Snorkel and pressure relief valve for dual path cool air inlet system

Abstract

An air intake assembly configured to direct air into a throttle body of an engine of an automotive vehicle includes an air cleaner enclosure, primary and secondary air intake ducts and a downstream air intake duct. The primary and secondary air intake ducts route air into the air cleaner enclosure through a first inlet. A method of directing the intake air into the throttle body is also provided. The air cleaner enclosure includes a valve that is configured to move from a closed position to an open position to draw air into the air cleaner enclosure through a second inlet. The valve is moved to the open position upon a pressure increase experienced within the air cleaner enclosure due to water intake. A snorkel has a snorkel inlet that is positioned at an elevation above the first and second inlets.

Claims

1. An air intake assembly arranged in an engine compartment of an automotive vehicle and configured for directing air into a throttle body of an engine of the vehicle, the air intake assembly comprising: an air cleaner enclosure unit having a first air cleaner inlet, a second air cleaner inlet and an air cleaner outlet; a valve disposed at the second air cleaner inlet and configured to move between (i) a closed position wherein air is inhibited from passing into the air cleaner enclosure unit through the second air cleaner inlet and (ii) an open position wherein air is permitted to pass into the air cleaner enclosure unit through the second air cleaner inlet; a primary air intake duct that directs air between a primary air inlet and the first air cleaner inlet; a secondary air intake duct that directs air between a secondary air inlet and the first air cleaner inlet wherein the secondary air intake duct directs air from the secondary air inlet to the first air cleaner inlet when the vehicle is stopped and wherein the primary air intake duct directs air from the primary air inlet to the first air cleaner inlet when the vehicle is moving, wherein an air pressure is higher at the primary air inlet than the secondary air inlet when the automotive vehicle is in motion; and a downstream air intake duct fluidly connected between and configured to direct air from the air cleaner outlet to the throttle body; wherein the valve is configured to move from the closed position to the open position based on a pressure increase within the air cleaner enclosure unit caused when air stops entering the air cleaner enclosure unit from the first air cleaner inlet.

2. The air intake assembly of claim 1, further comprising a snorkel having a snorkel inlet and a snorkel outlet, wherein the snorkel inlet is positioned at an elevation above the primary and secondary air inlets and the snorkel outlet is fluidly connected to the second air cleaner inlet.

3. The air intake assembly of claim 1 wherein the air cleaner enclosure unit includes a barrier that fluidly separates the air cleaner enclosure unit into a first compartment having the first air cleaner inlet and a second compartment having the second air cleaner inlet.

4. The intake assembly of claim 3 wherein the first and second compartments share a common boundary at an air filter.

5. The intake assembly of claim 4 wherein the air filter includes an air filter divider that aligns with the barrier and inhibits water from entering the second compartment from the first compartment.

6. The air intake assembly of claim 1 wherein the valve is configured to move from the closed position to the open position upon water entering the air cleaner enclosure unit.

7. The air intake assembly of claim 6 wherein the water entering the air cleaner enclosure unit enters through and submerges the first air cleaner inlet, thereby preventing air from entering the air enclosure inlet through the first air cleaner inlet.

8. The air intake assembly of claim 1, further comprising a common intake duct that delivers air into the air intake assembly through the first air cleaner inlet.

9. The air intake assembly of claim 8 wherein the primary air intake duct and the secondary air intake duct converge into the common intake duct.

10. The air intake assembly of claim 9 wherein the air intake assembly is configured to alternatively operate between the following three conditions: (A) inlet air is directed into the air cleaner enclosure unit from the secondary air intake duct and routed concurrently (i) through the first air cleaner inlet, through the downstream air intake duct and into the throttle body and (ii) through the primary air intake duct out of the primary air inlet based on a higher air pressure at the secondary air inlet compared to the primary air inlet; (B) inlet air is directed into the air cleaner enclosure unit from the primary air intake duct and routed concurrently (iii) through the first air cleaner inlet and into the throttle body and (iv) through the secondary air intake duct and out of the secondary air inlet based on a higher air pressure at the primary air inlet compared to the secondary air inlet; and (C) inlet air is directed into the air cleaner enclosure unit through the second air cleaner inlet and into the throttle body based on inlet air being inhibited from entering the air cleaner enclosure in either of conditions (A) or (B).

11. The air intake assembly of claim 1 wherein the secondary air inlet is positioned under a hood of the engine compartment.

12. A method of directing intake air into a throttle body of an engine of an automotive vehicle, the method comprising: arranging an air cleaner enclosure unit having a first air cleaner inlet, a second air cleaner inlet and an air cleaner outlet into an engine compartment of the automotive vehicle; routing a primary air intake duct between a primary air inlet and the first air cleaner inlet; routing a secondary air intake duct between a secondary air inlet and the first air cleaner inlet; routing a downstream air intake duct between the air cleaner outlet and the throttle body; and alternatively directing inlet air between the following three conditions: (A) directing inlet air into the air cleaner enclosure unit in a first condition from the secondary air intake duct and routing the inlet air concurrently (i) through the first air cleaner inlet and into the throttle body and (ii) through the primary air intake duct out of the primary air inlet based on a higher air pressure at the secondary air inlet compared to the primary air inlet; (B) directing inlet air into the air cleaner enclosure unit in a second condition from the primary air intake duct and routing the inlet air concurrently (iii) through the first air cleaner inlet and into the throttle body and (iv) through the secondary air intake duct and out of the secondary air inlet based on a higher air pressure at the primary air inlet compared to the secondary air inlet; and (C) directing inlet air into the air cleaner enclosure unit in a third condition through the second air cleaner inlet and into the throttle body based on inlet air being inhibited from entering the air cleaner enclosure in the first and second conditions.

13. The method of claim 12 further comprising arranging a snorkel having a snorkel inlet and a snorkel outlet such that the snorkel inlet is positioned at an elevation above the primary and secondary air inlets and the snorkel outlet is fluidly connected to the second air cleaner inlet.

14. The method of claim 12 wherein directing inlet air into the air cleaner enclosure unit from the secondary air intake duct includes directing the inlet air into the air cleaner enclosure unit when an air pressure is higher at the secondary air inlet than the primary air inlet.

15. The method of claim 14 wherein the air pressure is higher at the secondary air inlet than the primary air inlet when the automotive vehicle is at idle, and wherein the air pressure is higher at the primary air inlet than the secondary air inlet when the automotive vehicle is in motion.

16. The method of claim 12 wherein directing inlet air into the air cleaner enclosure unit from the primary and secondary intake ducts both comprise directing inlet air into a common intake duct.

17. The method of claim 12 wherein directing inlet air into the air cleaner enclosure unit in the third condition through the second inlet comprises: moving a valve disposed at the second air cleaner inlet from a closed position where air is inhibited from passing into the air cleaner enclosure unit through the second air cleaner inlet to an open position where air is permitted to pass into the air cleaner enclosure unit through the second air cleaner inlet.

18. The method of claim 17 wherein the valve moves from the closed position to the open position upon a pressure increase experienced within the air cleaner enclosure unit.

19. An air intake assembly arranged in an engine compartment of an automotive vehicle and configured for directing air into a throttle body of an engine of the vehicle, the air intake assembly comprising: an air cleaner enclosure unit having a first air cleaner inlet, a second air cleaner inlet and an air cleaner outlet; a valve disposed at the second air cleaner inlet and configured to move between (i) a closed position wherein air is inhibited from passing into the air cleaner enclosure unit through the second air cleaner inlet and (ii) an open position wherein air is permitted to pass into the air cleaner enclosure unit through the second air cleaner inlet; a primary air intake duct that directs air between a primary air inlet and the first air cleaner inlet; a secondary air intake duct that directs air between a secondary air inlet and the first air cleaner inlet; and a downstream air intake duct fluidly connected between and configured to direct air from the air cleaner outlet to the throttle body; wherein the valve is configured to move from the closed position to the open position based on a pressure increase within the air cleaner enclosure unit caused when air stops entering the air cleaner enclosure unit from the first air cleaner inlet, wherein the valve is configured to move from the closed position to the open position upon water entering the air cleaner enclosure unit through and submerging the first air cleaner inlet, thereby preventing air from entering the air enclosure inlet through the first air cleaner inlet.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a top view of a schematic illustration of an air intake assembly directing air into an internal combustion engine according to one example of the present disclosure;

(2) FIG. 2 is a schematic illustration of the air intake assembly of FIG. 1 and shown in an exemplary operating condition where the vehicle is at idle;

(3) FIG. 3 is a schematic illustration of an air intake assembly of FIG. 1 and shown in an exemplary operating condition where the vehicle is in motion; and

(4) FIG. 4 is an schematic illustration of an air cleaner enclosure unit of the air intake assembly of FIG. 1 and shown with a pressure valve normally closed during normal operation of the air cleaner enclosure unit;

(5) FIG. 5 is a schematic illustration of the air cleaner enclosure unit of FIG. 4 and shown with the pressure valve open when water enters the air cleaner enclosure unit;

(6) FIG. 6 is a schematic illustration of an air cleaner enclosure unit constructed in accordance to another example of the present disclosure and including a snorkel, wherein a pressure valve is normally closed during normal operation of the air cleaner enclosure unit; and

(7) FIG. 7 is a schematic illustration of the air cleaner enclosure unit of FIG. 6 and shown with the pressure valve open when water enters the air cleaner enclosure unit.

DESCRIPTION

(8) With initial reference to FIG. 1, an internal combustion engine 10 for powering an automotive vehicle 12 according to one example of the present disclosure is shown. Intake air is directed through an air intake assembly 16 and into a throttle body 18 of the internal combustion engine 10. The air intake assembly 16 includes an air cleaner enclosure unit or air box 20, a primary air intake duct 22, a secondary air intake duct 26 and a downstream air intake duct 30. The air cleaner enclosure unit 20 further includes a first air cleaner inlet 32, a secondary air cleaner inlet 34 (FIGS. 4 and 5) and an air cleaner outlet 36. The air cleaner enclosure unit 20 includes a housing 38 that supports an air filter 40. The primary air intake duct 22 directs air between a primary air inlet 44 and the first air cleaner inlet 32. The secondary air intake duct 26 directs air between a secondary air inlet 46 and the first air cleaner inlet 32. A common intake duct 48 delivers air into the air cleaner enclosure unit 20 through the first air cleaner inlet 32 from both of the primary and secondary air intake ducts 22 and 26. Explained differently, the primary air intake duct 22 and the secondary air intake duct 26 converge into the common intake duct 48. The downstream air intake duct 30 is fluidly connected between the air cleaner outlet 36 and the throttle body 18. The downstream air intake duct 30 directs air from the air cleaner outlet 36 into the throttle body 18 of the internal combustion engine 10.

(9) The air intake assembly 16 is arranged in an engine compartment 50 of the automotive vehicle 12. In general, the engine compartment 50 can get hot in temperature from radiative and conducting heat sources. As a result, the intake air provided by the air intake assembly 16 is warmed as it passes through the air cleaner enclosure unit 20 and the air intake duct 22. In addition, air entering the primary air inlet 44 tends to be hot as well. As the temperature of the intake air increases, the loss of engine power also increases. As will become more appreciated from the following discussion, the present disclosure provides an improved air intake assembly that benefits from a dual path air intake that delivers cooler air into the throttle body 18, improving engine performance and fuel economy. The air intake assembly 16 also accounts for water intrusion into the air cleaner enclosure unit 20.

(10) The primary air intake duct 22 will now be further described. The primary air intake duct 22 can be arranged to have the primary air inlet 44 proximate to a vehicle radiator 60 and a radiator fan 62. As will become appreciated from the following discussion, in some vehicle driving conditions, a low pressure zone 64A (FIG. 2) exists adjacent to the primary inlet 44 such as when the radiator fan 62 is operating and the vehicle 12 is at idle. In other driving conditions, a high pressure zone 64B (FIG. 3) exists adjacent to the primary inlet 44 such as when the vehicle is moving at speed. The primary air intake duct 22 can be constructed out of a rigid lightweight material such as plastic. It will be appreciated that the primary air intake duct 22 may be routed differently in the engine compartment 50 than shown in the drawings based on a vehicle application.

(11) The secondary air intake duct 26 will now be further described. The secondary air intake duct 26 can be configured to have the secondary air inlet 46 arranged at a secondary inlet space 70 (FIG. 1) of the vehicle 12. The secondary inlet space 70 can be generally under the hood of the vehicle 12, at a wheel well of the vehicle or at another generally cooler air source as compared to the engine compartment 50. It will be appreciated that the secondary air intake duct 26 may be routed differently relative to the engine compartment 50 than shown in the drawings based on a vehicle application. It will also be appreciated that the secondary air inlet 46 may be located in other locations around the vehicle 12.

(12) With reference again to FIG. 1, additional features of the air intake assembly 16 will now be described. An auxiliary air duct 116 includes a first inlet 120 and a second inlet 122. The first inlet 120 is located generally near the radiator 60. The second inlet 122 is located away from the radiator 60 in a generally cooler location 126 within the engine compartment 50. The cooler location 126 can be similar to the secondary inlet space 70 described above. The auxiliary air duct 116 is configured to pass air from the first inlet 120 when the vehicle is in motion (FIG. 3), or from the second inlet 122 when the vehicle is stopped (FIG. 2). The auxiliary air duct 116 cools engine components 130 such as a battery 132 and an electronic control module 134.

(13) With reference now to FIGS. 4-7, additional features of the present disclosure will now be described. The air cleaner enclosure unit 20 includes a valve 140 disposed at the second air cleaner inlet 34. While the valve 140 is depicted generally as a mushroom style valve, other valve configurations are contemplated. The valve is configured to move between a closed position (FIG. 4) and an open position (FIG. 5). In the closed position, air is inhibited from passing into the air cleaner enclosure unit 20 through the second air cleaner inlet 34. In the open position, air is permitted to pass into the air cleaner enclosure unit through the second air cleaner inlet 34. In the closed position (FIG. 4), the valve 140 sealingly engages a seat 144 defined on the housing 38.

(14) The valve 140 is configured to move from the closed position to the open position when air stops entering the air cleaner enclosure unit 20 from the first air cleaner inlet 32. The valve 140 moves from the closed position to the open position upon a pressure increase experienced with in the air cleaner enclosure unit 20. A pressure increase results from water 150 (FIG. 5) entering the air cleaner enclosure unit 20 through the first air cleaner inlet 32 and generally submerging the first air cleaner inlet 32 where no further air can be drawn therethrough.

(15) The air cleaner enclosure unit 20 includes a barrier 160 that fluidly separates the air cleaner enclosure unit 20 into a first compartment 162 having the first air cleaner inlet 32 and a second compartment 166 having the second air cleaner inlet 34. The first and second compartments 162 and 166 share a common boundary at the air filter 40. The air filter 40 includes an air filter divider 176 that aligns with the barrier 160 and inhibits water from entering the second compartment 166 from the first compartment 162. The divider 176 can be a sealant or other material that inhibits or precludes water from passing therethrough.

(16) With particular reference to FIGS. 6 and 7, the air cleaner enclosure unit 20 according to additional features includes a snorkel 180. The snorkel 180 is incorporated on the housing 38 of the air cleaner enclosure 20. The snorkel 180 includes a snorkel inlet 182 and a snorkel outlet 184. The snorkel inlet 182 is positioned at an elevation above the primary and secondary air inlets 32 and 34. The snorkel outlet 184 is fluidly connected to the second air cleaner inlet 34. When water 150 reaches a level inside the housing 38 where fresh air is precluded from being sucked in through the primary and secondary air inlets 32 and 34, the valve 140 opens (due to the increased pressure now in the housing 38) and air is drawn into the second air cleaner inlet 34. When the water 150 exits the housing 38, the valve 140 will automatically return to the closed position (FIG. 6).

(17) With particular reference now to FIG. 2, operation of the air intake assembly 16 according to the present disclosure will now be described. The example shown in FIG. 2 illustrates the vehicle 12 (FIG. 1) operating at idle. At idle, the engine 10 is running at low speed and the vehicle 12 is stopped or slowly moving in a forward direction. When the engine 10 is running and the ambient air is hot, such as during summer driving conditions, the radiator fan 62 operates to draw ambient air 210A toward the radiator 60. As the ambient air 210A is pulled in through the radiator 60 and toward the fan 62, the low pressure zone 64A is created. As a result, inlet air (fresh air supply) 212 is directed into the air cleaner enclosure 20 from the secondary air inlet 46 of the secondary air intake duct 26 and routed concurrently (i) through the first air cleaner inlet 32, through the downstream air intake duct 30 and into the throttle body 18; and (ii) through the primary air intake duct 22 out of the primary air inlet 44. In this regard, because a higher pressure exists at the secondary air inlet 46 compared to the primary inlet 44, cool air is drawn into the air intake assembly 16 from the secondary air inlet 46. Concurrently, auxiliary air 214 is drawn through the second inlet 122 of the auxiliary duct 116 to cool the engine components 130 and out of the auxiliary duct 116 through the first inlet 120.

(18) The throttle body 18 will accept an appropriate amount of intake air 212 to run the engine 10 while the remainder will be directed through the primary intake duct 22. Explained differently, the engine 10 will only take the amount of inlet air 212 that it needs through the throttle body 18 while a remainder is diverted back through the primary intake duct 22. By way of example only, for a four cylinder engine, the throttle body 18 may take in only about 6 cubic feet per minute (CFM) while the secondary air intake duct 26 can take in about 20 CFM when the vehicle 12 is at idle. Other values are contemplated. It will be appreciated that the amount of intake air 212 required by the engine 10 at idle is significantly less than the remainder of the intake air exiting through the primary inlet 44 of the primary intake duct 22.

(19) In the example above, the throttle body 18 may only require about one-fourth of the total air entering the secondary air intake duct 26. The remainder of the intake air is used to cool the rest of the air intake assembly 16 including the primary intake duct 22. Notably, the air intake assembly 16 of the present disclosure introduces a significantly higher volume of fresh intake air 212 into the system as compared to a conventional air intake assembly that may only route a volume of air necessary to feed the engine 12. It is also noted that the secondary air intake duct 26 has a cross-sectional area 220A that is greater that a cross-sectional area 220B of the primary intake duct 22 (see FIG. 2). As can be appreciated, should water occupy an area that fills the cross-sectional area 220A of the primary intake duct 22, fresh air may still be drawn in through the secondary intake duct 26.

(20) The volume of intake air 212 provides a significant cooling advantage over conventional systems. In this regard, the air intake assembly 16 uses many multiples of cool fresh air to route through the primary, secondary and auxiliary intake ducts 22, 26 and 116 whereas a conventional system only routes a minimal volume of air dictated by the engine requirements. As explained above, in a conventional system during idle conditions, low volumes of air flowing through a single intake duct along a path through the engine compartment 50 can tend to be very hot ultimately reducing engine performance and fuel economy.

(21) As can be appreciated, while the inlet air 212 is routed through the intake air assembly 16, the whole intake air assembly 16 is cooled. By cooling the air intake assembly 16 as a whole, cooler inlet air can be introduced into the throttle body 18 improving fuel economy and engine performance. Further, the time taken to cool the intake air assembly 16 at idle conditions can establish a relatively cooler air intake assembly 16 when the engine revolutions per minute (RPM) increase or when the vehicle 12 begins to move.

(22) Turning now to FIG. 3, operation of the air intake assembly 16 while the vehicle 12 is in motion according to the present disclosure will now be described. When the vehicle 12 is in motion, ambient air 210B is directed into the engine compartment 50 such as through the front grill of the vehicle 12. Some of the ambient air 210B is directed into the primary inlet 44 as inlet air (fresh air supply) 232. It will be appreciated that in this driving condition, the high pressure zone 64B is created (also referred to as ram air where intake air is forced into the primary inlet 44).

(23) Inlet air 232 is directed into the air cleaner enclosure 20 from the primary air inlet 44 of the primary air intake duct 22 and routed concurrently (i) as inlet air 232 through the first air cleaner inlet 32 and into the throttle body 18 and (ii) through the secondary air intake duct 26 and out the secondary air inlet 46. In this regard, because a higher pressure exists at the primary inlet 44 as compared to the secondary inlet 46, cool air is drawn into the air intake assembly 16 at the primary inlet 44. Again, the throttle body 18 will accept an appropriate amount of intake air 232 to run the engine 10 while the remainder will be directed through the secondary intake duct 26 and out the secondary air inlet 46. It will be appreciated that the amount of intake air 232 required by the engine 10 while the engine 10 is running at higher RPM than idle is greater than required at idle conditions. The remainder of the intake air exits through the secondary outlet 46 of the secondary intake duct 26.

(24) Similar to the condition described with the vehicle at idle in FIG. 2, the intake air system 16 as a whole is cooled while the vehicle is in motion in FIG. 3. In this regard, while the intake air 232 is routed through the intake air assembly 16, the whole intake air assembly 16 is cooled. By cooling the air intake assembly 16 as a whole, cooler inlet air can be introduced into the throttle body 18 improving fuel economy and engine performance. Likewise, auxiliary air 234 is drawn through the first inlet 120 of the auxiliary duct 116 to cool the engine components 130 and is directed out of the auxiliary duct 116 through the second inlet 122.

(25) It should be understood that the mixing and matching of features, elements, methodologies and/or functions between various examples may be expressly contemplated herein so that one skilled in the art would appreciate from the present teachings that features, elements and/or functions of one example may be incorporated into another example as appropriate, unless described otherwise above.