Engine intake duct

Abstract

To prevent water from entering the inside of the duct body. [Solution] The mating portion 50 has a first mating end 51 where a portion of the first division 30 and the second division 40 are butted against each other in the vertical direction of the vehicle, a second mating end 52 where a portion of the first division 30 and the second division 40 are butted against each other in the vertical direction of the vehicle and is located outward relative to the inside of the duct body 25 than the first mating end 51, a convex portion 53 formed on the first division 30 between the first mating end 51 and the second mating end 52 and protruding above the vehicle further than the first mating end 51, a recess 54 formed on the second division 40 between the first mating end 51 and the second mating end 52 and into which the convex portion 53 is inserted, and a chamber 55 defined by the convex portion 53 and the recess 54, and the first mating end 51 is located above the vehicle further than the second mating end 52.

Description

[Technical Field]

[0001] The present invention relates to an intake duct for an engine. [Background technology]

[0002] An engine intake duct includes a cylindrical duct body. The duct body is located in the engine compartment, rearward of the vehicle relative to the grill opening of the front grille. As disclosed in Patent Document 1, for example, the duct body includes a first half-cylindrical segment that is divided in the circumferential direction, and a second half-cylindrical segment that is located above the first segment. The duct body is configured to have a cylindrical shape by butting together both circumferential ends of the first segment and the second segment. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-113091 Summary of the Invention [Problem to be solved by the invention]

[0004] However, for example, during rain or when washing a car, water may seep into the engine compartment through the grill opening in the front grill. This may result in the water getting onto the duct body of the intake duct. When water gets onto the duct body, the negative intake pressure from the engine may cause the water to be sucked into the duct body through the gap where the first and second segments meet. The water getting into the duct body may cause engine malfunction. [Means for solving the problem]

[0005] The engine intake duct that solves the above-mentioned problems includes a cylindrical duct body that is disposed in an engine room of the vehicle rearward of a grill opening of a front grille, and has a first half-cylindrical divided body that is circumferentially divided, and a second half-cylindrical divided body that is disposed above the first half-cylindrical divided body, the duct body being configured to form a cylindrical shape by abutting both circumferential ends of the first half-cylindrical divided body and the second half-cylindrical divided body at a joint, and the joint is a first half-cylindrical divided body where a portion of the first half-cylindrical divided body and a portion of the second half-cylindrical divided body are abutted against each other in the vertical direction of the vehicle. The duct body has a mating end, a second mating end where a portion of the first division and a portion of the second division are butted against each other in the vertical direction of the vehicle and are positioned outward relative to the inside of the duct body than the first mating end, a convex portion formed in the first division between the first mating end and the second mating end and protruding above the vehicle beyond the first mating end, a concave portion formed in the second division between the first mating end and the second mating end and into which the convex portion is inserted, and a chamber defined by the convex portion and the concave portion, and the first mating end is positioned above the vehicle than the second mating end.

[0006] According to this, the convex portion is formed in the first section between the first mating end and the second mating end, protrudes upward from the first mating end, and is inserted into the concave portion formed in the second section. Therefore, water flowing through the gap at the mating end is less likely to be sucked into the duct body due to a hydraulic head difference generated at the end of the convex portion above the vehicle. The mating end also has a chamber defined by the convex portion and the concave portion. Therefore, the chamber reduces the negative suction pressure from the engine that acts continuously between the first mating end and the second mating end. As a result, water flowing through the gap at the mating end is less likely to be sucked into the duct body. Furthermore, the first mating end is located higher on the vehicle than the second mating end. This makes it less likely for water flowing through the gap at the mating end to be sucked into the duct body due to a hydraulic head difference generated at the first mating end, compared to when the first mating end is located lower on the vehicle than the second mating end. As a result, water can be prevented from entering the duct body.

[0007] In the intake duct for the engine, the second divided body may have an extending wall that covers the second mating end from the outside and extends downwardly of the vehicle beyond the second mating end.

[0008] This configuration makes it difficult for water that has entered the engine compartment through the grill opening to directly splash onto the second mating end portion, thereby making it easier to prevent water from being sucked into the duct body through the gap at the mating portion, and thus making it even easier to prevent water from entering the duct body.

[0009] In the intake duct of the engine, the extending wall may be spaced outward from the second mating end. This reduces the negative intake pressure from the engine acting between the extension wall and the second mating end, making it harder for water to be drawn into the duct body from between the extension wall and the second mating end, further reducing the likelihood of water entering the duct body. [Effects of the Invention]

[0010] According to this invention, it is possible to suppress the intrusion of water into the inside of the duct body. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a cross-sectional view schematically showing the inside of an engine room in an embodiment. [Figure 2] FIG. 2 is a front view showing a part of the duct body. [Figure 3] FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. [Figure 4] FIG. 4 is an enlarged cross-sectional view showing the mating portion. DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of an intake duct for an engine will now be described with reference to Figures 1 to 4. The intake duct of this embodiment is arranged in the engine compartment of a vehicle. <Outline of the engine room> As shown in FIG. 1 , an engine 12, an intake duct 13, a condenser 14, a radiator 15, a cooling fan 16, an air cleaner 17, and a bumper reinforcement 18 are arranged in an engine compartment 11 of a vehicle 10. The bumper reinforcement 18 supports a front bumper 19. A front grille 20 is arranged above the front bumper 19 on the vehicle. The front grille 20 has a grille opening 21. The grille opening 21 opens into the engine compartment 11. The grille opening 21 connects the inside and outside of the engine compartment 11.

[0013] The condenser 14, radiator 15, cooling fan 16, and air cleaner 17 are disposed in the engine compartment 11 rearward of the vehicle with respect to the front bumper 19 and the grill opening 21. The condenser 14, radiator 15, cooling fan 16, and air cleaner 17 are disposed in the engine compartment 11 in this order from the front to the rear of the vehicle.

[0014] When the engine 12 is running, air from outside the vehicle is introduced into the engine compartment 11 through the grill opening 21. The air introduced into the engine compartment 11 through the grill opening 21 passes through the condenser 14 and the radiator 15. The cooling fan 16 increases the amount of air passing through the condenser 14 and the radiator 15. The air passing through the condenser 14 and the radiator 15 contributes to cooling the condenser 14 and the radiator 15.

[0015] The air cleaner 17 and the engine 12 are connected via a connecting pipe 22. An air flow meter 23 is provided in the connecting pipe 22. The air flow meter 23 detects the amount of air taken into the engine 12. Specifically, the air flow meter 23 is configured to be able to detect the amount of air flowing inside the connecting pipe 22.

[0016] The operation of the engine 12 is controlled by an ECU 24. The ECU 24 is an electronic control unit including a CPU (Central Processing Unit), a memory in which various programs, various information, maps, etc. are stored in advance, an input interface, an output interface, etc. The air flow meter 23 is electrically connected to the ECU 24. Information relating to the air amount detected by the air flow meter 23 is transmitted to the ECU 24. The ECU 24 stores in advance a control program for controlling the operation of the engine 12 based on the information relating to the air amount transmitted from the air flow meter 23.

[0017] <Intake duct> The intake duct 13 includes a cylindrical duct body 25. The duct body 25 is disposed in the engine compartment 11 rearward of the grill opening 21 of the front grill 20.

[0018] The duct body 25 has an air intake port 26. The air intake port 26 opens at a first end of the duct body 25. The air intake port 26 is disposed in the engine compartment 11 rearward of the vehicle relative to the front grille 20. The air intake port 26 is disposed above the vehicle relative to the cooling fan 16. The air intake port 26 opens toward the front grille 20. A second end of the duct body 25 is disposed rearward of the vehicle relative to the cooling fan 16 and is connected to the air cleaner 17. A portion of the duct body 25 is disposed rearward of the vehicle relative to the cooling fan 16.

[0019] A portion of the air introduced into the engine compartment 11 from the grill opening 21 is drawn into the inside of the duct body 25 through the air intake 26. The air drawn into the inside of the duct body 25 is introduced into the air cleaner 17 and purified by the air cleaner 17. The air purified by the air cleaner 17 is drawn into the engine 12 through the connecting pipe 22.

[0020] 2 and 3, the duct body 25 has a first segment 30 that is circumferentially divided into a half-cylindrical shape, and a second segment 40 that is also half-cylindrical and is arranged above the first segment 30. The first segment 30 and the second segment 40 are made of a resin material. Note that Fig. 2 is a front view of the portion of the duct body 25 that is arranged rearward of the cooling fan 16 as viewed from the front of the vehicle.

[0021] The duct body 25 is configured to have a cylindrical shape by butting together both circumferential ends of the first segment 30 and the second segment 40 at a joint 50. In this way, the duct body 25 has a joint 50 on both circumferential sides. Each joint 50 extends in the axial direction of the duct body 25. Each joint 50 extends from the first end to the second end of the duct body 25. The intake duct 13 is disposed in the engine compartment 11 such that the joint 50 on one circumferential side of the duct body 25 is located in the front of the vehicle at a portion of the duct body 25 that is located rearward of the cooling fan 16.

[0022] As shown in FIG. 2, a plurality of locking holes 31 are provided at both circumferential ends of the first division 30. A plurality of locking claws 41 are provided at both circumferential ends of the second division 40. Each locking claw 41 is configured to be insertable into each locking hole 31. Then, with both circumferential ends of the first division 30 and the second division 40 butted against each other as a mating portion 50, each locking claw 41 inserted into each locking hole 31 is locked around each locking hole 31 in the first division 30. In this way, the first division 30 and the second division 40 are connected to each other.

[0023] <Joint> 4, a detailed description will be given of the configuration of the mating portion 50 on one circumferential side of the duct body 25. Note that the configuration of the mating portion 50 on the other circumferential side of the duct body 25 is the same as the configuration of the mating portion 50 on one circumferential side of the duct body 25, and therefore a detailed description thereof will be omitted.

[0024] As shown in FIG. 4, the mating portion 50 has a first mating end 51, a second mating end 52, a protrusion 53, a recess 54, and a chamber 55. The first division body 30 has a first open end face 32. The first open end face 32 is an end face located in the circumferential direction of the first division body 30 and is an end face that is continuous with the inner peripheral surface of the first division body 30. Therefore, the first open end face 32 is an end face located in the circumferential direction of the first division body 30 and is the end face closest to the inside of the duct main body 25. The first open end face 32 extends in the axial direction of the duct main body 25.

[0025] The second division body 40 has a second open end face 42. The second open end face 42 is an end face located in the circumferential direction of the second division body 40 and is an end face that is continuous with the inner circumferential surface of the second division body 40. Therefore, the second open end face 42 is an end face located in the circumferential direction of the second division body 40 and is the end face closest to the interior of the duct main body 25. The second open end face 42 extends in the axial direction of the duct main body 25. The second open end face 42 extends along the first open end face 32.

[0026] The first mating end 51 is formed by abutting the first opening end face 32 and the second opening end face 42. Therefore, at the first mating end 51, a portion of the first divided body 30 and a portion of the second divided body 40 abut each other in the up-down direction of the vehicle 10.

[0027] The first division body 30 has a first flange 33. The first flange 33 protrudes outward from the circumferential end of the first division body 30 on the outer peripheral surface of the first division body 30. The first flange 33 extends in the axial direction of the duct body 25. The first flange 33 is continuous with the first open end face 32.

[0028] The protrusion 53 protrudes upward on the vehicle from a portion of the first flange 33 that is continuous with the first opening end face 32. The protrusion 53 is continuous with the first opening end face 32. The protrusion 53 protrudes upward on the vehicle beyond the first opening end face 32. In this way, the protrusion 53 is formed on the first divided body 30 and protrudes upward on the vehicle beyond the first mating end portion 51. The protrusion 53 extends along the first opening end face 32.

[0029] The first flange 33 has a first flange surface 34. The first flange surface 34 is located more outward from the protrusion 53 relative to the inside of the duct main body 25, and is a surface of the first flange 33 located on the second divider 40 side. Therefore, the first flange surface 34 is located more outward from the inside of the duct main body 25 than the first opening end surface 32. The first flange surface 34 is located lower on the vehicle than the first opening end surface 32. The first flange surface 34 extends along the first opening end surface 32.

[0030] The second divider 40 has a second flange 43. The second flange 43 protrudes outward from the circumferential end of the second divider 40 on the outer circumferential surface of the second divider 40. The second flange 43 extends in the axial direction of the duct body 25. The second flange 43 is continuous with the second open end face 42. The second flange 43 extends along the first flange 33.

[0031] The recess 54 is formed in a portion of the second flange 43 that is continuous with the second opening end face 42. Therefore, the recess 54 is formed in the second divided body 40. The recess 54 is continuous with the second opening end face 42. The recess 54 extends along the second opening end face 42. The recess 54 extends along the protrusion 53. The protrusion 53 is inserted into the recess 54.

[0032] The second flange 43 has a second flange surface 44. The second flange surface 44 is located more outwardly with respect to the interior of the duct main body 25 than the recess 54, and is a surface of the second flange 43 that is located on the first divider 30 side. Therefore, the second flange surface 44 is located more outwardly with respect to the interior of the duct main body 25 than the second opening end surface 42. The second flange surface 44 is located lower on the vehicle than the second opening end surface 42. The second flange surface 44 extends along the second opening end surface 42. The second flange surface 44 extends along the first flange surface 34.

[0033] The second mating end 52 is formed by abutting the first flange surface 34 and the second flange surface 44 against each other. Therefore, at the second mating end 52, a portion of the first divided body 30 and a portion of the second divided body 40 abut against each other in the up-down direction of the vehicle 10. The second mating end 52 is located more outward relative to the inside of the duct body 25 than the first mating end 51. The first mating end 51 is located higher on the vehicle than the second mating end 52.

[0034] The protrusion 53 is formed in the first divided body 30 between the first mating end 51 and the second mating end 52, and protrudes upward relative to the vehicle beyond the first mating end 51. The recess 54 is formed in the second divided body 40 between the first mating end 51 and the second mating end 52, and the protrusion 53 is inserted into the recess 54. The chamber 55 is defined by the protrusion 53 and the recess 54.

[0035] <Extension wall> The second segment 40 has an extending wall 56. The extending wall 56 has a first extending portion 56a and a second extending portion 56b. The first extending portion 56a is continuous with the second flange surface 44 and extends outward from the side surface of the second flange 43. The second extending portion 56b extends downward in the vehicle direction from an end of the first extending portion 56a opposite the second flange 43. The second extending portion 56b extends from the first extending portion 56a downward in the vehicle direction beyond the first flange 33. Therefore, the end of the second extending portion 56b opposite the first extending portion 56a is located downward in the vehicle direction beyond the first flange 33. The second extending portion 56b is spaced outward from the first flange 33. The second extending portion 56b covers the second mating end portion 52 from the outside. In this way, the extending wall 56 covers the second mating end 52 from the outside and extends further downward in the vehicle than the second mating end 52. The extending wall 56 is spaced outward from the second mating end 52.

[0036] [Operation of the embodiment] Next, the operation of the embodiment will be described. Incidentally, for example, during rain or a car wash, water may seep into the engine compartment 11 through the grill opening 21 of the front grill 20. The water that seeps into the engine compartment 11 through the grill opening 21 may then pass through the condenser 14 and the radiator 15 together with the air introduced into the engine compartment 11 through the grill opening 21 and splash onto the duct body 25 of the intake duct 13. In particular, when the cooling fan 16 is driven, the water that has passed through the condenser 14 and the radiator 15 is blown onto the duct body 25. When water splashes onto the duct body 25 in this way, the negative intake pressure from the engine 12 may cause the water to be sucked into the duct body 25 through the gap at the joint 50 between the first and second segments 30 and 40.

[0037] At this time, a protrusion 53 is formed on the first division 30 between the first mating end 51 and the second mating end 52, protrudes above the vehicle beyond the first mating end 51, and is inserted into a recess 54 formed in the second division 40. Therefore, the water flowing through the gap in the mating part 50 is less likely to be sucked toward the inside of the duct body 25 due to the difference in water head that occurs at the end of the protrusion 53 above the vehicle.

[0038] The mating portion 50 also has a chamber 55 defined by the convex portion 53 and the concave portion 54. Therefore, the chamber 55 reduces the negative suction pressure from the engine 12 that continuously acts between the first mating end portion 51 and the second mating end portion 52. As a result, water flowing through the gap in the mating portion 50 is less likely to be sucked toward the inside of the duct body 25.

[0039] Furthermore, the first mating end 51 is located higher on the vehicle than the second mating end 52. Therefore, compared to when the first mating end 51 is located lower on the vehicle than the second mating end 52, for example, the water flowing through the gap in the mating part 50 is less likely to be sucked toward the inside of the duct body 25 due to the head difference that occurs at the first mating end 51.

[0040] In addition, the extension wall 56 makes it difficult for water that has entered the engine compartment 11 through the grill opening 21 to directly splash on the second mating end 52. This makes it easier to prevent water from being sucked into the inside of the duct main body 25 through the gap in the mating part 50. Furthermore, because the extension wall 56 is spaced outward from the second mating end 52, the negative intake pressure from the engine 12 that acts between the extension wall 56 and the second mating end 52 is reduced. As a result, it is difficult for water to be sucked into the inside of the duct main body 25 from between the extension wall 56 and the second mating end 52.

[0041] [Effects of the embodiment] The above embodiment can provide the following effects. (1) The convex portion 53 is formed on the first division 30 between the first mating end 51 and the second mating end 52, protrudes upward relative to the vehicle beyond the first mating end 51, and is inserted into the concave portion 54 formed in the second division 40. Therefore, water flowing through the gap in the mating portion 50 is less likely to be sucked toward the inside of the duct body 25 due to a hydraulic head difference generated at the end of the convex portion 53 that is located above the vehicle. The mating portion 50 also has a chamber 55 defined by the convex portion 53 and the concave portion 54. Therefore, the chamber 55 reduces the negative suction pressure from the engine 12 that acts continuously between the first mating end 51 and the second mating end 52. As a result, water flowing through the gap in the mating portion 50 is less likely to be sucked toward the inside of the duct body 25. Furthermore, the first mating end 51 is located higher on the vehicle than the second mating end 52. With this, for example, compared to when the first mating end 51 is located lower on the vehicle than the second mating end 52, water flowing through the gap at the mating part 50 is less likely to be sucked toward the inside of the duct main body 25 due to the difference in water head that occurs at the first mating end 51. As a result, it is possible to suppress water from entering the inside of the duct main body 25.

[0042] (2) The second divided body 40 has an extending wall 56 that covers the second mating end 52 from the outside and extends further downward than the second mating end 52. This makes it difficult for water that has entered the engine compartment 11 through the grill opening 21 to directly splash onto the second mating end 52. This makes it easier to prevent water from being sucked into the duct main body 25 through the gap in the mating portion 50. This makes it even easier to prevent water from entering the duct main body 25.

[0043] (3) The extension wall 56 is spaced outward from the second mating end 52. This reduces the negative intake pressure from the engine 12 that acts between the extension wall 56 and the second mating end 52. As a result, water is less likely to be sucked into the duct main body 25 from between the extension wall 56 and the second mating end 52. This makes it even easier to prevent water from entering the duct main body 25.

[0044] (4) According to this embodiment, there is no need to provide a separate sealant to seal the gap at the joint 50 in order to prevent water from entering the duct main body 25. This reduces the number of components in the intake duct 13, thereby reducing costs. Furthermore, even if a sealant is provided in the gap at the joint 50 to prevent water from entering the duct main body 25, deterioration of the sealant over time can cause water to enter the duct main body 25, which can be a problem.

[0045] (5) Since water is prevented from entering the inside of the duct body 25, it is possible to avoid problems such as steam or water droplets adhering to the air flow meter 23 and causing condensation on the air flow meter 23. As a result, it is possible to avoid problems such as the air flow meter 23 having difficulty accurately detecting the amount of air, and it is possible to avoid malfunctions of the engine 12.

[0046] [Example of change] The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0047] In the embodiment, the extending wall 56 does not have to have the first extending portion 56a. For example, the second extending portion 56b may be continuous with the second flange surface 44 and extend downward from the side surface of the second flange 43 toward the vehicle. The second extending portion 56b may extend along the first flange 33 without being spaced apart from the first flange 33. In this way, the extending wall 56 does not have to be spaced outward from the second mating end 52.

[0048] In the embodiment, the second divided body 40 does not have to have the extending wall 56 . [Explanation of symbols]

[0049] 10...vehicle, 11...engine compartment, 12...engine, 13...intake duct, 20...front grille, 21...grille opening, 25...duct body, 30...first divided body, 40...second divided body, 50...joint portion, 51...first mating end, 52...second mating end, 53...convex portion, 54...recess, 55...chamber, 56...extension wall.

Claims

1. a cylindrical duct body disposed in an engine compartment of the vehicle rearward of a grill opening of a front grille, the duct body having a half-cylindrical first division body divided in the circumferential direction, and a half-cylindrical second division body disposed above the first division body, the duct main body is an intake duct for an engine configured to form a cylindrical shape by butting together both circumferential end portions of the first divided body and the second divided body as a joint, The joining portion is a first mating end portion at which a portion of the first divided body and a portion of the second divided body are butted against each other in the up-down direction of the vehicle; a second mating end portion where a portion of the first divided body and a portion of the second divided body are butted against each other in the vertical direction of the vehicle and are positioned more outer than the first mating end portion with respect to the interior of the duct main body; a protrusion formed on the first divided body between the first mating end and the second mating end and protruding upward from the first mating end toward the vehicle; a recess formed in the second divided body between the first mating end and the second mating end, the recess being inserted into the protrusion; a chamber defined by the protrusion and the recess; An intake duct for an engine, wherein the first mating end is located higher on the vehicle than the second mating end.

2. 2. The engine intake duct according to claim 1, wherein the second divided body has an extending wall that covers the second mating end from the outside and extends downward beyond the second mating end.

3. 3. The engine intake duct of claim 2, wherein said extending wall is spaced outwardly from said second mating end.

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