Vehicle rectifier

Abstract

To provide a vehicle air straightening device that solves the problem that the heating effect of a vehicle windshield is reduced due to heat being taken from the windshield by wind while the vehicle is running. [Solution] A vehicle straightening device provided on the hood panel of a vehicle (1) having a windshield (8) and a hood panel (2) located forward of the windshield, the vehicle straightening device comprising an upright portion extending upward from the hood panel toward the top of the vehicle, an extension portion extending from the upright portion toward the front of the vehicle, and a curved portion provided between the upright portion and the extension portion.

Description

[Technical Field]

[0001] The present invention relates to a vehicle airflow straightening device. [Background technology]

[0002] BACKGROUND ART A windshield antifouling device for a vehicle is known that includes an airflow straightening device that stands on a hood panel located in front of the windshield to prevent airflow containing dirt components from directly hitting the windshield. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Utility Model Application Publication No. 59-4360 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, there has been a demand for improved heating efficiency in vehicles. For example, when heat escapes from the vehicle interior through the windshield due to wind while the vehicle is running, heating efficiency decreases.

[0005] However, conventional windshield anti-fouling devices are intended to prevent fouling, and there is room for improvement in terms of suppressing heat radiation from the windshield and improving the heating effect of the vehicle.

[0006] The purpose of this invention is to reduce heat loss from the windshield due to wind while driving and improve heating efficiency. [Means for solving the problem]

[0007] The vehicle straightening device of the present invention is a vehicle straightening device that is installed on the hood panel of a vehicle having a windshield and a hood panel located forward of the windshield, and is equipped with a straightening portion that has an upright portion that stands up from the hood panel toward the top of the vehicle, an extending portion that extends from the upright portion toward the front of the vehicle, and a curved portion that is installed between the upright portion and the extending portion. [Effects of the Invention]

[0008] According to this invention, heat radiation from the windshield due to the wind while driving can be reduced, improving heating efficiency. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is an explanatory diagram showing a side view of a vehicle 1 equipped with a vehicle straightening device according to the present disclosure. [Figure 2] 1 is an explanatory diagram of a vehicle 1 equipped with a vehicle rectifying device according to the present disclosure, viewed from the front. [Figure 3] 1 is an explanatory diagram showing the flow of wind caused by a vehicle airflow straightening device according to the present disclosure; [Figure 4] 1 is an explanatory diagram showing a main part of a vehicle straightening device according to the present disclosure; [Figure 5] 6 is a graph showing the effect when the vehicle rectifying device of the present disclosure is installed. [Figure 6] 10 is an explanatory diagram showing a modified example of the vehicle straightening device of the present disclosure. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] The vehicle airflow straightening device of the present invention will be described below with reference to the drawings.

[0011] A vehicle 1 according to one embodiment of the present invention is equipped with a hood panel 2 at the front end of the vehicle 1. The hood panel 2 is an outer panel member that covers an engine compartment 3 and is exposed to airflow from the front of the vehicle 1. Directly below the hood panel 2, the engine compartment 3 is formed, housing a drive source such as an internal combustion engine or a motor.

[0012] The vehicle 1 has a passenger compartment 4 as a passenger compartment behind the engine compartment 3. For example, the front part of the passenger compartment 4 has two front seats, i.e., a driver's seat 5 and a passenger seat 6, and the rear part has a rear seat.

[0013] The vehicle 1 is equipped with a windshield 8 that covers the front of the passenger compartment 4, and a roof 9 that covers the upper part of the passenger compartment 4 to maintain the rigidity of the vehicle body 1 and protect the passengers from wind and rain. The windshield 8 is a transparent member that ensures the driver's forward visibility, and is formed as a sloped surface that continues from the front of the vehicle body 1 to the roof 9.

[0014] Thus, the vehicle 1 includes the windshield 8 and the hood panel 2 located forward of the windshield 8.

[0015] As shown in FIG. 2, the vehicle 1 according to this embodiment includes a vehicle airflow straightening device 17 provided on the hood panel 2. As shown in FIG.

[0016] The airflow straightening device 17 for a vehicle according to this embodiment is provided on the hood panel 2.

[0017] The vehicle airflow straightening device 17 includes an airflow straightening section 30 having an upright section 18 standing above the vehicle 1, an extending section 19 extending from the upright section 18 toward the front of the vehicle 1, and a curved section 20 provided between the upright section 18 and the extending section 19. The upright section 18, the curved section 20, and the extending section 19 all extend in a plate-like shape. In other words, the airflow straightening section 30 is a single continuous plate.

[0018] 3 and 4, when vehicle 1 is traveling, wind blows from the front of the vehicle onto vehicle 1. This wind arrives approximately parallel to extension portion 19 and is further guided by extension portion 19 to follow the shape of front wall portion 20A of curved portion 20.

[0019] Because the front wall portion 20A of the curved portion 20 is configured as a smoothly curved surface, the guided flow of the traveling wind is guided along the curved surface to the upright portion 18, and as a result, the traveling wind is guided at a substantially right angle from the extension portion 19 to the curved portion 20 and then to the upright portion 18. This flow of the traveling wind imparts a rotational component to the traveling wind, and the traveling wind forms a vortex 22 (first vortex). In other words, the vortex 22 is generated in the U-shaped space X sandwiched between the airflow straightening portion 30 and the hood panel 2.

[0020] This vortex 22 guides the subsequent traveling wind toward space X upward of the vehicle 1. Since the vortex 22 continues to be guided by the curved shape of the curved portion 20, the formation of the vortex 22 is continuously maintained in the incoming traveling wind while the vehicle is traveling.

[0021] The formed vortex 22 acts like a wall of wind directed upwards at the vehicle 1 , pushing up the following running wind on the outside of the curved section 20 .

[0022] As a result, the following running wind no longer flows directly into the curved portion 20, but changes its direction of travel to the upper outer periphery of the vortex 22, and becomes a detour flow that rises above the vehicle 1.

[0023] The upright portion 18, which continues from the rear end of the curved portion 20, has a plurality of through holes 21 formed along the vehicle width direction, and by allowing a portion of the running wind to pass toward the rear wall portion 22B, the air resistance acting on the entire airflow straightening portion 30 is alleviated to a degree that does not inhibit the generation of the vortex 22. This allows the vortex 22 inside the curved portion 20 to be stably maintained.

[0024] This vortex 22 repeatedly pushes up new running wind, forming a flow path for the running wind from the front of the vehicle 1 to the upper part.

[0025] Therefore, the airflow regulating section 30 is not simply a structure for deflecting wind, but has the function of forming a vortex 22, a wall of wind, so to speak, and using this to continuously push up the wind from following vehicles.

[0026] Furthermore, as shown in FIG. 3, part of the airflow pushed upward by the curved portion 20 adheres again to the vehicle 1 side near the top of the windshield 8 above the vehicle 1.

[0027] This reattached airflow flows downward along the outer surface of the windshield 8 and interferes with new running wind from in front of the vehicle 1, forming a large vortex (second vortex 23) in front of the windshield 8.

[0028] The formation of this second vortex 23 causes the airflow near the windshield 8 to circulate locally, suppressing heat transfer, and thus the heating efficiency inside the vehicle 1 is maintained stably.

[0029] In this way, the airflow control section 30 continuously generates the first vortex 22 formed by the curved section 20 and the second vortex 23 generated near the top of the windshield 8 .

[0030] The extension portion 19 serves to initially receive the traveling wind flowing in from the front of the vehicle 1 and control the angle of inflow into the curved portion 20. The extension portion 19 is preferably a flat surface or a gently sloping surface extending toward the front of the vehicle 1. The extension portion 19 smoothly guides the traveling wind to the curved portion 20, thereby suppressing flow separation at the curved portion 20. This stabilizes the formation of the vortex 22 in the space X and keeps the center position of the vortex 22 constant.

[0031] The extension 19 also has the effect of mitigating static pressure fluctuations when the wind enters the curved portion 20. This makes it difficult for sudden changes in flow velocity and pressure waves to occur, and the vortex 22 rises smoothly.

[0032] Furthermore, the leading edge of the extension 19 also functions as a straightening surface that receives and deflects the wind as the vehicle 1 travels, suppressing turbulence in the airflow at the front end of the vehicle 1. This makes it possible to promote the rotation of the fluid at the curved portion 20 while suppressing the aerodynamic resistance of the entire vehicle 1.

[0033] The curved portion 20 is located at the transition point between the upright portion 18 and the extending portion 19, and preferably has a curved surface that smoothly connects the upright portion 18 and the extending portion 19. The curvature of the curved portion 20 may or may not be uniform. The traveling wind is deflected as it enters along the curved surface of the curved portion 20. The shape of the curved portion 20 induces the generation of a swirling flow in the space X, i.e., a vortex flow 22, which pushes up the traveling wind toward the windshield 8.

[0034] The upright portion 18, the extension portion 19 and the curved portion 20 of the airflow straightening portion 30 of the present invention are made of a material that is lightweight, has excellent formability, and can maintain stable rigidity against pressure fluctuations caused by wind while driving and temperature changes.

[0035] For example, polypropylene (PP) resin, ABS resin, or reinforced resins made by mixing talc or glass fiber into these can be used. These resin materials are easy to form into one piece by injection molding, and are also suitable for integration with the hood panel 2 of the vehicle.

[0036] Furthermore, when higher rigidity and weather resistance are required, metal materials such as aluminum alloys and stainless steel can be used. In the case of metal, the curved surface shape of the curved portion 20 can be formed with high precision by press molding or roll molding.

[0037] By selecting these materials, the airflow rectifying section 30 is less likely to deform or deteriorate even under long-term driving conditions, and can maintain stable airflow rectifying performance.

[0038] The airflow straightening unit 30 is disposed on or near the imaginary line Y in a side view of the vehicle 1. This positional relationship means that the vehicle airflow straightening device 17 is located on the main flow path of the traveling wind from when it flows in from the front of the vehicle 1 until it reaches the windshield 8. When the traveling wind that subsequently arrives at the airflow straightening unit 30 is pushed upwards on the vehicle 1, even if the traveling wind flows in an opposite direction to the vehicle 1 again, it is unlikely to flow in a way that will cause it to directly collide with or come into contact with the windshield 8, thereby reducing heat loss from the windshield 8 due to collisions and contact with the traveling wind and improving the insulation and heating performance inside the vehicle 1.

[0039] That is, the force pushing the airflow upward is maximized by the vortex flow 22 generated in the airflow straightening section 30 interfering with the main flow passing near this imaginary line Y. In addition, by providing the airflow straightening section 30 near the imaginary line Y, the vortex flow 22 generated in the curved section 20 is diverted upward before it reaches the surface of the windshield 8, effectively blocking the wind from reaching the windshield 8.

[0040] Furthermore, since the airflow rectifying portion 30 is positioned on an extension of the hood panel 2, the continuity of the external shape of the vehicle 1 is maintained, and an airflow rectifying effect can be obtained without increasing the air resistance of the entire vehicle body.

[0041] In this way, by having a straightening section 30 arranged on or near the virtual line Y, the vehicle straightening device 17 can most efficiently redirect the flow path of the running wind upward, thereby simultaneously suppressing heat dissipation from the windshield 8 and improving the efficiency of heating inside the vehicle.

[0042] In a side view of the vehicle 1, the imaginary line Y may be disposed so as to intersect with any of the upright portion 18, the curved portion 20, and the extending portion 19.

[0043] In this embodiment, the airflow straightening portion 30 is composed of an upright portion 18, an extension portion 19, and a curved portion 20. These three elements are not simply arranged adjacent to each other, but are formed as a continuous spatial structure within a triangular area surrounded by the windshield 8, the hood panel 2, and the imaginary line Y in a side view of the vehicle 1.

[0044] That is, the extension 19 deflects the traveling wind, the curved portion 20 forms a curved surface that smoothly guides the flow downward, and the upright portion 18 straightens the flow of the rising air forward to form a vortex 22. These three elements function in succession to form a uniform flow structure that forms a primary vortex (main vortex) like a wall of wind against the traveling wind coming from the front of the vehicle 1, and lifts the following traveling wind above the vehicle 1.

[0045] At this time, the height of the upright portion 18 and the curvature of the curved portion 20 define the proportion of the straightening portion 30 with respect to the imaginary line Y, and this proportion determines the number of streamlines that penetrate into the U-shaped region. As a result, the generation position of the vortex flow 22 and the reattachment point (the formation position of the second vortex 23) are controlled by the arrangement of the entire straightening portion 30.

[0046] Furthermore, it is preferable that the top of the airflow control section 30 is configured to be located in an area that is two-tenths or less of the total height of the windshield 8 .

[0047] With this height setting, the upper end of the airflow straightening section 30 is positioned near the lower end of the windshield 8, so that the vortex 22 formed by the airflow straightening section 30 develops upward from the lower end of the windshield 8 as its starting point.

[0048] As a result, the vortex 22 rises like a wall of wind while preventing the wind from directly hitting the windshield 8, and as a result, it is distributed to cover the entire windshield 8, so that the angle of inflow of the following wind is turned upward.

[0049] In particular, by limiting the top of the straightening section 30 to less than two-tenths of the height of the windshield 8, it is possible to prevent the traveling wind entering from the front of the vehicle 1 from excessively reversing and blowing upward, thereby achieving stable fluid behavior that makes it less likely for the traveling wind to separate or flow back.

[0050] Furthermore, this height setting does not affect the driver's forward visibility, so the airflow rectification effect can be achieved without compromising safety or design.

[0051] Furthermore, since the top of the airflow control section 30 is located at a low position, the outer panel shape from the hood panel 2 to the windshield 8 is smoothly continuous, and the aerodynamic resistance of the entire vehicle 1 can be reduced.

[0052] Therefore, this configuration optimizes the harmony between the upward guidance of the airflow by the airflow straightening section 30 and the visibility, appearance, and aerodynamic performance of the vehicle 1, and improves the heat insulation of the windshield 8.

[0053] 2, the airflow straightening section 30 of the vehicle airflow straightening device 17 according to this embodiment extends across the entire width of the windshield 8. Therefore, when the vehicle 1 is traveling, the traveling wind blowing from the front of the vehicle 1 is received uniformly by the airflow straightening section 30 regardless of the position in the vehicle width direction.

[0054] In other words, since the straightening section 30 is formed continuously along the entire width of the windshield 8, local vortex bias and wind direction disturbance are suppressed, and the upward distribution of the airflow at the center and left and right ends of the vehicle 1 is made uniform.

[0055] As a result, the flow paths of the vortex 22 generated by the flow straightening section 30 and the jet flow rising upward are smoothly continuous throughout the entire vehicle 1, and collision of the wind caused by running with the entire windshield 8 can be effectively prevented.

[0056] In particular, this configuration reduces the turbulence and vortex separation that previously tended to occur at the left and right ends of the windshield, making the distribution of the running wind flow uniform across the vehicle width, and ensuring stable heat dissipation suppression performance in the windshield 8.

[0057] Furthermore, since the airflow straightening portion 30 extends across the entire width, the appearance of the airflow straightening portion 30 naturally blends in with the design lines of the hood panel 2 and the vehicle 1, and aerodynamic function can be integrated without impairing the design.

[0058] Therefore, this configuration does not limit the handling of vehicle 1's running wind to a local straightening effect, but achieves stable fluid control across the entire vehicle width, thereby comprehensively improving the efficiency of introducing running wind and the pressure distribution on the upwind side.

[0059] 5 is a graph showing the results of evaluating the heat transfer characteristics from the windshield 8 based on a comparison with the presence or absence of the airflow straightening unit 30 according to the present disclosure and with a conventional structure. The vertical axis shows the dimensionless heat transfer coefficient h / h0, normalized to the reference value h0 (1.0) for the heat transfer coefficient without the airflow straightening unit 30, and the horizontal axis shows the conditions of "without airflow straightening unit (reference)," "conventional structure," and "proposed structure (with airflow straightening unit 30)." Each heat transfer coefficient was analyzed under the same wind speed condition, specifically a wind speed of 60 kilometers per hour (km / h).

[0060] The conventional structure used for comparison has a flat plate that stands vertically on the hood panel 2 and corresponds to the upright portion 18 in the proposed structure. The conventional structure does not have the curved portion 20 and the extended portion 19 in the proposed structure. The height of the flat plate in the conventional structure from the hood panel 2 was set to the same height as the straightening portion 30 in the proposed structure.

[0061] The non-dimensional heat transfer coefficient h / h0 of the conventional structure is approximately 0.95, while the non-dimensional heat transfer coefficient h / h0 of the proposed structure is reduced to approximately 0.35. This indicates that the presence of the straightening section 30 suppresses direct collision of the traveling wind with the surface of the windshield 8, reducing convective heat transfer near the surface by approximately 65%.

[0062] This result supports the idea that the upward jet flow formed by the airflow rectifier 30 and the vortex flow inside the curved portion 20 recirculate the airflow in front of the windshield 8, suppressing the collision of outside air and effectively reducing heat dissipation. Therefore, the airflow rectifier 30 of the present disclosure can suppress heat dissipation from the windshield 8 even under wind speed conditions while driving, and can stably maintain the heating efficiency of the vehicle 1.

[0063] 6(C), the upright portion 18 may have a plurality of through holes 21 along the width direction of the vehicle 1. The plurality of through holes 21 are intended to allow a portion of the traveling wind to pass through to the rear wall portion 20B side of the upright portion 18, and have the function of mitigating the pressure difference that occurs before and after the upright portion 18 while traveling.

[0064] Normally, when the upright portion 18 is constructed as a completely closed wall surface, when the wind from traveling hits the front wall portion 20A, the flow turns to the side or upward, and behind the rear wall portion 20B, the flow separates, making it easy for irregular vortices to form.

[0065] This trailing separation vortex of the running wind may interfere with the vortex 22 formed within the curved section 20, causing a risk of disrupting the position of formation and rotation of the vortex.

[0066] In contrast, the airflow straightening section 30 of the present embodiment is provided with the through-holes 21 in the upright portions 18, so that part of the traveling wind flows into the rear wall portion 20B side through the through-holes 21. This reduces the pressure difference between the inner wall 20A side and the rear wall portion 20B side of the upright portions 18, and suppresses the occurrence of separation vortices on the rear wall portion 20B side.

[0067] As a result, the vortex 22 formed inside the curved portion 20 is maintained as a more stable circulating flow, and the effect of the vortex 22 pushing the wind upward while the vehicle is running is continuously maintained.

[0068] Furthermore, the provision of the through holes 21 allows the wind to pass smoothly over the surfaces of the upright portions 18, reducing the aerodynamic resistance of the upright portions 18. This reduces the fluid resistance of the airflow straightening portion 30 as a whole, while improving the efficiency of vortex flow formation.

[0069] Furthermore, the shape, size, and spacing of the through holes 21 can be adjusted according to the design conditions of the vehicle 1, making it possible to achieve both good fluid characteristics and good design.

[0070] Therefore, this configuration stabilizes the wind pressure distribution in the upright portion 18 of the airflow straightening portion 30, and keeps constant the generation position and circulation area of ​​the vortex flow 22 inside the curved portion 20. As a result, it is possible to prevent the wind from the front of the vehicle 1 from directly impinging on the windshield 8, and to maintain a stable airflow straightening state while traveling for a long period of time.

[0071] The through holes 21 of the upright portion 18 in the airflow straightening portion 30 of the present invention are not limited to a specific shape, and various structures can be adopted depending on the airflow straightening characteristics of the vehicle, the vehicle design, and manufacturing conditions.

[0072] 6(A), the through-holes 21 may be configured as multiple vertically elongated slits formed along the vehicle width direction. In this configuration, the wind can pass through evenly, and the effect of reducing the pressure difference across the entire upright portion 18 is obtained.

[0073] 6(B), the through-holes 21 may be formed into a wave-like slit shape that is periodically curved in the vertical direction. In this configuration, the running wind generates a localized swirling flow, and the mutual interference with the vortex flow 22 formed inside the curved portion 20 further stabilizes the rectifying effect.

[0074] All of these configurations maintain the basic structure of providing the through-holes 21 in the upright portions 18, while improving the flow straightening effect, stability, and design.

[0075] The straightening unit 30 in this embodiment changes the flow path of the traveling wind flowing in from the front of the vehicle 1 along the shape of the curved portion 20, thereby forming a vortex 22, which pushes the following traveling wind upward toward the vehicle 1. This prevents the traveling wind from directly impinging on the windshield 8, and provides a heat dissipation suppression effect.

[0076] In addition, the smoothly curved surface structure of curved portion 20 stabilizes the position at which vortex 22 is formed, making it possible to maintain constant rectification performance even when the speed of vehicle 1 changes. Furthermore, by directing the wind upward, wind pressure on the surface of windshield 8 is reduced, improving heating efficiency and contributing to ensuring forward visibility.

[0077] In this embodiment, the straightening section 30 is positioned on an imaginary line connecting the upper end of the windshield 8 and the front end of the hood panel 2 when viewed from the side of the vehicle 1, thereby forming a vortex most efficiently before the traveling wind reaches the windshield 8, maximizing the effect of guiding the traveling wind upward.

[0078] As a result, the vortex 22 generated by the airflow rectifying portion 30 acts uniformly over the entire surface of the windshield 8, making it possible to suppress uneven wind pressure distribution and the occurrence of turbulence.

[0079] As a result, heat radiation to the surface of the windshield 8 is more effectively suppressed.

[0080] In this embodiment, the airflow straightening section 30 is configured in a positional relationship where the imaginary line intersects with the upright section 18, so that the running wind is efficiently diverted near the upper end of the upright section 18, stabilizing the generation point of the vortex 22. This ensures that the running wind is guided to the curved section 20, and the circulation of the formed vortex 22 is less likely to be interrupted.

[0081] As a result, the traveling wind from the front of the vehicle 1 can be pushed upward toward the vehicle 1 more stably, and collision of the traveling wind with the windshield 8 can be suppressed more effectively.

[0082] In this embodiment, the straightening section 30 causes the virtual line to intersect with the upright section 18, so that the traveling wind is appropriately diverted at the position of the upright section 18, with a portion of the traveling wind being directed upward and another portion being directed toward the curved section 20. As a result, the generation position of the vortex 22 becomes clear and the swirling of the traveling wind is stabilized, so that the collision of the traveling wind with the windshield 8 can be more reliably suppressed.

[0083] In this embodiment, the straightening section 30 is positioned so that the imaginary line intersects with the curved section 20, which allows the traveling wind to flow most efficiently along the curved shape of the curved section 20 and promotes the formation of the vortex 22. This stabilizes the generation position and circulation of the vortex 22, allowing the traveling wind to be smoothly guided upwards of the vehicle 1. As a result, it is possible to effectively suppress the collision of the traveling wind with the windshield 8 and improve heat dissipation suppression performance.

[0084] In this embodiment, the straightening section 30 is positioned so that the virtual line intersects with the extension section 19, thereby straightening the traveling wind near the front end of the extension section 19 and forming a vortex 22 continuously from the front side of the vehicle 1. This allows the traveling wind to be smoothly guided upward, effectively preventing the traveling wind from directly impinging on the windshield 8. As a result, the heat dissipation suppression effect is further improved, and the heat dissipation suppression performance of the entire vehicle 1 can be enhanced.

[0085] By providing the airflow straightening unit 30 in this embodiment across the entire width of the windshield 8, it is possible to uniformly control the traveling wind flowing in from the front of the vehicle 1 across the entire width of the vehicle. This allows the vortex flow 22 to act uniformly across the entire surface of the windshield 8, making it possible to suppress localized collisions of traveling wind and the occurrence of turbulence. As a result, the heat dissipation suppression effect is stably exerted across the entire vehicle 1.

[0086] By setting the top of the airflow straightening section 30 at a height of two-tenths or less of the overall height of the windshield 8, the airflow straightening section 30 can efficiently push the traveling wind upward while achieving a straightening effect without impairing the visibility or design of the vehicle 1. This prevents the collision point of the traveling wind from being biased downward from the lower end of the windshield 8, and enables the formation of a stable vortex 22.

[0087] In this embodiment, the straightening section 30 provides through holes 21 in the upright section 18, allowing a portion of the traveling wind to pass behind the upright section 18, thereby reducing the pressure difference between the front and rear of the upright section 18. This makes it difficult for unstable separation vortices to form on the rear surface, and stabilizes the circulation of the vortex 22 formed within the curved section 20. As a result, the straightening effect of continuously pushing the traveling wind upwards of the vehicle 1 is enhanced, and collision of the traveling wind with the windshield 8 can be more reliably suppressed. [Explanation of symbols]

[0088] 1 vehicle 2 Food Panel 3 Engine Room 4. Crew compartment 5 Driver's seat 6 passenger seat 8 Windshield 9 Roof 17 Vehicle straightening device 18 Upright part 19 Extension 20 Curved section 20A inner wall 20B Exterior wall 21 Through hole 22 Eddy Current

Claims

1. A vehicle airflow straightening device provided on a hood panel of a vehicle having a windshield and a hood panel located forward of the windshield, an upright portion that stands upward from the hood panel toward the upper part of the vehicle; an extension portion extending from the upright portion toward the front of the vehicle; a straightening portion having a curved portion provided between the upright portion and the extending portion, Vehicle straightening device.

2. The airflow straightening device for a vehicle according to claim 1 , wherein the airflow straightening portion is provided at a position overlapping an imaginary line connecting an upper end of the windshield and a front end of the hood panel in a side view of the vehicle.

3. The airflow straightening device for a vehicle according to claim 2 , wherein the imaginary line intersects with the upright portion.

4. The airflow straightening device for a vehicle according to claim 2 , wherein the imaginary line intersects with the curved portion.

5. The airflow straightening device for a vehicle according to claim 2 , wherein the imaginary line intersects with the extending portion.

6. The airflow straightening device for a vehicle according to claim 1 or 2, wherein the airflow straightening portion extends across the entire width of the windshield.

7. 3. The airflow straightening device for a vehicle according to claim 1, wherein the top of the airflow straightening portion is located in an area that is equal to or less than two-tenths of the total height of the windshield.

8. The airflow straightening device for a vehicle according to claim 1 or 2, wherein the upright portion has a through hole.

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