JP2017165326A - Rectifier - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rectifier preventing the air flow flowing out from a cowl which is provided between a hood and a front shield to outside in a vehicle width direction, and that flowing along the upper face of a front fender, from forming turbulence around a front pillar.SOLUTION: A rectifier is provided to a vehicle 1 having the cowl 60 which is provided between the rear edge of a hood 50 and the lower end of a front shield 10, and a fender 70, and is equipped with a rectifying member 100 which is provided to the area of a fender side adjacent to the rear edge of the hood and has a negative pressure generation part generating a negative pressure at a rear side by air flow generating during vehicle travel. The upper part of the rectifying member is disposed overlapping with the intersection point P of the end edge outside in a vehicle width direction of a front pillar 20 disposed along the side end of the front shield, and the surface 71 of the fender in a vehicle front view.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a rectifying device provided to protrude from a front fender of an automobile, and in particular, an airflow that flows out from a cowl provided between a hood and a front shield to the outside in the vehicle width direction and an airflow that flows along the upper surface of the front fender. It relates to a device that prevents the formation of turbulence around the pillar.

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.
Moreover, when the airflow flowing along the upper surface of the fender extending from the front end of the hood to the side of the hood flows into the vicinity of the base (lower end) of the front pillar, it merges with the vertical vortex behind the front pillar described above. This may increase the aerodynamic noise such as wind noise.
In view of the above-described problems, the problem of the present invention is that the airflow flowing out from the cowl provided between the hood and the front shield to the outside in the vehicle width direction and the airflow flowing along the upper surface of the front fender form turbulence around the front pillar. It is providing the rectifier which prevented doing.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a front shield provided in the front part of the passenger compartment, a front pillar disposed along a side end of the front shield, a hood provided on the front side of the front shield, A rectifier provided in a vehicle having a cowl portion provided between a rear edge portion of the hood and a lower end portion of the front shield, and a fender provided outside the hood and the cowl portion in the vehicle width direction. And a rectifying member provided in a region adjacent to the rear edge portion of the hood in the fender, and having a negative pressure generating portion that generates a negative pressure on the rear side by an airflow during traveling of the vehicle, The upper part is disposed so as to overlap with an intersection between an end edge of the front pillar on the outer side in the vehicle width direction and the surface of the fender in the front view of the vehicle. A.
According to this, since the airflow that blows out from the cowl portion toward the fender side and flows outward in the vehicle width direction along the upper surface of the fender is guided downward by the negative pressure generated by the negative pressure generating portion of the rectifying means, the front pillar It is possible to prevent turbulence such as a vertical vortex around the front pillar from being blown to the base side, and to reduce aerodynamic noise (so-called wind noise) during vehicle travel.
In addition, the upper part of the rectifying member is arranged so as to overlap with the intersection of the outer edge of the front pillar in the vehicle width direction and the upper surface of the fender when viewed from the front of the vehicle, so that the front of the vehicle body extends along the surface of the fender. The airflow that flows to the rear side is also induced downward by the negative pressure generated by the negative pressure generator, and such airflow flows near the lower end of the front pillar, increasing the vertical vortex around the front pillar, etc. It is possible to prevent aerodynamic noise such as wind noise from increasing around the front pillar.

According to a second aspect of the present invention, the rectifying member has an airfoil disposed in a direction in which negative pressure is generated upward in a side view of the vehicle, and the negative pressure generator is provided on an upper surface of the airfoil. The rectifier according to claim 1, wherein
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 3 is the rectifier according to claim 2, wherein the airfoil is arranged so that the angle of attack is positive.
According to this, the negative pressure formed on the airfoil upper surface can be further increased.
The invention according to claim 4 is the part according to claim 2 or 3, wherein the portion of the rectifying member that is arranged so as to overlap the intersection is a portion where the blade thickness of the airfoil is maximized. Rectifier.
According to this, the airflow flowing from the front of the vehicle body to the base side of the front pillar along the surface of the fender can be guided downward at the maximum negative pressure that can be generated by the airfoil, and the above-described effects are further enhanced. Can be promoted.
The invention according to claim 5 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 2 to 4.
According to this, after the airflow or the like blown out from the cowl portion is guided downward by the negative pressure generated by the airfoil, the airflow can smoothly flow along the side surface of the door panel through the lower side of the door mirror.

The invention according to claim 6 is the rectifier according to any one of claims 1 to 5, characterized in that the rectifying member is provided with an imaging means for imaging a situation outside the vehicle.
The invention according to claim 7 is the rectifier according to claim 6, wherein the imaging means images at least one of a rear side, a side, and a 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, the airflow flowing out from the cowl provided between the hood and the front shield to the outside in the vehicle width direction and the airflow flowing along the upper surface of the front fender form turbulence around the front pillar. It is possible to provide a rectifier that prevents this from occurring.

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. FIG. 4 is a schematic cross-sectional view taken along IV-IV in FIG. 3. 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.

  The present invention provides a rectifier that prevents the airflow flowing out from the cowl provided between the hood and the front shield to the outside in the vehicle width direction and the airflow flowing along the upper surface of the front fender from forming turbulence around the front pillar. The problem to be provided is to provide a negative pressure generating part that protrudes from the side part of the fender on the side of the cowl part and generates negative pressure by traveling wind, and a part of the negative pressure generating part is The problem was solved by placing the front pillar so as to overlap the intersection with the outer edge in the vehicle width direction.

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 from the vicinity of the upper end portion of the side surface portion 72 of the fender 70 to the outside in the vehicle width direction.
Further, a part of the rectifying member 100 protrudes from the vicinity of the outer end of the fender 70 on the outer side in the vehicle width direction.
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 lower end portion 12 of the front shield 10 is larger than the curvature of the rear edge portion 51 of the hood 50 in a plan view when the vehicle 1 is viewed from above in the vertical direction ( The round is sudden).
Here, the lower end 12 of the front shield 10 is extended outward in the vehicle width direction with the same curvature, and a first imaginary line (shield extension imaginary 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 first imaginary line L1 is advanced so as to pass through the end of the rear edge 51 of the hood 50 on the outer side in the vehicle width direction, and a third imaginary line (hood extension imaginary curve) L3 is set.
Further, the second virtual line L2 is advanced so as to pass through the end of the rear edge 51 of the hood 50 on the outer side in the vehicle width direction, and a fourth virtual line (hood extension virtual straight line) L4 is set.
In the first embodiment, the negative pressure generating portion (maximum blade thickness portion) of the rectifying member 100 is disposed on the vehicle front side with respect to the first to fourth virtual lines L1 to L4 described above.

As shown in FIG. 4, the negative pressure generating portion of the rectifying member 100 has a part of the upper surface portion 101 protruding above the inflection point 73 of the fender 70 and inward in the vehicle width direction and protruding upward from the upper surface portion 71. Has been placed.
In the vehicle front view (front view) shown in FIG. 4, an intersection P between the edge 21 (or an extension thereof) of the front pillar 20 on the outer side in the vehicle width direction and the upper surface portion 71 of the fender 70 is an upper portion of the rectifying member 100. It is arranged so as to overlap with (upper surface portion 101).
In addition, the region of the upper surface portion 101 of the rectifying member 100 disposed above the upper surface portion 71 of the fender 70 is a fender when viewed from the front of the vehicle so as not to disturb the airflow along the upper surface portion 71 of the hood 50 and the fender 70. 70 is arranged so as to be substantially parallel to the upper surface portion 71 of 70.
Here, the rectifying member 100 is arranged such that at least a portion where the blade thickness is maximum overlaps the intersection P in the vehicle front view.

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).
Further, in the case of the reference example, the air flow Fu flowing from the vicinity of the front end portion of the hood 50 to the rear side (the lower end portion side of the front pillar 20) along the upper surface portion 71 of the fender 70 is also the air flow F and the front pillar 20 described above. In the vicinity of the lower end of the aerodynamic noise, further aerodynamic 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.
Further, the air flow Fu flowing along the upper surface portion 71 of the fender 70 is also guided downward by the negative pressure formed by the upper surface portion 101 of the rectifying member 100 before colliding with the lower end portion of the front pillar 20, and therefore the air flow Fu. However, it is possible to prevent the aerodynamic noise such as wind noise from deteriorating by merging with the vertical vortex on the rear side of the front pillar 20 to deteriorate (increase) this.
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.
Further, the upper end portion (front end portion) of the flow regulating member 100 </ b> A is disposed so as to overlap with the intersection of the outer edge in the vehicle width direction of the front pillar 20 and the upper surface portion 71 of the fender 70 in the vehicle front view.
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.
Further, the upper end portion of the uppermost protrusion is disposed so as to overlap the intersection of the outer edge of the front pillar 20 in the vehicle width direction and the upper surface portion 71 of the fender 70 when viewed from the front of the vehicle.
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. Are arranged in the vertical direction of the section.
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) 21 End edge 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 tip CL Airfoil centerline 100A Rectifying member (Example 2)
100B Rectifying member (Example 3)
100C Rectifying member (Example 4)

Claims (7)

A front shield provided at the front of the passenger compartment,
A front pillar disposed along a side edge of the front shield;
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 portion of the hood in 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 traveling of the vehicle,
The upper part of the said rectification | straightening member is arrange | positioned so that it may overlap with the intersection of the edge of the vehicle width direction outer side of the said front pillar, and the surface of the said fender in the front view of the said vehicle. 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 claim 1, wherein the negative pressure generator is provided on an upper surface of the airfoil. The rectifier according to claim 2, wherein the airfoil is arranged so that an angle of attack is positive. 4. The rectifier according to claim 2, wherein the portion of the rectifying member that is disposed so as to overlap with the intersection is a portion where the blade thickness of the airfoil is maximized. The position of the rear edge of the airfoil in the vertical direction is disposed below the lower end of the door mirror, and the position in the front-rear direction is disposed in the vicinity of the front edge of the door. The rectifier according to any one of 4 to 4. The rectifier according to any one of claims 1 to 5, wherein the rectifying member is provided with an imaging unit that images a situation outside the vehicle. The rectifier according to claim 6, wherein the imaging unit images at least one of a rear side, a side, and a lower side of the vehicle.

Images