Protection of vehicle engine intake components

Vehicle engine systems and load path brackets for such systems are presented. The load path brackets can be positioned between an air intake system and a cylinder bank of an engine. In some embodiments, the load path brackets can be operatively connected to a surge tank at a first end and to a cylinder head cover at a second end. The load path brackets can be constructed, positioned, and/or oriented to absorb or transfer forces acting upon the engine system during impacts. For instance, the load path brackets can be arranged such that a longitudinal axis of a portion of load path bracket is positioned based on a predetermined force direction of a predetermined impact force.

FIELD

The present disclosure relates in general to engine intake components for vehicles, and, more particularly, to the protection of air and fuel intake systems for vehicle engines.

BACKGROUND

Modern vehicles, such as passenger and commercial vehicles, have various components and systems within vehicle engine systems. Examples of such components and systems can include fuel and air intakes. Air intake systems may include a surge tank and a lower inlet manifold. The lower inlet manifold connects to a portion of an engine. Fuel intake systems can include fuel delivery components. An example of a fuel delivery component is a fuel rail that is installed near the top of one or more cylinder heads of the engine system.

The intake system components can be subjected to various forces resulting from collisions, accidents, or impacts to the area of the vehicle near the engine system. For example, the surge tank may contact a dash panel during a frontal vehicle collision. Under certain impact conditions, portions of the surge tank or lower inlet manifold may fracture, break, crack, or otherwise fail. Such failure can cause damage to other engine systems or components such as an engine fuel delivery component.

SUMMARY

In one respect, the present disclosure is directed to a vehicle engine system. The engine system can include a cylinder bank having a cylinder head and a cylinder head cover. The engine system can further include an air intake system having a lower intake manifold and a surge tank. The lower intake manifold can be operatively connected to the cylinder head, and the surge tank can be operatively connected to the lower intake manifold. A load path bracket can structurally connect the surge tank and the cylinder bank.

In another respect, the present disclosure is directed to a vehicle engine system having a cylinder bank including a cylinder head and a cylinder head cover. The engine system can further include an air intake system having a lower intake manifold connected to the cylinder head and a surge tank connected to the lower intake manifold. The system can further include an engine component extending between the cylinder bank and the air intake system. A load path bracket can be included that extends above the engine component and structurally connects the surge tank and the cylinder bank. The load path bracket can include a first end operatively connected to the surge tank, a second end operatively connected to the cylinder head cover, and a middle portion extending between the first and second ends.

In yet another respect, the present disclosure is directed to a method for providing a load path bracket within an engine system. The engine system can include a surge tank and a cylinder head. The method can include structurally connecting the surge tank and a cylinder head cover using a load path bracket. The load path bracket can be oriented with respect to a predetermined impact force direction.

Variations in these and other aspects, features, elements, implementations, and embodiments of the methods, systems, and apparatuses are disclosed herein are described in further detail hereafter.

DETAILED DESCRIPTION

Arrangements described herein relate to the protection of components within vehicle engine systems. In one or more arrangements, a vehicle engine system may include an air intake system, a fuel delivery or intake system, one or more cylinder banks, and one or more load path brackets. The intake system can include a surge tank and a lower inlet manifold. The fuel delivery system can include a fuel rail positioned in close proximity to the lower inlet manifold and/or cylinder banks. Load path brackets may be included in the engine system such that one end of the bracket is connected to a portion of the air intake system while an opposing end of the bracket is connected to a portion of a cylinder bank. In at least some instances, the load path bracket can reduce or prevent failure to engine system components such as the lower inlet manifold and surge tank in the event of external force application to the engine system.

The general environment in which the one or more load path brackets can be used will now be described. Referring toFIGS. 1-2, an example of an engine system100is shown. Some of the various possible elements of the engine system100shown in the Figures will now be described. It will be understood that it is not necessary for the engine system100to have all of the elements shown in the Figures or described herein. The engine system100can have any combination of the various elements shown in the Figures. In one or more arrangements, the engine system100can include one or more elements in addition to one or more of the various elements shown inFIGS. 1-2. The term “engine” or “engine system” can be used interchangeably and can include any system or apparatus capable of converting energy into useful mechanical motion to power a vehicle. For instance, the engine system100can include internal combustion engines, fuel cells, or electric motors. As described with greater detail below, the engine system100can include a transverse mounted V6 internal combustion engine. The engine system100can be any engine system, now known or later developed.

As shown, the engine system100can generally include an air intake system, a fuel intake system, one or more cylinder banks, and one or more load path brackets. In one or more arrangements, the engine system100can be located in any suitable location within a vehicle, such as in an engine bay in a front portion of the vehicle. As used herein, “vehicle” means any form of motorized transport. In one or more implementations, the vehicle can be an automobile. While arrangements will be described herein with respect to automobiles, it will be understood that embodiments are not limited to automobiles. In some implementations, the vehicle can be a watercraft, an aircraft or any other form of motorized transport.

In one or more vehicular applications, a cylinder bank105can include one or more combustion chambers configured to allow combustion of a fuel to generate mechanical and/or electrical energy. For example, the engine system100can include an internal combustion engine, and the cylinder bank105can define multiple combustion cylinders. The cylinder bank105may be oriented in a variety of ways within an engine compartment of a vehicle. As described herein and as shown in the Figures, for example, a plurality of cylinder banks105can be transverse-mounted within the vehicle (that is, the cylinder banks can be orientated transversely with respect to a longitudinal axis of the vehicle).

In one or more arrangements, the cylinder bank105can include a cylinder head110and a cylinder head cover120. The cylinder head110can have any suitable configuration based on the particular application. In one or more arrangements, the engine system100can include two cylinder banks105and thus two cylinder heads110. The cylinder head10can be operatively connected to a portion of an engine block (not shown). As used herein, the term “operatively connected” can include direct and indirect connections, including connections without direct physical contact. In some arrangements of engine system100, the cylinder head110and the engine block can be a unitary physical structure, that is, a structure formed from a single piece of material (e.g. by casting, machining, three dimensional printing, etc.). The cylinder head110together with the engine block may at least partially form the one or more combustion chambers. For example, the cylinder head110and the engine block may define three combustion cylinders. A second cylinder head110attached to the engine block may define an additional three combustion cylinders of a V-6 engine. Air, fuel, or a mixture of both can be introduced to the combustion cylinders and be converted to mechanical energy to power the vehicle. The cylinder head110can include additional components for engine system100, such as valves, spark plugs, and fuel injectors. The cylinder head110can be operatively connected to an engine block with the connection being sealed by a head gasket.

In some embodiments, the cylinder bank105can include cylinder head cover120that is operatively connected to cylinder head110. For instance, the cylinder head cover120may connect to and cover a portion of the cylinder head110opposite the engine block. The cylinder head cover120can have any suitable configuration. For instance, the cylinder head cover120can be shaped, arranged, oriented, positioned, and/or connected within a vehicle in any suitable manner, such as, for example, based on any combination of safety, design, space, and/or material considerations or constraints. The cylinder head cover120can include two sets of opposing sides, and a top extending to each of the four sides. The cylinder head cover120can provide access to the cylinder head110and/or components retained or associated with the cylinder head110when the cylinder head cover120is removed. Additionally, the cylinder head cover120can be beneficial in one or more other respects, such as in the reduction of noise vibration harshness (NVH), weight, and material or manufacturing cost characteristics of the engine system100, just to name a few possibilities.

In one or more arrangements, the air intake system can generally include a surge tank130and a lower inlet manifold140. The surge tank130can be operatively connected to the lower inlet manifold140such that one or more interior channels or cavities of the surge tank130and the lower inlet manifold140are in fluid communication with each other. Thus, the air intake system can allow for air outside of the engine system100to be moved into and through the surge tank130and into and through the lower inlet manifold140. The air can be introduced to specific components of engine system100, such as the combustion chambers. As used herein, the term “air” may include any mixture of fluid. Thus, air can include environmental gas from outside engine system100. Additionally, air may include a mix of environmental gas, exhaust gas from engine system100, and/or any other gas or liquid additives.

The surge tank130can have any suitable configuration. For example, the surge tank130can, in one or more arrangements, define outlet tubes132, a main portion134, and an inlet136. Air can be introduced into surge tank130via inlet136. The inlet136may be operatively connected to additional air intake system components, such as a throttle body (not shown). Air can transfer through one or more additional components upstream of the inlet136. For example, air exterior to a vehicle or within an engine compartment may be introduced through an air filter, an intake tube, and a throttle body upstream of the inlet136. The inlet136can generally be an aperture defined in the main portion134of the surge tank130. For instance, the inlet136can be a circular aperture as shown inFIG. 2. Other arrangements of inlet136can be configured in any suitable shape, such as rectangular, oval, triangular, etc.

The main portion134of surge tank130can define an internal chamber within the surge tank130in which air can accumulate from inlet136. Air may collect within the chamber of the main portion134prior to moving to other components of engine system100.

In one or more arrangements, the outlet tubes132can extend from the main portion134. The outlet tubes132may define channels or tubes in fluid communication with the cavity defined by the main portion134. The surge tank130can be configured to have any number of outlet tubes132, based upon application. The outlet tubes132can extend to an attachment flange138. As described in more detail below, the attachment flange138of the surge tank130can be operatively connected to the lower inlet manifold140.

The surge tank130, including the outlet tubes132, the main portion134, and the inlet136, can have any suitable size, shape, and/or configuration. The surge tank130can be positioned and/or operatively connected within the engine system100in any suitable manner. For instance, the surge tank130can be shaped, sized, configured, positioned, and/or operatively connected within the engine system100based on one or more factors, including, for example, safety, design, space, airflow requirements, and/or material considerations or constraints.

The surge tank130can be made of any suitable material. For instance, the surge tank130can be made of one or more polymers or metals. In one or more arrangements, the surge tank130can have a substantially uniform thickness. In one or more arrangements, the surge tank130can have non-uniform thickness. For instance, the surge tank130can have increased thickness at attachment flange138and/or inlet136. Additionally, the surge tank130can have any suitable cross-sectional shape. For instance, the inlet136, the main portion134, and the outlet tubes132can have varying cross-sectional shape along portions of the surge tank130.

In one or more arrangements, the lower inlet manifold140can be operatively connected to the surge tank130. The lower inlet manifold140can also be operatively connected to the cylinder head110. For instance, the lower inlet manifold140can be positioned and configured to allow air to flow from the surge tank130to the one or more combustion chambers of the engine system100.

The lower inlet manifold140can have any suitable size, shape, and/or configuration. The lower inlet manifold140can be positioned and/or operatively connected within the engine system100in any suitable manner. For instance, the lower inlet manifold140can be shaped, sized, configured, positioned, and/or operatively connected within the engine system100based on one or more factors, including, for example, safety, design, space, airflow requirements and/or material considerations or constraints.

The lower inlet manifold140can be made of any suitable material. For instance, the lower inlet manifold140can be made of one or more metals, such as aluminum. In one or more arrangements, the lower inlet manifold140can have a substantially uniform thickness. In one or more arrangements, the lower inlet manifold140can have non-uniform thickness. For instance, the lower inlet manifold140can have increased thickness at or near the areas in which it is operatively connected to another component or structure. Additionally, the lower inlet manifold140can have any suitable cross-sectional shape.

The operative connection between the surge tank130and the lower inlet manifold140can be achieved in a variety of ways. For example, each of the surge tank130and the lower inlet manifold140can include a contact surface, wherein each of the contact surfaces is configured and positioned to abut or contact the other. In one or more arrangements, a seal or gasket may be positioned between the surge tank130and the lower inlet manifold140. Furthermore, in some embodiments, portions of the surge tank130may extend into apertures defined in the lower inlet manifold140. As previously mentioned, the attachment flange138of the surge tank130may be operatively connected to a top portion of the lower inlet manifold140. In some instances, one or more fasteners230may be used to operatively connect the surge tank130and lower inlet manifold140. For example, the fastener230can extend through apertures defined in attachment flange138of the surge tank130and a top portion of the lower inlet manifold. The fasteners230can include bolts, screws, pins, and/or clips, just to name a few examples.

In one or more arrangements, the fuel intake system of engine system100can include a fuel line or fuel rail150to deliver fuel to one or more other components of the engine system100. The term “fuel” can include any energy source useable by engine system100. For example, fuel can include gasoline, oil, biofuel, hydrogen, ethanol, or any combination thereof. As used herein, the terms “fuel line” and “fuel rail” can be used interchangeably and include any physical structure that allows the passage of fluid there through.

The fuel rail150can have any suitable configuration within engine system100. The fuel rail150can be positioned and/or operatively connected within the engine system100in any suitable manner. For instance, the fuel rail150can be shaped, sized, configured, positioned, and/or operatively connected within the engine system100based on one or more factors, including, for example, safety, design, space, fuel flow requirements and/or material considerations or constraints. In one or more arrangements, the fuel rail150may be configured to deliver fuel to cylinder heads110. For instance, the fuel rail150can have central portion configured to convey fuel to one or more fuel outlets (not shown). For example, the fuel rail150may have a number of fuel outlets matching the number of combustion chambers within a vehicle engine.

In some embodiments, the fuel rail150is operatively connected within the engine system100such that a portion of the fuel rail150extends proximate to at least one cylinder bank105. For example, the fuel rail150can have a longitudinal axis extending near one side of a cylinder bank105. In one or more arrangements, the fuel rail150may extend between cylinder head110and lower inlet manifold140as generally shown in the Figures. The fuel rail150can be positioned near the lower inlet manifold140. In such position, the fuel rail150can be subjected to impacts or forces if portions of the surge tank130or the lower inlet manifold140fracture, move, or break off during impacts.

With reference toFIG. 2, the engine system100can be located near a dash panel160. The dash panel160can partially define a rearward limit to an engine compartment or engine bay of a vehicle. The dash panel160can be shaped, positioned, and/or connected within a vehicle in any suitable manner, such as, for example, based on any combination of safety, design, space, and/or material considerations or constraints. In some embodiments, the dash panel160can include a dash surface162that generally faces engine system100. As further discussed below, during a vehicle crash or impact, portions of engine system100may contact the dash surface162of the dash panel160. In one or more arrangements, dash panel160can include a portion that extends substantially vertical, or otherwise with a substantially upright orientation.

In one or more arrangements, the engine system100can include one or more load path brackets200. As used herein, the term “load path bracket” can mean any physical structure that can absorb, transfer, resist, re-direct, and/or dampen an applied force. The load path brackets200can protect, strengthen, and/or support one or more portions of the engine system100. For instance, as described below, the load path brackets200can help to protect the surge tank130and/or lower inlet manifold140during impacts to the engine system100. The load path brackets200can be operatively connected within the engine system100to structurally connect two or more components therein. As used herein, “structurally connect” can include any arrangements that allow for forces, impacts, and/or vibrations to be transferred between physical components. Components may be structurally connected through direct and indirect attachments or connections. For instance, the load path brackets200can be operatively connected to the surge tank130and/or lower inlet manifold140at or near a first end. The load path brackets200can be operatively connected to the cylinder head110and/or the cylinder head cover120at or near a second end. In the non-limiting examples shown inFIGS. 1 and 2, the load path brackets200can structurally connect at least the surge tank130and the cylinder head cover120.

The load path brackets200can have any suitable configuration.FIGS. 3-5are views of exemplary embodiments of a load path bracket200. As shown, the load path bracket200can generally include a middle portion210and two end portions220. The end portions220can be configured to be operatively connected to components within the engine system100. For instance, each of the end portions220can include one or more attachment features. In one or more arrangements, the attachment features can include apertures222defined in the end portions220. While apertures222are shown, additional or alternative attachment features can be included with load path bracket200, such as grooves, slots, adhesives, pins, fasteners, connectors, adhesives, and/or other manners of mechanical and/or chemical fastening, for example. While embodiments are shown having two end portions220, the load path brackets200can have any suitable shape and/or configuration. For instance, the load path bracket200can have more than two end portions220.

The middle portion210can have any suitable size, shape, and/or configuration. In one or more arrangements, the middle portion210can extend substantially straight between the end portions220. In such instances, the middle portion210can define a longitudinal axis174. In one or more other arrangements, the middle portion210can include one or more non-straight features along at least a portion of its length. For instance, the middle portion210can include one or more bends, curves, steps or folds.

In one or more arrangements, the middle portion210is a substantially flat or substantially planar structure. Additionally, the middle portion210can have one or more non-flat or non-planar features. The middle portion210can include a substantially flat center212and one or more side walls214as shown in the Figures. In one or more arrangements, side walls214can extend away from the center212at a substantially perpendicular angle. Thus, the middle portion210of the load path bracket200can have a substantially “U” shaped cross-section, as shown inFIG. 5. In one or more arrangements, the side walls214can be substantially parallel to each other.

It will be understood that the load path bracket200shown inFIGS. 3-5is provided merely as an example. Indeed, the load path bracket200can have various suitable shapes, sizes, and/or configurations. Additionally, the middle portion210or at least a portion thereof can be solid or hollow. In one or more arrangements, the middle portion210can be tubular, with round or rectangular cross-sectional shapes.

In one or more arrangements, the end portions220of the load path bracket200can be shaped and configured in any suitable manner to facilitate its operative connection within engine system100. For example, the end portions220can include a substantially planar tab portion. The end portion220can include aperture222defined within the tab portion. In one or more arrangements, the end portions220can have different configurations than the middle portion210. For instance, the size, shape, orientation, or thickness of the end portions220can differ from the middle portion210. In the example shown inFIGS. 3-5, the end portions220can be shaped substantially flat, not having side walls. In some embodiments, at least one of the end portions220can be bent or angled relative to each other and/or the middle portion210. For example, one of the end portions220can be bent downward from the middle portion210as shown inFIGS. 3 and 4. Any suitable angle can be provided between the end portions220and the middle portion210. In one or more arrangements, there can be an obtuse angle formed between at least one of the end portions220and the middle portion210.

The load path bracket200can be made of any suitable material. For instance, the load path bracket200can be made of one or more polymers or metals, such as steel. In one or more arrangements, the load path bracket200can have a substantially uniform thickness. In one or more arrangements, the load path bracket200can have non-uniform thickness. For instance, the load path bracket200can have increased thickness at the middle portion210as compared to the end portions220.

The load path bracket200can be operatively connected within engine system100in any suitable way. In some arrangements, a first end of the load path bracket200can be operatively connected to the surge tank130. For instance, the end portion220can extend past an edge of the attachment flange138such that the end portion220overlaps a mounting surface139of the attachment flange138. The end portion220can extend substantially parallel to the top surface of the attachment flange138. The end portion220can substantially matingly engage the top surface of the attachment flange138. In one or more arrangements, the aperture222in the end portion220can be substantially axially aligned with apertures (not shown) defined in the surge tank130and/or the lower inlet manifold140. In some arrangements, the surge tank130, the lower inlet manifold140, and the load path bracket200can be operatively connected by a fastener230.

In some arrangements, a second end of the load path bracket200can be operatively attached to the cylinder head cover120. For instance, the end portion220can extend past an edge of the cylinder head cover120such that the end portion220overlaps a cover mounting surface122of the cylinder head cover120. The end portion220can extend substantially parallel the cover mounting surface122. The end portion220can substantially matingly engage the cover mounting surface122. In one or more arrangements, the aperture222in the end portion220can be substantially axially aligned with apertures (not shown) defined in the cylinder head cover120. T the load path bracket200can be operatively connected to the cylinder head cover120by the fastener230.

A load path bracket200can be oriented within an engine system100in any suitable manner, including the orientations described herein. For instance, the load path bracket200can be positioned between, and structurally connect, an air intake system and a cylinder bank105as shown in the Figures. In some embodiments, the load path bracket200can be operatively connected at a first end to the surge tank130. The second end of the load path bracket200can be operatively connected to the cylinder head cover120. For instance, the load path bracket200can extend between the surge tank130and the cylinder head cover120above the fuel rail150.

In one or more arrangements, the end portion220that is operatively connected to the cylinder head cover120can be positioned at a higher elevation than the end portion220operatively connected to the surge tank130(seeFIG. 2, for example). In one or more arrangements in which a plurality of load path brackets200are used, the load path brackets200may be operatively positioned within the engine system100so as to be substantially parallel to one another. In one or more other arrangements, the load path brackets200arranged in non-parallel orientations. For example, the end portions220can be located closer or farther apart from each other at one end of the load path brackets200than at the opposing end.

In one or more arrangements in which a plurality of load path brackets200are used, the load path brackets200can be substantially identical to each other at least with respect to their size, shape, and/or configuration. In one or more arrangements, at least one of the load path brackets200can be different from the other load path brackets200in one or more respects, such as size, shape, and/or configuration. The load path brackets200can be fixed in size, shape, and/or configuration. Alternatively, the load path brackets200can allow for the size, shape, and/or configuration to be adjustable. For example, the length of the load path brackets200can be adjustable.

In addition, one or more arrangements of engine system100can include load path brackets200oriented based on impact considerations. For instance, the movement of the engine system100can be determined for one or more predetermined impact conditions. “Predetermined impact condition” can mean that a vehicle impacts or collides with another physical object with one or more predetermined characteristics. Examples of the predetermined impact condition can include a frontal vehicle impact, such as a frontal or overlap crash situation.

Responsive to the predetermined impact condition, the engine system100can move a distance in one or more directions. As an example, in one predetermined impact condition, the engine system100can move approximately a distance170translationally, as shown inFIG. 6. Alternatively or in addition, the engine system100can rotate approximately an angle Θ during the predetermined impact condition. The predetermined impact condition can result in one or more forces being applied to components of the engine system100. For instance, a force F can be applied to the engine system100as a result of contact between the engine system100and the dash panel160. In some arrangements, the force F can be applied to the surge tank130of the engine system100, resulting from the impact of the surge tank130and the dash panel160.

The force F can be estimated, approximated, and/or determined based on the predetermined impact condition. The estimation, approximation, and/or determination of the force F can be performed in any suitable manner, using any suitable technique now known or later developed. Based on force F, an impact force direction172of the force F can also be estimated, approximated, and/or determined. “Impact force direction” can include the direction of the force F acting upon the surge tank130resulting from the contact between the surge tank130and the dash panel160.

In one or more arrangements, the load path bracket200can be positioned or arranged based upon the predetermined impact force direction172. For instance, the load path bracket200can be oriented such that the longitudinal axis174of the middle portion210would be substantially parallel to the predetermined impact force direction172during the predetermined impact condition. As used throughout this description, the term “substantially” includes exactly the term it modifies and slight variations therefrom. Thus, the term “substantially parallel” means exactly parallel and slight variations therefrom, such as within about +/−10 degrees for example. The load path bracket200can be positioned such that, upon relative movement of the engine system100by the distance170and the angle Θ, the longitudinal axis174will be substantially parallel to the predetermined impact force direction172as shown inFIG. 6.

In one or more arrangements, substantially parallel to the predetermined impact force direction172can define an upper limit for the orientation of the load path bracket200. For instance, the load path bracket200can be operatively connected within engine system100such that upon the impact between the surge tank130and dash panel160, the longitudinal axis is no more upright or vertical than the predetermined impact force direction172. For example, the longitudinal axis174of the load path bracket200can be between a horizontal position and an angle substantially parallel to the predetermined impact force direction172during impact between the surge tank130and the dash panel160.

In some arrangements, two or more load path brackets200can be included within engine system100. In some embodiments, the longitudinal axes174of two or more load path brackets200may define a plane. The plane can extend substantially parallel to the predetermined impact force direction172. However, each individual longitudinal axis174of the middle portions210of the load path brackets200may or may not be arranged to extend parallel to the predetermined force direction172.

In one or more arrangements, the load path brackets200can structurally connect the surge tank130to the cylinder head cover120that is located at a position away from the dash panel160. For example, the load path brackets200may be operatively connected to the cylinder head cover120of a forward cylinder bank105in a transverse-mounted engine. Such positioning can put the load path brackets200under a compressive force if forces are transferred from the dash panel160to the surge tank130to the forward cylinder head cover120. In some embodiments, one or more load path brackets200can structurally connect the surge tank130to a rear/aft cylinder bank105instead of, or in addition to, the load path brackets200positioned between the surge tank130and the forward cylinder bank105. For example, the engine system100can include a rear load path bracket200(shown with phantom lines inFIG. 2). A rear load path bracket200can be subject to tensile forces during the predetermined impact condition.

In one or more arrangements, the one or more load path brackets200can be positioned and operatively connected within engine system100through a variety of methods. For instance, the one or more load path brackets200can be brought together with the surge tank130and the cylinder head cover120. The load path brackets200can bridge the gap between the surge tank130and the cylinder head cover120. The load path brackets200can extend above the fuel rail150. As used herein, the term “bringing together” or “brought together” means any movement, positioning and/or manipulation of one or more components, including one or more components of the engine system and/or one or more of the load path brackets. The load path brackets200can be operatively connected to one or more components of the engine system100in any suitable manner. For instance, the load path brackets200can be operatively connected by one or more fasteners and/or one or more forms of mechanical engagement. Alternatively or in addition, the load path brackets200can be operatively connected by other methods, such as the use of adhesives, welding and/or brazing.

In some embodiments, the load path brackets200are brought together with the surge tank130such that the load path bracket is operatively connected to the surge tank130using fasteners230. The fasteners230can also operatively connect the surge tank130with the lower inlet manifold140. By using common fasteners230, the load path brackets200can reinforce or transfer forces at the areas of the surge tank130and lower inlet manifold140near the fastener230.

In one or more arrangements, methods for positioning the load path brackets200can include bringing together the load path brackets200with engine components with particular orientations of the load path brackets200in mind. For instance, the position and orientation of the engine system100during a predetermined impact condition can be predetermined. For example, physical or computer-aided simulation or testing can determine the approximate movement and position of the engine system100as it contacts the dash panel160. In one or more arrangements, the engine system100can be estimated to move a distance170and/or rotated an angle Θ during the predetermined impact condition from an original position. Such a condition is shown inFIG. 6, the movement of the engine system100being shown in phantom lines as100a. Furthermore, the impact force F and the force direction172can be predetermined based on the predetermined impact condition. As described above, in some arrangements, the load path brackets200can be arranged in particular orientations based on the predetermined impact condition and predetermined impact force direction172. For example, the load path brackets200can be brought together within the engine system100such that the longitudinal axis174of the load path bracket200extends substantially parallel to the predetermined impact force direction172.

Methods can include other steps that are not shown here, and in fact, methods are not limited to including every step described. Furthermore, the steps detailed here as part of the method for providing a protector are not limited to this particular chronological order. Indeed, some of the steps can be performed in a different order than what is described and/or at least some of the steps can occur simultaneously.

It will be appreciated that arrangements described herein can provide numerous benefits, including one or more of the benefits mentioned herein. For example, arrangements described herein can increase the strength and/or rigidity of portions of an engine system. The load path brackets can absorb or transfer forces during impacts to the engine system. For example, when an engine system is rotated and moved rearward during a collision, a surge tank may impact a dash panel. Rather than the force arising from the impact between the surge tank and the dash panel being transferred into a lower inlet manifold, the force may be at least partially transferred to other engine components via the load path brackets. Estimations or determinations of the engine system position and movement can be determined to appropriately position the load path brackets. For example, the load path brackets can be oriented substantially parallel to an application of force upon the surge tank impacting the dash panel. Furthermore, the load path brackets can provide other benefits, such as improved NVH characteristics.

As used herein, the terminology “example”, “embodiment”, “implementation”, “aspect”. “feature”, or “element” indicate serving as an example, instance, or illustration. Unless expressly indicated, any example, embodiment, implementation, aspect, feature, or element is independent of each other example, embodiment, implementation, aspect, feature, or element and can be used in combination with any other example, embodiment, implementation, aspect, feature, or element.

Further, for simplicity of explanation, although the figures and descriptions herein can include sequences or series of steps or stages, elements of the methods disclosed herein can occur in various orders or concurrently. Additionally, elements of the methods disclosed herein can occur with other elements not explicitly presented and described herein. Furthermore, not all elements of the methods described herein can be required to implement a method in accordance with this disclosure. Although aspects, features, and elements are described herein in particular combinations, each aspect, feature, or element can be used independently or in various combinations with or without other aspects, features, and elements.

Although features can be described above or claimed as acting in certain combinations, one or more features of a combination can in some cases be excised from the combination, and the combination can be directed to a sub-combination or variation of a sub-combination.

The above-described aspects, examples, and implementations have been described in order to allow easy understanding of the application are not limiting. On the contrary, the application covers various modifications and equivalent arrangements included within the scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structure as is permitted under the law.