JP2017065480A - Stream regulating device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stream regulating device preventing air stream flowing out of a cowl in a vehicle width direction from forming a turbulent flow around front pillars.SOLUTION: A stream regulating device is disposed in a vehicle which comprises: a cowl part 60 disposed between a rear edge part 51 of a hood 50 and a lower end part 12 of a front shield 10; and a fender 70 disposed at the vehicle widthwise outside of the hood and the cowl part. The stream regulating device comprises: a stream regulating member 100 having a negative pressure generating part 101 which is disposed in a side surface part 72 of the fender that is in an area adjacent to the rear edge part of the hood, and which generates a negative pressure at a rear side with an air stream F passing when the vehicle travels, wherein the front shield is formed in a curve salient at a vehicle front side, and at least a part of the negative pressure generating part is arranged in front of a hood-extension-virtual-curve L1 extended from the curve of the rear edge part of the hood in a plane view toward outside in the vehicle width direction.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a rectifying device provided to protrude from a front fender of an automobile, and in particular, prevents airflow flowing out from a cowl provided between a hood and a front shield outward in the vehicle width direction from forming turbulence around the front pillar. About what you did.

2. Description of the Related Art In the body of an automobile such as a passenger car, a configuration in which both ends of a front shield that is glass provided in a front part of a passenger compartment is supported by a front pillar (A pillar) that is a columnar member.
When the traveling wind, which is the airflow formed around the vehicle body by the traveling of the vehicle, flows from the center side to the side edge side of the front shield and disturbances such as vertical vortices occur around the front pillar, aerodynamics such as wind noise are generated. This will cause noise, and the quietness, texture, and comfort of the vehicle will be impaired.

For example, Patent Document 1 discloses an outer molding having a molding portion covering a side end portion of a windshield glass (front shield) on a surface portion of a front pillar as a related art for improving quietness by rectifying running wind around an A pillar. It is described to wear.
Further, Patent Document 2 describes that in order to improve aerodynamic performance around the front pillar, a flow passage having a predetermined shape through which air flows is formed between the front pillar and a pillar outer cover attached to the outside thereof. Has been.

JP 2011-255758 A JP 2014-69611 A

In a vehicle provided with a front hood in front of the passenger compartment, a cowl portion in which a wiper blade or the like is accommodated is provided between a rear edge portion of the front hood and the front shield.
The cowl portion is usually formed as a recess recessed downward with respect to the rear edge portion of the front hood, and is formed over substantially the entire width of the lower end portion of the front shield.
In a vehicle having such a cowl part, the airflow from the front flows into the cowl part, and the airflow that flows from the center part to the left and right side parts in the cowl part crosses the fender at the end in the vehicle width direction and blows backward. The wind noise behind the front pillar may be worsened by being swept away and caught in the vertical vortex behind the front pillar.
In view of the above-described problems, an object of the present invention is to provide a rectifier that prevents airflow flowing out from the cowl provided between the hood and the front shield to the outside in the vehicle width direction from forming turbulence around the front pillar. That is.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 includes a front shield provided at a front portion of a passenger compartment, a hood provided on a front side of the front shield, and a rear edge portion of the hood and a lower end portion of the front shield. A rectifying device provided in a vehicle having a cowl portion provided, and a fender provided outside the cowl portion in the vehicle width direction, wherein the rectifying device is a side surface portion of the fender and a rear edge portion of the hood. And a rectifying member having a negative pressure generating portion that generates a negative pressure on the rear side by an airflow during travel of the vehicle, and the front shield is formed in a curved surface with a convex front side. At least a part of the negative pressure generating part is arranged in front of a hood extension virtual curve obtained by extending a curve in a plan view of the rear edge of the hood outward in the vehicle width direction. It is a device.
According to this, since the airflow blown out from the cowl portion in the vehicle width direction is guided downward by the negative pressure generated by the negative pressure generating portion of the rectifier, the airflow is blown toward the base side of the front pillar and the front pillar. It is possible to prevent the formation of turbulence such as a vertical vortex around the vehicle, and to reduce aerodynamic noise (so-called wind noise) during vehicle travel.

The invention according to claim 2 is the rectifier according to claim 2, wherein a curvature of a lower end portion of the front shield in a plan view is smaller than a curvature of a rear edge portion of the hood in a plan view. is there.
According to a third aspect of the present invention, at least a part of the negative pressure generating portion is a hood extension virtual straight line in which a tangent of an outer end portion in the vehicle width direction in a plan view of the rear edge portion of the hood is extended outward in the vehicle width direction. The rectifier according to claim 1 or 2, wherein the rectifier is disposed further forward than the rectifier.
The invention according to claim 4 is characterized in that at least a part of the negative pressure generating portion includes a shield extension virtual curve obtained by extending a curve in a plan view of a lower end portion of the front shield outward in the vehicle width direction, and the hood extension virtual curve. 4. The rectifier according to claim 1, wherein the rectifier is disposed on an outer side in a vehicle width direction with respect to the intersection of the two and in front of the shield extension virtual curve. 5.
According to each of these inventions, the effects described above can be obtained more reliably.

According to a fifth aspect of the present invention, the rectifying member has an airfoil disposed in a direction in which a negative pressure is generated upward in a side view of the vehicle, and the negative pressure generating portion is provided on an upper surface portion of the airfoil. The rectifier according to any one of claims 1 to 4, wherein the rectifier is provided.
According to this, since a rectification | straightening member has an airfoil, it can generate | occur | produce a strong negative pressure efficiently using traveling wind, and can accelerate | stimulate the effect mentioned above.
The invention according to claim 6 is the rectifier according to claim 5, wherein the airfoil is arranged so that the angle of attack is positive.
According to this, the negative pressure formed on the upper surface portion of the airfoil can be further increased.
In the invention according to claim 7, the portion where the blade thickness of the airfoil is maximum is arranged in front of at least one of the hood extension virtual curve, the hood extension virtual straight line, and the shield extension virtual curve. The rectifier according to claim 5 or 6, characterized in that.
According to this, the airflow blown out from the cowl portion in the vehicle width direction can be guided downward with the maximum negative pressure that can be generated by the airfoil, and the above-described effects can be further promoted.
The invention according to claim 8 is characterized in that a position of the trailing edge of the airfoil in the vertical direction is disposed below the lower end of the door mirror, and a position in the front-rear direction is disposed in the vicinity of the front edge of the door. A rectifier according to any one of claims 5 to 7.
According to this, after the airflow blown out from the cowl part is guided downward by the negative pressure generated by the airfoil, it can pass through the door mirror and smoothly flow along the side surface of the door panel.

The invention according to claim 9 is the rectifier according to any one of claims 1 to 8, characterized in that the rectifying member is provided with an imaging means for imaging a situation outside the vehicle.
The invention according to claim 10 is the rectifier according to claim 9, wherein the imaging means images at least one of the rear, the side, and the lower side of the vehicle.
According to each of these inventions, it is not necessary to provide a dedicated projection or the like in addition to the rectifying device in order to install the imaging means, and it is possible to improve the appearance quality such as the aerodynamic performance and the design of the vehicle.
Moreover, the increase in the number of parts can be suppressed, and the structure and weight of the entire vehicle can be simplified.

  As described above, according to the present invention, there is provided a rectifier that prevents the airflow flowing out of the cowl provided between the hood and the front shield from moving outward in the vehicle width direction from forming turbulence around the front pillar. be able to.

It is a typical side view of the vehicle body front part of the vehicle which has Example 1 of the rectifier to which this invention is applied. It is the II section enlarged view of FIG. It is a figure which shows typically the III-III part of FIG. 4A and 4B are schematic cross-sectional views of FIG. 3, in which FIG. 4A shows the configuration of the first embodiment, and FIG. 4B shows the configuration of the modification. It is a figure which shows typically the airflow around the cowl part at the time of driving | running | working in the vehicle which is a reference example of this invention. It is a figure which shows typically the air current around the cowl part at the time of driving | running | working in the vehicle which has a rectifier of Example 1. FIG. It is a typical side view of the vehicle body front part of the vehicle which has Example 2 of the rectifier to which this invention is applied. It is a typical side view of the vehicle body front part of the vehicle which has Example 3 of the rectifier to which this invention is applied. It is a typical side view of the vehicle body front part of the vehicle which has Example 4 of the rectifier to which this invention is applied.

  An object of the present invention is to provide a rectifier that prevents the airflow flowing out of the cowl provided between the hood and the front shield from moving outward in the vehicle width direction from forming turbulence around the front pillar. The problem was solved by providing a negative pressure generating portion that protrudes from the side surface portion of the fender and generates a negative pressure by running wind, and that the negative pressure generating portion is disposed in front of the extended line of the round at the rear edge of the hood.

Hereinafter, Example 1 of the rectifier to which the present invention is applied will be described.
The rectifier according to the first embodiment is provided in an automobile such as a passenger car having a so-called two-box or three-box type in which an engine room is provided in front of the passenger compartment.

FIG. 1 is a schematic side view of a vehicle body front portion of a vehicle having a rectifier according to a first embodiment.
FIG. 2 is an enlarged view of part II in FIG.
FIG. 3 is a diagram schematically showing a III-III portion in FIG. 1.
FIG. 4A is a schematic cross-sectional view taken along IV-IV in FIG.
In each figure, an air flow (traveling wind) F formed when the vehicle 1 travels is schematically illustrated by a thick broken line arrow.
The vehicle 1 includes a front shield 10, a front pillar 20, a roof 30, a front door 40, a hood 50, a cowl 60, a fender 70, a bumper face 80, a front combination lamp 90, a rectifying member 100, and the like.

The front shield 10 is a window glass provided in the front part of the passenger compartment.
The front shield 10 is formed in a substantially rectangular shape, and is disposed to be inclined rearward so that the upper end portion 11 is on the vehicle rear side with respect to the lower end portion 12.
As shown in FIG. 3, the lower end portion 12 is formed in a curved shape in which the front side of the vehicle is convex in plan view.
A side end portion 13 of the front shield 10 is disposed along the front pillar 20.
The front shield 10 is a secondary curved laminated glass formed to be curved (round) so that the front side of the vehicle is convex.

The front pillar (A pillar) 20 is a vehicle body structural member that extends along the side end portion 13 of the front shield 10.
The rear edge portion of the front pillar 20 is disposed adjacent to a sash portion formed around the front door glass at the top of the front door 40.

The roof 30 is a panel-like part that constitutes the upper surface portion of the passenger compartment.
The roof 30 extends from the upper end of the front shield 10 to the vehicle rear side.

The front door 40 is an open / close door provided on the side surface of the front part of the vehicle compartment.
The front door 40 swings around a hinge (not shown) provided at the front end and opens and closes.
The front door 40 includes a front door glass 41, a door sash 42, a door mirror 43, and the like.
The front door glass 41 is provided above the front door 40.
The door sash 42 is a frame that is formed along the front edge portion, the upper edge portion, and the like of the front door glass 41 and holds the front door glass 41.
A front edge portion of the door sash 42 is disposed along the front pillar 20, and an upper edge portion is disposed along a roof side frame provided at a side end portion of the roof 30.
The door mirror 43 is a rear confirmation device provided in an upper front area of the door outer panel that constitutes the outer surface portion of the main body of the front door 40.
The door mirror 43 is supported by a stay protruding from the door outer panel.
The door mirror 43 is configured by housing a mirror body, an angle adjustment mechanism, a retractable storage mechanism, and the like in a housing.

The hood 50 is an exterior member provided to cover the upper part of the engine room, and is configured as an openable lid.
The hood 50 is formed in a substantially rectangular shape in a plan view of the vehicle, and is disposed so as to be inclined so that the front end portion is slightly lower than the rear end portion. Note that this inclination angle is smaller than the inclination angle of the front shield 10.
The hood 50 swings in a direction in which the front end moves up and down around the hinge provided at the rear end, and opens and closes.
The rear edge portion 51 of the hood 50 is disposed on the front side of the lower end portion 12 of the front shield 10 with a space in the vehicle front-rear direction.
As shown in FIG. 3, the rear edge portion 51 is formed in a curved shape in which the front of the vehicle is convex in plan view.
The side edge 52 of the hood 50 is disposed adjacent to the inner edge in the vehicle width direction of the upper surface 71 of the fender 70 via a gap that is unavoidably provided.

The cowl 60 is provided on the rear side of the rear edge portion 51 of the hood 50 and on the front side of the lower end portion 12 of the front shield 10, and is formed to be recessed downward with respect to the surface of the hood 50. It is a recess.
The cowl 60 is configured by accommodating a wiper arm or the like in a cowl top panel formed in a tray shape that is recessed downward by, for example, a resin material.
A side end portion of the cowl 60 in the vehicle width direction is disposed adjacent to a region near the rear end portion of the upper surface portion 71 of the fender 70.

The fender 70 is an exterior member of a vehicle that forms a side surface portion of the engine room.
As shown in FIG. 4, the fender 70 includes an upper surface portion 71, a side surface portion 72, and the like.

  The upper surface portion 71 is an area adjacent to the side edge portion 52 of the hood 50 and the side end portion of the cowl 60, and substantially follows the curved surface that extends the curved surface forming the surface portion of the hood 50 outward in the vehicle width direction. Is formed.

The side surface portion 72 extends downward from the vicinity of the end portion of the upper surface portion 71 on the outer side in the vehicle width direction.
The side surface portion 72 is formed as a gently curved surface with a convex outer side of the vehicle body.
At the boundary between the upper surface portion 71 and the side surface portion 72, the curvature of the curved surface is locally increased, and inflection points 73 forming so-called ridge lines (bending lines) of the fender 70 are continuously formed in the vehicle front-rear direction. Has been.
Further, the side surface portion 72 is formed with a wheel house opening 74 in which the front wheel FW is accommodated.

The bumper face 80 is a resin exterior member provided at the lower part of the front end portion of the vehicle.
The bumper face 80 is provided on the front side of the opening 74 in the fender 70.
The front combination lamp 90 is a unit in which various lighting devices such as a headlamp, a vehicle width lamp, and a turn signal lamp are accommodated in a common housing.
The front combination lamp 90 is disposed below the hood 50 and above the bumper face 80 at the front end of the vehicle.

The rectifying member 100 constitutes the main body of the rectifying device according to the first embodiment.
The rectifying member 100 is formed so as to protrude outward in the vehicle width direction from the vicinity of the upper end portion of the side surface portion 72 of the fender 70.
As shown in FIG. 2, the rectifying member 100 has a wing shape (foil) when viewed from the vehicle width direction, and includes an upper surface portion 101, a lower surface portion 102, a front edge portion 103, a rear edge portion 104, and a wing tip portion. 105 etc.

The upper surface portion 101 and the lower surface portion 102 are curved surfaces formed so as to be curved so that the upper side is convex.
The upper surface portion 101 is disposed above the lower surface portion 102 and has a larger curvature than the lower surface portion 102.
The front end portion and the rear end portion of the upper surface portion 101 and the lower surface portion 102 are connected by a front edge portion 103 and a rear edge portion 104, respectively.
The front edge portion 103 and the rear edge portion 104 are formed in a convex curved surface shape having a small curvature with respect to the upper surface portion 101 and the lower surface portion 102.
The blade tip 105 is a flat surface portion formed at the protruding end (blade tip) of the rectifying member 100.

In the rectifying member 100, the airfoil center line CL, which is a curve obtained by sequentially connecting the midpoints of the upper surface portion 101 and the lower surface portion 102, is set in a curved shape with a convex upward.
Further, the rectifying member 100 is arranged to have a positive angle of attack by arranging the front edge portion 103 above the rear edge portion 104.
As shown in FIG. 1, the angle of attack is positive in the clockwise direction with the horizontal direction being 0 ° in a side view of the vehicle with the left side in front.
In such a rectifying member 100, when an airflow is received from the front side of the vehicle (the left side in FIGS. 1 and 2) when the vehicle is traveling, negative pressure is generated on the surface portion of the upper surface portion 101. This part functions as a negative pressure generating part according to the present invention.
In the upper surface portion 101, particularly, the negative pressure is substantially maximized at the portion 101a where the blade thickness is maximized. This part functions as a negative pressure generating part according to the present invention.

Further, the rectifying member 100 can be provided with a camera having a part of the outer surface made of a transparent material and having a solid-state imaging device such as a CCD sensor or a CMOS sensor therein.
Such a camera is used as a rear confirmation means in place of a door mirror by photographing the situation of the surroundings such as the side, lower, and rear of the vehicle and displaying the obtained image on an image display device that can be viewed by the driver. For example, it can be used for other purposes such as obstacle detection, lane detection, parking section detection, and the like.

  As shown in FIG. 1, the rear end portion of the rectifying member 100 is disposed below the lower end portion of the door mirror 43 in the height direction, and the position in the front-rear direction is disposed near the front end portion of the front door 40. Has been.

As shown in FIG. 3, in the first embodiment, the curvature of the rear edge portion 51 of the hood 50 is larger than the curvature of the lower end portion 12 of the front shield 10 in a plan view when the vehicle 1 is viewed from above in the vertical direction ( The round is sudden).
Here, the rear edge portion 51 of the hood 50 is extended outward in the vehicle width direction with the same curvature, and a first imaginary line (hood extension virtual curve) L1 is set.
Moreover, the tangent in the lower end part 12 of the front shield 10 is extended to the vehicle width direction outer side, and the 2nd virtual line (shield extension virtual straight line) L2 is set.

Further, the lower end 12 of the front shield 10 is extended outward in the vehicle width direction with the same curvature, and a third imaginary line (shield extension imaginary curve) L3 is set.
In the first embodiment, the negative pressure generating portion (upper surface portion 101) of the rectifying member 100 is disposed on the vehicle front side with respect to the first to third virtual lines L1 to L3 described above.
In addition, at least a part of the negative pressure generating portion is disposed on the outer side in the vehicle width direction with respect to the intersection of the first virtual line L1 and the third virtual line L3.

As shown in FIG. 4A, a part of the negative pressure generating portion (upper surface portion 101) in the rectifying member 100 extends a curve when the surface of the upper surface portion 71 of the fender 70 is viewed from the front side in the vehicle width direction. The imaginary line Lf is disposed so as to protrude upward.
Here, for example, all the vehicle interior noise of the vehicle 1 measured by installing a microphone at the driver's ear position of the driver's seat in the vehicle interior (in addition to aerodynamic noise, engine, drive system noise, tire road noise, When traveling at a vehicle speed where the difference in the sound pressure level of only aerodynamic noise (wind noise) is 3 dB compared to pattern noise, etc. (depending on the vehicle type, but as an example, about 80 km / h) When the thickness of the boundary layer formed on the surface of the upper surface portion 71 by the airflow flowing from the cowl 60 to the fender 70 side and flowing along the upper surface portion 71 toward the inflection point 73 side is δ, rectification from the virtual line Lf The protrusion amount h of the negative pressure generating portion of the member 100 is set larger than δ.
At the time of setting the vehicle speed, the total noise of the vehicle 1 is an index representing, for example, unevenness on the road surface, and is measured on a road surface where the flatness measured in a 3 m section is within 0.8 mm, for example.

δ：境界層厚さ（ｍ）
ν：空気の動粘性係数（常温20℃で１．５１２（１０^−５m^２/ｓｅｃ）)
ｘ：フェンダ７０の上面部７１の気流に沿った長さ（ｍ）
Ｕ_∞：空気の流速（ｍ／ｓｅｃ）
Here, the thickness δ of the boundary layer can be obtained by the following equation 1.

δ: boundary layer thickness (m)
ν: Kinematic viscosity coefficient of air (1.512 (10 ⁻⁵ m ² / sec) at 20 ° C.)
x: Length (m) along the airflow of the upper surface 71 of the fender 70
U _∞ : Flow velocity of air (m / sec)

For example, when x = 0.05 m and U _∞ = 22.2 m / s (80 km / h), the thickness of the boundary layer is δ≈0.0003 (m).
The negative pressure generating portion of the rectifying member 100 protrudes beyond the boundary layer thickness δ, so that the negative pressure is effectively exerted on the air flow F and can be guided downward.
In addition, instead of the configuration shown in FIG. 4A, the upper end of the rectifying member 100 does not protrude upward from the imaginary line Lf as in the modification shown in FIG. 4B, that is, h ≦ 0. Even in this case, the protruding amount h ′ of the rectifying member 100 from the surface of the fender 70 (for example, the rectifying member when a perpendicular is drawn from the side surface 72 below the inflection point 73 and outside in the vehicle width direction. By setting the maximum distance h ′) of 100 to be larger than the boundary layer thickness δ, substantially the same effect can be obtained.

Hereinafter, the effect of the rectifier of Example 1 will be described in comparison with a reference example of the present invention.
The vehicle in the reference example of the present invention is obtained by removing only the rectifying device (rectifying member 100) from the vehicle having the rectifying device of the first embodiment.
FIG. 5 is a diagram schematically illustrating the airflow around the cowl portion during traveling in the vehicle of the reference example.
In the reference example shown in FIG. 5, a part of the airflow F flowing along the hood 50 flows into the cowl 60 due to interference with the front shield 10, and flows in the concave portion of the cowl 60 from the inner side to the outer side in the vehicle width direction.
The airflow F blown out from the end of the cowl 60 in the vehicle width direction over the upper surface 71 of the fender 70 to the outside in the vehicle width direction is jetted rearward and merges with the vertical vortex around the front pillar 20. This increases the energy of turbulence in the air around 20 and aerodynamic noise (wind noise).

FIG. 6 is a diagram schematically illustrating the airflow around the cowl portion when the vehicle having the rectifier of Example 1 is running.
In the case of the vehicle having the rectifying device according to the first embodiment, a region having a negative pressure relative to other regions is formed in the vicinity of the upper surface portion 101 of the rectifying member 100 by the traveling wind.
The airflow F that has blown over the upper surface portion 71 of the fender 70 from the vehicle width direction end portion of the cowl 60 and blown outward in the vehicle width direction substantially follows the upper surface portion 101 due to the negative pressure formed on the rear side of the rectifying member 100. Then, it is guided downward and blown from the vicinity of the rear edge portion 104 of the rectifying member 100 toward the vehicle rear side, so that it travels under the door mirror 43 along the outer panel (vehicle body side portion) of the front door 40 toward the vehicle rear side. To do.
For this reason, in the vehicle 1 having the rectifying device of the first embodiment, the energy of air turbulence around the front pillar 20 is suppressed as compared to the reference example, and aerodynamic noise can be reduced.

Next, a second embodiment of the rectifier to which the present invention is applied will be described.
In each embodiment described below, portions that are substantially the same as those in the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 7 is a schematic side view of a vehicle body front portion of a vehicle having the rectifying device according to the second embodiment.

The rectifying device of the second embodiment has a rectifying member 100A described below instead of the rectifying member 100 of the first embodiment.
The rectifying member 100 </ b> A is a flat plate member that is formed to protrude from the fender 70 in substantially the same manner as the rectifying member 100 of the first embodiment.
The rectifying member 100A is disposed so as to be inclined such that the front end portion is higher than the rear end portion.
The rear end portion of the rectifying member 100 </ b> A is disposed below the lower end portion of the door mirror 43 in the height direction, and the position in the front-rear direction is disposed near the front end portion of the front door 40.
In the second embodiment described above, it is possible to obtain substantially the same effect as that of the first embodiment described above.

Next, a third embodiment of the rectifier to which the present invention is applied will be described.
FIG. 8 is a schematic side view of a vehicle body front portion of a vehicle having the rectifier according to the third embodiment.
The rectifying device of the third embodiment has a rectifying member 100B described below instead of the rectifying member 100 of the first embodiment.
The rectifying member 100 </ b> B is configured such that protrusions that are substantially elliptical when viewed from the vehicle width direction are arranged on the side surface portion 72 of the fender 70 in the vertical direction.
The shape of each protrusion in a front view is formed substantially in a semicircular shape, for example.
The protrusions are arranged with the arrangement direction inclined forward so that the lower stage is on the vehicle rear side with respect to the upper stage.
The front end portion of the uppermost protrusion is disposed at substantially the same position as the front edge portion 103 of the rectifying member 100 in the first embodiment.
The rear end portion of the lowermost protrusion is disposed at substantially the same position as the rear edge portion 104 of the rectifying member 100 in the first embodiment.
The rear end portion of the lowermost protrusion is disposed below the lower end portion of the door mirror 43 in the height direction, and is disposed in the vicinity of the front end portion of the front door 40 in the front-rear direction.
In the third embodiment described above, it is possible to obtain substantially the same effect as that of the first embodiment described above.

Next, a fourth embodiment of the rectifier to which the present invention is applied will be described.
FIG. 9 is a schematic side view of a vehicle body front portion of a vehicle having the rectifier according to the fourth embodiment.
The rectifying device according to the fourth embodiment includes a rectifying member 100C described below instead of the rectifying member 100B according to the third embodiment.
The straightening member 100 </ b> C has a substantially bell-shaped or bullet-shaped projection obtained by cutting the rear part of the ellipse along a plane substantially along the vertical direction and the vehicle width direction. It is arranged in the vertical direction in the part.
The shape of each protrusion in a front view is formed substantially in a semicircular shape, for example.
The arrangement of the protrusions is substantially the same as that of the rectifying member 100B of the third embodiment.
Also in the fourth embodiment described above, substantially the same effect as that of the first embodiment described above can be obtained.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
The shape, structure, material, arrangement, quantity, manufacturing method, and the like of each element constituting each part of the rectifier and the vehicle are not limited to the above-described embodiments, and can be changed as appropriate.
For example, the shape, quantity, arrangement, and the like of the rectifying member can be appropriately changed as long as negative pressure can be generated on the rear side when the vehicle is traveling.
Further, in the case where imaging means for rearward shooting is provided inside the rectifying member, a configuration in which a door mirror is not provided may be employed.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Front shield 11 Upper end part 12 Lower end part 13 Side end part 20 Front pillar (A pillar) 30 Roof 40 Front door 41 Front door glass 42 Door sash 43 Door mirror 50 Hood 51 Rear edge part 52 Side end part 60 Cowl 70 Fender 71 Upper surface portion 72 Side surface portion 73 Inflection point 74 Opening 80 Bumper face 90 Front combination lamp 100 Rectification member (Example 1) 101 Upper surface portion 101a Maximum blade thickness portion 102 Lower surface portion 103 Front edge portion 104 Rear edge portion 105 Blade edge portion CL airfoil centerline 100A rectifying member (Example 2)
100B Rectifying member (Example 3)
100C Rectifying member (Example 4)

Claims (10)

A front shield provided at the front of the passenger compartment,
A hood provided on the front side of the front shield;
A cowl portion provided between a rear edge portion of the hood and a lower end portion of the front shield;
A rectifier provided in a vehicle having the hood and a fender provided outside the cowl portion in the vehicle width direction,
Provided in a region adjacent to the rear edge of the hood on the side surface of the fender, and includes a rectifying member having a negative pressure generating portion that generates a negative pressure on the rear side by an airflow during travel of the vehicle,
The front shield is formed in a curved surface with a convex front side of the vehicle,
At least a part of the negative pressure generating part is arranged in front of a virtual hood extension curve obtained by extending a curve in plan view of the rear edge of the hood outward in the vehicle width direction. The rectifier according to claim 2, wherein a curvature of a lower end portion of the front shield in a plan view is smaller than a curvature of a rear edge portion of the hood in a plan view. At least a part of the negative pressure generating portion is disposed in front of a hood extension imaginary straight line in which a tangent of an end portion on the vehicle width direction outer side in a plan view of the rear edge portion of the hood is extended outward in the vehicle width direction. The rectifier according to claim 1 or 2, characterized by the above. At least a part of the negative pressure generating portion is outside in the vehicle width direction from the intersection of the shield extended virtual curve obtained by extending a curve in plan view of the lower end portion of the front shield outward in the vehicle width direction and the hood extended virtual curve. The rectifier according to any one of claims 1 to 3, wherein the rectifier is disposed in front of the shield extension virtual curve. The rectifying member has an airfoil disposed in a direction in which a negative pressure is generated upward in a side view of the vehicle,
The rectifier according to any one of claims 1 to 4, wherein the negative pressure generator is provided on an upper surface of the airfoil. The rectifier according to claim 5, wherein the airfoil is arranged so that an angle of attack is positive. The part where the blade thickness of the airfoil is maximum is arranged in front of at least one of the hood extension virtual curve, the hood extension virtual line, and the shield extension virtual curve. The rectifier according to claim 6. The rear edge portion of the airfoil is disposed at a position in the vertical direction below the lower end portion of the door mirror, and a position in the front-rear direction is disposed in the vicinity of the front edge portion of the door. The rectifier according to any one of 7 to 7. The rectifier according to any one of claims 1 to 8, wherein the rectifying member is provided with an imaging unit that images a situation outside the vehicle. The rectifier according to claim 9, wherein the imaging unit images at least one of a rear side, a side, and a lower side of the vehicle.

Images