JP6663261B2 - Rectifier - Google Patents

Description

  The present invention relates to a rectifying device protruding from a front fender of an automobile, and more particularly to an airflow flowing out of a cowl provided between a hood and a front shield to the outside in a vehicle width direction and an airflow flowing along a side surface of a front fender. The present invention relates to a device that prevents formation of turbulence around a pillar.

2. Description of the Related Art In a vehicle body of an automobile such as a passenger car, a configuration in which both ends of a front shield, which is a glass provided in a front part of a passenger compartment, are generally supported by front pillars (A pillars), which are columnar members.
The running wind, which is the airflow formed around the vehicle body due to the running of the vehicle, flows from the center of the front shield to the side edges, and when turbulence such as vertical vortices occurs around the front pillar, aerodynamics such as so-called wind noise This causes noise and impairs the quietness, texture, and comfort of the vehicle.

As a prior art relating to the improvement of quietness by rectifying the traveling wind around the A-pillar, for example, Patent Literature 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. Is described.
In addition, Patent Document 2 discloses that in order to improve aerodynamic performance around the front pillar, a flow passage of a predetermined shape through which air flows is formed between the front pillar and a pillar outer cover attached to the outside of the front pillar. Have 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 for accommodating a wiper blade or the like is provided between a rear edge of the front hood and a front shield.
The cowl portion is usually formed as a concave portion that is 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 portion, the airflow from the front flows into the cowl portion, and the airflow flowing from the center portion to the left and right side portions in the cowl portion crosses the fender at the vehicle width direction side end and blows rearward. In some cases, the wind noise behind the front pillar may be deteriorated by being swept away and caught in the vertical vortex behind the front pillar.
Also, when the airflow that travels from the side of the front bumper of the vehicle along the side surface of the front fender merges with the airflow from inside the cowl described above and flows around the front pillar, the turbulence of the airflow behind the front pillar is increased, It makes wind noise worse.
In view of the above-described problem, an object of the present invention is to form a turbulence around a front pillar around an airflow flowing out of a cowl provided between a hood and a front shield and flowing out along a side surface of a front fender. It is an object of the present invention to provide a rectifier that prevents the occurrence of a rectification.

The present invention solves the above-mentioned problems by the following means.
The invention according to claim 1 is a front shield provided in a front part of a passenger compartment, a hood provided in front of the front shield, and a rear edge of the hood and a lower end of the front shield. A rectifying device provided in a vehicle having a cowl portion provided, a fender provided outside the hood and the cowl portion in a vehicle width direction, and a side portion of the fender and a rear edge of the hood. A rectifying member provided in a region adjacent to the hood and having a negative pressure generating portion that generates a negative pressure on the rear side by an airflow at the time of traveling of the vehicle, wherein the fender has a cross section in a front view near a side end of the hood. An inflection point where the curvature is locally large in the shape is formed, and the negative pressure generating part is entirely provided outside the inflection point in the vehicle width direction and at least a part is formed on the surface of the fender. And the rectifying member has an airfoil centerline having an airfoil centerline that is convex upward when viewed from the side of the vehicle, and an airfoil that is arranged upward in a direction that generates a negative pressure. The negative pressure generating unit is provided on an upper surface of the airfoil, and the airfoil is arranged so that an angle of attack is positive .
According to this, the airflow that blows out from the cowl portion to the fender side, passes over the upper surface of the fender, and separates at the inflection point, and the eddy current that is formed at the inflection point by part of the airflow being drawn into the side surface portion side The vehicle is guided downward by the negative pressure generated by the negative pressure generating part of the rectifying means, so that it is possible to prevent the turbulence such as a vertical vortex from being formed around the front pillar by being blown toward the base of the front pillar, and Aerodynamic noise during driving (so-called wind noise) can be reduced.
In addition, the entire negative pressure generating section is located below the inflection point, so that the airflow flowing along the side of the fender can be guided well downward, increasing aerodynamic noise around the front pillar. Can be prevented.
In addition, since the rectifying member has an airfoil, a strong negative pressure can be efficiently generated by using traveling wind, and the above-described effect can be promoted.
Further, since the airfoil has a positive elevation angle, the negative pressure formed on the upper surface of the airfoil can be further increased.

According to a second aspect of the invention, in the vehicle front view, a position of the negative pressure generating portion that is closest to the inflection point in the vehicle interior when the vehicle travels has a distance from the inflection point along the surface of the fender. The difference in sound pressure level between all sounds including aerodynamic noise and aerodynamic noise to be measured is equal to or less than the thickness of a boundary layer formed on the surface of the fender at a vehicle speed at which the sound pressure level is 3 dB. 2. The rectifier according to claim 1.
According to this, a part of the negative pressure generating portion is arranged within the radius of the vortex formed by the airflow flowing along the upper surface of the front fender being separated at the inflection point, so that the aerodynamic In the speed range where the influence of noise is remarkable, the above-described effects can be surely obtained and the quietness can be improved.

Invention nearest location to the inflection point in the negative pressure generating unit, according to claim 1 or claim blade thickness of the airfoil is characterized in that it is a site where the maximum of the 請 Motomeko 3 3. The rectifier according to 2 .
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 effect can be further promoted.
The invention according to claim 4 is characterized in that the trailing edge of the airfoil is disposed below the lower end of the door mirror in the up-down direction, and is disposed near the front edge of the door in the front-rear direction. The rectifier according to any one of claims 1 to 3 .
According to this, after the airflow blown out from the cowl portion is guided downward by the negative pressure generated by the airfoil, it can pass under the door mirror and smoothly flow along the side surface of the door panel.

The invention according to claim 5 is the rectifying device according to any one of claims 1 to 4 , wherein the rectifying member is provided with an imaging unit that captures an image of a situation outside the vehicle.
The invention according to claim 6 is the rectifier according to claim 5 , wherein the imaging means captures an image of 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 aerodynamic performance of the vehicle and the appearance quality such as design.
In addition, an increase in the number of parts can be suppressed, and the structure of the entire vehicle can be simplified and reduced in weight.

  As described above, according to the present invention, the airflow flowing out of the cowl provided between the hood and the front shield to the outside in the vehicle width direction and the airflow flowing along the side surface of the front fender form turbulence around the front pillar. It is possible to provide a rectifying device that prevents the rectification.

1 is a schematic side view of a vehicle body front portion of a vehicle having a rectifier according to a first embodiment of the present invention. It is the II section enlarged view of FIG. FIG. 3 is a diagram schematically showing a III-III part in FIG. 1. FIG. 4 is a schematic sectional view taken along the line 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 the reference example 1 of this invention. FIG. 4 is a diagram schematically illustrating an airflow around a cowl portion when the vehicle having the rectifying device according to the first embodiment is traveling. It is a schematic side view of a vehicle body front part of a vehicle having a reference example 2 of the applied rectifying device the present invention. It is a typical side view of the front part of the body of the vehicle which has Example 3 of the rectification device to which the present invention is applied. FIG. 9 is a schematic side view of a vehicle body front part of a vehicle having a rectifier according to a fourth embodiment of the present invention.

  The present invention provides a rectifying device that prevents an airflow flowing out of a cowl provided between a hood and a front shield in a vehicle width direction outward and an airflow flowing along a side surface of a front fender from forming turbulence around a front pillar. The problem to be solved is to provide a negative pressure generating portion that protrudes from the side portion of the fender on the side of the cowl portion and generates a negative pressure by traveling wind, and a part of the negative pressure generating portion is a boundary portion between the upper surface portion of the fender and the side portion. From the inflection point provided in the above, the problem has been solved by providing the portion within the boundary layer thickness of the airflow flowing along the upper surface of the fender during traveling at a predetermined vehicle speed.

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

FIG. 1 is a schematic side view of a vehicle body front portion of a vehicle having the rectifying device of the first embodiment.
FIG. 2 is an enlarged view of a portion II in FIG.
FIG. 3 is a diagram schematically illustrating a III-III part in FIG. 1.
FIG. 4A is a schematic sectional view taken along the line IV-IV in FIG.
In each of the drawings, an airflow (running 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 at the front of the vehicle compartment.
The front shield 10 is formed in a substantially rectangular shape, and is disposed so as to be inclined rearward such 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.
The side end 13 of the front shield 10 is arranged along the front pillar 20.
The front shield 10 is a laminated glass having a quadratic curved surface formed by being curved (round) so that the front side of the vehicle is convex.

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

The roof 30 is a panel-shaped part that forms the upper surface of the vehicle 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 opening / closing 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 has 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 formed along the front edge, the upper edge, and the like of the front door glass 41 and holding the front door glass 41.
The front edge of the door sash 42 is arranged along the front pillar 20, and the upper edge is arranged along a roof side frame provided at a side end of the roof 30.
The door mirror 43 is a rear confirmation device provided in an upper front region of a door outer panel constituting an outer surface of a 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 includes a mirror body, an angle adjusting mechanism, a retractable storage mechanism, and the like housed 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 arranged so as to be inclined such that the front end is slightly lower than the rear end. Note that this inclination angle is smaller than the inclination angle of the front shield 10.
The hood 50 swings in the direction in which the front end moves up and down around a hinge provided at the rear end, and opens and closes.
The rear edge 51 of the hood 50 is disposed at the front side of the lower end 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 portion 52 of the hood 50 is disposed adjacent to an edge of the upper surface portion 71 of the fender 70 on the inner side in the vehicle width direction with a gap inevitably provided.

The cowl 60 is provided behind the rear edge 51 of the hood 50 and in a region forward of the lower end 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 and the like in a cowl top panel formed in a tray shape recessed downward by a resin material, for example.
The side end of the cowl 60 in the vehicle width direction is disposed adjacent to a region near the rear end of the upper surface 71 of the fender 70.

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

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

The side surface portion 72 is formed to extend downward from near the end of the upper surface portion 71 on the outside in the vehicle width direction.
The side surface portion 72 is formed as a gentle curved surface having a convex outside 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 locally increases, and an inflection point 73 that forms a so-called ridge line (bending line) of the fender 70 is continuously formed in the vehicle front-rear direction. Have been.
An opening 74 of the wheel house in which the front wheel FW is accommodated is formed in the side surface portion 72.

The bumper face 80 is a resin exterior member provided below the front end of the vehicle.
The bumper face 80 is provided on the fender 70 on the front side of the opening 74.
The front combination lamp 90 is a unit in which various lighting devices such as a headlight, a vehicle width light, and a turn signal light are housed 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 forms a main body of the rectifying device of the first embodiment.
The rectifying member 100 is formed to protrude outward in the vehicle width direction from near the upper end of the side surface 72 of the fender 70.
As shown in FIG. 2, the flow regulating member 100 has a wing shape (foil) when viewed from the vehicle width direction, and includes an upper surface 101, a lower surface 102, a front edge 103, a rear edge 104, and a wing tip. 105 and the like.

The upper surface portion 101 and the lower surface portion 102 are curved surfaces formed so as to be convex upward.
The upper surface portion 101 is arranged above the lower surface portion 102 and has a larger curvature than the lower surface portion 102.
The front end and the rear end of the upper surface 101 and the lower surface 102 are connected by a front edge 103 and a rear edge 104, respectively.
The front edge portion 103 and the rear edge portion 104 are formed in a convex curved shape having a small curvature with respect to the upper surface portion 101 and the lower surface portion 102.
The wing tip 105 is a flat surface formed on the tip (wing tip) of the flow regulating member 100.

In the rectifying member 100, the airfoil centerline 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 in which the upper portion is convex.
The rectifying member 100 is arranged to have a positive angle of attack by arranging the front edge 103 above the rear edge 104.
As shown in FIG. 1, the angle of attack is 0 ° in the horizontal direction and positive in the clockwise direction when viewed from the side of the vehicle with the left side forward.
In such a flow regulating member 100, when an airflow is received from the front side of the vehicle (left side in FIGS. 1 and 2) during traveling of the vehicle, a negative pressure is generated on the surface of the upper surface 101. This portion functions as a negative pressure generating section according to the present invention.
In the upper surface portion 101, the negative pressure is substantially maximum particularly at a portion 101a where the blade thickness is maximum. This portion functions as a negative pressure generating section according to the present invention.

Further, the rectifying member 100 can be configured such that a part of the outer surface thereof is formed of a transparent material and a camera having a solid-state imaging device such as a CCD sensor or a CMOS sensor is provided inside the rectifying member 100.
Such a camera is used as a rear confirmation means instead of a door mirror by photographing surrounding conditions such as a side, a lower side, and a rear side of a vehicle, and displaying an obtained image on an image display device which can be viewed by a driver. Or, it can be used for other applications such as obstacle detection, lane detection, and parking lot detection.

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

As shown in FIG. 3, in the first embodiment, the curvature of the lower end 12 of the front shield 10 is larger than the curvature of the rear edge 51 of the hood 50 in a plan view of the vehicle 1 as viewed from above in the vertical direction. The round is suddenly).
Here, the lower end portion 12 of the front shield 10 is extended outward in the vehicle width direction with the same curvature, and a first virtual line (shield extended virtual curve) L1 is set.
In addition, a tangent line at the lower end portion 12 of the front shield 10 is extended outward in the vehicle width direction to set a second virtual line (shield extended virtual straight line) L2.

Further, the first virtual line L1 is advanced so as to pass through the outer edge of the rear edge 51 of the hood 50 in the vehicle width direction, and the third virtual line (hood extension virtual curve) L3 is set.
Further, the second imaginary line L2 is advanced so as to pass through the outer edge of the rear edge portion 51 of the hood 50 in the vehicle width direction, and a fourth imaginary line (hood extension imaginary straight line) L4 is set.
In the first embodiment, the negative pressure generating portion (the maximum blade thickness portion) of the rectifying member 100 is disposed on the vehicle front side with respect to the above-described first to fourth imaginary lines L1 to L4.

As shown in FIG. 4, the negative pressure generating portion of the flow straightening member 100 substantially corresponds to a virtual line Lf extending outwardly in a vehicle width direction from a curve when the surface of the upper surface portion 71 of the fender 70 is viewed from the front. It is arranged below with respect to.
Here, for example, all the vehicle interior noises 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 and drive train noise, tire road noise, When the vehicle travels at a vehicle speed (for example, about 80 km / h, depending on the type of vehicle, etc.) in which the difference in sound pressure level of only aerodynamic noise (wind noise) with respect to pattern noise and the like is 3 dB. The thickness of the boundary layer formed on the surface of the upper surface portion 71 by the airflow that blows out from the cowl 60 toward the fender 70 and flows toward the inflection point 73 along the upper surface portion 71 is defined as δ.
The airflow F flowing along the upper surface 71 of the fender 70 separates from the surface of the fender 70 at the inflection point 73.
At this time, a part of the airflow F near the surface of the fender 70 becomes a vortex T that turns clockwise in FIG. 4 around an axis substantially along the inflection point 73, and the rectifying member 100 does not exist. In this case, it collides with the side surface portion 72 and becomes turbulent and flows backward.
The radius of the vortex T substantially matches the boundary layer thickness δ described above.
Therefore, the distance d along the side surface 72 of the fender 70 from the inflection point 73 at the upper end of the rectifying member 100 is set to be smaller than δ.
With such a configuration, the eddy current T is rectified so as to flow obliquely downward on the rear side by the negative pressure generated by the rectifying member 100 before colliding with the side surface portion 72 of the fender 70.
When the vehicle speed is set, the total noise of the vehicle 1 is, for example, an index indicating the unevenness of 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 normal temperature of 20 ° C.)
x: length (m) of the upper surface 71 of the fender 70 along the airflow
_U∞ : Air velocity (m / sec)

For example, x = 0.05 m, in the case of _{U ∞ = 22.2m / s (80km} / h) is a thickness δ ≒ 0.0003 (m) of the boundary layer.
At least a part of the negative pressure generating portion of the rectifying member 100 is arranged such that the distance d from the inflection point 73 along the surface (the side surface portion 72) of the fender 70 is within the boundary layer thickness δ. Thereby, the negative pressure is effectively exerted on the vortex T, and the vortex T can be guided downward.

Hereinafter, the effect of the rectifier of the first embodiment will be described in comparison with the first embodiment of the present invention.
The vehicle according to the first embodiment of the present invention is obtained by removing only the rectifying device (rectifying member 100) from the vehicle having the rectifying device according to the first embodiment.
FIG. 5 is a diagram schematically illustrating an airflow around the cowl portion during traveling of the vehicle of Reference Example 1 .
In reference example 1 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 inside the recess of the cowl 60 from inside to outside in the vehicle width direction. .
The airflow F that has flowed over the upper surface 71 of the fender 70 from the side end of the cowl 60 in the vehicle width direction and has been blown outward in the vehicle width direction is jetted backward and merges with the vertical vortex around the front pillar 20 to form a front pillar. The energy of the turbulence of the air around 20 is increased, and the aerodynamic noise (wind noise) is deteriorated.
Further, in the case of Reference Example 1, the airflow Fs generated in the front bumper or wheel house of the vehicle and flowing while swirling along the side surface 72 of the fender 70 is also the airflow F described above and the lower end of the front pillar 20. In the vicinity of each other, and the aerodynamic noise is further deteriorated.

FIG. 6 is a diagram schematically illustrating an airflow around the cowl portion during traveling of the vehicle having the rectifying device of the first embodiment.
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 near the upper surface portion 101 of the rectifying member 100 due to the traveling wind.
The airflow F that has flown out of the vehicle width direction from the vehicle width direction end of the cowl 60 over the upper surface portion 71 of the fender 70 substantially along the upper surface portion 101 due to the negative pressure formed behind the rectifying member 100. To the rear of the vehicle from the vicinity of the rear edge 104 of the rectifying member 100, and travels to the rear of the vehicle along the outer panel (side surface of the vehicle body) of the front door 40 under the door mirror 43. I do.
In addition, the vortex T formed by a part of the airflow F that has climbed over the upper surface 71 is also guided downward by the negative pressure generated by the upper surface 101 of the rectifying member 100 before colliding with the side surface 72. Is prevented from growing and being introduced around the front pillar 20.
Furthermore, since the entire rectifying member 100 is configured to protrude from the side surface 72, the airflow Fs flowing along the side 72 of the fender 70 is also guided downward by the rectifying member 100.
Therefore, in the vehicle 1 having the rectifier of the first embodiment, the energy of the turbulence of the air around the front pillar 20 is suppressed as compared with the first embodiment , and aerodynamic noise can be reduced.

It will now be described reference example 2 of the applied rectifying device the present invention.
In each of the embodiments described below, portions substantially common to the previous embodiments are denoted by the same reference numerals, description thereof will be omitted, and differences will be mainly described.
FIG. 7 is a schematic side view of a vehicle body front portion of a vehicle having the rectifying device of Reference Example 2 .

The rectifying device according to the second embodiment includes a rectifying member 100A described below, instead of the rectifying member 100 according to the first embodiment.
The rectifying member 100 </ b> A is a flat member formed to protrude from the fender 70 substantially in the same manner as the rectifying member 100 of the first embodiment.
The rectifying member 100A is arranged so as to be inclined such that the front end is higher than the rear end.
The rear end of the rectifying member 100A is disposed below the lower end of the door mirror 43 in the height direction, and is disposed near the front end of the front door 40 in the front-rear direction.
The upper end (front end) of the rectifying member 100A is arranged so that the distance from the inflection point 73 is equal to or less than the boundary layer thickness δ.
In the second embodiment described above, substantially the same effects as those of the first embodiment can be obtained.

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 rectifying device of Reference Example 3 .
The rectifying device according to the third embodiment includes a rectifying member 100B described below, instead of the rectifying member 100 according to the first embodiment.
The rectifying member 100B is configured by vertically arranging protrusions having a substantially elliptical shape as viewed from the vehicle width direction on the side surface portion 72 of the fender 70.
The shape of each projection in a front view is, for example, substantially semicircular.
The projections 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 of the uppermost projection is disposed at substantially the same position as the front edge 103 of the flow regulating member 100 in the first embodiment.
Further, the upper end of the uppermost projection is arranged such that the distance from the inflection point 73 is equal to or less than the boundary layer thickness δ.
The rear end of the lowermost projection is disposed at substantially the same position as the rear edge 104 of the flow regulating member 100 in the first embodiment.
The rear end of the lowermost projection is located below the lower end of the door mirror 43 in the height direction, and is located near the front end of the front door 40 in the front-rear direction.
In the third embodiment described above, substantially the same effects as those of the first embodiment can be obtained.

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 rectifying device of Reference Example 4 .
The rectifying device of Reference Example 4 includes a rectifying member 100C described below instead of the rectifying member 100B of Reference Example 3 .
The rectifying member 100C has a substantially bell-shaped or bullet-shaped projection whose rear portion of the ellipse is cut along a plane substantially along the vertical direction and the vehicle width direction, as viewed from the vehicle width direction. The parts are arranged in the vertical direction.
The shape of each projection in a front view is, for example, substantially semicircular.
The arrangement of the projections is substantially the same as that of the rectifying member 100B of the third embodiment .
In the fourth embodiment described above, substantially the same effects as those of the first embodiment 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 appropriately changed.
For example, the shape, quantity, arrangement, and the like of the rectifying members can be appropriately changed as long as a negative pressure can be generated on the rear side when the vehicle travels.
Further, when an image pickup means for rearward photographing is provided inside the rectifying member, a configuration in which a door mirror is not provided may be adopted.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Front shield 11 Upper end 12 Lower end 13 Side end 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 52 Side end 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 Rectifying member (Example 1) 101 Upper surface portion 101a Maximum wing thickness portion 102 Lower surface portion 103 Front edge portion 104 Rear edge portion 105 Blade end portion CL Airfoil center line 100A Rectifying member ( Reference Example 2 )
100B Rectifying member ( Reference Example 3 )
100C rectifying member ( Reference Example 4 )

Claims (6)

A front shield provided in the front of the cabin,
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 rectifying device provided in a vehicle having the hood and a fender provided outside the cowl portion in the vehicle width direction,
A rectifying member that is provided in a side surface of the fender and is provided in a region adjacent to a rear edge of the hood and that has a negative pressure generating unit that generates a negative pressure on the rear side by an airflow during traveling of the vehicle,
In the fender, an inflection point where a curvature is locally large in a cross-sectional shape in a front view is formed near a side end of the hood,
The negative pressure generating unit is provided entirely outside the inflection point in the vehicle width direction with respect to the inflection point, and at least a part is disposed near the inflection point on the surface of the fender ,
The rectifying member has an airfoil centerline that has an airfoil centerline that is convex upward when viewed from the side of the vehicle and has an airfoil that is arranged in a direction that generates a negative pressure upward,
The negative pressure generator is provided on an upper surface of the airfoil,
The airfoil is arranged such that the angle of attack is positive . The portion of the negative pressure generating portion closest to the inflection point when viewed from the front of the vehicle is the distance from the inflection point along the surface of the fender including the aerodynamic noise measured in the vehicle interior when the vehicle is running. The rectifier according to claim 1, wherein the difference between the sound pressure level and the sound pressure level of the aerodynamic noise is equal to or less than the thickness of a boundary layer formed on the surface of the fender at a vehicle speed at which the sound pressure level is 3 dB. The rectifier according to claim 1 or 2 , wherein a portion of the negative pressure generating portion closest to the inflection point is a portion where the blade thickness of the airfoil is maximized. Trailing edge of the airfoil, the vertical direction in the position is located lower than the lower end portion of the door mirror according to claim claim 1, wherein a position in the longitudinal direction are arranged near the door front edge rectifier device according to any one of up to 3. The rectifying device according to any one of claims 1 to 4, wherein the rectifying member is provided with an imaging unit configured to image a situation outside the vehicle. The rectifier according to claim 5 , wherein the imaging unit captures an image of at least one of a rear side, a side, and a lower side of the vehicle.

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