Rear spoiler and rear structure of the vehicle

Abstract

To improve the aerodynamic performance of the vehicle. [Solution] An air duct 20 is provided inside the rear spoiler 10, and the air duct 20 has a first duct 22. A small diameter portion 24B is formed at the rear end of the front duct portion 24 of the first duct 22. As a result, the pressure at the front end of the rear duct portion 26 of the first duct 22 decreases due to the Venturi effect. The air duct 20 also has a second duct 28 that extends in the vertical direction, and the connection portion 28B of the second duct 28 is connected to the front end of the rear duct portion 26. This generates a second airflow AR2 that draws air from the upper side of the rear spoiler 10 into the second duct 28 from the second intake port 28A of the second duct 28. As a result, the growth of the boundary layer generated in the airflow W flowing over the upper surface of the spoiler body 12 is suppressed by the second airflow AR2, and the separation of the airflow W from the upper surface of the spoiler body 12 can be suppressed.

Description

Technical Field

[0001] The present invention relates to a rear spoiler and a vehicle rear structure using the same.

Background Art

[0002] In vehicles, there are some vehicles equipped with a rear spoiler at the rear of the vehicle to improve the running stability of the vehicle. For example, in Patent Document 1 below, the rear spoiler is provided at the upper end of the back door of the vehicle. The rear spoiler extends in the vehicle width direction and protrudes from the back door to the rear side of the vehicle. Then, the running wind flowing along the upper surface of the roof of the vehicle to the rear side of the vehicle flows along the upper surface of the rear spoiler and flows from the rear end portion of the rear spoiler to the rear side of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, by inclining the upper surface of the rear spoiler downward as it goes toward the rear side of the vehicle when viewed from the vehicle width direction, it is possible to reduce the air resistance of the running wind flowing along the upper surface of the rear spoiler and improve the convergence of the running wind flowing from the rear end portion of the rear spoiler to the rear side of the vehicle.

[0005] However, for example, if the inclination angle of the upper surface of the rear spoiler is increased, the running wind flowing along the upper surface of the rear spoiler to the rear side of the vehicle may peel off from the rear spoiler. In this case, the air resistance during vehicle running increases, and there is a risk that the aerodynamic performance of the vehicle deteriorates.

[0006] The present invention aims to provide a rear spoiler and a rear vehicle structure that can improve the aerodynamic performance of a vehicle, taking the above facts into consideration. [Means for solving the problem]

[0007] One or more embodiments of the present invention include a spoiler body formed in the shape of a long plate with the vehicle's vertical direction as the thickness direction and extending in the vehicle's width direction, provided on the upper side of the rear window at the rear of the vehicle, and extending outwards from the upper end of the rear to the rear of the vehicle, and an air duct provided inside the spoiler body, communicating with the vehicle's interior and exhausting air from the interior of the vehicle, which is exhausted from a first ventilation opening provided at the upper end of the rear, to the outside of the spoiler body, wherein the air duct is provided on the vehicle The rear spoiler comprises a first duct extending in the front-rear direction and having a first intake port at its front end into which air exhausted from the first ventilation port flows, and an exhaust port at its rear end for exhausting the incoming air to the outside of the spoiler body; and a second duct having a connecting portion connected to the longitudinal middle part of the first duct, extending upward from the connecting portion toward the vehicle, and having a second intake port at its upper end that opens toward the vehicle toward the vehicle toward the upper part of the upper surface of the spoiler body in the front-rear direction middle part. [Effects of the Invention]

[0008] According to one or more embodiments of the present invention, the aerodynamic performance of a vehicle can be improved. [Brief explanation of the drawing]

[0009] [Figure 1] This is a side view from the left side of a vehicle showing the rear end of a vehicle to which the vehicle rear structure according to this embodiment is applied. [Figure 2] Figure 1 is a rear view of the rear end of the vehicle, as seen from the rear side of the vehicle. [Figure 3] Figure 2 shows a cross-sectional view of the rear spoiler as seen from the left side of the vehicle (section 3-3 in Figure 2). [Figure 4]This is a cross-sectional view (section 4-4 in Figure 1) taken from the rear of the vehicle, showing the rear end of the vehicle where the air outlets shown in Figure 1 are located. [Modes for carrying out the invention]

[0010] The following description will use drawings to explain a vehicle (automobile) V to which the rear vehicle structure S according to this embodiment is applied. In the drawings, arrow UP indicates the upper side of vehicle V, arrow FR indicates the front side of vehicle V, and arrow RH indicates the right side of the vehicle (one side in the vehicle width direction) when viewed from the upper side of the vehicle. In the following description, when using the directions of up and down, front and rear, and left and right, they refer to the vehicle's vertical direction, front and rear direction, and left and right direction, respectively, unless otherwise specified.

[0011] As shown in Figures 1 and 2, the vehicle rear structure S is composed of a rear spoiler 10 and an opening / closing mechanism 30.

[0012] (Regarding rear spoiler 10) As shown in Figure 3, the rear spoiler 10 is provided on the upper end of the back door 40 of the vehicle V. The back door 40 will be described first, followed by the rear spoiler 10. The back door 40 constitutes the rear end of the vehicle V. The upper end of the back door 40 is connected to the body of the vehicle V by a hinge (not shown) so as to be rotatable in the left-right direction as the axial direction, and the back door 40 is configured to open and close the door opening of the vehicle V. When the back door 40 is closed, the upper surface of the back door 40 and the upper surface of the roof 44 of the vehicle V are flush. The back door 40 has a rear glass 42. The back door 40 has a plurality of first ventilation openings 40A (see Figure 3) formed on the upper side of the rear glass 42. The first ventilation openings 40A open to the rear and are arranged side by side in the left-right direction. The first ventilation opening 40A is connected to the interior of the vehicle V via the back door 40 and is configured as a hole for exhausting the air inside the vehicle V to the outside.

[0013] The rear spoiler 10 consists of a spoiler body 12 and a plurality of air ducts 20. The spoiler body 12 extends in the left-right direction (vehicle width direction) and is formed in a substantially elongated plate shape with the vertical direction being the thickness direction. Specifically, the thickness dimension of the spoiler body 12 is set to decrease as it moves towards the rear. The spoiler body 12 is installed above the rear glass 42 so as to block the first ventilation opening 40A from the rear, and the front end of the spoiler body 12 is fixed to the back door 40 at a position not shown. As a result, the spoiler body 12 protrudes from the back door 40 toward the rear.

[0014] A first inclined surface 12A is formed at the front end of the upper surface of the spoiler body 12. In a side view from the left or right direction, the first inclined surface 12A slopes downward as it approaches the rear. The first inclined surface 12A is flush with the upper surface of the back door 40. A second inclined surface 12B is formed on the upper surface of the spoiler body 12 behind the first inclined surface 12A. In a side view, the second inclined surface 12B slopes downward as it approaches the rear and extends rearward from the rear end of the first inclined surface 12A. The inclination angle of the second inclined surface 12B with respect to the front-rear direction is set to be larger than the inclination angle of the first inclined surface 12A with respect to the front-rear direction. In addition, the lower surface of the spoiler body 12 also slopes slightly downward as it approaches the rear in a side view.

[0015] Multiple air ducts 20 are provided inside the spoiler body 12 and are arranged side by side in the left-right direction. The air ducts 20 are configured as a mechanism that exhausts air from the vehicle interior to the lower side of the spoiler body 12 via the first ventilation opening 40A, and also draws in a portion of the air from the upper side of the spoiler body 12 into the air ducts 20. The air ducts 20 include a first duct 22 and a second duct 28.

[0016] The first duct 22 extends in the front-rear direction. The first duct 22 has a front duct portion 24 that constitutes the front part of the first duct 22 and a rear duct portion 26 that constitutes the rear part of the first duct 22. The front duct portion 24 is formed in a substantially cylindrical shape with the front-rear direction as its axial direction and extends to the rear from the front wall of the spoiler body 12. More specifically, the front duct portion 24 is slightly inclined downward as it approaches the rear in a side cross-sectional view.

[0017] The front opening of the front duct section 24 is designated as the first air intake port 24A, which is positioned opposite the first ventilation port 40A of the back door 40 in the front-rear direction. As a result, air from inside the vehicle flows into the front duct section 24 from the first ventilation port 40A. That is, the first airflow AR1 flows towards the rear within the front duct section 24. A small-diameter section 24B is formed at the rear end of the front duct section 24. The diameter of the small-diameter section 24B is set to be smaller than the diameter of other parts of the front duct section 24. A constricted section 24C is formed in front of the small-diameter section 24B. The diameter of the constricted section 24C is set to decrease as it approaches the rear, and the constricted section 24C smoothly connects the small-diameter section 24B to the front duct section 24.

[0018] The rear duct section 26 is formed in a substantially cylindrical shape with its axial direction in the front-rear direction and is arranged coaxially with the front duct section 24. The diameter of the rear duct section 26 is set to be larger than the diameter of the front duct section 24. The front end of the rear duct section 26 is positioned radially outward from the small-diameter section 24B of the front duct section 24 and is connected to the constricted section 24C of the front duct section 24. As a result, the first airflow AR1 that flows out from the small-diameter section 24B of the front duct section 24 flows into the rear duct section 26.

[0019] The rear end portion of the rear duct portion 26 is an exhaust portion 26A, and the exhaust portion 26A is bent downward and connected to the lower wall of the spoiler main body 12. The rear opening of the rear duct portion 26 is an exhaust port 26B, and the exhaust port 26B opens downward at the rear portion of the lower surface of the spoiler main body 12. In the rear duct portion 26, a plurality of exhaust portions 26A may be formed. For example, the plurality of exhaust portions 26A may be provided side by side in the front-rear direction (refer to the exhaust portion 26A indicated by the two-dot chain line in FIG. 3).

[0020] The second duct 28 is formed in a substantially cylindrical shape with the vertical direction as the axial direction and extends downward from the upper wall of the spoiler main body 12. More specifically, the second duct 28 is slightly inclined rearward as it goes downward in a side cross-sectional view. The upper opening of the second duct 28 is a second intake port 28A, and the second intake port 28A opens upward at the intermediate portion in the front-rear direction of the upper surface of the spoiler main body 12.

[0021] The lower end portion of the second duct 28 is a connection portion 28B. The connection portion 28B is connected to the front end portion of the rear duct portion 26 in the first duct 22 (the portion disposed radially outside the small-diameter portion 24B), and the inside of the second duct 28 and the inside of the rear duct portion 26 are in communication. Although details will be described later, the air above the spoiler main body 12 is sucked into the second duct 28, and a second air flow AR2 that flows toward the rear duct portion 26 in the second duct 28 is generated. Also, as described above, since the second duct 28 is inclined rearward as it goes downward in a side cross-sectional view, the second intake port 28A is located on the front side of the connection portion 28B.

[0022] (Regarding the opening / closing mechanism 30) The opening / closing mechanism 30 is provided on each of the pair of left and right air outlets 50 of the vehicle V. First, the air outlet 50 will be described below, and then the opening / closing mechanism 30 will be described.

[0023] The air outlets 50 are provided at the lower ends of the rear ends on both the left and right sides of the vehicle V. The pair of left and right air outlets 50 are configured symmetrically with respect to the center of the vehicle V in the width direction. For this reason, the air outlets 50 will be described below using the air outlet 50 provided on the left side of the vehicle V. As shown in Figure 4, the air outlets 50 are provided inside the body of the vehicle V and are exposed from the body to the outside of the vehicle (left side). The air outlets 50 are covered by the bumper cover 46 so that they cannot be seen from the outside.

[0024] The air outlet 50 is composed of a base portion 52 and an outlet cylindrical portion 54. The base portion 52 is formed in a substantially rectangular plate shape with the left-right direction being the thickness direction and is fixed to the body of the vehicle V. The outlet cylindrical portion 54 is formed in a substantially rectangular cylindrical shape and extends to the right from the base portion 52. The inside of the outlet cylindrical portion 54 penetrates in the left-right direction and communicates with the interior of the vehicle V. The inside of the outlet cylindrical portion 54 is the second ventilation opening 54A. The interior of the vehicle V and the exterior of the vehicle are connected by the second ventilation opening 54A.

[0025] The opening / closing mechanism 30 is a mechanism that can open and close the second ventilation opening 54A. Furthermore, as will be described in detail later, if the second intake port 28A and exhaust port 26B of the rear spoiler 10 are blocked by foreign matter or the like, and the pressure inside the vehicle interior rises, the opening / closing mechanism 30 will open the second ventilation opening 54A to exhaust the air inside the vehicle interior to the outside of the vehicle V. The configuration of the opening / closing mechanism 30 will be described below. The opening / closing mechanism 30 consists of an opening / closing door 31, a driven gear 33, a motor 34 (which can be broadly understood as an actuator), and a drive gear 35.

[0026] The opening / closing door 31 is formed in a roughly rectangular plate shape with the left-right direction being the thickness direction, and is positioned within the middle of the outlet cylinder portion 54 in the left-right direction. The outer shape of the opening / closing door 31 is set to be slightly smaller than the inner shape of the outlet cylinder portion 54, and the opening / closing door 31 closes the second ventilation opening 54A.

[0027] A door shaft 32 is integrally rotatable at the vertical center of the opening / closing door 31. The door shaft 32 is formed in a substantially cylindrical shape with its axial direction in the front-rear direction, and both ends of the door shaft 32 in the front-rear direction are rotatably supported by the front and rear walls of the outlet cylinder 54. The rear end of the door shaft 32 protrudes rearward from the rear wall of the outlet cylinder 54.

[0028] The driven gear 33 is formed in a substantially disc shape with its thickness in the front-rear direction and is positioned on the rear side of the outlet cylinder portion 54. The rear end of the door shaft 32 is fixed to the axial center of the driven gear 33, and the driven gear 33 is connected to the door shaft 32 (opening / closing door 31) so as to be able to rotate integrally with it. A gear portion 33A, composed of multiple external teeth, is formed on the outer circumference of the driven gear 33.

[0029] The motor 34 is located on the lower and rear side of the outlet cylinder 54. The motor 34 is connected to the outlet cylinder 54 by a bracket (not shown). The motor 34 has a motor shaft 34A, which is oriented axially in the front-rear direction and protrudes forward from the motor body 34B of the motor 34. The motor 34 is electrically connected to the control unit 36 ​​of the vehicle V and is driven by the control of the control unit 36.

[0030] The drive gear 35 is formed in a substantially fan-shaped plate form with the front-to-back direction as the plate thickness direction. The base end of the drive gear 35 is fixed to the motor shaft 34A of the motor 34, and the drive gear 35 rotates around the axis of the motor shaft 34A when the motor 34 is driven. The tip of the drive gear 35 is formed in an arc shape that extends in the circumferential direction of the motor shaft 34A when viewed from the front-to-back direction, and a gear portion 35A composed of multiple external teeth is formed at the tip of the drive gear 35. The gear portion 35A meshes with the gear portion 33A of the driven gear 33. As a result, when the motor 34 is driven, the drive gear 35 rotates around the axis of the motor shaft 34A, and the opening / closing door 31 rotates around the axis of the door shaft 32. Therefore, the second ventilation opening 54A is opened when the opening / closing door 31 rotates.

[0031] Furthermore, a pressure sensor 37 is electrically connected to the control unit 36 ​​of the vehicle V. The pressure sensor 37 is installed inside the passenger compartment of the vehicle V, detects the pressure inside the passenger compartment, and outputs a detection signal to the control unit 36. Based on the detection signal from the pressure sensor 37, the control unit 36 ​​decides whether or not to open the second ventilation opening 54A, and controls the motor 34 based on the result of this decision.

[0032] Specifically, when the pressure inside the vehicle is below a predetermined value, the motor 34 is kept in a non-driven state, maintaining the closed state of the second ventilation opening 54A. On the other hand, when the pressure inside the vehicle rises above the predetermined value, the control unit 36 ​​drives the motor 34, rotating the drive gear 35 in one direction (towards arrow A in Figure 4). As a result, the driven gear 33 meshed with the drive gear 35 and the opening / closing door 31 connected to the driven gear 33 rotate in one direction (towards arrow B in Figure 4), causing the second ventilation opening 54A to open. In this embodiment, the opening / closing door 31 rotates approximately 90 degrees from the closed state to open the second ventilation opening 54A. When the second ventilation opening 54A is opened, the pressure inside the vehicle returns to a state below the predetermined value, and this state is maintained.

[0033] After the second ventilation opening 54A is opened, the control unit 36 ​​drives the motor 34 based on predetermined conditions to rotate the drive gear 35 in the other direction of rotation, thereby closing the second ventilation opening 54A with the opening / closing door 31. After the second ventilation opening 54A is closed, as described above, the control unit 36 ​​determines whether or not to open the second ventilation opening 54A based on the detection signal from the pressure sensor 37, and performs drive control to the motor 34 based on the result of this determination.

[0034] The above predetermined conditions include the following examples. For example, the control unit 36 ​​drives the motor 34 to close the second ventilation opening 54A when the ignition switch of vehicle V is turned off. In this case, the control unit 36 ​​can determine whether or not to open the second ventilation opening 54A by detecting the pressure inside the vehicle cabin using the pressure sensor 37 after the ignition switch of vehicle V is turned on again and the power unit of vehicle V is started. Also, for example, the control unit 36 ​​drives the motor 34 to close the second ventilation opening 54A when the air conditioning system of vehicle V is turned off. In this case, for example, the control unit 36 ​​can determine whether or not to open the second ventilation opening 54A by detecting the increase in pressure inside the vehicle cabin due to the air flowing in when the air conditioning system is turned on again using the pressure sensor 37. Also, for example, the control unit 36 ​​drives the motor 34 to close the second ventilation opening 54A when a predetermined time has elapsed after the second ventilation opening 54A has been opened. In this case, the pressure inside the vehicle cabin is periodically detected by the pressure sensor 37, and the control unit 36 ​​can determine whether or not to open the second ventilation opening 54A.

[0035] (Mechanism of Action and Effects) Next, the operation and effects of this embodiment will be described.

[0036] As shown in Figure 3, while the vehicle is in motion, the airflow W flows towards the rear along the upper surface of the roof 44 and the upper surface of the back door 40 of the vehicle V. The airflow W flowing towards the rear along the upper surface of the back door 40 flows towards the rear along the upper surface of the rear spoiler 10 (first inclined surface 12A and second inclined surface 12B), and flows towards the rear of the vehicle from the rear end of the rear spoiler 10.

[0037] Furthermore, when the air conditioning system of vehicle V is activated and air flows into the passenger compartment, the air from the passenger compartment flows from the first ventilation opening 40A of vehicle V into the first duct 22 (front duct section 24) of the rear spoiler 10. That is, a first airflow AR1 is generated within the first duct 22. Note that the second ventilation opening 54A of the air outlet 50 is closed by the opening / closing mechanism 30, so the air from the passenger compartment is not exhausted from the second ventilation opening 54A.

[0038] The first airflow AR1 within the front duct section 24 passes through the small-diameter section 24B and flows into the rear duct section 26. The first airflow AR1 that flows into the rear duct section 26 is discharged from the exhaust port 26B of the air duct 20.

[0039] Here, for example, if the inclination angle of the second inclined surface 12B in the rear spoiler 10 is set to be large in the longitudinal direction, the airflow W flowing towards the rear along the second inclined surface 12B may separate from the second inclined surface 12B (see the airflow W shown by the dashed line in Figure 3). In this case, the air resistance of the vehicle V during driving may increase, and the aerodynamic performance of the vehicle V may decrease.

[0040] Here, a small-diameter section 24B is formed at the rear end of the front duct section 24. As a result, the velocity of the first airflow AR1 passing through the small-diameter section 24B increases. This causes the pressure on the rear side of the small-diameter section 24B (the front end of the rear duct section 26) to decrease due to the Venturi effect. The air duct 20 also has a second duct 28 that extends in the vertical direction, and the connection section 28B of the second duct 28 is connected to the front end of the rear duct section 26. As a result, the pressure at the front end of the rear duct section 26 decreases, generating a second airflow AR2 that flows from the second duct 28 to the front end of the rear duct section 26. In other words, a second airflow AR2 is generated that draws air from above the second inclined surface 12B into the second duct 28 through the second intake port 28A of the second duct 28. As a result, the growth of the boundary layer generated in the airflow W flowing over the upper surface of the spoiler body 12 is suppressed by the second airflow AR2, thereby suppressing the separation of the airflow W from the upper surface of the spoiler body 12. This improves the aerodynamic performance of the vehicle V.

[0041] Furthermore, the air duct 20 has an exhaust port 26B located on the underside of the spoiler body 12. This allows, for example, the first airflow AR1 and the second airflow AR2 within the air duct 20 to be efficiently exhausted into the space below the rear spoiler 10, where the influence of the driving wind W is minimal. Also, by providing the exhaust port 26B on the underside of the spoiler body 12, the exhaust port 26B can be made less visible from the rear. This ensures that the aesthetic design of the rear spoiler 10 can be maintained even when the air duct 20 is installed inside the rear spoiler 10.

[0042] Furthermore, in the second duct 28, the second air intake port 28A is positioned in front of the connection portion 28B. That is, in a side cross-sectional view, the second duct 28 is inclined towards the rear as it moves downwards. This allows air from above the second inclined surface 12B of the rear spoiler 10 to be effectively drawn into the second duct 28 through the second air intake port 28A.

[0043] Furthermore, a second ventilation opening 54A is provided at the rear end of the vehicle V, connecting the interior of the vehicle to the exterior of the vehicle V, and the opening / closing mechanism 30 is configured to open and close the second ventilation opening 54A. When the pressure inside the vehicle exceeds a predetermined value, the opening / closing mechanism 30 is activated, and the second ventilation opening 54A is opened. Specifically, the motor 34 is driven by the control unit 36, which rotates the opening / closing door 31 and opens the second ventilation opening 54A. As a result, even if the second intake port 28A and exhaust port 26B of the rear spoiler 10 are blocked by foreign objects, causing the pressure inside the vehicle to rise, the opening / closing mechanism 30 can be activated to open the second ventilation opening 54A, allowing the air inside the vehicle to be exhausted to the outside of the vehicle V. Therefore, even if the second intake port 28A and exhaust port 26B of the rear spoiler 10 are blocked, the rise in pressure inside the vehicle can be suppressed.

[0044] In this embodiment, the front-to-rear position of the second air intake port 28A in the second duct 28 is not specifically defined, but depending on the type of vehicle, the second air intake port 28A may be appropriately set to a position that can suppress the separation of the airflow W from the rear spoiler 10.

[0045] Furthermore, in the opening / closing mechanism 30 of this embodiment, the opening / closing door 31 is configured to rotate by the drive of the motor 34, but the configuration of the opening / closing mechanism 30 is not limited to this. For example, in the opening / closing mechanism 30, the position of the door shaft 32 is changed to the lower end of the opening / closing door 31, and the driven gear 33, motor 34, and drive gear 35 are omitted in the opening / closing mechanism 30. In addition, a biasing spring that biases the opening / closing door 31 to the other side in the rotational direction is provided in the outlet cylinder 54, and a stopper that restricts the rotation of the opening / closing door 31 to the other side in the rotational direction is provided in the outlet cylinder 54. Furthermore, when the pressure inside the vehicle V's cabin exceeds a predetermined value, the spring load of the biasing spring is set so that the pressure inside the outlet cylinder 54 causes the opening / closing door 31 to rotate to one side in the rotational direction against the biasing force of the biasing spring. As a result, when the pressure inside the vehicle V's cabin exceeds a predetermined value, the second ventilation opening 54A can be opened by the operation of the opening / closing mechanism 30. Furthermore, when the second ventilation opening 54A is opened and the pressure inside the vehicle V is maintained below a predetermined value, the biasing force of the biasing spring causes the opening / closing door 31 to rotate in the other direction of rotation, and the opening / closing door 31 closes the second ventilation opening 54A.

[0046] While embodiments of this invention have been described in detail above with reference to the drawings, all vehicles that a person skilled in the art can implement by appropriately modifying the design based on the above-described vehicles as embodiments of the present invention also fall within the scope of the present invention, insofar as they encompass the gist of the present invention. Within the scope of the idea of ​​the present invention, a person skilled in the art can conceive of various modifications and alterations, and it is understood that such modifications and alterations also fall within the scope of the present invention. For example, any additions, deletions, or design changes made to the above-described embodiments by a person skilled in the art are also included within the scope of the present invention, insofar as they retain the gist of the present invention.

[0047] Furthermore, any other effects and advantages brought about by the embodiments described herein that are obvious from this specification or that can be appropriately conceived by those skilled in the art are naturally considered to be brought about by the present invention. Various inventions can be formed by appropriate combinations of the multiple components disclosed in the above embodiments. For example, some components may be removed from all the components shown in the embodiments. [Explanation of Symbols]

[0048] 10 Rear spoiler 12 Spoiler body 20 Air duct 22. Duct No. 1 24 Front duct section 24A First air intake 24B Small diameter section 26 Rear duct section 26B Exhaust port 28. Duct No. 2 28A Second air intake 28B Connection section 30 Opening and closing mechanism 40A First ventilation opening 42 Rear window 54A Second ventilation opening S Vehicle rear structure V Vehicle

Claims

1. The spoiler body is formed in the shape of a long plate with the vehicle's vertical direction as the thickness direction and extending in the vehicle's width direction, and is installed on the upper side of the rear window at the rear of the vehicle, with the spoiler body extending outwards from the upper end of the rear towards the rear of the vehicle, An air duct provided inside the spoiler body, communicating with the vehicle's interior and exhausting air from the vehicle's interior through a first ventilation opening located at the upper rear end, to the outside of the spoiler body; Equipped with, The aforementioned air duct is A first duct extending in the longitudinal direction of the vehicle, having a first intake port at its front end into which air exhausted from the first ventilation port flows, and having an exhaust port at its rear end for exhausting the incoming air to the outside of the spoiler body, A second duct having a connecting portion connected to the longitudinal middle portion of the first duct, extending upward from the connecting portion toward the vehicle, and having a second air intake opening at its upper end that opens toward the vehicle toward the vehicle toward the vehicle toward the front-rear middle portion of the upper surface of the spoiler body, A rear spoiler that includes the following components.

2. The rear spoiler according to claim 1, wherein the exhaust port is provided on the lower surface of the spoiler body and is located further rearward than the second duct.

3. The rear spoiler according to claim 1, wherein the second duct has the second air intake positioned on the vehicle front side of the connection portion.

4. The first duct is configured to include a front duct section that constitutes the front part of the first duct and a rear duct section that constitutes the rear part of the first duct. The rear end of the front duct section is a smaller diameter section, which is smaller in diameter than the front end of the front duct section. The front end of the rear duct portion is positioned radially outward of the small diameter portion. The rear spoiler according to claim 1, wherein the connecting portion is connected to the front end of the rear duct portion.

5. A rear spoiler according to any one of claims 1 to 4, A second ventilation opening is provided at the rear of the vehicle, which connects the interior of the vehicle with the exterior of the vehicle. An opening / closing mechanism is provided at the rear of the vehicle and is capable of opening and closing the second ventilation opening, Equipped with, A rear vehicle structure in which, when the pressure inside the vehicle interior exceeds a predetermined value, the opening and closing mechanism is activated and the second ventilation opening is opened.

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