JP2012246933A - Intake duct for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a pressure loss in an air flow in an intake duct for a vehicle.SOLUTION: An intake duct 30 for a vehicle comprises: an introduction part 36 which has an inlet 38 with an opening face formed to be directed obliquely upward and is formed into a flat shape spreading in a lateral direction intersecting a direction of air circulation; and a current plate 44 disposed in an air flow passage 34 of the introduction part 36 and extending in a lateral direction of the air flow passage 34. The current plate 44 has a guide face 44a on a lower face at a front end facing the inlet 38 where the guide face inclines downward from the front side to the rear side along the air circulation direction, and the current plate is formed into a shape with a thickness decreasing in a vertical direction from the inclination lower end of the guide face 44a to the rear side in the air circulation direction.

Description

  The present invention relates to a vehicle intake duct that introduces air into an engine.

  As shown in FIG. 7, external air introduced from the vehicle intake duct DC is supplied to the engine EG mounted on the vehicle body 10 of the automobile via the air cleaner AC (for example, Patent Document 1). The vehicle intake duct DC is made of a synthetic resin formed by injection molding or blow molding, and an air flow passage 20 is defined therein. Further, as shown in FIG. 8, the vehicle intake duct DC has an introduction portion 22 having an air intake port 24 formed in a horizontally long flat shape, and a lead-out portion 26 having a delivery port 28 connected to the air cleaner AC. Is formed in a substantially rectangular shape. Further, the vehicle intake duct DC has a shape that bends in the middle part from the introduction part 22 to the lead-out part 26. In the vehicle intake duct DC, the introduction portion 22 is attached to the upper surface of the radiator support 16 by attachment means BL such as bolts, and the clearance S between the engine hood 14 and the radiator support 16 that closes the engine room 12 is formed. It arrange | positions so that the intake port 24 may face.

JP 2006-322434 A

  In recent years, establishment of safety measures for pedestrian protection has been demanded, and when a pedestrian collides, the engine hood 14 is appropriately deformed downward to absorb the impact. For this reason, the vehicle intake duct DC located directly under the engine hood 14 is required not to inhibit the deformation of the engine hood 14. In addition, the vehicle intake duct DC is required not only to allow deformation of the engine hood 14 but also to absorb an impact input through the engine hood 14.

  As described above, since the introduction portion 22 of the vehicle intake duct DS is disposed in the narrow gap S, the open end of the introduction portion 22 is formed so as to incline to the rear side from the lower side toward the upper side. The deformation stroke of the engine hood 14 is ensured. That is, the intake port 24 opened at the opening end of the introduction portion 22 is inclined so as to face obliquely upward. The air has a property of flowing at an angle orthogonal to the opening surface of the intake port 24, and in the vehicle intake duct DC, air flows obliquely downward from the intake port 24, and then air flows through the introduction portion 22. It circulates in the horizontal direction along the inner surface of the wall portion constituting the path 20 (see FIG. 7). Thus, since the air taken in from the intake port 24 tends to flow along the incident line which goes diagonally downward, the air flow is separated from the inner surface of the upper wall portion of the introduction portion 22 and the air flow is air. There is a tendency to bias toward the lower region of the flow passage 20. And in the ceiling area | region R of the airflow path 20 in the introducing | transducing part 22, the backflow of an airflow will generate | occur | produce. As described above, in the air flow passage 20 of the introduction portion 22, the opening surface of the intake port 24 is formed obliquely, thereby causing an uneven air flow or a reverse flow of the air flow. The problem that performance deteriorates is pointed out.

  That is, the present invention has been proposed in order to suitably solve these problems inherent in the conventional vehicle air intake duct, and provides a vehicle air intake duct having shock absorbing performance. With the goal. Furthermore, in the vehicle intake duct, when the intake port is formed obliquely, the occurrence of air flow bias and backflow of air flow in the introduction part that causes deterioration in ventilation performance is also suppressed.

In order to overcome the above-mentioned problems and achieve the intended object, an air intake duct for a vehicle according to claim 1 of the present application is
An air intake duct for a vehicle in which an air flow passage communicating from an intake port to a delivery port is defined,
The introduction part formed in a flat shape that has the intake port formed so that the opening surface faces obliquely upward and extends in the lateral direction intersecting the air flow direction from the intake port to the delivery port;
A plate body provided in the air flow path defined inside the introduction portion and extending in a lateral direction intersecting the air flow direction across the opposing side wall portions of the introduction portion;
The plate body includes a guide surface inclined downward from the front side in the air circulation direction toward the rear side on the lower surface of the front end facing the intake port, and from the inclined lower end of the guide surface to the rear side in the air circulation direction. The gist is that the upper and lower thicknesses are formed to be thinner.
According to the first aspect of the present invention, when the vertical surface intersecting the air flow direction in the introduction portion is pressed, the air flow passage of the introduction portion extends in the lateral direction intersecting the air flow direction. The plate body is elastically deformed between both side surfaces of the introducing portion, and shock absorption is achieved. Further, a part of the air flowing in from the intake port can be guided to the upper region of the air flow passage by the rectifying action of the plate body. Thereby, even if the intake port is formed obliquely, it is possible to suppress the deviation of the air flow and the occurrence of the back flow in the air flow passage. Furthermore, air can be smoothly led to the lower region of the plate body in the air flow passage.

  The invention according to claim 2 is summarized in that the plate body has a flat upper surface.

  According to the vehicle intake duct according to the present invention, the shock absorbing performance can be improved by the plate provided in the air flow passage of the introduction portion. Moreover, even if the intake port of the introduction part is formed obliquely, the unevenness of the air flow and the generation of the back flow of air can be suppressed by the plate.

1 is a perspective view showing a vehicle intake duct according to a preferred embodiment of the present invention with a part cut away. It is the sectional view on the AA line of FIG. BRIEF DESCRIPTION OF THE DRAWINGS It is the front view which looked at the air intake duct for vehicles of an Example from the inlet side, Comprising: (a) shows a normal state, (b)-(d) is the deformation | transformation aspect of this duct accompanying deformation | transformation of an upper wall part. Indicates. FIG. 3 is an enlarged side cross-sectional view of the introduction portion in the vehicle air intake duct of the embodiment. It is the front view which looked at the intake duct for vehicles of the example of change from the entrance side. It is the front view which looked at the air intake duct for vehicles of a reference example from the inlet side. It is a sectional side view shown in the state which attached the conventional vehicle air intake duct to the vehicle body. It is a perspective view which cuts off and shows the conventional intake duct for vehicles.

  Next, a preferred embodiment of the vehicle intake duct according to the present invention will be described below with reference to the accompanying drawings. For convenience of explanation, the same components as those of the vehicle shown in FIG. 7 are denoted by the same reference numerals and detailed description thereof is omitted. In the following description of the vehicle air intake duct, the direction is designated with reference to the air flow direction in which air flows from the intake port toward the delivery port in the air flow passage defined in the vehicle air intake duct. . That is, in the vehicle intake duct, the upstream side (intake port side) in the air flow direction is referred to as the front side, and the downstream side (outlet side) in the air flow direction is referred to as the rear side. Further, in the vehicle intake duct, when the vehicle intake duct is installed in the vehicle body, a lateral direction perpendicular to the air flow direction is referred to as a left-right direction.

  As shown in FIG. 1 or 2, the vehicle air intake duct (hereinafter simply referred to as “duct”) 30 of the embodiment includes a duct body 32 that is open at both ends, and communicates from the intake port 38 to the delivery port 42. An air flow passage 34 is defined in the duct body 32. The duct body 32 is a molded product made of synthetic resin having flexibility. The duct body 32 is formed in a horizontally wide and flat shape in which an introduction portion 36 located on the front side in the air flow direction is expanded in the left-right direction, and a horizontally wide and flat intake port 38 is provided at the open end of the introduction portion 36. ing. Further, the duct body 32 is formed with a substantially rectangular lead-out portion 40 located on the rear side in the air flow direction, and a substantially rectangular outlet 42 is provided at the open end of the lead-out portion 40. Further, the duct body 32 is shaped to be bent downward in the front-rear direction from the intake port 38 to the delivery port 42, and the introduction portion 36 is formed to extend substantially horizontally when installed on the vehicle body 10. Yes.

  The duct 30 is formed so that the open end of the introduction part 36 is inclined to the rear side in the air flow direction as it goes upward from below, and the opening surface of the intake port 38 opened at the open end of the introduction part 36 is slanted. It comes to face up. That is, in the duct 30, an air incident line that is taken from the intake port 38 so as to be orthogonal to the opening surface of the intake port 38 (see the two-dot chain line in FIG. 4), and the introduction portion 36 that extends substantially horizontally. The flow lines of the air flow passages 34 guided by the wall portions 32a, 32b, and 32c intersect each other. The duct 30 is attached with the intake port 38 of the introduction portion 36 facing the gap S between the radiator support 16 and the engine hood 14 which are vehicle body components disposed on the front side of the engine room 12. It is done.

  The duct 30 includes a rectifying plate (plate body) 44 provided inside the introduction portion 36 and extending in the left-right direction of the air flow passage 34 (see FIG. 3A). The rectifying plate 44 is a flexible synthetic resin plate-like body, and is located at an intermediate portion in the vertical direction of the air flow passage 34 with the plate surfaces facing the lower wall portion 32a and the upper wall portion 32b. Is arranged (see FIG. 2). Here, in the duct 30 of the embodiment, the rectifying plate 44 is provided so as to extend between the left and right side wall portions 32 c and 32 c constituting the side wall surface of the duct main body 32, and the air flow passage 34 is formed by the rectifying plate 44. Is divided into a lower region and an upper region.

  The rectifying plate 44 is disposed at a position where the front end located on the front side in the air flow direction is aligned with the opening end of the introduction portion 36 in the air flow passage 34 or on the rear side from the opening end. Further, it is preferable that the front end of the rectifying plate 44 is disposed in front of the incident line of air taken in from the uppermost end of the intake port 38 toward the lower wall portion 32a. The rectifying plate 44 has a rear end located on the rear side in the air flow direction, on the rear side from an incident line of air taken in from the uppermost end of the intake port 38 toward the lower wall portion 32a. The air flow passage 34 may be disposed in front of the bent portion. When the rectifying plate 44 is not arranged at a position intersecting with the air incident line from the intake port 38, the function of guiding the air taken in from the intake port 38 to the upper region of the air flow passage 34 is weak. Become. Further, when the rectifying plate 44 protrudes outward from the intake port 38, the rectifying plate 44 interferes with the air flow taken from the lower region of the intake port 38 partitioned by the rectifying plate 44. When the rectifying plate 44 extends to the bent portion of the duct body 32, the air flow passage 34 leads to a pressure loss of the air flow.

  The rectifying plate 44 is formed so that the cross-sectional shape thereof is a streamline shape matching the flow of air flowing through the air flow passage 34 (see FIG. 4). The rectifying plate 44 of the embodiment has a flat upper surface that is parallel to the inner surface of the upper wall portion 32b that constitutes the upper surface of the duct body 32 extending substantially horizontally in the front-rear direction. On the other hand, the lower surface of the rectifying plate 44 includes a guide surface 44a that inclines downward from the front end of the rectifying plate 44 toward the rear side in the air circulation direction, and upwards from the inclined lower end of the guide surface 44a toward the rear side in the air circulation direction. It is formed to be inclined. That is, the cross-sectional shape of the rectifying plate 44 becomes thinner as it goes from the thick front end portion bulging downward to the rear side in the air flow direction. The guide surface 44 a of the embodiment is formed in accordance with the incident line of air from the intake port 38. The guide surface 44a of the rectifying plate 44 is not limited to a flat surface, and may be a curved surface. When the guide surface 44a is formed of a curved surface, the front end of the rectifying plate 44 and the inclined lower end of the guide surface 44a are connected. Preferably, the string is formed to fit the air incident line.

  The duct 30 includes a first support portion 46 provided between a lower wall portion 32 a constituting the lower surface of the introduction portion 36 in the duct body 32 and the rectifying plate 44, and an upper wall portion constituting the upper surface of the introduction portion 36. 32b and a second support portion 48 provided between the current plate 44. The 1st support part 46 and the 2nd support part 48 are synthetic resin plate-shaped bodies, Comprising: It arrange | positions so that a plate | board surface may extend along an air circulation direction. The first support portion 46 of the embodiment is provided between the lower wall portion 32a and the lower surface of the rectifying plate 44, and has an upper end connected to the lower surface of the rectifying plate 44 and a lower end corresponding to the lower wall portion 32a. Although in contact with each other, the lower end and the lower wall portion 32a are in a free state. The second support portion 48 is provided between the upper wall portion 32 b and the upper surface of the rectifying plate 44, and has an upper end connected to the upper wall portion 32 b and a lower end contacting the upper surface of the rectifying plate 44. The lower end and the rectifying plate 44 are in a free state.

  The first support part 46 and the second support part 48 are arranged at different positions in the vertical direction with the current plate 44 interposed therebetween. That is, the first support portion 46 and the second support portion 48 are arranged at positions that do not overlap each other in the left-right direction or the front-rear direction. In the duct 30 of the embodiment, the first support portion 46 and the second support portion 48 are They are provided at positions deviating from each other in the left-right direction (see FIG. 3A). Specifically, in the duct 30 of the embodiment, the two first support portions 46, 46 are disposed apart from each other in the left-right direction, and correspond to an intermediate portion between the two first support portions 46, 46. One second support portion 48 is disposed at the position.

  The duct 30 is formed by blow molding, injection molding, or the like. Even if the rectifying plate 44, the first support portion 46, and the second support portion 48 are formed integrally with the duct body 32, they are assembled separately. It may be a configuration. Note that the duct 30 of the embodiment is configured such that the duct body 32 is formed by blow molding, and the rectifying plate 44, the first support portion 46, and the second support portion 48 that are separately formed from the duct body 32 are assembled to the duct body 32. .

  According to the duct 30, by providing the rectifying plate 44 extending in the left-right direction on the introduction portion 36 side of the air flow passage 34, a part of the air taken in from the intake port 38 facing obliquely upward is obtained. It can be guided by the rectifying plate 44 and circulate in the upper region of the air flow passage 34 (see FIG. 4). That is, the air taken in from the upper region of the intake port 38 flows obliquely downward along the incident line, but is guided along the upper surface of the rectifying plate 44 disposed on the incident line. Thereby, in the duct 30, the air flow is guided to the upper region of the air flow passage 34, and the air flow is suppressed from being biased to the lower region. Further, in the duct 30, since the airflow flows through the upper region of the airflow passage 34, separation of the airflow from the inner surface of the upper wall portion 32 b that occurs in the ceiling region of the airflow passage 34 can be suppressed. As described above, the duct 30 can suppress the backflow of the air flow and the generation of the negative pressure to the minimum by suppressing the separation of the air flow in the ceiling region of the air flow passage 34 in the introduction portion 36. Therefore, the duct 30 can suppress the pressure loss of the air flow in the air flow passage 34 of the introduction part 36 even if the opening surface of the intake port 38 is formed obliquely, and can supply air appropriately to the engine EG. .

  The flow rectifying plate 44 has a streamline shape that matches the air flow, so that the pressure loss of the air flow can be further reduced. Further, since the rectifying plate 44 has a guide surface 44a that matches the air flow from the intake port 38 on the lower surface of the front end, air flows from the intake port 38 along the guide surface 44a. Smoothly led to the lower area. That is, the duct 30 can suppress the influence on the air flow flowing into the lower region even if the rectifying plate 44 is provided. Further, since the plate surfaces of the first support part 46 and the second support part 48 extend in the front-rear direction along the air flow, the air flow is prevented from being obstructed and the pressure loss of the air flow is reduced. Can be reduced.

  The duct 30 is supported by a first support portion 46 in which a rectifying plate 44 is interposed between the lower wall portion 32a and the rectifying plate 44, and an upper wall portion 32b is formed between the rectifying plate 44 and the upper wall portion 32b. It is supported by the second support portion 48 interposed therebetween (see FIG. 3A). Thereby, even if the duct main body 32 softens by the negative pressure of the air flow path 34 at the time of the drive of engine EG, or the temperature rise in the engine room 12 at the time of the drive of engine EG, the deformation | transformation of the duct main body 32 is suppressed. That is, the duct 30 can secure the cross-sectional area of the air flow passage 34 in a normal use state, and can supply air to the engine EG appropriately.

  Next, a case where the upper wall portion 32b of the duct 30 is pressed downward by the deformed engine hood 14 as in the case of an object collision with the engine hood 14 will be described with reference to FIG. In the duct 30, when the upper wall portion 32 b is pressed downward, the second support portion 48 is displaced downward along with the deformation of the upper wall portion 32 b, and the second support portion 48 presses the rectifying plate 44. . At this time, the left and right side wall portions 32c, 32c of the duct main body 32 tend to fall in a direction approaching each other with the lower end as a fulcrum as the upper wall portion 32b is displaced downward. However, in the duct 30, the rectifying plate 44 interposed between the left and right side wall portions 32c and 32c stretches to provide resistance to the displacement of the left and right side wall portions 32c and 32c (see FIG. 3B). Further, when the rectifying plate 44 is pressed downward by the second support portion 48, the flexibility between the two first support portions 46, 46 functions like a leaf spring and elastically deforms due to its flexibility. Thus, resistance is given to the downward displacement of the second support portion 48. Here, since the first support portion 46 and the second support portion 48 are arranged at different positions in the vertical direction across the rectifying plate 44, the deformation of the rectifying plate 44 that has received the downward displacement of the second supporting portion 48. However, the elasticity of the rectifying plate 44 is appropriately exhibited without being hindered by the first support portion 46.

  As the duct 30 further moves downward, the lower ends of the first support portions 46 are not fixed to the lower wall portion 32a. Therefore, the first support portions 46 pushed by the flow straightening plate 44 have upper ends. Deform in the left-right direction using as a fulcrum. The duct 30 is allowed to further deform the rectifying plate 44 when the first support portion 46 functioning as a stretch between the rectifying plate 44 and the lower wall portion 32a is obliquely deformed. Similarly, when the downward displacement of the upper wall portion 32b further progresses, the lower end of the second support portion 48 is not fixed to the rectifying plate 44, so the second support portion 48 pushed by the upper wall portion 32b has the upper end. Deforms left and right as a fulcrum. The duct 30 is allowed to further deform the upper wall portion 32b when the second support portion 48 functioning as a stretch between the rectifying plate 44 and the upper wall portion 32b is obliquely deformed. Accordingly, since the duct 30 is configured to deform the first support portion 46 and the second support portion 48, the deformation stroke of the upper wall portion 32b can be earned. As described above, the duct 30 is appropriately deformed along with the deformation of the engine hood 14, but is deformed while resisting the deformation of the engine hood 14, so that the impact can be absorbed.

(Example of change)
The present invention is not limited to the above-described embodiments, and the following configurations can also be employed.
(1) The number and arrangement positions of the first support part and the second support part are not particularly limited as long as they do not overlap with each other in the vertical direction. For example, like the vehicle intake duct 50 of the modified example shown in FIG. 5, only the rectifying plate 44 as a plate extending in the left-right direction is provided in the air flow passage 34, and the first support portion and the second support portion are provided. There may be no configuration. In FIG. 5, the same reference numerals are given to the same components as those in the embodiment.
(2) The plate body may be provided in multiple stages in the vertical direction.
(3) The first support part and the second support part are not limited to the plate-like body, and adopt, for example, a column shape such as a square cross section or a circle, or a streamline shape in which the cross section shape matches the air flow. Can do.
(4) The current plate as a plate may have a shape along the upper wall portion of the duct body. That is, if the upper wall portion is curved in the left-right direction, the rectifying plate (plate body) is curved in the left-right direction along the upper wall portion.
(5) The connection mode of the first support portion and the second support portion is not limited to the embodiment, and may be configured to connect to any of the rectifying plate (plate body) and the wall portion of the duct body. And the 1st support part may be the composition connected to the upper wall part and the upper surface of a current plate (plate body) in a free state, and the 2nd support part is a free state with a current plate (plate body). A configuration connected to the lower wall portion can also be adopted.
(6) The vehicle intake duct may be configured such that the opening surface of the intake port, which is the opening end of the introduction portion, faces the wall portion of the introduction portion perpendicularly. In this case, the incident line of the air taken into the air flow passage from the intake port matches the distribution line of the air flow passage guided by the wall portion of the introduction portion, and the pressure loss of the air flow at the introduction portion is reduced. Can do. In addition, the plate body is provided in an air flow passage defined inside the horizontally long flat-shaped introduction portion so as to extend between the left and right side wall portions. The plate body may be disposed at any position before and after the air flow direction as long as it is an air flow passage defined inside the introduction portion. When the upper wall portion of the vehicle intake duct is pressed downward, the left and right side wall portions of the duct body try to fall down in the direction of approaching each other with the lower end as a fulcrum as the upper wall portion is displaced downward. The plate body stretches between the left and right side wall portions and elastically deforms to provide resistance to deformation of the duct body. Thus, although the vehicle intake duct is appropriately deformed with the deformation of the engine hood, it is deformed while resisting the deformation of the engine hood, so that the impact can be absorbed.

32c side wall part, 34 air flow passage, 36 introduction part, 38 intake port, 42 delivery port,
44 Current plate (plate), 44a Guide surface

Claims (2)

An air intake duct for a vehicle in which an air flow passage communicating from an intake port to a delivery port is defined,
The introduction part formed in a flat shape that has the intake port formed so that the opening surface faces obliquely upward and extends in the lateral direction intersecting the air flow direction from the intake port to the delivery port;
A plate body provided in the air flow path defined inside the introduction portion and extending in a lateral direction intersecting the air flow direction across the opposing side wall portions of the introduction portion;
The plate body includes a guide surface inclined downward from the front side in the air circulation direction toward the rear side on the lower surface of the front end facing the intake port, and from the inclined lower end of the guide surface to the rear side in the air circulation direction. A vehicular air intake duct characterized by being formed into a shape in which the upper and lower thicknesses become thinner.   The vehicle intake duct according to claim 1, wherein the plate body has a flat upper surface.

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