U.S. patent application number 14/471172 was filed with the patent office on 2016-03-03 for engine air intake duct with molded-in hydrocarbon vapor trap.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Ha To Chung, Timothy Dorweiler, Roger Khami, Alexander King, David S. Moyer, James William Ortman, Jeffrey Pittel, Jacqueline L. Tomlin.
Application Number | 20160059468 14/471172 |
Document ID | / |
Family ID | 55401466 |
Filed Date | 2016-03-03 |
United States Patent
Application |
20160059468 |
Kind Code |
A1 |
Khami; Roger ; et
al. |
March 3, 2016 |
Engine Air Intake Duct with Molded-In Hydrocarbon Vapor Trap
Abstract
An engine intake duct is formed by securing a
hydrocarbon-adsorbing element to a frame to form an insert,
positioning the insert in registry with a blow-molding core,
placing a molten plastic parison and mold around the insert and
core, and blow-molding the parison to form a shell engaging the
frame to retain the insert with a surface of the insert exposed to
a hollow interior of the shell.
Inventors: |
Khami; Roger; (Troy, MI)
; Tomlin; Jacqueline L.; (Southfield, MI) ; Moyer;
David S.; (Sterling Heights, MI) ; Dorweiler;
Timothy; (Farmington Hills, MI) ; Ortman; James
William; (Saline, MI) ; Chung; Ha To; (Canton,
MI) ; Pittel; Jeffrey; (Rochester, MI) ; King;
Alexander; (Goodrich, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
55401466 |
Appl. No.: |
14/471172 |
Filed: |
August 28, 2014 |
Current U.S.
Class: |
96/147 ;
264/516 |
Current CPC
Class: |
B29C 2049/609 20130101;
B29L 2023/004 20130101; F02M 33/043 20130101; B29C 2049/2086
20130101; F02M 33/04 20130101; B29K 2633/04 20130101; B29C 49/02
20130101; B01D 2257/702 20130101; B29K 2707/04 20130101; B29C
2049/2047 20130101; B29C 2049/2008 20130101; B29L 2031/7492
20130101; B29C 49/20 20130101; F02M 35/10281 20130101; B29L 2023/22
20130101; B29K 2105/258 20130101; B29C 49/04 20130101; B01D 2253/20
20130101; B01D 53/0407 20130101; F02M 35/10334 20130101; B29C
2049/2013 20130101; B01D 2258/06 20130101; B29C 2049/2078 20130101;
B01D 2253/102 20130101; F02M 35/10321 20130101; B29L 2031/14
20130101; B01D 2253/108 20130101 |
International
Class: |
B29C 49/20 20060101
B29C049/20; F02M 35/02 20060101 F02M035/02; B01D 53/02 20060101
B01D053/02; B29C 49/02 20060101 B29C049/02 |
Claims
1. An engine intake duct comprising: a hydrocarbon-adsorbing
element; a frame secured to the element to form an insert; and a
plastic shell surrounding the insert and engaging the frame to
retain the insert with a surface of the insert exposed to a hollow
interior of the shell; wherein the shell is formed by: positioning
the insert in registry with a blow-molding core; placing a molten
plastic parison and mold around the insert and core; and
blow-molding the parison to form the shell.
2. The duct of claim 1 wherein the hydrocarbon-adsorbing element is
formed by thermoforming at least one sheet of polymeric material,
at least a portion of the sheet impregnated with a hydrocarbon
vapor adsorption/desorption material.
3. The duct of claim 2 wherein the hydrocarbon-adsorbing element
has a depression formed in a surface thereof during the
thermoforming, and the element is secured to the frame by
engagement between a tab projecting from the frame and the
depression.
4. The duct of claim 1 wherein the insert is positioned in registry
with the core by placing the insert over and in contact with the
core.
5. The duct of claim 4 wherein the frame has at least one
positioning feature and registry between the insert and the core is
achieved by placing the positioning feature in engagement with a
complementary feature of the core.
6. A method comprising: securing a hydrocarbon-adsorbing element to
a frame by placing a tab of the frame in engagement with a
depression in the element; positioning the frame in registry with a
core; placing a molten plastic parison and mold around the frame
and core; and blow-molding the parison to form a shell engaging and
retaining the frame with a surface of the element exposed to a
hollow interior of the shell.
7. The method of claim 6 wherein the step of positioning the frame
in registry with the core comprises placing the frame over and in
contact with the core.
8. The method of claim 7 wherein the frame comprises at least one
positioning feature and the step of placing the frame in contact
with the core comprises placing the positioning feature in
engagement with a complementary feature of the core.
9. The method of claim 8 wherein the positioning feature comprises
a rib and the complementary feature comprises a groove.
10. The method of claim 6 wherein the frame wraps around more than
half of a circumference of the core to hold the frame in registry
with the core.
11. (canceled)
12. The method of claim 6 wherein the hydrocarbon-adsorbing element
is formed by thermoforming at least one sheet of polymeric
material, at least a portion of the sheet impregnated with a
hydrocarbon vapor adsorption/desorption material.
13. The method of claim 12 wherein the depression is formed in a
surface of the hydrocarbon-adsorbing element.
14. The engine intake duct manufactured by the method of claim 6.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to an intake duct for an
internal combustion engine and to a method for molding such a duct
to include a hydrocarbon vapor trap.
BACKGROUND
[0002] Hydrocarbon (HC) vapor traps are used in the air induction
path of internal combustion engines to capture hydrocarbon vapors
emanating from within the engine, fuel system, pollution control
system, and/or related components, and which would otherwise escape
into the environment. The HC vapor trap is therefore part of a
vehicle's pollution control system, reducing potentially undesired
evaporative fuel emissions.
[0003] A HC vapor trap includes, as its operative component, an
element that adsorbs HC vapors present in an air intake duct and
which contact the element. It is known to form an HC-adsorbing
element from one or more sheets of paper or polymeric material
impregnated with a HC vapor adsorption/desorption material, such as
activated carbon. The HC-adsorbing element is located in the engine
intake duct to adsorb HC vapors that may be present when the engine
is shut down. The HC vapors are then desorbed from the element into
the intake airflow when the engine is re-started and fresh air is
drawn into the air induction system. The desorbed vapors are
carried into the engine along with the air charge and burned.
[0004] Numerous methods and structures have been proposed to
position a HC trap within/along an engine's air induction path. In
a typical installation, a HC trap is located downstream from an air
filter box and upstream from an intake plenum and/or intake runners
feeding into the cylinders of the engine.
[0005] U.S. Pat. No. 8,191,535, owned by the owner of this
Application and the disclosure of which is incorporated herein by
reference, discloses a HC vapor trap comprising a tubular
HC-adsorbing sleeve surrounding a plastic cage. During assembly of
the duct, the cage is inserted into the hollow interior of a first
duct component through an open end thereof. A second duct component
is fastened to the open end of the first component to enclose the
trap unit and secure it in its desired installed position.
SUMMARY
[0006] In an embodiment disclosed herein, an engine intake duct
comprises a hydrocarbon-adsorbing element secured to a frame to
form an insert, and a plastic shell surrounding the insert and
engaging the frame to retain the insert with a surface of the
insert exposed to a hollow interior of the shell. The shell is
formed by positioning the insert in registry with a blow-molding
core, placing a molten plastic parison and mold around the insert
and core, and blow-molding the parison to form the shell.
[0007] The HC-adsorbing element may be formed by thermoforming at
least one sheet of polymeric material, at least a portion of the
sheet impregnated with a HC vapor adsorption/desorption material.
The HC-adsorbing element may have a depression formed in a surface
thereof during the thermoforming, such that the element is secured
to the frame by engagement between a tab projecting from the frame
and the depression
[0008] In another embodiment disclosed herein, a method of
manufacturing an engine intake duct comprises securing a
hydrocarbon-adsorbing element to a frame to form an insert,
positioning the insert in registry with a blow-molding core,
placing a molten plastic parison and mold around the insert and
core, and blow-molding the parison to form a shell engaging the
frame to retain the insert with a surface of the insert exposed to
a hollow interior of the shell.
[0009] In another embodiment, the frame comprises at least one
positioning feature and the step of placing the insert in contact
with the core comprises placing the positioning feature in
engagement with a complementary feature of the core.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a perspective view of an engine air intake duct
with a molded-in-place hydrocarbon-adsorbing insert;
[0011] FIG. 2 is a perspective view of the intake duct of FIG. 1
from a different angle;
[0012] FIG. 3 is a cross-sectional view taken along line 3-3 of
FIG. 2;
[0013] FIG. 4 is a cross-sectional view taken along line 4-4 of
FIG. 2;
[0014] FIG. 5 is a cross-sectional view taken along line 5-5 of
FIG. 1;
[0015] FIG. 6 is an plan view of a hydrocarbon trap insert;
[0016] FIG. 7 is an exploded perspective view of the insert of FIG.
6;
[0017] FIG. 8 is a cross-sectional view taken along line 8-8 of
FIG. 6;
[0018] FIG. 9 is a schematic perspective view of the insert of
FIGS. 5-8 in registry with a core as used in a blow molding
process;
[0019] FIG. 10 is a schematic view of a blow molding apparatus used
in the molding of an intake duct of the type shown in FIGS. 1-5;
and
[0020] FIG. 11 is a schematic view of the blow molding apparatus of
FIG. 10 with the mold halves closed.
DETAILED DESCRIPTION
[0021] As required, detailed embodiments of the present invention
are disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention that
may be embodied in various and alternative forms. The figures are
not necessarily to scale; some features may be exaggerated or
minimized to show details of particular components. Therefore,
specific structural and functional details disclosed herein are not
to be interpreted as limiting, but merely as a representative basis
for teaching one skilled in the art to variously employ the present
invention.
[0022] FIGS. 1 and 2 are simplified views of an air intake duct 10
such as may be used in an air induction system of an internal
combustion engine (not shown). As is well known in the art, intake
duct 10 is designed and intended to be located at an appropriate
point upstream of the engine. For example, duct 10 may extend
between an air cleaner box (not shown) and an intake plenum and/or
throttle body (not shown). The upstream and downstream ends of duct
10 may be connected with the adjoining portions of the air
induction system by any means known in the art. Duct 10 is shown to
have a generally oval cross section and include an approximately
45.degree. bend, but this geometry is exemplary in nature only. The
exact dimensions and shape of the duct depends upon many variables
and is mainly dictated by the available package space within the
engine compartment.
[0023] Intake duct 10 comprises a one-piece, tubular shell 12 that
is formed of a plastic material by an appropriate process, such as
blow-molding. The particular type and formulation of plastic used
to form the shell 12 is, as will be apparent to a person skilled in
the art, determined by various factors such as the particular
molding process used and the required mechanical characteristics of
the finished product. A hydrocarbon (HC) trap insert 20 is housed
within shell 12, the shell being molded around the HC trap insert
such that the portion of shell overlying the HC trap insert forms
an outward bulge 12a relative to the immediately-adjacent portions
of the shell.
[0024] As best seen in FIGS. 3-5, HC trap insert 20 fits within a
receptacle 18 recessed relative to the interior surface of shell
12, the receptacle corresponding to and formed by outward bulge
12a. HC trap insert 20 is preferably fully seated into receptacle
20 so that the insert does not project (or projects only minimally)
into the interior of duct 10 thereby causing little or no
restriction to airflow through the duct. The inner surface of HC
trap insert 20 is exposed to the hollow interior of the duct
10.
[0025] As best seen in FIGS. 6-8, HC trap insert 20 comprises a
frame 30 and a hydrocarbon-adsorbing (HCA) element 40 retained and
supported by the frame.
[0026] Frame 30 is preferably formed from a relatively rigid
material such as plastic, and may advantageously be manufactured by
injection molding. The term "relatively rigid" is defined as
meaning that the frame 30 is able to flex or deflect as necessary
to allow element 40 to be assembled with it, yet the frame retains
its desired shape and supports the insert during handling,
throughout the blow-molding process (to be described below), and
during use in the vehicle.
[0027] Frame 30 comprises a plurality of perimeter segments 32 and
one or more inner segments 34a, 34b. A plurality of small tabs 36
extend inwardly from perimeter frame segments 32. First and second
retention fingers 38a, 38b extend outwardly from perimeter frame
segments 32 in opposite circumferential directions. A rib 34c is
formed integrally with and extends along the length of inner frame
segment 34b.
[0028] HCA element 40 may comprise one or more layers of polymeric
sheets that are impregnated with a HC vapor adsorption/desorption
material. The polymeric material may, for example, be non-woven
polyester and the HC vapor adsorption/desorption material may be
activated carbon, in some examples. Additionally, or alternatively,
the HC vapor adsorption/desorption material may include carbon,
activated carbon, zeolites, silicon oils, cyclodextrins, and/or any
other suitable adsorption/desorption material as known in the
art.
[0029] HCA element 40 may be manufactured by a thermoforming
process wherein one or more polymeric sheets are placed in a
forming die (not shown) and subjected to heat and pressure. In the
disclosed embodiment, surface features that aid in retaining HCA
element 40 in connection with frame 30 are formed in/on HCA element
40 by the forming die during the thermo-forming process. Such
surface features may include depressions 42 along the perimeter
edges of the element and elongated channels 44a, 44b extending
along its inner/concave surface. These features cooperate with
mating features of frame 30 to secure the two components
together.
[0030] HC trap insert 20 is assembled by snapping HCA element 40
into frame 30 so that tabs 36 engage the respective depressions 42,
and inner frame segments 34a, 34b engage the respective channels
44a, 44b. The engagement between the mating features serves to
properly position and securely hold the element 40 to the frame 30.
Any other appropriate means/method of attaching HCA element 40 to
frame 30 may be used. Such methods include welding, adhesives, and
heat-staking.
[0031] Frame 30 and HCA element 40 are curved to match the
curvature of the inner surface of the shell 12. When HC trap insert
20 is operatively positioned inside shell 12, HCA element 40
follows the contours of the adjacent portions of the shell interior
and a maximum amount of the surface area of the element 40 is
exposed to vapors and intake air present in the duct 10. Shell 12
is molded over the assembled HC trap insert 20 so that the plastic
material of the shell wraps around the convex outer surface of the
HC trap insert and contacts perimeter frame segments 32 and
retention fingers 38a, 38b thereby retaining the HC trap insert
securely within the shell after the plastic material cools and
hardens.
[0032] The dimensions and shape of an HC trap insert designed for
use in a particular air duct will be tailored to that specific
application and depend upon design requirement such as: the
required adsorption capacity of the HCA element 40; the size,
shape, and location of the duct 10; and other packaging
constraints. In the depicted embodiment, HC trap insert 20 extends
around approximately half of the circumference of the interior (as
best seen in FIG. 3) and along approximately half of the overall
axial length of duct 10, but this configuration is exemplary only.
A duct according to the present invention may have a molded-in HC
trap insert that occupies the entire interior surface of the shell,
or any portion thereof.
[0033] Air intake duct 10 may advantageously be manufactured by a
blow-molding process in which shell 12 is molded around/over HC
trap insert 20. FIG. 9 shows HC trap insert 20 positioned in
registry with a blow-molding core 60. Core 60 may be slightly
tapered along its length (the vertical dimension as oriented in
FIG. 9) so that HC trap insert 20 slides downwardly over the core
60 for positive positioning thereon. The taper also enables easy
removal of the completed duct 10 from the mold when complete.
Correct alignment of HC trap insert 20 relative to core 60 is
ensured by engagement between rib 34c and an axial groove 62 in the
surface of the core as the insert slides down over the core. Core
60 may include one or more interior passages 64 through which
positive pressure is applied during the blow-molding process, as is
known in the art.
[0034] In the embodiment of an air intake duct depicted herein,
design requirements have resulted in HCA adsorbing element 40 being
of such a size and configuration that it extends or wraps around
somewhat less than one-half of the inner circumference of shell 12,
as best seen in FIG. 3. Retention fingers 38a, 38b extend from the
frame perimeter 32 in opposite circumferential directions to
increase the overall size of HC trap insert 20 such that the insert
wraps around more than one-half of the circumference of duct 10 and
core 60. By providing this "wrap-around" geometry of HC trap insert
20, retention fingers 38a, 38b retain the HC trap insert in proper
registry with core 60 when the insert is placed over the core, as
shown in FIG. 9.
[0035] Retention fingers 38a, 38b also increase the area of frame
30 that is contacted by shell 12 during the molding process, as
best seen in FIGS. 1-5. The increased contact area provides for
more secure engagement between the trap element 20 and the shell
12.
[0036] FIGS. 10 and 11 are simplified schematic depictions of a
blow-molding apparatus. In FIG. 10, core 60 is secured to the top
of a holding fixture 70 and HC trap insert 20 is positioned in
registry with the core in preparation for blow-molding. In the
blow-molding process, as is well known in the art, a parison 72 of
molten plastic is extruded from a mandrel 74 and die head 76. The
tubular parison 72 descends (under gravity) downward between the
mold halves 78a, 78b and surrounds the core 60. The mold halves
78a, 78b are then closed (as seen in FIG. 11), forming the molten
parison over the HC trap insert 20 and core 60. Air (or other gas)
is then injected under pressure into the mold through blow pins 80,
82 to urge the still-soft plastic of the parison outwardly against
the inner surfaces of the mold dies above core 60. Upon cooling,
parison 72 forms the shell 12, which is now coupled with HC trap
insert 20 to form the duct 10.
[0037] Molding the shell 12 in one piece around HC trap insert 20
as described above enables the practical and economical production
of air intake ducts with an integrated HCA element of a wide range
of possible sizes, shapes, and locations within the duct. The trap
is retained securely within the duct 10 regardless of the shape. No
additional fasteners, machining, or assembly steps are
required.
[0038] To achieve good results in the blow-molding process
described herein, it has been found that having the relatively
flexible HCA element 40 supported by the relatively rigid frame 30
provides unique advantages. The relatively rigid frame 30 also
allows secure and consistent placement of the insert 20 in proper
registry with the core during the production process.
[0039] While exemplary embodiments are described above, it is not
intended that these embodiments describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention. Additionally, the features of various
implementing embodiments may be combined to form further
embodiments of the invention.
* * * * *