Abstract:
A system to reduce wind noise and turbulent airflow from entering into a sunroof opening of a vehicle, including a sunroof panel slideably connected to the sunroof opening; a rail on a side of the sunroof opening; and a holder fixed in the rail; a deflector assembly including an upper panel pivotally connected to holder and a lower panel connected to the rail. The sunroof panel covers and compresses the deflector assembly in a closed position and covers the sunroof opening, and the deflector assembly rotates and extends when the sunroof panel retracts to an at least a partially open position.

Description:
BACKGROUND 
     Field of the Disclosure 
     The present disclosure is directed toward a compressible and extendable sunroof wind deflector system and method. 
     Description of the Related Art 
     As vehicle sunroofs encompass increasingly large areas, a number of challenges are growing in prominence. A sunroof tends to add mass to a vehicle and reduce an amount of available interior volume, particularly passenger headroom, due to the space requirements of the associated mechanisms needed for operating the sunroof. Use of an open sunroof also tends to increase vehicle aerodynamic drag and creates wind noise in the passenger compartment of the vehicle. Aerodynamic drag also has the undesirable effect of reducing vehicle fuel efficiency. For these reasons it is important that improved systems and methods for operation of sunroofs and sunroof mechanisms continue to be developed with the aim of reducing the aforementioned disadvantages. 
     SUMMARY 
     The present disclosure is directed to a system for deflecting airflow over and diffusing air before entering a vehicle sunroof opening. The system includes a vehicle having a sunroof opening, a sunroof panel slideably connected to the sunroof opening, and a first and a second rail. The first rail is disposed on a first side of the sunroof opening approximately parallel to a longitudinal axis of the vehicle, and the second rail is disposed on a second, opposite side of the sunroof opening approximately symmetrical and parallel with the first rail. A first and a second holder are each connected to the first rail and the second rail, respectively. A deflector assembly is connected to at least one of the first and second holder, and the first and second rail. In a case where the sunroof panel is in a closed position, it covers the sunroof opening and compresses the deflector assembly. In a case the sunroof panel is in at least a partially open position, the deflector assembly is allowed to extend and direct airflow over and to diffuse air before entering the sunroof opening, preventing high pressure air from entering the vehicle interior. 
     The foregoing general description of the illustrative implementations and the following detailed description thereof are merely exemplary aspects of the teachings of this disclosure, and are not restrictive. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A more complete appreciation of the disclosure and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: 
         FIG. 1  is a diagram of a sunroof wind deflector system of a vehicle, according to one example; 
         FIGS. 2A-2F  illustrate various views of a rail, according to one example; 
         FIGS. 3A-3F  illustrate various views of a holder, according to one example; 
         FIG. 4  illustrates a side view of the deflector assembly, according to one example; 
         FIGS. 5A-5B  illustrate a deflector assembly, according to one example; and 
         FIGS. 6A-6D  illustrate an assembly process of the sunroof wind deflector system, according to one example. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     In the drawings, like reference numerals designate identical or corresponding parts throughout the several views. Further, as used herein, the words “a”, “an” and the like generally carry a meaning of “one or more”, unless stated otherwise. 
     Referring now to the drawings, wherein like reference numerals designate identical or corresponding parts throughout the several views. 
       FIG. 1  is a diagram of a sunroof wind deflector system  101  of a vehicle  102 , according to one example. The sunroof wind deflector system  101  may include a first holder  700  and a second holder  701  connected to a first rail  200  and a second rail  201 , respectively, a front housing  300 , and a deflector assembly  150 . The first rail  200  may be positioned on a first side of a sunroof opening  104  of the vehicle  102 , the second rail  201  may be positioned on a second side of the sunroof opening  104 , and the pair of rails  200 ,  201  may be positioned approximately symmetrically relative to the vehicle  102 , the first rail  200  and the second rail  201  located on either side of the sunroof opening  104 . The front housing  300  may be located near an edge of the sunroof opening  104  located toward a front end of the vehicle  102 , and connected to the vehicle  102 . The deflector assembly  150  may be connected to at least one of the first rail  200  and the second rail  201 , the first holder  700  and the second holder  701 , and the front housing  300 , and positioned near an edge of the sunroof opening  104 . 
     In a closed state, a sunroof panel  106  may cover the sunroof opening  104  and the sunroof wind deflector system  101 , keeping the deflector assembly  150  in a compressed position below the sunroof panel  106 . 
     In an open state, the sunroof panel  106  may be retracted to at least partially open the sunroof opening  104  to expose an interior compartment of the vehicle  102  to an outside environment, and allow the deflector assembly  150  to rise up as the sunroof panel  106  is retracted in a rearward direction beyond a point where the deflector assembly  150  is located. 
       FIGS. 2A-2F  illustrate various views of the rail  200 , according to one example. The rail  200  may be connected underneath a roof surface of the vehicle  102  ( FIG. 1 ), with a first end located toward the front of the vehicle  102 , the rail  200  adjacent to a first longitudinal edge of the sunroof opening  104 . The second rail  201  may be symmetrical to and parallel with the first rail  200 , and located adjacent to a second longitudinal edge of the sunroof opening  104 .  FIG. 2A  illustrates one example of the rail  200 . The holder  700  may be connected to the rail  200  during assembly through insertion of the holder  700  into a channel  204  located along a length of the rail  200 .  FIG. 2B  illustrates another example of the rail  200 . The holder  700  may be connected to the rail  200  during assembly through insertion of the holder  700  into a channel  204  located along a length of the rail  200 , though the overall cross-sectional shape of the rail  200  of  FIG. 2B  may differ from that of  FIG. 2A , the cross sectional shape of the channel  204  may have identical dimensions in both  FIGS. 2A and 2B  to accommodate the holder  700  in each case. In both  FIGS. 2A and 2B , the rail  200  may include a channel  204  in its cross section, and a notched portion  202  along its length. The rail  200  also includes a projection  206  that extends upward from an interior portion of the channel  204 . 
     A process for connecting the holder  700  to the channel  204  of the rail  200  is illustrated by the section views of  FIGS. 2C-2E . The holder  700  may be inserted along a longitudinal axis of the rail  200  along a length of the channel  204 . The holder  700  ( FIGS. 2A, 2B ) may slide along the length of the rail  200 , the holder  700  partially located in the channel  204 , until the holder  700  is aligned with the notched portion  202  of the rail  200 . The holder  700  may then be pressed against the rail  200  such that at least one of a leg  710  and a leg  711  of the holder  700  are fully connected to and positioned against the projection  206  within the channel  204 . As evident by  FIG. 2D , a chamfered inner edge  703  of the holder  700  slides over the project  206  and a distal edge of the holder  700  is then held by the projection  206  as shown in  FIG. 2E . A tab  702  of the holder  700  is also pressed into the notched portion  202  of the rail  200  by an interference fit such that the holder  700  is then secured from relative movement to the rail  200 . The holder  700  may be secured to the rail  200  by placement of the holder  700  into the channel  204  and the notched portion  202 , and by compression of the tab  702  via an interference fit with the rail  200 . The holder  700  may thus be prevented from vibrating or rattling relative to the vehicle  102 , the rail  200 , and the sunroof panel  106 . The holder  701  may be secured to the rail  201  in a substantially similar way. 
     Further, at least one of the front end of the first rail  200  and the front end of the second rail  201  may provide a surface to which a lower panel  500  may connect via a mounting arm  502  ( FIG. 4 ).  FIG. 2F  illustrates a side view of a completed assembly of the holder  700  and the rail  200  according to  FIGS. 2C-2E . 
     An advantage of a compact, nested connection between the holder  700  and the rail  200  is that space is still available for other sunroof components to be connected to and move along the rail  200 . 
       FIGS. 3A-3F  illustrate various views of the holder  700 , according to one example. The holder  700  may be positioned alongside or within, and connected to, the rail  200  as shown by  FIGS. 2A-2F . The holder  700  may further include an upper panel mount  706  and an upper panel stop  708 . An upper panel  400  may be rotatably connected to the holder  700  and a first end of the upper panel  400  may rotate about the upper panel mount  706  while the upper panel stop  708  restricts movement of the upper panel  400  to keep the first end of the upper panel  400  connected to the upper panel mount  706  as the upper panel  400  rotates through its operating range of motion ( FIG. 4 ). An arbor  704  may project orthogonally from a longitudinal axis of the holder  700 . The arbor  704  may be connected to and support a coil portion of a torsion spring  128  ( FIGS. 5A-5D ). A first end of the torsion spring  128  may connect to the holder  700  at a spring channel  712 , the spring channel  712  retaining the front end of the torsion spring  128  and securing to the holder  700 . A second end of the torsion spring  128  may connect to the upper panel  400 . As the holder  700  is connected to the channel  204 , the tab  702  may be forced into the notched portion  202  of the rail  200 . The tab  702  may bend to fit as a height of notched portion  202  may be less than a height of tab  702 , creating an interference fit between the notched portion  202  and the tab  702 . The purpose of the leg  710  and the channel  204  is to laterally secure the holder  700  to the rail  200 . As the holder  700  is positioned along the rail  200  during assembly, the holder  700  may be laterally secured by being pushed into the channel  204  which forces the tab  702  into the notched portion  202 . The leg  711  may interact with and connect to the channel  204  the same way as the leg  710  does. The second holder  701  may be connected to the second rail  201 , and both the second rail  201  and the second holder  701  may be symmetrical to the first rail  200  and the first holder  700 , respectively.  FIG. 3F  illustrates the holder  700  connected to the rail  200 , similar to that illustrated by  FIG. 2E . 
       FIG. 4  illustrates a side view of the deflector assembly  150 , according to one example. The description that follows describes one portion of the upper panel  400 , and the upper panel  400  may possess a matching second portion that is substantially symmetrical to the first portion. Both portions are illustrated by  FIGS. 1 and 5B . The first end of the upper panel  400  may include a mount cutout  402  shaped to connect to the upper panel mount  706 . A downward facing side of the upper panel  400  may be in contact with a second end of the torsion spring  128 . As the upper panel  400  rotates through its range of motion from a state where the sunroof panel  106  and the upper panel  400  are in a closed position to a state where the sunroof panel  106  is in an at least partially open position, the second end of the torsion spring  128  may push and extend the upper panel  400  to a position above a roof surface of the vehicle  102 , and the upper panel  400  is then in an extended position protruding above a height of the sunroof panel  106 . As the upper panel  400  extends and retracts, the second end of the torsion spring  128  may slide along the downward facing side of the upper panel  400  to maintain a spring force against the upper panel  400 . In an extended position, the upper panel  400  may also pull the mesh  600  in an upward direction to provide a surface by which to direct airflow. The torsion spring  128  may pivot about the arbor  704  and maintain spring tension between the holder  700  and the upper panel  400 , providing force to extend the upper panel  400  in an upward direction in a case the sunroof panel  106  is retracted and not resting above the upper panel  400 . In a case the sunroof panel  106  is not sufficiently retracted toward the rear of the vehicle  102 , the torsion spring  128  remains compressed by the upper panel  400  due to the pressure of the sunroof panel  106  on the upper panel  400 , and the upper panel  400  remains in a folded position. A spring force of the torsion spring  128 , or a combined spring force of a number of torsion spring  128 , applied against the upper panel  400  may be sufficient to prevent vibrational movement of the upper panel  400  up to about 4.4 G of induced vibration. 
     As the vehicle  102  travels in a forward direction with the sunroof panel  106  in an open or partially open position and the upper panel  400  is in an extended position, the mesh  600  may be stretched to a tautness such that the mesh  600  directs airflow over the sunroof opening  104  and diffuses high pressure air in such a way as to reduce wind noise and turbulent airflow into an interior of the vehicle  102  than if the upper panel  400  and the mesh  600  were not in an extended position with the sunroof panel  106  in the same open or partially open position. 
     In another example, the upper panel  400  may be formed from an assembly of at least two components. In a combined state the components may be structurally and functionally similar to the example described above. The description that follows describes one portion of the upper panel  400  and one portion of the lower panel  500 . Each portion of the upper panel  400  and the lower panel  500  may possess a respective matching second portion that is symmetrical to the first portion. 
       FIGS. 5A-5B  illustrate the deflector assembly  150 , according to one example. The deflector assembly  150  may include a mesh  600 , a first edge of the mesh  600  may be connected to the upper panel  400 , and a second edge of the mesh  600  may be connected to a lower panel  500 . The mesh  600  may be connected to the upper panel  400  along a lateral edge (relative to the  102 ) of the upper panel  400  and the mesh  600  may be connected to the lower panel  500  along a lateral edge (relative to the  102 ) of the lower panel  500 . Connections between the upper panel  400  and the mesh  600 , and between the lower panel  500  and the mesh  600  may be formed by a process of overmolding where the upper panel  400  and the lower panel  500  may each be formed from a resin, for example, polypropylene, and the mesh  600  (which may be formed from a fabric) are all combined to form the deflector assembly  150 . 
     The upper panel  400  and the lower panel  500  may be able to move freely relative to each other, limited by their connection to the mesh  600  or by connections to other components to which either the upper panel  400  and the lower panel  500  are attached. The mesh  600  becomes taut once the second end of the upper panel  400  and the second end of the lower panel  500  are sufficiently far apart such as in a case that the sunroof panel  106  is in an open or partially open position and the deflector assembly  150  is in an extended position. Conversely, in a case the sunroof panel  106  is closed then the deflector assembly  150  may also be in a closed state and the mesh  600  is folded. The deflector assembly  150  is designed to connect to the first rail  200  and second rail  201 , the first holder  700  and second holder  701 , and the front housing  300  such that in an open position of the sunroof panel  106 , the deflector assembly  150  is in an extended position and the mesh  600  is pulled taut between the upper panel  400  and the lower panel  500  by a spring force of the torsion spring  128 . In a closed position of the sunroof panel  106 , the upper panel  400  and the lower panel  500  are compressed together and the mesh  600  is folded, as the torsion spring  128  is compressed by the position of the sunroof panel  106  over the upper panel  400 . 
     The upper panel  400  may have a second, substantially symmetrical end connected to the second holder  701  in the same way, the upper panel  400  forming a “U” shape between the first and the second ends in a plan view. 
     The lower panel  500  may have a second, substantially symmetrical end, the lower panel  500  forming a “U” shape between the first and the second ends in a plan view. The mounting arm  502  may be connected to the first end of the lower panel  500 , and a mounting arm  503  may be connected to the second end of the lower panel  500 . The mounting arm  502  may be configured to connect to an end of the rail  200  such as by a snap fit, and the mounting arm  503  may be configured to connected to an end of the rail  201  such as by a snap fit. One or more molding interface  504  may be connected to an edge of the lower panel  500 . 
     The mounting arm  502  includes a first guide surface  506 , second guide surface  508 , a U-shaped portion  510 , and a recess  512 . The first guide surface  506  and the second guide surface  508  are arranged on upper and lower ends of the arm  502 . Each of the first guide surface  506  and second guide surface  508  have a chamfered or curved edge that allow for the location of the end of the rail  200 . If the end of the rail  200  is below or above the mounting arm  502 , the end of the rail  200  slides along the respective first guide surface  506  or second guide surface  508  before locating in the recess formed between the guide surfaces. The U-shaped portion  510  and recess  512  combine to form an elastic construction so that the mounting arm  502  is movable in a resilient manner upwards and downwards with reference to  FIG. 4 . The combination of the elastic deformation of the U-shaped portion  510  and the guide surfaces ( 506  and  508 ) ease the insertion of the mounting arm  502  on the end of the rail  200 . 
     The edge of the lower panel  500  may be configured such that the number of molding interface  504  connect to a corresponding number of lower panel hook  302  of the front housing  300 , allowing the lower panel  500  to be positioned in a stable manner within the vehicle  102 . Each molding interface  504  may be undercut such that the molding interface  504  may easily hook to a corresponding lower panel hook  302  on the front housing  300  ( FIG. 4 ). 
     In another example, the lower panel  500  may be formed from an assembly of at least two components. In a combined state the components may be structurally and functionally similar to the example described above. 
       FIGS. 6A-6D  illustrate an assembly process of the sunroof wind deflector system  101 , according to one example. In one implementation, the torsion spring  128  may be positioned on the arbor  704  of the holder  700  such that the torsion spring  128  may pivot about the arbor  704 . The first end of the torsion spring  128  may be placed into the spring channel  712  of the holder  700 . The second end of the torsion spring  128  may be positioned to project upwardly toward to support the upper panel  400 . The upper panel  400  of the deflector assembly  150  may then be connected to the upper panel mount  706  of the holder  700 . The upper panel  400  may then be lowered to make contact with the second end of the torsion spring  128  which provides a resistance force against a downward movement of the upper panel  400  as the deflector assembly  150  changes between an extended and a retracted position. 
     The upper panel  400  may be connected at an angle with the horizontal that is greater than an angle within an operating range of the upper panel  400  to help ensure retention of the upper panel  400  to the upper panel mount  706 . The angle with the horizontal may be greater than about 45 degrees. 
     Thus, the foregoing discussion discloses and describes merely exemplary embodiments of the present application. As will be understood by those skilled in the art, the present application may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Accordingly, the disclosure of the present application is intended to be illustrative, but not limiting of the scope of the application, as well as other claims. The disclosure, including any readily discernable variants of the teachings herein, define, in part, the scope of the foregoing claim terminology such that no inventive subject matter is dedicated to the public.