JP2005231613A - Wind deflector for open car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wind deflector for an open car, capable of preventing the occupant from having unpleasant feeling, by effectively deflecting tangling wind coming from a vehicle rear side into a vehicular room PC during open-state driving. <P>SOLUTION: In the open car V, a roll bar is provided behind seats, and a wind deflector 2 to deflect air flow coming from the vehicle rear side during the open-state driving is provided on the roll bar. The wind deflector 2 is configured so as to have air permeability in such a manner that an air permeability rate of its upper section is greater than that of its lower section. A part of tangling wind F from the vehicle rear side generated during the open-state driving passes through the wind deflector 2, and the passing speed of the air flow passing through its upper section becomes greater than that of the air flow passing through its lower section. Accordingly, the pressure decrease in air components having fast speed becomes greater, and the whole air flow passing through the wind deflector 2 tends to be directed upward. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a wind deflector for an open car.

  In a so-called open car that allows the upper part of the vehicle's belt line to be folded and stored behind the windshield, the wind that has passed through the top of the vehicle during open travel is seen from the rear, specifically to the passenger In order to suppress entrainment in the vicinity of the head, it is known to provide a wind deflector for preventing entrainment wind in the vicinity of the rear end of the passenger compartment behind the seat (for example, see Patent Document 1 below).

  On the other hand, in such an open car, in particular, a so-called two-seater open car having only a driver seat and a passenger seat, a so-called roll bar having a predetermined height in case the vehicle falls down during the open travel. It is also done to equip. Since such a roll bar is provided at the rear of the seat like the wind deflector, it is considered preferable to provide the wind deflector integrally with the roll bar in terms of assembly to the vehicle and design. The wind deflector disclosed in the following Patent Document 1 is fixed by using a roll bar.

JP-A-9-104303

  However, even if the wind deflector as described above is provided, it is difficult to completely block the wind from behind. In particular, the height of the wind deflector is limited due to the need to ensure the driver's rear view through the rear view mirror, so avoid the remaining wind component from entering the passenger compartment, especially over the wind deflector. I can't. In other words, even if a wind deflector is installed, if the vehicle speed increases to some extent, the above-mentioned components of the entrainment wind will increase and blow into the part where the head of the occupant is located, causing the occupant to feel uncomfortable or occupant There was still a problem that the sensible temperature dropped.

  The present invention has been made in view of the above points, and the object of the present invention is to suppress upward entrainment of the entrained wind that flows over the wind deflector from behind during open travel and prevents the entrained wind from hitting the occupant. An object of the present invention is to provide an open car wind deflector that can prevent passengers from feeling uncomfortable.

In order to solve the above problems, the present invention has the following configuration. That is, the first configuration of the present invention is as follows.
The above-mentioned operation can be fixed or attached to a roll bar member provided behind the driver seat and the passenger seat in a vehicle in which a portion above the belt line portion can be removed or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the belt line portion behind the seat and the passenger seat,
The deflector includes passage means for passing a part of the airflow from the rear of the vehicle forward, and airflow direction changing means for guiding the passed airflow upward in the vicinity of the vehicle front side surface of the passage means. To do.

  According to the above configuration, the airflow flowing over the upper part of the deflector can be reduced by actively passing the airflow from the rear below the upper end of the deflector by the passing means, and the airflow direction changing means The airflow flowing from behind through the deflector is guided upward by the passing means. Therefore, it is possible to prevent the airflow entrained from the rear during so-called open travel from flowing into the vehicle interior, that is, in front of the wind deflector and blowing into the vicinity of the head of the occupant and preventing the occupant from feeling uncomfortable due to the entanglement wind. I can do it.

The second configuration of the present invention is as follows:
The part including the roof above the belt line part can be fixed or attached to a roll bar member provided behind the driver's seat and the front passenger seat in a vehicle that can be detached or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the beltline portion behind the driver seat and passenger seat,
The deflector is air permeable so that a part of the airflow can pass in front of the vehicle, and the air permeability of the deflector is higher in the upper region than in the lower region of the deflector. It is what.

  According to said structure, while an airflow can pass through a deflector, the speed of the airflow which passes the upper part of a deflector becomes large with respect to the speed of the airflow which passes the lower part. In other words, the airflow that has passed through the deflector has a higher flow rate in the upper part behind the driver's seat and the passenger's seat than in the lower part, and the air pressure at the upper part becomes lower. Accordingly, since the entire airflow is directed upward, even if there is an airflow over the deflector, the airflow is also deflected upward by the airflow that has passed through the deflector. Therefore, it is possible to effectively suppress the airflow that is engulfed from the rear during so-called open travel from flowing into the vehicle interior, that is, in front of the wind deflector and blowing into the vicinity of the occupant's head. The air permeability of the deflector may be continuously increased from the lower part to the upper part of the deflector, or may be increased stepwise. Further, the lower region where the air permeability is smaller than the upper region of the deflector may be configured not to allow air to pass therethrough (that is, the air permeability is zero).

The third configuration of the present invention is:
The roll bar member has two projecting portions projecting upward corresponding to the driver seat and the passenger seat, respectively, and the deflector is disposed between the projecting portions. Is.

When the deflector is configured to have air permeability, its rigidity tends to be low, but by arranging it between the protrusions of the roll bar as described above, the length of the deflector in the vehicle width direction is reduced, Even if the deflector, which tends to be low in rigidity, receives the entrainment wind, the deflector can be stably supported. Moreover, according to said structure, a deflector is arrange | positioned using the space between the two protrusion parts which protrude upwards corresponding to a driver's seat and a passenger seat of a roll bar member, respectively. Since the projecting portion has a thickness in the vehicle front-rear direction, a so-called dead space is generated as a region sandwiched between the projecting portions. However, a deflector is disposed inside the dead space, and the space efficiency is high.

The fourth configuration of the present invention is as follows.
The deflector includes a board having a vent hole.

  Here, as a material having air permeability, a mesh material such as cloth is conceivable, and it is conceivable that the deflector having the above-described configuration is configured using them. However, having air permeability means that the material itself permeates air, and the rigidity tends to be small. For this reason, when a deflector is configured using such a material, the mesh material may flutter under wind pressure when the vehicle is open, and may cause flapping noise. Therefore, if the configuration includes a board having a vent hole as a deflector, it is possible to prevent the deflector from flaking due to wind pressure, that is, the deflector flutter caused by a decrease in rigidity caused by imparting air permeability to the deflector. The problem can be solved. Further, since the cloth mesh material has a very small thickness with respect to the air permeation hole, the opposite side is always seen through the deflector. In addition, since the air permeability is different between the upper part and the lower part of the deflector, the appearance is different between the upper part and the lower part of the deflector, and it cannot be seen uniformly.

However, with the above configuration, the board inevitably has a certain thickness, so that when the line of sight with respect to the board becomes shallow, the opposite side cannot be seen from one side of the board through the vent hole. Therefore, when the viewing angle with respect to the deflector from the outside of the vehicle is shallow, the opposite side is not seen through the vent hole as much as possible. That is, it is possible to prevent as much as possible the state where the deflector does not have a uniform appearance, which occurs when a plurality of vent holes are formed in the board so that the air permeability of the deflector is different.

The fifth configuration of the present invention is:
A plurality of the air holes are formed in the board, and the size of the air holes is larger in the upper region than the lower region of the board.

  Since the board inevitably has a certain thickness, when the line-of-sight angle with respect to the board becomes shallow, the opposite side cannot be seen from one side of the board through the vent hole. However, according to the above configuration, at least the upper region of the board has a larger ventilation hole than the lower region, so that the driver is more likely to visually recognize the rear through the ventilation hole in the upper region even if a deflector is present. . That is, it is possible to ensure the backward visibility using the vent hole.

The sixth configuration of the present invention is as follows.
A plurality of the vent holes are formed in the board, the sizes of the plurality of vent holes are substantially constant, and the number of the vent holes per unit area is an upper area compared to the lower area of the board. Is characterized by being made high.

  According to the above configuration, since the board necessarily has a certain thickness, and the size of the plurality of air holes formed in the board is substantially the same, When the angle of the line of sight becomes shallower, the opposite side cannot be seen from one side of the board through the vent hole. Specifically, when the diameters of the vent holes are different, there is a large-diameter vent hole and a small-diameter vent hole. The other side can be seen through the pores, and the deflector cannot be seen uniformly. However, if the diameters of the air holes are the same, the opposite side cannot be seen at all through the air holes when the angle of line of sight reaches an angle. That is, it is possible to avoid a state where the deflector does not have a uniform appearance, which occurs when a plurality of air holes are formed in the board so that the air permeability of the deflector is different.

The seventh configuration of the present invention is:
The deflector is attached to the roll bar member so as to be able to tilt forward or backward.

  According to the above configuration, for example, when the vehicle is moved backward, the driver can tilt the deflector so as not to obstruct the field of view. When the deflector is formed from a board having a plurality of ventilation holes as described above, it may be difficult to visually recognize the rear through the ventilation holes due to the thickness of the board, but by configuring the deflector to be tiltable Even in such a case, the driver can easily visually recognize the rear.

The eighth configuration of the present invention is:
The vehicle is configured such that the portion including the roof above the beltline portion can be folded and stored leaving the windshield,
The roof in the stowed state is located behind the driver seat and the passenger seat with the outer surface facing upward, and at least a part including the center in the vehicle width direction of the roof is located above the belt line portion. It is characterized by being comprised.

  In an open car, when folding the part including the roof above the belt line, if the roof outer surface when it functions as a roof is the upper surface in the folded state, the roof outer surface is exposed even after folding. Therefore, it is considered advantageous in that the appearance at the time of opening and the inner surface of the roof (that is, the surface on the vehicle interior side) can be prevented from becoming dirty during the open traveling. However, the roof is usually shaped so that the center in the vehicle width direction is raised upwards. Therefore, especially when the folding method described above is adopted in a so-called hard roof type open car, the roof is operated at the time of opening. When a person looks behind the rear view mirror, the center portion of the roof appears to protrude upward, which is not preferable in appearance.

  However, according to the above configuration, the deflector is configured by a board having a vent hole, and the size or the number of vent holes per unit area is larger than the lower part than the upper part of the deflector. Behind the mirror, it is possible to visually recognize the rear to some extent through the vent hole in the upper part of the deflector, and the center part of the roof in the housed state is hidden by the lower part of the deflector, which makes the appearance good for the driver. Moreover, such an effect can be achieved while reducing entrainment wind from the rear during travel.

  The ninth configuration of the present invention is characterized in that the lower rear surface of the deflector is a design portion.

  According to said structure, the area | region where the magnitude | size of the ventilation hole of a deflector lower part or the number per unit area is small becomes a thing with a high decoration effect, when it sees back. In the first place, the area where the size of the vent holes or the number per unit area of the deflector is small is difficult for the driver to visually recognize in the first place.Therefore, even if the lower part of the deflector is designed as a design part, There is no inconvenience. That is, an area with little trouble for the driver can be used as the design part. In addition, the design part includes those that take design into consideration, or those that indicate a company logo mark, vehicle model name, or the like.

The tenth configuration of the present invention is
The above-mentioned operation can be fixed or attached to a roll bar member provided behind the driver seat and the passenger seat in a vehicle in which a portion above the belt line portion can be removed or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the belt line portion behind the seat and the passenger seat,
A first deflector member disposed behind the driver seat and the front passenger seat at an upper portion of the belt line portion, leaving a predetermined gap from the belt line portion, and behind the driver seat and the front passenger seat and the first seat And a second deflector member that guides the airflow flowing into the vehicle compartment through the gap in front of the deflector member.

  According to the above configuration, the airflow from behind is actively passed through the gap formed between the lower portion of the first deflector member and the belt line portion of the vehicle, thereby overcoming the upper portion of the first deflector member. The airflow flowing in through the gap is guided upward by the second deflector member provided behind the driver seat and the front passenger seat in front of the first deflector member. Therefore, it is possible to effectively suppress the airflow that is engulfed from the rear during so-called open travel from flowing into the vehicle interior, that is, in front of the wind deflector and blowing into the vicinity of the occupant's head.

The eleventh configuration of the present invention is
The roll bar member has two projecting portions projecting upward corresponding to the driver seat and the passenger seat, respectively, and the first deflector member and the second deflector member are disposed between the projecting portions. It is characterized by being arranged.

  According to said structure, a 1st deflector member and a 2nd deflector member utilize the space between two protrusion parts which protrude upwards corresponding to a driver's seat and a passenger seat of a roll bar member, respectively. Arranged. That is, since each deflector member is arranged using a so-called dead space between the protrusions, the space efficiency is high. In addition, each deflector member receives wind, so it is necessary to secure a certain degree of rigidity. However, by arranging each deflector member as described above, the length of each deflector member in the vehicle width direction can be reduced. Therefore, it is not necessary to add a special configuration for securing rigidity, and the configuration of the deflector member can be simplified. Furthermore, since the driver's seat and passenger's seat occupy the upper part of the belt line, if there is no deflector member, the airflow from the rear flows into the passenger compartment between the seats, that is, between the protrusions of the roll bar member. However, by arranging the first deflector member and the second deflector member as described above, the entrainment of the airflow can be suppressed more effectively.

The twelfth configuration of the present invention is
The roll bar member has a horizontal portion that connects the two protrusions substantially horizontally at substantially the same height as the belt line portion of the vehicle, and the second deflector member is It is in contact with the upper surface of the horizontal portion.

  According to the above configuration, there can be no gap between the second deflector member and the horizontal portion of the roll bar member, and the lower portion of the first deflector member as a function of the second deflector member can be eliminated. The upward deflection of the airflow flowing from the gap can be performed more effectively.

The thirteenth configuration of the present invention is
The second deflector member is formed integrally with at least the horizontal portion of the roll bar member.

  According to the above configuration, the gap between the second deflector member and the horizontal portion of the roll bar member can be completely eliminated, and the second deflector member is suitable for deflecting the airflow upward. Since the shape can be easily formed, the upward deflection of the airflow by the second deflector member can be more effectively performed.

The fourteenth configuration of the present invention is
The first deflector member is configured to have air permeability so that a part of the airflow can pass therethrough.

According to the above configuration, the first deflector member does not completely block the airflow, and the first deflector member can pass through a part of the airflow. It is possible to reduce the amount of components that get over the upper part of the member. Further, unless the direction of the airflow deflected by the second deflector member is surely directed upward using the airflow that has passed through the first deflector, the upward deflection of the airflow that flows into the rear of the occupant is easy to perform. It will be a thing.

  In the fourteenth configuration of the present invention described above, specifically, the first deflector member is made of a mesh material as the fifteenth configuration of the present invention, or the vent hole is previously formed as the sixteenth configuration of the present invention. It is realizable by comprising from the resin-molded board so that it may have.

  According to the present invention, an open car that deflects upward the wind that flows over the wind deflector from behind during open travel, suppresses the wind from hitting the occupant, and prevents the occupant from feeling uncomfortable. Wind deflector can be provided.

  Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS.

  First, a first embodiment to a third embodiment of the present invention will be described with reference to FIGS. First, a configuration common to the first to third embodiments will be described with reference to FIGS. 1 to 3.

  FIG. 1 is a perspective view of the vicinity of a passenger compartment PC of a vehicle V (open car) equipped with a wind deflector according to the present invention, where a portion including a loop panel above a belt line B of the vehicle V leaves a windshield WS. The so-called open state stored behind the passenger compartment PC is shown. The vehicle V is a two-seater and has only a driver seat DS and a passenger seat PS in the passenger compartment PC. In this specification, the belt line B refers to the door upper end and the portion corresponding to the height position of the door upper end of the vehicle body portion behind the door when the vehicle V is in the open state. . In addition, when the vehicle V shown in the present embodiment is in an open state, the height position of the upper end of the door substantially coincides with the upper surface of the vehicle body behind the driver seat DS and the passenger seat PS. Further, in the present specification, the term passenger compartment PC includes the vicinity of the position of the head of the seated occupant and the vicinity of the height at which the head of the seated occupant is positioned in front of and behind the windshield WS. It shall refer to the lower area.

  A roll bar 1 is provided behind the driver seat DS and the passenger seat PS. The roll bar 1 has projecting portions 1D and 1P projecting upward corresponding to the driver seat DS and the passenger seat PS, respectively, and has a so-called double mountain shape. In the roll bar 1, the horizontal portion 10 that connects the protrusions 1 </ b> D and 1 </ b> P substantially horizontally passes between the driver seat DS and the passenger seat PS when the vehicle V is open in the portion above the belt line B of the vehicle V. A wind deflector (hereinafter referred to as a deflector) 2 is attached via a hinge 23 to prevent the uncomfortable feeling felt by the occupant by deflecting the wind that is involved from behind. Although the details will be described later, the deflector 2 is made of a resin board, and a vent hole is formed over the front surface so as to transmit the entrainment air from the rear. That is, the deflector 2 according to the present invention has air permeability so as to allow the entrainment air from the rear to pass through (the vent holes are not shown in FIG. 1 and FIGS. 2 and 3 described later).

  FIG. 2 is an exploded perspective view of the assembly of the roll bar 1 and the deflector 2. As described above, the roll bar 1 is a so-called double mountain type having two projecting portions 1D and 1P projecting upward corresponding to the so-called driver seat DS and passenger seat PS, respectively. Specifically, legs 11 located at substantially both ends in the width direction of the vehicle body, a horizontal part 10 connecting the legs 11 at the height position of the belt line B of the vehicle V, and a driver's seat DS and an assistant from the horizontal part 10 It is comprised from protrusion part 1D, 1P which protrudes upwards corresponding to the seat PS. The leg portion 11 is firmly fixed to the vehicle body, and both ends of the horizontal portion 10 are firmly fixed to the vehicle body. Further, the horizontal portion 10 and the protruding portions 1D and 1P are covered with a trim 12 made of resin. The horizontal portion 10 and the projecting portions 1D and 1P are made of a strength member formed continuously from the leg portion 11, but these are covered from the front and the back by a trim 12 (the portion covered by the trim 12). (Indicated by a broken line). That is, the roll bar 1 is configured by the leg portion 11, the horizontal portion 10, the protruding portions 1D and 1P, and the trim 12.

  The above-described deflector 2 is attached to a portion of the trim 12 that covers the horizontal portion 10, that is, a horizontal portion of the roll bar 1. The deflector 2 is attached to the horizontal portion 10 of the roll bar 1 via a hinge 23, and can be folded forward when it is not necessary to use the deflector 2 such as when the vehicle V is in a closed state. It is configured.

  That is, this embodiment is a configuration in which the deflector 2 is attached to a so-called double mountain type roll bar having projecting portions 1D and 1P projecting upward corresponding to the driver seat DS and the passenger seat PS, respectively. In this way, since the deflector 2 is arranged between the protrusions 1D and 1P of the double mountain roll bar, the inside of the so-called dead space generated between the protrusions 1D and 1P having a thickness in the vehicle front-rear direction. In addition, it is possible to arrange the deflector 2 in a preferable manner in terms of space efficiency, and to avoid interference with the deflector 2 when opening and closing the structure above the belt line B of the vehicle. Further, since the entrainment air mainly passes between the driver seat DS and the passenger seat PS, the entrainment air flowing through that portion can be effectively blocked. Furthermore, by arranging the deflector 2 between the projecting portions 1D and 1P, the length in the vehicle width direction required for the deflector 2 becomes small.

  Hereinafter, the structure of the hinge 23 for attaching the deflector 2 and the deflector 2 to the trim 12 as a member constituting the roll bar 1 will be described with reference to FIG. 3. The deflector 2 is made of resin, and has a surrounding frame-like portion 210 and a board-like main body portion 211 inside thereof. The frame-like portion 210 and the main body portion 211 are integrally formed at the time of molding. In addition, the main body portion 211 is formed with vent holes over the entire surface (not shown in FIG. 3), but these vent holes are also formed when the deflector 2 is formed. Although the diameter of the vent hole will be described later in detail, the one formed on the upper part of the deflector 2 is larger than the one formed on the lower part, and the upper part of the deflector 2 is more likely to pass airflow (that is, The air permeability is higher in the upper part of the deflector 2). Thus, when attached to the vehicle V, the airflow passing through the upper vent of the deflector 2 is faster than the airflow passing through the lower vent. The action and effect of increasing the air permeability of the upper part of the deflector 2 as compared with the lower part and the arrangement of the vent holes having different diameters will be specifically described later. In the present specification, the magnitude of the velocity of the airflow after permeation is defined as air permeability. That is, the air permeability is higher as the velocity of the transmitted airflow is higher. The deflector 2 can be made of an air permeable mesh material or the like. However, since the rigidity is low, the wind pressure may cause flaking. Therefore, it is preferable that air holes are formed in a resin board to ensure rigidity.

  At the lower end of the deflector 2, two notches 212 are formed at predetermined intervals in the vehicle width direction and upward, and the hinge 23 is rotated so as to straddle the notches 212 in the vehicle width direction. The shafts 230 constituting the shaft are fixed respectively. A support portion 231 that rotatably supports the shaft 230 is provided, and is fixed to the upper surface of the roll bar 1, specifically, the upper surface of the trim 12. Therefore, when the deflector 2 is attached to the roll bar 1, the deflector 2 rotates around the shaft 230 supported by the support portion 231. In other words, the hinge 23 is configured by the shaft 230 and the support portion 231.

  The hinge 23 is configured to hold the deflector 2 in a substantially upright state and a folded-up state while allowing the deflector 2 to rotate while the deflector 2 is attached to the roll bar 1. . Such a configuration of the hinge 23 can be realized by using what is conventionally used for attaching the sun visor. Therefore, since the deflector 2 can be rotated from an upright state to a forwardly tilted state, the rear view is not obstructed when the vehicle V is not opened or when the vehicle V is retracted when opened. It can be. Note that the deflector 2 may be configured to be able to rotate backward, or both forward and backward, instead of being able to rotate forward.

  Examples of the arrangement of the vent holes 213 formed in the deflector 2 are shown in FIGS. 4A to 4C as the first to third embodiments of the present invention. 4 (a) to 4 (c), only one vent hole is indicated by the reference numeral 213. In the first embodiment shown in FIG. 4A, the diameter of the air holes 213 formed in the upper part 2U of the deflector 2 is formed larger than the diameter of those formed in the lower part 2L, and the arrangement of the air holes 213 is arranged. The distance between the peripheral edges is made equal. By arranging the vent holes 213 in this manner, the ratio of the opening area of the vent holes 213 to the entire area of the deflector 2 is larger than when the distances between the centers of the vent holes 213 are equal. Therefore, it is easy to secure the field of view through the vent hole 213 when the second lens 2 is used. In particular, it is easy to secure the rear field of view through the upper part 2U of the deflector 2 in which the diameter of the vent hole 213 is relatively large.

  In the second embodiment shown in FIG. 4B, the diameter of the air holes 213 formed in the upper part 2U of the deflector 2 is formed larger than the diameter of the air holes 213 formed in the lower part 2L. Are made so that the distances between the central portions are equal (that is, the number of vent holes 213 per unit area is the same in the upper portion 2U and the lower portion 2L). By arranging the vent holes 213 in this way, a mold used in the resin molding of the deflector 2 in which the vent holes 213 are formed at the same time can be easily manufactured.

  Further, instead of making the diameters of the vent holes 213 different as described above, as shown in FIG. 4C, the diameter of the vent holes 213 is made equal, and between the vent holes 213 of the upper part 2U of the deflector 2 The vent hole 213 is set to be larger than the distance between the vent holes 213 of the lower portion 2L (that is, the upper portion 2U is larger than the lower portion 2L as the number of vent holes per unit area). They may be arranged (third embodiment). In this way, when the body portion of the deflector 2 has a certain thickness, if the angle of the line of sight with respect to the deflector 2 becomes shallow, the opposite side cannot be seen at all from one side of the deflector 2 through the vent hole 213. The disadvantage that the appearance that occurs when the air vents 213 are formed in the deflector 2 is not uniform can be reduced.

  If the air vents are formed in the deflector 2 so as to have air permeability, the rigidity tends to be low. However, by arranging the deflector 2 between the protrusions 1D and 1P of the roll bar, it is necessary for the deflector 2. Since the length in the vehicle width direction is small, the deflector 2 is stably supported without special measures for increasing the rigidity of the deflector 2.

  Next, the effect by making the air permeability of the upper part 2U of the deflector 2 larger than that of the lower part 2L will be described with reference to FIG. FIG. 5A shows a conventional deflector 9 (that is, a conventional deflector in which vent holes having different diameters are provided and the air permeability is different at the top and bottom as in the present invention, but no vent hole is provided. ) Schematically shows the flow of the entrainment wind F generated during the open running of the open car using), and FIG. 5B is an example of the open running of the open car using the deflector 2 according to the first embodiment of the present invention. The flow of the entrainment wind that occurs sometimes is shown schematically. 5A and 5B, the illustration of the roll bar is omitted, and the vicinity where the deflector is provided is illustrated.

  When the conventional deflector 9 shown in FIG. 5A is used, the upper component of the entrained wind F that strikes the deflector 9 from behind the deflector 9 passes over the upper end of the deflector 9 and flows into the vehicle compartment PC. . This component flows from the rear of the occupant P through a height that substantially corresponds to the occupant's ear.

  On the other hand, when the deflector 2 according to the present invention shown in FIG. 5 (b) is used, the entrainment wind striking the deflector 2 from the rear of the deflector 2 has a lower diameter vent hole formed in the deflector 2 than the lower one. Since it is larger than the one, the velocity of the airflow after passing through the vent hole is higher in the upper part 2U than in the lower part 2L. Accordingly, the pressure drop caused by the airflow in the upper part 2U is larger than the pressure drop caused by the airflow in the lower part 2L, and the airflow that has passed through the deflector 2 is deflected to the lower side of the pressure. Further, since the airflow passes through the deflector 2 itself, the airflow itself over the deflector 2 is also reduced. Needless to say, this effect is also achieved in the second embodiment shown in FIG. 4 (b) and the third embodiment shown in FIG. 4 (c).

  That is, according to the deflector 2 according to the first embodiment to the third embodiment of the present invention, the deflector 2 itself is configured to allow airflow to pass therethrough, and the airflow transmittance is larger toward the upper portion of the deflector 2. As a result, it is possible to reduce the component itself that gets over the deflector 2 out of the engulfed air from behind, and the airflow that has passed through the deflector 2 is deflected upward by the pressure difference due to the speed difference, and gets over the deflector 2. The airflow component is deflected upward. Therefore, both the airflow that has passed through the deflector 2 and the airflow that has passed over the deflector 2 are deflected upward without flowing into the passenger compartment PC.

  As is clear from the above description, in the present embodiment, the vent hole 213 formed in the deflector 2 is a passage means for allowing the air flow to pass therethrough, and the air flows between the upper part 2U of the deflector 2 and the lower part 2L of the deflector 2. A configuration in which the transmittance is different (a configuration in which the upper 2U is set to have a higher air permeability than the lower 2L) is the airflow direction changing means.

  The vent hole 213 may be formed in the deflector body 211 so as to face upward from the rear to the front when the deflector is used. With this configuration, the airflow passing through the vent 213 can be deflected upward even in the vent 213 itself, and the airflow passing through the vent 213 can be easily changed upward. Further, in the above embodiment, the air permeability is varied in two stages between the upper part 2U and the lower part 2L of the deflector 2, but it may be varied in three or more stages, and it is not stepwise but continuous. May be different.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS.

  FIG. 6 is a perspective view of the vicinity of a passenger compartment PC of a vehicle V (open car) equipped with a wind deflector according to the present invention. Since the configuration excluding the window deflector is the same as that of FIG. 1 illustrating the first to third embodiments of the present invention, the same components as those in FIG. Description is omitted.

  A wind deflector 21 that deflects the wind that is caught from the rear during open travel and prevents the passengers from feeling uncomfortable due to the wind, is provided on the horizontal portion 10 that connects the protrusions 1D and 1P almost horizontally between the roll bars 1. 22 is installed. As will be described in detail later, the wind deflectors 21 and 22 are composed of a first deflector member 21 located at the rear and a second deflector member 22 located at the front, both of which block the flow of air. It is comprised and it is located in the part above the belt line B of the vehicle V, respectively. A predetermined gap C is formed between the first deflector member 21 and the roll bar 1, that is, between the first deflector member and the belt line B of the vehicle body (not shown in FIG. 1). The second deflector member 22 is positioned so as to wrap in the gap C when viewed from the front, and the entrained air from the rear is actively passed through the gap C, and the passing air is passed through the second deflector member 22. Is configured to guide upward. That is, the second deflector member 22 is not formed with a gap between the second deflector member 22 and the roll bar 1 like the first deflector member 21, and the roll bar 1 is not substantially spaced from the roll bar 1. It is provided in contact with.

  FIG. 7 is an exploded perspective view of the assembly of the roll bar 1 and the deflectors 21 and 22. Since the configuration of the roll bar 1 is the same as that shown in FIG. 2, the same reference numerals as those in FIG. 2 are attached and the detailed description thereof is omitted, but as in the first to third embodiments, The roll bar 1 is constituted by the leg portion 11, the horizontal portion 10, the projecting portions 1D and 1P, and the trim 12.

  The above-described window deflectors 21 and 22 are attached to a portion of the trim 12 that covers the horizontal portion 10, that is, a horizontal portion of the roll bar 1. The window deflectors 21 and 22 are composed of the first deflector member 21 and the second deflector member 22 as described above. The first deflector member 21 and the second deflector member 22 are attached to the horizontal portion 10 of the roll bar 1 via the hinge 236 and the hinge 235, respectively, and when the vehicle V is in a so-called closed state, etc. When the wind deflectors 21 and 22 do not need to be used, they can be folded. Since the hinges 236 and 235 can be realized by using the same configuration as that of the first to third embodiments of the present invention, detailed description thereof will be omitted.

  FIG. 8 is a front view of the first deflector member 21 in the vicinity of the attachment portion. As shown in FIG. 8, the hinge 236 for attaching the first deflector member 21 to the roll bar 1 has a predetermined height so as to leave a gap C between the first deflector member 21 and the roll bar 1. ing. On the other hand, the hinge 235 for attaching the second deflector member 22 to the roll bar 1 is configured such that no gap is formed between the second deflector member 22 and the roll bar 1 (in FIG. 8, the second deflector is used). The member 22 and the hinge 235 for attaching it to the roll bar 1 are not shown).

  Next, the operation of the deflector according to the present invention will be described with reference to FIG. FIG. 9A shows an open car using a conventional deflector 9 (that is, when one deflector 9 is provided at the upper part of the belt line of the vehicle V instead of the first and second deflector members as in the present invention). FIG. 9 (b) schematically shows the flow of the entrainment air generated during the open travel of the open car using the deflectors 21 and 22 according to the present invention. . 9A and 9B, the illustration of the roll bar is omitted, and the vicinity where the deflector is provided is shown.

  When the conventional deflector 9 shown in FIG. 9A is used, the upper component of the entrained wind F that strikes the deflector 9 from behind the deflector 9 passes over the upper end of the deflector 9 and flows into the passenger compartment PC. . This component flows from the rear of the occupant P through a height that substantially corresponds to the occupant's ear.

  On the other hand, when the deflectors 21 and 22 according to the present invention shown in FIG. 9B are used, the first deflector member 21 located behind and the horizontal portion 10 of the roll bar 1 (not shown in FIG. 9A). The entrainment wind F passes through the gap C formed between the two. That is, the entrainment wind component that gets over the upper portion of the first deflector member 21 is reduced by actively passing the entrainment wind F through the lower portion of the first deflector member 21.

  The entrainment wind F that has passed through the gap C from behind hits the second deflector member 22 and is guided upward. That is, the second deflector member 22 is provided so as to wrap with the gap C, and is configured to deflect the entanglement air upward. Therefore, the gap C is positively formed in the lower part of the first deflector member 21 and the entrainment wind F is intentionally passed through the gap C, thereby reducing the component of the entrainment wind F that gets over the first deflector member 21. In addition, the entrainment wind F that has passed through the gap C is deflected upward by the second deflector member 22 so that it does not hit the occupant, and the first deflector member 21 of the entrainment wind F is overcome. Even if there is a component, the component is deflected upward by the air current deflected upward by the second deflector member 22 without flowing into the passenger compartment PC. In other words, in the present embodiment, the gap C is a passage means that allows airflow to pass therethrough, and the second deflector member 22 is an airflow direction changing means.

  According to the knowledge of the present inventors, the vertical length L1 of the gap C provided at the lower part of the first deflector member 21 is 10 mm, and the vertical length from the lower end of the gap C in the second deflector member 22. If the length L2 is 50 mm and the distance L3 between the first deflector member 21 and the second deflector member 22 is 10 mm, the component of the wind wind F from the rear over the first deflector member 21 is reduced. However, it is clear that the wind passing through the gap C can be effectively deflected upward. However, depending on the height of the first deflector member 21, the distance between the driver seat DS and the passenger seat PS and each deflector member 21, 22, and / or the shape of each deflector member 21, 22, etc. Different values are considered different.

  As in the first to third embodiments described above, the above-described embodiment has a so-called double mountain type having protrusions 1D and 1P that protrude upward corresponding to the driver seat DS and the passenger seat PS, respectively. The first deflector member 21 and the second deflector member 22 are attached to the roll bar. Thus, since the 1st deflector member 21 and the 2nd deflector member 22 are arrange | positioned between the protrusion parts 1D and 1P of a double mountain type roll bar, the protrusion part 1D which has thickness in the vehicle front-back direction. The deflectors 21 and 22 can be arranged in a space efficient manner inside a so-called dead space generated between 1P and the deflector members 21 and 22 when opening and closing the structure of the upper part of the belt line of the vehicle. Interference can be avoided. Further, since the entrainment wind F mainly passes between the driver seat DS and the passenger seat PS, the entrainment wind F flowing through that portion can be effectively deflected. Furthermore, by arranging the deflectors 21 and 22 between the projecting portions 1D and 1P, the length in the vehicle width direction required for each of the deflector members 21 and 22 becomes small, and the rigidity required for each of the deflector members 21 and 22 is increased. Since it does not become so big, each deflector member 21 and 22 can be constituted simply.

  The second deflector member 22 is integrated with the trim 12 of the roll bar 1 instead of being attached to the upper surface of the horizontal portion 10 of the roll bar 1 via the hinge 235 as in the above-described embodiment, that is, the roll bar 1. You may make it shape | mold integrally with the member which comprises. In this way, the second deflector member 22 can be easily formed into a shape suitable for deflecting the airflow. Alternatively, the first deflector member 21 and the second deflector member 22 may be configured to be removably attached instead of being foldable via the hinges 236 and 235, respectively.

  Further, the first deflector member 21 in the above embodiment is configured to block the flow of air, but may be configured to have some air permeability. Hereinafter, an example in which the first deflector member is configured as described above will be described as a fifth embodiment and a sixth embodiment with reference to FIGS. 10 and 11, respectively.

  FIG. 10A is a front view of the vicinity of the attachment portion of the first deflector member 31 in the fifth embodiment. The first deflector member 31 according to the present embodiment has the same configuration as that of the fourth embodiment except that the first deflector member 31 is configured by extending a cloth-like mesh material 311 having air permeability inside the frame portion 312. It has become. That is, the first deflector member 21 is attached to the upper surface of the horizontal portion 10 of the roll bar 1 with a predetermined gap C between the first deflector member 21 and the horizontal portion 10 of the roll bar 1. The second deflector member is provided in contact with the roll bar 1 (the illustration of the second deflector member is omitted in FIG. 10A).

  FIG. 10B schematically shows the flow of the entrainment wind F during open travel in the fifth embodiment. FIG. 10B shows the vicinity where the deflector is provided without the illustration of the roll bar. Since the 1st deflector member 31 is mainly comprised from the mesh material which has air permeability, as shown in figure, the entrainment wind F is not interrupted | blocked completely and the one part passes. However, since a part of the entrainment air F passes through the first deflector member 31 in this way, the entrainment air F passes through the first deflector member 31 itself in addition to the gap C at the lower part thereof. The component of the entrainment wind F that wraps around from the upper part of the first deflector member 31 is further reduced. In addition, since the component of the entrained wind F that has passed through the first deflector member 31 itself has a flow velocity, the air pressure in the vicinity of the airflow decreases, so that the gap C at the lower portion of the first deflector member 31 is reduced. The component of the entrained wind F that has passed through is easily deflected upward, and is reliably deflected upward by the second deflector member 22. Further, even if there is a component that gets over the first deflector member 21, the component is deflected upward by the airflow guided upward by the second deflector member 22, and does not flow into the passenger compartment PC.

  FIG. 11A is a front view of the vicinity of the attachment portion of the first deflector member 41 in the sixth embodiment. The first deflector member 41 according to the present embodiment has the same configuration as that of the fifth embodiment, except that the first deflector member 41 is configured of a resin plate in which vent holes 411 having a predetermined diameter are uniformly formed in advance. Yes. That is, the first deflector member 41 is attached to the upper surface of the horizontal portion 10 of the roll bar 1 while leaving a predetermined gap C between the first deflector member 41 and the horizontal portion 10 of the roll bar 1. Further, the second deflector member is provided in contact with the roll bar 1 (the illustration of the second deflector member is omitted in FIG. 11A. In addition, a plurality of vent holes 411 are formed. Only one of them is indicated by a reference numeral).

  FIG. 11B schematically shows the flow of the entrainment wind F during open travel in the sixth embodiment. FIG. 11B illustrates the vicinity where the deflector is provided without the illustration of the roll bar. Since the first deflector member 41 has a uniform air hole 411 having a predetermined diameter, the entrainment air F is not completely blocked as in the second embodiment, and a part thereof passes. . However, since a part of the entrainment air F passes through the first deflector member 41 in this way, the entrainment air F passes through the first deflector member 41 itself in addition to the gap C at the lower part thereof. The component of the entrainment wind F that wraps around from the upper part of the first deflector member 41 is further reduced. In addition, since the component of the entrained wind F that has passed through the first deflector member 41 itself has a flow velocity, the air pressure in the vicinity of the airflow decreases, so the gap C at the lower part of the first deflector member 41 is reduced. The component of the entrained wind F that has passed through is easily deflected upward, and is reliably deflected upward by the second deflector member 22. Further, even if there is a component that gets over the first deflector member 41, the component is deflected upward by the airflow guided upward by the second deflector member 22, and does not flow into the passenger compartment PC.

  Furthermore, in the sixth embodiment, the first deflector member 41 inevitably has a certain thickness. Therefore, by giving the air hole 411 a direction (the air hole 411 is configured to face obliquely upward from the rear surface to the front surface of the first deflector member 41 so that the airflow passing through the air hole 411 faces upward) The airflow passing through the first deflector member 41 can be directed upward, and the airflow passing through the gap C below the first deflector member 41 can be more reliably deflected upward.

  By the way, depending on the form of the open car, when the upper part from the belt line B including the roof of the vehicle is folded rearward, the roof outer surface when functioning as the roof is the upper surface in the folded state. There is something. With such a configuration, the outer surface of the roof is exposed even after folding, and it is advantageous in that the appearance at the time of opening and the inner surface of the roof (that is, the surface on the side of the vehicle compartment PC) can be prevented from becoming dirty during opening. it is conceivable that.

  However, the roof is usually shaped so that the center in the vehicle width direction is raised upwards. Therefore, especially when the folding method described above is adopted in a so-called hard roof type open car, the roof is operated at the time of opening. When a person looks behind the rear view mirror, the center portion of the roof appears to protrude upward, which is not preferable in appearance. However, according to the present invention, it is possible to solve the above-described problem of deterioration in appearance while suppressing the entrainment wind from the rear during open running. Such a configuration will be described with reference to FIGS. 12 to 15 as a seventh embodiment of the present invention.

  FIG. 12 is a perspective view of the vicinity of a passenger compartment PC of a vehicle V (open car) equipped with a wind deflector according to the present invention. Since the configuration excluding the window deflector is the same as that of FIG. 1 illustrating the first to third embodiments of the present invention, the same components as those in FIG. Although description is omitted, in FIG. 12, the rear view mirror RM used for the driver to visually recognize the rear is illustrated. The configuration of the roll bar 1 is also the same as that of the first to third embodiments described above, and detailed description thereof is omitted.

  The deflector 2 has the same configuration as that of the first embodiment of the present invention shown in FIG. That is, the lower portion 2L of the deflector 2 is configured to have a smaller diameter of the vent hole 213 than the upper portion 2U of the deflector 2.

  The storage of the portion including the loop panel when the vehicle V in the present embodiment is in the open state will be described with reference to FIG. In FIG. 13, the seats DS and PS, the roll bar 1 and the deflector 2 of the vehicle V are not shown.

  FIG. 13 (a) is a side view showing the case where the vehicle V is in a closed state, and FIG. 13 (d) is a side view when the vehicle V is in an open state. From the closed state to the open state, the states shown in FIGS. 13B and 13C are sequentially passed. In the rear portion of the vehicle V, a storage portion in which a portion above the belt line B is stored in the vehicle V is formed, but the illustration is omitted.

  As shown in FIG. 13A, the portion 5 above the belt line B of the vehicle V is composed of a metal or resin roof panel 50, a metal or resin rear pillar 51, and a rear window 52. It is an open car in the form of a so-called hard roof. Further, a cover 53 is provided at the rear portion so as to cover a storage portion (not shown) from above. In the open state, first, the cover 53 is moved backward by a predetermined distance, and in this state, the rear pillar portion 51 supported by the vehicle body via a link mechanism (not shown) rotates rearward and links to the rear pillar portion 51. The roof panel 50 connected via the mechanism 54 moves rearward. The rear window 52 is separated from the rear pillar portion 51 and is positioned inside the rear pillar portion 51. This state is shown in FIG.

  Thereafter, the rear pillar portion 51 is further rotated rearward and stored in a storage portion (not shown), and the roof panel 50 is positioned on the upper portion thereof with its outer surface facing upward. This state is shown in FIG. Thereafter, the cover 53 moves forward, and the storage of the structure above the belt line B, that is, the transition to the open state is completed. This state is shown in FIG.

  FIG. 14 shows a rear view seen from the driver of the vehicle V through the rear view mirror RM. FIG. 14A shows a case where the entire deflector is made transparent as a comparative example, and FIG. 14B shows a case where the deflector 2 according to the present embodiment is used. When the entire deflector is configured to be transparent, as shown in FIG. 14 (a), the upper part of the folded roof 50 is reflected through the rear view mirror RM over the deflector. On the other hand, in the case of the deflector 2 according to the present embodiment, as shown in FIG. 4B, the diameter of the vent hole 213 formed in the lower part 2L of the deflector 2 is the same as that of the vent hole 213 formed in the deflector upper part 2U. Since it is formed smaller than the diameter, when the driver visually recognizes the rear through the rear view mirror RM, the roof panel 50 positioned at the rear is not reflected on the rear view mirror RM. That is, according to the present embodiment, the driver visually recognizes the rear side of the upper 2U region of the deflector 2 relatively well via the large-diameter vent 213, while the diameter of the lower 2L region of the deflector 2. The roof panel 50 located at the rear is hidden by the small ventilation hole 213 and is not reflected on the rear view mirror RM, so that the appearance for the driver is improved. In addition, this effect is not limited to the deflector 2 of the first embodiment, but is also achieved by the deflector 2 according to the second embodiment or the third embodiment.

  In addition, it is good also considering the surface at the vehicle rear side of the lower part 2L of the deflector 2 as a design surface. That is, in order to improve the appearance when the vehicle V is viewed from behind, the vehicle V may be highly designed or may be marked with a logo mark or the like. The region where the size of the vent holes 213 in the lower part 2L of the deflector 2 or the number per unit area is small is an area where it is difficult for the driver to visually recognize the rear, so even if the lower part 2L of the deflector 2 is designed as a design part, There is no inconvenience in the rear viewing for the person. That is, an area with little trouble for the driver can be used as the design part. An example in which a logo mark is written is shown in FIG. 15 which is a rear view of the vehicle V in the open state as viewed from the rear. In FIG. 15, the ventilation hole is not shown, but the logo mark or the like may be attached to the rear surface of the lower part 2 </ b> L of the deflector 2 so as to overlap the ventilation hole 213 or avoid the ventilation hole. And can be provided by three-dimensional molding.

  Although the present invention has been described with reference to the preferred embodiments, it is needless to say that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the invention. . For example, the roll bar member is not limited to a two-piece type as in the present embodiment, and may be any member as long as it has a predetermined height behind the seat. Further, the present invention can be applied not only to a two-seater open car as in this embodiment, but also to a vehicle having a plurality of seat rows in the front-rear direction. In this case, the roll bar and the deflector are provided behind the last row of seats, and the passenger compartment includes the position of the head of the occupant seated on the last row of seats, and is located in front of and behind the windshield. The region including the vicinity of the height where the head is located is lower than that. Also in the vehicle of such a form, it can suppress that the entrainment wind from back flows into a vehicle interior at the time of open driving | running | working similarly to embodiment mentioned above.

FIG. 3 is a perspective view of the vicinity of the passenger compartment when the open car including the window deflector according to the embodiment of the present invention is opened.

It is a disassembled perspective view of the assembly of the roll bar and deflector by this embodiment.

It is a perspective view which shows the structure of the deflector and hinge by this embodiment.

It is the schematic which shows the arrangement | sequence of the air vent formed so that air permeability may differ in an upper part and a lower part in a deflector.

It is the schematic which shows the effect | action of the deflector by this embodiment.

FIG. 6 is a perspective view of the vicinity of a passenger compartment when the open car having a window deflector according to another embodiment of the present invention is opened.

It is a disassembled perspective view of the assembly of the roll bar and deflector by this embodiment.

It is a front view of the attachment part vicinity of the 1st deflector member.

It is the schematic which shows the effect | action of the deflector by this embodiment.

(A) The front view which shows the structure of the 1st deflector member by further another embodiment of this invention, (b) It is the schematic which shows the effect | action of the 1st deflector member by another embodiment of this invention.

(A) The front view which shows the structure of the 1st deflector member by further another embodiment of this invention, (b) It is the schematic which shows the effect | action of the 1st deflector member by another embodiment of this invention.

It is a perspective view of the vehicle compartment vicinity at the time of opening of the open car provided with the wind deflector by another embodiment of this invention.

It is a figure which shows the transfer from a closed state to an open state in the open car by this embodiment.

(A) The figure which shows the rear view seen through the rear view mirror from the driver of the open car which has the deflector comprised transparently as a whole, (b) From the driver of the open car provided with the deflector by this embodiment It is a figure which shows the visual field of the back seen through the rear view mirror.

It is the rear view which looked at the case where the open car by this embodiment exists in an open state from back.

Explanation of symbols

1 Roll bar (roll bar member)
1D, 1P Projection part 2 Wind deflector 2U Upper part of wind deflector 2L Lower part of wind deflector
10 Horizontal section
21, 31, 41 First deflector member
22 Second deflector member (air flow direction changing means)
50 Roof panel (roof)
211 Main body (first deflector member, board)
311 Mesh material (first deflector member)
213, 411 Vent (passage means, airflow direction change means)
B Beltline (Beltline part)
C gap (passing means)
DS Driver's seat F Airflow PC Car compartment PS Passenger seat V Vehicle WS Windshield

Claims (16)

The above-mentioned operation can be fixed or attached to a roll bar member provided behind the driver seat and the passenger seat in a vehicle in which a portion above the belt line portion can be removed or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the belt line portion behind the seat and the passenger seat,
The deflector includes passage means for passing a part of the airflow from the rear of the vehicle forward, and airflow direction changing means for guiding the passed airflow upward in the vicinity of the vehicle front side surface of the passage means. Open car wind deflector. The part including the roof above the belt line part can be fixed or attached to a roll bar member provided behind the driver's seat and the front passenger seat in a vehicle that can be detached or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the beltline portion behind the driver seat and passenger seat,
The deflector is air permeable so that a part of the airflow can pass in front of the vehicle, and the air permeability of the deflector is higher in the upper region than in the lower region of the deflector. An open car wind deflector. The roll bar member has two projecting portions projecting upward corresponding to the driver seat and the passenger seat, respectively, and the deflector is disposed between the projecting portions. An open car wind deflector according to claim 2. The wind deflector for an open car according to claim 3, wherein the deflector includes a board having a vent hole. The said ventilation hole is formed in two or more by the said board, The magnitude | size of these ventilation holes is made larger by the upper area | region compared with the lower area | region of the said board, The characterized by the above-mentioned. Open car wind deflector. A plurality of the vent holes are formed in the board, the sizes of the plurality of vent holes are substantially constant, and the number of the vent holes per unit area is an upper area compared to the lower area of the board. The wind deflector for an open car according to claim 4, wherein The wind deflector for an open car according to any one of claims 2 to 6, wherein the deflector is attached to the roll bar member so as to be able to lean forward or backward. The vehicle is configured such that the portion including the roof above the beltline portion can be folded and stored leaving the windshield,
The roof in the stowed state is located behind the driver seat and the passenger seat with the outer surface facing upward, and at least a part including the center in the vehicle width direction of the roof is located above the belt line portion. The open car wind deflector according to any one of claims 4 to 7, wherein the wind deflector is configured. The wind deflector for an open car according to any one of claims 2 to 8, wherein the lower rear surface of the deflector is a design portion. The above-mentioned operation can be fixed or attached to a roll bar member provided behind the driver seat and the passenger seat in a vehicle in which a portion above the belt line portion can be removed or folded while leaving the windshield. A wind deflector for an open car that suppresses airflow from flowing into the vehicle interior of the vehicle from behind at the upper part of the belt line portion behind the seat and the passenger seat,
A first deflector member disposed behind the driver seat and the front passenger seat at an upper portion of the belt line portion, leaving a predetermined gap from the belt line portion, and behind the driver seat and the front passenger seat and the first seat A wind deflector for an open car, comprising: a second deflector member that guides an airflow flowing into the vehicle interior through the gap in front of the deflector member. The roll bar member has two projecting portions projecting upward corresponding to the driver seat and the passenger seat, respectively, and the first deflector member and the second deflector member are disposed between the projecting portions. 11. The wind deflector for an open car according to claim 10, wherein the wind deflector is disposed in The roll bar member has a horizontal portion that connects the two protrusions substantially horizontally at substantially the same height as the belt line portion of the vehicle, and the second deflector member is 12. The wind deflector for an open car according to claim 11, wherein the wind deflector is in contact with an upper surface of the horizontal portion. 13. The window deflector for an open car according to claim 12, wherein the second deflector member is formed integrally with at least the horizontal portion of the roll bar member. 14. The wind deflector for an open car according to claim 10, wherein the first deflector member is configured to have air permeability so that a part of the airflow can pass therethrough. 15. The window deflector for an open car according to claim 14, wherein the first deflector member is made of a mesh material having air permeability. 15. The window deflector for an open car according to claim 14, wherein the first deflector member is formed of a resin-molded board having a vent hole in advance.

Images