JP4854476B2 - Vehicle intake duct - Google Patents

Description

  The present invention relates to a vehicle intake duct, and more particularly, to a vehicle intake duct that includes a first duct wall portion and a second duct wall portion facing the first duct wall portion.

  In many automobiles (vehicles), as shown in FIGS. 8 and 9, an engine EG is mounted in an engine room 12 defined in the front portion of the vehicle body 10. As is well known, the engine EG is driven to rotate by burning an air-fuel mixture obtained by mixing clean air introduced through an air cleaner AC installed in the engine room 12 and fuel supplied from a fuel tank. Therefore, it is indispensable to stably supply the external air particularly during traveling. Therefore, a vehicle intake duct D1 for introducing outside air connected to the air cleaner AC is arranged on the front side of the engine room 12 (a front vehicle body component), and air outside the vehicle is taken in and guided to the air cleaner AC. ing.

  Here, the vehicle air intake duct D1 is generally located near the front center of the vehicle body 10, which is the front side of the engine room 12, and is located on the front side of the engine room 12 to fix the radiator RD (vehicle body component). 14 and an engine hood 16 that closes the engine room 12 so as to be openable and closable, that is, is disposed so as to face a gap S defined therebetween. However, as shown in FIGS. 9 and 11, it is often difficult to ensure a large vertical dimension due to the vehicle body shape, and the outer shape of the vehicle intake duct D1 has a height dimension. The flat shape is wide and low.

  For this reason, the vehicle intake duct D1 is molded from a synthetic resin material by a blow molding technique or an injection molding technique, as shown in a partially broken view in FIG. 10, and the first duct wall section 22 and the first duct wall section 22 are formed. The main body of the duct body 20 is the second duct wall portion 24 located opposite to the main body. The duct body 20 has a bent shape due to the positional relationship between the attachment portion to the radiator support 14 and the arrangement portion of the air cleaner AC, and an air intake port 26 is opened at one end (front end) in the longitudinal direction. In addition, an air outlet 28 is opened at the other end (rear end) in the longitudinal direction. Further, attachment pieces 30 and 30 are formed on the front side portion of the duct body 20 adjacent to the air intake port 26, and a fitting connection portion 32 is formed on the outer peripheral portion of the air delivery port 28. Therefore, the duct main body 20 uses the fitting connection portion 32 to connect the rear portion of the duct main body 20 to the air cleaner AC, and has attachment means (pins or bolts, etc.) inserted through the attachment pieces 30 and 30. By fixing the front side portion to the upper surface of the radiator support 14 by using, the air intake 26 is disposed between the radiator support 14 and the engine hood 16 so as to be disposed in the engine room 12.

Here, the duct main body 20 described above has a reduced rigidity of the first duct wall portion 22 and the second duct wall portion 24 due to thinning due to weight reduction, flattening of the outer shape, and the like. The rigidity of the front part of the duct body 20 in which the inlet 26 is formed is low. For this reason, (1) negative pressure in the duct body 20 when air is taken in due to rotational driving of the engine EG, (2) flexibility of the duct body 20 due to temperature rise in the engine room 12, etc. The first duct wall portion 22 and the second duct wall portion 24 are easily deformed concavely toward the inside of the duct body 20. When the first duct wall portion 22 and the second duct wall portion 24 are deformed in a concave manner in this way, the cross-sectional area in the direction orthogonal to the air flow direction in the duct body 20 and the opening area of the air intake port 26 are reduced. Therefore, there arises a disadvantage that the air required by the engine EG cannot be taken in sufficiently. Therefore, for example, as shown in FIGS. 10 and 11, a support rib 34 protruding into the duct body 20 is provided on the first duct wall portion 22 at a portion facing the air intake port 26, and the second support rib 34 allows the second As a structure for supporting the duct wall portion 24 from the inside, measures are taken to prevent the concave deformation of the first duct wall portion 22 and the second duct wall portion 24 (deformation of the duct body 20). For example, Patent Document 1 or Patent Document 2 discloses a technique related to such a vehicle intake duct.
JP 2004-276869 A JP 2004-308453 A

  By the way, in recent years, a so-called “pedestrian injury reducing body” has been developed, and the engine hood 16 constituting this body is designed to absorb impact by deforming in a concave manner when receiving an impact force from above. It has become. Therefore, when the vehicle intake duct D1 disposed just below the engine hood 16 is pressed from above by the engine hood 16 that deforms in a concave manner, the duct body 20 deforms in a collapsible manner so as to follow this. Therefore, it is required that the deformation of the engine hood 16 is not hindered. Therefore, in the conventional vehicle intake duct D1, the rigidity of the support rib 34 described above as shown in FIG. 10 is lowered as much as possible, and when the pressing force (external force) by the engine hood 16 is applied from above, the support rib 34 is folded. A device has been devised in which the crushing deformation of the duct body 20 proceeds smoothly by compressively deforming it flexibly or flexibly.

  However, in the structure in which the support rib 34 is compressed or bent in a bending manner or flexibly, the repulsive force gradually increases as the deformation of the support rib 34 increases, and the deformation mode of the support rib 34 is also different for each duct. Therefore, the adjustment of the load was quite difficult. Further, in the case of the duct main body 20 formed by the blow molding technique, it is difficult to control the wall thickness at the time of molding. Therefore, it is quite difficult to form only the support ribs 34, and as shown in FIG. It was difficult for the support ribs 34 to be deformed. On the other hand, in the case of the duct main body 20 formed by combining the first duct wall portion 22 and the second duct wall portion 24 formed based on the injection molding technique, it is relatively easy to control the thickness of the support rib 34. Although the same is true in that the repulsive force gradually increases as the deformation of the support ribs 34 increases and the deformation mode of the support ribs 34 is not constant, it still has a problem that it is difficult to adjust the load. It was.

  Further, since the vehicle intake duct D1 described above is disposed in a portion that is easily accessible by hand on the front side of the engine room 12, when the engine hood 16 is opened to perform maintenance work in the engine room 12, a maintenance worker May put the hand on the duct main body 20 and push it or temporarily place a heavy object on the duct main body 20. That is, even during normal times, an external force may be applied to the second duct wall 24, the support ribs 34 may be compressively deformed, and the duct body 20 may be crushed. However, once the support rib 34 of the above-described form is deformed, the support rib 34 may not completely return to the original standing shape even if the pressing force is released. In addition, since it is difficult to confirm the support rib 34 from the outside of the duct body 20, it is difficult to notice that the support rib 34 has been deformed. , (2) causes the deformation of the duct main body 20 easily, so that the function as an intake duct is deteriorated.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle intake duct that can be appropriately deformed when an external force is applied, and can return to its original shape when the external force is released. To do.

In order to solve the above-mentioned problems and achieve an intended object, the invention according to claim 1 is a vehicle air intake duct comprising a first duct wall portion and a second duct wall portion facing the first duct wall portion. In
Elastic support means having a shutter portion attached to the outer surface of the first duct wall portion and covering a through-hole formed in the first duct wall portion;
Wherein provided in the shutter portion, the loosely fitted into the through-hole extends into the duct, and a contact supporting means tip faces the inside of the second duct wall,
Along to the elastic support means so as to displace the position of the shutter portion is opened to the through hole spaced from the outer surface of the first duct wall from the attitude for covering the through hole is elastically deformed, the contact The gist is that the support means is configured to fall into the through hole .

Therefore, according to the first aspect of the present invention, when an external force that brings the second duct wall portion close to the first duct wall portion is applied to the second duct wall portion, it is pushed by the second duct wall portion. were by the contact supporting means presses the shutter portion of the elastic supporting means, the shutter portion is spaced from the outer surface of the first duct wall opening in the through hole formed in the first duct wall portion, said abutment The elastic support means is elastically deformed so as to fall into the through-opening opening of the support means, whereby the deformation of the second duct wall portion proceeds smoothly. Further, when the external force on the second duct wall is released, the contact support means can be returned to the original posture by the restoring elastic force of the elastic support means.

In the invention described in claim 2, the opening length of the through hole is summarized in that the said is set larger than the length of projection into the duct of the abutment support means.
Therefore, according to the invention according to claim 2, with the elastic deformation of the elastic support means, substantially the whole of the contact support member falls into the through-hole and protrudes to the outside of the duct body. It becomes deformable in a concave manner until it comes into contact with the first duct wall.

In the invention described in claim 3, and summarized in that a sealing member is interposed between the shutter and the first duct wall.
Therefore, according to the third aspect of the present invention, the sealing state of the shutter portion of the elastic support means and the first duct wall portion is suitably achieved even in the normal implementation state, and the outside air enters the duct through the through hole. Inflow can be prevented.

  According to the vehicle air intake duct according to the present invention, when an external force is applied to the second duct wall, the second duct wall is appropriately deformed. Even if it is put into practice, it does not hinder the concave deformation of the engine hood. When the second duct wall is pushed by hand, when the external force is released, the contact support means can be returned to the original posture by the restoring elastic force of the elastic support means.

  Next, a preferred embodiment of the vehicle air intake duct according to the present invention will be described and described below with reference to the accompanying drawings. Note that the same components and components as those of the conventional vehicle intake duct described with reference to FIGS. 8 to 12 will be described with the same reference numerals.

  FIG. 1 is a schematic perspective view of a vehicle intake duct according to the present embodiment as viewed obliquely from below, and FIG. 2 is an exploded perspective view showing each member constituting the vehicle intake duct in a separated state. The vehicle intake duct D according to the present embodiment includes a first duct wall portion 22 and a second duct wall portion 24 facing the first duct wall portion 22, and the first duct wall portion 22 and the second duct wall. The duct body 20 is formed by the portion 24.

  The duct body 20 is molded by a known blow molding technique or injection molding technique. In the case of molding by blow molding technology, for example, after forming a hollow intermediate molded member (not shown) from a synthetic resin material such as TPO (thermoplastic elastomer), both end portions of the intermediate molded member are placed at required positions. By cutting out, the air intake port 26 and the air delivery port 28 are provided. Further, mounting piece portions 30 and 30 each having a locking hole for allowing insertion of a mounting fixing member 36 such as a bolt or a pin in the front side portion of the duct main body 20 adjacent to the air intake port 26 are provided in the duct main body. It is integrally formed in a state extending from 20 to the side. In addition, a cylindrical fitting connection portion 32 connected to the air inlet of the air cleaner AC is formed on the outer periphery of the air outlet 28. Such a duct main body 20 is formed so that the thicknesses of the first duct wall portion 22 and the second duct wall portion 24 are substantially the same at any part, although there are some differences.

  As shown in FIGS. 1 and 2, the vehicle intake duct D of the present embodiment is loosely fitted into a through-hole 40 formed in the first duct wall portion 22 and extends into the duct, and the tip is the second duct. An abutment support member 50 as an abutment support means facing the inside of the wall portion 24, and the abutment support member 50 is mounted and supported, and is disposed on the first duct wall portion 22 to correspond to the abutment support member 50. Is provided with a plate member 60 serving as an elastic support means that is elastically deformed so that the posture of the through hole 40 can be displaced in a downward manner.

  As shown in FIGS. 2, 4, and 5, the through-hole 40 provided in the first duct wall portion 22 has a long hole shape extending rearward from a portion adjacent to the air intake port 26 of the duct body 20. As will be described later, the opening length L in the longitudinal direction is set to be larger than the protruding height H of the contact support member 50 into the duct body 20, and the contact support member 50 is in a lying posture. The opening shape and size can be passed while being displaced. That is, the through hole 40 has an opening length L that extends in a direction in which the tip of the corresponding contact support member 50 moves when the contact support member 50 falls down, and is larger than the protrusion height H of the contact support member 50. It has become. As shown in FIGS. 3 and 4, the through hole 40 is formed on the rear side away from the radiator support 14 in a state where the duct body 20 is fixed to the upper surface of the radiator support 14, that is, over the radiator support 14. It is considered that the contact support member 50 that is formed at a position where it does not wrap and is displaced in a downward manner into the through-hole 40 does not contact the radiator support 14.

  The through hole 40 is opened by an end mill, a hot blade cutter, or the like in a post-process after the duct body 20 is blow-molded. However, when the first duct wall portion 22 and the second duct wall portion 24 are formed by the injection molding technique, the through hole 40 can be formed simultaneously with the formation of the first duct wall portion 22.

  The contact support member 50 is used when the duct body 20 is negatively pressured as the engine EG is driven to rotate, or when the duct body 20 is softened as the temperature in the engine room 12 increases. It functions to prevent deformation of the front part of the 20. Therefore, as shown in FIG. 3, the arrangement position where the contact support member 50 functions properly is located at the front portion of the opening of the through hole 40 at a position where it does not overlap with the upper surface of the radiator support 14. It is desirable to set so that the interval W from the front end of the duct body 20 in which the inlet 26 is formed is generally within 30 mm.

  Such a contact support member 50 is formed separately from the duct main body 20 from a synthetic resin material such as PP (polypropylene), for example, by injection molding technology. As shown in FIG. It is a conical member with a rounded tip shape that is loosely fitted to the mouth 40 so that an inclining posture displacement is possible. The protrusion height H of the contact support member 50 is such that the top end surface portion of the second duct wall portion 24 is not deformed (the duct main body 20 is not deformed). And the base end bottom surface portion is set to a length facing the outer surface of the first duct wall portion 22 through the through-hole 40, and when the second duct wall portion 24 is not deformed, the entirety of the duct main body 20 is Located inside. Note that a screw hole 52 into which a first mounting screw 54 described later is screwed is formed in the base end bottom surface portion of the contact support member 50.

  The plate member 60 as the elastic support means is made of, for example, a metal such as spring steel. As shown in FIG. 1 and FIG. 2, the plate member 60 is formed in a bowl shape in which the left and right ends extend rearward as shown in FIGS. The formed mounting piece portion 62 and a deformation support portion 64 that extends rearward from the left and right central portions of the mounting piece portion 62 with a required width and supports the contact support member 50 by mounting the deformation support portion 62. Reference numeral 64 denotes a size larger than the opening size of the through hole 40 and also serves as the shutter portion 65. The outer surface facing the first duct wall portion 22 when attached to the duct body 20 is in close contact with the outer surface of the first duct wall portion 22 in a normal state where the plate member 60 is not elastically deformed. Thus, it is formed in a surface shape that covers the through hole 40.

  The restoring elastic force can be adjusted by changing the thickness dimension, the width dimension, etc. of the deformation support portion 64. When an external force is applied to the deformation support portion 64 from the thickness direction, a deformation point described later. In P1, a flexible elastic deformation comes to appear. Further, the shutter portion 65 may be formed separately from the attachment piece portion 62 and the deformation support portion 64 and attached to the deformation support portion 64.

  As shown in FIG. 2, the boundary portion between the mounting piece portion 62 and the deformation support portion 64 of the plate member 60 is located at the front edge of the through-hole 40 when the plate member 60 is attached to the first duct wall portion 22. The deformation support portion 64 is located along the line (so as to be aligned), and is a deformation point P <b> 1 where the deformation support portion 64 is flexibly elastically deformed with respect to the attachment piece 62. In addition, a first insertion hole 66 that allows the insertion of the first mounting screw 54 described above is formed in a portion adjacent to the deformation point P <b> 1 of the deformation support portion 64. That is, the abutting support member 50 described above is screwed into the screw hole 52 formed in the bottom surface of the base end by screwing the first mounting screw 54 inserted into the first insertion hole 66 from the lower side of the deformation support portion 64. The front end portion of the contact support member 50 is fixed to the upper surface of the deformation support portion 64, and the front end portion of the contact support member 50 is a support point P2 that supports the second duct wall portion 24. It almost coincides with the deformation point P1. The abutting support member 50 is attached to the plate member 60 before being attached to the duct body 20, and the abutting support member 50 and the plate member 60 can be handled as a single member.

  In addition, as shown in FIG. 2, the second mounting screws 56 and 56 are allowed to be inserted into the rear extending portions 62A and 62A that are formed in a bowl shape on the left and right sides of the mounting piece portion 62 and extend rearward. Two insertion holes 68 are formed at positions corresponding to the screw holes 42 formed in the first duct wall portion 22 of the duct body 20. That is, the plate member 60 is screwed into the corresponding screw holes 42, 42 by screwing the second mounting screws 56, 56 inserted into the second insertion holes 68, 68 from the lower side of the mounting piece 62, thereby Fixed to the first duct wall 22. When the plate member 60 is fixed to the first duct wall 22, as shown in FIG. 3, the contact support member 50 is positioned at the front portion of the through hole 40, and the shutter 65 is connected to the through hole. 40 is covered.

  As shown in FIG. 4, the formation positions of the respective second insertion holes 68, 68 are in a direction (front edge of the duct body 20) perpendicular to the longitudinal direction of the through hole 40 (front-rear direction of the duct body 20). The support point P2 and the second insertion holes 68 and 68 are aligned in a substantially straight line in the lateral direction (in the case of the embodiment). Since the first insertion hole 66 is located directly below the support point P2, the first insertion hole 66 and the second insertion holes 68, 68 are aligned in a horizontal row). That is, in order to suppress the deformation of the first duct wall portion 22 due to the force applied to the mounting piece portion 62 when an external force is applied to the contact support member 50 and the plate member 60 is flexibly elastically deformed at the deformation point P1. In this case, it is desirable that the formation positions of the respective second insertion holes 68, 68 are located behind the deformation point P1. Therefore, in the plate member 60 of the embodiment, the rear extending portions 62A and 62A extending rearward are formed on the left and right sides of the mounting piece portion 62, and the second insertion holes 68 are formed in the rear extending portions 62A and 62A. , 68 are formed. And the formation position of each 2nd insertion hole 68,68 will be the rear side from the part aligned with the support point P2 and a horizontal line, if the back extension part 62A, 62A of the attachment piece part 62 is extended further rearwardly. can do.

  The attachment mode of the plate member 60 to the duct body 20 is not limited to the above-described screw fixing mode, and for example, a known rivet or the like can be used. In addition, a locking and fixing configuration in which a locking claw portion is provided in the duct body 20 and the mounting piece 62 is locked to the locking claw portion, an adhesive configuration using an adhesive, a fixing configuration by caulking, etc. are also suitably implemented. Is possible.

  Note that a sheet-like cushioning material 44 made of non-woven fabric or urethane is affixed to the peripheral portion of the support point P2 supported by the tip top surface portion of the contact support member 50 inside the second duct wall portion 24. It is attached. Since the buffer material 44 is interposed between the second duct wall 24 and the contact support member 50, direct contact between the second duct wall 24 and the contact support member 50 is avoided. The occurrence of abnormal noise or vibration due to direct contact is preferably prevented.

  In the vehicle intake duct D of the present embodiment, as described above, the spring coefficient (spring constant) of the deformation support portion 64 is set by setting the thickness dimension and width dimension of the plate member 60, changing the material, and the like. It is possible to adjust the strength accompanying the 20 crushing deformation. In addition, since the plate member 60 that supports the contact support member 50 and the shutter portion 65 that covers the through hole 40 are formed as a single member, the number of components can be reduced.

  As shown in FIG. 2, the vehicle intake duct D according to the present embodiment first supports the deformation support portion 64 of the plate member 60 before being attached to the duct body 20 by using the first attachment screw 54. The member 50 is attached. Then, the plate member 60 to which the abutment support member 50 is attached causes the corresponding contact support member 50 to enter the duct main body 20 through the through hole 40, and the second insertion holes 68 and 68 to the screw holes 42 and 42. After being aligned and positioned, the second mounting screws 56, 56 are screwed into the screw holes 42, 42 through the second insertion holes 68, 68, whereby the first duct wall portion 22 is assembled to the outer surface. Is completed. When the plate member 60 is properly assembled to the duct body 20, the contact support member 50 is located at the front side portion of the through hole 40 and the shutter portion 65 covers the through hole 40. The top end surface portion of the abutting support member 50 abuts and supports the second duct wall portion 24 from the inside via the cushioning material 44.

  As shown in FIGS. 3 and 4, the duct main body 20 assembled with the abutting support member 50 and the plate member 60 uses the fitting connection portion 32 to connect the rear portion of the duct main body 20 to the air cleaner AC. The front portion of the duct body 20 is fixed to the upper surface of the radiator support 14 by using an attachment fixing member 36 that is connected to the attachment pieces 30 and 30 and is inserted into the engaging holes of the attachment pieces 30 and 30. Therefore, the first duct wall portion 22 comes into contact with the radiator support 14 that is the front vehicle body component of the engine room 12, the second duct wall portion 24 comes close to the engine hood 16, and the air intake 26 is disposed in the radiator support. 14 and the engine hood 16 are opened forward.

  Such a vehicle intake duct D of this embodiment is installed in the engine room 12 and is used as a duct for normal implementation (FIGS. 3 and 4). Even if the negative pressure in the duct body 20 at the time or the flexibility of the duct body 20 due to the temperature rise in the engine room 12 occurs, the abutting support member 50 attached to the plate member 60 is used as the second duct wall portion. Since the duct 24 is supported from the inside, the duct body 20 hardly deforms. Therefore, the opening area of the air intake port 26 does not decrease.

  Further, in a normal implementation state, the duct body 20 is not deformed, and the inside of the duct body 20 becomes negative pressure due to air suction, but the through-hole 40 through which the contact support member 50 is inserted has a shutter portion 65. Is completely covered. Therefore, in a normal implementation state, warm air in the engine room 12 is prevented from flowing into the duct body 20 via the through-hole 40.

  When a pressing force (external force) by the engine hood 16 that deforms in a concave manner due to a collision or the like is applied to the second duct wall portion 24 of the duct body 20, as shown in FIG. The contact support member 50 pushed by the portion 24 pushes the deformation support portion 64 of the plate member 60. At this time, since the pressing force by the engine hood 16 is large, the deformation support portion 64 of the plate member 60 is flexibly elastically deformed at the deformation point P1, and the shutter portion 65 is moved along with the elastic deformation of the deformation support portion 64. Since the through hole 40 is opened away from the first duct wall portion 22, the contact support member 50 is allowed to be displaced in a downward manner into the through hole 40. Therefore, the second duct wall portion 24 is deformed in a concave manner in accordance with the inclining posture displacement of the contact support member 50, and the duct body 20 is allowed to be crushed.

  In addition, since the opening length L of the through hole 40 is set to be larger by the protruding height H of the contact support member 50, the corresponding contact is accompanied by the flexural elastic deformation at the deformation point P1 of the deformation support portion 64. It is possible for substantially the entire support member 50 to fall into the through hole 40 and protrude outside the duct body 20. Accordingly, the second duct wall portion 24 is allowed to be deformed in the direction approaching the first duct wall portion 22 until the inside of the second duct wall portion 24 contacts the inside of the first duct wall portion 22. As a result, a large amount of crushing deformation of the duct body 20 is ensured, so that the concave deformation of the engine hood 16 is not hindered, and the shock absorbing performance of the engine hood 16 can be maximized. Is possible.

  Further, when performing maintenance work in the engine room 12, a relatively small external force is applied when a maintenance worker puts a hand on the duct body 20 and pushes a heavy object on the duct body 20. When applied to the duct body 20, the deformation support portion 64 of the plate member 60 may be flexibly elastically deformed by the pressing force, and the duct body 20 may be deformed. However, when the external force on the duct body 20 is released, the restoring force of the duct body 20 itself and the restoring elasticity of the plate member 60 that urges the contact support member 50 in the direction of the second duct wall portion 24. Due to the force, the abutment support member 50 can be returned to its original posture, and the duct body 20 can be returned to its original state.

  Therefore, the vehicle intake duct D according to the present embodiment has the following operational effects. First, in a normal implementation state where the engine is installed in the engine room 12 and used as an intake duct, the deformation of the duct body 20 is prevented by the abutment support member 50 supported by the plate member 60, and the vehicle intake duct is formed. Does not degrade the function. Further, even if the inside of the duct body 20 becomes negative pressure due to air suction from the air intake port 26, the plate member 60 is in close contact with the outer surface of the first duct wall portion 22, and the shutter portion 65 covers the through hole 40. Therefore, it is possible to prevent inconvenience that warm air in the engine room 12 flows into the duct body 20 through the through-hole 40.

  When a pressing force that causes the second duct wall portion 24 to approach the first duct wall portion 22 is applied to the second duct wall portion 24, the contact support member 50 is pressed to deform the plate member 60. The support portion 64 is elastically deformed flexibly at the deformation point P1. Due to such a flexible elastic deformation of the deformation support portion 64, the shutter portion 65 opens the through hole 40, and the contact support member 50 is displaced in a downward manner into the through hole 40. The crushing deformation of the duct body 20 due to the concave deformation of the duct wall portion 24 proceeds smoothly. Therefore, when the pressing force from the engine hood 16 that deforms in a concave manner is applied to the second duct wall 24, the crushing deformation of the duct body 20 proceeds smoothly. The engine hood 16 can sufficiently exhibit the impact absorbing performance without being hindered.

  In the above-described embodiment, the metal plate member 60 such as spring steel is exemplified as the elastic support means. However, the plate member 60 is not limited to a metal member, for example, a synthetic resin plate or the like. Any material can be used as long as it is made of a material capable of expressing a restoring elastic force (repulsive elastic force), such as a molded synthetic resin or a rubber molded from a rubber plate. Similarly, the contact support member 50 is not limited to the one made of synthetic resin, and may be made of metal or rubber.

  In the embodiment described above, the contact support member 50 and the plate member 60 are formed as separate bodies, and the corresponding contact support member 50 is attached and fixed to the plate member 60 with the first mounting screw 54. The contact support member 50 and the plate member 60 may be integrally formed as long as they can be integrally formed.

  Further, the deformation point P1 in the plate member 60 may be formed as a thin integral so-called integral hinge. Thus, when the deformation point P1 is formed to be thin, there is an advantage that bending elastic deformation of the deformation support portion 64 is likely to occur when the contact support member 50 is pushed.

  Further, the plate member 60 as the elastic support means is not limited to the shape of the above-described embodiment. For example, as shown in FIG. 6, the second attachment is provided between the air intake port 26 and the through-hole 40. If there is a space in which the screw hole 42 into which the screw 56 is screwed can be formed, if the screw hole 42 is formed between the air intake port 26 and the through-hole 40, a simple rectangular shape is formed. It is also possible.

  Further, the contact support member 50 as the contact support means is not limited to the shape protruding vertically as described above, and for example, a shape inclined toward the front side of the duct body 20 as shown in FIG. It is also possible. That is, the support point P2 at which the contact support member 50 contacts the inside of the second duct wall portion 24 is located outside the through hole 40 with respect to the deformation point P1 of the plate member 60, and is a support point with respect to the deformation point P1. In this state, P2 is offset to the front side by the required amount T. When the contact support member 50 has such a shape, the plate member 60 is difficult to be deformed when the load is low. Therefore, even if a negative pressure is generated in the duct body 20, the second duct is more effectively used. The deformation of the wall portion 24 can be suppressed. As shown in FIG. 7, when the pressing force by the engine hood 16 is applied from the upper front, the contact support member 50 is bent by the deformation support portion 64 of the plate member 60 as in the above-described embodiment. By elastically deforming, the posture is displaced in a penetrating manner into the through hole 40.

  Further, when it is necessary to increase the degree of adhesion between the duct body 20 and the plate member 60, the through hole 40 is surrounded between the first duct wall portion 22 and the plate member 60 as shown in FIG. 7. The seal member 70 may be interposed. The seal member 70 may be attached to the outer surface of the first duct wall portion 22 or may be attached to the deformation support portion 64 of the plate member 60.

  In the above-described embodiment, the long hole-shaped through hole 40 is formed in a direction extending in the front-rear direction of the duct body 20 (direction intersecting the air intake port 26), and the through hole 40 of the plate member 60 is formed. An example in which the contact support member 50 is incliningly displaced toward the rear side of the duct body 20 by providing the deformation point P1 at a position along the front end edge is illustrated. The embodiment is not limited to this. For example, if the through hole 40 is formed in a direction extending in the front-rear direction of the duct body 20 and the deformation point P1 is provided at a position along the rear edge of the through hole 40 of the plate member 60, The contact support member 50 can be displaced in the posture toward the front side of the duct body 20. In addition, the long hole-shaped through hole 40 is formed in a direction extending in the left-right direction of the duct body 20 (direction parallel to the air intake port 26), and along the left edge of the through hole 40 of the plate member 60. If the deformation point P <b> 1 is provided at the position, the contact support member 50 can be displaced in a downward manner in the right direction of the duct body 20. Further, the long hole-shaped through hole 40 is formed in a direction extending in the left-right direction of the duct body 20, and the deformation point P <b> 1 is provided at a position along the right edge of the through hole 40 of the plate member 60. In this case, the contact support member 50 can be displaced in a downward manner in the left direction of the duct body 20.

  The abutment support member 50 is not limited to one as in the above-described embodiments and modifications, and a plurality of abutment support members 50 are arranged in view of the shape and size of the duct body 20 and the air intake port 26. It may be. In the case of a configuration in which a plurality of contact support members 50 are provided, the number of plate members 60 that are elastic support means is set to a plurality so as to individually correspond to each contact support member 50. Alternatively, one plate member 60 may be provided corresponding to the plurality of contact support members 50.

  Furthermore, in the above-described embodiment, the abutting support member 50 facing the inside of the second duct wall portion 24 contacts the inside of the second duct wall portion 24 even when the duct body 20 is not deformed. The form was illustrated. However, the contact support member 50 faces the inner side of the second duct wall 24 in a state where the end of the duct body 20 is not deformed at all (a non-contact state) with a slight gap. Thus, the second duct wall portion 24 may come into contact with the second duct wall portion 24 when it begins to deform in a concave manner.

  The vehicle air intake duct according to the present invention includes a first duct wall portion and a second duct wall portion positioned to face the first duct wall portion, and the duct main body, for example, between a vehicle body component and an engine hood. It is arrange | positioned in the state which faced the air intake provided in the front-end part of this, and can implement suitably for the various vehicles which have an engine hood especially.

The perspective view which looked at the vehicle intake duct of the present Example from diagonally downward. The disassembled perspective view shown in the state which isolate | separated the member which comprises a vehicle intake duct. The sectional side view which showed the state which attached the vehicle intake duct to the vehicle front in the state before a deformation | transformation of an engine hood. The partially broken top view of the vehicle intake duct attached to the vehicle front. The sectional side view which showed the state which attached the vehicle intake duct to the vehicle front in the state to which the pressing force by the deformed engine hood was added. The partially broken top view of the vehicle intake duct which mounted | wore with the plate member of another form. The partially broken side view of the vehicle intake duct equipped with the contact support member of another form. The perspective view which simplified the inside of the engine room in a vehicle. IX-IX sectional view taken on the line of FIG. The partially broken perspective view which looked at the conventional vehicle intake duct from diagonally upward. The sectional side view which showed the state which assembled | attached the conventional vehicle intake duct illustrated in FIG. 10 in the vehicle front in the state before a deformation | transformation of an engine hood. The sectional side view which showed the state which assembled | attached the conventional vehicle intake duct illustrated in FIG. 10 in the vehicle front in the state which applied the pressing force by the deformed engine hood.

Explanation of symbols

22 first duct wall, 24 second duct wall, 40 through-hole,
50 contact support members (contact support means), 60 plate members (elastic support means),
65 shutter, 70 seal member, H projection length, L opening length

Claims (3)

In a vehicle air intake duct comprising a first duct wall and a second duct wall facing the first duct wall,
Elastic support means having a shutter portion attached to the outer surface of the first duct wall portion and covering a through-hole formed in the first duct wall portion;
Wherein provided in the shutter portion, the loosely fitted into the through-hole extends into the duct, and a contact supporting means tip faces the inside of the second duct wall,
Along to the elastic support means so as to displace the position of the shutter portion is opened to the through hole spaced from the outer surface of the first duct wall from the attitude for covering the through hole is elastically deformed, the contact A vehicle air intake duct configured to cause the support means to fall into the through hole . The vehicle intake duct according to claim 1 , wherein an opening length of the through hole is set to be larger than a length of the contact support means protruding into the duct. The vehicle intake duct according to claim 1 or 2 , wherein a seal member is interposed between the first duct wall portion and the shutter portion .

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