Patent Document

FIELD OF THE INVENTION 
     The present invention relates to wind noise reduction for motor vehicles. 
     BACKGROUND OF THE INVENTION 
     Generally, motor vehicles employ outside mirrors to enable operators to view hazards along side and behind their vehicles. Typically, these side mirrors extend away from the exterior of the motor vehicle and are developed to minimize the undesirable aerodynamic drag of the motor vehicle. This development to reduce aerodynamic drag typically results in increasing the strength of the airflow over the side windows of the vehicle. Through the Helmholz resonance phenomenon, this strong airflow can cause a buffeting pressure pulsation in the motor vehicle interior when the rear windows of the vehicle are opened. The wind buffeting phenomenon makes it undesirable for operators to have the rear windows open during operation of the motor vehicle at certain speeds. 
     SUMMARY OF THE INVENTION 
     An exterior mirror system for a motor vehicle according to a first aspect of the present invention is provided, including a housing and a coupling arm. The coupling arm is adapted to couple the housing to a body of the motor vehicle. The exterior mirror system also includes a deployable panel substantially resident in the housing in a stowed position and extending toward the body in a deployed position. 
     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. 
         FIG. 1  is a perspective view of an exemplary motor vehicle including a deployable deflector for an outside mirror according to an exemplary embodiment of the present invention; 
         FIG. 2  is a detailed perspective view of the outside mirror of  FIG. 1  with the deployable deflector shown in non-deployed position according to an exemplary embodiment of the present invention; 
         FIG. 3  is a detailed perspective view of the outside mirror of  FIG. 1  with the deployable deflector shown in deployed position according to an exemplary embodiment of the present invention; 
         FIG. 4  is a cross-sectional view of the outside mirror of  FIG. 1 , taken along line  4 - 4  of  FIG. 1 , with the deflector advancing towards the deployed position according to an exemplary embodiment of the present invention; 
         FIG. 5  is a cross-sectional view of the outside mirror of  FIG. 1 , taken along line  4 - 4  of  FIG. 1 , with the deflector in the deployed position according to an exemplary embodiment of the present invention; 
         FIG. 6  is a cross-sectional view of the outside mirror of  FIG. 1 , taken along line  6 - 6  of  FIG. 1 , employing an alternative deployable deflector in a partially deployed position according to an exemplary embodiment of the present invention; and 
         FIG. 7  is a detailed perspective view of the alternative deployable deflector of  FIG. 6  in the deployed position according to an exemplary embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Although the following description is related generally to an outside mirror deploying a deflector for side window buffeting reduction for a mobile platform, such as a motor vehicle, it will be understood that the outside mirror, as described and claimed herein, is used with any appropriate application. Therefore, it will be understood that the following discussions are not intended to limit the scope of the appended claims. 
     With reference now to  FIGS. 1 ,  2  and  3 , a motor vehicle  10  is shown with an outside mirror  12 . The outside mirror  12  is generally mounted to an exterior  14  of the motor vehicle  10  adjacent to a front end  16  of the motor vehicle  10 . It will be understood that although the outside mirror  12  is described herein as being mounted near a front end  16  of the motor vehicle  10 , the outside mirror  12  is mounted at any desired location on the motor vehicle  10  that lies upstream of the airflow over the sideglass surfaces of the motor vehicle. The motor vehicle  10  defines a passenger area  18 , which includes at least one or a plurality of rear windows  20 . The outside mirror  12  generally includes a projecting portion or a mirror housing  22  coupled to an attachment portion or support  24  with a deflector system  28  coupled to at least one of the mirror housing  22  and the support  24 , as will be described herein. The deflector system  28  moves from a stowed or non-deployed position ( FIG. 2 ) to a fully deployed position ( FIG. 3 ) to substantially fill a channel  26  defined between the mirror housing  22  and the support  24 . The deflector system  28  generally serves to reduce a buffeting effect that occurs when at least one of the rear windows  20  is moved from a closed position to an open position (shown in phantom). 
     With additional reference to  FIG. 6 , the mirror housing  22  is generally square or rectangular with a projecting portion defining a first side  30 , a second side  32 , a third side  34  and a fourth side  36  coupled to a mounting plate  38 . Typically, the first side  30 , the second side  32 , the third side  34 , and the fourth side  36  are each coupled to the mounting plate  38  to define a cavity for receipt of a mirror  52 , as best shown in  FIG. 6 . The mirror  52  will not be described in great detail herein; however, the mirror  52  is configured to pivot with respect to the cavity as is generally known. With reference back to  FIGS. 2 and 3 , the first side  30  is generally parallel to the third side  34  and the second side  32  is generally parallel to the fourth side  36  ( FIG. 2 ). The mirror housing  22  is composed of a polymeric material, such as polyester thermoplastic, and is integrally formed through molding. 
     With additional reference to  FIGS. 5 and 6 , the mounting plate  38  generally has a first side  54  and a second side  64 . A chamber  56  is defined in between a rear side  62  of the mirror  52  and the first side  54  of the mounting plate  38 . The chamber  56  receives at least a portion of the deflector system  28  as will be described in greater detail below. The second side  64  of the mounting plate  38  couples the mirror housing  22  to the support  24 . Generally, the second side  64  of the mounting plate  38  includes an attachment portion or an arm  66 , which mates with the support  24  to enable the mounting plate  38  and mirror housing  22  to pivot with respect to the support  24 . 
     The arm  66  is configured to pivot about a pivot P ( FIG. 3 ) allowing the mirror housing  22  and/or arm  66  to fold inboard to a position either fore or aft of its normally functioning position. It should be noted that the pivot P can be positioned at any desired location on the arm  66 , such as pivot P 2  (as shown in phantom in  FIG. 3 ). The arm  66  also defines a slot  72  for receipt of at least a portion of the deflector system  28 , as will be described in greater detail herein. The arm  66  pivotably engages the support  24 . 
     The support  24  includes a first end  76  and a second end  78 , as best shown in  FIG. 3 . The support  24  is composed of a polymeric material, such as polyester thermoplastic. The support  24  is generally coupled to the exterior  14  of the motor vehicle  10 . The support  24  is coupled to the exterior  14  through any appropriate technique, such as mechanical fasteners, adhesives or bonding. The support  24  is any appropriate shape, but is typically triangular. The support  24  defines a surface  82 , which pivotably and slideably engages a surface  86  of the arm  66  to enable the mirror housing  22  to pivot with respect to the second end  78 . 
     With additional reference to  FIG. 5 , the deflector system  28  includes a flap  88  and a control system  90 . The flap  88  is composed of a polymeric material, however, any material with suitable rigidity is employed. The flap  88  is generally operable in a retracted or stowed position ( FIG. 2 ) and an extended or deployed position ( FIG. 3 ). The flap  88  generally has a first side  92 , a second side  94 , a third side  96  and a fourth side  98 . The first side  92  and third side  96  generally have a length L 5 , which is less than a length L 1  of the mirror housing  22 , but is greater than a length L 8  if desired ( FIG. 5 ). In addition, the first side  92  and third side  96  are configured to slideably engage at least one or a plurality of guides formed in the mirror housing  22  (not specifically shown). The flap  88  has a central length L 6 , which is at least equivalent to a distance D of the support  24 , or is greater than the distance D if desired ( FIG. 5 ). In addition, the second side  94  is coupled to or includes a seal  108  to seal the flap  88  against the support  24  when the flap  88  is in the deployed position. In addition, it will be understood that the second side  94  is generally configured to contact the support  24 , and thus has any desired shape, such as angular. 
     A first surface  104  of the flap  88  is generally exposed to a drag force F when the flap  88  is in the deployed position and a second surface  106  of the flap  88  is coupled to the control system  90 . The control system  90  includes a controller  110  configured to receive a signal from a first sensor  112  and a second sensor  114  to operate a motor  116 . The first sensor  112  is a position sensor coupled to both of the rear windows  20  to sense the location of the rear window  20 , and transmit the signal when the rear window  20  enters an open position ( FIG. 1 ). In the alternative, the first sensor  112  is a pressure sensor  112 ′ operable to transmit the signal when a pressure in the passenger area  18  exceeds a pre-selected value ( FIG. 1 ). The second sensor  114  is a vehicle speed sensor that transmits a signal to the controller  110  when the vehicle speed exceeds a threshold ( FIG. 1 ). 
     With reference back to  FIGS. 4 and 5 , upon receipt of the signals from the first and second sensors  112 ,  112 ′,  114 , the controller  110  initiates the motor  116 . The motor  116  is any suitable electric motor, such as a DC motor, and includes an output shaft  118 . The output shaft  118  is a screw drive that engages a bore  120  coupled to the second side  106  of the flap  88 . Thus, the rotation of the output shaft  118  translates the flap  88  into and out of the deployed position. It should be noted, however, that various other mechanisms may be employed to translate the flap  88  from the stowed position to the deployed position. When the speed of the motor vehicle  10  falls below the threshold and/or the rear window position is changed, the first sensor  112  or the second sensor  114  sends a second signal to the controller  110 . Based on the second signal, the controller  110  drives the motor  116  in the reverse direction to move the flap  88  from the deployed position to the stowed position. 
     In the alternative, with reference now to  FIGS. 6 and 7 , an alternative deflector system  200  is shown. As the deflector system  200  is similar to the deflector system  28 , the same reference numerals will be used for the same or similar components. The deflector system  200  includes the flap  202  and a control system  204 . The flap  202  is generally operable in a retracted or stowed position and an extended or deployed position (as shown in phantom in  FIG. 6 ). The first side  92  and third side  96  of the flap  202  generally have a length L 7 , which is at least equivalent to a distance D 1 . The second side  94  is coupled to and includes a seal  108  to seal the flap  202  against the support  24  when the flap  202  is in the deployed position. In addition, it will be understood that the second side  94  is generally configured to contact the support  24 . 
     A fourth side  203  of the flap  202  defines a pivot point P at an intersection of the third side  96  and the fourth side  203 . The pivot point P is defined by a geared hinge  206 . The third side  96  is responsive to the control system  204  to enable the flap  202  to move from the stowed position ( FIG. 6 ) to the deployed position ( FIG. 7 ). 
     The control system  204  includes the controller  110  coupled to a motor  212 . The motor  212  includes a drive shaft  214 , which includes a worm (not shown) to rotate a first spur gear  216  coupled to a second spur gear  218  formed at the intersection of the third side  96  and the fourth side  203  to pivot the flap  202  from the stowed position to the deployed position upon receipt of the signals from the first and second sensors  112 ,  114 . When the speed of the motor vehicle  10  falls below the threshold value, the controller  110 , based on the second signal, actuates the motor  212  to rotate in a reversed direction to move the flap  202  from the deployed position to the stowed position. It will be understood, however, that any device may be used to pivot the flap  202  from the first position to the second position. 
     During the operation of the motor vehicle  10 , if the speed of the motor vehicle  10  exceeds the threshold value, the second sensor  114  sends the signal to the controller  110 . If, during the continued operation of the motor vehicle  10  at this speed, the rear windows  20  of the motor vehicle  10  are moved from the closed position to the open position, or the pressure in the passenger area  18  exceeds the pre-selected amount, the first sensor  112  sends the signal to the controller  110 . Based on the signals from the first and second sensors  112 ,  114 , the controller  110  activates the motor  116 ,  212  to move the flap  88 ,  202  from the stowed position to the deployed position. If the controller  110  actuated the motor  116 , the motor  116  rotates the output shaft  118  to translate the flap  88  in the guides  102  from the first position to the second position to fill the channel  26  defined by the distance between the mirror housing  22  and the support  24 . If the controller  110  actuates the motor  212 , the geared hinge  206  pivots the flap  202  from the stowed position to the deployed position. If the speed of the motor vehicle  10  falls below the threshold, the second sensor  114  then sends the second signal to the controller  110  and the controller  110  actuates the motor  116 ,  212  to move the flap  88 ,  202  from the deployed position to the stowed position. 
     The description of these teachings is merely exemplary in nature and, thus, variations that do not depart from the gist of the teachings are intended to be within the scope of the teachings. Such variations are not to be regarded as a departure from the spirit and scope of the teachings.

Technology Category: 7