Patent Description:
An engine cover that covers an engine for thermal insulation and sound insulation is generally provided to an engine room (or engine compartment) of a vehicle. In Patent document <NUM>, it is described that the engine room is provided with the engine cover in a manner to divide the engine room into a piping space where an intake pipe for introducing air into the engine is disposed and an accommodating space where the engine is accommodated. In this document <NUM>, the intake pipe runs on a lateral side of the engine cover, extends rearward of the vehicle, further runs around to a rear side of the engine, and is connected to the engine. According to an engine room structure in this document, heat transfer from the engine to the intake pipe is suppressed by the engine cover. Thus, a temperature increase of the air flowing through the intake pipe is avoided. As a result, a reduction in density of the air is suppressed, which is advantageous for prevention of degraded intake charging efficiency of the engine.

<CIT> describes an intake system for a marine drive. The intake system comprises a throttle device that receives intake air for combustion; an intake conduit that conveys the intake air to the throttle device, wherein the intake conduit has an upstream inlet end, a downstream outlet end, and a radially outer surface that extends from the upstream inlet end to the downstream outlet end; and an intake silencer coupled to the radially outer surface and configured to attenuate sound emanating from the intake system.

By the way, there is a case where the intake pipe of the engine is provided with an intake silencer that suppresses noise generated by a pressure fluctuation of the intake air. However, when being influenced by the pressure fluctuation, sound is also radiated from the silencer itself. Accordingly, in order to suppress secondary noise by the intake silencer as a generation source, the intake silencer is desirably arranged in the engine cover. However, in such a case, a temperature of the intake silencer is increased by the heat from the engine, and a temperature of the air that is suctioned into the engine through the intake silencer is increased. As a result, intake charging efficiency of the engine is degraded, which leads to a reduction in engine output.

In view of the above, the present invention is aimed to simultaneously suppress secondary noise generated by an intake silencer and suppress a temperature increase of air suctioned into an engine, and further enhances a silencing function of the intake silencer.

In order to solve the above problem, the present invention covers a part of an intake silencer with an engine cover and exposes a remaining part thereof from the engine cover.

According to the invention, radiated sound from the intake silencer is blocked by the engine cover, which is advantageous for a reduction in noise. In addition, only the part of the intake silencer is covered with the engine flowing through the intake silencer (a reduction in density of the air) is suppressed. Therefore, this is advantageous for prevention of degraded intake charging efficiency of the engine and securement of engine output.

Since the part of the intake silencer is covered with the engine cover and the remaining part thereof is exposed, a temperature difference occurs in the intake silencer, so that a portion at the high temperature and a portion at the low temperature occur. A speed of the sound that is propagated in the air differs by the temperature of the air. Thus, a frequency range with a silencing effect differs by the temperature. As described above, the temperature difference occurs in the intake silencer, and thus can exert an effect of expanding the frequency range with the silencing effect.

In the invention, the supercharger or the turbocharger serves as a noise source. The pressure fluctuation of the air occurs in the portion of the intake pipe on the upstream side of the supercharger or the turbocharger. However, radiated sound from a portion from the supercharger or the turbocharger to the downstream portion of the intake silencer is blocked and absorbed by the engine cover. In addition, the downstream portion of the intake silencer that is located on the supercharger or the turbocharger side is intake silencer, a portion of the intake pipe from the downstream portion of the intake silencer to the supercharger or turbocharger, and the supercharger or turbocharger are covered with the engine cover, particularly from above. The intake silencer is partially covered with the engine cover so that at least a downstream end, in the air flow direction, of the intake silencer is covered with the engine cover from above and/or behind.

In this case, the turbocharger serves as a noise source. The pressure fluctuation of the air occurs in the portion of the intake pipe on the upstream side of the turbocharger. However, radiated sound from a portion from the turbocharger to the downstream portion of the intake silencer is blocked and absorbed by the engine cover. In addition, the downstream portion of the intake silencer that is located on the turbocharger side is covered with the engine cover, which is effective for silencing high-frequency sound, and thus is advantageous for the reduction in the high-frequency sound caused by actuation of the turbocharger. In addition, the radiated secondary noise from the intake silencer, which is associated with silencing of this high-frequency sound, is also blocked and absorbed by the engine cover.

The portion of the intake silencer that is covered with the engine cover is inserted in the engine cover from a through hole that is formed in the engine cover.

Particularly, the intake silencer is elastically supported by the through hole of the engine cover using a seal member.

According to this, it is possible to suppress vibration of the intake silencer by the seal member.

Particularly, the expansion chamber is formed by being bulged from the intake pipe to an opposite side from a cabin.

According to this, it is possible to suppress the radiated sound from entering the cabin from the intake silencer.

In one aspect, the expansion intake silencer is a porous expansion intake silencer having a plurality of vent holes in a separation wall that separates an intake passage, through which the air flows, and the expansion chamber from each other.

Particularly, the vent holes are opened to a portion which is separated from a portion having the highest flow rate of the air in a wall surface on the intake passage side of the separation wall and in each of which said flow rate is relatively low.

In the case where an opening is provided in the wall surface, at the time when the air flows along the wall surface, turbulence (a swirl) is generated to the air flow due to separation of the flow, and an amount of pressure loss is increased. Such a circumstance becomes more significant as the flow rate of the air is increased. Meanwhile, in the aspect, the vent holes of the separation wall are opened to the portion where the flow rate of the air is low. Thus, the turbulence of the air does not become significant. As a result, the generation of the noise by the generation of the swirl of the air and the pressure fluctuation is suppressed, and the pressure loss in the intake silencer is not significant, which is advantageous in a point of securing the intake charging efficiency of the engine.

Further particularly, the intake pipe is configured to extend from an intake side of the engine to an exhaust side of the engine.

Further particularly, the engine compartment or engine room includes wheel aprons as right and left walls, respectively.

Further particularly, the engine compartment or engine room includes a dashboard as a rear wall.

Further particularly, the vehicle includes an under cover configured to cover the engine compartment or engine room from below.

According to the present invention, the intake silencer, which suppresses the pressure fluctuation of the air in the intake pipe to reduce the intake sound, is provided to the intake pipe, through which the air is introduced into the engine. The part of the intake silencer is covered with the engine cover, and the remaining part thereof is exposed from the engine cover. Therefore, it is possible to simultaneously suppress the secondary noise generated by the intake silencer and suppress the temperature increase of the air suctioned into the engine and to expand the frequency range of the intake silencer where the noise can be reduced.

A description will hereinafter be made on an embodiment for carrying out the present invention with reference to the drawings. The following description on an embodiment is merely illustrative and thus has no intention to limit the present invention, application subjects thereof, and application thereof.

In a front portion of a vehicle <NUM> illustrated in <FIG>, right and left walls of an engine room (or an engine compartment) <NUM> for accommodating an engine <NUM> are each constructed of a wheel apron <NUM>, and a rear wall thereof is constructed of a dashboard <NUM> that defines a cabin. An apron reinforcement <NUM> that extends in a vehicle longitudinal direction is particularly provided on an upper edge of each of the right and left wheel aprons <NUM>. Front ends of the right and left apron reinforcements <NUM> are particularly coupled to each other by a cross reinforcement <NUM> that extends in a vehicle width direction. As illustrated in <FIG>, an upper surface of the engine room <NUM> is particularly covered with a hood <NUM>, and a lower surface of the engine room <NUM> is particularly covered with an under cover <NUM>. A front side of the engine room <NUM> is opened so as to introduce travel wind thereinto. In <FIG>, an engine cover <NUM> particularly covers the engine <NUM>.

As illustrated in <FIG>, upper and lower bumper reinforcements <NUM>, <NUM>, each of which extends in the vehicle width direction, are particularly provided in a front end portion of a vehicle body. A bumper face (not illustrated) is supported by these bumper reinforcements <NUM>, <NUM>. A frame member <NUM> that extends in the vehicle width direction is provided above the upper bumper reinforcement <NUM>. Both ends of the frame member <NUM> are fixed to the cross reinforcement <NUM>.

In a back portion of the upper bumper reinforcement <NUM>, an air introducing portion <NUM> is particularly provided to introduce the travel wind (i.e., air) into the engine room <NUM> from a portion between the lower bumper reinforcement <NUM> and the frame member <NUM>. The air introducing portion <NUM> particularly includes an upper wall 14a, a lower wall 14b, and right and left walls 14c, and is formed to have a rectangular cross-sectional shape. The upper wall 14a is fixed to the frame member <NUM>, and the lower wall 14b is fixed to the lower bumper reinforcement <NUM>. In addition, the upper wall 14a and the upper bumper reinforcement <NUM> are coupled by an oblique bar <NUM>.

As illustrated in <FIG>, a grille shutter <NUM> that regulates an introduction amount of the travel wind is particularly fixed behind the air introducing portion <NUM>. A radiator <NUM> for cooling a coolant of the engine <NUM> is provided at the rear of the grille shutter <NUM>. An air inlet portion of an intake duct <NUM> is connected to the upper wall 14a of the air introducing portion <NUM> so as to introduce air into the engine <NUM> from the air introducing portion <NUM>.

As illustrated in <FIG>, the engine <NUM> in this embodiment is particularly a longitudinally mounted engine, a cylinder bank direction (a crankshaft longitudinal direction) of which extends in the vehicle longitudinal direction. An intake manifold is provided on one side (a vehicle left side) of the engine <NUM> in the vehicle width direction, and an exhaust manifold is provided on an opposite side (a vehicle right side) thereof. Hereinafter, the side where the intake manifold of the engine <NUM> is provided will be referred to as an intake side, and the side where the exhaust manifold is provided will be referred to as an exhaust side.

The intake duct <NUM> is connected to an air cleaner <NUM> that is arranged on the intake side of the engine. At a position near the engine <NUM> (on the intake side, i.e., the lateral side), an intake pipe <NUM> extends rearward of the vehicle from the air cleaner <NUM>. The intake pipe <NUM> runs around to a rear side of the engine <NUM> (on an upper side of a transmission <NUM>), extends from the rear side of the engine <NUM> to the exhaust side of the engine <NUM> (i.e., extends behind the engine <NUM>), and is connected to a turbocharger <NUM>. A supercharger may be used instead of the turbocharger <NUM>. An intake silencer <NUM> for reducing intake noise is provided to a portion of the intake pipe <NUM> that runs around to the engine rear side.

A turbocharger pipe <NUM> particularly extends from a compressor of the turbocharger <NUM> to the intake side through an upper side of the engine <NUM>. The air, density of which is increased by actuation of the turbocharger <NUM>, is delivered to the intake manifold through the turbocharger pipe <NUM>. Exhaust gas that is exhausted from a turbine side of the turbocharger <NUM> flows through an exhaust gas purifier <NUM> and is delivered rearward of the vehicle through an exhaust pipe <NUM>. The exhaust gas purifier <NUM> is arranged on the exhaust side of the engine <NUM>.

As illustrated in <FIG>, the engine cover <NUM> particularly includes: an upper surface cover <NUM> that covers an upper surface of the engine <NUM>; a lateral surface cover <NUM> on the intake side that covers the intake side of the engine <NUM> and extends in the vehicle longitudinal direction; and a lateral surface cover <NUM> on the exhaust side that covers the exhaust side of the engine <NUM> and extends in the vehicle longitudinal direction. A front side of the engine <NUM> is not covered with the engine cover <NUM> and is opened to the front.

The upper surface cover <NUM> is particularly configured to include a fixed cover 35a and a front openable cover 35b. As illustrated in <FIG>, a rear edge of the fixed cover 35a is fixed to a cowl panel <NUM> of the vehicle <NUM>. A rear edge of the front openable cover 35b is pivotally supported by a front edge of the fixed cover 35a. The front openable cover 35b has a front edge that is clipped to the cross reinforcement <NUM>, and can rotate upward (can be opened) when being unclipped.

As illustrated in <FIG>, the engine cover <NUM> further includes a rear surface cover <NUM> that covers a rear surface side of the engine <NUM>, i.e., from behind. The rear surface cover <NUM> is configured to include a rear surface cover 38a on the intake side and a rear surface cover 38b on the exhaust side. In the rear surface cover 38a on the intake side and the rear surface cover 38b on the exhaust side, edges on a central side thereof overlap each other substantially at a center in the vehicle width direction of the engine <NUM>, and overlapping portions are fixed by a clip or the like.

The lateral surface cover <NUM> on the intake side and the rear surface cover 38a on the intake side of the engine cover <NUM> serve as separation walls that are disposed between the engine <NUM> and the intake pipe <NUM> in a manner to separate both of them from each other. The air cleaner <NUM> is also separated from the engine <NUM> by the lateral surface cover <NUM> on the intake side. A rear end of the lateral surface cover <NUM> on the intake side is connected to the rear surface cover 38a on the intake side.

As illustrated in <FIG>, a travel wind guiding member <NUM> is provided on an outer side of a corner portion of the engine cover <NUM> from a rear portion of the lateral surface cover <NUM> on the intake side to the rear surface cover 38a on the intake side.

The travel wind guiding member <NUM> includes a vertical wall portion 41a that opposes the rear portion of the lateral surface cover <NUM> with the intake pipe <NUM> being interposed therebetween. As illustrated in <FIG>, the vertical wall portion 41a runs around to the rear side of the engine <NUM>, that is, behind the rear surface cover 38a from a lateral side of the lateral surface cover <NUM> along the intake pipe <NUM>. Accordingly, also on the rear side of the engine <NUM>, the vertical wall portion 41a opposes a portion of the rear surface cover 38a near the intake side with the intake pipe <NUM> being interposed therebetween. The travel wind guiding member <NUM> includes an eaves portion 41b, which bulges to an upper side of the intake pipe <NUM>, at an upper end of the vertical wall portion 41a, and a lower portion of the vertical wall portion 41a is fixed to the lateral surface cover <NUM> and the rear surface cover 38a.

Furthermore, the travel wind guiding member <NUM> includes an inclined portion 41c, which extends obliquely outward in a manner to be separated from the intake pipe <NUM> to the front of the vehicle, in a front end portion of the vertical wall portion 41a located on the lateral side of the lateral surface cover <NUM>. A front end of the inclined portion 41c extends to the wheel apron <NUM> and the apron reinforcement <NUM> that constitute a lateral wall of the engine room <NUM>. That is, the inclined portion 41c obliquely crosses a portion between the vertical wall portion 41a and the lateral wall of the engine room <NUM>.

Moreover, as illustrated in <FIG>, on a lower side of the travel wind guiding member <NUM>, a second guiding member <NUM> that extends rearward of the vehicle and guides the travel wind from the engine <NUM> to the transmission <NUM> is provided. This guiding member <NUM> has a U-shaped cross-sectional shape, and, at a position below the travel wind guiding member <NUM>, upper and lower flanges are fixed to the separation walls, that is, a portion from the lateral surface cover <NUM> to the rear surface cover 38a. The travel wind guiding member <NUM>, the lateral surface cover <NUM>, and the rear surface cover 38a form a travel wind introducing passage <NUM> through which the travel wind is guided to the transmission <NUM>.

Thus, according to the above structure, heat of the engine <NUM> is blocked by the lateral surface cover <NUM> and the rear surface cover 38a, and is suppressed from being transferred to the intake pipe <NUM>. In addition, the travel wind that is introduced into the engine room <NUM> and flows rearward of the vehicle on the intake side of the engine <NUM> is guided by the vertical wall portion 41a of the travel wind guiding member <NUM>, and flows along the intake pipe <NUM> from the rear portion on the intake side of the engine <NUM> to the rear side of the engine <NUM>. In this way, the air that flows through the intake pipe <NUM> is reliably cooled by the travel wind, which is advantageous for improvement in intake charging efficiency of the engine.

In the above embodiment, the travel wind that flows rearward of the vehicle on the intake side of the engine <NUM> is guided in a manner to be concentrated toward the intake pipe <NUM> by the inclined portion 41c provided at the front end of the vertical wall portion 41a. Thus, an amount of the travel wind that flows along the intake pipe <NUM> is increased. Furthermore, the eaves portion 41b, which bulges to the upper side of the intake pipe <NUM>, is provided at the upper end of the vertical wall portion 41a, and the lower portion of the vertical wall portion 41a is fixed to the lateral surface cover <NUM> and the rear surface cover 38a. Thus, the travel wind is suppressed from escaping to the portions above and below the intake pipe <NUM>.

Just as described, the vehicle travel wind is efficiently used to cool the air flowing through the intake pipe <NUM>, which is advantageous for the improvement in the intake charging efficiency of the engine.

In addition, since the travel wind introducing passage <NUM> that guides the travel wind to the transmission <NUM> is formed below the travel wind guiding member <NUM>, the transmission <NUM> can efficiently be cooled by the travel wind.

As illustrated in <FIG>, the intake silencer <NUM> that is provided in a portion of the intake pipe <NUM> running on the rear side of the engine <NUM> is a reactive-type silencer that suppresses a pressure fluctuation of the air in the intake pipe <NUM> to reduce intake sound and, more specifically, an expansion (dispersive, or diffusive) silencer. An expanding portion <NUM> that forms an expansion chamber of the intake silencer <NUM> is bulged from the intake pipe <NUM> to the engine <NUM> side that is an opposite side from the cabin. That is, as illustrated in <FIG> and <FIG>, an expansion chamber <NUM> (46b, 46c) of the intake silencer <NUM> is formed to be bulged from the intake pipe <NUM> to the opposite side (the engine <NUM> side) from the cabin. In this embodiment, the expansion chamber <NUM> is projected obliquely upward from an upper half circumferential portion on the engine <NUM> side of the intake pipe <NUM>.

In addition, of the expansion silencers, the intake silencer <NUM> in this embodiment is particularly a porous expansion silencer in which a plurality of vent holes <NUM> is formed in a separation wall <NUM> that separates an intake passage 27a, through which the air to be introduced into the engine <NUM> flows, and the expansion chamber <NUM> from each other. As illustrated in <FIG>, the expanding portion <NUM> is partitioned into three expansion chambers 46a, 46b, 46c by partition walls. The expansion chambers 46a, 46b, 46c are aligned in a longitudinal direction of the intake pipe <NUM>. As illustrated in <FIG>, each of the expansion chambers 46a, 46b, 46c communicates with the intake passage 27a by the plurality of the vertically-aligned vent holes <NUM>. Hereinafter, the expansion chambers 46a, 46b, 46c will collectively be referred to as the "expansion chamber <NUM>".

As illustrated in <FIG>, on the rear side of the engine <NUM>, the intake pipe <NUM> is curved to be projected to the cabin side (or toward the cabin) and, as illustrated in <FIG>, a portion thereof in which the intake silencer <NUM> exists is particularly curved such that a height of the intake passage 27a is lower than both sides thereof. The air attempts to flow in the shortest distance when flowing through the intake passage 27a from one side to another side. Thus, as a result of the curvature of the intake pipe <NUM> as described above, a flow rate of the air that flows along a wall surface on the intake passage 27a side of the separation wall <NUM> also becomes the highest in a substantially central portion H in a vertical direction of the separation wall <NUM>.

Thus, as illustrated in <FIG>, <FIG>, <FIG>, in this embodiment, the vent holes <NUM> are particularly opened to portions that are separated to both of upper and lower sides from the portion H, in which the flow rate of the air is the highest, in the wall surface of the separation wall <NUM> and in each of which the flow rate is relatively low.

As illustrated in <FIG>, the intake pipe <NUM> that extends or runs out of the travel wind guiding member <NUM> and extends or runs around to the rear side of the engine <NUM> extends to the exhaust side of the engine <NUM> in a state where an outer surface of the rear surface cover 38a on the intake side is exposed from the rear surface cover 38a. Then, the intake pipe <NUM> enters an inner side of the rear surface cover 38b on the exhaust side from an end on an engine central side of the rear surface cover 38b. The intake silencer <NUM> is arranged at a position from the rear surface cover 38a on the intake side to the rear surface cover 38b on the exhaust side. Accordingly, an upstream portion of the intake silencer <NUM> in an air flow direction of the intake pipe <NUM> is exposed to the outer side of the rear surface cover 38a on the intake side, and a downstream portion thereof is covered with the rear surface cover 38b on the exhaust side. Particularly, substantially a half portion upstream from the center of the intake silencer <NUM> is exposed. Further particularly, substantially a half portion downstream from the center of the intake silencer <NUM> is covered with the rear surface cover 38b on the exhaust side.

In summary, as illustrated in <FIG>, in a boundary portion between the rear surface cover 38a on the intake side and the rear surface cover 38b on the exhaust side, the engine cover <NUM> is formed with a through hole <NUM>, particularly by denting the outer surface of the rear surface cover 38a on the intake side to the inner side in a manner to conform to an outer shape of the intake silencer <NUM> and bulging an outer surface of the rear surface cover 38b on the exhaust side to the outer side. The intake silencer <NUM> is inserted in the through hole <NUM> of the engine cover <NUM> and is fitted to this through hole <NUM> via a seal member <NUM>. The seal member <NUM> is formed of a sponge material having compressibility, and the intake silencer <NUM> is elastically supported by the engine cover <NUM> using the seal member <NUM>.

A portion of the intake pipe <NUM> from the downstream portion of the intake silencer <NUM> to the turbocharger <NUM> and the turbocharger <NUM> are covered with the rear surface cover 38b on the exhaust side and the lateral surface cover <NUM> on the exhaust side from the outer side.

Thus, in the above structure, only the downstream portion of the intake silencer <NUM> is covered with the engine cover <NUM>, and the upstream portion thereof is exposed to the outside and cooled by the travel wind. As a result, a temperature increase of the air at the time of flowing through the intake silencer <NUM> (a reduction in the density of the air) is suppressed. Therefore, this is advantageous for prevention of the degraded intake charging efficiency of the engine <NUM> and securement of engine output.

In the above structure, in conjunction with the actuation of the turbocharger <NUM>, the air pressure fluctuates in the portion of the intake pipe <NUM> on the upstream side of the turbocharger <NUM>, and generates the intake sound. However, since a portion from the turbocharger <NUM> to the intake pipe <NUM> on the upstream side and the downstream portion of the intake silencer <NUM> is covered with the engine cover <NUM>, radiated sound from such a portion is blocked and absorbed by the engine cover <NUM>.

In the intake silencer <NUM>, due to the communication between the portion thereof on the intake passage 27a side and the expansion chamber <NUM> by the vent holes <NUM>, the pressure fluctuation on the intake passage 27a side is absorbed by the expansion chamber <NUM>, and the intake noise is suppressed. Meanwhile, when being influenced by the pressure fluctuation, the sound is radiated from the intake silencer <NUM> itself. However, since the expansion chamber <NUM> of the intake silencer <NUM> is arranged on the engine <NUM> side as the opposite side from the cabin, an amount of the radiated noise to the cabin side is reduced. In addition, since the downstream portion of the intake silencer <NUM> is covered with the rear surface cover 38b on the exhaust side, the radiated sound from the intake silencer <NUM> is blocked and absorbed by the rear surface cover 38b. Therefore, transmission of secondary noise to the cabin side by the intake silencer <NUM> as a generation source is suppressed.

Here, that the downstream portion of the intake silencer <NUM> is covered with the engine cover <NUM> and the upstream portion thereof is exposed to the outer side and cooled by the travel wind means that a temperature difference occurs in the intake silencer <NUM>. That is, the temperature of the downstream portion of the intake silencer <NUM> is higher than the upstream portion thereof. A speed of the sound that is propagated in the air differs by the temperature of the air. Thus, a frequency range with a silencing effect differs by the temperature. As described above, the temperature is generated in said intake silencer <NUM>, and thus can exert an effect of expanding the silencing frequency range.

In the case of this example, during actuation of the engine <NUM>, of the three expansion chambers 46a, 46b, 46c that are aligned in the longitudinal direction of the intake pipe <NUM>, the expansion chamber 46a on the upstream side that is exposed from the engine cover <NUM> has the low temperature, the expansion chamber 46c on the downstream side that is covered with the engine cover <NUM> has the high temperature, and the intermediate expansion chamber 46b has the intermediate temperature. Due to the difference in the temperature among these expansion chambers 46a, 46b, 46c, the silencing frequency range is expanded.

A frequency of the intake sound by the turbocharger <NUM> as the generation source is relatively high (several kHz). However, since the intake silencer <NUM> is partially covered with the engine cover <NUM>, compared to a case where such a cover is not provided, the silencing frequency range is expanded to a high frequency side, which is advantageous for the reduction in the intake sound that is associated with the actuation of the turbocharger <NUM>. In particular, since the portion on the turbocharger <NUM> side of the intake silencer <NUM> (the expansion chamber 46c on the downstream side) is covered with the engine cover <NUM>, it is possible to effectively suppress the intake sound associated with the actuation of the turbocharger <NUM>.

In the intake silencer <NUM>, the vent holes <NUM> of the separation wall <NUM> are opened to the portions that are separated from the portion having the highest flow rate of the air in the wall surface on the intake passage 27a side and in each of which the flow rate is relatively low. Thus, separation of the air flow is slight in an opened portion of each of the vent holes <NUM> when the air flows along the wall surface of the separation wall <NUM>. That is, disruption of the air flow does not become significant. As a result, the generation of the noise by the generation of a swirl of the air and the pressure fluctuation is suppressed, and pressure loss in the intake silencer <NUM> is not significant, which is advantageous in a point of securing the intake charging efficiency of the engine <NUM>.

Claim 1:
A vehicle (<NUM>) comprising:
an engine compartment or engine room (<NUM>); and
an engine system comprising:
an engine (<NUM>); and
an engine intake system,
wherein
the engine (<NUM>) is a longitudinally mounted engine,
the engine intake system comprises:
an engine cover (<NUM>) configured to cover the engine (<NUM>) accommodated in the engine compartment or engine room (<NUM>) of the vehicle;
an intake pipe (<NUM>) through which air is introduced into the engine (<NUM>); and
an intake silencer (<NUM>) that is provided to the intake pipe (<NUM>) and configured to suppress a pressure fluctuation of the air in the intake pipe (<NUM>) to reduce intake sound,
the intake pipe (<NUM>) extends rearward of the vehicle (<NUM>) ,
a part of the intake silencer (<NUM>) is configured to be covered with the engine cover (<NUM>), and a remaining part is configured to be exposed from the engine cover (<NUM>),
the intake silencer (<NUM>) is an expansion intake silencer having an expansion chamber (<NUM>),
the intake pipe (<NUM>) runs around to a rear side of the engine (<NUM>), and extends from the rear side of the engine (<NUM>) to be connected to a supercharger or a turbocharger (<NUM>),
an upstream portion other than a downstream portion of the intake silencer (<NUM>) is exposed from the engine cover (<NUM>),
a part of the expansion chamber (<NUM>) is exposed from the engine cover (<NUM>), and a remaining part of the expansion chamber (<NUM>) is covered with the engine cover (<NUM>), and
the portion of the intake silencer (<NUM>) that is covered with the engine cover (<NUM>) is configured to be inserted in the engine cover (<NUM>) from a through hole (<NUM>) that is formed in the engine cover (<NUM>).