INTAKE SYSTEM INCLUDING A HYDROCARBON TRAP WITH PASSIVE ADSORPTION

Abstract

System that includes: an air box having an air filter, the air box having a hydrocarbon trap and a removable cover, and internal reinforcement structures creating one or more pockets; and a hydrocarbon trap material positioned in one or more of the pockets, the lid defining a boundary of the airflow channel, the air box comprising a layer coupled across the pockets characterized in that the removable cover comprises a first layer and a second layer, both layers being air-permeable and at least one of the layers being adhesive and capable of bonding to a top surface of the internal support structures.

Description

CROSS REFERENCE TO RELATED APPLICATIONThe present application is a continuation-in-part of U.S. Patent Application No. 13 / 456,615, entitled "INDUCTION SYSTEM INCLUDING A PASSIVE-ADSORPTION HYDROCARBON TRAP," filed April 26, 2012, claiming priority from U.S. Provisional Patent Application No. 61 / 606,267, entitled "INDUCTION SYSTEM INCLUDING A PASSIVE-ADSORPTION HYDROCARBON TRAP," filed March 2, 2012; the entire contents of both applications are hereby incorporated by reference for all purposes.BACKGROUND / SUMMARYEvaporative emissions may be caused by fuel vapor escaping from various systems, components, etc., in an engine or other parts of a vehicle. For example, fuel sprayed into an intake manifold by fuel injection may remain on the walls of the intake manifold after the engine is shut down and no longer performing combustion. Accordingly, fuel vapor may flow out of the intake system while the engine is shut down. As a result, evaporative emissions may be increased and in some cases exceed legal requirements. Evaporation emissions also have an effect on the environment. For example, the emission may generate mist when exposed to sunlight.Therefore, systems have been developed that trap fuel vapor in intake passages to reduce evaporative emissions. For example, US 2006 / 0054142 discloses an intake system with a hydrocarbon trap positioned at a low point in the intake system to trap fuel vapor. Fuel vapors may be absorbed and released from the hydrocarbon trap to reduce evaporative emissions.In US 2010 / 0 101 542 A1, a system is described that includes an air box having an air filter, the air box further including a hydrocarbon trap and a removable lid, and internal reinforcement structures that create one or more pockets, and a hydrocarbon material positioned in one or more of the pockets, the lid defining a boundary of the airflow channel, and the air box includes a layer coupled across the pockets. Further relevant prior art relating to the background of the invention are documents US 2011 / 0 011 670 A1, U.S. Pat. No. 8 191 535 B2 and EP 1 273 789 A1.However, the inventors have recognized some disadvantages associated with the intake system disclosed in US 2006 / 0054142. For example, the hydrocarbon trap is integrated into a housing of a conduit in the intake system, thereby increasing manufacturing costs of the intake system and reducing adaptability of the hydrocarbon trap. In addition, the activated carbon is directly coupled to the housing. The direct attachment of the activated carbon to the housing can prevent easy removal, repair and / or replacement of the trap and increase manufacturing costs. Further, the activated carbon may not adhere properly to the housing. As a result, the activated carbon may be released into the intake system and flow downstream into the engine, degrading engine operation. In addition, fuel stored in the activated carbon may lead to deterioration of the housing. In addition, the hydrocarbon trap is positioned at a low point in the intake system, thereby limiting the position of the hydrocarbon trap.Thus, in one approach, an intake system is provided in an engine. The air intake system includes an intake passage including an airflow passage in flow communication with at least one combustion chamber in the engine and a passive adsorption hydrocarbon trap positioned in the intake passage, a portion of the passive adsorption hydrocarbon trap defining a boundary of the airflow passage, the passive adsorption hydrocarbon trap including an air permeable layer coupled to a substrate layer coupled to an intake passage, a hydrocarbon adsorption layer interposed between the air permeable layer and the substrate layer.In this way, the substrate layer may be securely attached to the intake passage, thereby reducing the likelihood of intake passage degradation by fuel in the adsorbent layer and / or engine degradation by hydrocarbon emission. In addition, when the substrate layer is coupled to the air-permeable layer to enclose the hydrocarbon adsorption layer, the passive adsorption hydrocarbon trap may be constructed separately from the suction pipe. As a result, the passive adsorption type hydrocarbon trap can be used in a larger number of layers as compared with an adsorption layer integrated into an intake passage. In addition, manufacturing costs can be reduced if the hydrocarbon trap is constructed separately from the intake line.In some examples, the air permeable layer and an inner wall of the intake conduit housing may be contiguous and positioned to form a continuous, uninterrupted linear surface (e.g., without sharp edges, shoulders, protrusions, or other discontinuities) defining the boundary of the airflow passage, thereby reducing losses in the airflow passage. Further, in some examples, the diameter or cross-sectional area of the airflow passage may remain constant at a transition to a region of the intake conduit to which the passive adsorption hydrocarbon trap is coupled. As a result, losses in the airflow passage are further reduced, thereby maintaining the efficiency of the intake system.A system according to the invention comprises an air box having an air filter, the air box having a hydrocarbon trap and a removable lid, and internal reinforcement structures creating one or more pockets; and a hydrocarbon trap material positioned in one or more of the pockets, the lid defining a boundary of the airflow channel, the air box comprising a layer coupled across the pockets. In another example, structural reinforcement members may be positioned on another wall of the air box instead of or in addition to on the lid, thereby forming the pockets. In this way, structural reinforcement members used to reduce noise, vibration, and roughness (NVH) may be deployed in a novel manner to form a low cost and effective hydrocarbon trap.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 intended 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. Moreover, the claimed subject matter is not limited to implementations that solve the disadvantages recited above or in any other part of the present disclosure.BRIEF DESCRIPTION OF THE FIGURESFIG. 1 shows a schematic illustration of an engine. FIG. 2 shows a schematic illustration of a vehicle including a fuel delivery system, an intake system with a passive adsorption hydrocarbon trap, an exhaust system, and the engine shown in FIG. 1. FIGS. 3-5 show a first embodiment of the passive adsorption hydrocarbon trap shown in FIG. 2. Figures 6-9 show alternative embodiments of the passive adsorption hydrocarbon trap shown in Figure 2. FIG. 10 shows an example intake conduit that includes the passive adsorption hydrocarbon trap shown in FIG. 2. Figure 11 shows a method for constructing a passive adsorption hydrocarbon trap. FIG. 12 shows another example intake conduit including the passive adsorption hydrocarbon trap shown in FIG. 2 ; and Fig. 13 shows another embodiment of the passive adsorption hydrocarbon trap shown in Fig. 2. FIG. 14 shows an example intake conduit and a passive adsorption hydrocarbon trap. Fig. 15 shows the passive adsorption hydrocarbon trap shown in Fig. 14. FIG. 16 shows an exploded view of another exemplary passive adsorption hydrocarbon trap. Fig. 17 shows another view of the passive adsorption hydrocarbon trap shown in Fig. 16. FIG. 18 shows an example insert. FIG. 19 shows an exploded view of an exemplary passive adsorption hydrocarbon trap including the insert shown in FIG. 18. FIGS. 20A and 20B show an example of a bypass hydrocarbon trap. FIGS. 14-20B are drawn approximately to scale. FIG. 21 shows an embodiment of the bypass hydrocarbon trap. FIG. 22 shows an embodiment of a cover of the bypass hydrocarbon trap. FIG. 23 shows an example of a sink channel. FIG. 24 shows a second example of the sink channel. Figure 25 shows a removable cover of the bypass hydrocarbon trap. Fig. 26 shows an air-permeable layer of the bypass hydrocarbon trap. FIG. 27 shows a hydrocarbon trap material located in one or more pockets of the bypass hydrocarbon trap. Figure 28 shows triangular pockets of the bypass hydrocarbon trap. Figure 29 shows hexagonal pockets of the bypass hydrocarbon trap. Figure 30 shows square pockets of the bypass hydrocarbon trap. FIG. 31 shows rectangular pockets of the bypass hydrocarbon trap. Figure 32 shows square pockets of the bypass hydrocarbon trap. Figure 33 shows hexagonal pockets of the bypass hydrocarbon trap. Figure 34 shows circular pockets of the bypass hydrocarbon trap.FIGS. 24 to 34 are drawn approximately to scale.DETAILED DESCRIPTIONA passive adsorption hydrocarbon trap coupled to an intake conduit is described herein. The passive adsorption hydrocarbon trap comprises a hydrocarbon adsorption layer interposed between an air permeable layer and a substrate layer. The air permeable layer may be coupled to the substrate layer around a lateral or longitudinal edge region of each layer to enclose the hydrocarbon adsorbent layer. In this way, the passive adsorption hydrocarbon trap may be manufactured separately from the intake manifold, as opposed to coating or dipping the intake manifold in an adsorbent material. As a result, the passive adsorption hydrocarbon trap may be shaped and dimensioned in any desired manner to fit various locations in an intake system. In addition, the manufacturing cost of the passive adsorption hydrocarbon trap can be reduced if it is constructed separately from the suction pipe.FIG. 1 shows a schematic illustration of an engine. FIG. 2 shows a schematic illustration of a vehicle including the engine shown in FIG. 1 and an intake system with a passive adsorption hydrocarbon trap. FIGS. 3-5 show a first embodiment of the passive adsorption hydrocarbon trap shown in FIG. 2. Figures 6-9 show alternative embodiments of the passive adsorption hydrocarbon trap shown in Figure 2. FIG. 10 shows an example intake conduit that includes the passive adsorption hydrocarbon trap. Figure 11 shows a method of constructing a passive adsorption hydrocarbon trap. FIG. 12 shows another example intake conduit including the passive adsorption hydrocarbon trap shown in FIG. 2, and FIG. 13 shows another embodiment of the passive adsorption hydrocarbon trap shown in FIG. 2. Figures 20A and 20B show an alternative embodiment of the hydrocarbon trap. In particular, these figures show a bypass hydrocarbon trap. FIG. 21 shows an embodiment of the bypass hydrocarbon trap.FIGS. 1-20B show example configurations with relative positioning of the various components. If the elements are shown as being directly in contact with or directly coupled to each other, then these elements may be referred to as being directly in contact with or directly coupled to each other, respectively, at least in one example.Likewise, elements shown abutting or abutting each other may be abutting or abutting each other, at least in one example. For example, components that are in close contact with each other may be referred to as in close contact with each other. In another example, elements positioned only a distance apart from each other without intervening components may be referred to as such, at least in one example.Referring to FIG. 1, an internal combustion engine 10 including a plurality of cylinders, one cylinder of which is shown in FIG. 1, is controlled by an electronic engine controller 12. The engine 10 includes a combustion chamber 30 and cylinder walls 32 with a piston 36 positioned therein and connected to a crankshaft 40. Combustion chamber 30 is shown communicating with respective intake manifold 44 and exhaust manifold 48 via intake valve 52 and exhaust valve 54. Each intake and exhaust valve may be actuated by an intake cam 51 and an exhaust cam 53. Alternatively or additionally, one or more of the intake and exhaust valves may be actuated by an electromechanically controlled valve coil and armature assembly. The position of the intake cam 51 may be determined by an intake cam sensor 55. The position of the exhaust cam 53 may be determined by an exhaust cam sensor 57.The illustrated fuel injector 66 is positioned to inject fuel directly into the cylinder 30, which is known to those skilled in the art as direct injection. Additionally or alternatively, fuel may be injected into an intake passage, known to those skilled in the art as port injection. The fuel injection valve 66 supplies liquid fuel in proportion to the pulse width of the signal FPW from the controller 12. Fuel is supplied to fuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail (not shown). Fuel injector 66 is supplied with operating current from driver 68, which responds to controller 12. Additionally, the illustrated intake manifold 44 communicates with an optional electronic throttle 62 that adjusts a position of the throttle 64 to control airflow from the intake plenum 46. In other examples, engine 10 may include a turbocharger having a compressor positioned in the intake system and a turbine positioned in the exhaust system. The turbine may be coupled to the compressor via a shaft. A two-stage high pressure fuel system may be used to generate higher fuel pressures at the injectors 66.A distributorless ignition system 88 provides spark to the combustion chamber 30 via a spark plug 92 in response to the controller 12. However, in other examples, ignition system 88 may not be included in engine 10 and compression ignition may be used. A universal exhaust gas oxygen (UEGO) 126 is shown coupled to an exhaust manifold 48 upstream of an exhaust catalyst 70. Alternatively, the UEGO sensor 126 may be replaced with a bistable exhaust oxygen sensor.A catalyst 70 may include multiple catalyst building blocks, in one example. In another example, multiple emission control devices may be used with multiple bricks (brick), respectively. The catalyst 70 may be a three-way catalyst in one example.Controller 12 is shown in FIG. 1 as a conventional microcomputer, including microprocessor unit 102, input / output ports (I / O) 104, read only memory (ROM) 106, random access memory (RAM) 108, keep alive memory (KAM) 110, and a conventional data bus. Controller 12 is shown receiving various signals from sensors coupled to engine 10, in addition to those signals previously discussed, including engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; a position sensor 134 coupled to accelerator pedal 130 for sensing an accelerator pedal position adjusted by foot 132; a knock sensor for determining ignition of end gases (not shown); a measurement of engine manifold pressure (MAP) from pressure sensor 122 coupled to intake manifold 44; an engine position sensor from Hall effect sensor 118 that senses the position of crankshaft 40; a measurement of mass of air entering the engine from sensor 120 (e.g., a hot wire air flow meter); and a measurement of throttle position from sensor 58. In a preferred aspect of the present description, the engine position sensor 118 generates a predetermined number of equally spaced pulses each revolution of the crankshaft from which the engine speed (U / min) can be determined.In some examples, the engine may be coupled to an electric motor / battery system in a hybrid vehicle. The hybrid vehicle may include a parallel configuration, series configuration, or a variation or combinations thereof. Further, in some examples, other engine configurations may be used, for example a diesel engine.In operation, each cylinder in engine 10 typically undergoes a four stroke cycle: the cycle includes an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the intake stroke, generally, the exhaust valve 54 closes and the intake valve 52 opens. Air is introduced into the combustion chamber 30 via the intake manifold 44, and the piston 36 moves to the bottom of the cylinder to increase the volume in the combustion chamber 30. The position at which the piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber 30 is at its largest volume) is typically referred to by those skilled in the art as bottom dead center (uT). During the compression stroke, the intake valve 52 and the exhaust valve 54 are closed. The piston 36 moves toward the cylinder head to compress the air in the combustion chamber 30. The point at which the piston 36 is at the end of its stroke and closest to the cylinder head (e.g., when the combustion chamber 30 has its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process, hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process, hereinafter referred to as ignition, the injected fuel is ignited by known igniting means such as a spark plug 92, resulting in combustion. Additionally or alternatively, compression may be used to ignite the air-fuel mixture. During the power stroke, the expanding gases push the piston 36 back to the uT. The crankshaft 40 converts the piston motion into a torque of the rotary shaft. During the exhaust stroke, the exhaust valve 54 finally opens to discharge the burned air-fuel mixture to the exhaust manifold 48, and the piston returns to the oT. It should be appreciated that the above is described by way of example only and that intake and exhaust valve opening and / or closing timings may vary to provide positive or negative valve overlap, late intake valve closing, or various other examples.FIG. 2 shows a vehicle 200 including the engine 10. the vehicle 200 further includes an intake system 202 configured to supply air to the combustion chambers in the engine 10. Thus, the intake system 202 may intake air from the surrounding environment and provide the air to the engine 10. Arrow 203 indicates the flow of intake air from the intake system 202 to the engine 10.The vehicle 200 further includes an exhaust system 204 configured to receive exhaust gas from the engine 10. The exhaust system 204 may include the exhaust manifold 48 and the exhaust purification device 70 shown in FIG. 1. It should be appreciated that the exhaust system 204 may receive exhaust gas from the engine 10 and exhaust the exhaust gas to the surrounding environment. Arrow 205 indicates the flow of exhaust gas from engine 10 into exhaust system 204.The vehicle 200 further includes a fuel delivery system 206 including a fuel tank 208 that receives a fuel 210 such as gasoline, diesel, bio-diesel, alcohol (e.g., ethanol, methanol), or a combination thereof. Fuel vapor 212 may also be included in fuel tank 208.The fuel delivery system 206 further includes a fuel pump 214 having a receiving tube 216 extending into the fuel tank 208. In the illustrated example, the fuel pump 214 is positioned outside of the fuel tank 208. However, in other examples, fuel pump 214 may be positioned in fuel tank 208.A fuel line 218 included in the fuel delivery system 206 allows for flow communication between the fuel pump 214 and the engine 10. arrow 220 indicates the flow of fuel into the engine 10. The fuel delivery system 206 may also include valves for regulating the amount of fuel delivered to the engine 10. It should be appreciated that fuel delivery system 206 may include additional components not shown, such as injectors (e.g., direct injectors, port injectors), a higher pressure fuel pump, a fuel rail, etc.The intake system 202 includes at least one intake conduit 222. The intake conduit 222 may include a passive adsorption hydrocarbon trap 224. The passive adsorption hydrocarbon trap 224 may be positioned upstream of the throttle 62 shown in FIG. 1, in some examples. However, other positions for the passive adsorption hydrocarbon trap are also contemplated. For example, the passive absorption hydrocarbon trap 224 may be positioned in the intake manifold 44 shown in FIG. 1. Continuing with FIG. 2, the passive adsorption hydrocarbon trap 224 is configured to absorb fuel vapor. In this way, the passive adsorption hydrocarbon trap 224 may reduce the amount of emissions exiting the intake system 202 when the engine 10 is not performing combustion. The passive adsorption hydrocarbon trap 224 is discussed in more detail herein.The intake passage 222 is in fluid communication with the combustion chamber 30 shown in FIG. 1, and the intake system 202 may also include the intake manifold 44 shown in FIG. 1, the throttle 62 shown in FIG. 1, and the intake valve 52 shown in FIG. 1. The intake passage 222 may be positioned upstream of the throttle plate 62, in some examples.It should be appreciated that the fuel pump 214 may be controlled via the controller 12. However, in other examples, the fuel pump 214 may be controlled via an internal controller.FIGS. 3-5 show various views of a first embodiment of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. FIG. 3 shows a top view of the passive adsorption hydrocarbon trap 224. An air permeable layer 300 is shown. In particular, a first side 302 of the air permeable layer 300 is shown. The passive adsorption hydrocarbon trap 224 may include additional layers positioned below the air permeable layer 300. In particular, the passive adsorption hydrocarbon trap 224 may include a substrate layer 406 shown and illustrated as being deployed in FIG. 4 discussed in more detail herein. The air permeable layer 300 may be coupled to the substrate layer along a lateral or longitudinal edge region of the air permeable layer and the substrate layer. Line 304 indicates the location of a coupling interface between the air permeable layer 300 and the substrate layer. It is understood that the interface may be on a second side of the air permeable layer 300. Additionally, in some examples, additional coupling interfaces indicated by lines 306 may couple the air permeable layer 300 to the substrate layer. The coupling interfaces 306 may extend between regions of a hydrocarbon adsorption layer 400 shown in FIG. 5, which is discussed in more detail herein. The cutting plane 308 defines the cross section shown in FIG. 4. The coupling interface may be an adhesive bond interface, a seam interface and / or a weld interface. In particular, the coupling interface may be a spray bond, a seam, a thermobond, a heat contact rivet and / or a weld (e.g., ultrasonic weld, hot plate weld, infrared weld). The bond interface may comprise an adhesive coupling the air permeable layer to the substrate layer. The seam interface may comprise stitches made by a thread. The welding interface may include a weld generated by heat and / or pressure. It should be appreciated that in some embodiments, a portion of the coupling interface 306 may be formed by one type of fastening technique, while other portions of the interface may be formed by another fastening technique.FIG. 4 shows a cross-sectional view of the passive adsorption hydrocarbon trap 224 shown in FIG. 3. In particular, a hydrocarbon adsorption layer 400 is shown positioned below the air permeable layer 300. In other examples, multiple hydrocarbon adsorption layers may be included in the passive adsorption hydrocarbon trap 224.The air-permeable layer 300 provides air flow exchange to allow adsorption / desorption of hydrocarbons in the hydrocarbon adsorption layer 400. The air permeable layer 300 also partially includes the hydrocarbon adsorption layer 400 to reduce the likelihood of contamination of the intake system 202 shown in FIG. 1. The air permeable layer 300 also provides a constraint on the hydrocarbon adsorption layer 400 to reduce the likelihood of attraction between the layers.The hydrocarbon adsorption layer 400 includes a first region 402 spaced apart from a second region 404. Thus, the first region 402 is not in contact with the second region 404. The hydrocarbon adsorption layer 400 includes additional regions not shown in FIG. 4. The passive adsorption hydrocarbon trap 224 further includes a substrate layer 406 shown as an insert. In some examples, the insert may be substantially rigid. This means that it has a substantially greater stiffness than an elastomeric material. The insert may be slidably removable in one example and may slide laterally and / or longitudinally into a corresponding recessed pocket. The substrate layer 406 is configured to receive the hydrocarbon adsorption layer 400. Thus, the substrate layer 406 partially includes the hydrocarbon adsorption layer 400. The hydrocarbon adsorption layer 400 is also interposed between the substrate layer 406 and the air-permeable layer 300. The substrate layer 406 may be coupled to the air permeable layer 300. In this way, the air permeable layer 300 and the substrate layer 406 include the hydrocarbon adsorption layer 400. As shown, the substrate layer 406 is in contact with the hydrocarbon adsorbent layer 400 and includes a segment 408 that extends between the first region 402 and the second region 404.However, in other examples, the substrate layer 406 may not include the segment 408 and the sides 410 may be spaced apart from the hydrocarbon adsorption layer 400. By dividing the hydrocarbon adsorption layer 400 into regions in this manner, the surface area of the hydrocarbon adsorption layer increases, thereby improving the adsorption and desorption characteristics of the hydrocarbon adsorption layer. In addition, such dividing of the hydrocarbon adsorption layer 400 into regions provides air gaps between the regions of the hydrocarbon adsorption layer 400 that reduce hydrocarbon migration through the hydrocarbon trap 224. In such an example, the substrate layer 406 may be coupled to the air permeable layer 300 to include the hydrocarbon adsorption layer 400. In particular, the substrate layer and the air-permeable layer can be coupled along a common lateral or longitudinally running edge region. A transverse axis and a longitudinal axis are shown in FIG. 5. The coupling interface 304 between the air permeable layer 300 and the substrate layer 406 is also shown.The air permeable layer 300 may include, in some examples, a foam (e.g., open cell foam), an air permeable fabric (e.g., polyester nonwoven fabric), and / or a thermocarbonized nonwoven film. The substrate layer 406 may, in some examples, comprise a polymeric material, resin such as polyethylene. Further, in some examples, the hydrocarbon adsorption layer 400 may comprise activated carbon.The air permeable layer 300 may be coupled to the substrate layer 406 using adhesive (e.g., spray adhesive), sewing, thermal bonding, thermal riveting, and / or welding (e.g., ultrasonic welding, hot plate welding, and infrared welding). Additionally, the hydrocarbon adsorption layer 400 may be coupled to the air permeable layer and / or the substrate layer 406 using adhesive (e.g., spray adhesive), sewing, thermal bonding, thermal fusion riveting, and / or welding (e.g., ultrasonic welding, hot plate welding, and infrared welding). Adhesive coupling of the hydrocarbon adsorption layer 400 to the substrate layer 406 and / or the air permeable layer may reduce relative movement of the hydrocarbon adsorption layer 400, thereby reducing debris from a loose hydrocarbon adsorption layer. Further, it should be appreciated that the passive adsorption hydrocarbon trap 224 may be shaped and / or dimensioned to accommodate various inlet channel geometries without compromising hydrocarbon trap operability. Further, when the above layers are coupled in the hydrocarbon trap 224 by adhesives, sewing, thermal bonding, thermal riveting, and / or welding, the hydrocarbon trap may be fabricated separately from the intake conduit 222 shown in FIG. 2 in which the trap is positioned. Consequently, manufacturing costs may be reduced since the manufacturing process may be divided into separate steps. The sectional plane 414 shown in FIG. 4 defines the cross section shown in FIG. 5.FIG. 5 shows another cross-sectional view of the passive adsorption hydrocarbon trap 224 shown in FIG. 3. As shown, the hydrocarbon adsorption layer 400 includes additional regions. In particular, six additional regions 500 are shown. The regions 500 may have a similar size and / or geometry to the first and / or second regions ( 402 and 404). The regions 500 are positioned longitudinally rearward of the first and / or second regions (402 and 404). For orientation, a longitudinal axis and a transverse axis are shown. The coupling interfaces (304 and 306) are also shown in Figure 5. It should be appreciated that the coupling interfaces 306 segment portions of the hydrocarbon adsorption layer 400. In this way, the movement of the regions of the hydrocarbon adsorption layer 400 can be reduced.FIG. 6 shows another embodiment of a cross-section of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. The passive adsorption hydrocarbon trap 224 shown in FIG. 6 includes the air permeable layer 300, the hydrocarbon adsorption layer 400, and the substrate layer 406. In such an example, the air permeable layer 300 may be coupled to the substrate layer 406 by sewing, an adhesive (e.g., spray adhesive), welding (e.g., hot plate welding, ultrasonic welding, infrared welding), thermal self-riveting, and / or bonding (e.g., thermal bonding). In particular, the layers may be coupled around a lateral or longitudinal edge region to enclose the hydrocarbon adsorption layer 400. The substrate layer may be non-air permeable and may comprise a polymeric material such as nylon, polypropylene, etc. Additionally, the air permeable layer 300 may be coupled to the substrate layer 406 and / or the air permeable layer using an adhesive (e.g., spray adhesive), sewing, thermal bonding, thermal riveting, and / or welding (e.g., ultrasonic welding, hot plate welding, infrared welding).FIG. 7 shows another embodiment of a cross-section of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. As shown, the hydrocarbon adsorption layer 400 is interposed between the air permeable layer 300 and the substrate layer 406. The substrate layer 406 shown in FIG. 7 may be constructed from a similar material as the air permeable layer 300, such as an open cell foam, a polyester nonwoven, and / or another air permeable fabric. The substrate layer 406 shown in FIG. 7 may be coupled to the first air permeable layer 300 using an adhesive (e.g., spray adhesive), sewing, thermal bonding, thermal self-riveting, and / or welding (e.g., ultrasonic welding, hot plate welding, infrared welding).FIG. 8 shows another embodiment of a cross-section of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. As shown, the hydrocarbon trap includes hydrocarbon adsorption layer 400 positioned above and coupled to air permeable layer 300. It should be appreciated that the air permeable layer 300 may be coupled to a housing of the intake conduit 222 shown in FIG. 2. Therefore, in some examples, the intake duct housing 222 and the air permeable layer 300 may include the hydrocarbon adsorption layer 400. Further, in some examples, the air permeable layer 300 may be the substrate layer 406 shown in FIG. 4, 6, or 7.FIG. 9 shows another embodiment of a cross-section of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. The passive adsorption hydrocarbon trap 224 includes the air permeable layer 300 and the hydrocarbon adsorption layer 400. The air permeable layer 300 may comprise a thermocarbonized nonwoven film in some examples. The passive adsorption hydrocarbon trap 224 may also include the substrate layer 406 in the form of an insert. The insert may be coupled to the air permeable layer 300. Additionally, in some examples, the insert may comprise a non-air permeable material.FIG. 10 shows an example intake conduit 222 with a housing 1000. The housing 1000 encloses the passive adsorption hydrocarbon trap 224. The intake passage 222 also includes an airflow passage 1002. The boundary of the airflow channel 1002 is defined by the housing and an outer layer of the passive adsorption hydrocarbon trap 224 (e.g., the air permeable layer 300) shown in FIGS. 3, 6, 7, 8, and 9.As shown, the passive adsorption hydrocarbon trap 224 is coupled to the housing 1000. In particular, the substrate layer 406 shown in FIGS. 3-9 may be coupled to the housing 1000. Further, the passive adsorption hydrocarbon trap 224 is shaped and dimensioned to form a continuous surface 1004 with the housing 1000 of the intake conduit 222. In this way, losses in the intake system 202 may be reduced. However, other shapes and sizes of the passive adsorption hydrocarbon trap 224 are also contemplated.Additionally, the diameter or cross-sectional area 1006 of the airflow passage 1002 remains substantially constant upon transition to a region 1008 of the intake conduit 222 to which the passive adsorption hydrocarbon trap 224 is coupled in the illustrated example. In this way, losses in the intake system can be reduced. However, alternative geometries are also contemplated. For example, the diameter or cross-sectional area of the airflow channel 1002 may decrease in the region 1008. In such an example, the diameter or cross-sectional area of the housing 1000 may remain substantially constant in the area of the intake conduit to which the passive adsorption hydrocarbon trap 224 is coupled.Further, the passive adsorption hydrocarbon trap 224 is spaced from a bottom 1010 of the airflow channel 1002. In particular, the passive adsorption hydrocarbon trap 224 is positioned adjacent a top of the airflow channel 1002. For orientation, a vertical axis 1012 is shown with respect to the ground over which a vehicle is moving, the vehicle including an engine coupled to an air induction system including conduit 222. However, other positions of the passive adsorption hydrocarbon trap 224 are also contemplated. Arrow 1014 indicates the main direction of airflow during engine operation when combustion is being performed.FIG. 10 also shows how an outer wall of the housing 1000 projects outwardly in the region 1008 relative to the remaining outer wall of the housing. This contour matches the outward protrusion of the inner wall in region 108, thereby creating a recessed pocket in which the passive adsorption hydrocarbon trap 224 is positioned and retained, with a depth of the protrusions corresponding to a height of the passive adsorption hydrocarbon trap 224.FIG. 11 shows a method 1100 for constructing a passive adsorption hydrocarbon trap. The method 1100 may be used to construct the passive adsorption hydrocarbon trap 224 discussed above with reference to FIGS. 2-10, or may be used to construct another suitable passive adsorption hydrocarbon trap.At 1102, the method includes coupling the hydrocarbon adsorption layer to the air permeable layer and / or the substrate layer prior to coupling the air permeable layer to the substrate layer. In particular, in one example, the hydrocarbon adsorption layer may be coupled to the substrate layer. However, in other examples, the hydrocarbon adsorption layer may be coupled to the air permeable layer. Next, at 1104, the method includes coupling an air permeable layer to a substrate layer around the periphery of the air permeable layer and the substrate layer to include a hydrocarbon adsorbent layer positioned between the air permeable layer and the substrate layer to form a passive adsorption hydrocarbon trap. At 1106, the method includes coupling the passive adsorption hydrocarbon trap to an intake conduit. As discussed above, the aforementioned layers (e.g., the air permeable layer, the hydrocarbon adsorbent layer, and the substrate layer) may be coupled using one or more of the following techniques; adhesive bonding (e.g., spray adhesive bonding), sewing, thermal bonding, thermal self-riveting, and welding (e.g., ultrasonic welding, hot plate welding, infrared welding).FIG. 12 shows another example intake conduit 222 including the housing 1000. Passive adsorption hydrocarbon trap 224 and airflow channel 1002 are also shown. In this example, the housing 1000 has a non-uniform surface with multiple curves. It should be appreciated that in other examples, the housing 1000 may have an alternative contour. For example, the housing may be convex, concave, include compound angles, etc. As shown, only one of the surfaces of the trap 224 may have a matching curve shape, for example, the surface 1200 of the passive adsorption hydrocarbon trap 224 may have a similar contour as a surface 1201 of the housing 1000. The surface 1201 may be an outer surface of the substrate layer 406 shown in FIGS. 4, 6, 7 and 9. The passive adsorption hydrocarbon trap 224 is shown spaced from the housing 1000 to present the correspondingly contoured surfaces. However, it should be appreciated that the passive adsorption hydrocarbon trap 224 may be in intimate contact with the housing 1000 when deployed in the intake system as indicated by arrow 1202. In this manner, the passive adsorption hydrocarbon trap 224 may be shaped and dimensioned in any desired manner to fit various locations in the intake system.FIG. 13 illustrates another embodiment of the passive adsorption hydrocarbon trap 224 shown in FIG. 2. As shown, the passive adsorption hydrocarbon trap includes the substrate layer 406 and the single region hydrocarbon adsorption layer 400. In some examples, the air permeable layer 300 may be coupled to the substrate layer 406 to include the hydrocarbon adsorbent layer 400 shown in FIG. 3, as discussed above. However, in other examples, the air permeable layer may not be included in the passive adsorption hydrocarbon trap.FIG. 14 shows another example intake conduit 1002 and passive adsorption hydrocarbon trap 224. Passive adsorption hydrocarbon trap 224 includes insert 1400. It should be appreciated that insert 1400 is an example substrate layer. The insert 1400 includes mounting flanges 1402. Screws 1404 or other suitable fasteners may be used to secure the insert to the intake conduit 1002. The intake conduit 1002 includes an inlet or outlet 1406 and an outlet or inlet 1408. The intake conduit 1002 may be coupled to a portion of the engine 10 or the vehicle 200 shown in FIG. 2.FIG. 15 shows an exploded view of the passive adsorption hydrocarbon trap 224 shown in FIG. 14. As shown, passive adsorption hydrocarbon trap 224 includes insert 1400, which may include a polymeric material. It should be appreciated that insert 1400 is an example substrate layer.The passive adsorption hydrocarbon trap 224 also includes an air permeable foam layer 1502. The passive adsorption hydrocarbon trap 224 may also include an air permeable polyester nonwoven layer 1504. The passive adsorption hydrocarbon trap 224 may also include a hydrocarbon adsorption layer (not shown in FIG. 15 ) positioned between the insert 1400 and the foam layer 1502. It is understood that the air permeable foam layer 1502 and / or the air permeable polyester nonwoven layer 1504 may be coupled to the insert 1500. In this way, the carbon layer may be included. The mounting flanges 1402 are also shown in FIG. 15.FIG. 16 shows an exploded view of another embodiment of the passive adsorption hydrocarbon trap 224. The passive adsorption hydrocarbon trap 224 includes a plastic cartridge 1600 partially enclosing a hydrocarbon adsorption layer (not shown). The passive adsorption hydrocarbon trap 224 further comprises two air permeable polyester nonwoven layers 1602. Additionally, the passive adsorption hydrocarbon trap 224 includes an air permeable foam layer 1700, as shown in FIG. 17. The flanges 1604 are also shown in FIGS. 16 and 17. The passive adsorption hydrocarbon trap 224 may also include a hydrocarbon adsorption layer (not shown in FIG. 15 ) positioned between the air permeable polyester nonwoven layer 1602 and / or the air permeable foam layer 1700.Figure 18 shows another embodiment of an insert 1800 included in the passive adsorption hydrocarbon trap 224. The insert 1800 may be thermoformed and may comprise polyester nonwoven. The insert 1800 includes thermoformed pockets 1802. The contours of the insert 1800 may be altered to conform to the contours of an intake conduit in which it is positioned. In particular, the insert 1800 tapers in a lateral direction. For orientation, a transverse axis 1804 is shown.FIG. 19 shows an exploded view of the passive adsorption hydrocarbon trap 224 including the insert 1800 shown in FIG. 18. As shown, the passive adsorption hydrocarbon trap 224 includes an air permeable foam layer 1900 and an air permeable polyester nonwoven layer 1902.Referring now to FIG. 20A, a top view of a bypass hydrocarbon adsorption trap 2000 is shown. The bypass hydrocarbon adsorption trap 2000 may be located in a position similar to the location of the passive adsorption hydrocarbon trap 224. The bypass hydrocarbon trap 2000 may also be located in a cavity of an inlet duct, wherein a cover of the bypass hydrocarbon trap 2000 defines an area of the inlet duct. Gas may flow through the inlet duct and flow over the cover of the bypass hydrocarbon trap or the gas may flow through the cover of the bypass hydrocarbon trap. The gas may flow into one or more pockets of the hydrocarbon trap 2000 to deposit fuel vapors and / or other hydrocarbon-containing materials.The passive adsorption hydrocarbon trap 224 described above is a hybrid hydrocarbon trap that includes permeable membranes on both sides of a hydrocarbon adsorbent material to allow gas (e.g., air) to flow through both membranes or twice through a single membrane to flow out of the hydrocarbon trap. The bypass hydrocarbon adsorption trap 2000 includes an air permeable layer 2002 coupled to a plurality of individual pockets 2004 on one side of the bypass hydrocarbon adsorption trap 2000, each of the plurality of pockets including an amount of loosely packed hydrocarbon trap material. In this way, fewer parts are used to manufacture the hydrocarbon trap, which may save cost, reduce space usage constraints, and reduce a weight of the hydrocarbon trap. The air-permeable layer 2002 may be a polyester nonwoven fabric.The bypass hydrocarbon adsorption trap 2000 further includes ribs (e.g., walls) 2008 that surround the pockets 2004. The walls 2008 may be impervious to gas flow so that gas cannot flow through the walls 2008. In this way, gas located in one of the pockets 2004 cannot flow into an adjacent pocket of the pockets 2004. Additionally or alternatively, one or more of the walls 2008 (as shown, each of the pockets 2004 has four walls 2008) of the pockets 2004 may be permeable to gas flow, but impermeable to liquid and / or solid flow. In this way, a single pocket of the pockets 2004 may exchange gas with one or more adjacent pockets of the pockets 2004.A removable cover 2006 may be coupled to the air permeable layer 2002 such that the air permeable layer is between the removable cover 2006 and the walls 2008. In one embodiment, additionally or alternatively, the air permeable layer 2002 and the removable cover 2006 may be integral such that the air permeable layer 2002 is integrated into openings of the removable cover 2006. The removable cover openings correspond to layers of the pockets 2004.A base may seal a bottom portion of the pockets 2004. As shown in FIG. 20B, the base 2010 is physically coupled to the walls 2008 and completely seals the bottom portion of the pockets 2004 so that no materials can flow through the base 2008 regardless of their state of aggregation (e.g., gaseous, liquid, or solid). In this way, a space between the air permeable layer 2002, the walls 2008, and the base 2010 defines a volume of a pocket of the pockets 2004. Further, gas may enter the space and only exit the space by passing through the air-permeable layer 2002.As shown, walls 2008 extend perpendicularly from base 2010. The cover 2006 may be coupled to the walls 2008 using a substrate, screws, a weld, and / or thermal bonding. The substrate may be an air-permeable or non-air-permeable substrate.Thus, bypass hydrocarbon adsorption trap 2000 includes a plurality of pockets 2004 hermetically sealed from one another by walls 2008 and base 2010. The air permeable layer 2002 is coupled to the walls 2008 of the pockets 2004 by welding, adhesive, and / or fasteners, etc. The air permeable layer 2002 may be the only surface of the pockets 2004 that allows gases to enter the pockets 2004 while simultaneously providing an outlet for gases in the pockets 2004. The air permeable layer 2002, the walls 2008, and the base 2010 define a volume of the pockets 2004. Gas may flow over the bypass hydrocarbon trap 2000 without entering the pockets 2004 (e.g., bypassing the trap 2000). Additionally or alternatively, gas may flow into one or more pockets 2004 of the trap 2000 by flowing through the air permeable layer 2002. Gas may flow into a single pocket of the pockets 2004 by flowing through the air permeable layer 2002 in a first direction. Gas can then escape from the individual pocket of the pockets 2004 by flowing through the air-permeable layer 2002 in a second direction. The second direction and the first direction are opposite directions. Gas cannot flow through the base 2010.Further, the pockets 2004 may have a shape corresponding to a shape of a rib structure of an air intake system. They may therefore be square, rectangular, triangular, hexagonal, honeycomb, or other suitable shapes conforming to a rib structure of an air intake system.FIGS. 20A and 20B show an embodiment of a bypass hydrocarbon trap located in a cavity of an inlet duct. The cavity may be located in a geodetically lower portion of the inlet duct. For example, in a four-wheel vehicle, the cavity is located on a planar surface closer to the planar surface than other portions of the intake passage along a common axis. In this way, a likelihood of hydrocarbons flowing into the cavity is increased.A surface of the cavity may include an internal reinforcement structure including ribs and / or walls extending perpendicularly from the surface toward the inlet duct. The ribs may be connected to each other with spaces therebetween such that a container (e.g., a pocket) may be formed. The cavity may comprise a plurality of containers. The containers may have a shape similar to a shape of corresponding connected ribs. For example, the container may be a square, rectangle, hexagon, circle, triangle, etc. Further, a volume of the container may be substantially the same. Additionally or alternatively, one or more containers may have different volumes, wherein a first container may have a larger volume than a second container.The containers may be filled with a quantity of hydrocarbon trap material. In one example, the hydrocarbon trap material may be carbon, carbon pellets, coal, etc. The containers may be filled with exactly eight grams of hydrocarbon trap material in one embodiment. In another embodiment, the containers may be filled with a corresponding amount of hydrocarbon trap material based on a container volume (e.g., 60% of the container volume). The hydrocarbon trap material may be packed into the containers without any substrates or binder additives. In this way, the hydrocarbon trap material can be easily replaced when fully loaded with hydrocarbons. Further, the hydrocarbon trap material may reduce vibration of walls of the intake passage, such that audible noise is reduced.An air permeable layer may be coupled to a top surface of the internal reinforcement structure of the containers. The air-permeable layer may include a substrate layer corresponding to layers of the internal reinforcing structure only at layers of the air-permeable layer. For example, the substrate layer and the internal reinforcing structure align upon coupling the air permeable layer to the internal reinforcing structure. Additionally or alternatively, the air permeable layer may not comprise the substrate layer and may be coupled to the internal reinforcement structure via a removable lid. The air permeable layer may allow gas (e.g., air, fuel vapors, etc.) to flow through its permeable membrane and into one or more reservoirs of the bypass hydrocarbon trap located in the cavity of the inlet passage.The removable lid may include a plurality of openings equal to a number of containers. A location of the openings of the removable lid may correspond to a location of the containers such that the removable lid does not block an opening of the containers. Further, the removable lid may be shaped similar to a shape of the internal reinforcement structure. The air permeable layer may be located between the removable lid and the internal reinforcement structure when the removable lid is coupled to the reinforcement structure. In this way, the air-permeable layer is attached to the reinforcing structure and cannot be removed until the removable lid is removed. Further, the hydrocarbon trap material is secured in the container by attaching the lid to the reinforcing structure.In one example, the removable lid and the air permeable layer may be integrally integrated such that upon removal of the lid, the air permeable layer is also removed. Further, the integrated lid having an air-permeable layer may include a substrate layer capable of bonding the reinforcing structure.Gas in the inlet duct may flow through the air permeable layer and enter one or more reservoirs of the bypass hydrocarbon trap. Gas in the containers may deposit hydrocarbons in the hydrocarbon trap material before flowing through the air permeable layer and into the inlet duct. Gas cannot flow through the area of the cavity below the reinforcing structure or through the reinforcing structure. In this way, gas can only enter the containers via the air-permeable layer and emerge from them. Alternatively, gas in the inlet duct may flow over the air permeable layer and not enter any of the containers.FIG. 21 shows a cross-section of a bypass hydrocarbon trap 2100 including a cover 2102, a base 2104, walls 2106, and hydrocarbon trap material 2108. The cover 2102 and the base 2104 are similarly contoured as the walls 2106 located between the cover 2102 and the base 2104. The cover 2102 may rest on top surfaces of the walls 2106 to prevent hydrocarbon trap material 2108 from dropping out of a pocket of the bypass hydrocarbon trap 2100.The hydrocarbon trap material 2108 may be loosely packed into the pockets of the bypass hydrocarbon trap 2100. The pockets may comprise exactly 8 grams of hydrocarbon trap material 2108. In one embodiment, the hydrocarbon trap material may be carbon.As gas flows into the bypass hydrocarbon trap 2100 and flows into the pockets, the gas may deposit fuel vapors and other hydrocarbon-based species on the hydrocarbon trap material 2108 before flowing out of the bypass hydrocarbon trap 2100. As described above, gas may flow into and out of the bypass hydrocarbon trap 2100 only via the cover 2102. The cover 2102 may be permeable only to gases and atomized liquids and impermeable to solids and liquids. In this way, the hydrocarbon trap material 2108 cannot exit the pockets of the bypass hydrocarbon trap 2100 when the cover 2102 is coupled to the walls 2104.FIG. 22 shows a bypass hydrocarbon trap 2200 having a cover 2202 and pockets 2204. The pockets 2204 include stepped ribs (e.g., walls), wherein a height of the ribs increases while a contour of a base increases to allow the ribs to be at a same height regardless of the contour of the base. In this manner, the cover 2202 is linear and overlies the ribs of the pockets 2204.FIG. 23 shows a bypass hydrocarbon trap 2300 acomprising a sink channel 2300 a. A close-up view 2300 bof the sink channel 2302 bis also shown. FIG. 24 shows bypass hydrocarbon trap 2400 comprising a sink channel 2402.FIG. 25 shows a bypass hydrocarbon trap 2500 including a removable lid (e.g., cover) 2502. The removable lid 2502 includes openings corresponding to pockets of the bypass hydrocarbon trap 2500. FIG. 26 shows a bypass hydrocarbon trap 2600 having an air permeable layer 2602. The removable lid is shown removed. In one embodiment, the air permeable layer and the removable lid may additionally or alternatively be integral.FIG. 27 shows bypass hydrocarbon trap 2700 including hydrocarbon trap material 2702. In the illustration, a removable lid and an air permeable layer have been omitted from the bypass hydrocarbon trap. In this manner, the hydrocarbon trap material 2702 may freely flow out of one or more pockets of the bypass hydrocarbon trap 2700.Figures 28-34 show various embodiments of a bypass hydrocarbon trap. FIG. 28 shows a bypass hydrocarbon trap 2800 including a plurality of triangular pockets. FIG. 29 shows a bypass hydrocarbon trap 2900 comprising multiple hexagonal pockets with an asymmetric fill pattern. Figure 30 shows a bypass hydrocarbon trap 3000 comprising a plurality of square pockets. FIG. 31 shows a bypass hydrocarbon trap 3100 including a plurality of rectangular pockets. FIG. 32 shows a bypass hydrocarbon trap 3200 including a plurality of square pockets in a different pattern from that of the hydrocarbon trap 3000 of FIG. 30, FIG. 33 shows a bypass hydrocarbon trap 3300 including a plurality of hexagonal pockets having a symmetrical fill pattern. FIG. 34 shows a bypass hydrocarbon trap 3400 including a plurality of circular pockets. Thus, many different bypass hydrocarbon traps may be used depending on a shape of a cavity of an intake passage.In this way, a hydrocarbon trap may be located in an intake manifold and utilize a shape of the intake manifold to prevent fuel vapors from escaping through the intake manifold during engine off operation. The hydrocarbon trap may have a variety of shapes based on a structure of the intake manifold. The hydrocarbon trap may be a hybrid hydrocarbon trap or a bypass hydrocarbon trap. The technical effect of including a hydrocarbon trap in the intake manifold is to mitigate fuel emissions through the intake during engine off conditions.In a first example, a system includes an air box having an air filter, the air box having a hydrocarbon trap and a removable lid, internal reinforcement structures creating one or more pockets, and a hydrocarbon trap material positioned in one or more of the pockets, the lid defining a boundary of the airflow channel, the air box including a layer coupled over the pockets.In a first embodiment, the first example further additionally or alternatively includes where the hydrocarbon trap is a bypass hydrocarbon trap.In a second embodiment, which may additionally comprise the first embodiment, the first example further comprises that the layer is an air permeable polyester nonwoven material.In a third embodiment, which may additionally include the first and second embodiments, the first example further includes where a cross-sectional area of the airflow passage is interrupted at the transition to a region of the intake conduit to which the bypass adsorption hydrocarbon trap is coupled.In a fourth embodiment, which may additionally include one or more of the first through third embodiments, the first example further includes that the internal reinforcement structure is one or more ribs extending perpendicularly from the base to the removable lid under the pockets.In a fifth embodiment, which may additionally include one or more of the first through fourth embodiments, the first example further includes that the base and the ribs include a non-air permeable material.In a sixth embodiment, which may additionally include one or more of the first through fifth embodiments, the first example further includes where a space between the internal reinforcement structure, a base, and the removable lid defines a volume of a single pocket.In a seventh embodiment, which may additionally include one or more of the first through sixth embodiments, the first example further includes that the hydrocarbon trap material is loosely packed into each of the pockets of the hydrocarbon trap.In an eighth embodiment, which may additionally include one or more of the first through seventh embodiments, the first example further includes that the removable lid rests on the internal reinforcement structures with the layer therebetween.In a ninth embodiment, which may additionally include one or more of the first to eighth embodiments, the first example further includes that the removable lid is coupled to the internal reinforcement structures along an edge portion of the removable lid.The first example further includes where the removable lid includes a first layer and a second layer, where both layers are air permeable and at least one of the layers is adhesive and is capable of bonding to a top surface of the internal support structures.In an eleventh embodiment, which may additionally include one or more of the first through tenth embodiments, the first example further includes where the base and the internal reinforcement structures are non-air permeable and do not allow transmission of gases, liquids, and / or solids across membranes of the base and the internal reinforcement structures.In a twelfth embodiment, which may additionally include one or more of the first through eleventh embodiments, the first example further includes that the removable lid is contoured to be in close contact with the internal reinforcement structures of the air box of the intake duct.It should be noted that the example control and estimation routines included herein are usable 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 executed by the control system, including the controller, along with the various sensors, actuators, and other engine hardware. The specific routines described herein may include one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Thus, various actions, operations, and / or functions shown may be performed in the illustrated flow, in parallel, or in some cases omitted. Accordingly, the order of processing is not necessarily required to achieve the features and advantages of the embodiments described herein, but is for convenience of illustration and description only. One or more of the illustrated actions, operations, and / or functions may be repeatedly performed depending on the particular strategy being used. Moreover, 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 implemented by executing the instructions in a system including the various engine hardware components along with the electronic controller.It should be understood that the configurations and routines disclosed herein are exemplary in nature and that these specific embodiments are not to be interpreted in a limiting sense as numerous variations are possible. The above technology is applicable to, for example, V6, I4, I6, V12, 4-cylinder boxer, 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 characteristics disclosed herein.The following claims particularly emphasize certain combinations and sub-combinations that are considered novel and not obvious. These claims may refer to "a" element or "a first" element or the equivalent thereof. Such claims are to be understood as including the inclusion of one or more of these elements, neither requiring nor excluding two or more of these elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by altering the present claims or by providing novel claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims

A system comprising: an air box having an air filter, the air box having a hydrocarbon trap and a removable lid, and internal reinforcement structures creating one or more pockets; and a hydrocarbon trap material positioned in one or more of the pockets, the lid defining a boundary of the airflow channel, the air box comprising a layer coupled across the pockets, characterized in that the removable lid comprises a first layer and a second layer, both layers being air permeable, and at least one of the layers being adhesive and capable of bonding to a top surface of the internal support structures.The system of claim 1, wherein the hydrocarbon trap is a bypass hydrocarbon trap.The system of claim 1, wherein the layer is an air permeable polyester nonwoven material.The system of claim 1, wherein a cross-sectional area of the airflow passage is interrupted at transition to a region of the intake conduit to which the bypass adsorption hydrocarbon trap is coupled.The system of claim 2, wherein the internal reinforcement structure is one or more ribs extending perpendicularly from a base to the removable lid below the pockets.The system of claim 5, wherein the base and the ribs comprise a non-air permeable material.The system of claim 1, wherein a space between the internal reinforcement structure, a base, and the removable lid defines a volume of a single pocket.The system of claim 1, wherein the hydrocarbon trap material is loosely packed into each of the pockets of the hydrocarbon trap.The system of claim 1, wherein the removable lid rests on the internal reinforcement structures with the layer therebetween.The system of claim 1, wherein the removable lid is coupled to the internal reinforcement structures along a peripheral portion of the removable lid.The system of claim 1, wherein the base and the internal reinforcement structures are non-air permeable and do not allow transmission of gases, liquids, and / or solids across membranes of the base and the internal reinforcement structures.The system of claim 1, wherein the removable lid is contoured to be in close contact with the internal reinforcement structures of the air box of the intake duct.A system comprising: an airflow induction conduit in flow communication with an engine inlet and comprising a recessed cavity; a bypass adsorption hydrocarbon trap positioned in the cavity, forming a continuous, uninterrupted linear surface without sharp edges, shoulders, or protrusions and defining a boundary of an airflow passage, the bypass adsorption hydrocarbon trap comprising a hydrocarbon adsorbent material located in one or more pockets; and a removable lid seated on one or more ribs and extending perpendicularly from a surface of the cavity, wherein a space located between the removable lid, the ribs, and the surface of the cavity defines a volume of a single pocket of the bypass adsorption hydrocarbon trap, characterized in that the removable lid is air permeable and allows gas to enter the space of the pocket.The system of claim 13, wherein the bypass hydrocarbon trap comprises a plurality of the individual pockets, and wherein the individual pockets comprise a quantity of hydrocarbon trap material.The system of claim 13, wherein the surface of the cavity and the ribs are not air permeable and gas does not flow through the ribs or the surface of the cavity.The system of claim 13, wherein a removable cover is coupled to one or more of the ribs and the surface of the cavity along an edge portion of the removable cover.

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