Patent Publication Number: US-10315589-B2

Title: Reinforced vehicle component cover

Description:
FIELD 
     The present description relates generally to methods and systems for a cover for a component of a vehicle. 
     BACKGROUND/SUMMARY 
     A motorized vehicle often includes one or more vehicle component covers shaped to couple with components of the vehicle in order to increase an aesthetic quality of the components and/or reduce an amount of noise generated by the vehicle. An engine compartment of a vehicle, for example, may include a cover positioned to obscure one or more sections of the engine and/or to display a make and/or model of the engine to a viewer. 
     One example approach towards an engine cover is shown by Kondo et al. in U.S. Publication 2015/0075482. Therein, an engine cover has a cover body made of urethane foam, a skin layer disposed on a surface of the cover body, and an attachment member made of an elastic body and integrally molded with the cover body. The attachment member has a recess into which an attachment pin provided to project from an engine member is fitted. 
     However, the inventors herein have recognized potential issues with such systems. As one example, an engine cover such as the cover described by the &#39;482 publication may not be configured to couple with components separately from the engine, such as an emblem displaying a make and/or model of the vehicle and/or engine. Often, an emblem is coupled to an engine cover via one or more fasteners such as bolts, increasing an assembly time and cost of the engine cover due to the increased amount of parts to couple the emblem to the engine cover. 
     In one example, the issues described above may be addressed by a vehicle component cover, comprising: a solid encasement including a plurality of passages; and a support structure embedded within the encasement and including a plurality of lock orifices, with each lock orifice of the plurality of lock orifices positioned to intersect a corresponding passage of the plurality of passages. In this way, the plurality of lock orifices is configured to couple in locking engagement with a separate component, such as an emblem of the vehicle. 
     As one example, the emblem includes a plurality of extensions arranged to slide through the plurality of lock orifices during conditions in which the emblem is coupled to the solid encasement. The extensions may slide through the plurality of lock orifices in a first direction and may not slide through the lock orifices in an opposite, second direction. In this way, the emblem is locked to the vehicle component cover and a position of the emblem relative to the solid encasement and support structure is maintained. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  schematically shows a combustion chamber of an engine included within a vehicle. 
         FIG. 2  shows a perspective view of a vehicle component cover for an engine, the vehicle component cover including a solid encasement. 
         FIG. 3  shows a top perspective view of a support structure having a plurality of notched sections, the support structure configured to be embedded within the encasement of  FIG. 2 . 
         FIG. 4  shows a perspective view of a top surface of the vehicle component cover of  FIG. 2 , with a position of the support structure of  FIG. 3  within the cover indicated by dashed lines. 
         FIGS. 5A-5B  show an enlarged perspective view of the support structure of  FIGS. 3-4 . 
         FIG. 6  shows a cross-sectional view of the support structure of  FIGS. 3-4  embedded within the vehicle component cover of  FIGS. 2 and 4 . 
         FIG. 7  shows a first alternate arrangement of notched sections of a support structure similar to the support structure of  FIGS. 3-6 , and  FIG. 8  shows a second alternate arrangement of notched sections of a support structure similar to the support structure of  FIGS. 3-6 . 
         FIGS. 2-8  are shown to scale, though other relative dimensions may be used, if desired. 
     
    
    
     DETAILED DESCRIPTION 
     The following description relates to systems and methods for a vehicle component cover. A vehicle, such as the vehicle shown by  FIG. 1 , may include an engine having a plurality of combustion chambers capped by a cylinder head. The cylinder head and other vehicle components positioned at a top end of the engine may be concealed by an engine cover, such as the engine cover shown by  FIG. 2 . The engine cover includes a support structure (as shown by  FIG. 3 ) embedded within a solid encasement, as shown by  FIG. 6 . In some examples, the support structure may include a plurality of lock orifices positioned to align with a corresponding plurality of openings of the encasement, as shown by  FIG. 4 . The plurality of lock orifices are adapted to couple in locking engagement with a plurality of extensions of an emblem of the cover. In some examples, the support structure may include a plurality of notched sections adapted to increase an energy absorption quality of the support structure, as shown by  FIGS. 5A-5B . In some examples, one or more of the notched sections may be angled differently relative to each other notched section, as shown by  FIGS. 7-8 . By configuring the engine cover to include the support structure embedded within the encasement, a durability of the engine cover may be increased and an amount of noise, vibration, and/or harshness of the engine may be decreased. Additionally, by configuring the support structure to include the plurality of lock orifices, the emblem may be coupled to the cover without additional fasteners. 
       FIG. 1  depicts an example of a combustion chamber or cylinder of internal combustion engine  10 . Engine  10  may be controlled at least partially by a control system including controller  12  and by input from a vehicle operator  130  via an input device  132 . In this example, input device  132  includes an accelerator pedal and a pedal position sensor  134  for generating a proportional pedal position signal PP. Cylinder (herein also “combustion chamber”)  14  of engine  10  may include combustion chamber walls  136  with piston  138  positioned therein. Piston  138  may be coupled to crankshaft  140  so that reciprocating motion of the piston is translated into rotational motion of the crankshaft. Crankshaft  140  may be coupled to at least one drive wheel of the passenger vehicle via a transmission system. Further, a starter motor (not shown) may be coupled to crankshaft  140  via a flywheel to enable a starting operation of engine  10 . 
     Cylinder  14  can receive intake air via a series of intake air passages  142 ,  144 , and  146 . Intake air passage  146  can communicate with other cylinders of engine  10  in addition to cylinder  14 . In some examples, intake air passage  146  may be one of a plurality of intake air passages fluidly coupled to the intake passage  144 . The plurality of intake air passages may be referred to herein collectively as an intake manifold. Each passage of the intake manifold may be coupled to a different cylinder of the engine, for example, and intake air may flow to each cylinder from the intake air passage  144  and through the intake manifold. In some examples, one or more of the intake passages may include a boosting device such as a turbocharger or a supercharger. For example,  FIG. 1  shows engine  10  configured with a turbocharger including a compressor  174  arranged between intake passages  142  and  144 , and an exhaust turbine  176  arranged along exhaust passage  148 . Compressor  174  may be at least partially powered by exhaust turbine  176  via a shaft  180  where the boosting device is configured as a turbocharger. However, in other examples, such as where engine  10  is provided with a supercharger, exhaust turbine  176  may be optionally omitted, where compressor  174  may be powered by mechanical input from a motor or the engine. A throttle  162  including a throttle plate  164  may be provided along an intake passage of the engine for varying the flow rate and/or pressure of intake air provided to the engine cylinders. For example, throttle  162  may be positioned downstream of compressor  174  as shown in  FIG. 1 , or alternatively may be provided upstream of compressor  174 . 
     Exhaust passage  148  can receive exhaust gases from other cylinders of engine  10  in addition to cylinder  14 . Exhaust gas sensor  128  is shown coupled to exhaust passage  148  upstream of emission control device  178 . Sensor  128  may be selected from among various suitable sensors for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO (as depicted), a HEGO (heated EGO), a NOx, HC, or CO sensor, for example. Emission control device  178  may be a three way catalyst (TWC), NOx trap, various other emission control devices, or combinations thereof. 
     Each cylinder of engine  10  may include one or more intake valves and one or more exhaust valves. For example, cylinder  14  is shown including at least one intake poppet valve  150  and at least one exhaust poppet valve  156  located at an upper region of cylinder  14 . In some examples, each cylinder of engine  10 , including cylinder  14 , may include at least two intake poppet valves and at least two exhaust poppet valves located at an upper region of the cylinder. 
     Intake valve  150  may be controlled by controller  12  via actuator  152 . Similarly, exhaust valve  156  may be controlled by controller  12  via actuator  154 . During some conditions, controller  12  may vary the signals provided to actuators  152  and  154  to control the opening and closing of the respective intake and exhaust valves. The position of intake valve  150  and exhaust valve  156  may be determined by respective valve position sensors (not shown). The valve actuators may be of the electric valve actuation type or cam actuation type, or a combination thereof. The intake and exhaust valve timing may be controlled concurrently or any of a possibility of variable intake cam timing, variable exhaust cam timing, dual independent variable cam timing or fixed cam timing may be used. Each cam actuation system may include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or variable valve lift (VVL) systems that may be operated by controller  12  to vary valve operation. For example, cylinder  14  may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT. In other examples, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system. 
     Cylinder  14  can have a compression ratio, which is the ratio of volumes when piston  138  is at bottom center to top center. In one example, the compression ratio is in the range of 9:1 to 10:1. However, in some examples where different fuels are used, the compression ratio may be increased. This may happen, for example, when higher octane fuels or fuels with higher latent enthalpy of vaporization are used. The compression ratio may also be increased if direct injection is used due to its effect on engine knock. 
     In some examples, each cylinder of engine  10  may include a spark plug  192  for initiating combustion. Ignition system  190  can provide an ignition spark to combustion chamber  14  via spark plug  192  in response to spark advance signal SA from controller  12 , under select operating modes. However, in some embodiments, spark plug  192  may be omitted, such as where engine  10  may initiate combustion by auto-ignition or by injection of fuel as may be the case with some diesel engines. 
     In some examples, each cylinder of engine  10  may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, cylinder  14  is shown including two fuel injectors  166  and  170 . Fuel injectors  166  and  170  may be configured to deliver fuel received from fuel system  8 . As elaborated with reference to  FIGS. 2-3 , fuel system  8  may include one or more fuel tanks, fuel pumps, and fuel rails. Fuel injector  166  is shown coupled directly to cylinder  14  for injecting fuel directly therein in proportion to the pulse width of signal FPW-1 received from controller  12  via electronic driver  168 . In this manner, fuel injector  166  provides what is known as direct injection (hereafter referred to as “DI”) of fuel into combustion cylinder  14 . While  FIG. 1  shows injector  166  positioned to one side of cylinder  14 , it may alternatively be located overhead of the piston, such as near the position of spark plug  192 . Such a position may improve mixing and combustion when operating the engine with an alcohol-based fuel due to the lower volatility of some alcohol-based fuels. Alternatively, the injector may be located overhead and near the intake valve to improve mixing. Fuel may be delivered to fuel injector  166  from a fuel tank of fuel system  8  via a high pressure fuel pump, and a fuel rail. Further, the fuel tank may have a pressure transducer providing a signal to controller  12 . 
     Fuel injector  170  is shown arranged in intake passage  146 , rather than in cylinder  14 , in a configuration that provides what is known as port injection of fuel (hereafter referred to as “PFI”) into the intake port upstream of cylinder  14 . Fuel injector  170  may inject fuel, received from fuel system  8 , in proportion to the pulse width of signal FPW-2 received from controller  12  via electronic driver  171 . Note that a single driver  168  or  171  may be used for both fuel injection systems, or multiple drivers, for example driver  168  for fuel injector  166  and driver  171  for fuel injector  170 , may be used, as depicted. 
     In an alternate example, each of fuel injectors  166  and  170  may be configured as direct fuel injectors for injecting fuel directly into cylinder  14 . In still another example, each of fuel injectors  166  and  170  may be configured as port fuel injectors for injecting fuel upstream of intake valve  150 . In yet other examples, cylinder  14  may include only a single fuel injector that is configured to receive different fuels from the fuel systems in varying relative amounts as a fuel mixture, and is further configured to inject this fuel mixture either directly into the cylinder as a direct fuel injector or upstream of the intake valves as a port fuel injector. As such, it should be appreciated that the fuel systems described herein should not be limited by the particular fuel injector configurations described herein by way of example. 
     Fuel may be delivered by both injectors to the cylinder during a single cycle of the cylinder. For example, each injector may deliver a portion of a total fuel injection that is combusted in cylinder  14 . Further, the distribution and/or relative amount of fuel delivered from each injector may vary with operating conditions, such as engine load, knock, and exhaust temperature, such as described herein below. The port injected fuel may be delivered during an open intake valve event, closed intake valve event (e.g., substantially before the intake stroke), as well as during both open and closed intake valve operation. Similarly, directly injected fuel may be delivered during an intake stroke, as well as partly during a previous exhaust stroke, during the intake stroke, and partly during the compression stroke, for example. As such, even for a single combustion event, injected fuel may be injected at different timings from the port and direct injector. Furthermore, for a single combustion event, multiple injections of the delivered fuel may be performed per cycle. The multiple injections may be performed during the compression stroke, intake stroke, or any appropriate combination thereof. 
     Fuel injectors  166  and  170  may have different characteristics. These include differences in size, for example, one injector may have a larger injection hole than the other. Other differences include, but are not limited to, different spray angles, different operating temperatures, different targeting, different injection timing, different spray characteristics, different locations etc. Moreover, depending on the distribution ratio of injected fuel among injectors  170  and  166 , different effects may be achieved. 
     Fuel tanks in fuel system  8  may hold fuels of different fuel types, such as fuels with different fuel qualities and different fuel compositions. The differences may include different alcohol content, different water content, different octane, different heats of vaporization, different fuel blends, and/or combinations thereof etc. One example of fuels with different heats of vaporization could include gasoline as a first fuel type with a lower heat of vaporization and ethanol as a second fuel type with a greater heat of vaporization. In another example, the engine may use gasoline as a first fuel type and an alcohol containing fuel blend such as E85 (which is approximately 85% ethanol and 15% gasoline) or M85 (which is approximately 85% methanol and 15% gasoline) as a second fuel type. Other feasible substances include water, methanol, a mixture of alcohol and water, a mixture of water and methanol, a mixture of alcohols, etc. 
     In still another example, both fuels may be alcohol blends with varying alcohol composition wherein the first fuel type may be a gasoline alcohol blend with a lower concentration of alcohol, such as E10 (which is approximately 10% ethanol), while the second fuel type may be a gasoline alcohol blend with a greater concentration of alcohol, such as E85 (which is approximately 85% ethanol). Additionally, the first and second fuels may also differ in other fuel qualities such as a difference in temperature, viscosity, octane number, etc. Moreover, fuel characteristics of one or both fuel tanks may vary frequently, for example, due to day to day variations in tank refilling. 
     Controller  12  is shown in  FIG. 1  as a microcomputer, including microprocessor unit  106 , input/output ports  108 , an electronic storage medium for executable programs and calibration values shown as non-transitory read only memory chip  110  in this particular example for storing executable instructions, random access memory  112 , keep alive memory  114 , and a data bus. The controller  12  receives signals from the various sensors of  FIG. 1  and employs the various actuators of  FIG. 1  to adjust engine operation based on the received signals and instructions stored on a memory of the controller. For example, controller  12  may receive various signals from sensors coupled to engine  10 , in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from mass air flow sensor  122 ; engine coolant temperature (ECT) from temperature sensor  116  coupled to cooling sleeve  118 ; a profile ignition pickup signal (PIP) from Hall effect sensor  120  (or other type) coupled to crankshaft  140 ; throttle position (TP) from a throttle position sensor; and absolute manifold pressure signal (MAP) from sensor  124 . Engine speed signal, RPM, may be generated by controller  12  from signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold. Controller  12  may infer an engine temperature based on an engine coolant temperature. In one example, the controller  12  may adjust an opening amount and/or timing of intake valve  150  by adjusting an actuator of the intake valve  150  (e.g., actuator  152 , a described above) to adjust the opening amount and/or timing. 
     As described above,  FIG. 1  shows only one cylinder of a multi-cylinder engine. As such, each cylinder may similarly include its own set of intake/exhaust valves, fuel injector(s), spark plug, etc. It will be appreciated that engine  10  may include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12, or more cylinders. Further, each of these cylinders can include some or all of the various components described and depicted by  FIG. 1  with reference to cylinder  14 . 
     In some examples, vehicle  5  may be a hybrid vehicle with multiple sources of torque available to one or more vehicle wheels  55 . In other examples, vehicle  5  is a conventional vehicle with only an engine, or an electric vehicle with only electric machine(s). In the example shown, vehicle  5  includes engine  10  and an electric machine  52 . Electric machine  52  may be a motor or a motor/generator. Crankshaft  140  of engine  10  and electric machine  52  are connected via a transmission  54  to vehicle wheels  55  when one or more clutches  56  are engaged. In the depicted example, a first clutch  56  is provided between crankshaft  140  and electric machine  52 , and a second clutch  56  is provided between electric machine  52  and transmission  54 . Controller  12  may send a signal to an actuator of each clutch  56  to engage or disengage the clutch, so as to connect or disconnect crankshaft  140  from electric machine  52  and the components connected thereto, and/or connect or disconnect electric machine  52  from transmission  54  and the components connected thereto. Transmission  54  may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various manners including as a parallel, a series, or a series-parallel hybrid vehicle. 
     Electric machine  52  receives electrical power from a traction battery  58  to provide torque to vehicle wheels  55 . Electric machine  52  may also be operated as a generator to provide electrical power to charge battery  58 , for example during a braking operation. 
     The vehicle  5  includes a vehicle component cover (similar to the examples described below with reference to  FIGS. 2-8 ) that may be positioned to obscure one or more vehicle components within a compartment of the vehicle (e.g., an engine compartment housing the engine  10 ). For example, the vehicle component cover (which may be referred to herein as an engine cover) may be positioned to partially or entirely obscure (e.g., visually block) engine  10 . The vehicle component cover may additionally be configured to reduce a noise and/or vibration of the engine  10  via a solid encasement of the vehicle component cover, as described below. 
       FIGS. 2-8  show various views of a vehicle component cover  200  (and/or one or more components of the vehicle component cover  200 ). In one example, the vehicle component cover  200  may be the vehicle component cover described above with reference to  FIG. 1 . Reference axes  299  are included by each of  FIGS. 2-8  for comparison of the views shown. 
       FIG. 2  shows a perspective view of a vehicle component cover  200  (which may be referred to herein as an engine cover). The engine cover  200  is configured to couple to an engine of a vehicle (e.g., engine  10  of vehicle  5  described above with reference to  FIG. 1 ) in order to visually block (e.g., obscure) one or more sections of the engine from view. For example, during conditions in which the engine cover  200  is coupled to the engine and a hood of the vehicle is in an opened position (e.g., a position in which the hood is pivoted away from the engine and an engine compartment of the vehicle is visually exposed from an exterior of the vehicle), the engine cover  200  may block an intake manifold of the engine from view (e.g., the intake manifold described above with reference to  FIG. 1 ). Specifically, the engine cover  200  includes a top end  202  and a bottom end  214 , and during conditions in which the engine cover  200  is coupled to the engine (e.g., the bottom end  214  of the engine cover  200  is positioned in face-sharing contact with one or more components positioned at an upper end of the engine, such as the intake manifold) and the engine compartment is opened (e.g., the hood is pivoted to an opened position), the top end  202  of the engine cover  200  is visually unblocked. 
     The engine cover  200  includes a solid encasement  212 . The encasement  212  forms exterior surfaces of the engine cover  200 , such as top surface  216  positioned at the top end  202  and away from the bottom end  214 . The encasement  212  is formed of a compressible material. In one example, the compressible material (e.g., foam, rubber, etc.) may be an elastic material capable of temporarily compressing (e.g., deforming) in response to a force applied to the encasement  212 . During conditions in which the force is not applied to the encasement  212 , the elastic material may return to its initial, uncompressed shape. The compressible material may additionally include increased sound damping characteristics relative to other types of materials (e.g., metal, rigid plastic, etc.) and may reduce an amount of noise and/or vibration produced by the engine. In some examples, the encasement  212  may be formed of polyurethane foam (e.g., polyurethane foam with a density of eight pounds per cubic foot, or polyurethane foam having a different density). 
     The encasement  212  is a solid (e.g., not hollow) component of the cover  200  formed as a single piece. For example, encasement  212  may be formed via injection-molding. The encasement  212  does not include cavities, voids, etc. positioned within an interior  630  of the encasement  212  (as shown by  FIG. 6 ). Specifically, the encasement  212  is not formed as a shell (e.g. a housing having an interior cavity) and is not separable into two or more pieces. However, encasement  212  is molded around a support structure  300  (shown by  FIGS. 3-6  and described below), and the encasement  212  and support structure  300  together form a single unit. Specifically, support structure  300  is embedded within the encasement  212  and is surrounded by the encasement  212 . Because the support structure  300  and encasement  212  are formed together as a single unit, the support structure  300  and encasement  212  are not separable from each other. The support structure  300  is described in further detail below with reference to  FIGS. 3-6 . 
     As shown by  FIG. 2 , the encasement  212  includes an open-ended recess  206  positioned at the top end  202  and formed by the top surface  216  of the encasement  212 . The recess  206  is a depression in the top surface  216  that extends from the top surface  216  in a direction of the z-axis toward the bottom end  214 . As shown by  FIG. 4 , the recess  206  includes a lower surface  406  joined to the top surface  216  via a plurality of sidewalls  404 . The recess  206  is open at the top surface  216  and closed at the lower surface  406 . The lower surface  406  is offset from the top surface  216  in a direction toward the bottom end  214 , and the plurality of sidewalls  404  extend in a direction from the top end  202  toward the bottom end  214 . In this way, the recess  206  only extends partially through the encasement  212 . In one example, the sidewalls  404  may be positioned perpendicular to the lower surface  406 . In other examples, the sidewalls  404  may be positioned at an angle relative to the lower surface  406 . For example, a perimeter of the recess  206  at the top surface  216  may be larger than a perimeter of the recess at the lower surface  406 , and the sidewalls  404  may taper from the top surface  216  to the lower surface  406 . 
     The recess  206  is shaped to seat (e.g., house) an emblem  204  (which may be referred to herein as a badge), as shown by  FIG. 2 . In some examples, the emblem  204  may include ornamentation indicating a make, model, brand, type, etc. of a vehicle and/or engine. For example, emblem  204  may include ornamentation displaying a make of an engine configured to couple with the engine cover  200 . In another example, emblem  204  may include ornamentation displaying a model of a vehicle having an engine compartment configured to house the engine cover  200 . In yet another example, emblem  204  may include ornamentation displaying a model (e.g., a name) and/or manufacturer of the engine cover  200 . 
     The ornamentation described above is positioned at an outer surface  218  of the emblem  204 , and the outer surface  218  and ornamentation are visually unblocked during conditions in which the emblem  204  is coupled to the encasement  212  (e.g., seated within the recess  206 ). For example, as shown by the cross-sectional view of  FIG. 6 , the emblem  204  includes a bottom surface  608  positioned in face-sharing contact with the lower surface  406  of the recess  206  during conditions in which the emblem  204  is coupled to the encasement  212 , and the outer surface  218  of the emblem  204  is positioned at the top end  202  of the engine cover  200 . In other examples, the encasement  212  may not include the recess  206  and the emblem  204  may instead couple directly to the top surface  216 . 
     In one example, emblem  204  may be formed of a material different than the material of the encasement  212 . For example, emblem  204  may be formed of a rigid material such as plastic, metal, etc. In other examples, the emblem  204  may be formed of one or more different materials. Emblem  204  is separably coupled to the encasement  212  (e.g., via a plurality of extensions of the emblem  204 , as described below with reference to  FIG. 6 ). The emblem  204  may be decoupled (e.g., removed) from the encasement  212  for replacement, adjustment, etc. 
     In the example shown by  FIG. 2 , the encasement  212  includes a main aperture  210  (e.g., hole) having a perimeter  220  shaped to surround one or more components of the engine (e.g., engine  10  described above with reference to  FIG. 1 ) during conditions in which the engine cover  200  is coupled to the engine. In one example, the perimeter  220  of the main aperture  210  may surround an oil inlet of the engine (e.g., an oil port sealed by a removable cap). An axis  208  positioned at a center of the main aperture  210  (e.g., centered within the perimeter  220  of the main aperture  210 ) extends in a direction from the top end  202  to the bottom end  214 . Similarly, main aperture  210  extends entirely through the engine cover  200  from the top end  202  to the bottom end  214 . 
     As described above, the support structure  300  (shown as a separate piece relative to the encasement  212  by  FIG. 3 ) is embedded within the encasement  212 . The support structure  300  is formed of a rigid material (e.g., plastic, metal, etc.) and increases a durability of the encasement  212  (e.g., reinforces the encasement  212 ). For example, as described above, the encasement  212  is formed of a compressible material. The support structure  300  is formed of a stiffer material (e.g., a substantially less compressible material than the material of the encasement  212 ) in order to increase a rigidity of the engine cover  200 . Thus, the support structure  300  may have increased stiffness relative to the encasement  212 . Additionally, the support structure  300  may include a plurality of arms configured to enable the support structure  300  to be coupled to the engine (e.g., via fasteners, such as bolts). By embedding the support structure  300  within the encasement  212 , the encasement  212  may be formed of a more compressible material having increased noise reduction and energy absorption characteristics, and the support structure  300  may be formed of stiffer, less compressible material (e.g., non-compressible material) to increase the rigidity and durability of the engine cover  200  (e.g., by reinforcing the surrounding encasement  212 ). 
     The support structure  300  includes a front end  395  and an opposing back end  397 . During conditions in which the cover  200  is coupled to the engine, the front end  395  is positioned at a front end of the engine and the back end  397  is positioned toward a back end of the engine (e.g., away from the front end). The support structure  300  may include an annular opening  334  having a perimeter  350  shaped to surround (e.g., encircle) the perimeter  220  of the main aperture  210  of the encasement  212 . The support structure  300  may be embedded within the encasement  212  in a position in which no portion of the support structure  300  extends into the main aperture  210 . In other examples, the encasement  212  may not include the main aperture  210  and/or the support structure  300  may not include the annular opening  334 . 
     The support structure  300  includes a main section  352  having a substantially flat, planar profile (as shown by the cross-sectional view of  FIG. 6 ). For example, as shown by  FIGS. 3-6 , the main section  352  of the support structure  300  extends substantially in the directions of the x-axis and y-axis of reference axes  299 . Support structure  300  includes a plurality of arms (e.g., first arm  326 , second arm  328 , third arm  330 , and fourth arm  332 ) joined to the main section  352  and extending in directions away from the main section  352 . For example, as shown by  FIG. 3 , each of the arms extends in a perpendicular direction relative to the main section  352  (e.g., in a direction of the z-axis of reference axes  299 , and in a radial direction relative to axis  316 ) and away from the top end  202  of the encasement  212 . Each arm may include a tab positioned away from the main section  352 . For example, first arm  326  includes a first tab  336 , second arm  328  includes a second tab  338 , third arm  330  includes a third tab  342 , and fourth arm  332  includes a fourth tab  340 ). Each of the tabs may be substantially flat (e.g., planar) and, in some examples, each of the tabs may extend in a perpendicular direction relative to the arms (e.g., in a direction of the x-axis and y-axis of the reference axes  299  and parallel to the main section  352 ). The plurality of arms may further provide reinforcement for the encasement  212  and increase a durability and rigidity of the encasement  212 . 
     In some examples, one or more of the tabs (e.g., first tab  336 , second tab  338 , third tab  342 , and/or fourth tab  340 ) may include an aperture or slot shaped to receive a fastener (e.g., a bolt). For example, as shown by  FIG. 3 , first tab  336  includes first slot  360 , second tab  338  includes second slot  362 , third tab  342  includes third slot  366 , and fourth tab  340  includes aperture  364 . In some examples, one or more arms of the plurality of arms may extend outward from the encasement  212  to an exterior of the encasement  212 . For example, a first portion of an arm of the plurality of arms may be partially embedded within the encasement  212 , and a second portion of the arm may extend outward from the encasement  212  to a location external to the encasement  212  (e.g., to a mounting bracket included by the engine). During conditions in which the tabs are coupled to the engine via fasteners, the fasteners may press against surfaces of the tabs in order to retain a position of the engine cover  200  relative to the engine. For example, a fastener inserted into the first slot  360  of the first tab  336  may press the surfaces of the first tab  336  into engagement (e.g., into face-sharing contact) with one or more surfaces of the engine, a component of the engine (e.g., intake manifold), and/or other vehicle component (e.g., a frame of the vehicle). Because the support structure  300  is embedded within the encasement  212 , and because the encasement  212  and support structure  300  are formed together as a single unit, coupling the arms of the support structure  300  to the vehicle in this way secures (e.g., maintains) the position of the engine cover  200  within the engine compartment (e.g., maintains the position of the engine cover  200  relative to the engine). In some examples, first slot  360 , second slot  362 , and third slot  366  may each include a corresponding ball stud grommet (not shown), and each ball stud grommet may be coupled to a corresponding ball stud of the engine. For example, first slot  360  may include a first ball stud grommet adapted to couple to a first ball stud protruding from the engine at a first location, second slot  362  may include a second ball stud grommet adapted to couple to a second ball stud protruding from the engine at a second location, and third slot  366  may include a third ball stud grommet adapted to couple to a third ball stud protruding from the engine at a third location. 
     In some examples (e.g., as shown by  FIGS. 3-6 ), the support structure  300  may include a plurality of notched sections  324  (which may be referred to herein as notched tabs) positioned along the main section  352 . In the example described herein, the support structure  300  includes eight notched sections  324 . In other examples, the support structure  300  may include a different number and/or arrangement of notched sections (e.g., four, five, ten, etc.). In some examples, the front end  395  of the support structure  300  (e.g., front end of main section  352 ) may include a greater number of notched sections  324  than the back end  397  of the support structure  300  (e.g., back end of main section  352 ), or vice versa. Each notched section  324  may extend across a width  507  of the main section  352  (as shown by  FIG. 5B ). For example, as shown by  FIG. 3 , two notched sections  324  are positioned along axis  370  and extend in a direction of the axis  370  along the main section  352 , with axis  370  being arranged in a normal direction relative to the surfaces of the support structure  300  intersected by the axis  370 . Similarly, two notched sections  324  are positioned along axis  372  and extend in a direction of the axis  372  along the main section  352 , two notched sections  324  are positioned along axis  374  and extend in a direction of the axis  374  along the main section  352 , one notched section  324  is positioned along axis  376  and extends in a direction of the axis  376  along the main section  352 , and one notched section  324  is positioned along axis  378  and extends in a direction of the axis  378  along the main section  352 . The axes  372 ,  374 ,  376 , and  378  are each arranged in normal directions relative to the surfaces of the support structure  300  that they intersect (e.g., edges of the support structure  300  positioned at an outer perimeter of the main section  352 ). In some examples, one or more the notched sections  324  (e.g., notched sections surrounding annular opening  334 ) may extend in a radial direction relative to axis  208  positioned at the center of the main aperture  210  (shown by  FIG. 2 ). For example, the support structure  300  may be embedded within the encasement  212  such that the annular opening  334  surrounds the main aperture  210 , and the notched sections positioned at the portion of the main section  352  surrounding the main aperture  210  may be arranged radially relative to the axis  208 . 
     A thickness  642  of each notched section  324  is less than a thickness  644  of the main section  352  in a direction of the z-axis of reference axes  299  (e.g., a normal direction relative to an outer surface  351  of the main section  352 , and a direction of the axis  208 ). Each notched section  324  extends partway into the thickness  644  of the main section  352  (e.g., by an amount corresponding to a difference between the thickness  642  of each notched section  324  and the thickness  644  of the main section  352 ). As shown by the enlarged view  641  of inset  640  in  FIG. 6 , each notched section  324  includes a notch  681  formed by a first angled surface  646  and a second angled surface  648 , with the first angled surface  646  and second angled surface  648  being angled relative to the outer surface  351  of the main section  352 . The first angled surface  646  and the second angled surface  648  may be angled relative to the outer surface  351  of the main section  352  in opposing directions by a same amount of angle. For example, first angled surface  646  may be angled by 45 degrees in a first direction relative to the outer surface  351 , and the second angled surface  648  may be angled by 45 degrees in a second direction relative to the outer surface  351 , with the first direction being opposite to the second direction. As shown by  FIG. 5A , each notched section is positioned at a different, corresponding location of a plurality of locations along the main section  352 . In some examples, a length  505  of each notched section is the same as a width  507  of the main section  352  at each location, with the length  505  being in a same direction as the width  507 . 
     In other examples (such as the examples shown by  FIGS. 7-8 ), the support structure may include notched sections positioned in a different arrangement relative to the example shown by  FIG. 3  and described above. For example,  FIG. 7  shows a support structure  700  and  FIG. 8  shows a support structure  800 , with the support structure  700  and support structure  800  each being similar to the support structure  300  described above with reference to  FIG. 3 . The support structure  700  and support structure  800  include parts similar to those described above with reference to support structure  300  (e.g., main section  352 , annular opening  334 , first arm  326 , second arm  328 , third arm  330 , fourth arm  332 , etc.). Similar parts may be labeled similarly and not re-introduced. The support structure  700  and support structure  800  are each configured to be embedded within a solid encasement of a vehicle component cover (e.g. encasement  212  of engine cover  200  described above). 
     Support structure  700  shown by  FIG. 7  includes notched sections  724 . Notched sections  724  are similar to the notched sections  324  described above with reference to  FIG. 3 . However, the notched sections  724  are positioned at an angle relative to the notched sections  324  across the width of the main section  352 . For example,  FIG. 7  shows axis  725  positioned at an angle relative to axis  370  and axis  372 . One or more of the notched sections  724  may extend across the main section  352  in a direction parallel to the axis  725  (e.g., at an angle  726  relative to the axis  370 ). Similarly, support structure  800  shown by  FIG. 8  includes notched sections  824  (similar to the notched sections  724 ), with the notched sections  824  being positioned at an angle relative to the notched sections  324  across the width of the main section  352 . In the example shown by  FIG. 8 , the notched sections  824  intersect with each other along the main section  352 . For example, a first notched section  826  positioned along axis  806  and extending in a direction of the axis  806  intersects with a second notched section  828  positioned along axis  808  and extending in a direction of the axis  808 . Axis  806  is positioned at an angle  802  relative to the axis  370 , and axis  808  is positioned at an angle  804  relative to the axis  372 , with the axis  370  and axis  372  being parallel to each other, and with the axis  806  and axis  808  being not parallel to each other. In one example, axis  806  and axis  808  may be positioned perpendicular to each other. 
     By configuring a support structure embedded within a solid encasement of a vehicle component cover (e.g., encasement  212  of engine cover  200 ) to include the notched sections as described above (e.g., support structure  300  including notched sections  324 , support structure  700  including notched sections  724 , or support structure  800  including notched sections  824 ), an energy absorption characteristic of the support structure may be increased. For example, in response to an impact (for example), the support structure  300  may deform (e.g., bend, fold, etc.) and/or separate into a plurality of sections at the notched sections  324  in order to absorb a greater amount of mechanical energy from the impact. In one example, the support structure  300  may deform along axes positioned parallel to one or more of the notched sections  324  (e.g., axis  370 , axis  372 , axis  374 , etc.). In the example of the support structure  700  shown by  FIG. 7  and described above, the support structure  700  may deform along axes positioned parallel to one or more of the notched sections  724  (e.g., axis  725 ). 
     In the example of the support structure  800  shown by  FIG. 8  and described above, the support structure  800  may deform along axes positioned parallel to one or more of the notched sections  824  (e.g., axis  806  parallel to first notched section  826 , and/or axis  808  parallel to second notched section  828 ). In other examples, the notched sections may have a different relative arrangement and the support structure may deform along different axes corresponding to the direction of extension of the notched sections. Each notched section  324  may separate the main section  352  into a plurality of breakaway sections, as shown by first breakaway section  391  and second breakaway section  393  of  FIG. 3 . In response to an impact, the first breakaway section  391  and second breakaway section  393  may separate from each other at the notched section  324 , enabling the support structure  300  to absorb an increased amount of mechanical energy from the impact. The main section  352  is configured such that, for each breakaway section of the plurality of breakaway sections, a corresponding notched section of the plurality of notched sections joins the breakaway section to an adjacent, corresponding breakaway section of the plurality of breakaway sections. For example, the first breakaway section  391  is joined to the second breakaway section  393  by the notched section  324 , with the second breakaway section  393  and first breakaway section  391  being positioned adjacent to each other. 
     In this way, the number and relative arrangement of the notched sections determines the energy absorption characteristics (e.g., deforming characteristics) of the support structure (e.g., the axes along which the support structure may deform). For example, because the support structure  300  includes notched sections  324  positioned along the axis  374 , the support structure  300  may have an increased likelihood to deform along axis  374  in response to an impact relative to the support structure  800  (which does not include notched sections positioned along the axis  374 ). Similarly, because the support structure  800  includes notched sections  824  positioned along the axes  806  and  808 , the support structure  800  may have an increased likelihood to deform along axis  806  and/or axis  808  in response to an impact relative to the support structure  300 . In each example, during conditions in which the support structure (e.g., support structure  300 , support structure  700 , and support structure  800 ) is not deformed (e.g., the support structure has not absorbed mechanical energy from an impact), the support structure increases a rigidity and durability of the engine cover. 
     In some examples, the support structure  300  (and similarly, support structure  700  and/or support structure  800 ) may include a plurality of lock orifices positioned along the main section  352 . For example,  FIG. 3  shows a first lock orifice  318 , a second lock orifice  320 , and a third lock orifice  322  aligned with each other along axis  316  (e.g., positioned along axis  316 , with axis  316  intersecting a midpoint of each lock orifice). In other examples, the support structure may include a different number of lock orifices (e.g., two, five, etc.) and/or a different arrangement of lock orifices (e.g., with one or more of the first lock orifice  318 , second lock orifice  320 , and/or third lock orifice  322  being positioned along a different axis than each other lock orifice). 
     The emblem  204  includes a plurality of extensions (e.g., first extension  306 , second extension  304 , and third extension  302 ) positioned to couple with (e.g., slide into locking engagement with) the plurality of lock orifices during conditions in which the emblem  204  is seated within the recess  206  of the encasement  212  (as shown by  FIG. 2  and described above). In the example shown by  FIG. 3 , the plurality of extensions are aligned with each other along axis  314 , similar to the alignment of the plurality of lock orifices along the axis  316 . For example, a distance  380  from the first lock orifice  318  to the second lock orifice  320  in a direction of the axis  316  (e.g., the distance  380  from axis  312  to axis  310  in the direction of axis  316 , with the axes  312  and  310  each being perpendicular to the axis  316 , and with the axis  312  intersecting a midpoint of the first lock orifice  318  and the axis  310  intersecting the midpoint of the second lock orifice  320 ) is the same as the distance between the first extension  306  and the second extension  304  in a direction of the axis  314  (with the axis  314  being parallel to the axis  316  and positioned along the axis  316  during conditions in which the emblem  204  is coupled to the support structure  300  by coupling the plurality of extensions to the plurality of lock orifices). Similarly, a distance  382  from the second lock orifice  320  to the third lock orifice  322  in a direction of the axis  316  (e.g., the distance  380  from axis  310  to axis  308  in the direction of axis  316 , with the axes  310  and  308  each being perpendicular to the axis  316 , and with the axis  310  intersecting a midpoint of the second lock orifice  320  and the axis  308  intersecting the midpoint of the third lock orifice  322 ) is the same as the distance between the second extension  304  and the third extension  302  in a direction of the axis  314 . 
     As shown by  FIG. 4 , the recess  206  of the encasement  212  includes a plurality of openings (e.g., first opening  400  and second opening  402 ) positioned to align with the plurality of lock orifices of the support structure  300 . Specifically, a separate, corresponding opening of the plurality of openings is positioned to align with each lock orifice of the support structure  300 . For example, the first opening  400  is positioned to align with the third lock orifice  322  in a direction from the bottom end  214  to the top end  202  (with the bottom end  214  and top end  202  being shown by  FIG. 2 ), and the second opening  402  is positioned to align with the second lock orifice  320  in the direction from the bottom end  214  to the top end  202  (e.g., in a direction of the z-axis of reference axes  299 ). 
     In the example shown by  FIG. 4 , the plurality of openings are aligned with each other along axis  316  (which may be referred to herein as a lateral axis of the cover), similar to the alignment of the plurality of lock orifices along the axis  316 . For example, a distance  450  from the first opening  400  to the second opening  402  in the direction of the axis  316  is the same as the distance  382  (shown by  FIG. 3  and described above) from the second lock orifice  320  to the third lock orifice  322  in the direction of the axis  316 . Similarly, a third opening (not shown) of the plurality of openings of the recess  206  positioned away from the second opening  402  and first opening  400  by a same distance from the second opening  402  in the direction of the axis  316  as the distance  380  from the first lock orifice  318  to the second lock orifice  320 . In one example, each opening of the plurality of openings is positioned at an end of a separate passage open at both the top end  202  and the bottom end  214  of the encasement  212 , with the passage extending entirely through the encasement  212  in the direction from the top end  202  to the bottom end  214 . For example, the passage  622  shown by  FIG. 6  forms the first opening  400 , and the passage  620  shown by  FIG. 6  forms the second opening  402 . The support structure is embedded within the encasement in a position such that each passage (e.g., passage  622  and passage  620 ) is intersected by a corresponding lock orifice of the plurality of lock orifices. For example, passage  622  is intersected by second lock orifice  320 , and passage  620  is intersected by third lock orifice  322 . In other examples, each passage may be open at the top end  202  and closed at the bottom end  214  of the encasement  212  and may extend partially through the encasement  212  in the direction from the top end  202  to the bottom end  214 . In yet other examples, one or more of the passages may be opened at both the top end  202  and the bottom end  214 , and one or more of the openings may be opened at the top end  202  and closed at the bottom end  214 . In some examples, each passage of the plurality of passages tapers from a larger, first diameter at the recess  206  to a smaller, second diameter in a direction from the top end  202  to the bottom end  214 . Additionally, each extension of the plurality of extensions may taper from a third diameter to a smaller, fourth diameter, similar to the tapering of the passages described above. 
     Although the openings of the plurality of openings of the recess  206  are aligned with each other in the direction of the axis  316  in the example described herein, in other examples the openings may be positioned differently (e.g., not aligned with each other). However, in each example, each opening of the plurality of openings is aligned with a corresponding lock orifice of the plurality of lock orifices in the direction from the top end  202  to the bottom end  214  (e.g., in the direction of the z-axis of reference axes  299 ). For example, in examples in which the lock orifices positioned in a different arrangement relative to the example shown by  FIG. 3  (e.g., examples in which the lock orifices are not positioned aligned along a same axis), the openings of the recess  206  are positioned in a similar arrangement so that each opening of the recess  206  (and each corresponding passage forming the openings) is aligned with a corresponding lock orifice of the support structure  300 . In yet other examples which do not include the recess  206 , the openings of the plurality of openings (e.g., first opening  400 , second opening  402 , etc.) may instead be positioned at the top surface  216  and each passage forming the openings (e.g., passage  620 , passage  622 , etc.) may extend from the top surface  216  toward the bottom end  214 , with each opening being aligned with a corresponding lock orifice of the support structure  300  in the direction from the top surface  216  toward the bottom end  214  (e.g., the direction of the z-axis of reference axes  299 ). 
     Each of the lock orifices (e.g., first lock orifice  318 , second lock orifice  320 , and third lock orifice  322 ) may be a self-locking orifice shaped to engage with a corresponding extension of the plurality of extensions of the emblem  204  in order to couple the emblem  204  to the encasement  212  (e.g., lock the emblem  204  into the recess  206 ). As an example,  FIG. 5B  shows an enlarged view of an area  520  surrounding the third lock orifice  322 , the area  520  being shown by  FIG. 5A . Although the third lock orifice  322  is shown as an example, each other lock orifice (e.g., first lock orifice  318  and second lock orifice  320 ) may include a similar configuration. 
     The third lock orifice  322  includes a first notched tab  500  and a second notched tab  502  (which may each be referred to herein as notched sections), as shown by  FIG. 5B . Each notched tab (e.g., first notched tab  500  and second notched tab  502 ) is adapted to hold a corresponding extension of the plurality of extensions in place. As an example of the intersection of each lock orifice with each corresponding passage of the encasement  212 , the support structure may be embedded within the encasement  212  in a position in which the first notched tab  500  and second notched tab  502  are positioned partially or entirely within the passage  620 . Each other lock orifice (e.g., first lock orifice  318  and second lock orifice  320 ) includes notched tabs similar to the first notched tab  500  and second notched tab  502 , and the notched tabs of the lock orifices may be positioned partially or entirely within (e.g., partially or entirely intersecting) the corresponding passages of the encasement. For example, notched tabs of the second lock orifice  320  may be positioned partially or entirely within passage  622 , and notched tabs of the first lock orifice  318  may be positioned partially or entirely within a passage (not shown) forming the third opening at the recess  206 . During conditions in which a corresponding extension of the plurality of extensions of the emblem  204  (e.g., third extension  302 ) is inserted (e.g., slides) through the third lock orifice  322 , the first notched tab  500  and second notched tab  502  are pressed away from the extension and may temporarily bend in a direction away from the emblem  204 . 
     In some examples, the first notched tab  500  and second notched tab  502  may be formed of a same material as the support structure  300  (e.g., metal, plastic, etc.) and may have spring-like characteristics. For example, during conditions in which the third extension  302  is not inserted into the third lock orifice  322 , a width  504  of the third lock orifice  322  between the first notched tab  500  and the second notched tab  502  is less than a diameter of the third extension  302 , and a length  506  of the third lock orifice  322  is greater than the diameter of the third extension  302 . However, during conditions in which the third extension  302  is inserted into the third lock orifice  322 , the first notched tab  500  and second notched tab  502  are pivoted away from each other by the third extension  302 , increasing the width  504  between the first notched tab  500  and the second notched tab  502 . As the third extension  302  slides through the third lock orifice  322 , the first notched tab  500  and second notched tab  502  may resist pivoting by the third extension  302  and may press against the third extension  302  to lock the third extension  302  into engagement with the third lock orifice  322 . In this way, the notched tabs of the third lock orifice  322  enable the third extension  302  of the emblem  204  to slide through the third lock orifice  322  in a first direction (e.g., the direction from the top end  202  to the bottom end  214 ) but do not enable the third extension  302  to slide through the third lock orifice  322  in a second direction opposite to the first direction (e.g., from the bottom end  214  to the top end  202 ). Locking the third extension  302  to the third lock orifice  322  in this way restrains (e.g. locks) the third extension  302  from sliding in the opposite, second direction. 
     Coupling the emblem  204  to the engine cover  200  as described above includes sliding the plurality of extensions of the emblem  204  (e.g., first extension  306 , second extension  304 , and third extension  302 ) into locking engagement with the plurality of lock orifices of the support structure (e.g., support structure  300 , support structure  700 , or support structure  800 ) embedded within the solid encasement  212  of the cover  200 . For example, first extension  306  slides into locking engagement with the first lock orifice  318 , second extension  304  slides into locking engagement with the second lock orifice  320 , and third extension  302  slides into locking engagement with the third lock orifice  322 . The plurality of extensions are locked into engagement with the plurality of lock orifices only by sliding the plurality of extensions through the plurality of lock orifices. For example, the plurality of extensions may slide through the plurality of passages (e.g., passage  620 , passage  622 , etc.) forming the plurality of openings (e.g., first opening  400 , second opening  402 , etc.), with the plurality of openings being positioned at the recess  206 . For each extension of the plurality of extensions, the extension presses against self-locking section of a corresponding lock orifice of the plurality of lock orifices. In one example, the self-locking section may be one or more notched tabs, similar to the first notched tab  500  and second notched tab  502  of third lock orifice  322  described above with reference to  FIG. 5B . Pressing the extension against the self-locking section of the corresponding lock orifice may include pivoting the self-locking section in a direction away from the extension. For example, as the third extension  302  slides through the passage  620  and presses against the third lock orifice  322 , the first notched tab  500  and second notched tab  502  may be pivoted in a direction away from the third extension  302  by the third extension  302 . In addition to coupling the emblem  204  to the cover  200 , the cover  200  may be coupled to the engine (e.g., engine  10 ) by inserting a fastener (e.g., bolt) through an opening of an arm of the support structure  300  (e.g.,  360  of  336  of  326 ,  362  of  338  of  328 ,  364  of  340  of  332 , and/or  366  of  342  of  330 ) and into a corresponding opening of the engine, vehicle component, or component of the engine. 
       FIG. 6  shows a cross-sectional view of the emblem  204  coupled to the encasement  212 . Specifically, the emblem  204  is seated within the recess  206 , the third extension  302  is inserted through the third lock orifice  322  via first opening  400 , and the second extension  304  is inserted through the second lock orifice  320  via second opening  402 . Although not shown by  FIG. 6 , the first extension  306  is inserted through the first lock orifice  318  via the third opening (not shown) of the plurality of openings of the recess  206 , with the third opening being formed by a passage extending through the encasement  212  (e.g., similar to passage  620  and passage  622 ). In the configuration shown by  FIG. 6 , the third extension  302  is locked into engagement with the third lock orifice  322 , the second extension  304  is locked into engagement with the second lock orifice  320 , and the first extension  306  is locked into engagement with the first lock orifice  318  (e.g., via pivoting of notched tabs of each locked orifice, as described in the example above with reference to first notched tab  500  and second notched tab  502  of third lock orifice  322 ). 
     In this configuration, the emblem  204  may be coupled to the encasement  212  without additional fasteners (e.g., bolts, nuts, clips, etc.). For example, as shown by  FIG. 6 , no additional fasteners are coupled to the extensions of the emblem  204  at the bottom end  214  of the engine cover  200 . The emblem  204  is locked into position within the recess  206  by the engagement of the lock orifices of the support structure  300  with the plurality of extensions of the emblem  204 . By configuring the emblem  204  to lock to the support structure  300  without fasteners, an assembly time and/or cost of the engine cover  200  may be reduced (e.g., by reducing an amount of components to couple the emblem  204  to the support structure  300  and encasement  212 ). 
       FIGS. 2-8  show example configurations with relative positioning of the various components. If shown directly contacting each other, or directly coupled, then such elements may be referred to as directly contacting or directly coupled, respectively, at least in one example. Similarly, elements shown contiguous or adjacent to one another may be contiguous or adjacent to each other, respectively, at least in one example. As an example, components laying in face-sharing contact with each other may be referred to as in face-sharing contact. As another example, elements positioned apart from each other with only a space there-between and no other components may be referred to as such, in at least one example. As yet another example, elements shown above/below one another, at opposite sides to one another, or to the left/right of one another may be referred to as such, relative to one another. Further, as shown in the figures, a topmost element or point of element may be referred to as a “top” of the component and a bottommost element or point of the element may be referred to as a “bottom” of the component, in at least one example. As used herein, top/bottom, upper/lower, above/below, may be relative to a vertical axis of the figures and used to describe positioning of elements of the figures relative to one another. As such, elements shown above other elements are positioned vertically above the other elements, in one example. As yet another example, shapes of the elements depicted within the figures may be referred to as having those shapes (e.g., such as being circular, straight, planar, curved, rounded, chamfered, angled, or the like). Further, elements shown intersecting one another may be referred to as intersecting elements or intersecting one another, in at least one example. Further still, an element shown within another element or shown outside of another element may be referred as such, in one example. 
     In this way, the support structure embedded within the solid encasement of the vehicle component cover increases the rigidity of the vehicle component cover. The support structure may additionally increase the energy absorption characteristic and/or an ease of assembly of the vehicle component cover. By including the plurality of notched sections positioned across the main section of the support structure, the support structure may deform in order to absorb an increased amount of mechanical energy (e.g., from an impact to the vehicle component cover). By configuring the support structure to include the plurality of lock orifices, the lock orifices may engage (e.g., couple) with the extensions of the emblem in order to enable the emblem to be coupled to the engine cover without fasteners and to retain the position of the emblem relative to the encasement and support structure. The technical effect of sliding the extensions of the emblem through the lock orifices is to lock the emblem against the surfaces of the encasement. The technical effect of enabling the support structure to deform via the plurality of notched sections is to increase the energy absorption characteristic of the engine cover. 
     In one embodiment, a vehicle component cover comprises: a solid encasement including a plurality of passages; and a support structure embedded within the encasement and including a plurality of lock orifices, with each lock orifice of the plurality of lock orifices positioned to intersect a corresponding passage of the plurality of passages. In a first example of the cover, the cover further comprises an emblem including a plurality of extensions, with each extension of the plurality of extensions aligning with a corresponding passage of the plurality of passages. A second example of the cover optionally includes the first example, and further includes a recess positioned at a top end of the cover, the recess including a plurality of sidewalls and a lower surface offset from a top surface of the cover, wherein the emblem is shaped to seat against the lower surface and the plurality of sidewalls. A third example of the cover optionally includes one or both of the first and second examples, and further includes wherein each extension of the plurality of extensions is shaped to engage with a corresponding lock orifice of the plurality of lock orifices. A fourth example of the cover optionally includes one or more or each of the first through third examples, and further includes wherein each extension of the plurality of extensions is slideable through the corresponding lock orifice in a first direction and not in an opposing, second direction, and wherein each corresponding lock orifice includes a notched tab adapted to hold a corresponding extension of the plurality of extensions in place. A fifth example of the cover optionally includes one or more or each of the first through fourth examples, and further includes wherein each passage of the plurality of passages extends from a top surface of the cover to a bottom surface of the cover, the top surface and bottom surface arranged opposite one another. A sixth example of the cover optionally includes one or more or each of the first through fifth examples, and further includes wherein each passage of the plurality of passages is aligned with each other passage of the plurality of passages along a lateral axis of the cover, the lateral axis intersecting a midpoint of each lock orifice of the plurality of lock orifices. A seventh example of the cover optionally includes one or more or each of the first through sixth examples, and further includes wherein the plurality of passages forms a plurality of openings at a top end of the cover. An eighth example of the cover optionally includes one or more or each of the first through seventh examples, and further includes wherein the plurality of openings are positioned at a lower surface of a recess, the lower surface being offset from a top surface of the cover. A ninth example of the cover optionally includes one or more or each of the first through eighth examples, and further includes a plurality of arms joined to a flat, planar main section of the support structure and extending through the encasement away from the main section. A tenth example of the cover optionally includes one or more or each of the first through ninth examples, and further includes wherein each arm of the plurality of arms extends away from the main section in a radial direction relative to a lateral axis of the cover, the lateral axis intersecting a midpoint of each lock orifice of the plurality of lock orifices, and wherein an arm of the plurality of arms includes an end adapted to receive a fastener. An eleventh example of the cover optionally includes one or more or each of the first through tenth examples, and further includes wherein an entirety of the main section is positioned within an interior of the encasement, and wherein the plurality of arms extends outward from the encasement to an exterior of the encasement. A twelfth example of the cover optionally includes one or more or each of the first through eleventh examples, and further includes wherein the encasement is formed of an elastic, compressible material, and wherein the support structure is formed of a rigid, non-compressible material. 
     In one embodiment, a method comprises: coupling an emblem to a vehicle component cover by sliding a plurality of extensions of the emblem into locking engagement with a plurality of lock orifices of a support structure embedded within a solid encasement of the cover, the plurality of extensions being locked into engagement with the plurality of lock orifices only by sliding the plurality of extensions through the plurality of lock orifices. In a first example of the method, coupling the emblem to the vehicle component cover includes: sliding the plurality of extensions of the emblem through a plurality of passages formed by the encasement. A second example of the method optionally includes the first example, and further includes wherein sliding the plurality of extensions through the plurality of lock orifices includes, for each extension of the plurality of extensions, sliding the extension in a first direction through a corresponding lock orifice of the plurality of lock orifices to lock the extension to the corresponding lock orifice, where locking the extension to the corresponding lock orifice restrains the extension from sliding in an opposite, second direction. A third example of the method optionally includes one or both of the first and second examples, and further includes wherein locking the extension to the corresponding lock orifice includes pressing the extension against a self-locking section of the corresponding lock orifice to pivot the self-locking section in a direction away from the extension. A fourth example of the method optionally includes one or more or each of the first through third examples, and further includes coupling the vehicle component cover to a vehicle component by inserting a fastener through an opening of an arm of the support structure and into a corresponding opening of the vehicle component. 
     In one embodiment, a vehicle comprises: an engine compartment having an engine disposed therein; and a vehicle component cover coupled to the engine, the cover including: a solid elastic encasement having a plurality of passages formed therein; a rigid support structure embedded within the encasement, the support structure including a plurality of lock orifices positioned to align with the plurality of passages; and an emblem including a plurality of extensions shaped to seat within the plurality of passages and couple in locking engagement with the plurality of lock orifices. In a first example of the vehicle, the encasement includes a main aperture adapted to encircle a component of the engine, and wherein the support structure includes an annular section shaped to encircle the main aperture within an interior of the encasement. 
     In another representation, a vehicle comprises: an engine compartment having an engine disposed therein; a vehicle component cover coupled to the engine, the cover including: a solid encasement including a plurality of passages; and a support structure embedded within the encasement and including a plurality of lock orifices, with each lock orifice of the plurality of lock orifices positioned to intersect a corresponding passage of the plurality of passages; a transmission; and an electric machine selectably coupleable to the transmission via one or more clutches, the electric machine adapted to drive the transmission. 
     Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be carried out by the control system including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described actions, operations and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system, where the described actions are carried out by executing the instructions in a system including the various engine hardware components in combination with the electronic controller. 
     It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein. 
     The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.