JP2015150914A - Front rectification structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front rectification structure of an automobile 1 that can improve rectification effect of travel air E given by a deflector 60.SOLUTION: The front rectification structure of an automobile 1 comprises: a cover front part 52 that blocks a lower-face opening ahead of a vehicle from a front wheel house 6 in a vehicle front part 2 of the automobile 1 and is installed in a lower end of a front bumper 30; and a deflector 60 that is protruded below the vehicle and formed along a vehicle width direction, where the deflector 60 is arranged near a rear end of the cover front part 52. The structure further comprises an air dam 40 that is arranged below the cover front part 52 to face the deflector 60 in a vehicle longitudinal direction and formed in a shape of extending a lower part of the front bumper 30, where a travel air taking-in part 70, whose opening is formed so that travel air E is taken in toward the deflector 60, is provided in the vicinity of an upper part of the vehicle in the air dam 40.

Description

  The present invention relates to a front rectifying structure for an automobile that rectifies the flow of a traveling wind that enters the floor from the front of the automobile.

  2. Description of the Related Art Conventionally, a traveling automobile is subjected to air resistance due to collision or friction with air (running wind). Since this air resistance has a great influence on the power performance and fuel consumption performance of an automobile, it is desirable to reduce the air resistance by rectification using a vehicle body shape or a rectifying plate.

  Examples of the air resistance during traveling that affects the performance of the automobile include air resistance caused by disturbance of the side flow on the side surface of the vehicle. This is caused by the fact that the underfloor traveling wind that flows into the front wheel house and flows into the front wheel house is discharged to the side of the vehicle while being disturbed by the rotation of the front wheels.

  Therefore, as a technique for suppressing the flow of underfloor traveling wind to the front wheel house, for example, in the front lower structure of a vehicle described in Patent Document 1, traveling wind is transmitted from an air introduction portion provided in a front bumper through a nozzle. By discharging downward from the jet outlet, the underfloor traveling wind is deflected downward in the vehicle and is prevented from flowing into the front wheel house.

  However, in Patent Document 1, the provision of nozzles increases the number of components, reduces the space in front of the front wheels, reduces the installation space for lights such as fog lights and oil coolers, and clogs the nozzles due to snow, etc. There was a problem.

  On the other hand, as a technique for suppressing the invasion of traveling wind into the front wheel house without such a problem, for example, an air dam provided along the lower edge of the front bumper, and a predetermined distance from the air dam to the rear of the vehicle And a rectifying structure at the front part of the vehicle including a deflector disposed in front of the front wheel house (see Patent Documents 2 and 3).

  Such a rectifying structure at the front part of the vehicle equipped with an air dam and a deflector receives the underfloor traveling wind flowing under the floor toward the rear of the vehicle by the deflector out of the traveling wind diverted to the side of the vehicle and under the floor by the air dam. By deflecting the vehicle downward, the invasion of underfloor wind into the front wheel house is suppressed.

  Furthermore, the flow velocity of the air behind the deflector in the front wheel house becomes slower than the flow velocity of the air passing under the floor at the front of the vehicle, and a relatively negative pressure region is generated behind the deflector. For this reason, in the front wheel house, the rectifying structure at the front part of the vehicle can suppress the air disturbed by the rotation of the front wheels from flowing out to the side. Thereby, the rectifying structure at the front part of the vehicle reduces air resistance due to disturbance of the side flow on the side surface of the vehicle.

  However, the shape, size, and vehicle longitudinal direction of the air dam and deflector are sometimes limited by the approach angle, aerodynamic characteristics, or collision performance at the front of the vehicle. Under these restrictions, as a result of the development of air dams and deflectors that can suppress the invasion of traveling wind into the front wheel house, the difference between the position of the lower end of the air dam and the position of the lower end of the deflector relative to the road surface, and the air dam Depending on the distance between the vehicle and the deflector in the longitudinal direction of the vehicle, even if the lower end of the deflector is positioned below the lower end of the air dam, the traveling wind that flows under the floor passes under the deflector and enters the front wheel house. The problem of invading like a wraparound was newly discovered.

JP 2002-308154 A Japanese Utility Model Publication No. 63-139182 Japanese Patent Laid-Open No. 2006-219019

  In view of the above-described problems, an object of the present invention is to provide a front rectification structure for an automobile that can improve the rectification effect of traveling wind by a deflector.

  The present invention closes the lower opening at the front of the vehicle from the front wheel house at the front part of the vehicle of the automobile, forms an under cover attached to the lower end of the front bumper, projects downward in the vehicle, and extends in the vehicle width direction. A front rectifying structure of an automobile including a deflector, wherein the deflector is disposed in the vicinity of a rear end of a vehicle of the under cover, disposed below the under cover, and facing the deflector in a vehicle front-rear direction. A traveling wind draft provided with a downwardly extending portion formed in a shape extending the lower portion of the front bumper, and having an opening formed in the vicinity of the vehicle upper portion of the downwardly extending portion so as to capture the traveling wind toward the deflector It is characterized by having an insertion part.

The downwardly extending portion may be an air dam, a spoiler, a skirt, or the like configured separately from the front bumper. Or it can be a part below the vehicle from the under cover in the front bumper.
The above-mentioned traveling wind intake portion is a traveling wind intake portion configured with an opening of a predetermined size, and a traveling wind intake portion configured by closing an upper opening in an end opening hole opened at the top of the vehicle with an under cover. Or it can be set as the running wind intake part comprised with the opening of predetermined magnitude | size, and the side wall formed along the opening edge.

According to the present invention, the effect of rectifying the traveling wind by the deflector can be improved.
Specifically, the traveling wind from the front of the vehicle is deflected to the outside in the vehicle width direction or below the vehicle by the downward extending portion, and a part thereof is taken into the traveling wind intake portion. At this time, since the traveling wind intake portion does not hinder the flow of the traveling wind, the traveling wind taken in by the traveling wind intake portion may flow toward the deflector while maintaining the flow velocity substantially. it can.

  Furthermore, since the traveling wind intake portion is formed in the lower extension portion in the vicinity of the upper portion of the vehicle, the traveling wind taken in by the traveling wind intake portion does not peel off due to the viscosity of the traveling wind intake portion. It can flow backwards. For this reason, the front rectification structure of the automobile can flow the traveling wind with the flow velocity and the flow rate suppressed from decreasing toward the deflector.

  Thereafter, the traveling wind that reaches the deflector flows while being deflected downward along the deflector toward the vehicle. When the traveling wind that flows near the lower end of the deflector joins the traveling wind deflected by the deflector, the traveling wind that flows near the lower end of the deflector deflects the traveling wind that flows near the lower end of the deflector downward. Can merge with the wind.

  Thereby, the front rectification | straightening structure of a motor vehicle can prevent that the driving | running | working wind which flows under the floor in a vehicle front part penetrate | invades in a front-wheel wheel house. Furthermore, the front rectification structure of the automobile has a negative flow rate behind the deflector in the front wheel house because the flow speed of the traveling wind flowing in the vicinity of the lower part of the deflector is higher than the flow speed of the air in the front wheel house. An area can be generated reliably.

In addition, the front rectification structure of the automobile allows the traveling wind to flow toward the deflector via the traveling wind intake portion without being influenced by the shape of the downwardly extending portion, the shape of the front portion of the vehicle, or the like. Can do. That is, the front rectification structure of the automobile can stably obtain the rectification effect of the traveling wind by the deflector.
Therefore, the front rectification structure of the automobile can improve the rectification effect of the traveling wind by the deflector by the traveling wind intake portion.

As an aspect of the present invention, the traveling wind intake portion can be formed as an opening inside the vehicle extending direction in the downward extending portion.
According to the present invention, the front rectifying structure of the automobile can flow the traveling wind toward the deflector efficiently.

  Specifically, for example, in the bottom view, in the case of a vehicle front portion having a front end shape in which the outer side in the vehicle width direction is curved toward the vehicle side surface, the flow of traveling wind in the front portion of the vehicle is linear toward the inner side in the vehicle width direction The flow is directed toward the side of the vehicle as the outer side in the vehicle width direction. This is because the traveling wind received by the curved portion of the front portion of the vehicle flows toward the side of the vehicle along the curved portion of the front portion of the vehicle.

  For this reason, when the traveling wind intake portion is formed in the curved portion of the front portion of the vehicle, the traveling wind intake portion cannot stably capture the traveling wind flowing to the side of the vehicle, In addition, there is a possibility that the traveling wind at a flow rate cannot flow toward the deflector.

  Therefore, by forming the traveling wind intake portion on the inner side in the vehicle width direction, the traveling wind intake portion can reliably capture the traveling wind flowing from the front to the rear of the vehicle. Thereby, the front rectification structure of the automobile can suppress the decrease in the flow velocity and the flow rate, and can cause the traveling wind to flow toward the deflector. For this reason, for example, even if the opening of the traveling wind intake portion is small, the front rectifying structure of the automobile can efficiently flow the traveling wind having a sufficient flow rate and flow rate to the deflector.

  Therefore, the front wind-rectifying structure of the automobile can efficiently feed the traveling wind to the deflector by forming the traveling wind intake portion on the inner side in the vehicle width direction of the downwardly extending portion, and the traveling wind is rectified by the deflector. The effect can be made more stable.

  Further, as an aspect of the present invention, the traveling wind intake portion can be formed so as to be inclined from the inside in the vehicle width direction toward the outside, or to be inclined from the outside in the vehicle width direction toward the inside. .

  According to the present invention, the front rectifying structure of the automobile can more reliably improve the rectifying effect of the traveling wind by the deflector.

  Specifically, for example, when the traveling wind intake portion is formed in the vehicle front-rear direction, the traveling wind intake portion causes the traveling wind to flow toward a limited range in the vehicle width direction of the deflector. For this reason, a negative pressure region is generated in a limited range behind the deflector, and the front rectifying structure of the automobile may not be able to obtain a sufficient rectifying effect by the deflector.

  Therefore, by forming the traveling wind intake portion so as to incline from the inner side to the outer side in the vehicle width direction, or to incline from the outer side to the inner side in the vehicle width direction, the captured traveling wind is moved in the vehicle width direction. Since it becomes easy to diffuse, the traveling wind intake portion can flow the traveling wind toward a wide range in the vehicle width direction of the deflector.

  For example, when viewed from the bottom, in the front end of the vehicle having a front end shape curved toward the vehicle side surface in the vehicle width direction, in the vicinity of the boundary between the inner portion in the vehicle width direction and the curved portion of the vehicle front portion When the traveling wind intake portion is formed from the inside to the outside in the vehicle width direction, the traveling wind intake portion can capture the traveling wind flowing from the front to the rear of the vehicle and the traveling wind flowing to the side of the vehicle. .

  For this reason, the front rectifying structure of the automobile can take in the running wind with a sufficient flow velocity and flow rate via the running wind intake section, and allows the running wind to flow over a wide range in the vehicle width direction of the deflector. Can do. Thereby, the front rectification structure of the automobile can generate a large negative pressure region in the vehicle width direction in the front wheel house behind the deflector.

  Therefore, the front wind-rectifying structure of the automobile has the deflecting wind deflector formed so as to be inclined from the inner side to the outer side in the vehicle width direction or from the outer side to the inner side in the vehicle width direction. The rectifying effect of traveling wind by can be improved more reliably.

  Further, as an aspect of the present invention, the downwardly extending portion is configured separately from the front bumper, and has an opening formed toward the deflector, and the opening is configured such that at least the vehicle upper side is open. The traveling wind intake portion can be constituted by the opening portion of the downwardly extending portion and the front bumper.

According to the present invention, the front straightening structure of the automobile can facilitate the replacement of the downward extending portion and can form the traveling wind intake portion at a position closer to the under cover.
Specifically, since the downward extending portion is located below the under cover, it may be damaged if it interferes with the road surface. At this time, if the traveling wind intake portion is deformed or damaged, the front rectification structure of the automobile may not be able to obtain a sufficient rectification effect by the deflector.

  Therefore, by separating the front bumper and the downward extending portion, the front rectifying structure of the automobile can be easily replaced as compared with the case where the downward extending portion is configured integrally with the front bumper. For this reason, even if the downwardly extending portion is broken, the front rectifying structure of the automobile can prevent the rectifying effect due to deformation or breakage of the traveling wind intake portion from being obtained.

  Further, by configuring the traveling wind intake portion with the opening of the downward extending portion and the front bumper, the front wind rectifying structure of the automobile can form the traveling wind intake portion closer to the under cover. For this reason, the front rectification structure of the automobile can flow the traveling wind more reliably toward the deflector along the under cover.

  Therefore, the front rectification structure of the automobile can improve the rectifying effect of the traveling wind by the deflector and improve the maintainability of the front part of the vehicle by separately configuring the downward extending portion and the front bumper. .

As an aspect of the present invention, the under cover between the downwardly extending portion and the deflector can be provided with a wind guide portion for guiding the travel wind taken from the travel wind intake portion.
The air guide portion is formed in a groove-shaped air guide portion formed by being recessed toward the vehicle upper side, or a groove-shaped air guide portion formed by a side wall projecting toward the vehicle lower side, or toward the vehicle lower side. It can be set as the wind guide part comprised with the fin-shaped baffle plate which protruded. Furthermore, the air guide portion can be formed integrally with the under cover or separately.

According to the present invention, the front rectification structure of the automobile can flow the traveling wind taken in by the traveling wind intake portion more reliably toward the deflector.
Furthermore, for example, in the bottom view, when the front end of the vehicle is curved toward the vehicle side surface in the vehicle width direction, the distance between the downward extending portion and the deflector in the vehicle front-rear direction is the inner side in the vehicle width direction. It gets longer.

  For this reason, when the traveling wind intake portion is formed inside the vehicle width direction, the traveling wind taken in by the traveling wind intake portion is diffused and stalled in the vehicle width direction between the downward extending portion and the deflector. There is a risk of peeling and flowing from the under cover and entering the front wheel house without being deflected by the deflector.

Therefore, by forming the air guide section, the front rectifying structure of the automobile can suppress the diffusion of the travel wind taken in by the travel wind intake section and can reliably guide it toward the deflector. Thereby, the front rectifying structure of the automobile can stably secure the flow rate of the traveling wind reaching the deflector.
Therefore, the front flow rectifying structure of the automobile can stabilize and improve the rectifying effect of the traveling wind by the deflector by providing the under cover with the air guide portion.

  Further, as an aspect of the present invention, the air guide portion is formed toward the deflector and is formed toward the front wheel brake mechanism in the front wheel house so that the deflector communicates with the air guide portion. A deflector opening having an opening formed therein can be provided.

  According to the present invention, the front rectifying structure of the automobile can blow a part of the traveling wind taken in by the traveling wind intake portion to the front wheel brake mechanism through the air guide portion and the deflector opening. For this reason, the front rectification structure of an automobile can improve the cooling performance of a front wheel brake mechanism in an automobile that requires sports performance, for example.

Furthermore, for example, by making the deflector removable and replaceable, the front rectification structure of the automobile can be easily customized to improve sports performance or modified to a competition vehicle.
Thereby, the front rectification structure of the automobile can select the improvement of the rectification effect by the deflector and the improvement of the cooling performance of the front wheel brake mechanism by replacing the deflector.

  Therefore, the front rectifying structure of the automobile can be easily changed from a specification that emphasizes the reduction of air resistance to a specification that emphasizes the cooling performance of the front wheel brake by providing a deflector opening in the deflector.

  ADVANTAGE OF THE INVENTION By this invention, the front part rectification | straightening structure of the motor vehicle which can improve the rectification effect of the driving | running | working wind by a deflector can be provided.

The front view which shows the external appearance from the front view in a vehicle front part. The left view which shows the external appearance from the left side view in a vehicle front part. The bottom view which shows the external appearance from the bottom view in a vehicle front part. The top view which shows the external appearance from the planar view in a vehicle front part. The front view principal part enlarged view which shows the principal part of the vehicle front part in front view. The bottom view principal part enlarged view which shows the principal part of the vehicle front part in bottom view. The AA fragmentary sectional view which shows the fragmentary cross section of the principal part of the vehicle front part in the AA arrow in FIG. The BB partial sectional view which shows the partial cross section of the principal part of the vehicle front part in the BB arrow in FIG. Explanatory drawing explaining the flow of the driving | running | working wind in a vehicle front part by bottom view. Explanatory drawing explaining the flow of the driving | running | working wind in an AA partial cross section. Explanatory drawing explaining the flow of the driving | running | working wind in a BB partial cross section. Explanatory drawing explaining the rectification | straightening structure in another vehicle front part.

An embodiment of the present invention will be described below with reference to the drawings.
First, the front rectification structure of the automobile 1 in the present embodiment will be described in detail with reference to FIGS. 1 to 8.

  1 shows a front view of the appearance of the vehicle front portion 2, FIG. 2 shows a left side view of the appearance of the vehicle front portion 2, FIG. 3 shows a bottom view of the appearance of the vehicle front portion 2, and FIG. Fig. 5 shows a plan view of the external appearance of the vehicle front portion 2, and Fig. 5 shows an enlarged view of the main part of the front view in which the main part of the vehicle front part 2 in front view is enlarged.

  6 shows an enlarged view of the main part of the vehicle front part 2 as viewed from the bottom, and FIG. 7 shows an enlarged view of the main part of the vehicle front part 2 as seen from the arrow AA in FIG. A partial cross-sectional view is shown, and FIG. 8 shows a BB partial cross-sectional view of the main part of the vehicle front portion 2 as viewed in the direction of arrows BB in FIG.

  Further, in the drawing, the illustration of the under cover at the vehicle width direction center of the vehicle front portion 2 is omitted. Furthermore, in FIG. 6, the front end vicinity of the air dam 40 is shown with the fragmentary sectional view. In addition, in order to clarify the main part in FIG.7 and FIG.8, illustration of the inside of the vehicle front part 2 is abbreviate | omitted.

  In the drawing, arrows Fr and Rr indicate the vehicle front-rear direction, arrow Fr indicates the vehicle front, and arrow Rr indicates the vehicle rear. Furthermore, arrows Rh and Lh indicate the vehicle width direction, arrow Rh indicates the vehicle right direction, and arrow Lh indicates the vehicle left direction. In addition, the upper side in the figure is the upper side of the vehicle, and the lower side in the figure is the lower side of the vehicle.

  As shown in FIGS. 1 to 3, the vehicle front portion 2 of the automobile 1 is a portion in front of the passenger compartment where the driver gets in, and absorbs a collision load transmitted from the vehicle front portion 2 to the passenger compartment portion. Function to disperse, mounting space for mounting components related to running of the automobile 1 such as the engine, transmission, cooling device, suspension device, steering device, and front wheel 3, and the front of the vehicle such as the headlamp 4 and the fog lamp 5 Or it is a part which has a light etc. to the side.

  The vehicle front portion 2 of the automobile 1 forms an exterior design surface with the bonnet 10, the front fender 20, the front bumper 30, and a pair of air dams 40. Furthermore, as shown in FIG. 3, an under cover 50 that covers the lower surface opening and a deflector 60 are attached to the lower surface of the vehicle front portion 2 of the automobile 1.

  More specifically, as shown in FIG. 2, the vehicle front portion 2 of the automobile 1 is a front wheel that is a space formed in a substantially arched shape in a side view at a position spaced from the front end of the vehicle to the rear of the vehicle in a side view. A wheel house 6 is configured.

  The front wheel house 6 forms an inner surface shape with an under cover 50 and a fender liner 7 described later. Further, a front wheel 3 supported by a suspension device and connected to a steering device is disposed inside the front wheel house 6.

As shown in FIGS. 1 and 2, the bonnet 10 is a design surface formed so as to cover the upper surface portion of the vehicle front portion 2 and is configured to be opened and closed via a hinge or the like.
As shown in FIGS. 1 and 2, the front fender 20 is a design surface formed so as to cover the side surface portion of the vehicle front portion 2 and is formed so as to be continuous with the design surface in the side surface portion of the cabin portion. ing.

  As shown in FIGS. 1 and 2, the front bumper 30 is a design surface formed so as to cover a side surface portion in front of the front wheel 3 in the vehicle front portion 2 and a front surface portion of the vehicle front portion 2. 10 and the front fender 20.

  As shown in FIG. 1, the front bumper 30 has an outer portion in the vehicle width direction (a boundary portion 32 and a later-described boundary portion 32 and a later-described portion) with respect to a lower end position of a substantially central portion (a center portion 33 described later) in the vehicle width direction. It is formed so that the lower end position of the outer portion 31) is located below the vehicle. Further, as shown in FIGS. 3 and 7, the front bumper 30 has a bumper bottom portion 34 formed so that the lower edge is bent toward the inside of the vehicle.

  In addition, in the plan view, the front end shape of the front bumper 30 is formed so as to incline smoothly from the approximate center in the vehicle width direction toward the vehicle side as shown in FIG. In other words, the front end shape of the front bumper 30 is formed so as to smoothly protrude forward from the vehicle side surface in the plan view.

  More specifically, as shown in FIGS. 1 and 4, the front end shape of the front bumper 30 includes an outer portion 31 corresponding to a range from the outside in the vehicle width direction to the vicinity of the approximate center of the headlamp 4, and the headlamp. In the vehicle width direction, a boundary portion 32 corresponding to a range from approximately the center of 4 to an inner end portion in the vehicle width direction of the headlamp 4 and a central portion 33 corresponding to the range between the two headlamps 4 Are formed so that the inclination angles, which are the inclinations with respect to the virtual line K substantially parallel to each other, are different from each other.

  The inclination angle with respect to the imaginary line K parallel to the vehicle width direction is improved in turning performance in narrow roads such as parking lots, reduced air resistance by flowing running wind to the side of the vehicle along the inclination, and pedestrians It is desirable that the contact angle is 30 degrees or more in order to reduce the collision load on the pedestrian.

The front end shape of the outer portion 31 is formed such that an inclination angle θ1 that is an inclination with respect to a virtual line K parallel to the vehicle width direction is 30 degrees or more toward the rear of the vehicle.
The front end shape of the boundary portion 32 is formed such that an inclination angle θ2 that is an inclination with respect to a virtual line K parallel to the vehicle width direction is smaller than 30 degrees toward the rear of the vehicle.
The front end shape of the central portion 33 is formed in a shape that gently connects between the left and right boundary portions 32 with an inclination angle smaller than the inclination angle θ2 of the boundary portion 32.

  As shown in FIGS. 1 to 3, the pair of air dams 40 is formed as a separate body so that the boundary portion 32 and the outer portion 31 of the front bumper 30 extend downward. The air dam 40 is attached and fixed to the lower edge of the front bumper 30 and the bumper bottom 34 with an adhesive tape, a resin clip, or the like.

  More specifically, as shown in FIGS. 5 to 8, the air dam 40 includes an air dam base 41 that abuts against the bumper bottom portion 34, an outer end of the air dam base 41 extending outward, and inward. It is integrally formed with the air dam folded portion 42 folded back. Further, as shown in FIG. 4, the air dam 40 is formed so that a portion corresponding to the range of the boundary portion 32 in the front bumper 30 protrudes forward of the vehicle from the front end of the front bumper 30 in a plan view.

  As shown in FIG. 4, the portion of the air dam 40 that protrudes forward of the vehicle has an inclination angle that is an inclination with respect to an imaginary line K parallel to the vehicle width direction substantially equal to the inclination angle θ <b> 1 of the outer portion 31 of the front bumper 30. It is formed to become.

  That is, in the vehicle width direction, the range in which the inclination angle θ1 in the front end shape of the vehicle front portion 2 is 30 degrees or more is the range from the front bumper 30 in the air dam 40 to the outer portion 31 and the boundary portion 32 by the portion protruding forward of the vehicle. It is expanding.

In addition, as shown in FIGS. 5 to 7, the air dam 40 is formed with a traveling wind intake portion 70 that is open in a portion corresponding to the range of the boundary portion 32 in the front bumper 30.
More specifically, the traveling wind intake portion 70 is formed at a position in the vehicle width direction corresponding to the inside of the boundary portion 32 of the front bumper 30 in the vehicle width direction, in other words, in the vicinity of the inner end portion of the air dam 40 in the vehicle width direction. .

  When viewed from the front, the traveling wind intake portion 70 has an opening bottom 43a formed by recessing the air dam base 41 below the vehicle, and an outer side in the vehicle width direction formed in a wall shape by the recess of the air dam base 41. The opening above the vehicle in the air dam opening 43 formed by the opening outer side portion 43b and the opening inner side portion 43c located on the inner side in the vehicle width direction is closed and configured by the bumper bottom portion 34 of the front bumper 30. .

  As shown in FIG. 5, the opening outer side portion 43 b is formed so as to be positioned below the vehicle inner end portion of the outer portion 31 of the front bumper 30 in the front view. Furthermore, as shown in FIG. 6, the opening outer side portion 43b is formed so as to be substantially parallel to the vehicle front-rear direction when viewed from the bottom.

  As shown in FIG. 5, the opening inner side portion 43 c is formed so as to be positioned below the vehicle inner end portion in the boundary portion 32 of the front bumper 30 in the front view. Furthermore, as shown in FIG. 6, the opening inner side portion 43c is formed so as to incline from the inner side in the vehicle width direction toward the outer side in the bottom view. The height in the vehicle vertical direction at the opening inner side portion 43c is formed to be higher than the height in the vehicle vertical direction at the opening outer side portion 43b.

  By mounting and fixing the air dam 40 on the front bumper 30 as shown in FIGS. 5 to 7, the traveling wind intake portion 70 which is adjacent to the bumper bottom portion 34 and opened from the outside in the vehicle width direction to the inside is provided. The air dam 40 is formed.

  As shown in FIG. 3, the under cover 50 is formed so as to cover a lower opening in a range from the boundary portion 32 and the outer portion 31 in the front bumper 30 to the vehicle front portion in the front wheel house 6.

  More specifically, the under cover 50 is integrally formed by a cover rear part 51 having a substantially arc shape in side view covering the inside of the front wheel house 6 and a cover front part 52 covering the range from the front bumper 30 to the front end of the front wheel house 6. doing.

The cover rear portion 51 is attached and fixed to the front fender 20 with a resin clip or the like.
The cover front portion 52 is attached and fixed to the bumper bottom 34 of the front bumper 30 with a resin clip or the like.

Further, as shown in FIG. 6, the cover front portion 52 has an outer protrusion 53 that protrudes with a portion on the outer side in the vehicle width direction of the opening outer side portion 43 b of the air dam opening 43 facing the vehicle lower side, and an air dam. An inner projecting portion 54 is formed by projecting a portion on the inner side in the vehicle width direction of the opening 43 from the opening inner side portion 43c toward the vehicle lower side.
The inner side surface in the vehicle width direction of the outer protrusion 53 is formed to be continuous with the opening outer side portion 43b of the air dam opening 43 in the vehicle front-rear direction.

The outer side surface of the inner protrusion 54 in the vehicle width direction is formed at a predetermined position after being formed so as to be continuous with the opening inner side portion 43c at an inclination angle substantially equal to the inclination angle of the opening inner side portion 43c of the air dam opening 43. To the rear of the vehicle.
A portion of the cover front portion 52 between the outer protrusion 53 and the inner protrusion 54 is formed so as to be gently inclined downward from the front of the vehicle to the rear of the vehicle.

  The outer protrusion 53 and the inner protrusion 54 constitute a substantially groove-shaped air guide portion 55 that is recessed toward the upper side of the vehicle. The wind guide portion 55 is formed so as to communicate the traveling wind intake portion 70 and a deflector 60 described later.

  As shown in FIGS. 6 to 8, the deflector 60 is formed in a vehicle width direction length substantially equal to the range of the boundary portion 32 and the outer portion 31 in the front bumper 30. The deflector 60 is disposed so as to face the air dam 40 at a position spaced apart from the air dam 40 at the rear of the vehicle, and the outer end in the vehicle width direction is connected to the rear end of the air dam 40. Is arranged. The deflector 60 is attached and fixed to the front cover 52 of the under cover 50 with a resin clip or the like.

  More specifically, the deflector 60 includes a deflector base 61 that is fixed to the cover front portion 52 and a deflector wind receiving portion 62 that is suspended from the rear end of the deflector base 61, and has a substantially L shape in side view extending in the vehicle width direction. Forming. Further, the deflector wind receiving portion 62 of the deflector 60 is formed to have a vehicle vertical direction length whose lower end is located below the lower end of the air dam 40.

  Then, in front of the vehicle from the front wheel house 6, the lower surface opening of the vehicle front portion 2 is closed by the cover front portion 52 of the under cover 50, and the vehicle front and vehicle outside are surrounded by the air dam 40 and the vehicle rear is surrounded by the deflector 60. Thus, a fan-like pocket portion 80 (see FIG. 3) having an opening in the vehicle width direction is formed.

In the front rectification structure of the automobile 1 having such a configuration, the flow of traveling wind from the front of the vehicle in the vehicle front portion 2 will be described in detail with reference to FIGS. 9 to 11.
9 shows an explanatory diagram for explaining the flow of the traveling wind in the vehicle front portion 2 in a bottom view, FIG. 10 shows an explanatory diagram for explaining the flow of the traveling wind in the AA partial cross section, and FIG. -B is explanatory drawing explaining the flow of the driving | running | working wind in a partial cross section.

  10 and 11, the front bumper 30, the air dam 40, the under cover 50, and the deflector 60 are shown by cut end faces in order to clarify the main parts. Furthermore, in FIG. 10, the inner protrusion 54 of the under cover 50 is indicated by a two-dot chain line.

  First, as shown in FIGS. 9 to 11, the traveling wind E from the front of the vehicle is driven upward by the vehicle front portion 2 (not shown) and below the floor by the vehicle. The air is diverted into the wind E1, the side traveling wind E2 guided to the side of the vehicle, and the intake traveling wind E3 taken into the traveling wind intake portion 70, and flows toward the rear of the vehicle.

  More specifically, in the range corresponding to the central portion 33 of the front bumper 30, as shown in FIG. 9, the front portion 2 of the vehicle has an underfloor running wind E1 guided under the floor below the vehicle along the vicinity of the lower portion of the front bumper 30. The traveling wind E from the front of the vehicle is divided into the side traveling wind E2 guided to the side of the vehicle along the front bumper 30.

  On the other hand, in the range corresponding to the boundary portion 32 and the outer portion 31 of the front bumper 30, the vehicle front portion 2 travels under the floor guided below the vehicle along the vicinity of the lower portion of the air dam 40, as shown in FIGS. The wind E1, the side running wind E2 guided to the side of the vehicle along the front bumper 30 and the air dam 40, and the taken running wind E3 taken into the running wind intake section 70, and the running wind E from the front of the vehicle. Shunt.

  At this time, in the range corresponding to the boundary portion 32 in the front bumper 30, the underfloor traveling wind E1 diverted downward along the air dam 40 along the air dam 40 passes through below the lower end of the deflector 60 as shown in FIG. After deflecting downward, it flows toward the lower part of the front wheel 3.

  On the other hand, in the range corresponding to the outer portion 31 of the front bumper 30, the underfloor traveling wind E1 diverted to the vehicle lower side by the air dam 40 flows toward the deflector wind receiving portion 62 of the deflector 60 as shown in FIG.

  Here, as shown in FIGS. 9 and 10, the traveling wind intake unit 70 includes traveling wind that directly enters from the front of the vehicle, traveling wind that is guided downward along the vicinity of the lower portion of the front bumper 30, and Then, the traveling wind that is combined with the traveling wind guided toward the side of the vehicle is guided to be taken into the pocket portion 80 as the intake traveling wind E3. At this time, the traveling wind take-in portion 70 guides the taking-in running wind E3 into the pocket portion 80 so as to flow from the outside toward the inside in the vehicle width direction.

  For this reason, as shown in FIG. 9, the captured traveling wind E3 taken in by the traveling wind intake section 70 inside the pocket portion 80 is traveled toward the deflector 60 along the wind guide section 55. After flowing to the outer protrusion 53 and the inner protrusion 54 of the under cover 50 so as to diffuse in the vehicle width direction, it is diverted to the traveling wind E5 that flows toward the rear of the vehicle.

  A part of the traveling wind E5 diffused in the vehicle width direction does not flow toward the deflector 60, flows out to the side of the vehicle along the inner surface of the air dam 40, and merges with the side traveling wind E2. It flows toward the inner side of the direction and merges with the underfloor traveling wind E1 that flows in the range corresponding to the central portion 33.

  Inside the pocket portion 80, the traveling wind E4 flowing through the air guide portion 55 does not peel off from the lower surface of the cover front portion 52 due to the viscosity thereof, and is deflected along the lower surface of the cover front portion 52 as shown in FIG. Flow toward 60. Thereafter, the traveling wind E4 flowing out from the wind guide portion 55 is deflected and flows along the deflector 60 toward the lower side of the vehicle.

  On the other hand, the traveling wind E5 that diffuses in the vehicle width direction and flows toward the rear of the vehicle does not peel from the lower surface of the cover front portion 52 due to its viscosity, as shown in FIG. Flow toward 60. Thereafter, the traveling wind E5 is deflected and flows along the deflector 60 toward the lower side of the vehicle.

  The traveling wind E4 and the traveling wind E5 whose flow direction is deflected downward by the deflector 60 while deflecting the underfloor traveling wind E1 flowing near the lower end of the deflector 60 downward as shown in FIGS. The underfloor traveling wind E1 merges and flows toward the vicinity of the lower portion of the front wheel 3.

  By rectifying the traveling wind E from the front of the vehicle in this manner, the underfloor traveling wind E1 hardly flows behind the deflector 60 in the front wheel house 6. For this reason, the flow velocity of the air behind the deflector 60 in the front wheel house 6 becomes slower than the flow velocity of the air passing under the floor of the vehicle front portion 2, and a negative pressure region with a relatively negative pressure behind the deflector 60. P is generated.

  The negative pressure region P attracts the air flow generated by the rotation of the front wheel 3 and suppresses the flow to the vehicle side surface. That is, the vehicle front portion 2 suppresses disturbance of the side flow on the side surface of the vehicle by rectifying the traveling wind E from the front of the vehicle.

The front rectification structure of the automobile 1 that rectifies the traveling wind E as described above can improve the rectifying effect of the traveling wind E by the deflector 60.
Specifically, the traveling wind E from the front of the vehicle is deflected to the outside in the vehicle width direction or below the vehicle by the air dam 40, and a part thereof is taken into the traveling wind intake unit 70. At this time, since the traveling wind intake section 70 has nothing to impede the flow of the traveling wind E, the captured traveling wind E3 taken in by the traveling wind intake section 70 is substantially maintained at the flow velocity to the deflector 60. Can flow toward.

  Further, since the traveling wind intake portion 70 is formed in the air dam 40 in the vicinity of the upper portion of the vehicle, the traveling wind E3 taken in by the traveling wind intake portion 70 is not peeled off due to the viscosity of the traveling wind intake portion 70, and is applied to the cover front portion 52. It can flow along the rear of the vehicle. For this reason, the front rectification structure of the automobile 1 can cause the traveling winds E4 and E5 that suppress the decrease in the flow velocity and the flow rate to flow toward the deflector 60.

  Thereafter, the traveling winds E4 and E5 that have reached the deflector 60 are deflected and flow downward along the deflector 60 toward the vehicle. When the underfloor traveling wind E1 flowing near the lower end of the deflector 60 merges, the traveling winds E4 and E5 deflected by the deflector 60 deflect the underfloor traveling wind E1 flowing near the lower end of the deflector 60 downward in the vehicle. However, the underfloor traveling wind E1 flowing near the lower end of the deflector 60 can be merged.

  Thereby, the front rectification | straightening structure of the motor vehicle 1 can prevent the underfloor running wind E1 from entering the front wheel house 6. Further, the front rectification structure of the automobile 1 has a higher flow velocity of the underfloor traveling wind E1 flowing near the lower portion of the deflector 60 relative to the flow velocity of the air in the front wheel house 6, so that the deflector in the front wheel house 6 is increased. The negative pressure region P can be reliably generated at the rear of the 60 vehicles.

In addition, the front rectifying structure of the automobile 1 is not affected by the shape of the air dam 40, the shape of the vehicle front 2, and the like, and the traveling winds E4 and E5 are transmitted to the deflector 60 via the traveling wind intake unit 70. Can flow toward. That is, the front rectification structure of the automobile 1 can stably obtain the rectification effect of the traveling wind E by the deflector 60.
Therefore, the front rectification structure of the automobile 1 can improve the rectification effect of the traveling wind E by the deflector 60 by the traveling wind intake unit 70.

  Further, since the traveling wind intake portion 70 is formed in the air dam 40 in the vehicle width direction, the front rectifying structure of the automobile 1 can cause the traveling wind E to flow toward the deflector 60 efficiently.

  Specifically, since the front end shape of the vehicle front portion 2 in the bottom view is smoothly inclined from the approximate center in the vehicle width direction toward the vehicle side surface, the flow of traveling wind in the vehicle front portion 2 The flow is linear toward the inside of the vehicle, and the flow is directed toward the side of the vehicle toward the outside in the vehicle width direction.

  For this reason, for example, if the traveling wind intake portion 70 is formed in the range of the outer portion 31, the traveling wind intake portion 70 cannot stably capture the traveling wind E2 flowing to the side of the vehicle. There is a possibility that the traveling wind having a high flow rate and flow rate cannot flow toward the deflector 60.

  Therefore, by forming the traveling wind intake portion 70 inside the air dam 40 in the vehicle width direction, the traveling wind intake portion 70 can reliably capture the traveling wind E flowing from the front to the rear of the vehicle.

  Thereby, the front rectification structure of the automobile 1 can suppress the decrease in the flow velocity and the flow rate, and can cause the traveling wind to flow toward the deflector 60. For this reason, for example, even if the opening of the traveling wind intake portion 70 is small, the front rectifying structure of the automobile 1 can efficiently flow the traveling winds E4 and E5 having a sufficient flow rate and flow rate to the deflector 60. .

  Accordingly, the front rectifying structure of the automobile 1 can efficiently feed the traveling wind E into the deflector 60 by forming the traveling wind intake portion 70 inside the air dam 40 in the vehicle width direction. The rectifying effect of the wind E can be further stabilized.

  Further, since the traveling wind intake portion 70 is formed so as to incline from the inner side to the outer side in the vehicle width direction, the front rectifying structure of the automobile 1 further improves the rectifying effect of the traveling winds E4 and E5 by the deflector 60. It can certainly be improved.

  Specifically, for example, when the traveling wind intake portion 70 is formed in the vehicle front-rear direction, the traveling wind intake portion 70 flows the intake traveling wind E3 toward a limited range in the vehicle width direction of the deflector 60. I will let you. For this reason, the negative pressure region P is generated in a limited range behind the deflector 60, and the front rectifying structure of the automobile 1 may not be able to obtain a sufficient rectifying effect by the deflector 60.

  Therefore, by forming the traveling wind intake portion 70 so as to incline from the inner side to the outer side in the vehicle width direction, the captured traveling wind E3 can be easily diffused in the vehicle width direction. The take-in traveling wind E3 can flow in a wide range in the vehicle width direction of the deflector 60.

  Further, since the traveling wind intake portion 70 is formed in the air dam 40 corresponding to the boundary portion 32 in the front bumper 30, the traveling wind intake portion 70 includes the traveling wind E flowing from the front to the rear of the vehicle and the side surface side of the vehicle. It is possible to take in the side running wind E2 that flows to the side.

  For this reason, the front rectification structure of the automobile 1 can take in the traveling wind E having a sufficient flow velocity and flow rate via the traveling wind intake section 70 and travel toward the wide range of the deflector 60 in the vehicle width direction. E4 and E5 can be made to flow. Thereby, the front rectification structure of the automobile 1 can generate a large negative pressure region P in the vehicle width direction in the front wheel house 6 behind the deflector 60.

  Accordingly, the front rectifying structure of the automobile 1 has the rectifying effect of the traveling winds E4 and E5 by the deflector 60 by forming the traveling wind intake part 70 so as to incline from the inner side to the outer side in the vehicle width direction. It can certainly be improved.

  In addition, since the traveling wind intake portion 70 is configured by the air dam opening 43 of the air dam 40 and the front bumper 30, the front rectifying structure of the automobile 1 facilitates the replacement of the air dam 40 and the traveling wind intake. The part 70 can be formed at a position closer to the cover front part 52.

  Specifically, since the air dam 40 is located below the cover front portion 52, it may be damaged if it interferes with the road surface. At this time, if the traveling wind intake portion 70 is deformed or damaged, the front rectifying structure of the automobile 1 may not be able to obtain a sufficient rectifying effect by the deflector 60.

  Therefore, by separating the front bumper 30 and the air dam 40, the front rectifying structure of the automobile 1 can be easily replaced as compared with the case where the air dam 40 is configured integrally with the front bumper 30. For this reason, even if the air dam 40 is damaged, the front rectifying structure of the automobile 1 can prevent the rectifying effect due to deformation or damage of the traveling wind intake portion 70 from being obtained.

  Furthermore, the front wind rectifying structure of the automobile 1 is configured so that the traveling wind intake portion 70 is closer to the cover front portion 52 by configuring the traveling wind intake portion 70 by the air dam opening 43 of the air dam 40 and the front bumper 30. Can be formed. For this reason, the front rectification structure of the automobile 1 can flow the traveling wind more reliably toward the deflector 60 along the cover front portion 52.

  Therefore, in the front rectifying structure of the automobile 1, the air dam 40 and the front bumper 30 are separately configured, thereby improving the rectifying effect of the traveling winds E4 and E5 by the deflector 60 and improving the maintainability of the vehicle front part 2. Can be improved.

  Further, by providing the cover front portion 52 with the air guide portion 55 that guides the travel wind taken from the travel wind intake portion 70, the front wind rectifying structure of the automobile 1 is captured by the travel wind intake portion 70. The intake traveling wind E3 can be made to flow more reliably toward the deflector 60.

  Furthermore, for example, in the bottom view, in the case of the vehicle front portion 2 having a front end shape in which the outer side in the vehicle width direction is curved toward the vehicle side surface, the distance between the air dam 40 and the deflector 60 in the vehicle front-rear direction is the inner side in the vehicle width direction. It gets longer.

  For this reason, when the traveling wind intake portion 70 is formed on the inner side in the vehicle width direction, the captured traveling wind E3 taken in by the traveling wind intake portion 70 is diffused in the vehicle width direction between the air dam 40 and the deflector 60. The vehicle stalls, peels off from the cover front portion 52, flows, and may enter the front wheel house 6 without being deflected by the deflector 60.

  Therefore, by forming the air guide portion 55, the front rectifying structure of the automobile 1 suppresses the diffusion of the intake traveling wind D3 taken in by the traveling wind intake portion 70 and reliably guides it toward the deflector 60. be able to. Thereby, the front rectification structure of the automobile 1 can stably secure the flow rates of the traveling winds E4 and E5 reaching the deflector 60.

  Therefore, the front flow rectifying structure of the automobile 1 includes the wind guide portion 55 in the cover front portion 52, so that the flow rectifying effect of the traveling winds E4 and E5 by the deflector 60 can be further stabilized and improved.

  Further, the air dam 40 formed so as to extend the front bumper 30 downward allows the vehicle front portion 2 of the automobile 1 to create a sporty atmosphere. Furthermore, for example, by coloring the air dam 40 in a dark color such as black, a more sporty atmosphere can be improved.

  And since the range of 30 degrees or more of inclination-angle (theta) 1 in the front end shape of the vehicle front part 2 is expanded by the air dam 40, while the front part rectification | straightening structure of the motor vehicle 1 makes adjustment of the lift in a vehicle front part easy It is possible to reduce air resistance, improve designability, and improve pedestrian protection performance.

  In the above-described embodiment, the front end shape of the front bumper 30 is a shape that smoothly inclines from the approximate center in the vehicle width direction toward the vehicle side surface. However, the present invention is not limited to this, and the front end shape of the front bumper 30 is the vehicle width. The shape may be substantially parallel to the direction. At this time, the traveling wind intake portion 70 may be formed at an appropriate position in the vehicle width direction of the air dam 40.

  In addition, the traveling wind intake portion 70 is formed so as to incline from the inner side to the outer side in the vehicle width direction. However, the present invention is not limited to this. A recessed portion may be formed.

Moreover, although it was set as the downward extension part comprised separately from the front bumper, it is not limited to this, You may integrally form a front bumper and a downward extension part. At this time, a portion below the under cover in the front bumper is defined as a downward extending portion.
Furthermore, although it was set as the air dam 40 corresponding to the range of the boundary part 32 and the outer part 31 in the front bumper 30, it is not limited to this, It is good also as an air dam formed along the whole region of the vehicle width direction in the front bumper 30.

  Further, the front wind bumper 30 and the air dam 40 constitute the traveling wind intake portion 70. However, the present invention is not limited to this, and a traveling with an opening formed in the air dam 40 as long as the position is close to the cover front portion 52 in the vehicle vertical direction. A wind intake part may be sufficient. Furthermore, although it was set as the driving | running | working wind taking-in part 70 which has wall surfaces, such as the opening bottom part 43a, it is not limited to this, It is good also as a driving | running | winding wind taking-in part which provided the opening of predetermined size without providing the opening bottom part 43a. .

  Moreover, although it was set as the substantially groove-shaped air guide part 55 recessed toward the vehicle upper direction, it is not limited to this, Even if it comprises an air guide part with the fin-shaped baffle plate protruded toward the vehicle downward direction Good. Furthermore, it is good also as an air guide part separate from the undercover 50.

In correspondence between the configuration of the present invention and the above-described embodiment,
The under cover of the present invention corresponds to the cover front portion 52 of the embodiment,
Similarly,
The downward extension corresponds to the air dam 40,
The opening corresponds to the air dam opening 43,
The travel wind taken from the travel wind intake section corresponds to the take-in travel wind E3,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, as shown in FIG. 12 showing an explanatory diagram for explaining a rectifying structure in another vehicle front portion 2, a front wheel brake mechanism (in which a captured traveling wind E3 captured from the traveling wind capturing portion 70 is disposed inside the front wheel 3 ( (Not shown) may be guided.
More specifically, the air guide portion 55 is formed toward the deflector 60 and toward the front wheel brake mechanism (not shown) disposed inside the front wheel 3.

Further, the deflector 60 is configured to be detachable with respect to the under cover 50 and forms a deflector opening 63 that is open to communicate with the air guide portion 55.
Thus, by forming the air guide portion 55 and the deflector 60, the vehicle front portion 2 guides the traveling wind E6 flowing through the air guide portion 55 to the front wheel brake mechanism through the deflector opening 63.

  Thereby, the front rectification structure of the automobile 1 can blow a part of the traveling wind taken in by the traveling wind intake part 70 to the front wheel brake mechanism via the air guide part 55 and the deflector opening part 63. . For this reason, the front rectification structure of the automobile 1 can improve the cooling performance of the front wheel brake mechanism in the automobile 1 that requires sports performance, for example.

Furthermore, for example, by making the deflector 60 detachable and replaceable, the front rectifying structure of the automobile 1 can be easily customized to improve sports performance or can be easily modified to a competition vehicle.
Thereby, the front rectification structure of the automobile 1 can select the improvement of the rectification effect by the deflector 60 and the improvement of the cooling performance of the front wheel brake mechanism by exchanging the deflector 60.

  Therefore, by providing the deflector opening 63 in the deflector 60, the front rectifying structure of the automobile 1 can be easily changed from a specification that emphasizes the reduction of air resistance to a specification that emphasizes the cooling performance of the front wheel brake. .

DESCRIPTION OF SYMBOLS 1 ... Automobile 2 ... Vehicle front part 6 ... Front wheel wheel house 30 ... Front bumper 40 ... Air dam 43 ... Air dam opening 52 ... Cover front part 55 ... Air guide part 60 ... Deflector 63 ... Deflector opening part 70 ... Running wind intake part E ... traveling wind E3 ... take-in traveling wind

Claims (6)

An under cover to be attached to the lower end of the front bumper, while closing the lower surface opening in front of the vehicle from the front wheel house in the front part of the vehicle of the automobile;
And a deflector that protrudes downward along the vehicle width direction,
A front rectifying structure of an automobile in which the deflector is disposed in the vicinity of a vehicle rear end of the under cover,
A lower extending portion disposed below the under cover, facing the deflector in the vehicle front-rear direction, and formed in a shape extending the lower portion of the front bumper;
In the vicinity of the upper part of the vehicle in the downwardly extending portion,
A front rectifying structure for an automobile including a traveling wind intake portion formed so as to open to capture the traveling wind toward the deflector. The traveling wind intake part,
The front rectifying structure for an automobile according to claim 1, wherein an opening is formed on an inner side in the vehicle width direction of the downwardly extending portion. The traveling wind intake part,
The front rectifying structure for an automobile according to claim 1 or 2, wherein the front rectifying structure is configured to be inclined from the inner side to the outer side in the vehicle width direction, or to be inclined from the outer side to the inner side in the vehicle width direction. The downwardly extending portion,
It is configured separately from the front bumper, and includes an opening formed toward the deflector.
The opening
At least the upper side of the vehicle is open,
The traveling wind intake part,
4. The front rectifying structure for an automobile according to claim 1, wherein the front rectifying structure is configured by the opening of the downwardly extending portion and the front bumper. 5. In the under cover between the downwardly extending portion and the deflector,
The front rectification structure for an automobile according to any one of claims 1 to 4, further comprising an air guide portion that guides the travel wind taken in from the travel wind intake portion. The wind guide portion is
Forming towards the deflector and forming towards the front wheel brake mechanism in the front wheel house,
In the deflector,
The front rectifying structure for an automobile according to claim 5, further comprising a deflector opening formed so as to communicate with the air guide portion.

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