JP4874040B2 - Vehicle intake duct - Google Patents

Description

  The present invention relates to a vehicle air intake duct, and more specifically, a first duct wall portion, a second duct wall portion located opposite to the first duct wall portion, and a second duct wall portion protruding into the duct. The present invention relates to a vehicle intake duct having a support portion for supporting the first duct wall portion from the inside.

  In many automobiles (vehicles), as shown in FIGS. 11 and 12, 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. 12 and 14, 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 low height dimension. It has a flat shape with a suppressed width.

  Accordingly, the vehicle intake duct D1 is molded from a synthetic resin material by a blow molding technique, an injection molding technique, or the like, as shown in a partially broken view in FIG. 13, and the first duct wall section 22 and the first duct wall section 22 are formed. The main body is a duct main body 20 composed of a second duct wall portion 24 positioned 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 becomes (1) negative pressure in the duct main body 20 at the time of air intake accompanying the rotational drive of the engine EG, as the thickness is reduced and the outer shape is flattened due to the weight reduction. (2) The first duct wall portion 22 and the second duct wall portion 24 are recessed inwardly of the duct body 20 due to the softening of the duct body 20 due to the temperature rise in the engine room 12. Easy to deform. 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 is a possibility that inconvenience that the air required by the engine EG cannot be sufficiently taken in may occur. Therefore, for example, as shown in FIGS. 13 and 14, a support rib (support portion) 34 protruding into the duct body 20 is provided in a portion facing the air intake port 26 in the first duct wall portion 22, and this support is provided. As a configuration in which the second duct wall portion 24 is supported from the inside by the ribs 34, measures are taken to prevent the concave deformation (the duct body 20 is deformed) of the first duct wall portion 22 and the second duct wall portion 24. Has been. 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, the engine hood 16 in the vehicle body with improved shock absorbing performance is designed to absorb shock by deforming in a concave manner when receiving an impact force from above. Therefore, when the vehicle intake duct D1 disposed immediately 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 following this. Therefore, it is required that the deformation of the engine hood 16 is not hindered. Therefore, in the conventional vehicle intake duct D1, as shown in FIG. 13, the shape of the support rib 34 described above is changed to a column shape (a prism or a cylinder) or a cone shape (a pyramid or a cone) (not shown). When a pressing force (external force) by the hood 16 is applied from above, the support ribs 34 are bent or flexibly compressed.

  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, it was difficult to adjust the load. In particular, in the case of the duct body 20 formed by the blow molding technique, it is difficult to control the thickness of the support rib 34 at the time of molding, and thus the strength of the support rib 34 is likely to vary. If it is formed thicker, the crushing deformation of the duct body 20 is hindered as shown in FIG. Further, in the case of the duct 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, the thickness control of the support rib 34 at the time of molding is a comparison. Although it can be made easily, the point that the repulsive force gradually increases as the deformation of the support rib 34 increases, and the deformation mode of the support rib 34 is not constant, is the same as the above-described blow-molded duct, There were still problems that were difficult to adjust the load.

  An object of the present invention is to provide a vehicle air intake duct in which a crushing deformation is easily caused by a posture of a support portion being appropriately displaced when an external force is applied.

In order to solve the above-mentioned problems and achieve the intended object, the invention according to claim 1 is a first duct wall portion, a second duct wall portion positioned opposite to the first duct wall portion, and A vehicle intake duct having a support portion that protrudes from the first duct wall portion into the duct and supports the second duct wall portion from the inside;
It extends over the site of the three-way of the portion of the four-way surrounding the support portion in the first duct wall section, the first so as to protrude from the duct wall to at least one of the outward or inward of the duct the slack portion that forms the do they shape the slack in providing,
The slack portion is deformed is possible to form the elongated shape so that the slack shape is flat,
The remaining portion of the first duct wall portion surrounding the support portion where the slack portion is not provided is deformed from the slack shape of the slack portion to an elongated shape, thereby the first duct wall portion. The gist of the present invention is that it is a hinge point that allows the posture displacement of the support portion tilting with respect to the position.

Therefore, according to the first aspect of the present invention, when an external force is applied to the second duct wall portion, the support portion provided on the first duct wall portion is located on three sides of the portion surrounding the support portion. by slack portion provided to extension length deformation, since tilting manner posture displace remaining while slack portions are not provided as a hinge point, recessed deformation of the second duct wall section is appropriately proceed.

According to a second aspect of the invention, the pre-Symbol slack portion, and the portion protruding inward portion and said duct protrude outward of the duct, in a bellows provided alternately with distance from the support portion The gist is that it was formed .
Therefore, according to the invention which concerns on Claim 2, the elongate deformation | transformation of a slack part comes to express appropriately. In particular, since the slack amount of the slack portion is large, the posture displacement amount of the support portion can be increased.

The gist of the invention described in claim 3 is that the thickness of the slack portion is thinner than the thickness of the first duct wall portion .
Therefore, according to the third aspect of the invention, since the slack portion is easily deformed, the posture displacement of the support portion is likely to occur.

The gist of the invention described in claim 4 is that a cushioning material is interposed between the second duct wall portion and the support portion .
Therefore, according to the invention which concerns on Claim 4, since a 2nd duct wall part and a support part do not contact directly, generation | occurrence | production of abnormal noise, a vibration, etc. can be prevented.

  According to the vehicle air intake duct according to the present invention, when the external force is applied, the support portion is appropriately displaced in posture, so that crushing deformation is likely to occur.

  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.

(First embodiment)
FIG. 1 is a partially broken perspective view showing the vehicle intake duct of the first embodiment attached to the front of the vehicle body, and FIG. 2 is a sectional view taken along the line II-II in FIG. The vehicle intake duct D according to the first embodiment protrudes into the duct from the first duct wall portion 22, the second duct wall portion 24 positioned opposite to the first duct wall portion 22, and the first duct wall portion 22. Support ribs (support portions) 40 that support the second duct wall portion 24 from the inside. The first duct wall portion 22 and the second duct wall portion 24 form a duct body 20 that forms the main body of the vehicle intake duct D. The duct body 20 can be molded by a known blow molding technique or injection molding technique, and examples of the duct body 20 are those molded by the blow molding technique.

  In the case of the duct body 20 formed by blow molding technology, for example, a hollow body-shaped intermediate molded member (not shown) is formed from a synthetic resin material such as TPO (thermoplastic elastomer), so that the support rib 40 is provided. The first duct wall portion 22 and the second duct wall portion 24 are integrally formed. Then, by cutting off both end portions of the formed intermediate molded member at a required position, an air intake port 26 is opened at the front end portion, and an air outlet port 28 is opened at the rear end portion. In addition, the 1st duct wall part 22 and the 2nd duct wall part 24 are formed in the substantially same thickness in any site | part.

  Further, the duct body 20 is provided with mounting pieces 30 and 30 in which a locking hole for allowing insertion of a bolt, a pin or the like is formed in a front portion of the duct body 20 adjacent to the air intake port 26. It is integrally formed in a state extending from 20 to the side. Further, a cylindrical fitting connection portion 32 connected to the air inlet of the air cleaner AC is formed outside the air outlet 28 around the outer periphery of the air outlet 28. Note that the attachment pieces 30 and 30 may be formed separately from the duct main body 20 and assembled to the duct main body 20 for convenience of molding.

  The support rib 40 projecting from the first duct wall portion 22 has a hollow, substantially quadrangular pyramid shape that is substantially the same shape as the support rib 34 in the conventional vehicle intake duct D1 shown in FIG. At the position facing the inlet 26, it protrudes into the duct body 20, and the tip faces the back surface of the second duct wall 24. As shown in FIGS. 3A and 3B, the protruding height H of the support rib 40 is such that the sheet-like cushioning material 50 is formed on the inner surface of the second duct wall portion 24 facing the front end of the support rib 40. Since the first duct wall portion 22 and the second duct wall portion 24 are not deformed at all (the state where the duct main body 20 is not deformed), the tip portion is the second duct wall portion 24 because it is attached. It is set so that it may oppose with the back surface of a slight gap.

  Here, as shown in FIG. 2, the arrangement position of the support rib 40 in the second duct wall portion 24 is such that the front side portion of the duct body 20 is attached to the upper surface of the radiator support 14 and the upper surface of the radiator support 14. It is set to be on the rear side away from That is, in the present embodiment, the position where the support rib 40 is provided is in the vicinity of the air intake port 26, and the support rib 40 from the front end of the duct body 20 facing the air intake port 26 on the upper surface of the radiator support 14. The distance L to the front edge portion 40A is set to be substantially the same as or larger than the front and rear length L1 of the contact portion between the bottom surface of the duct body 20 and the upper surface of the radiator support 14. In other words, when the engine EG is driven at the maximum number of revolutions, the front side portion of the duct body 20 including the air intake port 26 is appropriately prevented from being deformed when air is taken in from the air intake port 26. Specifically, the interval L described above is appropriately set within a range of about 3 to 30 mm.

  The buffer material 50 described above is formed from a material having appropriate elasticity such as a nonwoven fabric or urethane, and the tip of the support rib 40 contacts the substantially central portion of the buffer material 50. The buffer material 50 is interposed between the second duct wall portion 24 and the support rib 40 to prevent direct contact between the front end portion of the second duct wall portion 24 and the inner surface of the second duct wall portion 24. To do. Accordingly, since the second duct wall 24 and the support rib 40 do not directly contact, generation of abnormal noise or vibration caused by the contact between the second duct wall 24 and the support rib 40 is suitably prevented. Can do.

And in the vehicle intake duct D of 1st Example, as shown in FIGS. 1-3 etc., the slack part which can be extendedly deformed in the boundary part with the support rib 40 in the 1st duct wall part 22 is possible. 42 is provided. The slack portion 42, when the pressing force to the support rib 40 via the second duct wall 2 4 is applied, deformed into a shape elongated from the shape slacked, the upright posture state of the support rib 40 (FIG. 2 4), the posture displacement from the lying state to the lying posture state (the state shown in FIG. 4) is sufficiently slackened.

  Specifically, as shown in FIGS. 3A and 3B, the slack portion 42 is formed as a part of the first duct wall portion 22 when the duct body 20 is molded, and the support rib 40 is formed in the first duct wall portion. In a standing posture state projecting substantially vertically from 22, a curved shape projecting (bulging) outward from the general outer wall surface of the duct body 20 toward the support rib 40 from the first duct wall 22. Further, as shown in FIG. 3, the slack portion 42 extends from the left end portion 40C to the rear end portion 40D and the right end portion 40B in a portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22. It is formed and extends over the length of about 3/4 of the outer periphery that surrounds the lower end of the support rib 40. And in the site | part which surrounds the lower end part of the support rib 40, the site | part along the front edge part 40A in which the slack part 42 is not formed functions as a hinge point HP when this support rib 40 changes the attitude | position. Become. However, the outward projecting shape of the duct body 20 is not limited to a curved shape, and may be an acute angle, for example.

  Therefore, when the pressing force from the outside of the second duct wall portion 24 is applied to the distal end portion of the support rib 40 in the standing posture, the support rib 40 is changed from the slack shape 42 to the shape in which the slack portion 42 is elongated. In addition to the deformation, the front end portion 40A acts as the hinge point HP, so that the posture of the duct body 20 can be tilted backward (FIG. 4). That is, when the support rib 40 receives a pressing force from above via the second duct wall portion 24, the support rib 40 itself is hardly bent or flexibly compressed, and the slack portion When 42 is deformed in an elongated manner, the posture is tilted with the front end 40A as a hinge point HP. In the course of the posture displacement of the support rib 40 to the lying posture, the protrusion height of the support rib 40 gradually decreases, so that the duct main body 20 is collapsible due to the concave deformation of the second duct wall portion 24. Deformation is allowed.

  Note that it is desirable to set the thickness of the slack portion 42 to be thinner than the thickness of the first duct wall portion 22 in consideration of facilitating the development of the extensional deformation of the slack portion 42. However, the slack portion 42 can adjust the difficulty of the extensional deformation by setting the wall thickness. Generally, the slack portion 42 is easily deformed in an extensible manner as the wall thickness is set smaller. It becomes easy to express a posture change.

  In the vehicle intake duct D of the first embodiment configured as described above, as shown in FIGS. 1 and 3, the rear portion of the duct body 20 is connected to the air cleaner AC by using the fitting connection portion 32. The front portion of the duct body 20 is fixed to the upper surface of the radiator support 14 by using attachment means (pins, bolts, etc.) inserted into the attachment holes of the attachment pieces 30, 30. In the vehicle intake duct D fixed in this manner, the first duct wall portion 22 is in contact with the radiator support 14 that is the front body component of the engine room 12, and the second duct wall portion 24 is close to the engine hood 16. Thus, the air intake 26 opens forward in the gap S between the radiator support 14 and the engine hood 16. The support rib 40 is located on the rear side away from the upper surface of the radiator support 14.

  And the vehicle intake duct D of 1st Example is a duct at the time of the air intake accompanying the rotational drive of engine EG in the normal implementation state (FIG. 3) installed in the engine room 12 and used for implementation as a duct. When negative pressure in the main body 20 or softening of the duct main body 20 due to a temperature increase in the engine room 12 occurs, the slack portion 42 hardly deforms, so that the tilting posture displacement of the support rib 40 is not expressed. . That is, in a normal implementation state, the first duct wall portion 22 and the second duct wall portion 24 are almost deformed in a concave manner due to the presence of the support rib 40 positioned so as to face the central portion of the air intake port 26. Therefore, the deformation of the duct body 20 is prevented and the opening area of the air intake port 26 is not reduced.

  And when the external force by the engine hood 16 which deform | transforms concavely is added to the 2nd duct wall part 24 of the duct main body 20, and the pressing force by this external force is added to the support rib 40 of a standing posture state, FIG. As shown, the support rib 40 is tilted rearward with the front end 40A as a hinge point HP when the slack portion 42 is deformed in an elongated manner. Accordingly, the second duct wall 24 is deformed in a concave manner as the support rib 40 is displaced to the lying posture, and the duct body 20 is allowed to be crushed. In addition, the support rib 40 smoothly displaces along with the extensional deformation of the slack portion 42, so that the crushing deformation of the duct main body 20 and the concave deformation of the engine hood 16 proceed smoothly, so that the engine There is no possibility of impeding the shock absorbing performance of the hood 16.

  Therefore, the vehicle intake duct D according to the first embodiment has the following operational effects. First, in a normal implementation state, the support rib 40 held in the standing posture state effectively prevents the duct body 20 from being crushed and prevents the function as a vehicle intake duct from being deteriorated. And when external force is added with respect to the 2nd duct wall part 24, the support rib 40 provided in the 1st duct wall part 22 makes the front end part 40A a hinge point because the slack part 42 deform | transforms extensiblely. Since the posture displacement is inclined as HP, the crushing posture displacement of the duct body 20 proceeds smoothly. In particular, since the support rib 40 itself is hardly deformed when the posture of the support rib 40 is changed, even if the strength of the support rib 40 varies, the variation affects the crushing posture displacement of the duct body 20. is not. When the vehicle intake duct D of this embodiment is disposed between the radiator support 14 and the engine hood 16 for use, the external force generated by the engine hood 16 that is deformed in a concave manner is caused by the second duct. When applied to the wall portion 24, the crushing deformation of the duct body 20 proceeds smoothly, so that the concave deformation of the engine hood 16 also proceeds smoothly, and the shock absorption performance of the engine hood 16 is sufficient. Will come into play.

  In the first embodiment described above, at the portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22, the support rib 40 is loosened along the right end portion 40B, the rear end portion 40D and the left end portion 40C. Although the case where the part 42 was provided was illustrated, the formation position of this slack part 42 may be other than this. For example, as shown in FIG. 5A, a slack portion 42 is formed along the right end portion 40B, the front end portion 40A, and the left end portion 40C of the support rib 40 at a portion surrounding the lower end portion of the support rib 40. In this embodiment, since the hinge point HP is located along the rear end portion 40D, the support rib 40 that has received the pressing force is tilted in the forward direction. Further, as shown in FIG. 5B, a slack portion 42 is formed along the front end portion 40A, the left end portion 40C, and the rear end portion 40D of the support rib 40 at a portion surrounding the lower end portion of the support rib 40. In this embodiment, since the hinge point HP is located at the right end 40B, the support rib 40 receiving the pressure is tilted to the left in a tilted manner. Further, as shown in FIG. 5C, a slack portion 42 is formed along the front end portion 40A, the right end portion 40B, and the rear end portion 40D of the support rib 40 at a portion surrounding the lower end portion of the support rib 40. In this embodiment, since the hinge point HP is located at the left edge 40C, the support rib 40 receiving the pressure is tilted in the right direction.

  The slack portion 42 is a portion of the outer peripheral portion of the support rib 40 at a portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22 (a boundary portion between the first duct wall portion 22 and the support rib 40). / It is desirable to form over 2 rounds. For example, when the extension length of the slack portion 42 is set to be 1/2 or less of the outer peripheral portion of the support rib 40, it may not be possible to secure a sufficient amount of deformation until the slender portion 42 extends. . If a sufficient amount of extensional deformation cannot be secured, for example, the slack portion 42 extends to the maximum while the support rib 40 is tilted to the state shown in FIG. May be restricted.

(Second embodiment)
FIG. 6 is a partial cross-sectional view of the duct showing the support rib 40 and the slack portion 42 in the vehicle intake duct D of the second embodiment. As shown in FIG. 6A, the slack portion 42 in the vehicle intake duct D of the second embodiment is formed as a part of the first duct wall portion 22 when the duct body 20 is molded, and the support rib 40 is the first. In a standing posture state that protrudes substantially vertically from the duct wall portion 22, it exhibits a curved shape that protrudes (inflates) inward from the general outer wall surface of the duct body 20 toward the support rib 40 from the first duct wall portion 22. ing. As in the first embodiment shown in FIG. 3, the slack portion 42 is located at the portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22 from the left end portion 40C to the rear end portion 40D and the right end portion. It is formed along 40 </ b> B and extends over a length of about 3/4 of the outer periphery surrounding the lower end of the support rib 40. Further, the thickness of the slack portion 42 is set to be thinner than the thickness of the first duct wall portion 22 in consideration of facilitating the development of the extensional deformation of the slack portion 42. And in the site | part which surrounds the lower end part of the support rib 40, the site | part along the front edge part 40A in which the slack part 42 is not formed functions as a hinge point HP when this support rib 40 changes the attitude | position. Become. However, the protruding shape of the duct body 20 in the inward direction is not limited to a curved shape, and may be an acute angle, for example.

  Therefore, when the pressing force from the outside of the second duct wall portion 24 is applied to the distal end portion of the support rib 40 in the standing posture, the support rib 40 is changed from the slack shape 42 to the shape in which the slack portion 42 is elongated. In addition to being deformed, the front end portion 40A acts as a hinge point HP, so that it is possible to displace the posture of the duct body 20 toward the rear side (FIG. 6B). That is, when the support rib 40 receives a pressing force from above via the second duct wall portion 24, the support rib 40 itself is hardly bent or flexibly compressed, and the slack portion When 42 is deformed in an elongated manner, the posture is tilted with the front end 40A as a hinge point HP. In the course of the posture displacement of the support rib 40 to the lying posture, the protrusion height of the support rib 40 gradually decreases, so that the duct main body 20 is collapsible due to the concave deformation of the second duct wall portion 24. Deformation is allowed. Therefore, in the vehicle intake duct D of the second embodiment, it is possible to sufficiently secure the amount of slackness of the slack portion 42. Therefore, the vehicle intake duct D of the first embodiment shown in FIGS. Similar effects can be obtained.

(Third embodiment)
FIG. 7 is a partially broken sectional view showing the vehicle intake duct D of the third embodiment attached to the front of the vehicle body. The slack portion 42 in the vehicle intake duct D of the third embodiment is formed as a part of the first duct wall portion 22 when the duct body 20 is molded, and the support rib 40 protrudes substantially vertically from the first duct wall portion 22. In the standing posture state, it is provided in a bellows shape protruding outward and inward from the duct body 20 from the first duct wall portion 22 toward the support rib 40. Similarly to the first embodiment shown in FIG. 3, the slack portion 42 is located at the portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22 from the left end portion 40C to the rear end portion 40D and the right end portion. It is formed along the portion 40 </ b> B and extends over the length of about 3/4 of the outer peripheral portion surrounding the lower end portion of the support rib 40. The wall thickness of the slack portion 42 is set to be thinner than the wall thickness of the first duct wall portion 22 in consideration of facilitating the development of the extensional deformation of the slack portion 42. And in the site | part which surrounds the lower end part of the support rib 40, the site | part along the front edge part 40A in which the slack part 42 is not formed functions as a hinge point HP when this support rib 40 changes the attitude | position. Become. However, the protruding shape of the duct body 20 in the inward direction is not limited to a curved shape, and may be an acute angle, for example.

  Therefore, when the pressing force from the outside of the second duct wall portion 24 is applied to the distal end portion of the support rib 40 in the standing posture, the support rib 40 is changed from the slack shape 42 to the shape in which the slack portion 42 is elongated. In addition to being deformed, the front end portion 40A acts as a hinge point HP, whereby a tilting posture displacement toward the rear side of the duct body 20 becomes possible (indicated by a two-dot chain line in FIG. 7). That is, when the support rib 40 receives a pressing force from above via the second duct wall portion 24, the support rib 40 itself is hardly bent or flexibly compressed, and the slack portion When 42 is deformed in an extended manner, the posture is tilted with the front end 40A as a hinge point HP. In the course of the posture displacement of the support rib 40 to the lying posture, the protrusion height of the support rib 40 gradually decreases, so that the duct main body 20 is collapsible due to the concave deformation of the second duct wall portion 24. Deformation is allowed. In particular, in the case of the bellows-like slack portion 42, it is possible to set a larger deformation amount until the slack portion 42 is extended, and the tilting posture displacement of the support rib 40 is more smoothly and reliably expressed. Therefore, the same operational effects as those of the vehicle intake ducts D of the first and second embodiments described above can be sufficiently obtained.

( Reference example)
As shown in FIG. 8, the slack portion 42 is supported at a portion surrounding the lower end portion of the support rib 40 in the first duct wall portion 22 (a boundary portion between the first duct wall portion 22 and the support rib 40). You may make it form over the perimeter of the outer peripheral part of the rib 40. FIG. In the case of the slack portion 42 having such a configuration, the hinge point HP is not formed on the outer peripheral portion of the support rib 40, and the support rib 40 according to the direction of the pressing force acting through the second duct wall portion 24. The direction in which the posture is displaced is determined. As shown in FIG. 9, the slack portion 42 is provided in a curved shape (or acute angle shape) projecting outward from the duct body 20 from the first duct wall portion 22 toward the support rib 40, or is not illustrated. Further, it may be provided in a curved shape (or an acute angle shape) protruding inward of the duct body from the first duct wall portion 22 toward the support rib 40. Further, as shown in FIG. 10, the slack portion 42 can be provided in a bellows shape protruding in both the outward direction and the inward direction of the duct body 20. In particular, in the case of the bellows-like slack portion 42, when the pressing force is applied obliquely from above, the support rib 40 is displaced in a tilted manner, and the pressing force is applied from directly above as shown in FIG. In this case, the posture of the support rib 40 can be displaced immersively below, and the posture displacement of the support rib 40 can flexibly correspond to the direction in which the pressing force is applied. Therefore, even when the slack portion 42 is provided over the entire circumference of the outer peripheral portion of the support rib 40, the same function and effect as those of the vehicle intake duct D of the above-described embodiment can be sufficiently obtained.

In the embodiments described before mentioned, it is exemplified a supporting rib 40 which forms a hollow, posture displacement of the support ribs 40 is not due to the deformation of the support rib 40 itself, expressed by extension deformation of the slack portion 42 In view of this, the support rib 40 may be a solid block body.

  In the above-described embodiment, the vehicle intake duct disposed in the front portion of the engine room 12 with the first duct wall portion 22 adjacent to the radiator support 14 and the second duct wall portion 24 adjacent to the engine hood 16. Although D is illustrated, the vehicle air intake duct of the present application is also intended to be provided with the first duct wall portion 22 and the second duct wall portion 24 in opposite directions.

  A vehicle air intake duct according to the present invention includes a first duct wall portion, a second duct wall portion positioned opposite to the first duct wall portion, and a second duct wall portion protruding into the duct from the first duct wall portion. It is comprised from the support part which supports from inside, and can be implemented suitably for the various vehicles which have an engine hood.

The partially broken perspective view which showed the vehicle intake duct of 1st Example in the state attached to the vehicle body front. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 1 and shows a state in which a vehicle intake duct is attached to the front of the vehicle in a state before deformation of the engine hood. Explanatory drawing which showed the slack part in the vehicle intake duct of 1st Example. 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 explanatory perspective view which showed the slack part of another form. The partially broken side view which showed the slack part in the vehicle intake duct of 2nd Example. The partially broken side view which showed the slack part in the vehicle intake duct of 3rd Example. Explanatory drawing which showed the slack part of the reference example provided over the perimeter of the outer peripheral part of a support rib. The partially broken side view which showed the attitude | position displacement of the support rib by the slack part of the reference example shown in FIG. Furthermore, the partially broken side view which showed the slack part of another reference example . The perspective view which simplified the inside of the engine room in a vehicle. XII-XII 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. 13 in the vehicle front in the state before a deformation | transformation of an engine hood. FIG. 15 is a side sectional view showing a state in which the conventional vehicle intake duct illustrated in FIG. 14 is assembled in the front of the vehicle with a pressing force applied by a deformed engine hood.

Explanation of symbols

22 1st duct wall part, 24 2nd duct wall part, 40 support rib (support part), 42 slack part,
50 cushioning material , HP hinge point

Claims (4)

A first duct wall portion; a second duct wall portion located opposite the first duct wall portion; and a support that projects from the first duct wall portion into the duct and supports the second duct wall portion from the inside. A vehicle intake duct having a portion,
It extends over the site of the three-way of the portion of the four-way surrounding the support portion in the first duct wall section, the first so as to protrude from the duct wall to at least one of the outward or inward of the duct the slack portion that forms the do they shape the slack in providing,
The slack portion is deformed is possible to form the elongated shape so that the slack shape is flat,
The remaining portion of the first duct wall portion surrounding the support portion where the slack portion is not provided is deformed from the slack shape of the slack portion to an elongated shape, thereby the first duct wall portion. A vehicle intake duct characterized in that the vehicle intake duct is configured to be a hinge point that allows a posture displacement of the support portion tilted with respect to the vehicle. 2. The vehicle intake according to claim 1, wherein the slack portion is formed in a bellows shape in which a portion protruding outward of the duct and a portion protruding inward of the duct are alternately provided as the distance from the support portion increases. duct. The vehicle intake duct according to claim 1 or 2, wherein a thickness of the slack portion is thinner than a thickness of the first duct wall portion . The vehicle intake duct according to any one of claims 1 to 3, wherein a cushioning material is interposed between the second duct wall portion and the support portion .

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