling system, in use; and a second air inlet upstream of the radiator which defines a second air flow into the air cooling system, in use. The second air inlet has at least one dimension that is smaller than the equivalent dimension of the first air inlet so that the second air flow has a higher velocity than the first air flow; thereby to converge the first and second air flows downstream of the first and second air inlets into a single flow through the radiator.

The invention provides the advantage that when the upper and lower air flows meet, the high velocity of the lower air flow helps to urge the upper air flow up towards the radiator.

Furthermore the higher velocity of the lower air flow, compared to the velocity of the upper air flow, draws in the upper air flow due to the differential pressures. The upper air flow therefore converges with the lower air flow to provide a laminar flow and minimise any turbulence caused by the two separate air flows converging.

In particular, an advantage is obtained by providing an air flow directing member between the first and second air inlets. The air flow directing member preferably has an aerofoil-like cross section and helps to reduce turbulence between the first and second air flows when they converge.

The air intake assembly is intended for use in, but is not limited to, a high performance aerodynamic vehicle, such as an electric hybrid vehicle, where it is particularly important to be able to provide an effective air cooling system.

In a preferred embodiment, the at least one dimension of the second air inlet is vertical height.

Preferably, the cross sectional flow area through the second inlet is less than the cross sectional flow area through the first air inlet.

The first air inlet may, in a preferred embodiment, be positioned above the second air inlet.

The first air inlet is arranged to be covered by a front grill of the vehicle which defines a plurality of inlet paths into the first air inlet. In other words, the first air inlet does not itself form a part of the main entry grill into the engine.

In a particularly preferred embodiment, the air intake assembly may further comprise an airflow directing member arranged, in use, between the first and second inlets so as to converge the first and second air flows into a laminar air flow downstream of the air flow directing member.

The air flow directing member preferably has an outer surface for directing the air flow, the outer surface having upper and lower portions arranged so that a distance provided along the upper portion is greater than a distance provided along the lower portion flow.

This has the effect of increasing the velocity of air flowing over the upper portion relative to the velocity of air flowing over the lower portion.

In one embodiment, the upper portion defines an upper surface of the air flow directing member and the lower portion defines a lower surface of the air flow directing member, and the upper surface slopes downwardly towards the lower surface from an upstream end of the air flow directing member to a downstream end of the air flow directing member.

For example, the lower surface of the air flow directing member may slope upwardly towards the upper surface of the air flow directing member from an upstream end of the air flow directing member to a downstream end of the air flow directing member.

The slope of the upper surface may, for example, have an increased gradient relative to the slope of the lower surface.

A benefit of the aforementioned arrangement is that it allows for the lower air flow to maintain a relatively linear flow path, while the upper air flow is channelled into alignment with the lower air flow. Consequently, as the upper and lower air flows converge they remain relatively undisturbed by one another.

The upper portion of the air flow directing member may include a rear surface of the air flow directing member which slopes downwardly between the upper surface and the lower surface.

In use, the airflow directing member may be arranged to be positioned behind a rear surface of a bumper of the vehicle and to extend downstream from the bumper.

Alternatively, the air flow directing member may form an integral part of the vehicle bumper.

The second air inlet may be defined between the air flow directing member and a body part of the vehicle.

Preferably, for example, the body part is a front splitter having a profile arranged to reduce lift to an underside of the vehicle.

An upper surface of the splitter may include a portion that is inclined upwardly from an upstream end to a downstream end thereof to provide an aerodynamic profile.

Preferably, the first air inlet is arranged to be defined between the air flow directing member and a bonnet of the vehicle.

According to a second aspect of the invention, there is provided an air intake assembly for an air cooling system of an automotive vehicle having a radiator, comprising a first air inlet upstream of the radiator which defines a first air flow into the air cooling system, in use; and a second air inlet upstream of the radiator which defines a second air flow into the air cooling system, in use; and an air flow directing member arranged between the first and second air inlets, the air flow directing member being arranged, in use, to direct the first and second air flows so that the first and second air flows converge into a laminar air flow downstream of the air flow directing member.

It will be appreciated that preferred and/or optional features of the first aspect of the invention may be incorporated alone or in appropriate combination in the second aspect of the invention also.

Brief description of the drawings

Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 is a cross-sectional view of an air cooling system in a front end of a vehicle in accordance with an embodiment of the invention; Figure 2 is a perspective view of the front end of the vehicle of Figure 1; Figure 3 is a perspective view of the front end of the vehicle of Figure 1 with a front grill of the vehicle removed; Figure 4 is a cross-sectional view of the front end 10 of the vehicle of Figure 1, to show the flow of air through the air cooling system; Figure 5 is a plan view of an air flow directing member of the air cooling system of Figure 1; Figure 6 is a perspective view of the air flow directing member of Figure 5; Figure 7 is a cross-sectional view of the air flow directing member of Figures 5 and 6 along the line X-X shown in Figure 5; Figure 8 is a perspective view of a splitter of the air cooling system of Figure 1; Figure 9 is a plan view of the splitter of Figure 8; Figure 10 is a side view of the splitter of Figures 8 and 9; Figure ills a cross sectional view of the splitter of Figures 8, 9 and 10 along the line Xl-Xl shown in Figure 9; Figure 12 is a perspective view of internal components of the front end of the vehicle of Figure 1, including air flow ducts; and Figure 13 is a perspective view of the airflow ducts of Figure 12.

Detailed description of embodiments of the invention A vehicle air cooling system in accordance with a first embodiment of the invention will now be described with reference to Figures 1 to 4.

A front end 10 of a vehicle includes a heating, ventilation and air conditioning system (HVAC) 11 of the engine, along with a heat transfer device in the form of a radiator 12.

Heat produced by the vehicle's engine is transferred to the radiator 12, which is positioned in an air cooling path between first and second air inlets 1, 2, which form main and secondary air inlets iespectively, and an air outlet 3. The main air inlet 1 is positioned above the secondary air inlet 2, and therefore these air inlets shall hereinafter be referred to as the upper air inlet 1 and lower air inlet 2 respectively. The air outlet 3 is located between an upper end of the bonnet 13 situated near the vehicle windscreen 19 and a chassis 20 of the vehicle that supports the windscreen 19.

The forward movement of the vehicle drives a flow of air through the air cooling system.

The air that passes through the inlets 1, 2 passes through and over the radiator 12 and leaves the air cooling system through the outlet 3, as indicated by the arrow proximate to the outlet 3 in Figure 1. As air passes over the radiator 12, the air is heated and the heated air leaves the vehicle through the outlet 3. The air cooling system thereby transfers heat away from the radiator 12, and therefore away from the engine.

When the vehicle is moving forwards, air enters the air cooling system through the inlets 1, 2, as indicated by the arrows proximate to the inlets 1, 2 in Figure 1. The upper air inlet 1 is located so that the passage of airflow therethrough is horizontally in line with, and impacts with, the HVAC 11. The air flow path extends upwards from the upper and lower air inlets 1, 2, which is at a bottom, forwardmost portion of the vehicle, towards the air outlet 3. The radiator 12 is arranged within the air flow path, sloping forwards with its upper end in a forward position relative to its lower end and such that a top end of the radiator 12 is located slightly higher in the front end 10 of the vehicle than the upper air inlet 1.

As shown in Figures 2 and 3, the first and second air inlets 1, 2 are elongate openings that extend laterally across a portion of the front of the vehicle with the upper air inlet 1 presenting a larger cross sectional area to the flow than the lower air inlet 2. In particular, the upper air inlet 1 is of increased height compared with the equivalent dimension of the lower air inlet 2, with the lower air inlet 2 taking the form of a relatively thin horizontal slit.

The relative dimensions of the upper and lower air inlets 1, 2 are such that the air flow through the lower air inlet 2 (referred to as the lower air flow) has a higher velocity than the air flow through the upper air inlet 1 (referred to as the upper airflow). As such, when the upper and lower air flows meet within the air flow path, the high velocity of the lower air flow helps to urge the upper air flow up towards the radiator 12 as discussed above.

Furthermore the higher velocity of the lower air flow, compared to the velocity of the upper air flow, draws in the upper air flow due to the differential pressures. The upper air flow therefore becomes a parallel flow with the lower air flow to provide a laminar flow and minimise turbulence caused by the two separate air flows converging.

As the higher velocity of the lower airflow helps to sweep up" the upper airflow towards and through the radiator 12, the presence of the lower air flow therefore prevents the upper air flow from being directed straight towards the engine, which would result in large amounts of turbulence. Furthermore, the presence of a higher velocity air flow below the main upper air flow results in a substantially laminar air flow through the air cooling system, which also helps to reduce turbulence and dead air flow within the cooling system. In addition, by improving the air flow through the cooling system, the heat transfer from the radiator 12 to the air flowing through the air cooling system and out of the vehicle is also improved. Consequently, in accordance with this embodiment of the invention, it is possible to reduce the size of the front end profile of the vehicle to improve aesthetics and aerodynamics, while also providing a sufficient air flow through the air cooling system for cooling the engine. The structure and positioning of the air inlets 1, 2 therefore improve the cooling efficiency of the vehicle.

In more detail, the upper air inlet 1 is defined by a lower surface of an upper body portion 13 of the front end of the vehicle (such as the vehicle bonnet), and an upper surface of an airflow directing member 14, which is formed within the rear of the vehicle bumper 15. As best depicted in Figures 2 and 3, the bumper 15 extends along a lower edge of the upper air inlet 1 and also extends upwards at the lateral ends of the upper air inlet 1 to define the sides of the upper air inlet 1. A front grill 16 covers the upper air inlet 1 to prevent debris entering the air cooling system, and also to provide an aesthetically appealing appearance to the front of the vehicle. It will be appreciated that the front grill 16 itself provides a plurality of different inlets into the air cooling system, but these inlets are upstream of and distinct from the upper air inlet 1.

An upper side of the lower air inlet 2 is defined by a lower surface of the air flow directing member 14, and a lower side of the lower air inlet 2 is defined by an upper surface of a splitter member, or splitter 17, which is connected to a front under-tray 18 of the vehicle.

In alternative embodiments of the invention (not shown) the bumper 15 may define a lower surface of the upper air inlet 1 and an upper surface of the lower air inlet 2, and the airflow directing member 14 may extend downstream from the bumper.

Figure 4 shows the flow of air through the front end 10 of the vehicle. It can be seen how there is a relatively laminarflow, particularly between the inlets 1,2 and the radiator 12.

Furthermore, the drawing in of the upper air flow, when the upper and lower air flows converge, can be seen in Figure 4.

The shape and configuration of the airflow directing member 14, in addition to the splitter 17, hetp to improve the flow of air through the air cooling system. These features shall now be discussed in more detail with reference to Figures 5 to 11.

The airflow directing member 14 is shown in further detail in Figures 5 to 7. In this embodiment of the invention the air flow directing member 14 is a foam-moulded arrangement that has a front surface having a profile arranged to match a profile of the rear surface of the moulded bumper 15 to allow the parts 14, lSto be mated together.

Hence, the airflow directing member 14 has a curved front surface 14d, which slopes downwards and forwards from its uppermost to its lowermost part, as seen most clearly in Figure 7. The bumper is made from injection-moulded plastic and effectively provides a skin over the air flow directing member 14. The shape of the bumper 15 is selected primarily for aesthetics, but its characteristics are also selected for aerodynamic and safety reasons.

The airflow directing member 14 extends rearward from the bumper 15 and has an outer surface comprising an upper portion, defining an upper surface 14a and a rear surface 14c of the member 14, and lower portion defining a lower surface 14b of the member 14.

The airflow directing member 14 has an aerofoil-like cross-section when viewed from the side and, in particular, tapers from its front to its rear so that the upper and lower surfaces 14a, 14b become closer together towards the rear of the body. This tapering aids the convergence of the upper and lower air flows to thereby reduce turbulence that could arise when the upper and lower air flows meet. The upper surface 14a slopes downwardly at a steeper angle, relative to horizontal, than the angle at which the lower surface 14b slopes upwardly. This arrangement allows for the lower airflow to maintain a relatively linear flow path, while the upper air flow is channelled into alignment with the lower air flow. Consequently, the upper and lower air flows remain relatively undisturbed by one another when they converge.

The rear surface 14c of the air flow directing member 14 slopes downwardly, at a relatively steep angle, from the upper surface 14a towards the lower surface 14b to provide a rear protrusion of the member 14. The shaping of the air flow directing member 14 at the rear protrusion assists in keeping the lower air flow substantially linear and allows the upper air flow to be directed gently so as to be substantially parallel with the lower air flow. In this way a combined laminar air flow is created.

The combined length of the upper and rear surfaces 14a, 14c is increased compared with the length of the lower surface 14b. This helps to increase the speed of the air flowing over the upper surface of the air flow directing member 14. Consequently, a lower portion of the upper air flow will flow at a higher velocity than an upper portion of the upper air flow. When the upper and lower air flows come together, the increased velocity of the lower portion of the upper air flow helps to improve convergence of the upper and lower air flows, as the lower air flow also has a relatively high velocity.

Turbulence is therefore reduced as the upper and lower air flows come together to provide a laminar air flow.

The air flow directing member 14 extends across the full width of the bumper 15.

However, the air flow directing member 14 narrows towards its rear so that the rear surface 14c only extends across a central portion of the airflow directing member 14.

This is because it is only this portion 14c of the air flow directing member 14 that extends into the flow path through the air cooling system. In particular, side edges 14e, 14f of the rear protrusion, which are defined by the rear surface 14c of the air flow directing member, are arranged to engage with the internal sides of the lower duct 21.

The splitter 17 of the air cooling system is shown in detail in Figures 8to 11. As seen in Figures 8 and 9, the splitter 17 defines the lower surface of the lower air inlet 1 and is arc-shaped to substantially match the front profile of the vehicle. The splitter 17 has an upper surface with two distinct portions; a front aerodynamic portion 1 7a and a connection portion 17b which connects with the front tray 18 of the vehicle. The splitter 17 has a lower surface 17c that is substantially flat with a slight downwards slope towards the front end of the splitter 17.

The aerodynamic portion ha of the splitter 17 is substantially flat apart from a slight downward slope from its rearmost, downstream part towards its frontmost, upstream part. Due to this shaping, the aerodynamic portion 17a of the splitter 17 therefore tapers downwardly towards its upstream end.

This shaping of the splitter 17 provides desirable aerodynamic properties. In particular, a smooth flow of air into the air cooling system is provided and a downward biasing force is applied to the vehicle due to a higher pressure acting on the upper surface of the splitter 17 compared with that acting on the lower surface 1 7c of the splitter 17.

The inner portion 17b of the splitter is arc-shaped shaped and steps down from the aerodynamic portion 17a, from a higher front portion to a lower rear portion. The stepped nature of the inner portion 17b means that the splitter 17 is thinner in this inner region 17b than it is in the aerodynamic portion ha.

On the lower surface 17c of the splitter 17, towards the rear, a plurality of fins 17d are provided, as best depicted in Figure 10. These fins 17d act as "wheel spoilers" to direct air away from the wheels.

One fin 1 7d is provided at each end of the arc-shaped splitter 17. Each of the fins lid tapers downwardly, from the front towards the rear, from the base of the splitter 17 so that the height of each of the fins 1 7d increases towards the rear of the splitter 17, as seen in Figure 9. Viewed from the side, as in Figure 101 the rear face of each fin lid has a slight downward slope from the top to the bottom of the fin 1 7d. Figure 11 shows how the splitter is engaged with the front tray 18.

Figures 12 and 13 show the position of three air-directing ducts 21, 22, 23 within the air cooling system, which are provided to further improve the flow of air therethrough. In particular, a lower duct 21 is provided between the air inlets 1, 2 (not identified in Figures 12 and 13), upstream of the radiator 12, and left and right upper ducts 22, 23 are provided downstream of the radiator 12 and the outlet 3. These ducts 21,22,23 help to define a smooth air flow path through the air cooling system, and thereby assist in reducing turbulence.

The lower duct 21 is shaped to direct the air flow from the inlets 1, 2 upwards towards the radiator 12. In particular, the lower duct 21 has a sloped rear portion to direct air up towards the radiator 12.

The left and right upper ducts 22, 23 are arranged to direct air upwards from the radiator 12 towards the air outlet 3. As shown in Figure 12, each of the upper ducts 22,23 comprises a lower surface and two side surfaces, each of the lower surfaces being upwardly sloped from its front to its rear to direct the flow of air. Each duct is closed on its upper side by the bonnet of the vehicle (not shown in Figure 12).

In this embodiment of the invention the two upper ducts 22, 23 direct the air towards a single air outlet 3. However, it will be appreciated that in alternative embodiments each duct could direct the air flow to a different outlet associated only with that particular duct.

In other embodiments, any number of outlets could be provided.

The embodiments of the invention discussed above relate to an air inlet arrangement comprising upper and lower air inlets 1, 2, wherein the lower air inlet 2 results in a higher velocity airflow therethrough compared with the upper air inlet 1. As discussed above, the effect of this is that the higher velocity lower airflow "sweeps up" the upper air flow to give a combined flow through the radiator 12. This arrangement is particularly useful for vehicles having a main air inlet 1 at a relatively low position at the front of the vehicle.

In alternative embodiments of the invention it may be preferable to provide the higher velocity air flow at different positions with respect to the main air flow. For example, the external design of a vehicle could provide two main air inlets at each side of the front of the vehicle, while the engine is located in the middle of the front of the vehicle. In such an arrangement it would be beneficial to generate high velocity airflows at the outer sides of each of the main air inlets in order to direct the air flow through the main inlets towards the central engine. Furthermore, in vehicles having mid-or rear-mounted engines, air inlets may be provided at side portions of the vehicle. Consequently, it may again be advantageous to be able to direct the air flow from the sides of the vehicle towards an engine mounted centrally within the mid or rear of the vehicle.

In alternative embodiments a high velocity air flow, or a plurality of high velocity air flows, can be provided around the main inlet. Hence, more generally, it is envisaged that at least one directional air flow is provided adjacent to the main air flow in order to direct the main air flow along a desired air flow path.

It will be appreciated that reterence to the position of parts or components of the assembly with respect to the orientation of the vehicle, such as front, rear, upwards and downwards, refer to a vehicle orientated for normal forwards/rearwards translatory movement.

Furthermore, reference to parts or components being upstream or downstream refers to the flow of air when the vehicle is moving in the normal forwards direction. It will also be appreciated that the terms upstream and front are generally interchangeable, as are the terms downstream and rear.

While reference is made generally to a vehicle, and many components corresponding to a car are depicted and described, it should be appreciated that the above-described embodiments of the invention are applicable for use with any suitable vehicle and not necessarily a car.

The above embodiments of the description are provided as examples of the invention only, and the invention is in no way limited to the above-described embodiments. Other alternative embodiments of the invention are envisaged. The scope of the invention is only limited by the appended claims.

Claims

<claim-text>Claims 1. An air intake assembly for an air cooling system of an automotive vehicle having a radiator, the air intake assembly comprising: a first air inlet upstream of the radiator which defines a first air flow into the air cooling system, in use; and a second air inlet upstream of the radiator which defines a second air flow into the air cooling system, in use; wherein the second air inlet has at least one dimension that is smaller than the equivalent dimension of the first air inlet so that the second air flow has a higher velocity than the first air flow; thereby to converge the first and second air flows downstream of the first and second air inlets into a single flow through the radiator.</claim-text> <claim-text>2. The air intake assembly according to claim 1, wherein the at least one dimension is vertical height.</claim-text> <claim-text>3. The air intake assembly according to claim 1 or claim 2, wherein the cross sectional flow area through the second inlet is less than the cross sectional flow area through the first air inlet.</claim-text> <claim-text>4. The air intake assembly according to any preceding claim, wherein the first air inlet is positioned above the second air inlet.</claim-text> <claim-text>5. The air intake assembly according to any preceding claim, wherein the first air inlet is arranged to be covered by a front grill of the vehicle which defines a plurality of inlet paths into the first air inlet.</claim-text> <claim-text>6. The air intake assembly according to any preceding claim, further comprising an airflow directing member arranged, in use, between the first and second inlets so as to converge the first and second air flows into a laminar air flow downstream of the air flow directing member.</claim-text> <claim-text>7. The air intake assembly according to claim 6, wherein the air flow directing member comprises an outer surface for directing the air flow, the outer surface having upper and lower portions arranged so that a distance provided along the upper portion is greater than a distance provided along the lower portion flow so as to increase the velocity of air flowing over the upper portion relative to the velocity of air flowing over the lower portion.</claim-text> <claim-text>8. The air intake assembly according to claim 7, wherein the upper portion defines an upper surface of the air flow directing member and the lower portion defines a lower surface of the air flow directing member, and the upper surface slopes downwardly towards the lower surface from an upstream end of the air flow directing member to a downstream end of the air flow directing member.</claim-text> <claim-text>9. The air intake assembly according to claim 7 or claim 8, wherein the lower surface of the air flow directing member slopes upwardly towards the upper surface of the air flow directing member from an upstream end of the air flow directing member to a downstream end of the air flow directing member.</claim-text> <claim-text>10. The air intake assembly according to claim 9, wherein the slope of the upper surface has an increased gradient relative to the slope of the lower surface.</claim-text> <claim-text>11 The air intake assembly according to any one of claims 7 to 10, wherein the upper portion of the air flow directing member includes a rear surface of the air flow directing member which slopes downwardly between the upper surface and the lower surface.</claim-text> <claim-text>12. The air intake assembly according to any one of claims 6 to 11, wherein, in use, the air flow directing member is arranged to be positioned behind a rear surface of a bumper of the vehicle and to extend downstream from the bumper.</claim-text> <claim-text>13. The air intake assembly according to any one of claims 6 to 12, wherein the air flow directing member is an integral part of the vehicle bumper.</claim-text> <claim-text>14. The air intake assembly according to any one of claims 6 to 14, wherein the second air inlet is defined between the air flow directing member and a body part of the vehicle.</claim-text> <claim-text>15. The air intake assembly according to claim 14, wherein the body part is a front splitter having a profile arranged to reduce lift to an underside of the vehicle.</claim-text> <claim-text>16. The air intake assembly according to claim 15, wherein an upper surface of the splitter includes a portion that is inclined upwardly from an upstream end to a downstream end thereof to provide an aerodynamic profile.</claim-text> <claim-text>17. The air intake assembly according to any one of claims 5 to 16, wherein the first air inlet is arranged to be defined between the air flow directing member and a bonnet of the vehicle.</claim-text> <claim-text>18. An air intake assembly for an air cooling system of an automotive vehicle having a radiator, comprising a first air inlet upstream of the radiator which defines a first air flow into the air cooling system, in use; and a second air inlet upstream of the radiator which defines a second air flow into the air cooling system, in use; and an air flow directing member arranged between the first and second air inlets, the air flow directing member being arranged, in use, to direct the first and second air flows so that the first and second air flows converge into a laminar air flow downstream of the air flow directing member.</claim-text> <claim-text>19. An aircooling assemblyforan engine ofan automotivevehicle, comprising: the air intake assembly of any one of claims ito 18 arranged to be positioned upstream of the engine; an outlet arranged to be positioned downstream of the engine; and at least one duct defining a flow path between the inlets of the air intake assembly and the outlet.</claim-text> <claim-text>20. A vehicle, comprising: the air cooling assembly according to claim 19; and an engine positioned between the air intake assembly and the outlet.</claim-text> <claim-text>21. An air intake assembly substantially as herein described with reference to the accompanying figures.</claim-text> <claim-text>22. An air cooling assembly substantially as herein described with reference to the accompanying figures.</claim-text> <claim-text>23. A vehicle having an air intake assembly substantially as herein described with reference to the accompanying figures.</claim-text> <claim-text>24. An air cooling assembly substantially as herein described with reference to the accompanying figures.</claim-text>