Vehicular sunshade device

Abstract

To provide a vehicular sunshade device that can reduce energy loss due to air-conditioning work to elongate a distance to empty of a vehicle.SOLUTION: A vehicular sunshade device 100 comprises an openable / closable window glass 4 that can move between a closing position where an opening part 3a of a window frame 3 of a roof 2 of a vehicle 1 is closed and an opening position where the opening part 3a of the window frame 3 is opened, and a shade part 10 that is arranged in the vehicle 1 to cover the opening part 3a of the window frame 3. The shade part 10 has a sheet-like base material 12 having a predetermined thickness T and a plurality of ventilation holes 15 penetrating through the base material 12. In a planar view, the shade part 10 has a vehicle front-side region part RF and a vehicle rear-side region part RR, which is formed so that volumes of the ventilation holes 15 are smaller in the vehicle rear-side region part RR than in the vehicle front-side region part RF.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a sunshade device for a vehicle, and more particularly to a sunshade device for a vehicle that is provided in a vehicle having an openable and closable window glass. [Background technology]

[0002] In recent years, electric vehicles using electric motors instead of internal combustion engines as their drive source have been developed. One of the challenges in the development of electric vehicles in recent years is extending their driving range. One possible solution to this problem is to equip the vehicle with large-capacity storage batteries so that it can store a large amount of consumable energy. However, installing a large number of storage batteries increases the vehicle weight and manufacturing costs, which are problems.

[0003] In response to this, the inventors have been developing a system to reduce vehicle energy loss, focusing on the energy loss due to air conditioning work among various types of energy loss. In other words, in order to reduce the air conditioning work, when lowering the passenger compartment temperature, it is desirable to suppress the operation of the air conditioning device by ventilating between the outside air and the inside air and adjusting the amount of solar radiation entering the passenger compartment.

[0004] Meanwhile, a technology for providing a sunshade to a vehicle to reduce the amount of sunlight entering the vehicle through the window glass is known. For example, Patent Document 1 discloses a sunshade provided on a door window, in which a sheet-like base material has many through-holes formed therein to improve visibility, and a metal coating is further formed on the exterior surface of the base material. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-292297 Summary of the Invention [Problem to be solved by the invention]

[0006] However, while the shade in Patent Document 1 can prevent sunlight from entering the vehicle interior to a certain extent, the shade also inhibits ventilation within the vehicle interior. Therefore, simply installing a sunshade on the window glass in a vehicle makes it difficult to reduce energy loss due to air conditioning work and extend the driving range.

[0007] Therefore, the present invention has been made to solve the above-mentioned problems, and aims to provide a sunshade device for a vehicle that can reduce energy loss due to air conditioning work and extend the vehicle's driving range. [Means for solving the problem]

[0008] In order to solve the above-mentioned problems, the present invention provides a sunshade device for a vehicle, comprising an openable / closable window glass that can be moved between a closed position that closes the opening of a window frame on the roof of the vehicle and an open position that opens the opening of the window frame, and a shade portion that is arranged inside the vehicle to cover the opening of the window frame, the shade portion having a sheet-shaped base material having a predetermined thickness and a plurality of ventilation holes that penetrate the base material, the shade portion having a vehicle front region and a vehicle rear region in a plan view, and the volume of the ventilation holes is smaller in the vehicle rear region than in the vehicle front region.

[0009] According to the present invention configured as described above, the volume of the ventilation holes is smaller in the vehicle rear region than in the vehicle front region. This allows for preferentially drawing outside air into the vehicle cabin from the vehicle front region compared to the vehicle rear region, creating an air flow that circulates the inside air from the front to the rear within the vehicle cabin and discharges it outside from the vehicle rear region, thereby improving ventilation efficiency. Conventionally, incident light is blocked to some extent by frames or the like located above the heads of occupants such as the driver in the front of the vehicle cabin, making it difficult for front seat occupants to be exposed to incident light. However, in the rear of the vehicle cabin, there is no light blocking by frames or the like, making it easier for rear seat occupants to be exposed to incident light. However, in the present invention, the volume of the ventilation holes is set smaller in the vehicle rear region, thereby preventing incident light from entering the vehicle cabin and therefore reducing the exposure of rear seat occupants to incident light. As a result, by using the vehicle sunshade device of the present invention, occupants can suppress the operation of the air conditioning system, reducing energy loss due to air conditioning work and extending the vehicle's driving range.

[0010] In the present invention, the shade portion is preferably formed so that the total volume of the ventilation holes per unit area is smaller in the vehicle rear region than in the vehicle front region. According to the present invention configured in this manner, it is possible to preferentially guide outside air into the vehicle cabin from the vehicle front region, while exhausting inside air to the outside of the vehicle from the vehicle rear region.

[0011] In the present invention, the shade portion is preferably formed so that the opening area of ​​the ventilation hole is smaller in the vehicle rear region than in the vehicle front region. According to the present invention configured in this manner, incident light is suppressed from entering the vehicle compartment in the vehicle rear region, and outside air can be drawn into the vehicle compartment preferentially from the vehicle front region rather than the vehicle rear region.

[0012] In the present invention, the shade portion is preferably formed so that the thickness of the base material is thinner in the vehicle rear region than in the vehicle front region. According to the present invention configured in this manner, it is preferable to make the thickness of the base material thinner in the vehicle rear region in order to reduce the volume of the ventilation holes. In other words, if the thickness of the base material is constant in the vehicle front region and the vehicle rear region, reducing the volume of the ventilation holes in the vehicle rear region will result in the opening area of ​​the ventilation holes becoming too small. In this case, flow resistance will increase, and ventilation efficiency will decrease. In the present invention, it is preferable to make the thickness of the base material thinner in the vehicle rear region in order to suppress such a decrease in ventilation efficiency.

[0013] In the present invention, the shade portion is preferably formed so that the opening dimensions of the ventilation holes are substantially the same as the thickness of the base material. According to the present invention configured in this way, ventilation through the ventilation holes can be performed more efficiently.

[0014] In the present invention, the opening dimension is preferably the length of one side of a square when the ventilation hole is square in plan view, or the diameter of a circle when the ventilation hole is circular in plan view.

[0015] In the present invention, the ventilation holes preferably have substantially the same opening area on both sides of the base material. According to the present invention configured in this way, the ventilation holes can be formed in, for example, a rectangular parallelepiped shape, a cylindrical shape, or the like.

[0016] In the present invention, the ventilation hole is preferably formed so that the opening area on the upper surface is larger than the opening area on the lower surface of the base material. According to the present invention configured in this manner, outside air can be efficiently taken into the vehicle interior through the ventilation hole.

[0017] In the present invention, preferably, the number of ventilation holes per unit area is approximately the same in the vehicle front region and the vehicle rear region, so that outside air can be preferentially drawn into the vehicle cabin from the vehicle front region. [Effects of the Invention]

[0018] According to the sunshade device for a vehicle of the present invention, it is possible to reduce the energy loss due to air conditioning work and extend the driving range of the vehicle. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a plan view of a vehicle according to an embodiment of the present invention. [Figure 2] 1 is a side view of a vehicle according to an embodiment of the present invention. [Figure 3] 1 is an explanatory diagram of a vehicle sunshade device according to an embodiment of the present invention; [Figure 4] FIG. 2 is an explanatory diagram of a planar area of ​​a shade part according to the first embodiment of the present invention. [Figure 5] FIG. 2 is a partial plan view of the shade part according to the first embodiment of the present invention. [Figure 6] 1 is a conceptual diagram of a cross section of a shade part according to a first embodiment of the present invention. [Figure 7] 4 is a graph showing the change in ventilation flow rate with respect to the ratio of opening size to thickness according to the first embodiment of the present invention. [Figure 8] FIG. 3 is an explanatory diagram of opening dimensions according to the first embodiment of the present invention. [Figure 9] FIG. 3 is an explanatory diagram of airflow near a shade part according to the first embodiment of the present invention. [Figure 10] FIG. 6 is a conceptual diagram of a cross section of a shade part according to a second embodiment of the present invention. [Figure 11] FIG. 10 is a conceptual diagram of a cross section of a shade part according to a third embodiment of the present invention. [Figure 12] 10 is a graph showing the change in ventilation flow rate relative to the ratio of opening dimensions according to the third embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0020] [Overall configuration of the device] A vehicle sunshade device according to an embodiment of the present invention will now be described with reference to the accompanying drawings. First, the overall configuration of a vehicle sunshade device according to an embodiment of the present invention will be described with reference to Figs. 1 to 3. Fig. 1 is a plan view of a vehicle, Fig. 2 is a side view of the vehicle, and Fig. 3 is an explanatory diagram of the sunshade device. In this embodiment, the sunshade device of the present invention is applied to a sunroof provided on the roof of the vehicle. In the various embodiments below, for ease of understanding, the same elements are designated by the same reference numerals, and redundant explanations will be omitted. Also, for ease of understanding, the scale and dimensional relationships in the drawings are not necessarily accurate.

[0021] As shown in FIG. 1, a vehicle 1 has a roof 2 provided with a window frame 3. The window frame 3 has an opening 3a that is substantially rectangular in plan view. A transparent, translucent, or opaque window glass 4 is removably attached to the window frame 3. That is, the window glass 4 is configured to be movable between a closed position that closes the opening 3a of the window frame 3 and an open position that opens the opening 3a. An occupant can operate an actuator such as an electric motor by operating a controller (not shown), thereby opening and closing the window glass 4 between the closed position and the open position (see FIG. 3).

[0022] The sunshade device 100 includes a window glass 4 and a shade unit 10 arranged in the vehicle 1 so as to at least partially or completely cover the opening 3a of the window frame 3, regardless of the front or rear position of the window glass 4. In this embodiment, the shade unit 10 is a sheet-like member having a predetermined thickness and made of a flexible resin material or the like, and is normally stored in a wound state around a roller 31. By operating a controller (not shown), an occupant can activate an actuator 33 such as an electric motor to pull the shade unit 10 from the roller 31 along a rail. The shade unit 10 can be pulled from a storage position, where it is stored on the roller 31, to a shielding position, where it covers the opening 3a. Alternatively, the shade unit 10 may be pulled from the roller 31 by the occupant manually pulling the tip.

[0023] [First embodiment] Next, the sunshade device 100 according to the first embodiment will be described with reference to Figures 4 to 9. Figure 4 is an explanatory diagram of the planar area of ​​the shade section, Figure 5 is a partial plan view of the shade section, Figure 6 is a conceptual diagram of the cross section of the shade section, Figure 7 is a graph showing the change in ventilation flow rate with respect to the ratio of opening size to thickness, Figure 8 is an explanatory diagram of opening size, and Figure 9 is an explanatory diagram of airflow near the shade section. Figures 5 and 6 schematically show the structure of the shade section 10. Note that Figures 5(A) and 5(B) show planar areas with equal areas. In particular, in Figure 6, the number of ventilation holes 15 formed in the vehicle longitudinal direction Y is not accurate for ease of understanding. The same applies to the following figures.

[0024] As shown in Fig. 4, in this embodiment, the shade unit 10 is divided into a plurality of planar regions. Fig. 4 is a plan view of the shade unit 10 in the shielding position, and the shade unit 10 is divided in the vehicle width direction X (lateral direction) into a driver's seat region RP1 extending from a position corresponding to above the driver's seat in the vehicle longitudinal direction Y, a passenger seat region RP2 extending from a position corresponding to above the passenger seat in the vehicle longitudinal direction Y, and a central region RN sandwiched between these regions. The driver's seat region RP1 and the passenger seat region RP2 are collectively referred to as the passenger region RP, and the central region RN is also referred to as the non-passenger region RN.

[0025] The driver's seat area RP1, passenger seat area RP2, and central area RN are each divided into a vehicle front area RF and a vehicle rear area RR in the vehicle longitudinal direction Y. Therefore, the driver's seat area RP1 includes a vehicle front area RF that includes a position above the driver P0 in the driver's seat, and a vehicle rear area RR that includes a position above the occupant P1 in the seat behind the driver's seat. Similarly, the passenger seat area RP2 includes a vehicle front area RF that includes a position above the occupant P2 in the passenger seat, and a vehicle rear area RR that includes a position above the occupant P3 in the seat behind the passenger seat. Similarly, the central area RN also includes a vehicle front area RF and a vehicle rear area RR corresponding to the driver's seat area RP1 and passenger seat area RP2.

[0026] In this embodiment, the shade portion 10 has a base material 12, which is a flexible sheet member having a predetermined thickness T, and a plurality of ventilation holes 15 penetrating the base material 12. The thickness T is typically 0.5 mm to 5.0 mm. Each of the above-mentioned regions may have ventilation holes of different sizes and shapes formed relative to the other regions.

[0027] Fig. 5(A) is a partial plan view of the shade portion 10 in the vehicle front region RF, and Fig. 5(B) is a partial plan view of the shade portion 10 in the vehicle rear region RR. In this embodiment, ventilation holes 15, which are circular in plan view, are arranged at predetermined intervals in the X and Y directions in the base material 12. However, the ventilation holes 15 formed in the vehicle rear region RR (Fig. 5(B)) have smaller dimensions and volume than those formed in the vehicle front region RF (Fig. 5(A)).

[0028] Specifically, in the vehicle front region RF, ventilation holes 15 having the same opening size (diameter) are arranged at equal intervals in the X and Y directions. On the other hand, in the vehicle rear region RR, ventilation holes 15 are formed with smaller opening sizes than those in the vehicle front region RF, and the opening sizes become smaller toward the rear of the vehicle. In the example of FIG. 5, the distance or spacing between the centroids of adjacent ventilation holes 15 in the X direction is equal in the vehicle front region RF and the vehicle rear region RR. However, the spacing in the Y direction is constant in the vehicle front region RF, but is set narrower toward the rear of the vehicle in the vehicle rear region RR. Therefore, the number of ventilation holes 15 per unit area is greater in the vehicle rear region RR than in the vehicle front region RF. Note that in this specification, the centroid of a ventilation hole corresponds to the virtual center of gravity of the opening shape of the ventilation hole in a plan view.

[0029] FIG. 6 is a schematic illustration of the structure of the shade portion 10 of this embodiment for ease of understanding, and the vertical and horizontal dimensions and the number of ventilation holes are not accurate. Therefore, in reality, a large number of ventilation holes 15 are formed in a matrix in the X and Y directions of the shade portion 10. As shown in FIG. 6 , in the vehicle front region RF, the thickness T of the base material 12 is constant at Tf, and the opening dimension D of the ventilation holes 15 is constant at Df. On the other hand, in the vehicle rear region RR, the thickness T of the base material 12 gradually or stepwise decreases from Tf to Tr (Tf > Tr) so that it becomes thinner toward the rear of the vehicle. Accordingly, the opening dimension D of the ventilation holes 15 also gradually or stepwise decreases from Df to Dr (Df > Dr). In this embodiment, the opening dimension D of the ventilation holes 15 is related to the thickness T of the base material 12. That is, the opening dimension D is set to be approximately the same as the thickness T (D ≈ T).

[0030] Therefore, in this embodiment, the volume of the ventilation holes 15 is smaller in the vehicle rear region RR than in the vehicle front region RF. In addition, the total volume of the ventilation holes 15 per unit area is also smaller in the vehicle rear region RR than in the vehicle front region RF. In this embodiment, by setting the opening area of ​​the ventilation holes 15 to be smaller in the vehicle rear region RR, the incidence of incident light L into the vehicle interior in the vehicle rear region RR is suppressed.

[0031] FIG. 7 shows the results of a simulation of the ventilation volume through the shade while the vehicle is moving. In this computer experiment, it is assumed that the vehicle is moving at a predetermined speed (e.g., 50 km / h) and that a predetermined wind is blowing from front to rear on the shade. The thickness of the shade is set to a predetermined dimension (e.g., 3 mm). The ventilation hole has an opening dimension D. The horizontal axis of FIG. 7 represents T / D, and the vertical axis represents ventilation flow rate (kg / s). The ventilation flow rate is the amount of air flowing into and out of the vehicle cabin.

[0032] Referring to FIG. 7, the ventilation flow rate is maximum when T / D=1 (i.e., the opening dimension D and thickness T of the ventilation hole 15 are equal). Therefore, from this calculation result, it is preferable to set the opening dimension D of the shade portion 10 to be approximately the same as the thickness T of the base material 12 in order to improve the ventilation flow rate. Therefore, in the example of FIG. 6, the shade portion 10 is formed so that D≒T (e.g., Df=Tf, Dr=Tr).

[0033] FIG. 8 shows various three-dimensional shapes of ventilation holes. The opening dimension D in this embodiment varies depending on the three-dimensional shape of the ventilation hole. In FIG. 8(B), which corresponds to the first embodiment, the ventilation hole has a cylindrical shape. In this case, the opening dimension D is the diameter of the circle. In FIG. 8(A), which corresponds to another example, the ventilation hole has a quadrangular prism shape (rectangular parallelepiped shape) with square bottom and top surfaces. In this case, the opening dimension D is the length of one side of the square. Furthermore, in FIG. 8(C), which corresponds to another example, the ventilation hole has a truncated cone shape. In this case, the opening dimension D is the diameter of the bottom surface (circle). However, the opening shape of the ventilation hole is not limited to these, and it can be a polygonal shape (triangle, pentagon, ellipse, etc.) or other shape, and the three-dimensional shape of the ventilation hole may be a polygonal truncated pyramid shape. For example, the length of one side of a square having the same opening area as the opening area of ​​the ventilation hole may be used as the representative opening dimension.

[0034] Meanwhile, FIG. 9 shows a schematic diagram of a simulation result of the ventilation rate through the shade portion 10 while the vehicle is traveling. In this computer experiment, it is assumed that the vehicle 1 is traveling at a predetermined speed (e.g., 50 km / h) and a predetermined traveling wind A is blowing steadily from front to rear over the shade portion 10. The computer results confirmed that, as shown in FIG. 9, outside air A0 is taken into the vehicle cabin through the vehicle front region RF of the shade portion 10, circulates within the vehicle cabin in a predetermined manner, and then inside air A1 is discharged to the outside of the vehicle through the vehicle rear region RR of the shade portion 10. In addition, in this embodiment, the opening area of ​​the ventilation holes 15 in the vehicle rear region RR is set small, so that the inside air A1 can be efficiently discharged to the outside at a higher flow rate when the same amount of air is discharged.

[0035] [Second embodiment] Next, a sunshade device 100 according to a second embodiment will be described with reference to Figure 10. Figure 10(A) is a conceptual diagram of a cross section of the passenger area of ​​the shade, and Figure 10(B) is a conceptual diagram of a cross section of the non-passenger area of ​​the shade. In the second embodiment, the shade 10 is divided into a plurality of flat areas in the vehicle width direction X, and these areas may have ventilation holes with different opening dimensions relative to the other areas. In the second embodiment, the ventilation holes have a cylindrical shape, as in the first embodiment. However, the ventilation holes may have a shape other than a cylindrical shape.

[0036] As shown in Fig. 10, in this embodiment, the ventilation holes 15 are formed differently in the passenger area RP and the non-passenger area RN. First, as shown in Fig. 10(A), in the passenger area RP, the structure of the shade portion 10 is different between the vehicle front area RF and the vehicle rear area RR. That is, in the passenger area RP, a base material 12 and a plurality of ventilation holes 15 having the same shape as in the first embodiment are formed.

[0037] 10(B), in the non-occupant region RN, unlike the occupant region RP, the structure of the shade portion 10 is the same in the vehicle front region RF and the vehicle rear region RR. That is, the non-occupant region RN has the same structure as the vehicle front region RF of the occupant region RP across the vehicle longitudinal direction Y, with the base material 12 having a constant thickness Tf and the ventilation holes 15 having a constant opening dimension Df. With this configuration, in this embodiment, ventilation can be performed more efficiently in the occupant region RP than in the non-occupant region RN. [Third embodiment] Next, a sunshade device 100 according to a third embodiment will be described with reference to Figures 11 and 12. Figure 11 is a conceptual diagram of a cross section of the shade portion, and Figure 12 is a graph showing the change in ventilation flow rate versus the ratio of opening dimensions. The third embodiment differs from the first embodiment in the three-dimensional shape of the ventilation hole 15. That is, in the first embodiment, the three-dimensional shape of the ventilation hole 15 is cylindrical, but in the third embodiment, the ventilation hole 15 is frustum-shaped. More specifically, in the third embodiment, the upper and lower openings of the ventilation hole 15 have different opening dimensions. Note that in the third embodiment, the shape of the ventilation hole is frustum-shaped, but this is not limiting, and the shape of the ventilation hole may be other than frustum-shaped (for example, polygonal frustum-shaped).

[0038] 11, in the vehicle front region RF of the shade part 10, truncated cone-shaped ventilation holes 15 having an opening dimension Df1 on the upper surface and an opening dimension Df2 (Df1>Df2) on the lower surface of the base material 12 are formed at predetermined intervals in the XY directions. Meanwhile, in the vehicle rear region RR, truncated cone-shaped ventilation holes 15 having an opening dimension Dr1 on the upper surface and an opening dimension Dr2 (Dr1>Dr2) on the lower surface are formed at predetermined intervals in the XY directions. The intervals in the XY directions are the same as in the first embodiment.

[0039] FIG. 12 shows the results of a simulation of the amount of ventilation through the shade while the vehicle is moving. In this computer experiment, it is assumed that the vehicle 1 is moving at a predetermined speed (for example, 50 km / h) and that a predetermined amount of wind is blowing from front to rear on the shade. As in FIG. 11, the ventilation holes have an upper opening dimension D1 and a lower opening dimension D2. The horizontal axis of FIG. 12 represents D1 / D2 (the volume of the ventilation holes is constant), and the vertical axis represents the ventilation flow rate (kg / s). The ventilation flow rate is the amount of air flowing into and out of the vehicle cabin (ventilation flow rate).

[0040] 12, it can be seen that the ventilation flow rate into the vehicle interior increases when D1 is greater than D2 (D1>D2) rather than when D1 and D2 are the same (D1=D2). Therefore, when taking outside air A0 into the vehicle interior, it is preferable to set the upper opening dimension D1 of the ventilation hole larger than the lower opening dimension D2 (D1>D2).

[0041] Therefore, in this embodiment, the opening dimensions (i.e., opening area) of the ventilation holes 15 are set larger at the upper side than at the lower side across the vehicle longitudinal direction Y (D1 > D2; D1f > D2f, Dr1 > Dr2). With this configuration, in this embodiment, outside air A0 can be efficiently taken into the vehicle cabin from the vehicle front region RF while driving. Because the opening area and total volume per unit area of ​​the ventilation holes 15 in the vehicle rear region RR are smaller than those in the vehicle front region RF, outside air A0 is preferentially taken into the vehicle cabin from the vehicle front region RF rather than the vehicle rear region RR. On the other hand, even though the ventilation holes 15 have a truncated cone shape in the vehicle rear region RR, the opening dimensions are approximately the same as the thickness of the base material 12, so inside air A1 can be efficiently discharged to the outside.

[0042] In the above embodiment, the spacing between the ventilation holes 15 in the vehicle longitudinal direction Y in the vehicle rear region RR is set to be smaller toward the rear of the vehicle, but this is not limited thereto and the spacing may be constant throughout the vehicle longitudinal direction Y. Specifically, the spacing between the ventilation holes 15 in the Y direction may be the same in the vehicle front region F and the vehicle rear region RR. In this case, the number of ventilation holes 15 per unit area is approximately the same in the vehicle front region RF, the vehicle rear region RR, or the entire shade portion 10.

[0043] In the above embodiment, the thickness of the base material 12 in the vehicle rear region RR is gradually thinner toward the rear of the vehicle, but this is not limiting and the thickness may be gradually thinner. For example, if the thickness of the base material 12 in the vehicle front region RF is 4 mm (constant), the thickness of the base material 12 in the vehicle rear region RR can be gradually thinner from 4 mm to 3 mm, 2 mm, and 1 mm toward the rear of the vehicle.

[0044] Next, the operation and effect of the vehicle sunshade device 100 according to this embodiment will be described. The vehicle sunshade device 100 of this embodiment comprises an openable / closable window glass 4 that can move between a closed position that closes the opening 3a of the window frame 3 of the roof 2 of the vehicle 1 and an open position that opens the opening 3a of the window frame 3, and a shade section 10 that is arranged inside the vehicle 1 so as to cover the opening 3a of the window frame 3, and the shade section 10 has a sheet-shaped base material 12 having a predetermined thickness T and a plurality of ventilation holes 15 that penetrate the base material 12, and the shade section 10 has, in a plan view, a vehicle front region section RF and a vehicle rear region section RR, and the volume of the ventilation holes 15 is smaller in the vehicle rear region section RR than in the vehicle front region section RF.

[0045] According to this embodiment, the volume of the ventilation holes 15 is smaller in the vehicle rear region RR than in the vehicle front region RF. This allows for a flow of air that draws outside air A0 into the vehicle cabin preferentially from the vehicle front region RF rather than the vehicle rear region RR, and causes inside air A1 to flow from the front to the rear within the vehicle cabin and be discharged outside the vehicle from the vehicle rear region RR, thereby improving ventilation efficiency. Conventionally, incident light is blocked to some extent by frames or the like located above the heads of passengers such as the driver in the front of the vehicle cabin, making it difficult for front seat passengers to be exposed to incident light. However, in the rear of the vehicle cabin, incident light is not blocked by frames or the like, making it easier for rear seat passengers to be exposed to incident light. However, in this embodiment, the volume of the ventilation holes 15 is set smaller in the vehicle rear region RR, thereby suppressing the entry of incident light L into the vehicle cabin and reducing the exposure of rear seat passengers to incident light. As a result, by using the vehicle sunshade device 100 of this embodiment, the occupants can suppress the operation of the air conditioning device, thereby reducing energy loss due to air conditioning work and extending the driving range of the vehicle 1.

[0046] In addition, in the present embodiment, the shade portion 10 is preferably formed so that the total volume of the ventilation holes 15 per unit area is smaller in the vehicle rear region RR than in the vehicle front region RF. According to the present embodiment configured in this manner, it is possible to preferentially guide outside air A0 from the vehicle front region RF into the vehicle cabin, while exhausting inside air A1 from the vehicle rear region RR to the outside of the vehicle.

[0047] In addition, in the present embodiment, the shade portion 10 is preferably formed so that the opening area of ​​the ventilation holes 15 is smaller in the vehicle rear region RR than in the vehicle front region RF. According to the present embodiment configured in this manner, incident light L is prevented from entering the vehicle compartment in the vehicle rear region RR, and outside air A0 can be drawn into the vehicle compartment preferentially from the vehicle front region RF rather than from the vehicle rear region RR.

[0048] Furthermore, in this embodiment, the shade portion 10 is preferably formed so that the thickness T of the base material 12 is thinner in the vehicle rear region RR than in the vehicle front region RF. According to this embodiment configured as described above, it is preferable to reduce the thickness T of the base material 12 in the vehicle rear region RR in order to reduce the volume of the ventilation holes 15. That is, if the thickness T of the base material 12 is constant in the vehicle front region RF and the vehicle rear region RR, reducing the volume of the ventilation holes 15 in the vehicle rear region RR would result in the opening area of ​​the ventilation holes 15 becoming too small. In this case, the flow resistance increases, resulting in a decrease in ventilation efficiency. In this embodiment, in order to suppress such a decrease in ventilation efficiency, it is preferable to reduce the thickness T of the base material 12 in the vehicle rear region RR.

[0049] In addition, in this embodiment, the shade portion 10 is preferably formed so that the opening dimension D of the ventilation holes 15 is approximately the same as the thickness T of the base material 12. According to this embodiment configured in this way, ventilation through the ventilation holes 15 can be performed more efficiently.

[0050] In this embodiment, preferably, opening dimension D is the length of one side of the square when ventilation hole 15 is square in plan view, and is the diameter of the circle when ventilation hole 15 is circular in plan view.

[0051] In addition, in this embodiment, preferably, the ventilation holes 15 have approximately the same opening area on both sides of the base material 12. According to this embodiment configured in this manner, the ventilation holes 15 can be formed in, for example, a rectangular parallelepiped shape, a cylindrical shape, or the like.

[0052] In this embodiment, preferably, the opening area of ​​the ventilation hole 15 on the upper surface is larger than the opening area on the lower surface of the base material 12. According to this embodiment configured in this manner, outside air A0 can be efficiently taken into the vehicle interior through the ventilation hole 15.

[0053] In this embodiment, preferably, the number of ventilation holes 15 per unit area is approximately the same in the vehicle front region RF and the vehicle rear region RR. According to this embodiment configured in this manner, it is possible to preferentially draw outside air A0 from the vehicle front region RF into the vehicle cabin. [Explanation of symbols]

[0054] 1 vehicle 3 Window Frame 3a opening 4. Window Glass 10 Shade section 12 Base material 15 ventilation holes 100 Vehicle sunshade device

Claims

1. A sunshade device for a vehicle, an openable window glass that is movable between a closed position that closes an opening in a window frame of a roof of a vehicle and an open position that opens the opening in the window frame; a shade portion that is disposed inside the vehicle so as to cover the opening of the window frame, The shade portion has a sheet-shaped base material having a predetermined thickness and a plurality of ventilation holes penetrating the base material, A sunshade device for a vehicle, wherein the shade portion has, in a plan view, a vehicle front region portion and a vehicle rear region portion, and the volume of the ventilation hole is formed smaller in the vehicle rear region portion than in the vehicle front region portion.

2. 2. The sunshade device for a vehicle according to claim 1, wherein the shade portion is formed so that a total volume of the ventilation holes per unit area is smaller in the vehicle rear region than in the vehicle front region.

3. The sunshade device for a vehicle according to claim 1, wherein the shade portion is formed so that the opening area of ​​the ventilation hole is smaller in the vehicle rear region than in the vehicle front region.

4. The sunshade device for a vehicle according to claim 1, wherein the shade portion is formed so that the thickness of the base material is thinner in the vehicle rear region than in the vehicle front region.

5. The vehicle sunshade device according to claim 4, wherein the shade portion is formed so that the opening size of the ventilation hole is substantially the same as the thickness of the base material.

6. 6. The vehicle sunshade device according to claim 5, wherein the opening dimension is the length of one side of the square when the ventilation hole is square in plan view, and is the diameter of the circle when the ventilation hole is circular in plan view.

7. The vehicle sunshade device according to claim 1 , wherein the ventilation holes have substantially the same opening area on both sides of the base material.

8. The vehicle sunshade device according to claim 1 , wherein the ventilation holes are formed so that an opening area on an upper surface of the base material is larger than an opening area on a lower surface of the base material.

9. 2. The vehicle sunshade device according to claim 1, wherein the number of ventilation holes formed per unit area is approximately the same in the vehicle front region and the vehicle rear region.

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