Claims:We claim:

1. An air intake unit (100) for an engine of a vehicle to attenuate air intake noise, the air intake unit (100) comprising:
a first inlet snorkel (101);
a second inlet snorkel (102) spaced apart from the first snorkel (101),
wherein, each of the first inlet snorkel (101) and the second inlet snorkel (102) comprises an inlet port (101a and 102a) to draw air; and
a connecting tube (103), interconnecting outlet ports (101b) of the first inlet snorkel (101) and the second inlet snorkel (102), wherein the connecting tube (103) is connectable to an air filter (104) of the engine;
wherein, sum of cross-sectional areas of the first inlet snorkel (101) and the second inlet snorkel (102) is substantially equivalent to cross-sectional area of the connecting tube (103).

2. The air intake unit (100) as claimed in claim 1 comprises at least one low frequency resonator (105) fluidly connected to each of the first inlet snorkel (101) and the second inlet snorkel (102), to attenuate air intake noise of low frequency range.

3. The air intake unit (100) as claimed in claim 2, wherein the at least one low frequency resonator (105) is Helmholtz resonator.

4. The air intake unit (100) as claimed in claim 1 comprises a wide frequency resonator (106) fluidly connected to the connecting tube (103), to attenuate air intake noise of mid and high frequency range.

5. The air intake unit (100) as claimed in claim 4, wherein the wide frequency resonator (106) is a broad-band resonator.

6. The air intake unit (100) as claimed in claim 5, wherein the broad-band resonator comprises a tube (106a) having a plurality of perforations (106b) enclosed in a chamber (106c).

7. An air intake system (107) for an engine of a vehicle to attenuate air intake noise, the air intake system (107) comprising:
an air intake unit (100) comprising:
a first inlet snorkel (101);
a second inlet snorkel (102) spaced apart at a pre-determined distance from the first inlet snorkel (101),
wherein the first inlet snorkel (101) and the second inlet snorkel (102) are adapted to receive pre-defined amount of air;
a connecting tube (103) extending from a common outlet (101b) of the first inlet snorkel (101) and the second inlet snorkel (102),
wherein sum of cross-sectional areas of the first inlet snorkel (101) and the second inlet snorkel (102) is substantially equivalent to cross-sectional area of the connecting tube (103);
an air filter (104) fluidly connected to the connecting tube (103); and
a plurality of resonators (105 and 106) each fluidly connected to at least one of the connecting tube (103), the first inlet snorkel (101) and the second inlet snorkel (102) to attenuate the air intake noise.

8. The air intake system (107) as claimed in claim 7, wherein the plurality of resonators (105 and 106) includes a pair of low frequency resonators (105) each fluidly connected to the first intake snorkel (101) and the second intake snorkel (102), and a wide frequency resonator (106) fluidly connected between the connecting tube (103) and the air filter (104).

9. The air intake system (107) as claimed in claim 8, wherein, the low frequency resonator (105) is a Helmholtz resonator and the wide frequency resonator (106) is a broad-band resonator.

10. A vehicle comprising an air intake system (107) as claimed in claim 7.
, Description:TECHNICAL FIELD

Present disclosure generally relates to field of automobiles. Particularly, but not exclusively the present disclosure relates to an air intake system for an engine of a vehicle. Further embodiments of the present disclosure disclose the air intake system having an arrangement to attenuate air intake noise.

BACKGROUND

With the advances in automobile technology, the demand for improvement in overall performance of vehicle is continuously increasing. Particularly, NVH (noise, vibration and harshness) performance is perceived as one of the major indicator of overall performance of the vehicle. Thus, there may be continuous focus on improvements in NVH performance to improve overall performance of the vehicle.

As the attention is increasing on noise pollution in the environment, vehicle noise regulations are constantly becoming more stringent. The sources of noise in a vehicle are many, including the engine, driveline, tire contact patch and road surface, brakes, and wind. Noise from cooling fans, or the HVAC, alternator, and other engine accessories may also commonly add to the vehicle noise. The noise generated by engine may include air intake noise and air exhaust noise in addition to other structural noise.

The noise which may generated during intake of air commonly referred to as air intake noise may also be considered as an important source and contributor to the overall noise level of the vehicle. The engine intake system may have complex noise sources, including noise generated by each mechanism. Therefore, optimization of the intake system noise is imperative. Noise from the air intake system may be due to air noise and structural noise. The air noise includes pulsating noise and fluid noise.

The conventional air intake system (4) for a vehicle is shown in FIG.1. The conventional air intake system (4) may comprise a single inlet snorkel (1) extending up-to an air filter (2). The single inlet snorkel (1) may be configured to draw air from the surrounding and supply to the air filter (2) for filtering. The filtered air may be supplied to an intake manifold of the engine through an outlet (3) of the air filter (2). The conventional air intake system (4) may generate noise in various stages including drawing of air by the snorkel, supply of air to the air filter, and cleaning of air. The noise may be generated due to various factors including air noise and structural noise. In some of the conventional air filter assemblies noise resonators may be used attenuate the noise. However, these conventionally known air intake systems may still produce considerable amount of noise due to various factors including diameter of the single inlet snorkel (1) and configuration of resonators and the like. Thus, in the conventional air intake systems, air intake noise contributes to overall vehicle noise which may not be desirable.

The present disclosure is directed to overcome one or more limitations stated above.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional systems are overcome by system as claimed and additional advantages are provided through the provision of assembly as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, an air intake unit for an engine of a vehicle to attenuate air intake noise is disclosed. The air intake unit comprises a first inlet snorkel, and a second inlet snorkel spaced apart from the first snorkel. Each of the first inlet snorkel and the second inlet snorkel comprises an inlet port to draw air. The air intake unit further comprises a connecting tube, interconnecting outlet ports of the first inlet snorkel and the second inlet snorkel. The connecting tube is connectable to an air filter of the engine. The air intake unit is configured such that, sum of cross-sectional areas of the first inlet snorkel and the second inlet snorkel is substantially equivalent to cross-sectional area of the connecting tube.

In an embodiment of the disclosure, the air intake unit comprises at least one low frequency resonator fluidly connected to each of the first inlet snorkel and the second inlet snorkel, to attenuate air intake noise of low frequency range. The at least one low frequency resonator is Helmholtz resonator.

In an embodiment of the disclosure, the air intake unit comprises a wide frequency resonator fluidly connected to the connecting tube, to attenuate air intake noise of mid and high frequency range. The wide frequency resonator is a broad-band resonator comprising a tube having a plurality of perforations enclosed in a chamber.

In another non-limiting embodiment of the disclosure, an air intake system for an engine of a vehicle to attenuate air intake noise is disclosed. The air intake system comprises an air intake unit, which further comprises a first inlet snorkel, a second inlet snorkel spaced apart at a pre-determined distance from the first inlet snorkel. The first inlet snorkel and the second inlet snorkel are adapted to receive pre-defined amount of air. The air intake unit further comprises a connecting tube extending from a common outlet of the first inlet snorkel and the second inlet snorkel. The sum of cross-sectional areas of the first inlet snorkel and the second inlet snorkel is substantially equivalent to cross-sectional area of the connecting tube. The air intake system also includes an air filter fluidly connected to the connecting tube and a plurality of resonators, each fluidly connected to at least one of the connecting tube, the first inlet snorkel and the second inlet snorkel to attenuate the air intake noise.

In an embodiment of the disclosure, the plurality of resonators includes a pair of low frequency resonators each fluidly connected to the first intake snorkel and the second intake snorkel and a wide frequency resonator fluidly connected between the connecting tube and the air filter.

In an embodiment of the disclosure, the low frequency resonator is a Helmholtz resonator and the wide frequency resonator is a broad-band resonator.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

FIG.1 illustrates perspective view of a conventional engine air intake system.

FIG.2 illustrates perspective view of an air intake system, in accordance with an embodiment of the present disclosure.

FIG.3 illustrates perspective view of a low frequency Helmholtz resonator of the air intake system of FIG.2.

FIG.4 illustrates perspective view of a wide frequency broad-band resonator of the air intake system of FIG.2.

FIG.5A illustrates schematic representation of engine simulation performed with a conventional ait intake system of FIG.1.

FIG.5B illustrates schematic representation of engine simulation performed with an air intake system of FIG.2.

FIGS.6A-6D illustrates comparative graphical representation of noise level of conventional air intake system with air intake system of the present disclosure at different engine speeds and conditions.

FIGS.7A-7F illustrates comparative graphical representations of conventional air intake system with air intake system of the present disclosure with respect to different engine performance parameters.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims.

The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.

Embodiments of the present disclosure discloses an air intake system for an engine of the vehicle. Noise generated due to air intake may be one of the major contributors to overall noise level of the vehicle. Thus, the present disclosure discloses an air intake system to reduce or attenuate noise level of the vehicle during intake of air by the engine. The air intake system of the present disclosure also ensures that clean air is supplied to the engine in addition to the function of attenuation of air intake noise.
The air intake system according to embodiments of the disclosure may comprise of two inlet snorkels – a first inlet snorkel and a second inlet snorkel to breathe or take in a pre-determined amount of air In an embodiment, the second inlet snorkel may be spaced apart at a certain distance from the first inlet snorkel and may be arranged parallel to the first inlet snorkel. Both the first inlet snorkel and the second inlet snorkel may be configured to draw equal amount of air to supply air to the engine. The air intake system further comprises a connecting tube, interconnecting common outlet of the first inlet snorkel and the second inlet snorkel. The connecting tube may be adapted to receive air which is inlet into the first inlet snorkel and the second inlet snorkel to deliver it for further usage. In an embodiment, the first inlet snorkel and the second inlet snorkel are configured such that the sum of cross sectional areas of the first inlet snorkel and the second inlet snorkel is substantially equivalent to the cross-sectional area of the connecting tube. This ensures that the amount of air drawn into the system is not affected with the provision of two inlet snorkels. Since the diameter of the inlet snorkel is reduced and realized in the form of two inlet snorkels, the air intake may be distributed and thus reduces the noise.

The air intake system of the present disclosure further includes at least one low frequency resonator and a wide frequency resonator. In an embodiment, there may be a pair of low frequency resonator such as but not limited to Helmholtz resonator, where one of the low frequency resonator may fluidly connected to the first inlet snorkel and the other low frequency resonator may be fluidly coupled to the second inlet snorkel. These low frequency resonators may be configured to attenuate noise of low frequency in the range 0 – 300 Hertz (Hz) as the air drawn through the first inlet snorkel and the second inlet snorkel. In an embodiment, the wide frequency resonator may be provided in fluid communication with the connecting tube to attenuate noise of mid frequency in the range of 300 – 700 Hz and high frequency above 700 Hz as the air passes through the connecting tube. Further, outlet of the connecting tube may be connected to an air filter to filter the air and supply clean air to the engine. Thus, a clean air with attenuation of noise during air intake, may be supplied to the engine.

The terms “comprises”, “comprising”, or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that an assembly that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or method. In other words, one or more elements in an assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.

Henceforth, the present disclosure is explained with the help of one or more figures of exemplary embodiments. However, such exemplary embodiments should not be construed as limitations of the present disclosure. The air intake system shown in figures is of one particular configuration, it is to be noted that slight variations in configuration of the air intake system is to be considered as part of the present disclosure.

The following paragraphs describe the present disclosure with reference to FIGS.2 to 7F. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.

FIG.2 is an exemplary embodiment of the present disclosure which illustrates a perspective view of an air intake system (107) of a vehicle, according to an embodiment of the present disclosure. As shown in FIG.2, the air intake system (107) comprises two inlet snorkels – a first inlet snorkel (101) and a second inlet snorkel (102). The second inlet snorkel (102) may be spaced apart at a certain distance from the first inlet snorkel (101). In an embodiment, the second inlet snorkel (102) may be provisioned parallel to the first inlet snorkel (101). Both, the first inlet snorkel (101) and the second inlet snorkel (102) comprises an inlet port (101a and 102a) which may be adapted to breathe or draw a pre-determined amount of air to be supplied to the engine of the vehicle. The first inlet snorkel (101) and the second inlet snorkel (102) may be of same diameter or different diameter and the size of these inlet snorkels (101 and 102) depends on the size of a connecting tube (103). The connecting tube (103) is a tube interconnecting outlet of the first inlet snorkel (101) and the second inlet snorkel (102). The twin inlet configuration in the form of first inlet snorkel (101) and the second inlet snorkel (102) ensures that the noise during air intake is well distributed and also with lesser diameter of the inlet snorkels, the noise may be attenuated.

In an embodiment of the disclosure, the size or the diameters of the first inlet snorkel (101) and the second inlet snorkel (102) are selected such that sum of cross-sectional areas of the first inlet snorkel (101) and the second inlet snorkel (102) are substantially equivalent to cross-sectional area of the connecting tube (103).

Equivalent ratio = c/s area of connecting tube / c/s area of the two inlet snorkels

Equivalent ratio = pr2 / pr12 + pr22

wherein, r is radius of the connecting tube,
r1 is radius of the first inlet snorkel, and
r2 is radius of the second inlet snorkel.

The above equation defines equivalent ratio which is the ratio of cross sectional area of the connecting tube (103) with that of the sum of cross sectional areas of the first inlet snorkel (101) and the second inlet snorkel (102). As described earlier, the size of the first inlet snorkel (101) and the second inlet snorkel (102) may be selected such that the equivalent ratio is close to 1. In an embodiment, the equivalent ratio may vary between 0.90 – 1.10 which implies sum of cross sectional areas of the first inlet snorkel (101) and the second inlet snorkel (102) is substantially equivalent to cross sectional area of the connecting tube (103). In an embodiment of the disclosure, the assembly of first inlet snorkel (101), the second inlet snorkel (102) along with the connecting tube (103) may be referred to as air intake unit (100).

Further, the air intake system (107) comprises a plurality of resonators (105 and 106) in the form of low frequency resonator (105) and wide frequency resonator (106). In an embodiment, a pair of low frequency resonators (105) may be provided such that one of the low frequency resonators (105) is fluidly connected to first inlet snorkel (101) and the other low frequency resonator (105) may be fluidly connected with the second inlet snorkel (102). These low frequency resonators (105) are configured to attenuate noise of low frequency during air intake. In an embodiment, low frequency may be defined in the range of 0 – 300 Hertz (Hz). In an embodiment, the low frequency resonator (105) may be a Helmholtz resonator.

The wide frequency resonator (106) may be provided in fluid communication with the connecting tube (106). In an embodiment, the wide frequency resonator (106) may be a broad-band resonator configured to attenuate noise of mid – high frequency range during air intake for the engine of vehicle. In an embodiment, the mid frequency range may be defined as 300 – 700 Hz and high frequency may be defined as higher than 700 Hz. As shown in FIG.2, the air intake system (107) further comprises an air filter (104) connected to an outlet of the connecting tube (103). The air filter (104) receives air upon attenuation of noise using either the low frequency resonator (105) or the wide frequency resonator (106) based on the frequency of noise. The air filter (104) upon receiving air, filters the air to clear it from impurities and supplies a clean air to an intake manifold [not shown] of the engine of the vehicle.

Referring now to FIG.3, which illustrates Helmholtz resonator used as low frequency resonator (105) to attenuate noise of low frequency In the air intake system (107) according to an exemplary embodiment of the disclosure as shown in FIG. 2, comprises a pair of low frequency resonators (105). One of the low frequency resonators (105) is fluidly connected with the first inlet snorkel (101) and the other low frequency resonator (105) is fluidly connected with the second inlet snorkel (102). The low frequency resonators (105) may be configured to attenuate noise of low frequency generated during air intake into the first inlet snorkel (101) and the second inlet snorkel (102). As shown in FIG. 3, the Helmholtz resonator comprises a neck portion (105a) to receive air form the first inlet snorkel (101) and the second inlet snorkel (102), and a resonating chamber (105b) connected to the neck portion (105a). In operation, the Helmholtz resonator may be used to attenuate noise level at particular frequency which is referred to as the resonance frequency and may be calculated as below -

wherein, c is velocity of sound in m/sec,
A is area of neck in mm2,
V is volume of the resonator in mm3, and
L is length of neck in mm

The Helmholtz resonator may receive the intake air when the air is drawn by the first inlet snorkel (101) and the second inlet snorkel (102). Then, the intake air may travel to the resonance chamber (105b) through the neck portion (105a), and noise in the intake air may attenuated during the travel. Once the noise is attenuated at a particular resonance frequency, the air may be let back into its path of the first inlet snorkel (101) and the second inlet snorkel (102). In an embodiment, the Helmholtz resonator is configured to attenuate noise at a frequency range of 0 – 300 Hz.

Referring now to FIG.4, which illustrates a wide frequency resonator (106) i.e. broad – band resonator used to attenuate noise of mid – high frequency range. In an embodiment, the wide frequency resonator (106) is provided in fluid connection with the connecting tube (103) of the air intake system (107). As shown in FIG.4, the broad-band resonator comprises a tube (106a) connected to the connecting tube (103). The broad-band resonator further comprises a plurality of perforations (106b) on the tube, and the perforations are enclosed in a chamber (106c). The presence of large number of perforations (106b), the broad-band resonator may be configured to reduce or attenuate noise at mid – high frequency. Mid frequency may be defined in n the range of 300 – 700 Hz and high frequency above 700 Hz. Upon attenuation of noise by the broadband resonator, the air may be supplied to the air filter (104), which filters and supplies clean air to the engine.

Referring to in FIG.5A and FIG.5B, experiments or tests were carried out on the conventional air intake system (also referred to as Baseline air intake system) and the air intake system of the present disclosure (also referred to as Twin inlet air intake system). The tests were carried out to establish comparative results based on various engine parameters relating to engine performance as well as noise levels as a result of usage of the two air intake systems. As shown in FIG.5A and FIG.5B, the tests were carried out on the same engine, also keeping the other systems unchanged such as the exhaust system. However, the difference being, FIG.5A illustrates usage of conventional air intake system or the baseline air intake system (baseline AIS) and FIG.5B illustrating usage of air intake system of present disclosure or the twin inlet air intake system.

FIGS.6A-6D illustrates comparative graphical representation of noise levels of conventional air intake system with air intake system (107) of the present disclosure at different engine speeds and for different engine orders or capacities. FIG.6A shows overall noise level of the conventional air intake system with that of the air intake system (107) of the present disclosure for different engine speeds. As can be seen from FIG.6A, the noise level of the conventional air intake system is higher than the noise level of air intake system (107) of the present disclosure. Further, it can be noticed that as the engine speed increases, noise level of both the systems increase and noise level of the conventional air intake system [also referred to as baseline AIS] is higher than the noise level of the air intake system (107) [twin inlet air intake system] of the present disclosure. For example, for an engine speed of 5000 RPM, noise level of the conventional air intake system is more than 110 decibels (dB) and noise level of the air intake system (107) of the present disclosure is approximately 101 dB. Thus, noise level of the conventional air intake system is higher than the noise level of the air intake system (107) of the present disclosure. Also, as depicted in FIGS.6B-6D, for different engine orders and capacity, the noise level of the conventional air intake system is higher than the noise level of air intake system (107) of the present disclosure. It is evident from the graphs shown in FIGS. 6B-6D, that noise level of the conventional air intake system is more than noise level of the air intake system (107) of the present disclosure at different operating speeds of the engine.

Referring now to FIGS.7A-7F, which illustrates comparative graphical representations of conventional air intake system with air intake system (107) of the present disclosure with respect to different engine performance parameters. As can be observed from the FIGS.7A-7F, the engine parameters such as but not limited to cylinder pressure [as shown in FIG.7A], P-V diagram [as shown in FIG.7B], Brake torque [as shown in FIG.7C], Brake power [as shown in FIG.7D], Air flow rate [as shown in FIG.7E] and Air-fuel (AF) ratio [as shown in FIG.7F], remains unaffected because of the modification of the air intake system (107) as in the present disclosure. From, the graphs shown in FIGS.7A-7F it is evident that all the performance parameters like cylinder pressure, brake torque, brake power, air-flow ratio, air flow rate of the air intake system of the present disclosure are substantially close to the performance of the conventional air intake system. Thus, with the usage of the air intake system (107) of the present disclosure, while noise level of air intake is attenuated, and clean air is delivered to the engine, the engine performance parameters remains unaffected.

Advantages of the present disclosure

The present disclosure discloses an air intake system for an engine of a vehicle, which attenuates air intake noise level.

The air intake system of the present disclosure attenuates air intake noise without affecting the engine performance parameters.
Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:
Description Reference Number
Air intake unit 100
First inlet snorkel 101
Second inlet snorkel 102
Inlet port of the first inlet snorkel 101a
Inlet port of the second inlet snorkel 102a
Connecting tube 103
Air filter 104
Low frequency / Helmholtz resonator 105
Neck portion of the Helmholtz resonator 105a
Chamber of the Helmholtz resonator 105b
Wide frequency / broad – band resonator 106
Tube of the broad – band resonator 106a
Perforations 106b
Chamber 106c
Air intake system 107
Conventional air intake system 4
Single inlet snorkel of the conventional air intake system 1
Air filter of the conventional air intake system 2
Outlet of the air filter of the conventional air intake system 3