Patent Description:
A typical vehicle will contain many heat sources including the engine if the vehicle is powered by an internal combustion engine, and electric motors and batteries if the vehicle is an electric or hybrid vehicle. The heat generated by the engine can cause a number of vehicle components to become heat sources within the vehicle. For instance, the exhaust components become hot once the engine is running due to the exhaust gases flowing through them. Heat exchangers, such as radiators, also become hot due to coolant flowing through them which has been heated by heat sources, such as the engine, within the vehicle.

Some internal combustion engines are configured to have multiple banks of cylinders which power a common crank shaft. In some cases, the engine has two banks of cylinders. These may be angled relative to each other and where the angle between the two banks is less than <NUM>° the engine is generally known as a V-engine. In some cases, the engine has four banks of cylinders which are all angled relative to each other and where the angle between adjacent banks is less that <NUM>° the engine in generally known as a W-engine.

Taking the V-engine as an example, the exhaust components may sometimes be located in the V-region of the engine, that is in the region between the two banks of cylinders. This means that the exhaust ports of the engine are on the inboard sides of the two banks of cylinders so that they output exhaust into exhaust manifolds located in the region between the two banks of cylinders. Other exhaust related components such as a turbine of a turbo may also be located in the region between the two banks of cylinders. Such an engine may be described as a Hot-Vee engine as hot exhaust components are located in the V-region of the engine. A similar situation would arise for a W-engine where there would be two separate V-shaped regions that contain exhaust components.

As the exhaust components tend to be packaged tightly within the V-region of the engine due to space and packaging requirements, it can be difficult to provide sufficient cooling to this region to reduce the effect the heat generated by these exhaust components has on other components in and around this region in a Hot-Vee engine. This is especially true in a mid- or rear-engine vehicle. It would therefore be desirable to have an improved way of cooling a Hot-Vee engine.

<CIT> relates to a sound-absorbing engine cover for covering an engine cavity of an internal combustion engine, having a cover, at least one sound absorber and a fan arranged in a recess in the cover, and a V-engine with such a sound-absorbing engine cover. Another example is known from <CIT>.

According to a first aspect of the present invention there is provided a vehicle comprising: an engine comprising two banks of cylinders having axial directions angled relative to each other to form a region running between the axial directions of the two banks; a plurality of exhaust components located in the region; a heat shield enclosing the exhaust components between the engine and the heat shield, the heat shield comprising an inner surface facing the exhaust components, a first heat shield inlet and a heat shield outlet, and the heat shield being configured to channel an airflow between the first heat shield inlet and the heat shield outlet over the inner surface of the heat shield.

The heat shield may comprise a second heat shield inlet and the heat shield may be configured to channel an airflow between the second heat shield inlet and the outlet over the inner surface of the heat shield.

The heat shield may comprise an air diverter configured to disperse an airflow entering from the first heat shield inlet over the inner surface of the heat shield. The air diverter may be configured to disperse an airflow entering from the second heat shield inlet over the inner surface of the heat shield. The air diverter comprises a first diverter inlet and a plurality of diverter outlets, the air diverter may be located within the heat shield so that the airflow entering from the first heat shield inlet is directed to diverter outlets from the first diverter inlet to disperse the airflow entering from the first heat shield inlet over the inner surface of the heat shield. The air diverter may comprise a plurality of channels running between the first diverter inlet and a respective diverter outlets. The air diverter may comprise a second diverter inlet, the air diverter may be located within the heat shield so that the airflow entering from the second heat shield inlet is directed to diverter outlets from the second diverter inlet to disperse the airflow entering from the second inlet over the inner surface of the heat shield. The diverter outlets may be divided into two sets, the first diverter inlet may be connected to the first set of diverter outlets and the second diverter inlet may be connected to the second set of diverter outlets. The air diverter may be located within the heat shield so that the first heat shield inlet is aligned with the first diverter inlet and the second heat shield inlet is aligned with the second diverter inlet.

The vehicle may comprise: a first heat exchanger; a first fan configured to cause air to flow through the first heat exchanger; and a first duct connected between the first fan and the first heat shield inlet so that when the first fan is active the first duct channels air between the first fan and the first heat shield inlet. The heat shield may comprise a first opening between the inner surface and an outer surface of the heat shield, and the vehicle may comprise a third duct comprising a third duct outlet positioned to direct an airflow running through the third duct onto the first opening, the third duct may be connected between the first fan and the third duct outlet. The vehicle may comprise: a second heat exchanger; a second fan configured to cause air to flow through the second heat exchanger; and a second duct connected between the second fan and the second heat shield inlet so that when the second fan is active the second duct channels air between the second fan and the second heat shield inlet. The heat shield may comprise a second opening between the inner surface and an outer surface of the heat shield, and the vehicle may comprise a fourth duct comprising a fourth duct outlet positioned to direct an airflow running through the fourth duct onto the second opening, the fourth duct may be connected between the second fan and the third duct outlet.

The vehicle may comprise a turbocharger, the turbocharger may comprise a compressor and a turbine, and wherein the plurality of exhaust components may comprise the turbine of the turbocharger. The turbocharger may comprise a waste valve and the vehicle may comprise a first actuator located outside of the heat shield and a first linkage connected between the waste valve and the first actuator, the first linkage may run through the first opening. The vehicle may comprise a turbocharger per bank of cylinders, each turbocharger may comprise a compressor and a turbine, and wherein the plurality of exhaust components may comprise the turbines of the turbochargers. The turbochargers may each comprise a respective waste valve and the vehicle may comprise an actuator per waste valve located outside of the heat shield and a linkage per waste valve connected between respective waste valves and respective actuators, a first linkage running through the first opening and a second linkage running through the second opening. The compressor(s) may be located outside of the heat shield. The compressor(s) may be located outside of the enclosed region. The first heat shield inlet may be located closer to the turbine(s) than the heat shield outlet. The second heat shield inlet may be located closer to the turbine(s) than the heat shield outlet.

The exhaust components may comprise one or more of an exhaust manifold, an exhaust pipe, and an exhaust gas treatment device. The heat shield may comprise an insulation layer sandwiched between metal layers. The insulation layer may have a thickness which varies over the heat shield.

The vehicle may comprise: an occupant cabin; a retractable roof configured to move between a deployed configuration where the roof covers the occupant cabin and a retracted configuration; a housing configured to house the retractable roof when the roof is in the retracted configuration, the housing being positioned at least partially over the heat shield; and a moveable cover configured to close the housing.

The vehicle may comprise: at least one passenger seat located in an occupant cabin; and a luggage storage area located behind the passenger seat, the luggage storage area being positioned at least partially over the heat shield.

The heat shield may comprise a first heat shield piece, a second heat piece and a gasket comprising a cylindrical portion and a flat portion joined to the cylindrical portion, the first heat shield piece and second heat shield piece may be joined together, the gasket may be located between the first heat shield piece and the second heat shield piece so that the flat portion is between the first heat shield piece and second heat shield piece and the cylindrical portion contacts both the first heat shield piece and second heat shield piece.

The following description is presented to enable any person skilled in the art to make and use the invention, and is provided in the context of a particular application. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art.

The present invention relates to a vehicle comprising an engine comprising two banks of cylinders having axial directions angled relative to each other to form a region running between the axial directions of the two banks. The vehicle further comprises a plurality of exhaust components located in the region and a heat shield enclosing the exhaust components between the engine and the heat shield. The heat shield comprises an inner surface facing the exhaust components, a first heat shield inlet and a heat shield outlet. The heat shield being configured to channel an airflow between the first heat shield inlet and the heat shield outlet over the inner surface of the heat shield.

<FIG> shows a vehicle <NUM>. The vehicle <NUM> may be an automobile. The vehicle <NUM> may be a car. The vehicle <NUM> comprises front wheels <NUM> and rear wheels <NUM>. The front of the vehicle is defined with reference to the primary motion direction of the vehicle <NUM>. The front of the vehicle <NUM> points in the primary motion direction of the vehicle. Generally, a vehicle has a primary motion direction that is the forward direction. The vehicle <NUM> comprises an occupant compartment <NUM>. The occupant compartment <NUM> may comprise one or more seats <NUM> for occupants of the vehicle to sit in. The occupant compartment <NUM> may accommodate a driver. The occupant compartment may accommodate one or more passengers. The vehicle <NUM> may comprise controls located within the occupant compartment <NUM> to enable an occupant to control the motion of the vehicle. The occupant compartment <NUM> may also be known as a passenger compartment.

The vehicle comprises a vehicle body <NUM>. The vehicle body comprises a plurality of body panels. For example, the body panels may include bonnet panel(s), side door panel(s), and rear deck panel(s). The vehicle body <NUM> has an outer surface made up of the outer surface of the body panels. The outer surface of the vehicle body <NUM> defines the exterior surface of the vehicle <NUM>.

The vehicle comprises a powertrain <NUM>. The powertrain comprises an internal combustion engine <NUM>. The powertrain <NUM> may comprise one or more electrical machines that are capable of providing motive power to the drive wheels of the vehicle. The powertrain shown in <FIG> comprises a gearbox and differential shown generally at <NUM>. At least some of the wheels may be coupled to the powertrain to receive motive power from the powertrain <NUM> and thus are drive wheels of the vehicle. As shown in <FIG>, the powertrain <NUM> is connected to the rear wheels <NUM>. It will be appreciated that the powertrain <NUM> could equally be connected to the front wheels <NUM> and/or both front and rear wheels <NUM>, <NUM> of the vehicle <NUM>.

As shown in <FIG>, the powertrain <NUM> may be located in the middle or towards the rear of the vehicle. The powertrain <NUM> may be located behind the occupant compartment <NUM>. The powertrain <NUM> may be located between the front and rear axles of the wheels <NUM>, <NUM>. The engine <NUM> may be located between the front and rear axles of the wheels <NUM>, <NUM>. The vehicle <NUM> may be a mid-engine vehicle. The vehicle may be a rear-engine vehicle. Other drive units which do not form part of powertrain <NUM> may be present in the vehicle <NUM>. For instance, the vehicle may comprise one or more electric motors which drive wheels of the vehicle <NUM> separately from the powertrain <NUM>.

The vehicle <NUM> comprises a temperature regulating system configured to carry coolant between heat sources of the vehicle and one or more heat exchangers <NUM>, <NUM> to remove heat from the coolant. The temperatures regulating system comprises tubes and at least one pump to channel the coolant between the heat sources and the heat exchangers. The heat exchangers would typically be air-cooled radiators arrange to dump heat in the coolant into the environment. Shown in <FIG> are two heat exchangers <NUM>, <NUM>. The heat exchangers <NUM>, <NUM> may receive coolant that has be in contact with parts of the engine <NUM> and so coolant that has been heated by the engine <NUM>.

These heat exchangers <NUM>, <NUM> may be located anywhere within the body of the vehicle. However, it is advantageous if they are located in a position that enables airflow to be channelled through them. For instance, they may be located at the front of the vehicle to enable air flow that contacts the front surfaces of the vehicle body generated by the motion of the vehicle <NUM> to be channelled through them. They may be located at the sides of the vehicle to enable air flow that moves past the sides of the vehicle body to be channelled through them. They may be located at the rear of the vehicle to enable air flow that passes the rear quarter of the vehicle to be channelled through them. Heat exchangers located at the side and rear of the vehicle <NUM> are particularly useful in mid- and rear-engine vehicles. As pictured in <FIG>, the heat exchangers are located towards the rear of the vehicle <NUM>. They are located behind occupant compartment <NUM>.

The vehicle <NUM> comprises a first fan <NUM> for the first heat exchanger <NUM>. The vehicle <NUM> comprises a second fan <NUM> for the second heat exchanger <NUM>. The fans <NUM>, <NUM> cause air to flow through their respective heat exchanger <NUM>, <NUM>. The fans <NUM>, <NUM> may operate when the engine is running but the vehicle <NUM> is not moving fast enough to cause a sufficient flow of air through the heat exchangers <NUM>, <NUM> to adequately cool the coolant flowing through the heat exchanger <NUM>, <NUM>. For instance, the vehicle <NUM> may be stationary or moving at low speed. The fans <NUM>, <NUM> may run at all times when the engine <NUM> is running. The fans <NUM>, <NUM> may continue to operate for a length of time after the engine <NUM> has been switched off. The length of time may be predetermined or may be calculated based on the current temperature of the engine, coolant, other heat sources or a combination of these factors.

An air supply is provided to the heat exchangers <NUM>, <NUM> by respective duct openings <NUM>, <NUM> and ducts <NUM>, <NUM>. The duct openings <NUM>, <NUM> may be located in side panels of the vehicle <NUM>. The side panels may be side doors of the vehicle. This is particularly advantageous where the vehicle <NUM> is a mid-engine or rear-engine vehicle.

<FIG> shows a close-up version of the engine <NUM> and associated components as shown in <FIG>. The engine comprises two banks <NUM> of cylinders <NUM>. The cylinders in each bank are side-by-side along the bank. The two banks <NUM> of cylinders <NUM> are angled relative to each other. The cylinders <NUM> each have axial directions <NUM> that run along their respective lengths. The axial directions <NUM> of the two banks of cylinders <NUM> are angled relative to each other as shown in <FIG> shows a cut through view of the engine <NUM> and associated components. For a V-shaped engine, the angle between the axial directions <NUM> of the two banks <NUM> of cylinders is less than <NUM>°. Therefore, the engine <NUM> shown in <FIG> is a V-shaped engine. The two banks <NUM> of cylinders <NUM> run in substantially parallel directions to each other along the line of cylinders. Thus, the axial directions <NUM> of the cylinders <NUM> in a respective bank <NUM> are generally parallel to each other. The cylinders <NUM> may share a common crank shaft. Each cylinder <NUM> comprises a piston that is configured to move slideably within the cylinder <NUM>. A respective piston rod is connected to each piston. Each piston rod is connected to the crank shaft so that a translational movement of the piston causes a rotational movement of the crank shaft. The angle of the two banks <NUM> forms a region <NUM> running between the axial directions of the two banks. This region <NUM> is located within the V-shape formed by the axial directions of the two banks. The region <NUM> runs between the two banks <NUM> of cylinders <NUM>. It will be understood that the region <NUM> may extend beyond the longitudinal length of the engine <NUM>.

Each cylinder <NUM> comprises at least one inlet port and one exhaust port. Typically more than one inlet port and exhaust port is present. Connected to the inlet ports is an inlet manifold. A separate inlet manifold may be present for each bank <NUM> of cylinders <NUM>. As shown in <FIG> connected to the exhaust ports is an exhaust manifold <NUM>. As shown in <FIG> separate exhaust manifolds <NUM> are connected to each bank of cylinders. Thus, there are two exhaust manifolds <NUM> one for each bank <NUM> of cylinders <NUM>. The exhaust manifolds <NUM> may be at least partially located in the region <NUM> running between the two banks <NUM>. The exhaust manifolds <NUM> may be fully located in the region <NUM> running between the two banks <NUM>.

The exhaust manifolds <NUM> may be described as exhaust components. The exhaust components guide the exhaust <NUM> emitted from the exhaust ports of the engine <NUM> to outlets in exhaust pipes remote from the exhaust ports of the engine <NUM>.

The vehicle <NUM> shown in <FIG> as comprising two turbochargers <NUM>. One turbocharger per bank <NUM> of cylinders <NUM> is present. It will be understood that the vehicle <NUM> may comprise only one turbocharger <NUM> or a plurality of turbochargers <NUM>. Each turbocharger <NUM> comprises a compressor <NUM> and a turbine <NUM>. The compressor <NUM> and turbine <NUM> of the turbocharger <NUM> are coupled together so that rotation of the turbine <NUM> causes rotation of the compressor <NUM>. The compressor <NUM> and turbine <NUM> may be coupled together mechanically. The compressor <NUM> and turbine <NUM> may be coupled together electrically, as in a generator may be attached to turbine <NUM> and a electric motor to compressor <NUM> and rotation of turbine <NUM> causes the generator to generate electrical energy which is passed to the electric motor of compressor <NUM> to cause the compressor <NUM> to rotate. The compressor <NUM> of the turbocharger <NUM> is connected to an inlet manifold to charge intake gasses. The turbine <NUM> is connected to an exhaust manifold <NUM> so that exhaust gases cause the turbine <NUM> to rotate. As shown in <FIG>, a respective turbocharger <NUM> is attached to a respective exhaust manifold <NUM>.

The vehicle comprises a plurality of exhaust components. At least some of these exhaust components may be located in the region <NUM>. The exhaust components may comprise one or more of:.

As pictured in <FIG>, the vehicle <NUM> comprises a turbocharger <NUM> per bank <NUM> of cylinders <NUM>. The vehicle <NUM> comprises an exhaust manifold <NUM> per bank <NUM> of cylinders <NUM>. The vehicle <NUM> comprises at least one exhaust gas treatment device <NUM> per bank <NUM> of cylinders <NUM>. Each of these components may be directly connected to the next or may be connected by an exhaust pipe.

As described herein, the vehicle having exhaust components located within the region <NUM> means that vehicle components that become hot during use are present in the region <NUM>. This means that when the engine <NUM> is running there is a hot region present within the V-shaped region defined by the angle of the banks <NUM> of cylinders <NUM>. This is generally described as a Hot-Vee engine. This is opposite to an engine which has the intake components within the region <NUM>. As the intake components control the flow of airflow into the engine these components are relatively much cooler than the exhaust components.

The presence of the exhaust components in the V-shaped region <NUM> causes a problem for the heat management of those components. This is because they are located in a tightly packaged region of the engine as so it is difficult to obtain good airflow through this region. This is particularly true in a mid-engine or rear-engine vehicle as the occupant compartment <NUM> blocks a direct path to the engine <NUM> from oncoming airflow during forward motion. This is a problem both in attempting to cool those exhaust components and also in managing the transfer of heat energy to other parts of the vehicle in close proximity to the exhaust components. For instance, body panels may be close to the exhaust components which someone standing outside the vehicle could touch and burn themselves on. Alternatively, there may be a housing for luggage or a retractable roof located close to those exhaust components and it would be undesirable for that housing to reach temperatures even remotely close to the temperature of those exhaust components when the engine <NUM> is running.

The vehicle <NUM> comprises a heat shield <NUM> which guides an airflow over an inner surface of the heat shield <NUM>. The guiding of the airflow contains the heat generated by the exhaust components enclosed by the heat shield and forces the air heated by the exhaust components to be moved towards an outlet <NUM> located towards the rear of the vehicle <NUM>. The guiding of the airflow cools the heat shield <NUM> to isolate the heat generated by the exhaust components. This isolates the heat generated by the exhaust components within the heat shield <NUM> and so isolates the heat from being transmitted to components outside of the heat shield <NUM>. As shown best in <FIG>, the heat shield <NUM> attaches to the engine <NUM> to enclose exhaust components located within the region <NUM>. <FIG> shows a schematic cut-through view of the heat shield and exhaust components running along the longitudinal direction of the engine <NUM>. The heat shield <NUM> may attach to exhaust manifolds <NUM> running along the longitudinal direction of the engine <NUM>. The heat shield <NUM> may attach directly to the engine <NUM>. The heat shield <NUM> may attach to the engine <NUM> via another component in some places and directly to the engine <NUM> in others. The attachment of the heat shield <NUM> to the engine <NUM> encloses exhaust components between the engine <NUM> and the heat shield <NUM>. The exhaust components are enclosed within the region <NUM>. The heat shield <NUM> may be formed of more than one piece and these pieces are joined together to form the heat shield <NUM>.

An example of the heat shield <NUM> being formed of more than one piece is shown in <FIG> is a cut-through view of the heat shield <NUM>. The other components that are present within the heat shield <NUM> have been removed for clarity and it will be appreciated that the description associated with the other figures also applies to that shown in <FIG>. The heat shield <NUM> shown in <FIG> comprises a first heat shield piece 28a and a second heat shield piece 28b. Each piece comprises a flanged region. The flanged regions are fixed together. The flanged regions may be fixed together by bolts or other attachments. To seal the join between the two pieces, the heat shield <NUM> comprises a gasket <NUM>. The gasket <NUM> is located between the flanged regions of the first heat shield piece 28a and the second heat shield piece 28b. The gasket <NUM> comprises a cylindrical portion <NUM>. The cylindrical portion <NUM> is attached to a flat portion <NUM> that extends from the cylindrical portion <NUM>. The flat portion <NUM> is located between the flanged regions of the first and second heat shield pieces so that when the two pieces are joined together the flat portion <NUM> provides a seal between the two pieces. The cylindrical portion <NUM> in pinched by the two pieces where each flanged region ends and is joined to the rest of the heat shield piece. It will be appreciated that the heat shield may be formed of a plurality of pieces joined together in a similar fashion to that described with reference to the first heat shield piece and second heat shield piece.

Exhaust components that may be enclosed within the region are one or more of:.

The compressor <NUM> of a turbocharger <NUM> is located outside of the heat shield <NUM>.

As shown in <FIG>, the exhaust components may run within region <NUM> but extend beyond the longitudinal end of the engine <NUM>. In this case, the heat shield wraps around those exhaust components that extend beyond the longitudinal end of the engine <NUM> to enclose those exhaust components within the region <NUM>.

The heat shield <NUM> may have more than one hole through which vehicle components can pass. Advantageously, the heat shield <NUM> seals to the vehicle component that passes through the hole. For instance, there may be holes for connections to lambda sensors for the engine <NUM> to pass through. As shown in <FIG>, exhaust pipe(s) may pass through the heat shield <NUM>. The heat shield <NUM> seals to the exhaust pipe(s) to limit the flow of air through the holes through which the exhaust pipe(s) pass.

The heat shield <NUM> may comprise an insulation layer sandwiched between metal layers. This is shown in <FIG> by the thicker darker line within the heat shield. The insulation layer may not be present over the whole of the heat shield and may only be present in some of the heat shield. The insulation layer may have a thickness which varies over the heat shield.

The heat shield <NUM> comprises a first heat shield inlet <NUM>. As shown in <FIG>, the heat shield <NUM> comprises a second heat shield inlet <NUM>. <FIG> shows a plan view of the interior upper surface of the heat shield <NUM>. The heat shield <NUM> As discussed herein, the heat shield <NUM> comprises a heat shield outlet <NUM>. The heat shield outlet <NUM> directs an airflow to outside of the vehicle <NUM>. The heat shield outlet <NUM> is shown as being connected to an outlet duct <NUM> which runs to an external surface of the vehicle to direct the airflow to the outside of the vehicle <NUM>. The outlet duct <NUM> may run in an upward direction. The outlet duct <NUM> may run in a generally directly upward direction or may be angled towards the rear of the vehicle <NUM>. The outlet duct <NUM> may run to a location <NUM> on a rear deck of the vehicle <NUM> to output the airflow. This is as shown in <FIG>. Equally the outlet duct <NUM> may run to a location on a rearwardly facing body panel of the vehicle <NUM> or a side body panel of the vehicle <NUM> to output the airflow.

The heat shield <NUM> is configured to channel an airflow between the first heat shield inlet <NUM> and the heat shield outlet <NUM>. The heat shield channels the airflow over an inner surface <NUM> of the heat shield <NUM>. The heat shield <NUM> is configured to channel an airflow between the second heat shield inlet <NUM> and the heat shield outlet <NUM>. The first heat shield inlet <NUM> and/or the second heat shield inlet <NUM> run through the heat shield <NUM> at positions close to the top portion of the inner surface <NUM> of the heat shield <NUM>. The first heat shield inlet <NUM> and/or the second heat shield inlet <NUM> are orientated to direct an airflow flowing through the inlet(s) on to the inner surface <NUM> of the heat shield <NUM>. In this way, an airflow entering the first heat shield inlet <NUM> and/or the second heat shield inlet <NUM> runs over the inner surface of the heat shield <NUM>. The heat shield <NUM> may have at least some rounded corners to assist in keeping the airflow running over the inner surface of the heat shield <NUM>.

The heat shield <NUM> may comprise an air diverter <NUM>. The air diverter <NUM> is shown in <FIG> but is omitted from <FIG> for clarity. The air diverter <NUM> is configured to disperse an airflow (the dispersing of the airflow shown generally by the arrows <NUM> inside the heat shield <NUM>) entering from the first heat shield inlet <NUM> and/or the second heat shield inlet <NUM> over the inner surface of the heat shield <NUM>. The air diverter <NUM> is attached to the heat shield <NUM>.

The air diverter <NUM> comprises a first diverter inlet <NUM> and a plurality of diverter outlets <NUM>. The air diverter <NUM> is positioned within the heat shield <NUM> so that the airflow <NUM> entering from the first heat shield inlet <NUM> is directed to diverter outlets <NUM> from the first diverter inlet <NUM>. The air diverter <NUM> may be located within the heat shield so that the first heat shield inlet <NUM> is aligned with the first diverter inlet <NUM>. The direction of the airflow in this way disperses the airflow entering from the first heat shield inlet <NUM> over the inner surface <NUM> of the heat shield <NUM>. The diverter outlets are oriented to point in different directions so that the airflow is spread out over the inner surface <NUM> of the heat shield <NUM>. The air diverter <NUM> comprises a plurality of channels with each channel running to a respective diverter outlet <NUM>.

As shown in <FIG>, the air diverter <NUM> comprises a second diverter inlet <NUM>. The air diverter <NUM> is positioned within the heat shield <NUM> so that the airflow <NUM> entering from the second heat shield inlet <NUM> is directed to diverter outlets <NUM> from the second diverter inlet <NUM>. The air diverter <NUM> may be located within the heat shield so that the second heat shield inlet <NUM> is aligned with the second diverter inlet <NUM>. The direction of the airflow in this way disperses the airflow entering from the second heat shield inlet <NUM> over the inner surface <NUM> of the heat shield <NUM>.

The diverter outlets <NUM> may be divided into two sets. The first diverter inlet <NUM> may be connected to the first set of diverter outlets 37a and the second diverter inlet <NUM> may be connected to the second set of diverter outlets 37b. The air diverter <NUM> may comprise a first set of channels which run between the first diverter inlet <NUM> and the first set of diverter outlets 37a. The air diverter <NUM> may comprise a second set of channels which run between the second diverter inlet <NUM> and the second set of diverter outlets 37b.

The first heat shield inlet <NUM> may be located closer to the turbine(s) <NUM> of the turbocharger(s) <NUM> than to the heat shield outlet <NUM>. The second heat shield inlet <NUM> may be located closer to the turbine(s) <NUM> of the turbocharger(s) <NUM> than to the heat shield outlet <NUM>. The first heat shield inlet <NUM> and/or the second heat shield inlet <NUM> may be located to one side of the turbine(s) <NUM> and the heat shield outlet <NUM> to the other side of the turbine(s) <NUM>. In this way, the airflow is caused to run past the turbine(s) <NUM> drawings hot air towards the heat shield outlet <NUM>.

As discussed herein, the vehicle <NUM> comprises a first heat exchanger <NUM> and a first fan <NUM> for the first heat exchanger <NUM>. <FIG> shows first heat exchanger <NUM>. It will be understood that the configuration shown in <FIG> may apply equally to the second heat exchanger <NUM>. First heat exchanger <NUM> comprises at least one coolant inlet <NUM> and at least one coolant outlet <NUM>.

The vehicle comprises a first duct <NUM>. The first duct <NUM> is connected between the first fan <NUM> and the first heat shield inlet <NUM>. The first fan <NUM> comprises a first offtake <NUM> to which the first duct <NUM> is connected. The first offtake <NUM> may be a spigot to which the first duct <NUM> is connected. The first offtake <NUM> is positioned so that at least part of an airflow generated by the first fan <NUM>, when the fan <NUM> is in operation, is directed into the first duct <NUM>. In this way, the first duct <NUM> is connected to the first fan <NUM> so that at least part of an airflow generated by the fan <NUM> is directed into the first duct <NUM>. Equally, airflow not generated by the fan <NUM> but that is passing through the first heat exchanger <NUM> would be directed into the first duct <NUM>. For instance, when the vehicle <NUM> is in motion. Thus, an airflow being channelled into the first duct <NUM> flows to the first heat shield inlet <NUM>. This airflow can then be directed by the heat shield <NUM>.

The vehicle comprises a second duct <NUM>. The second duct <NUM> is connected between the second fan <NUM> and the second heat shield inlet <NUM>. The second fan <NUM> comprises a first offtake <NUM> to which the second duct <NUM> is connected. The first offtake <NUM> may be a spigot to which the second duct <NUM> is connected. The first offtake <NUM> is positioned so that at least part of an airflow generated by the second fan <NUM>, when the second fan <NUM>, is in operation, is directed into the second duct <NUM>. Equally, airflow not generated by the fan <NUM> but that is passing through the second heat exchanger <NUM> would be directed into the second duct <NUM>. For instance, when the vehicle <NUM> is in motion. Thus, an airflow being channelled into the second duct <NUM> flows to the second heat shield inlet <NUM>. This airflow can then be directed by the heat shield <NUM>.

As discussed herein, the heat shield <NUM> may comprise openings through which vehicle components can pass. Some of those openings will be able to be sealed to the component that passed through so that all or substantially all airflow through the opening can be restricted. Other openings may not be able to be sealed completely due to the vehicle component that passes through them. For instance, if a moveable component passes through the opening then it may not be possible to attach a seal to the component. <FIG> shows such an opening <NUM>. The first opening <NUM> runs between the inner surface <NUM> and an outer surface <NUM> of the heat shield <NUM>. To mitigate against hot air passing from within the heat shield <NUM> to the region near the first opening <NUM> outside the heat shield <NUM>, a supply of air is provided to near the first opening <NUM> within the engine bay <NUM> of the vehicle <NUM>.

The vehicle comprises a third duct <NUM>. The outlet of the third duct <NUM> is positioned to direct an airflow running through the fourth duct onto the first opening <NUM>. This airflow is capable of cooling hot air escaping from inside the heat shield via the first opening <NUM>. The third duct <NUM> is connected between the first fan <NUM> and the third duct outlet <NUM>. The first fan <NUM> comprises a second offtake <NUM> to which the third duct <NUM> is connected. The second offtake <NUM> may be a spigot to which the third duct <NUM> is connected. The second offtake <NUM> is positioned so that at least part of an airflow generated by the first fan <NUM>, when the fan <NUM> is in operation, is directed into the third duct <NUM>. In this way, the third duct <NUM> is connected to the first fan <NUM> so that at least part of an airflow generated by the fan <NUM> is directed into the third duct <NUM>. Equally, airflow not generated by the fan <NUM> but that is passing through the first heat exchanger <NUM> would be directed into the third duct <NUM>. For instance, when the vehicle <NUM> is in motion. Thus, an airflow being channelled into the third duct <NUM> flows to the third duct outlet <NUM>. This airflow can then be directed on to the first opening <NUM>.

A second opening <NUM> in the heat shield <NUM> runs between the inner surface <NUM> and the outer surface <NUM> of the heat shield <NUM>. The second opening <NUM> may be spaced from the first opening <NUM> along the lateral direction of the engine. The vehicle comprises a fourth duct <NUM>. The outlet of the fourth duct <NUM> is positioned to direct an airflow running through the fourth duct onto the second opening <NUM>. This airflow is capable of cooling hot air escaping from inside the heat shield via the second opening <NUM>. The fourth duct <NUM> is connected between the second fan <NUM> and the fourth duct outlet <NUM>. The second fan <NUM> comprises a second offtake <NUM> to which the fourth duct <NUM> is connected. The second offtake <NUM> may be a spigot to which the fourth duct <NUM> is connected. The second offtake <NUM> is positioned so that at least part of an airflow generated by the second fan <NUM>, when the fan <NUM> is in operation, is directed into the fourth duct <NUM>. In this way, the fourth duct <NUM> is connected to the second fan <NUM> so that at least part of an airflow generated by the fan <NUM> is directed into the fourth duct <NUM>. Equally, airflow not generated by the fan <NUM> but that is passing through the second heat exchanger <NUM> would be directed into the fourth duct <NUM>. For instance, when the vehicle <NUM> is in motion. Thus, an airflow being channelled into the fourth duct <NUM> flows to the fourth duct outlet <NUM>. This airflow can then be directed on to the second opening <NUM>.

The turbochargers <NUM> may each comprise a waste valve <NUM> to divert excess exhaust gases away from the turbine <NUM>. This waste valve <NUM> is actuated by an actuator <NUM>. A first linkage <NUM> may run through the first opening <NUM>. The first linkage <NUM> is connected between a first actuator <NUM> and a first waste valve <NUM> associated with a first turbine <NUM> so that the actuator <NUM> can open and close the first waste valve <NUM>. In a similar fashion, a second linkage may run through the second opening <NUM>. The second linkage is connected between a second actuator and a second waste valve associated with a second turbine <NUM> so that the actuator can open and close the second waste valve.

<FIG> show a vehicle <NUM> having a retractable roof <NUM>. The vehicle <NUM> of <FIG> may have any of the features of the vehicle <NUM> described with reference to <FIG>. <FIG> shows the retractable roof in its deployed configuration.

<FIG> shows the retractable roof <NUM> in its retracted configuration. The retractable roof is configured to move between a deployed configuration as shown in <FIG> and a retracted configuration as shown in <FIG>. The retractable roof <NUM> may be a hard-top retractable roof <NUM> as shown in <FIG>. The retractable roof <NUM> shown in <FIG> comprises a single roof element <NUM> that is moveable between a deployed configuration where the roof element <NUM> covers the occupant cabin <NUM> and a retracted configuration where the roof element <NUM> does not cover the occupant cabin <NUM>. The retractable roof <NUM> may comprise multiple roof elements that together form the roof of the vehicle <NUM>. These roof elements may be positioned next to one another to form the roof of the vehicle. The number and configuration of the roof elements is dependent on the size and shape of the occupant cabin <NUM> that needs to be covered by the retractable roof <NUM>. The movement of the retractable roof <NUM> is controlled by one or more actuators that are coupled to the retractable roof <NUM> to permit movement of the roof element(s) between the deployed configuration and the retracted configuration. The actuators may be coupled to the retractable roof by one or more linkages. The actuators may be hydraulic and/or electric. The hard-top retractable roof may comprise all rigid roof members or may comprise some flexible roof members together with rigid roof members.

Alternatively, the retractable roof <NUM> may be a soft-top retractable roof. The retractable roof may comprise one or more flexible roof members that are supported by a frame. The frame may be moveable to permit the retractable roof to move between the deployed configuration and the retracted configuration. The frame may be coupled to one or more actuators to permit movement of the frame and thus the retractable roof.

The vehicle <NUM> comprises a housing <NUM> that is configured to house the retractable roof when the roof is in the retracted configuration. It is shown schematically in <FIG> and <FIG> because it is located within the vehicle body <NUM> and beneath moveable cover <NUM>. Housing <NUM> may be a discrete housing and/or may be formed from body panels of the vehicle body <NUM> that also serve another purpose. For instance, as shown in <FIG> and <FIG> covering an engine bay. <FIG> shows the retractable roof in its retracted configuration as shown by the schematic representation of the retractable roof located within housing <NUM>. The housing <NUM> may be shaped to receive the retractable roof. The housing <NUM> may be sized so as to accommodate the retractable roof element(s) together with the associated linkages and actuators.

The vehicle <NUM> comprises a moveable cover <NUM>. The moveable cover <NUM> closes the housing so that when the retractable roof <NUM> is in the retracted configuration the retractable roof <NUM> is enclosed in a space defined by the housing <NUM> and the underside of the movable cover <NUM>. The moveable cover <NUM> may comprise seals to seal the moveable cover <NUM> to other body panels of the vehicle body <NUM> and/or to the housing <NUM>.

The moveable cover <NUM> is configured to move between a closed configuration where the moveable cover closes the housing and an open configuration where the moveable cover <NUM> can permit the retractable roof to move between the deployed configuration and the retracted configuration. In the open configuration the front of the moveable cover <NUM> is raised to permit access to the housing <NUM>. The raising of the front of the moveable cover <NUM> permits the retractable roof <NUM> to move through the space located between the front of the moveable cover <NUM> and the rest of the vehicle body <NUM> so that it can move into and out of the housing <NUM>.

The housing <NUM> is located above the heat shield <NUM>. The heat shield outlet <NUM> is connected to an outlet duct <NUM>. The outlet duct <NUM> may be angled rearwards so that the outlet duct <NUM> passes under the housing <NUM> and runs to a location on a rear deck of the vehicle <NUM> which is rearward of the housing <NUM>. In this way, the housing <NUM> and retractable roof <NUM> can be protected from the heat output by the exhaust components. The heat being output at the outlet duct output <NUM> rearward of the housing.

Claim 1:
A vehicle (<NUM>) comprising:
an engine (<NUM>) comprising two banks (<NUM>) of cylinders (<NUM>) having axial directions (<NUM>) angled relative to each other to form a region (<NUM>) running between the axial directions of the two banks;
a plurality of exhaust components located in the region; and
a heat shield (<NUM>) enclosing the exhaust components between the engine and the heat shield, the heat shield comprising an inner surface (<NUM>) facing the exhaust components, a first heat shield inlet (<NUM>) and a heat shield outlet (<NUM>), and the heat shield being configured to channel an airflow between the first heat shield inlet and the heat shield outlet over the inner surface of the heat shield,
wherein the heat shield comprises an air diverter (<NUM>) comprising a first diverter inlet (<NUM>) and a plurality of diverter outlets (<NUM>), and the air diverter is configured to disperse an airflow entering from the first heat shield inlet over the inner surface of the heat shield.