JP5263376B2 - Air flow control device around side mirror of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To deflect an airflow, directed to a side mirror along a vehicle-body exterior contoured surface, from colliding with the side mirror almost without causing an increase in air resistance. <P>SOLUTION: The outer surface of a headlight lens 11 in a region on a vehicle-body exterior contoured surface where an airflow directed to a door mirror 9 passes through has a ridge 11a that extends in the airflow direction so as to divide an airflow into two airflows. The inner surface of the ridge 11a is made as a longitudinal wall 11b for inwardly guiding an airflow which has an inwardly curved surface so as to be eventually oriented further inwardly than the door mirror 9 while going inwardly in the vehicle width direction with distances to the downstream in the airflow direction, thereby deflecting an inner airflow &alpha; further inwardly in the vehicle width direction than the door mirror 9 in a laminar flow state. The outer surface of the ridge 11a is made as a surface 11c for downwardly guiding an outer airflow which has an inclined surface so as to be eventually oriented further downwardly than the door mirror 9 while going downwardly with distances to the downstream in the airflow direction when viewed from the vehicle side, thereby deflecting an outer airflow &beta; below the door mirror 9 in a laminar flow state. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention is a vehicle side mirror peripheral air flow control capable of satisfactorily controlling an air flow toward a side mirror such as a door mirror attached to a vehicle body so that an oblique rear side of the vehicle can be visually recognized from a driver's seat while the vehicle is traveling. It relates to the device.

The vehicle is provided with a side mirror such as a door mirror attached to the vehicle body so that the driver can visually recognize the rear side of the vehicle obliquely from the driver's seat.
However, the side mirror is of course projected from the side of the vehicle body, but it protrudes from the side of the vehicle body.Of course, the traveling wind during driving directly collides, but it also flows along the outer surface of the vehicle body. Airflow also hits the side mirror.

The traveling wind that directly collides with the side mirror is substantially rectified because it is not affected by an obstacle, and does not generate a large wind noise when the side mirror collides.
However, the airflow that flows along the outer surface of the vehicle body is affected and disturbed by the shape of the outer surface of the vehicle body. When this airflow collides with the side mirror, a large wind noise is generated from the side mirror.

In order to solve this problem, conventionally, for example, a countermeasure as described in Patent Document 1 has been proposed.
This proposed technology provides a partition that extends in the vehicle width direction across the airflow direction on the upper surface of the vehicle body in front of the side mirror (in the case of a passenger car, etc.), or in the front of the vehicle (in the case of a commercial vehicle, etc.) A partition extending in the vertical direction of the vehicle is provided so as to cross the air flow direction.

In the technique described in Patent Document 1, when the vehicle travels, the traveling wind that collides with the partition by the above-described partition is approximately 90 outward in the vehicle width direction when viewed from above the vehicle. By changing the direction (bending), it is possible to create an air flow that crosses just before the side mirror from the inside in the vehicle width direction to the outside in the vehicle width direction.
The proposed technology described in Patent Document 1 does not collide with the side mirror by pushing the air flow toward the side mirror outward in the vehicle width direction by the air flow just before the side mirror. It is aimed to do so.

As a technique for solving the problem of wind noise described above, other countermeasures such as those described in Patent Documents 2 and 3 have been proposed.
In the proposed technique of Patent Document 2, an upwardly raised portion and a laterally overhanging portion are set on the vehicle body cowl panel, thereby deflecting the vehicle body running wind upward and outward just before the side mirror, The aim is to alleviate the direct impact on the side mirror.

  In addition, the proposed technique of Patent Document 3 is provided with a deflector on the vehicle body surface just before the side mirror, thereby deflecting the vehicle body running wind immediately above the side mirror so that the vehicle body running wind directly collides with the side mirror. It aims to alleviate this.

Japanese Patent Laid-Open No. 06-31673 JP-A-60-163174 JP 61-094484 A

  However, as in the side mirror peripheral air flow control technology proposed in Patent Document 1, the vehicle is provided to extend in the vehicle width direction so as to cross the air flow on the upper surface of the vehicle body, or to cross the air flow on the front of the vehicle. If an air flow that crosses the side mirror in order to push the air flow toward the side mirror to the outside in the lateral direction by a partition provided extending in the vertical direction, the following problems may occur.

In other words, the above-mentioned screen needs to bend approximately 90 ° outward in the vehicle width direction when the traveling wind colliding with this is viewed from above the vehicle to create an air flow just before the side mirror,
When the traveling wind collides with the screen and is bent over a large angle of 90 °, a large dynamic pressure is generated, and it is inevitable that the traveling resistance of the vehicle increases.
Therefore, the proposed technique of Patent Document 1 has a problem that the wind noise of the side mirror cannot be reduced unless the sacrifice of increasing the running resistance of the vehicle is paid.

In the side mirror peripheral air flow control technology proposed in Patent Documents 2 and 3, the vehicle body wind is deflected immediately above the side mirror and above or outside the side mirror so as to alleviate collision with it. Because there is
Due to this deflection direction, and because the upper side of the vehicle body is tilted inward in the vehicle width direction, the air flow after passing the upper side of the side mirror or outside passes through the place away from the side surface of the vehicle body. Thus, the air flow along the side of the vehicle body cannot be achieved.
In this way, the air flow passing away from the side of the vehicle body does not enjoy the lateral guide effect by the side of the vehicle body compared to the air flow along the side of the vehicle body. When the external force in the direction crossing the air flow direction is received by the air flow or the cross wind, the turbulent flow tends to occur, and the turbulent flow tends to increase the running resistance of the vehicle.

  Furthermore, in the proposed technologies of Patent Documents 2 and 3, the airflow deflector provided on the vehicle body to deflect the vehicle running wind immediately above the side mirror and above and outside the side mirror may be located just before the side mirror. There is a shape in which the cross-sectional area is sharply reduced at the rear end in the air flow direction, causing the following problems.

That is, the deflected air flow after passing through the air flow deflecting portion suddenly loses the air flow guide surface and is separated from the air flow deflecting portion, and as a result, the deflected air flow generates a vortex flow. Since it becomes a turbulent flow, it cannot fully relieve the turbulent air flow colliding with the side mirror.
Therefore, in the side mirror peripheral air flow control technology proposed in Patent Documents 2 and 3, there is a concern that the above-described problem related to wind noise generated by the air flow colliding with the side mirror cannot be solved to a satisfactory degree. is there.

  In addition, in the proposed technologies of Patent Documents 2 and 3, since the deflected air flow that has passed through the air flow deflecting portion tends to generate vortex flow as described above, this increases the running resistance of the vehicle. The problem also arises.

  In view of the above circumstances, the present invention can pass the traveling wind toward the side mirror without causing a collision with the side mirror without causing a harmful effect that increases the traveling resistance of the vehicle. Even after passing through the mirror, the air flow can be an air flow along the side of the vehicle body so that the air flow after passing through the side mirror does not tend to be a turbulent flow that increases the running resistance of the vehicle. It is an object of the present invention to propose a side mirror peripheral air flow control device and solve the above-mentioned problems.

For this purpose, the vehicle side mirror peripheral air flow control device according to the present invention is configured as follows.
First, a side mirror peripheral airflow control device, which is a basic premise of the present invention, will be described. This is for controlling the peripheral airflow of a side mirror attached to a vehicle body so that an oblique rearward view of the vehicle can be viewed from the driver's seat. belongs to.

The present invention is characterized in that the air flow lower guide surface as described below is provided for the side mirror peripheral air flow control device.
The air flow lower guide surface functions to deflect the air flow directed toward the side mirror to the lower side of the side mirror. In the region of the vehicle body outside modeling surface that is separated from the side mirror through which the air flow passes, It extends from the front of the rear end portion of the wheel arch portion in the flow direction of the air flow and stands upright.

According to the side mirror peripheral air flow control device of the present invention,
Since the above air flow lower guide surface deflects the air flow toward the side mirror to the lower side of the side mirror,
The air flow affected by the vehicle body outside shaping surface does not collide with the side mirror by passing under the side mirror due to the deflection by the air flow lower guide surface.
For this reason, it is possible to prevent or reduce the wind noise generated when the air flow collides with the side mirror, and the dynamic pressure generated when the air flow collides with the side mirror is negligible. Can be.

Moreover, since the air flow toward the side mirror is guided directly by the air flow lower guide surface so as to be deflected below the side mirror before reaching the side mirror, the above-described effects can be obtained.
The deflection angle of the air flow by the air flow lower guide surface that controls the air flow deflection guide is only slight, and the dynamic pressure generated on the air flow lower guide surface is also very small.

  As described above, the side mirror peripheral air flow control device according to the present invention has the vehicle running resistance because the dynamic pressure on the air flow lower guide surface is very small and the dynamic pressure on the side mirror is very small as described above. The above-described effect of preventing or reducing the wind noise of the side mirror can be achieved with almost no sacrifice of increase in the size of the side mirror.

Further, according to the present invention, since the air flow lower guide surface does not restrict the installation position in the vehicle front-rear direction, the air flow lower guide surface causes the air flow after being deflected as described above to be below the side mirror in a laminar flow state. It is possible to make it pass through,
The airflow after the deflection is not peeled off from the airflow lower guide surface to generate a vortex and become a turbulent flow.
For this reason, the situation where the airflow after the deflection becomes a turbulent state and collides with the side mirror can be reliably prevented, and the problem of wind noise due to the collision does not occur.

In addition, when the air flow after the deflection becomes a turbulent state, this becomes a factor that increases the running resistance of the vehicle.
In the present invention, as described above, the deflected air flow can pass under the side mirror in a laminar state, and the problem is that the deflected air flow increases the running resistance of the vehicle. Will not occur.

Furthermore, in order to pass the air flow in the laminar flow state after deflection as described above under the side mirror,
Due to the air flow passage direction, and because the lower side of the vehicle body projects outward in the vehicle width direction from the upper side, the air flow after passing under the side mirror is along the side of the vehicle body. It can be an air flow, and it can enjoy the lateral guide effect by the side of the vehicle body, and even if it receives external force in the direction crossing the air flow direction, it does not tend to be turbulent, and this turbulence tendency increases the running resistance of the vehicle There is no problem of being done.

It is a top view which shows the vehicle body part concerning the left front half part of the vehicle provided with the side mirror periphery airflow control apparatus which becomes one Example of this invention seeing from a vehicle upper direction. FIG. 2 is a perspective view showing a vehicle body part related to the left front half of the vehicle in FIG. 1 as viewed from above the vehicle left front. FIG. 2 is a front view showing a vehicle body part related to the left front half of the vehicle in FIG. 1 as viewed from the front of the vehicle. It is a side view which shows the vehicle body part concerning the left front half part of the vehicle in FIG. 1 seeing from a vehicle side. FIG. 5 is a longitudinal rear view of the headlamp lens, showing a cross-section on the line AA in FIG. 4 and viewed in the direction of the arrow. FIG. 1 shows details of a headlamp lens provided in a vehicle body part related to the left front half of the vehicle in FIG. 1, (a) is a perspective view showing the headlamp lens as viewed from the front right side of the vehicle, and (b) is the head lamp lens. FIG. 6 is an enlarged perspective view showing the lamp lens viewed from the same direction together with the air flow controlled by the inner surface of the head lamp lens in the vehicle width direction. FIG. 2 is a perspective view showing a headlamp lens provided in a vehicle body part related to the left front half of the vehicle in FIG. 1 together with an air flow controlled by an inner side surface in the vehicle width direction when viewed from the front of the vehicle. FIG. 1 shows details of a headlamp lens provided in a vehicle body part related to the left front half of the vehicle in FIG. 1, (a) is a perspective view showing the headlamp lens as viewed from the front left side of the vehicle, and (b) is the head lamp lens. It is the expansion perspective view shown with the air flow controlled by the vehicle width direction outer side surface of this headlamp lens seeing a lamp lens from the same direction. FIG. 2 is a perspective view showing a headlamp lens provided in a vehicle body portion related to a left front half portion of the vehicle in FIG. 1 together with an air flow controlled by an outer surface in the vehicle width direction when viewed from the front right side of the vehicle. FIG. 10 is a plan view of the headlamp lens for explaining the maximum width of the headlamp lens shown in FIGS. It is a side view of a vehicle showing an air flow obtained by conducting a wind tunnel experiment on a vehicle including the side mirror peripheral air flow control device of the embodiment shown in FIGS. It is a top view of the vehicle which shows the airflow obtained by carrying out a wind tunnel experiment on the vehicle provided with the side mirror periphery airflow control apparatus of the Example shown in FIGS. It is a perspective view from the left rear of the vehicle which shows the airflow obtained by conducting the wind tunnel experiment on the vehicle provided with the side mirror peripheral airflow control device of the embodiment shown in FIGS. It is a perspective view from the left front of the vehicle which shows the airflow obtained by conducting the wind tunnel experiment on the vehicle provided with the side mirror peripheral airflow control device of the embodiment shown in FIGS. It is a front view of a vehicle showing an air flow obtained by conducting a wind tunnel experiment on a vehicle including the side mirror peripheral air flow control device of the embodiment shown in FIGS.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration>
1 to 4 show a vehicle body part related to the left front half of a vehicle provided with a side mirror peripheral air flow control device according to an embodiment of the present invention,
1 is a plan view seen from above the vehicle, FIG. 2 is a perspective view seen from above the left front, FIG. 3 is a front view seen from the front of the vehicle, and FIG. 4 is a side view seen from the left side of the vehicle.

  In these drawings, 1 is a front windshield, 2 is a vehicle body roof panel, 3 is a bonnet that closes the upper opening of the engine room and motor room, 4 is a front grille, 5 is a front bumper, and 6 is a left Front fender, 7 is a left head lamp, 8 is a left front door, and 9 is a left door mirror (left side mirror) attached to the left front door 8 so that the driver can see the diagonally left rear of the vehicle from the driver's seat. .

While the vehicle is running as shown in FIGS. 1 to 4, air flows from the front to the rear along the vehicle body outer shaping surface that forms the vehicle body outer shape.
In this embodiment, out of the air flow flowing from the front to the rear along the vehicle body outer shaping surface, the vehicle body outside shaping through which the air flow flowing particularly toward the door mirror 9 passes along the vehicle body outer shaping surface. The shape of the surface area, for example, the outer surface of the lens 11 of the headlamp 7 forming a part of the vehicle body outer shaping surface, as shown in the cross-sectional view of FIG. And

That is, as shown in FIGS. 1 to 4, the front end of the headlamp lens 11 is positioned at the front end in the vehicle front-rear direction with respect to the center of rotation of the front wheels (shown as 12 in FIGS. 11, 13, and 14) housed in the front fender 6. From the middle to the rear end, there is a medium-high shape with a ridge line (top edge) extending in the flow direction of the air flow,
Thus, the air flow bifurcated protrusion 11a extending in the air flow direction is provided on the outer surface of the headlamp lens 11.

This air flow bifurcated ridge 11a is used to prevent the air flow that flows toward the door mirror 9 along the outer surface of the vehicle body from mixing with each other so that it does not become turbulent. Divided into inner and outer airflows inside and outside in the width direction,
Therefore, the position in the vehicle width direction of the air flow bifurcated protrusion 11a is determined to be the position that best meets the original purpose of preventing the air flows from mixing with each other and becoming turbulent as described above. Of course it is good.
For this reason, in the present embodiment, the air flow bisecting ridge 11a is arranged, for example, such that its ridgeline is located inward of the door mirror 9 in the vehicle width direction.

  The inner side surface in the vehicle width direction on the inner side in the vehicle width direction from the ridge line of the air flow bisecting ridge 11a is the inner air flow that flows toward the door mirror 9 along this surface, preferably inward in the vehicle width direction than the door mirror 9. Is formed as an air flow inward guide vertical wall 11b deflected toward the windshield 1.

For this reason, the air flow inner guide vertical wall 11b (the inner surface of the air flow bifurcated protrusion 11a in the vehicle width direction) is shown in FIGS. 1, 2 and 6, 7 as the vehicle moves toward the downstream in the flow direction of the inner air flow. Consists of an inwardly curved surface that faces inward in the width direction and finally points inward in the vehicle width direction than the door mirror 9,
As a result, the air flow is in the laminar state (the state where the air is regularly moving on the streamline) as indicated by α in FIGS. 6 and 7, and inward in the vehicle width direction of the door mirror 9 (toward the windshield 1). Try to deflect.
Note that the inwardly curved surface constituting the air flow inward guide vertical wall 11b is such that the air flow guide wall surface at the downstream end in the air flow direction indicates that the air flow is between the door mirror 9 and the vehicle body as indicated by α in FIG. The air flow guide surface has an upward tendency so as to be directed upward from the gap S.

The outer surface of the vehicle width direction outside the ridgeline of the air flow bisecting ridge 11a is below the outer airflow that deflects the outer airflow that flows toward the door mirror 9 along this surface toward the lower side of the door mirror 9. The direction guide surface 11c is formed so as to extend from the front side of the vehicle body in the air flow direction as shown in FIGS.
However, as clearly shown in FIGS. 8 and 9, the outer air flow lower guide surface 11c has a shape in which the rearmost end in the air flow direction is further continuous with the outer shape of the vehicle body panel in the rear of the air flow direction.

  For this reason, the outer air flow downward guide surface 11c (the outer surface in the vehicle width direction of the air flow bifurcated protrusion 11a) is basically shown in FIGS. The upper side near the ridgeline of the ridge 11a is inclined inward in the vehicle width direction, but when viewed in the vehicle width direction from the side of the vehicle, it goes downward in the vehicle vertical direction as it goes downstream in the flow direction of the outer air flow. On the other hand, it is configured by a downwardly inclined surface that is finally directed downward from the door mirror 9.

  As a result, the lower inclined surface constituting the outer air flow lower guide surface 11c deflects the air flow downward of the door mirror 9 as indicated by β in FIGS. 8 and 9, and the deflected air flow collides with the door mirror 9. Without passing, it can pass under the door mirror 9 in a laminar flow state.

By the way, the lowermost edge region of the outer air flow lower guide surface 11c (the outer surface in the vehicle width direction of the air flow bisecting ridge 11a) is a substantially vertical upright wall 11d as clearly shown in FIGS.
As a result, the lowermost edge region (upright wall 11d) of the outer airflow lower guide surface 11c is configured to be discontinuous with respect to the outer surface shape of the fender 6 when viewed in the vehicle front-rear direction.

The reason for setting the upright wall 11d is as follows.
That is, when the above-described downward inclined surface is set up to the lowermost edge region of the outer air flow lower guide surface 11c (the outer surface in the vehicle width direction of the air flow bifurcated protrusion 11a), the outer air flow lower guide surface 11c (air flow bifurcated protrusion). 11a vehicle width direction outer surface) is continuous with the outer surface shape of the fender 6 when viewed in the vehicle longitudinal direction,
A side air flow toward the door mirror 9 is drawn along the side surface of the vehicle body to become turbulent flow, and the turbulent flow collides with the door mirror 9 to generate wind noise.

The reason for setting the upright wall 11d substantially perpendicular to the lowermost edge region of the outer airflow lower guide surface 11c (the outer surface in the vehicle width direction of the airflow bifurcated ridge 11a) as in this embodiment is as follows.
This is to prevent the side air flow from colliding with the door mirror 9 by preventing the air flow from the side of the vehicle body from being caught by the flat upright wall 11d.

The air flow inner guide vertical wall 11b set as described above on the inner side in the vehicle width direction and the outer air flow set as described above on the outer side in the vehicle width direction across the ridge line of the air flow bifurcated protrusion 11a. The direction guide surface 11c is a surface in which the extended surfaces of the respective surfaces toward the downstream side in the air flow direction do not intersect each other.
By doing so, it is possible to prevent the inner air flow α and the outer air flow β inside and outside in the vehicle width direction, which are bisected by the air flow bifurcated protrusion 11a, from mixing with each other and becoming turbulent. it can.

Further, as shown in FIG. 10, the air flow bifurcated protrusion 11a in the present embodiment is seen from the vehicle upper side, as seen from the vehicle width direction inner overhanging portion 11e of the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c. The maximum width Wmax between the vehicle width direction outer projecting portions 11f is set to be equal to or greater than the vertical height of the door mirror 9.
This ensures separation of the inner and outer airflows α and β in the vehicle width direction divided by the airflow bifurcated protrusion 11a, and these airflows are mixed with each other and turbulent. The inner air flow α is allowed to pass inwardly in the vehicle width direction of the door mirror 9 as described above, and the outer air flow β is allowed to pass under the door mirror 9 as described above, while reliably preventing The air flow control around the side mirror can be made more reliable.

  Further, as shown in FIG. 10, the air flow bifurcated ridge 11a in the present embodiment has an overhanging portion 11e in the vehicle width direction of the air flow inward guide vertical wall 11b and an outer side in the vehicle width direction of the outer air flow lower guide surface 11c. The distance Ltail from the maximum width portion (line connecting the projecting portions 11e and 11f) to the rear end 11g on the downstream side of the air flow bifurcated protrusion 11a in the air flow direction with respect to the maximum width Wmax between the projecting portions 11f Is at least 1.9 times longer (Ltail / Wmax ≧ 1.9).

In this case, in the downstream region from the maximum width portion of the air flow bifurcated protrusion 11a to the rear end 11g on the downstream side in the air flow direction, the air flow direction angle change of the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c is changed. The air flow separation limit of 15 degrees is not exceeded.
For this reason, the inner air flow α and the outer air flow β in the vehicle width direction divided into two by the upstream region from the upstream front end 11h in the air flow direction of the air flow bisecting ridge 11a to the maximum width portion are the air flow bisecting ridges. In the downstream region from the maximum width portion of 11a to the rear end 11g on the downstream side in the air flow direction, the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c are not separated.

Therefore, when the inner air flow α and the outer air flow β are deflected under the guidance of the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c of the air flow bifurcated protrusion 11a, respectively, the laminar flow state is maintained. In addition, after the deflection by the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c, the inner air flow α and the outer air are separated from the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c. The flow β can be directed inward and downward in the vehicle width direction of the door mirror 9 in a laminar flow state.
For this reason, the inner air flow α and the outer air flow β are guided by the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c while passing in the vehicle width direction inward and lower of the door mirror 9 in a laminar flow state. be able to.

<Effect>
The operational effects of the side mirror peripheral air flow control device having the above-described configuration of the present embodiment will be described below with reference to FIGS.

According to the present embodiment, in the front fender 6 on the outer surface of the headlamp lens 11 which is in the region of the vehicle body outer modeling surface through which the air flow flowing toward the door mirror 9 passes and forms a part of the vehicle body outer modeling surface. Since the air flow bifurcated protrusion 11a extending in the air flow direction is provided from the front end to the rear end in the front-rear direction of the vehicle rather than the center of rotation of the front wheel 12 (see FIGS. 11 and 13 to 15), the following effects are achieved. An effect can be produced.
As shown in FIGS. 11 to 15, the airflow flowing in the vehicle width direction inside and outside the airflow α is prevented so that the airflows flowing toward the door mirror 9 along the vehicle body outer shaping surface do not mix with each other and become turbulent. And the outer air flow β can be bisected.

Moreover, according to the present embodiment, the inner side surface in the vehicle width direction of the air flow bifurcated protrusion 11a is directed inward in the vehicle width direction as it goes downstream in the flow direction of the inner air flow α, and finally the vehicle is closer to the vehicle than the door mirror 9. Because it was formed as an air flow inward guide vertical wall 11b with an inward curved surface that is oriented inward in the width direction,
As shown in FIGS. 11 to 15, the inner air flow α toward the door mirror 9 is reliably deflected inward in the vehicle width direction (toward the windshield 1) from the door mirror 9 by the inwardly curved surface of the air flow inward guide vertical wall 11b. In addition, the deflected air flow α can be passed inward in the vehicle width direction of the door mirror 9 in a laminar flow state.

  The deflection and control of the inner air flow α is caused by the air flow inward guide vertical wall 11b in front of the front wheel rotation center in front of the front wheel rotation center due to the upstream start position of the air flow bifurcated protrusion 11a in the air flow direction. By extending in the direction of air flow from the position, it can be made more reliable.

Thus, the inner air flow α toward the door mirror 9 can be prevented from colliding with the door mirror 9,
Wind noise generated when the air flow α collides with the door mirror 9 can be prevented or reduced, and the dynamic pressure generated when the air flow α collides with the door mirror 9 can be almost ignored. obtain.

Further, according to the present embodiment, the air flow inward guide vertical wall 11b allows the air flow α after being deflected as described above to pass inward in the vehicle width direction of the door mirror 9 in a laminar flow state.
The deflected air flow α is not peeled off from the air flow inward guide vertical wall 11b to generate a vortex and become a turbulent flow.
For this reason, it is possible to reliably prevent a situation in which the deflected air flow α becomes a turbulent state and collides with the door mirror 9, and the problem of wind noise due to the collision does not occur.

In addition, when the air flow α after the deflection becomes a turbulent state, this becomes a factor that increases the running resistance of the vehicle.
In the present embodiment, since the deflected air flow α is passed inward in the vehicle width direction of the door mirror 9 in a laminar flow state, the deflected air flow α increases the running resistance of the vehicle. It does not occur.

Furthermore, in order to pass the air flow α in the laminar flow state after deflection as described above inward in the vehicle width direction of the door mirror 9,
When the side of the vehicle body is tilted inward in the vehicle width direction as a result of the passage direction of the air flow α, the air flow α after passing through the door mirror 9 is as shown in FIGS. Thus, the air flow can be along the side of the vehicle body, and does not pass away from the side of the vehicle body as in the case of passing above or outside the door mirror 9.
For this reason, the air flow α after passing through the door mirror 9 can enjoy the lateral guide effect due to the side of the vehicle body, and even if it receives external force in the direction crossing the air flow direction, it does not tend to be turbulent. There is no problem that the running resistance of the vehicle is increased.

Further, the air flow guide wall surface at the downstream end of the air flow inward guide vertical wall 11b in the air flow direction is directed to an upper level than the gap S between the door mirror 9 and the vehicle body, as shown in FIG. Because the air flow guide surface has an upward tendency like this,
When the airflow α passes through the inside of the door mirror 9 in the vehicle width direction, sound does not pass through the narrow gap S, but the sound is generated by passing through the narrow gap S where the airflow α is applied. Absent.

Further, the air flow bifurcated protrusion 11a divides the air flow inside and outside in the vehicle width direction so that the air flow flowing toward the door mirror 9 along the outer body shaping surface does not mix with each other and become turbulent. Since it was divided into the flow α and the outer air flow β,
Then, the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c of the air flow bifurcated protrusion 11a are surfaces that do not intersect with each other on the downstream surfaces extending in the air flow direction. In order to prevent the inner air flow α and the outer air flow β from mixing with each other,
It is possible to prevent the airflow from colliding with the door mirror 9, and it is also possible to avoid a situation where a loud wind noise is generated due to this collision.

Further, when the vehicle width direction outer side surface of the air flow bisecting ridge 11a is viewed from the side of the vehicle, it goes downward in the vehicle vertical direction as it goes downstream in the flow direction of the outer air flow β, and finally lower than the door mirror 9. Because it was formed as an outer air flow downward guide surface 11c that is oriented,
As shown in FIGS. 11 to 15, the outer air flow β toward the door mirror 9 is deflected toward the lower side of the door mirror 9 by the lower inclination of the outer air flow lower guide surface 11c, and the deflected air flow β is in a laminar state. It can be passed under the door mirror 9.

  Such downward deflection and control of the outer air flow β is caused by the position of the outer air flow lower guide surface 11c in the vehicle front-rear direction relative to the front wheel rotation center due to the upstream start position of the air flow bifurcated protrusion 11a. By extending in the air flow direction from the front position, it can be made more reliable.

Thus, the outside air flow β toward the door mirror 9 can be prevented from colliding with the door mirror 9,
Wind noise generated when the air flow β collides with the door mirror 9 can be prevented or reduced, and the dynamic pressure generated when the air flow β collides with the door mirror 9 can be almost ignored. obtain.

Further, according to the present embodiment, the outer air flow lower guide surface 11c passes the air flow β after being deflected as described above under the door mirror 9 in a laminar flow state.
The deflected air flow β is not separated from the outer air flow lower guide surface 11c to generate a vortex and become a turbulent flow.
For this reason, it is possible to reliably prevent a situation where the deflected air flow β becomes a turbulent state and collides with the door mirror 9, and the problem of wind noise due to the collision does not occur.

In addition, when the air flow β after the deflection becomes a turbulent state, this becomes a factor that increases the running resistance of the vehicle.
In the present embodiment, since the deflected air flow β passes under the door mirror 9 in a laminar flow state, the deflected air flow β does not cause a problem of increasing the running resistance of the vehicle. .

On the other hand, since the outer air flow lower guide surface 11c is clearly shown in FIGS. 8 and 9, the rear end in the air flow direction is further continuous with the outer shape of the vehicle body panel in the rear of the air flow direction.
The outer shape of the vehicle body panel behind the outer air flow lower guide surface 11c can prevent the air flow β from being disturbed, and the operation and effect of the outer air flow lower guide surface 11c can be ensured. .

Furthermore, in order to pass the air flow β in the laminar flow state after deflection as described above under the door mirror 9,
The air flow β after passing through the door mirror 9 is shown in FIGS. 11 to 15 because of the passage direction of the air flow β and because the lower side of the vehicle body protrudes outward in the vehicle width direction from the upper side. Thus, the air flow can be along the side surface of the vehicle body, and does not pass through a place away from the side surface of the vehicle body as when passing above or outside the door mirror 9.
For this reason, the air flow β after passing through the door mirror 9 can enjoy the lateral guide effect by the side of the vehicle body, and even if it receives an external force in the direction crossing the air flow direction, it is difficult to have a turbulent flow tendency. There is no problem that the running resistance of the vehicle is increased.

In the present embodiment, the maximum width Wmax between the air flow bifurcated protrusion 11a and the vehicle width direction inner overhanging portion 11e and the vehicle width direction outer overhanging portion 11f shown in FIG. 10 is equal to or greater than the vertical height of the door mirror 9. Because I did something like
The separation of the inner air flow α and the outer air flow β by the air flow bifurcated protrusion 11a is ensured and the inner air flow α is prevented while reliably preventing these air flows from mixing with each other and becoming turbulent. The air flow control around the side mirror, which allows the door mirror 9 to pass inward in the vehicle width direction and allows the outer air flow β to pass below the door mirror 9, further enhances the above-described operational effects. Can be made.

Further, in this embodiment, as shown in FIG. 10, the air flow bifurcated protrusion 11a has a distance Ltail from the maximum width portion to the downstream rear end 11g in the air flow direction with respect to the maximum width Wmax. Because it is at least 1.9 times longer (Ltail / Wmax ≧ 1.9),
The inner air flow α and the outer air flow β divided by the upstream region from the upstream front end 11h in the air flow direction of the air flow bisecting ridge 11a to the maximum width portion are separated from the maximum width portion of the air flow bisecting ridge 11a. In the downstream region up to the rear downstream end 11g in the direction, the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c are not separated.

Therefore, the inner air flow α and the outer air flow β are maintained in a laminar flow state when guided by the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c of the air flow bifurcated protrusion 11a, respectively. Become.
For this reason, when the inner air flow α and the outer air flow β are guided by the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c, a turbulent flow state is not caused.
Due to this turbulent flow, it is possible to avoid problems that the inner air flow α and the outer air flow β collide with the door mirror 9 to generate wind noise or increase running resistance.

By the way, in order to achieve any of the above-described effects, in the present embodiment, the air flow toward the door mirror 9 is directly inward in the vehicle width direction or below the door mirror 9 before reaching the door mirror 9. Because it is deflected, and after the deflection, it is possible to achieve the effect by guiding the door mirror 9 to pass in the vehicle width direction in the laminar state or below the door mirror 9,
The deflection angle of the air flow by the air flow inward guide vertical wall 11b and the outer air flow lower guide surface 11c, which controls the air flow deflection guide, is very small.
Therefore, the dynamic pressure generated in the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c is very small.

Thus, the dynamic pressure in the air flow inner guide vertical wall 11b and the outer air flow lower guide surface 11c is extremely small, and the dynamic pressure in the door mirror 9 as described above is also very small,
The side mirror peripheral airflow control device of the present embodiment can achieve the above-described effect of preventing or reducing the wind noise of the door mirror 9 with almost no sacrifice of increasing vehicle running resistance.

Furthermore, according to the illustrated embodiment, the lowermost edge region of the outer airflow lower guide surface 11c is configured as the substantially vertical upright wall 11d, and therefore the following operational effects can be obtained.
If the lower inclined surface is set up to the lowermost edge region of the outer airflow lower guide surface 11c, the outer airflow lower guide surface 11c is continuous with the outer surface shape of the fender 6 when viewed in the vehicle longitudinal direction. A side airflow toward the door mirror 9 is drawn along the side surface of the vehicle body and becomes turbulent. The turbulent flow collides with the door mirror 9 and generates wind noise.

However, when the upright wall 11d that is substantially perpendicular to the lowermost edge region of the outer airflow lower guide surface 11c is set as in the illustrated embodiment, when the flat upright wall 11d is viewed in the vehicle front-rear direction, the outside of the fender 6 It will no longer be continuous to the side shape and will function to prevent the air flow on the side of the vehicle body from being involved,
As shown in FIGS. 6 to 10 as the air flow β, the vehicle body side air flow can be prevented from becoming turbulent by the above-described entrainment and colliding with the door mirror 9. It is possible to prevent a large wind noise from being generated at the door mirror 9.

In the illustrated embodiment, the air flow bifurcated protrusion 11a, the air flow inward guide vertical wall 11b, the outer air flow lower guide surface 11c, and the upright wall 11d that achieve the above-described effects are provided on the outer surface of the headlamp lens 11. Because we established
It is not necessary to change an expensive press die as in the case where these are set on the outer plate of the vehicle body, and the various effects described above can be achieved at low cost only by changing the shape of the headlamp lens 11.

In the conventional car A, the headlight arch part protruding higher than the engine hood is provided to extend in the air flow direction, and in the conventional car B, the turn signal arch part protruding higher than the engine hood. Is provided to extend in the air flow direction,
As a result of obtaining and confirming wind tunnel experiment data on both vehicles, the airflow during driving hits the door mirror directly in both cases.
Each of the headlight arch portion of the conventional vehicle A and the turn signal arch portion of the conventional vehicle B does not deflect at least the air flow along the vehicle body outer shape surface toward the door mirror so as not to collide with the door mirror. confirmed.

<Other examples>
The air flow bifurcated protrusion 11a, the air flow inward guide vertical wall 11b, the outer air flow lower guide surface 11c and the upright wall 11d are provided only on the outer surface of the headlamp lens 11, instead of around the headlamp lens 11. It may be provided so as to extend to the vehicle body outer plate, or instead of being provided on the outer surface of the headlamp lens 11, it may be provided only on the vehicle body outer plate,
In short, it is needless to say that it is preferable to set the area of the vehicle body outside shaping surface that can achieve the above-mentioned operational effects most reliably and satisfactorily.

Further, the vehicle body outer shaping surface in the vicinity of the headlamp lens 11 provided with the air flow bifurcated protrusion 11a, the air flow inward guide vertical wall 11b, the outer air flow lower guide surface 11c and the upright wall 11d,
Needless to say, at least the air flow inward guide vertical wall 11b, the outer air flow lower guide surface 11c, and the upright wall 11d have a shape that does not interfere with the above-described action.
Preferably, the air flow inward guide vertical wall 11b, the outer air flow lower guide surface 11c, and the upright wall 11d have a shape that promotes the above-described action.

1 Front windshield
2 Car body roof panel
3 Bonnet
4 Front grille
5 Front bumper
6 Front fender
7 Headlamp
8 Front door
9 Door mirror (side mirror)
11 Headlamp lens
11a Air flow bifurcation
11b Airflow inner guide vertical wall
11c Outer air flow downward guide surface
11d upright wall
12 Front wheels

Claims (2)

In the device for controlling the air flow around the side mirror attached to the vehicle body so that the oblique rear of the vehicle can be seen from the driver's seat,
The rear end portion of the tire wheel arch portion is provided in the region of the vehicle body outer shaping surface away from the side mirror through which the air flow passes, with the air flow lower guide surface that deflects the air flow toward the side mirror below the side mirror. A side mirror peripheral air flow control device for a vehicle, wherein the air flow control device is installed upright from the front in the air flow direction. The vehicle side mirror peripheral air flow control device according to claim 1, wherein the side mirror is a door mirror attached to a front door.
The airflow lower guide surface has a most upstream end in a flow direction of the airflow that is positioned in front of the front wheel rotation center in the front-rear direction of the vehicle and extends from the most upstream end in the flow direction of the airflow. An air flow control device around a side mirror of a vehicle.

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