JP2006224906A - Wind deflector device for convertible - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wind deflector device for a convertible for a comfortable drive by structuring a deflector of a member hard to generate deterioration with the lapse of time without requiring an additional frame member like in a case of using a net and by preventing the generation of white noise. <P>SOLUTION: A hole part 4 is provided with an orifice part 41 to straighten wind (air flow ω) passing through the hole part 4, and white noise to be generated by fine and various air whirl X can be restricted. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a wind deflector device for an open car, and more particularly to an open car wind deflector device in which an opening for allowing a part of the wind to pass through the deflector is provided.

  Conventionally, it has been known that a wind deflector device for preventing wind-in wind during traveling is provided at the rear end of a cabin of an open car.

  This type of deflector device is of a type that completely blocks the flow of the wind with a transparent acrylic plate, etc., but with this type of completely blocked type, the pressure difference between the interior of the vehicle and the outside of the vehicle increases at high speeds. There are problems such as various air vortices generated above the passenger compartment due to the entanglement wind trying to get over the deflector, disturbing the occupant's hair, noisy abnormal noise and turbulence in the passenger compartment air. there were.

  Therefore, as shown in Patent Document 1 and Patent Document 2 below, by configuring the deflector with a net (net-like member), the pressure between the vehicle interior and the exterior of the vehicle during high-speed traveling is partially allowed to pass through the vehicle interior. There has been proposed a wind deflector device that prevents an increase in the difference and prevents noisy noise and turbulence in the passenger compartment air.

JP-A-9-175192 Japanese Patent Publication No. 7-55624

  However, when the deflector is configured by a net as in Patent Document 1 and Patent Document 2, it is necessary to separately provide a frame member around the net in order to give a constant tension to the net, and the outer surface is a net. For this reason, there is a problem that even when the aging is deteriorated or part of the surface is scratched, the entire surface is bent and a desired air flow cannot be obtained or the appearance is deteriorated.

  Therefore, the deflector is made of a hard plate-like member, and by forming a large number of holes in the plate-like member, the frame member is unnecessary while passing a part of the entrainment wind into the vehicle interior, It is conceivable to take measures against problems due to aging.

  However, unlike a thin net, when a large number of holes are provided in a hard deflector plate having a predetermined thickness, the air flow is restricted by these holes, so the air flow There is a problem that, after passing through the deflector plate, vortices of various sizes, speeds, and directions that are comparatively small are generated to generate so-called white noise such as a cirrus or zur.

  In particular, since the installation position of the wind deflector device is at the occupant's ear, the occurrence of such white noise may hinder comfortable driving.

  Therefore, the present invention does not require a frame member separately as in the case of adopting a net in a wind deflector device of an open car, and further, while configuring the deflector with a member that does not easily deteriorate over time, the white noise An object of the present invention is to provide a wind deflector device for an open car that can be prevented from being generated and can be driven comfortably.

  The wind deflector device for an open car according to the present invention is a wind deflector device arranged in the vehicle width direction at the rear end portion of the open car compartment, and includes a hard deflector plate that prevents entrainment wind, and the deflector plate includes A plurality of holes having substantially the same shape that allow a part of the wind to pass through in the vertical direction and the vehicle width direction. The hole includes a through part that penetrates the deflector plate, and the surface of the through part and the deflector plate. And an orifice portion having a predetermined curvature curved surface that continues smoothly, and the through portion and the orifice portion are arranged substantially concentrically in a front view of the deflector plate.

  According to the above configuration, the hole portion has the penetration portion and the orifice portion having a predetermined curvature curved surface, and the penetration portion and the deflector plate surface portion are smoothly continuous by the orifice portion.

  For this reason, although the flow of air is throttled by the hole, it is smoothly throttled, so that the generation of air vortex can be suppressed.

  That is, by providing the orifice portion, the air flow is throttled gently and smoothly, so that a part of the entrainment air can pass through without disturbing the air flow.

  Here, the member that forms the deflector plate may be, for example, a resin member, a metal member, a hard fiber member, a hard paper member, or the like, and is not particularly limited as long as it has more rigidity than the net member. .

  Further, the color and the like may be black, transparent, translucent, metallic color, and the like, and are not particularly limited.

  Further, the curvature radius of the orifice portion may be formed with any curvature radius as long as the air flow can be smoothly reduced.

  In one embodiment of the present invention, the penetrating portion has a substantially drum shape in which the diameter of the deflector plate surface portion is larger than the diameter of the central portion in the thickness direction of the deflector plate.

  According to the said structure, the penetration part continuous from an orifice part is formed in a substantially drum shape.

  For this reason, the flow of air can be throttled more smoothly, and the viewing angle can be widened because the diameter of the surface portion of the rear view through the penetrating portion is increased.

  Therefore, the generation of air vortices can be reduced to further enhance the effect of the present invention, and the rear view can be improved.

  In one embodiment of the present invention, the holes are staggered with respect to other adjacent holes.

  According to the said structure, the blind spot of the rear view visible from a hole can be decreased by making a hole into a staggered arrangement.

In other words, the rear view that the driver looks back or sees with the rearview mirror is wide in the horizontal direction, and the human view is spread in the horizontal direction. The range can be reduced and the blind spot in the rear view can be reduced.
Therefore, the visibility of the rear view through the hole can be further improved.

In one embodiment of the present invention, in the staggered arrangement, an angle formed by one of the holes and two holes adjacent to the holes is set to approximately 60 degrees.
According to the said structure, the space | interval of zigzag arrangement | positioning of a hole part will be about 60 degree | times, and the space | interval of each hole part will become equal.

For this reason, the rear view from the holes can be efficiently improved without causing the intervals between the holes to be uneven as in the 90-degree staggered arrangement.
Therefore, the visibility from a hole can be improved efficiently.

  In one embodiment of the present invention, the hole is formed in a circular shape, and the distance between the centers of the two holes is larger than the sum of the radii of the orifices of the two holes in a front view of the deflector plate. Is set longer.

  According to the above configuration, since the distance between the centers of the two holes is longer than the sum of the radii of the two orifices, there is always a surface portion (planar portion) of the deflector plate between the two holes. Will exist.

  Therefore, since the orifice portions of the adjacent hole portions do not overlap and do not become a crest, it is possible to appropriately form a flat surface on the deflector plate surface portion, and to improve the visual appearance and the fingertip contact condition. .

  In one embodiment of the present invention, the deflector plate is injection-molded with a resin material, and a flat portion serving as a contact surface for the ejector pin is provided between the orifice portion of the hole portion and the orifice portion of the adjacent hole portion. It is a thing.

  According to the above configuration, when the deflector plate is injection-molded with the resin material, the ejector pin is brought into contact with the flat portion provided between the orifice portion of the hole portion and the orifice portion of the adjacent hole portion.

  For this reason, when the deflector plate is released from the mold, the ejector pins can be reliably brought into contact with the deflector plate, and the deflector plate is released without deforming the orifice portion by the tip of the ejector pin. can do.

  Therefore, it is possible to reliably release the deflector plate while providing the orifice in the hole.

  It is desirable that the diameter of the ejector pin contact position is set to about 1 mm.

  In one embodiment of the present invention, the deflector plate is made of polypropylene, the plate thickness is set to about 3 mm, the hole portion has a hole diameter of about 3 mm, a hole center distance of about 6 mm, and the curvature radius of the orifice portion is about It is set to 0.9 mm and a staggered arrangement of about 60 degrees.

  According to the above configuration, the passage of wind as a deflector plate actually installed in an open car, prevention of wind noise, good rear visibility, resin flowability as a resin molded part, defect occurrence rate, and ejector pins The performance can be maximized when considering the mold release at.

  In one embodiment of the present invention, a frame portion having no hole portion is integrally formed around the deflector plate, and a separate frame member corresponding to the frame portion is attached from the vehicle front side.

  According to the above configuration, when the “frame” is provided around the deflector plate, the frame portion integrally formed with the deflector plate is positioned on the rear side of the vehicle.

  For this reason, the gap between the separately formed frame member and the deflector plate is positioned on the front side of the vehicle, so that the entangled wind does not enter the gap and the generation of wind noise due to the gap can be prevented. .

  Therefore, it is possible to further reduce noise when the entrainment air passes through the deflector plate.

  According to the present invention, by providing the orifice portion, the air flow is throttled gently and smoothly, so that a part of the entrainment air can pass through without disturbing the air flow.

  Therefore, an open car wind deflector device does not require a separate frame member as in the case of using a net, and the deflector is made up of members that are less likely to deteriorate over time, while further preventing the occurrence of white noise. And can drive comfortably.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view of an open car employing the wind deflector device of the present invention, FIG. 2 is a plan view thereof, and FIG. 3 is a front perspective view of the wind deflector device installed at the center of the rear end of the passenger compartment.

  As shown in FIG. 1, the wind deflector device 1 of the present invention is installed at the rear end of a passenger compartment C behind the seat 2 of the open car V so as to protrude above the so-called belt line B, so as to run in an open state. Inside, as shown by the arrows, the wind W that is caught from the rear side of the vehicle is prevented, and the wind W is prevented from being caught in the passenger compartment C.

  However, when traveling at high speed, the flow velocity increases, the pressure difference between the interior of the passenger compartment C and the exterior of the passenger compartment increases, and the vehicle is caused by the wind that moves over the deflector plate 3 from the rear side of the vehicle toward the passenger compartment C. An air vortex or the like is generated above the chamber C, which may cause noise or air suction.

  Therefore, in the present embodiment, the deflector plate 3 of the wind deflector device 1 is provided with a plurality of minute holes 4 to be described later, and a part of the entrainment air W is introduced into the passenger compartment C ( Arrow shown by a broken line in FIG. 1).

  As a result, an increase in the pressure difference between the inside of the passenger compartment C and the outside of the vehicle during high-speed traveling is mitigated to prevent the occurrence of air vortices and the like.

  For this reason, the driver D and the like can enjoy a comfortable drive even when traveling at high speed.

  As shown in FIGS. 2 and 3, the wind deflector device 1 is installed at the upper end of the back trim 6 between the left and right roll bars 5, 5 installed behind the seat 2. The entrainment wind W caught in the passenger compartment C from between 5 is cut off.

  By installing in this position, the wind is cut off at the place where the wind is most likely to enter between the seat backs of the left and right seats 2, so even if the deflector plate 3 is not so large, the wind is effectively W can be cut off.

  In this embodiment, the deflector plate 3 is provided only in the lower half of the position between the roll bars 5 and 5, but it extends to the upper side between the roll bars 5 and 5 so W may be prevented.

  Further, a deflector plate may be additionally installed in the space R (see FIG. 3) surrounded by the roll bars 5 and 5, or a single deflector plate may be installed over the entire width in the vehicle width direction. The amount of wind involved may be further reduced.

The specific structure of the wind deflector device 1 will be described in detail with reference to FIGS.
4A is a plan view of the wind deflector device 1 as viewed from above, FIG. 4B is a front view of the wind deflector device 1 as viewed from the front, and FIG. 5 is a view taken along line AA in FIG. 6 is a cross-sectional view taken along the line BB in FIG. 4B, and FIG. 7 is a cross-sectional view taken along the line CC in FIG. 4B. 5 to 7, the hole 4 is omitted in order to eliminate complexity.

  The wind deflector device 1 of this embodiment includes a substantially rectangular base 7 extending in the vehicle width direction, a deflector plate 3 standing on the base 7 so as to extend in the vehicle width direction and the vertical direction, and the deflector plate 3. And a hinge mechanism 8 that is hinged to the pedestal 7 so as to be undulating.

  The above-described pedestal 7 is composed of a rectangular lid member having leg portions 71 that contact the back trim 6 at the periphery, and covers the hinge mechanism 8 and the like, which will be described later, from above when installed in the open car V. I try to hide it.

  Two rectangular opening holes 72 and 72 are provided at the left and right positions in the vehicle width direction of the pedestal 7, and the deflector plate 3 is linked to the hinge mechanism 8 through the opening holes 72 and 72.

  The aforementioned deflector plate 3 is formed by injection-molding polypropylene resin, and is disposed so as to overlap the substantially trapezoidal main body member 31 whose upper edge is longer than the lower edge, and the rear outer peripheral edge of the main body member. And a frame member 32 to be configured.

  The main body member 31 is provided with a frame portion 31a having a U-shaped cross section that protrudes forward at the outer peripheral edge, and a windproof surface 31b that forms a plurality of holes 4 to be described later. By providing the frame portion 31a on the outer peripheral edge in this manner, the rigidity of the main body member 31 can be increased, and even if the windproof surface 31b is thin, the main body member 31 alone can ensure sufficient rigidity to withstand wind pressure. is doing.

  Further, at the lower part of the main body member 31, cover parts 31 c and 31 c covering the hinge mechanism 8 are formed one by one on the left and right.

  On the other hand, the frame member 32 is configured by an annular member having a U-shaped cross section that protrudes rearward at a position corresponding to the frame portion 31 a of the main body member 31, and the frame portion so as to surround the windproof surface 31 b of the main body member 31. It joins to the back side (vehicle rear side) of 31a.

  Thus, a closed cross section is formed between the frame member 32 and the frame portion 31a of the main body member 31, and the rigidity of the outer peripheral edge of the deflector plate 3 is further increased.

  In addition, as described above, the frame member 32 is also formed by injection-molding polypropylene resin in the same manner as the main body member 31. However, the frame portion 31a and the frame member 32 are set by setting the respective decorative surfaces outward. The appearance of the “frame” composed of is improved.

  The hinge mechanism 8 includes a rotating body 81 (see FIG. 5) that is fastened and fixed to the lower end portion of the deflector plate 3, and a hinge case 82 that guides and holds the rotating position of the rotating body 81.

  The rotating body 81 is formed of a member having a substantially U-shaped cross section, and has convex portions 83 serving as a rotation center on both sides of the central bent portion 81a. The projecting portion 83 is pivotally supported by the boss portion 84 of the hinge case 82 (see FIG. 6), so that the rotating body 81 is rotatable with respect to the hinge case 82.

  As shown in FIG. 5, by rotating the deflector plate 3 so as to lie down on the front side of the vehicle (the left side in the drawing is the front side of the vehicle), the rotating body 81 is also rotated on the rear side of the vehicle.

  A detent member 85 urged in the off-axis direction is provided at the tip of the rotating body 81. The rotating body 81 is positioned by fitting the detent member 85 into fitting holes 86 and 87 provided in the hinge case 82.

  Further, the detent member 85 has a function of giving moderation to the rotation operation of the deflector plate 3, and the detent member 85 has a detent in the fitting holes 86 and 87 at positions corresponding to the standing position and the lying position of the deflector plate 3. By engaging and disengaging the member 85, a “crisp” feeling of moderation is generated.

  On the other hand, the hinge case 82 is formed with a fan-shaped cross-section guide portion 88 for positioning and guiding the detent member 85 at the center as described above, and the boss portions 72 on the lower surface of the base 7 as shown in FIG. On the other hand, it has a fixing portion 89 that is fastened and fixed by a fastening bolt 73, and a pair of front and rear fasteners 90, 90 that are inserted into and fixed to the back trim 6 as shown in FIG. Yes.

  Thus, the hinge case 82 fixes the hinge mechanism 8 to the base 7 by being fixed to the base 7 by the fixing part 89 while defining the rotational position of the rotary body 81 by the central guide part 88. Thereby, the deflector plate 3, the hinge mechanism 8, and the base 7 are integrated (sub-assembled state).

  After the integration as described above, the wind deflector device 1 is attached to the open car V by inserting and fixing the fasteners 90, 90 into the opening holes 61, 61 opened at the upper end of the back trim 6 (see FIG. 7). Will be installed.

  Next, the detailed structure of the hole provided in the windproof surface of the deflector plate will be described with reference to FIGS. 8 is a detailed view of the holes 4 provided in the windproof surface 31b, FIG. 9 is a cross-sectional view of the holes 4 corresponding to the cross-sectional view taken along the line DD in FIG. 8, and FIG. 10 is a parallel arrangement (A). FIG. 11 is an explanatory diagram for comparison between the case where the orifice portion is not provided (A) and the case where it is provided (B).

  As shown in FIG. 8, the holes 4 in this embodiment are arranged in a staggered arrangement of 60 degrees with the holes 4 being set at intervals of 60 degrees, and the intervals between the holes 4 are made uniform. Yes.

  Thus, the rear visual field visually recognized through the holes 4 can be improved by arranging the plurality of holes 4 in a staggered arrangement.

That is, as shown in FIG. 10, for example, when the holes 4 having the same pitch P and the same diameter D are provided, and when arranged in parallel as shown in FIG. However, in the case of a staggered arrangement as shown in (B), since the vertical width (interval S ′) can be made shorter than the interval S, the horizontal blind angle can be reduced. Can do. The rear view that the driver looks back or looks through the rearview mirror is wide in the horizontal direction (to recognize other vehicles and obstacles on the road), and the human view generally spreads in the horizontal direction. By reducing the blind spot in the horizontal direction through the plate 3, the rear field of view can be improved.
Moreover, by setting it as 60 degree staggered arrangement | positioning, the space | interval of all the hole parts 4 ... can be made equal.

  Thus, since the holes 4 can be opened most efficiently by equalizing the intervals between the holes 4, the rear view can be improved efficiently. Moreover, since the space | interval of the hole part 4 ... is equal, also when inject-molding, a resin flow can be made uniform and the defect rate of a product can be reduced.

  Furthermore, regarding injection molding, since the shape of the hole 4 is circular, the resin flow around the hole 4 can be made smooth, and product defects can be further reduced.

  In addition, as shown in FIG. 9, the through-hole 4a of the hole 4 has a predetermined inclination angle α so that the diameter d1 of the central portion of the plate thickness t is the smallest and the diameter d2 of the opening on both side surfaces is the largest. It has a substantially drum shape.

  Thus, the rear view from the hole 4 can be further improved by forming the penetrating portion 4a in a substantially drum shape.

  That is, as shown in FIG. 2, the driver D is positioned obliquely forward in the horizontal direction with respect to the wind deflector device 1, so that the deflector plate 3 is viewed from obliquely forward. In this case, Since the penetrating part 4a has a substantially drum shape, the rear part can be visually recognized through the hole part 4 (line of sight indicated by an arrow in FIG. 9) without looking from the front, and the visibility of the rear view is increased. Can do it.

  In addition, since the penetrating portion 4a has a substantially drum shape in this way, when it is released from the mold, it can be easily released, and the defect of the product can be reduced. An effect is also obtained.

  Further, an orifice 41 composed of a curved surface having a predetermined radius of curvature R is provided between the hole 4 and the windproof surface 31b substantially concentrically with the penetrating part 4a on the entire circumference of the hole 4. .

  By providing the orifice portion 41, the wind (air flow) passing through the hole portion 4 can be rectified, and noise generated by various minute air vortices can be suppressed.

  That is, when the orifice portion 41 is not provided, as shown in FIG. 11A, it is caused by the top portion Z between the rear flat surface portion 31b1 of the windbreak surface 31b and the through portion 4a of the hole portion 4. When the entrainment wind W enters the penetration part 4a, the flow is disturbed, and air vortexes X of various sizes, speeds, and directions that are relatively small are formed between the outer periphery of the main air flow ω and the penetration part 4a. A large number of noises occur, and the air vortex X generates so-called white noise such as a cirrus or a zur.

  On the other hand, as shown in (b), when the orifice portion 41 is provided, there is no top portion Z between the rear flat surface portion 31b1 of the wind-proof surface 31b and the through portion 4a of the hole portion 4, and it is smooth. Since the curved surface is continuous, when the entrainment wind W enters the through-hole 4a, the air flow ω is throttled gently and smoothly, and the air flow ω is not disturbed and the air vortex X is generated. It can be suppressed.

  In particular, since the penetrating portion 4a has a substantially drum shape as described above, the air flow ω is gently throttled even after passing through the orifice portion 41, and the air flow ω throttled by the orifice portion 41 is reduced. Since the guide is directly provided in the aperture direction, the generation of the air vortex X can be further reduced.

  The deflector plate 3 (windproof surface 31b) of this embodiment has a plate thickness t of 3 mm, a diameter d1 (diameter of the central portion) of the holes 4... 3 mm, and a hole center distance (p in FIG. 8) of 6 mm. The opening ratio is 22.6%, the inclination angle α of the hole 4 is 11.3 °, the radius of curvature R of the orifice 41 is 0.9 mm, and the opening radius including the orifice 41 (q in FIG. 8) is It is set as about 1.6 mm.

  Thus, by setting, when actually installed in the open car V, the flow rate of the entrainment air W can be made appropriate, the rear view can be made as good as possible, and further, the product defect at the time of injection molding The occurrence of white noise can be reduced, and in addition, the occurrence of white noise can be reduced.

  In addition, since the deflector plate 3 of this embodiment is formed of black polypropylene resin, even if the surface is slightly scratched, the scratch is not noticeable, and the rear field of view is similar to an acrylic plate. Since it does not change depending on the number of scratches, the visibility behind the vehicle can be secured stably.

  The main body member 31 is injection-molded as described above. At this time, the abutment position e of the ejector pin (extrusion pin) (not shown) (the portion indicated by the broken-line circle in FIG. 8 is a circle with a diameter of 1 mm). ) Is set at an intermediate portion of the three hole portions 4 of the rear plane portion 31b1 of the windbreak surface 31b.

  This position is a position that does not interfere with the orifice portion 41 described above, and by setting this position, all the tip surfaces of the ejector pins can be brought into contact with the rear flat surface portion 31b1 of the windbreak surface 31b evenly. . That is, since a part of the tip of the ejector pin is not applied to the orifice part 41, a large force is not applied to the other part of the tip, and the rear flat part 31b1 around the orifice part 41 is not crushed.

  Thereby, since the curved surface shape of the orifice part 41 can also be maintained, generation | occurrence | production of white noise can be prevented reliably. Moreover, since generation | occurrence | production of a burr | flash etc. can also be prevented, the appearance as a product can also be improved.

  In particular, in the deflector plate 3 of the present embodiment, the rear flat surface portion 31b1 of the windbreak surface 31b with which the ejector pin abuts is also exposed to the outside, but since the ejector pin is appropriately abutted, the merchantability due to the occurrence of burrs or the like Can be prevented.

  FIG. 12 shows the contact position e of the ejector pin in the entire deflector plate 3. As shown in this figure, the plurality of ejector pins are in contact with the rear flat surface portion 31b1 at a staggered arrangement position in a plurality of rows in the width direction in order to give the deflector plate 3 a protruding force as evenly as possible. (Part e ... indicated by a broken circle).

  As a result, the entire body member 31 is evenly released from the molding die, the occurrence of product defects can be reduced, the shape of the holes 4 is stable, and there is no occurrence of burrs. Can be directly exposed to the outside.

  Further, in this embodiment, as shown in FIG. 8, the distance between the center p of each hole 4 is less than the length (q + q) of the two opening radii q including the orifice 41 of the hole 4 (q + q). Is set longer (1.6 mm + 6 mm vs. 1.6 + 1.6 = 3.2 mm).

  By setting in this way, a plane part (the rear plane part 31b1 and the like) of the deflector plate 3 always exists between the two holes 4. For this reason, since the orifice part 41 of the adjacent hole part 4 does not overlap and it does not become a ridge, a plane can be formed appropriately in the deflector plate 3, and the visual appearance and the touch condition of the fingertip are also improved. can do.

  Moreover, in this embodiment, since the deflector plate 3 is composed of two parts of the main body member 31 and the frame member 32, a three-part structure in which one deflector plate 3 is sandwiched between the front and rear frame members 32 is used. And production costs can be reduced.

  Next, the structure of the deflector plate 103 in another embodiment will be described in detail with reference to FIG. In addition, about the component same as the above-mentioned embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In this embodiment, the main body member 131 of the deflector plate 103 is disposed on the vehicle rear side, and the frame member 132 is disposed on the vehicle front side.

  That is, a substantially trapezoidal body member 131 composed of a frame portion 131a and a windproof surface 131b is disposed on the vehicle rear side, and a substantially annular frame member 132 composed of the frame portion 132a and the cover portion 132b is disposed on the vehicle front side. And the deflector board 103 is comprised by joining both two components.

By configuring the deflector plate 103 in this way, the joint Y between the two parts is located on the front side of the vehicle and not on the rear side of the vehicle. Prevents getting in.
For this reason, generation | occurrence | production of the wind noise resulting from the clearance gap between the junction parts Y can be prevented.

Therefore, according to the present embodiment, in the deflector plate 103 constituted by two parts, such a gap is not positioned on the rear side of the vehicle, so that wind noise caused by the gap can be eliminated, and in addition to white noise, further wind wind Noise generation due to W can be prevented.
In addition, about another effect, it is the same as that of the above-mentioned embodiment.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The deflector plate of the present invention corresponds to the main body member 31 of the embodiment,
Hereinafter, similarly, the deflector plate surface portion corresponds to the rear plane portion 31b1,
The contact surface of the ejector pin corresponds to the contact position e of the ejector pin,
The present invention is not limited to the above-described embodiment. For example, the deflector plate 3 may be formed of a resin other than polypropylene resin, and may be a metal member, a hard fiber member, a hard paper member, a glass member, or the like. You may comprise with a member more rigid than a net-like member.

Further, the color or the like of the deflector plate 3 may be white, transparent, or translucent.
Further, a three-part structure in which one deflector plate is sandwiched between front and rear frame members may be employed.

The shape of the through hole may be a linear cylindrical shape.
Thus, this invention includes the embodiment applied to the wind deflector device 1 of any open car V.

The side view of the open car which employ | adopted the wind deflector apparatus of this invention. The top view of an open car. The front perspective view of the wind deflector apparatus installed in the vehicle rear end center. (A) The top view which looked at the wind deflector apparatus from upper direction, (b) The front view which looked at the wind deflector apparatus from the front. FIG. 5 is a cross-sectional view taken along line AA in FIG. FIG. 4B is a cross-sectional view taken along line BB in FIG. CC sectional view taken on the line CC of FIG.4 (b). Detailed drawing of the hole provided in the windbreak surface. Sectional drawing of the hole corresponding to DD sectional view taken on the line of FIG. Explanatory drawing of the comparison of parallel arrangement | positioning (A) and zigzag arrangement | positioning (B). Explanatory drawing of the comparison with the case where there is no orifice part (I) and the case where it is provided (B). The figure which showed the contact position of the ejector pin in the whole deflector board. Sectional drawing corresponding to FIG. 5 in other embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Wind deflector apparatus 3,103 ... Deflector plate 31,131 ... Main-body member (deflector plate)
31a, 131a ... Frame portions 31b, 131b ... Wind-proof surface 31b1 ... Back plane portion (deflector plate surface portion)
32,132 ... frame member 4 ... hole 4a ... penetrating part 41 ... orifice part 7 ... pedestal 8 ... hinge mechanism

Claims (8)

A wind deflector device arranged in the vehicle width direction at the rear end of the open car compartment,
Equipped with a hard deflector plate that prevents entrainment wind,
The deflector plate is formed with a large number of holes of substantially the same shape that allow a part of the wind to pass vertically and in the vehicle width direction,
The hole includes a penetrating portion that penetrates the deflector plate;
An orifice portion having a predetermined curved surface that smoothly continues the through portion and the deflector plate surface portion;
An open car wind deflector device in which the penetrating portion and the orifice portion are arranged substantially concentrically in a front view of a deflector plate. The wind deflector device for an open car according to claim 1, wherein the through portion has a substantially drum shape in which the diameter of the deflector plate surface portion is larger than the diameter of the central portion in the thickness direction of the deflector plate. The wind deflector device for an open car according to claim 1 or 2, wherein the holes are arranged in a staggered manner with respect to other adjacent holes. The open deflector wind deflector device according to claim 3, wherein in the staggered arrangement, an angle formed by one of the holes and two holes adjacent to the holes is set to approximately 60 degrees. The hole is formed in a circular shape, and the center-to-center distance between the two holes is set longer than the sum of the radii of the orifices of the two holes when the deflector plate is viewed from the front. Open car wind deflector device as described. 6. The open according to claim 1, wherein the deflector plate is injection-molded with a resin material, and a flat portion serving as a contact surface for an ejector pin is provided between the orifice portion of the hole portion and the orifice portion of the adjacent hole portion. Car wind deflector device. The deflector plate is made of polypropylene, the plate thickness is set to about 3 mm, the hole has a hole diameter of about 3 mm, a hole center distance of about 6 mm, the orifice has a radius of curvature of about 0.9 mm, and about 60 degrees. The wind deflector device for an open car according to claim 6, which is set as a staggered arrangement. Around the deflector plate, a frame portion having no hole is integrally formed,
The wind deflector device for an open car according to claim 1, wherein a separate frame member corresponding to the frame portion is attached from the front side of the vehicle.

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