WO2013108704A1

WO2013108704A1 - Engine cover

Info

Publication number: WO2013108704A1
Application number: PCT/JP2013/050281
Authority: WO
Inventors: 近藤　裕之; 康一朗岩永; 就可井上
Original assignee: 東海ゴム工業株式会社
Priority date: 2012-01-17
Filing date: 2013-01-10
Publication date: 2013-07-25
Also published as: JP2013147939A; JP5876298B2

Abstract

Provided is an engine cover which is easily attached to an engine-side member, which is lightweight, and which has an excellent design. An engine cover (1) comprises a cover body (2) made of a foamed resin, engaging parts (30) formed as a continuation of the cover body (2) and made of the same material as the cover body (2), and a coating layer (4) disposed on the surface of the cover body (2). The engine cover (1) is attached to an engine-side member (80) by directly engaging the engaging parts (30) with engaged members (90) disposed in the engine-side member (80).

Description

Engine cover

The present invention relates to an engine cover that is disposed in an engine room of a vehicle and covers an engine side member such as a cylinder head cover in a detachable manner.

An engine cover is arranged in the vehicle engine room. The engine cover is attached to the cylinder head cover of the engine. By covering the cylinder head cover from above with the engine cover, it is possible to suppress leakage of engine noise to the outside. Moreover, the design property of an engine room can be improved.

For example, Patent Document 1 discloses an engine cover including a sound insulation cover made of hard resin. Patent Document 2 discloses an engine cover including a sound insulating cover made of hard resin and a sound absorbing layer made of urethane rubber. As described in

Patent Documents

1 and 2, the engine cover is attached to the cylinder head cover by being bolted through a rubber grommet.

JP 2004-293306 A Japanese Patent Laid-Open No. 2001-98954 JP 2004-198801 A German Patent Application Publication No. 10 2006 052 900 Specification

When attaching a conventional engine cover to an engine side member such as a cylinder head cover, an interposing member such as a grommet or collar is required between the mounting member fixed to the engine side member. For this reason, the number of parts is large, the number of man-hours for mounting is increased, and the cost is increased. Further, in a vehicle, it is required that the engine hood is deformed and absorbs an impact when a pedestrian collides. According to the conventional engine cover, the sound insulation cover is made of metal or hard resin. For this reason, the sound insulation cover is hard. Therefore, from the viewpoint of protecting pedestrians in the event of a collision, a sufficient space is ensured between the engine hood and the engine cover so that the time until the engine hood deforms and contacts the engine cover is increased. There is a need. For this reason, the design freedom of the engine cover is small.

On the other hand, as an engine cover that does not have a hard sound insulation cover and can be attached without using a grommet, Patent Document 3 discloses an engine cover that includes a rubber sound insulation layer and a urethane foam sound absorption layer. Yes. In the engine cover of Patent Document 3, a hard protrusion protruding from the engine side member is exposed through the sound insulation layer. For this reason, the engine cover looks bad. Moreover, it is not desirable that the hard protrusion protrudes toward the engine hood from the viewpoint of protecting pedestrians. In addition, when the protrusion does not penetrate the sound insulating layer, it is necessary to create holes that communicate coaxially in both the sound absorbing layer and the sound insulating layer.

Patent Document 4 discloses an engine cover including a surface element forming a design surface and a foam as a sound absorbing material. In the engine cover of Patent Document 4, the density of the foamed resin forming the foam is large. For this reason, the rigidity of a foam is large. Further, an attachment member for attaching to the engine side member is incorporated in the foam.

The present invention has been made in view of such circumstances, and an object thereof is to provide an engine cover that is easy to attach to an engine-side member, is lightweight, and has excellent design.

(1) In order to solve the above problems, an engine cover according to the present invention includes a cover body made of foamed resin, an engaging portion formed continuously from the cover body and made of the same material as the cover body, And a paint layer disposed on the surface, wherein the engaging portion is attached to the engine side member by directly engaging with an engaged member disposed on the engine side member.

The engine cover of the present invention includes a cover body made of foamed resin, an engaging portion, and a paint layer. The engine cover of the present invention does not have a hard sound insulation cover. For this reason, an engine cover can be reduced in weight. In addition, the design of the engine cover that the sound insulating cover has carried can be ensured by the paint layer disposed on the surface of the cover body.

The cover body is made of foamed resin. Foamed resin is softer than metal or hard resin. For this reason, the impact absorption capability of the engine cover is increased. Therefore, the space (impact mitigation space) between the engine hood and the engine cover can be made narrower than before. This increases the degree of freedom in designing the engine cover. For example, the surface of the engine cover can be brought closer to the horizontal (more toward the engine hood). In this case, the designability in the engine room can be improved. Moreover, the sound insulation effect becomes high by covering a larger area.

In the engine cover of the present invention, the engaging portion used for attachment to the engine side member is made of the same material as the cover body, that is, foamed resin. The engine cover of the present invention is light enough to have no sound insulation cover. In addition, the cover body needs to retain its shape, and thus has an appropriate rigidity. That is, in the conventional engine cover in which the sound insulation layer and the urethane foam sound absorption layer are laminated, the shape retention of the sound absorption layer is not so necessary. For this reason, a relatively soft urethane foam is used from the viewpoint of sound absorption. On the other hand, in the engine cover of the present invention, since shape retention is required, the cover body is formed of a foamed resin that is harder than the conventional sound absorbing layer. Therefore, the rigidity of the cover body is larger than that of the conventional sound absorbing layer. For this reason, even if the engaging portion is formed of the same material as the cover main body, the engaging portion and the engaged member arranged on the engine side member are directly engaged to attach the engine cover to the engine side member. be able to.

Also, since the engaging part is made of the same material as the cover body, the sound absorption performance is high as with the cover body. For this reason, even if the engaged member is made of metal, vibration transmitted from the engine-side member can be absorbed by the engaging portion. In addition, the engaging portion does not require an intervening member such as a grommet that has been conventionally required to suppress vibration from the engine side member. For this reason, the number of parts can be reduced. Moreover, the man-hour at the time of attachment can also be reduced. Thereby, the manufacturing cost of an engine cover can be reduced.

Also, the engaging portion is made of the same material as the cover body and is formed continuously from the cover body. That is, the engaging portion is not formed by incorporating a mounting member separate from the cover body, but is manufactured continuously and integrally with the cover body. For this reason, it is not necessary to insert-mold the attachment member. Therefore, according to the engine cover of the present invention, not only the attachment to the engine side member but also the manufacture of the engine cover itself is facilitated.

(2) Preferably, in the configuration of the above (1), the engaged member is a bracket, and the engaging portion is a hook portion locked to the bracket.

As described above, the engine cover of the present invention is relatively lightweight, and the cover body has an appropriate rigidity. Therefore, the engine cover can be easily attached to the engine side member by engaging the engagement portion (hook portion) formed in the hook shape and made of the same material as the cover main body with the bracket of the engine side member. The hook part is made of the same foamed resin as the cover body. Therefore, the hook portion has elasticity as well as rigidity. For this reason, the hook part can be easily deformed and locked to the bracket. Therefore, according to this configuration, the engine cover can be easily attached and detached.

(3) Preferably, in the configuration of (1), the engaged member is a convex member protruding from the engine side member, and the engaging portion is a concave portion into which the convex member is press-fitted. It is better to have a configuration.

In this configuration, the recess is made of the same foamed resin as the cover body. Therefore, the recess has elasticity as well as rigidity. For this reason, the convex member can be held in the concave portion by press-fitting the convex member of the engine side member into the concave portion. Therefore, the engine cover can be easily attached to the engine-side member simply by press-fitting the convex member of the engine-side member into the recess.

(4) Preferably, in the configuration of the above (3), when the engine hood is disposed facing the engine side member with the engine cover interposed therebetween, the depth of the concave portion is determined from the convex member to the engine hood direction. It is better to have a configuration that is larger than the distance between the engine hood and the engine cover at the portion that is extended.

The convex member of the engine side member is press-fitted into the concave portion (engagement portion). For example, when the press-fitting length of the convex member is small, the convex member is easily removed from the concave portion. Thereby, there exists a possibility that an engine cover may remove | deviate from an engine side member. In this configuration, when the engine hood is disposed facing the engine side member across the engine cover, the depth of the concave portion is set between the engine hood and the engine cover at a portion extending from the convex member toward the engine hood. Make it larger than the distance between. In other words, the press-fitting length of the convex member is made larger than the distance between the engine hood and the engine cover. By doing so, even if the engine cover moves to the engine hood side due to vibration, the engine cover comes into contact with the engine hood before the convex member comes out of the recess. For this reason, it is difficult for the convex member to come out of the concave portion. Therefore, the engine cover is difficult to come off from the engine side member.

Note that a hood insulator may be disposed on the back surface of the engine hood (the surface on the engine cover side). In this case, the distance between the hood insulator and the engine cover may be the distance between the engine hood and the engine cover.

(5) Preferably, in the configuration of (3) or (4) above, it is better to have a configuration in which protrusions extending in the depth direction are arranged on the inner peripheral surface of the recess.

When the convex member is press-fitted, the protrusion formed on the inner peripheral surface of the concave portion is compressed in the radial direction. For this reason, in the state accommodated in the recessed part, the load resulting from the elastic deformation of a protrusion acts on a convex member from the radial direction outer side. Therefore, according to this configuration, the convex member is difficult to come out of the concave portion. That is, it is difficult for the engine cover to come off from the engine side member.

(6) Preferably, in the configuration of any of the above (3) to (5), an O-ring is provided around the outer peripheral surface of the convex member.

When the convex member is press-fitted, the O-ring is compressed in the radial direction. For this reason, in the state accommodated in the recessed part, the load resulting from the elastic deformation of the O-ring acts on the recessed part from the inside in the radial direction and on the convex member from the outside in the radial direction. Therefore, according to this configuration, the convex member is difficult to come out of the concave portion. That is, it is difficult for the engine cover to come off from the engine side member.

(7) Preferably, in the configuration of (1), one of the engaging portion and the engaged member is a swing shaft portion, and the other is swingably locked to the swing shaft portion. It is better to have a configuration that is a rocking recess.

According to this configuration, the engine cover can be easily attached to the engine-side member by housing the swing shaft portion in the swing recess and swinging either the swing shaft portion or the swing recess in this state. be able to. That is, first, the engine cover is inserted from an oblique direction, and the swing shaft and the swing recess are engaged. Next, the engine cover is swung in a state where the swing shaft portion is accommodated in the swing recess. In this manner, for example, even when the space for attaching the engine cover is limited in the engine room, the engine cover can be easily attached.

(8) Preferably, in the configuration of (1), the engaged member is made of a resin including a shaft portion fixed to the engine-side member and a head portion having a larger diameter than the shaft portion. A clip member, and the engaging portion opens in a crossing direction intersecting the axial direction of the shaft portion and accommodates the shaft portion, and opens in the crossing direction and houses the head portion It is better that the clip member and the engaging portion are engaged from the crossing direction.

The engaged member is a resin clip member. For this reason, compared with the case where a to-be-engaged member is metal, the elasticity of an attachment part becomes large. Thereby, the impact absorption capability of the engine cover is improved.

Further, the shaft portion of the clip member is inserted into the shaft portion accommodating portion of the engaging portion from the intersecting direction intersecting the axial direction. Similarly, the head portion of the clip member is also inserted into the head accommodating portion of the engaging portion from the intersecting direction. That is, the clip member and the engaging portion are engaged from the crossing direction. Here, the head portion of the clip member has a larger diameter than the shaft portion. Therefore, the opening width of the shaft portion accommodating portion of the engaging portion is smaller than the diameter of the head portion of the clip member. That is, the movement of the head in the axial direction is restricted by the head accommodating portion. Therefore, according to this configuration, the clip member is unlikely to come out of the engaging portion in the axial direction. Therefore, the engine cover is difficult to come off from the engine side member.

(9) Preferably, in any one of the constitutions (1) to (8), the foamed resin may be a urethane foam having a density of 80 kg / m ³ or more and 120 kg / m ³ or less.

According to this configuration, it is possible to give the cover body appropriate rigidity while maintaining the sound absorption of the cover body. Therefore, it is possible to achieve both sound absorption and shape retention of the engine cover.

(10) Preferably, in the configuration of any one of the above (1) to (9), the paint layer is formed by applying a paint to the mold surface of the mold, and the mold in which the paint layer is formed. It is better to have a structure manufactured by injecting a foamed resin raw material into the cavity and foam-molding it.

According to this configuration, the engine cover of the present invention can be easily manufactured by an in-mold molding method.

It is a perspective view of the engine cover of a first embodiment. It is a front-back direction sectional view of the engine cover. FIG. 4 is a front-rear direction cross-sectional view in the first stage of the engine cover mounting method. It is a front-back direction sectional view in the 2nd step of the attachment method of the engine cover. It is sectional drawing of the front-back direction of the engine cover of 2nd embodiment. It is a permeation | transmission perspective view of the boss | hub part vicinity of the engine cover of 3rd embodiment. It is a front-back direction sectional view near the boss part of the engine cover of a fourth embodiment. It is a perspective view of the engine cover of a fifth embodiment. It is a front-back direction sectional view of the engine cover. FIG. 4 is a front-rear direction cross-sectional view in the first stage of the engine cover mounting method. It is a front-back direction sectional view in the 2nd step of the attachment method of the engine cover. It is a perspective view near the engaging part of the engine cover of a sixth embodiment. It is a transmission exploded perspective view near the engaging part of the engine cover. It is the graph which compared the change of the impact load in the engine cover of a first embodiment, and the conventional engine cover.

DESCRIPTION OF SYMBOLS 1: Engine cover, 2: Cover main body, 3: Engagement part, 4: Paint layer, 30: Hook part, 31: Boss part, 32: Swing recessed part, 33: Shaft part accommodating part, 34: Head part accommodating part , 80: cylinder head cover (engine side member), 81: engine hood, 90: bracket, 91: convex member, 92: swing shaft, 93: clip member, 310: concave, 311: protrusion, 800: boss 810: Hood main body, 811: Sound absorbing layer, 910: O-ring, 930: Shaft, 931: Head.

Hereinafter, embodiments of the engine cover of the present invention will be described.

<First embodiment>
[Constitution]
First, the configuration of the engine cover of this embodiment will be described. FIG. 1 is a perspective view of the engine cover of the present embodiment. As shown in FIG. 1, the engine cover 1 is attached to the upper surface of the cylinder head cover 80. The cylinder head cover 80 is included in the concept of the “engine side member” of the present invention.

FIG. 2 shows a cross-sectional view in the front-rear direction of the engine cover of the present embodiment. As shown in FIG. 2, the engine cover 1 includes a cover body 2, four hook portions 30, and a paint layer 4. The cover body 2 is made of urethane foam and has a shallow tray shape that opens downward. The density of the urethane foam is 100 kg / m ³ , the tensile strength (TS) is 460 kPa, and the elongation at break (E _b ) is 125%. The tensile strength and elongation at break were measured according to JIS K 6251 (2010). As a test piece, a dumbbell No. 5 type was used. Urethane foam is included in the concept of “foamed resin” of the present invention.

The four hook portions 30 are formed at the bottom corners of the cover body 2. Each of the four hook portions 30 is formed continuously and integrally with the cover body 2. That is, each of the four hook portions 30 is made of the urethane foam.

The paint layer 4 is formed of a urethane resin paint. The paint layer 4 is formed on the upper surface of the cover body 2. The paint layer 4 is exposed in the engine room. An engine hood 81 is disposed above the paint layer 4. The engine hood 81 includes a hood main body 810 and a sound absorbing layer 811.

Four brackets 90 are arranged on the upper surface of the cylinder head cover 80. Each of the four brackets 90 is made of metal and has an L shape when viewed from the left or right. Of the four brackets 90, the two front brackets 90 and the two rear brackets 90 are arranged symmetrically in the front-rear direction. The hook portions 30 are engaged with the four brackets 90, respectively. The two front hooks 30 are engaged with the two front brackets 90 from the rear (inner side in the horizontal direction). The rear two hook portions 30 are engaged with the rear two brackets 90 from the front (in the horizontal direction).

[Mounting method]
Next, the attachment method of the engine cover 1 of this embodiment is demonstrated. FIG. 3 shows a cross-sectional view in the front-rear direction in the first stage of the engine cover mounting method of the present embodiment. FIG. 4 is a cross-sectional view in the front-rear direction in the second stage of the engine cover mounting method.

First, as shown in FIG. 3, the rear two hook portions 30 are engaged with the rear two brackets 90 from the front. Next, as shown in FIG. 4, while the engine cover 1 is bent, the lower ends (tips) of the two front hook portions 30 are inserted into the two front brackets 90. Then, the front two hook portions 30 are engaged with the two front brackets 90 from the rear by the elastic restoring force of the engine cover 1. In this way, the engine cover 1 is attached to the cylinder head cover 80.

[Production method]
Next, the manufacturing method of the engine cover 1 of this embodiment is demonstrated. First, a urethane resin coating is applied to the lower mold surface of the mold by spraying. Next, the coating film is dried to form the coating layer 4 on the lower mold surface. Then, the lower mold and the upper mold are clamped, and a foamed urethane resin material is injected into a cavity formed by the lower mold and the upper mold on which the coating layer 4 is formed, and foam molding is performed. Thereafter, the engine cover 1 is obtained by opening the mold and taking out the molded product.

[Function and effect]
Next, the effect of the engine cover 1 of this embodiment is demonstrated. In the engine cover 1, the cover body 2 is made of urethane foam. Urethane foam is softer than metals and hard resins used in conventional sound insulation layers for engine covers. For this reason, the engine cover 1 has a high impact absorption capability.

As an example, FIG. 14 shows a graph comparing changes in impact load between the engine cover 1 and a conventional engine cover. A conventional engine cover includes a sound insulating cover made of polyamide resin and a sound absorbing layer made of urethane foam. The density of the urethane foam of the sound absorbing layer is 60 kg / m ³ , the tensile strength is 156 kPa, and the elongation at break is 174%. As shown in FIG. 14, the engine cover 1 has a slower load increase rate and a smaller maximum load value than the conventional engine cover. That is, the engine cover 1 has a higher shock absorption capacity than the conventional engine cover.

Therefore, according to the engine cover 1, the space between the engine hood 81 (impact mitigation space) can be made narrower than before. Thereby, the design freedom of the engine cover 1 increases. For example, the upper surface of the engine cover 1 can be brought closer to the horizontal (more toward the engine hood 81). In this case, the designability in the engine room can be improved. Moreover, the sound insulation effect becomes high by covering a larger area.

The hook portion 30 is made of the same material as the cover body 2, that is, urethane foam. As apparent from the comparison of density, tensile strength, and elongation at break, the cover body 2 is made of a urethane foam that is harder than the sound absorbing layer of the conventional engine cover. By so doing, moderate rigidity is imparted to the cover body 2 without impairing the sound absorption of the cover body 2. Therefore, both the sound absorption and shape retention of the engine cover 1 can be achieved.

The rigidity of the cover body 2 is larger than that of the conventional sound absorbing layer. On the other hand, the engine cover 1 is lighter than the conventional engine cover by the amount that does not have a sound insulation cover. Therefore, the engine cover 1 can be attached to the cylinder head cover 80 by directly engaging the hook portion 30 with the bracket 90. Moreover, the hook part 30 has elasticity with rigidity. That is, the hook part 30 can be elastically deformed. For this reason, the hook part 30 can be deformed to be easily engaged with and detached from the bracket 90. Therefore, the engine cover 1 can be easily attached and detached. Moreover, the engagement direction with respect to the bracket 90 in the two hook parts 30 of the front and the two hook parts 30 of the back is reverse. For this reason, the hook portion 30 is unlikely to be detached from the bracket 90 in the front-rear direction (horizontal direction). Therefore, the engine cover 1 is not easily detached from the cylinder head cover 80.

The hook part 30 has a high sound absorption performance like the cover body 2. For this reason, even if the bracket 90 is made of metal, vibration transmitted from the cylinder head cover 80 can be absorbed by the hook portion 30. In addition, the hook portion 30 does not require an intervening member such as a grommet that has been conventionally required to suppress vibration from the cylinder head cover 80. For this reason, the number of parts can be reduced. Moreover, the man-hour at the time of attachment can also be reduced. Thereby, the manufacturing cost of the engine cover 1 can be reduced.

The hook part 30 is not insert-molded mounting members having a hook shape separate from the cover body 2. The hook part 30 is formed at the same time as the cover body 2 only by foaming the foamed urethane resin material. Moreover, the engine cover 1 provided with the coating layer 4 can be easily manufactured by in-mold molding.

The paint layer 4 is formed on the upper surface of the cover body 2. The cover body 2 is made of urethane foam, and the paint layer 4 is made of urethane resin-based paint. Since the paint layer 4 is made of the same urethane material as that of the cover main body 2, the adhesion to the cover main body 2 is good and the influence on the cover main body 2 is small. In addition, according to the urethane resin-based paint, it is possible to form a coating film having good elongation and excellent cold resistance as compared with, for example, an acrylic resin-based paint. Therefore, the paint layer 4 is excellent in elongation and cold resistance.

<Second embodiment>
The difference between the engine cover of this embodiment and the engine cover of the first embodiment is that a convex member is arranged instead of the bracket. Moreover, it is the point by which the recessed part is arrange | positioned instead of a hook part. Here, only differences will be described.

FIG. 5 shows a cross-sectional view in the front-rear direction of the engine cover of the present embodiment. In addition, about the site | part corresponding to FIG. 2, it shows with the same code | symbol. As shown in FIG. 5, four convex members 91 are erected on the upper surface of the cylinder head cover 80. The convex member 91 is a so-called stud bolt made of metal. On the other hand, four boss portions 31 are formed on the lower surface of the cover body 2. The four boss portions 31 are each formed continuously and integrally with the cover body 2. That is, the four boss portions 31 are each made of the same urethane foam as the cover body 2. Concave portions 310 are respectively formed on the lower surfaces of the four boss portions 31. The upper portions of the convex members 91 are press-fitted into the four concave portions 310, respectively.

The engine cover 1 first aligns the horizontal positions of the convex member 91 and the concave portion 310, and then presses the engine cover 1 against the cylinder head cover 80 from above to press-fit the convex member 91 into the concave portion 310. Attached to the head cover 80.

The engine cover 1 of the present embodiment has the same functions and effects as those of the engine cover of the first embodiment with respect to parts having the same configuration. Further, as shown in FIG. 5, the depth (vertical length) L1 of the recess 310 is a portion above the convex member 91 (that is, a portion extending from the convex member 91 in the direction of the engine hood 81). It is larger than the distance L2 from the sound absorbing layer 811) to the engine cover 1 (L1> L2). For this reason, even if the boss portion 31 moves upward with respect to the convex member 91, the engine cover 1 contacts the sound absorbing layer 811 before the convex member 91 comes out of the concave portion 310. Therefore, the engine cover 1 is not easily detached from the cylinder head cover 80.

<Third embodiment>
The difference between the engine cover of this embodiment and the engine cover of the second embodiment is that a protrusion is disposed in the recess. Here, only differences will be described. FIG. 6 shows a transparent perspective view near the boss portion of the engine cover of the present embodiment. In addition, about the site | part corresponding to FIG. 5, it shows with the same code | symbol. As shown in FIG. 6, four protrusions 311 are formed on the inner peripheral surface of the boss portion 31. The four ridges 311 are formed 90 ° apart from each other in the circumferential direction. The four ridges 311 each extend in the vertical direction (the axial direction of the recess 310).

The engine cover of the present embodiment has the same operational effects as those of the engine cover of the second embodiment with respect to parts having the same configuration. Further, according to the engine cover of the present embodiment, the four protrusions 311 are compressed in the radial direction when the convex member 91 shown in FIG. 5 is press-fitted. For this reason, in the state accommodated in the recessed part 310, the load resulting from the elastic deformation of the four protrusion 311 acts on the convex member 91 from the radial direction outer side. Therefore, the convex member 91 is difficult to be removed from the concave portion 310.

<Fourth embodiment>
The difference between the engine cover of this embodiment and the engine cover of the second embodiment is that an O-ring is arranged on the convex member. Here, only differences will be described. FIG. 7 shows a cross-sectional view in the front-rear direction near the boss portion of the engine cover of the present embodiment. In addition, about the site | part corresponding to FIG. 5, it shows with the same code | symbol. As shown in FIG. 7, an O-ring 910 is mounted on the outer peripheral surface of the tip portion of the convex member 91. The O-ring 910 is in elastic contact with the inner peripheral surface of the recess 310.

The engine cover of the present embodiment has the same operational effects as those of the engine cover of the second embodiment with respect to parts having the same configuration. Further, according to the engine cover of the present embodiment, the O-ring 910 is compressed in the radial direction when the convex member 91 is press-fitted. For this reason, in the state accommodated in the recessed part 310, the load resulting from the elastic deformation of the O-ring 910 acts on the recessed part 310 from a radial inside, and the convex member 91 from the radial outside. Therefore, the convex member 91 is difficult to be removed from the concave portion 310.

<Fifth embodiment>
The difference between the engine cover of the present embodiment and the engine cover of the first embodiment is that two swing shaft portions are arranged instead of the rear two brackets. Further, two swinging concave portions are arranged instead of the two rear hook portions. Here, only differences will be described.

FIG. 8 is a perspective view of the engine cover of the present embodiment. In addition, about the site | part corresponding to FIG. 1, it shows with the same code | symbol. As shown in FIG. 8, two brackets 90 and two swing shafts 92 are arranged on the upper surface of the cylinder head cover 80. The two brackets 90 are disposed on the front side, and the two swing shafts 92 are disposed on the rear side. The two swing shaft portions 92 each have a straight portion that extends linearly in the left-right direction.

FIG. 9 shows a cross-sectional view in the front-rear direction of the engine cover of the present embodiment. In addition, about the site | part corresponding to FIG. 2, it shows with the same code | symbol. As shown in FIG. 9, two hook portions 30 and two swing recesses 32 are formed on the lower surface of the cover body 2 continuously and integrally with the cover body 2, respectively. That is, the two hook portions 30 and the two swinging concave portions 32 are each made of the same urethane foam as that of the cover body 2. The two hook portions 30 are formed in the front, and the two swing recesses 32 are formed in the rear. Each of the two swinging recesses 32 opens rearward.

FIG. 10 shows a cross-sectional view in the front-rear direction in the first stage of the engine cover mounting method of the present embodiment. FIG. 11 is a cross-sectional view in the front-rear direction in the second stage of the engine cover mounting method.

When attaching the engine cover 1 to the cylinder head cover 80, first, as shown in FIG. 10, the rear two swinging recesses 32 are engaged with the rear two swinging shafts 92 from the front. The swing shaft 92 is housed in the front end of the swing recess 32. Next, as shown in FIG. 11, the engine cover 1 is swung downward about the rocking shaft portion 92. Here, the bracket 90 is disposed on the swinging track L3 (one-dot chain line) of the hook portion 30. For this reason, the hook part 30 contacts the bracket 90 by swinging the engine cover 1. Moreover, the hook part 30 which contact | abutted engages with the bracket 90, elastically deforming. In this way, the engine cover 1 is attached to the cylinder head cover 80.

The engine cover 1 of the present embodiment has the same functions and effects as those of the engine cover of the first embodiment with respect to parts having the same configuration. Further, according to the engine cover of the present embodiment, the engine cover 1 can be attached to the cylinder head cover 80 by engaging the swing recess 32 with the swing shaft portion 92 and swinging the engine cover 1. For this reason, when the engine cover 1 is attached, alignment between the two hook portions 30 and the two brackets 90 is unnecessary. Further, even when the space for attaching the engine cover 1 is limited in the engine room, the engine cover 1 is inserted from an oblique direction, and the swing shaft 92 and the swing recess 32 are engaged. The engine cover 1 can be attached to the cylinder head cover 80.

<Sixth embodiment>
The difference between the engine cover of the present embodiment and the engine cover of the first embodiment is that four clip members are arranged instead of the four brackets. Further, four engaging portions are arranged instead of the four hook portions. Here, only differences will be described.

FIG. 12 is a perspective view of the vicinity of the engaging portion of the engine cover of the present embodiment. FIG. 13 shows a transparent exploded perspective view of the vicinity of the engaging portion of the engine cover of the present embodiment. In these drawings, portions corresponding to those in FIG. 2 are denoted by the same reference numerals.

12 and 13, four boss portions 800 are formed on the upper surface of the cylinder head cover (not shown). Resin clip members 93 are engaged with the four boss portions 800, respectively. Each of the four clip members 93 includes a shaft portion 930 and a head portion 931. The shaft portion 930 has a round bar shape. The lower portion of the shaft portion 930 is press-fitted into the boss portion 800. The head 931 is formed at the upper end of the shaft portion 930. The head portion 931 has a larger diameter than the shaft portion 930.

The four engaging portions 3 are each formed continuously and integrally with a cover body (not shown). That is, the four engaging portions 3 are each made of the same urethane foam as the cover body. Each of the four engaging portions 3 includes a shaft portion accommodating portion 33 and a head portion accommodating portion 34. Among the four engaging portions 3, in the two front engaging portions 3, the shaft portion accommodating portion 33 has a U-shaped groove shape that opens forward (outside in the horizontal direction). The head accommodating portion 34 is partitioned above the shaft portion accommodating portion 33. The head accommodating portion 34 opens forward. In the two rear engaging portions 3, the shaft portion accommodating portion 33 has a U-shaped groove shape opened rearward (horizontal direction outer side). The head accommodating portion 34 is partitioned above the shaft portion accommodating portion 33. The head accommodating portion 34 is opened rearward. In the four engaging portions 3, the vertical length of the head accommodating portion 34 is substantially the same as the vertical length of the head 931 of the clip member 93.

When attaching the engine cover to the cylinder head cover, the engaging portion 3 is brought close to the clip member 93 from the rear as shown in FIG. Then, the shaft portion 930 of the clip member 93 (specifically, the portion of the shaft portion 930 between the head portion 931 and the boss portion 800) is relatively inserted into the shaft portion accommodating portion 33 from the front. In addition, the head portion 931 of the clip member 93 is relatively inserted into the head housing portion 34 from the front. What has been described above is the front two engaging portions 3 among the four engaging portions 3. In the case of the two rear engaging portions 3, the engaging portion 3 is brought close to the clip member 93 from the front, the shaft portion 930 is relative to the shaft portion accommodating portion 33, and the head portion 931 is relative to the head accommodating portion 34. Can be inserted from the rear.

The engine cover of the present embodiment has the same functions and effects as those of the engine cover of the first embodiment with respect to the parts having the same configuration. Further, according to the engine cover of the present embodiment, the clip member 93 disposed on the cylinder head cover is made of resin. For this reason, compared with the case where metal stud bolts (convex member 91) are accommodated in the recessed part 31 like 2nd embodiment, the elasticity of an attachment part becomes large. Thereby, the impact absorption capability of the engine cover is improved.

Further, the clip member 93 and the engaging portion 3 are engaged from the front-rear direction, that is, from the intersecting direction intersecting the axial direction (vertical direction). Here, the opening width of the shaft portion accommodating portion 33 of the engaging portion 3 is smaller than the diameter of the head portion 931 of the clip member 93. For this reason, the movement of the head portion 931 in the vertical direction is restricted by the head housing portion 34. Therefore, the clip member 93 is difficult to come off from the engaging portion 3. In addition, the opening directions of the two front engaging portions 3 and the two rear engaging portions 3 are opposite to each other. For this reason, the clip member 93 is difficult to come off from the engaging portion 3 also in the front-rear direction (horizontal direction). Further, the vertical length of the head accommodating portion 34 is substantially the same as the vertical length of the head 931. For this reason, the head 931 is less likely to rattle in the head accommodating portion 34.

<Others>
The embodiment of the engine cover of the present invention has been described above. However, the embodiment is not particularly limited to the above embodiment. Various modifications and improvements that can be made by those skilled in the art are also possible.

For example, the material of the cover body is not limited to urethane foam. Various foamed resins such as silicone foam can be used for the cover body. The physical properties such as the density of the foamed resin are not particularly limited as long as both the sound absorption property and the shape retaining property of the cover body can be achieved. For example, in the case of urethane foam, those having a density of 80 kg / m ³ or more and 120 kg / m ³ or less are suitable.

The paint forming the paint layer is not limited to urethane resin paint. For the paint layer, for example, various paints that can be bonded to the cover body, such as an acrylic resin paint, can be used.

The colors of the cover main body and the paint layer may be appropriately determined in consideration of design properties such as black and silver. For example, when the cover main body and the paint layer are made silver, it is difficult to absorb the heat from the heat source as compared with the black one. For this reason, the temperature rise of an engine cover can be suppressed. Thereby, the temperature rise of the other member arrange | positioned in the engine cover vicinity can also be suppressed.

The engine side member to which the engine cover is attached may be an intake manifold, a wire harness, a bracket, etc. in addition to the cylinder head cover. Moreover, in the said embodiment, the sound absorption layer (hood insulator) was arrange | positioned on the back surface of the engine hood. However, it does not matter if the engine hood does not have a sound absorbing layer.

The shape, position, number, and the like of the engaging portion (including the hook portion, the concave portion, and the swinging concave portion) in the engine cover are not limited to the above embodiment. What is necessary is just to determine suitably according to the kind, position, number, etc. of the to-be-engaged member (a bracket, a convex member, a rocking | fluctuation shaft part, a clip member are included) arrange | positioned at an engine side member.

In the second to fourth embodiments, the convex member may not be a stud bolt. Further, the depth of the recess (L1 in FIG. 5) and the distance between the engine hood and the engine cover (L2 in FIG. 5) are not limited to L1> L2. If the convex member is difficult to come out of the concave portion, L1 <L2 may be satisfied. In this case, for example, as in the third and fourth embodiments, it is desirable to devise a device that makes it difficult to remove at least one of the convex member and the concave portion. When arrange | positioning a protrusion on the internal peripheral surface of a recessed part, the width | variety, number, etc. of a protrusion are not limited to 3rd embodiment.

In the fifth embodiment, the engaged member of the cylinder head cover is the swinging shaft portion, and the engaging portion of the cover body is the swinging recess. However, a rocking recess may be formed as an engaged member in the cylinder head cover, and a rocking shaft may be formed continuously and integrally as an engaging part in the cover body.

In the first embodiment, the direction of engagement between the hook portion and the bracket may be not only the front-rear direction but also the left-right direction. In the fifth embodiment, the engagement direction of the swing recess and the swing shaft portion may be not only the front-rear direction but also the left-right direction. Similarly, in the sixth embodiment, the engagement direction between the engagement portion and the clip member may be not only the front-rear direction but also the left-right direction.

Claims

A cover body made of foamed resin, an engagement portion formed continuously from the cover body and made of the same material as the cover body, and a paint layer disposed on the surface of the cover body,
An engine cover, wherein the engaging portion is attached to the engine side member by directly engaging with an engaged member disposed on the engine side member.
The engaged member is a bracket;
The engine cover according to claim 1, wherein the engaging portion is a hook portion locked to the bracket.
The engaged member is a convex member protruding from the engine side member,
The engine cover according to claim 1, wherein the engaging portion is a concave portion into which the convex member is press-fitted.
When the engine hood is disposed facing the engine side member across the engine cover, the depth of the concave portion is determined between the engine hood and the engine cover at a portion extending from the convex member toward the engine hood. The engine cover according to claim 3, wherein the engine cover is larger than a distance therebetween.
The engine cover according to claim 3 or 4, wherein a protrusion extending in the depth direction is disposed on an inner peripheral surface of the recess.
The engine cover according to any one of claims 3 to 5, wherein an O-ring is mounted on an outer peripheral surface of the convex member.
The engine according to claim 1, wherein one of the engaging portion and the engaged member is a swinging shaft portion, and the other is a swinging recess that is swingably locked to the swinging shaft portion. cover.
The engaged member is a resin clip member including a shaft portion fixed to the engine side member, and a head portion having a larger diameter than the shaft portion,
The engaging portion is opened in a crossing direction that intersects the axial direction of the shaft portion and accommodates the shaft portion, and a head housing portion that opens in the intersecting direction and houses the head portion And having
The engine cover according to claim 1, wherein the clip member and the engaging portion are engaged from the crossing direction.
9. The engine cover according to claim 1, wherein the foamed resin is a urethane foam having a density of 80 kg / m 3 or more and 120 kg / m 3 or less.
The coating material is applied to a mold surface of a molding die to form the coating layer, and the foamed resin material is injected into a cavity of the molding die on which the coating layer is formed to perform foam molding. The engine cover according to claim 9.