RU213801U1 - SIDE DEFLECTOR FOR VEHICLE - Google Patents

Abstract

The utility model relates to the automotive industry, namely the development of auxiliary equipment for windows and windshields of motor vehicles. In particular, the proposed technical solution relates to the development of the design of the deflector of the side windows of a car, which is a protective wind-reflecting visor (windshield, visor), designed to be placed above the windows of the side doors of cars and trucks. The technical result of the utility model is the simplification of the design and ease of manufacture of the deflector. In addition, more effective noise insulation of the side window is provided when the car is moving. The specified technical result is achieved due to the fact that a side deflector for a car is claimed, containing a wing (visor) of a wind deflector and a contact (mounting) element for installing the deflector on the window frame of the side door of the car, and a double-sided adhesive tape is glued along the contact element from the inside, characterized in that the wing and the contact element are made in the same plane as a single integral element, and the thickness of the wing (visor) and the contact (mounting) element are made the same.

Description

The utility model relates to the automotive industry, namely the development of auxiliary equipment for windows and windshields of motor vehicles. In particular, the proposed technical solution relates to the development of the design of the deflector of the side windows of a car, which is a protective wind-reflecting visor (windshield, visor) designed to be placed above the windows of the side doors of cars and trucks.

Passengers of a vehicle during its movement often feel the need to open the windows in the passenger compartment or lower the glass of the side windows. However, in bad weather, rain, splashes, snow, etc. can enter the vehicle interior through the slightly open side window. To protect the interior of the car from precipitation and dirt, as well as to enhance the ventilation of the cabin, deflectors are used, made of various types of plastic, mounted on the window frame of the side door of the car.

Deflectors of the side windows of the car are widely known abroad. So, according to the Australian patent for the invention AU6252880, IPC: B60J 1/20, published on 06/25/1981 under the name "VEHICLE WIND DEFLECTOR", a curved deflector for a window of the front side door of a car was patented. The wind deflector housing and the mounting element connected to it are curved in the shape of the front and upper part of the window frame of the front side door of the car. In this case, the rear end of the wind deflector is connected to the window frame by a transverse mounting element made in the form of a bar in contact with the side face of the deflector, closing the space between the visor wing and the window frame.

The disadvantage of this design of the deflector is the noise that is generated when the car is moving, and the noise increases on the side face of the deflector, since the strongest turbulences of the flow of oncoming air occur on it when the car is moving.

It should be noted that the deflectors are installed above the windows not only on the front side doors of the car. Usually deflectors are installed in pairs on each side above the windows of the front and rear side doors of the car. In this case, above the window of the front side door, the rear end of the visor of the first deflector is connected to the transverse mounting element by the side face in the form of a flat transitional section in contact with the mounting element at an obtuse angle, and on the rear side door, the front part of the visor of the second deflector is connected to the transverse mounting element by the side face in contact with the mounting element at an acute angle.

The gap between the first and second side deflectors is a source of noise when the car is moving, which makes it uncomfortable to use paired side deflectors of a traditional shape, in which the air flow flowing down the wing of the front side deflector, reaching the specified gap, forms strong turbulences on it.

A solution to this problem was proposed in Japanese Patent Specification JP4386542, IPC: B60J 3/00, published on 12/16/2009. The problem is solved by changing the mounting structure of the transverse flanges of the side deflectors in such a way that the end of the front deflector visor is close to the side door leaf and to the beginning of the rear deflector visor of the rear side door with a minimum gap between the wind-reflecting surfaces of the first and second deflectors.

To do this, both adjacent transverse flanges on the front and rear deflectors were proposed to be made on the inside of the deflectors, that is, under the visor of the deflector's wind-reflecting surface. As a result, it would be possible to bring the respective end of the visor of the first and the beginning of the visor of the second deflector as close as possible, which would reduce the air gap between them.

However, in order to provide an improved mounting structure of the deflectors, it would be necessary to complicate the manufacturing process, since the upper mounting flanges of the deflectors were still bent up and out with a kink, almost at a right angle, and the transverse ones were bent inward. Such a shape cannot be obtained either by pressing or stamping, which served as an obstacle to their manufacture due to the high cost.

The disadvantage of JP4386542 is the reduced strength of the side deflector, low manufacturability and complexity of its installation on the car body, as well as the noise that occurs due to a sharp bend between the upper mounting flange and the deflector visor.

Known utility model RU188909U, published: 2019.04.29, which is aimed at solving the problem of improving the quality, aerodynamic properties and reliability of the design of the side deflector for a car, containing front and rear deflectors that make up a single wind-reflecting surface of the side deflector without a transverse gap between them. This analogue describes a side deflector for a passenger car, containing a front and rear visor for placement above the window of the front and rear side doors of the car, respectively, and fastening means, characterized in that the fastening means for the front and rear visors are made in the form of longitudinal and transverse mounting shelves, which are located under the wind-reflecting surface of the visors on their inner side, while the end of the front visor is close to the beginning of the rear visor so that the outer surface of the visors constitutes a single wind-reflecting surface of the side deflector, while between the longitudinal mounting shelf of the front and rear visors and their outer wind-reflecting surface, a smooth transition.

The closest analogue is patent RU147486U, IPC: B60J 1/20, publ. 11/10/2014, from which a deflector for a side window of a vehicle is known, including a wing (visor) of a wind reflector and a contact (mounting) element for installing the deflector on the window frame of a side door of a car. A double-sided adhesive tape is glued along the contact element on the inside, and a stainless steel molding is glued on the outside. At the same time, at the place of installation of the molding on the contact element, two parallel grooves are made on the outside, and the molding is made in the form of a profiled metal strip, the edges of which are bent and enter the grooves.

The disadvantage of the prototype is the additional noise that is generated when the vehicle is moving. The shape of the outer surface of the deflector is not smooth, since there is a sharp bend, almost at a right angle between the outer surface of the wing (visor) of the wind deflector and the outer surface of the contact element used to install the deflector on the car. That is, the contact element is made in relation to the wind deflector in the form of a flange bent at a right angle. When the car moves on the edge formed by the specified bend of the deflector profile, the air flows swirl, which creates additional noise. In addition, a loose fit of the decorative molding to the contact element is possible. In this case, there is a danger of the metal molding being torn off by oncoming air flows when the car is moving.

The technical problem of the prototype and other well-known solutions in general is the complexity of manufacturing the deflector, which is three-dimensional and can be produced either by molding or casting, or consists of several mounting elements.

In addition, all known forms of deflectors do not provide effective sound insulation despite attempts to create effective aerodynamic forms.

The objective of the utility model is to eliminate these technical problems.

The technical result of the utility model is the simplification of the design and ease of manufacture of the deflector. In addition, more effective noise insulation of the side window is provided when the car is moving.

This technical result is achieved due to the fact that a side deflector for a passenger car is claimed, containing a wing (visor) of a wind deflector and a contact (mounting) element for installing the deflector on the window frame of the side door of the car, and along the contact element, a double-sided adhesive tape is glued on the inside , characterized in that the wing and the contact element are made in the same plane as a single integral element, and the thickness of the wing (visor) and the contact (mounting) element are made the same.

Preferably, the deflector is cut from sheet material without additional molding.

It is possible that the wing and the contact element are made as a single integral element of transparent plastic or plexiglass.

It is possible that longitudinal notches are made parallel to the border of the wing and the contact element on the inner side of the deflector.

It is possible that, parallel to the border of the wing and the contact element, longitudinal notches are made on the outer side of the deflector.

Brief description of the drawings

On FIG. 1 shows an example of a deflector (3D view) made according to the utility model for the side glass of the front door of a Ford Explorer car (A - view from the outside, B - view from the inside).

On FIG. 2 shows an example of a deflector (3D view) made according to the utility model for the side glass of the front door of a Ford Focus car (A - view from the outside, B - view from the inside).

On FIG. 3 shows an example of a deflector (3D view) made according to the utility model for the side glass of the rear door of a Ford Focus car (A - view from the outside, B - view from the inside).

On FIG. 4 and FIG. 5 shows examples of assemblies of possible types of deflector (side view).

On FIG. 6, FIG. 7 shows an example of a deflector installed on the side windows of the front and rear doors of a Ford Focus car.

On FIG. 8 shows an example of a deflector installed on the side glass of the front door of a Ford Focus car (close-up view).

On FIG. 9 shows an example of a deflector installed on the side glass of the front door of a Ford Focus car (close-up view showing the size of the gap between the glass and the deflector).

On FIG. 10, Fig. 11 shows an example of a deflector installed on the side glass of the front door of a Ford Explorer car.

On FIG. 12 shows an example of a deflector installed on the side glass of the front door of a Ford Explorer car (close-up view showing the size of the gap between the glass and the deflector).

On FIG. 13 shows examples of deflectors made according to the utility model for the side glass of a car door (views from the inside), where the contact (mounting) element for installing the deflector limits the working part of the wing (visor) on the sides (A - view of the front side door, B - view rear side door).

On FIG. 14 shows an example of a deflector made according to the utility model for the side glass of a car door (view from the inside), in which the adhesive tape does not occupy the entire surface of the contact (mounting) element for installing the deflector.

On FIG. 15 shows an example of a deflector made according to the utility model for a side glass of a car door (view from the inside), in which longitudinal notches are made.

On FIG. 16 shows an example of a deflector made according to the utility model for the side glass of a Kamaz truck door (A - view from the outside, B - view from the inside).

On FIG. 17 - Fig. 19 shows examples of a deflector installed on the side glass of a Kamaz truck door.

On the drawings: 1 - wing (visor) of the wind deflector, 2 - contact (mounting) element for installing the deflector on the window frame of the side door of the car, 3 - adhesive tape, 4 - longitudinal notches for orienting the wing during installation, 5 - longitudinal notches for orientation contact element.

Implementation of the utility model

The side deflector for a passenger car contains a wing (visor) 1 of the wind deflector (see Fig. 1 - Fig. 3) and a contact (mounting) element 2 for installing the deflector on the window frame of the side door of the car.

A double-sided adhesive tape 3 is glued along the contact element 2 on the inside.

What is new is that the wing 1 and the contact element 2 are made in the same plane as a single integral element. At the same time, the thickness of the wing (visor) and the contact (mounting) element are made the same, which makes it possible to manufacture the deflector by cutting from a single sheet material, and this, in turn, simplifies the manufacturing process of the deflector, since if volumetric (not planar) deflectors are known in the usual way are made either by molding, or casting, or consisting of several mounting elements.

In the claimed utility model, it is possible to produce any shape of the deflector for any car by simple cutting from sheet material, for example, from plexiglass, plastic, polycarbonate, acrylic (see examples of various shapes from Fig. 4, Fig. 5) without additional molding.

Therefore, for the manufacture of any form of the deflector, no molds or molds are needed for casting, and it is also not necessary to assemble the deflector from several parts, since the wing 1 and the contact element 2 are made in the same plane as a single integral element.

Since the thickness of the wing (visor) 1 and the contact (mounting) element 2 are made the same, they are made as a single solid element and can be obtained by simple cutting from sheet material, for example, plexiglass or plastic. Accordingly, if the thickness of the wing (visor) 1 and the contact (mounting) element 2 are not made the same, they cannot be obtained by simple cutting from sheet material, for example, from plexiglass or plastic, which have the same sheet thickness in any of its sections. And in this case, the simplification of the design and ease of manufacture of the deflector will not be provided.

Despite numerous attempts to create an ideal aerodynamic shape in known deflectors, it has not been possible to provide effective sound insulation, since each specific model needs to study the aerodynamics of oncoming air flows, which most deflector manufacturers do not have, and car manufacturers keep this information closed.

The claimed utility model is devoid of the disadvantages of noise when the car is moving, since the air of the oncoming flow does not enter under the wing 1. At the same time, after installation on the side door of the car, an isolated area with air is formed in the space formed between the glass of the car door and the inner surface of the wing 1 of the deflector, which is entrained together with the movement of the car, and into which the oncoming air flow does not enter, since the declared shape of the deflector, when the wing 1 and the contact element 2 are made in the same plane as a single solid element, ensures the location of the wing 1 parallel to the side door glass plane.

In addition, the formed space between the glass of the car door and the inner surface of the wing 1 of the deflector is approximately 1 cm along with the thickness of the deflector itself (see Fig. 9, Fig. 12).

When air with sound enters the outer layer of the deflector, the latter absorbs some of the sound. The already absorbed sound is transmitted to the inner surface of the deflector and then passes into the air, which transmits the partially absorbed noise already up to the glass. Taking into account the thickness of the car door glass, the total soundproofing space with an air gap is about 2 cm, which makes it possible to perfectly eliminate noise coming from above the side door window.

In the well-known volumetric deflectors, air enters in the area between the glass of the car door and the inner surface of the wing of the deflector with an oncoming flow, which does not allow this air gap to be used as a soundproofing zone, in contrast to the claimed utility model, since the sound with a whistle immediately goes under it due to the presence of strong turbulence in the flow of oncoming air when the car is moving.

Meanwhile, the gap between the first and second side deflector, which is usually a source of noise when the vehicle is moving, does not form a swirl in the claimed deflector due to its tight fit to the door body.

Since the thickness of the wing (visor) 1 and the contact (mounting) element 2 are made the same, uniform sound insulation is provided along the entire deflector. Accordingly, if the thickness of the wing (visor) 1 and the contact (mounting) element 2 are not made the same, in some places of the deflector there will be greater sound insulation, and in some less. In this case, the level of sound insulation cannot be predicted and effective sound insulation of the side window when the car is moving can not be achieved. It is known that the effectiveness of sound insulation is provided by a stable sound-proof layer of a certain thickness of the material and/or medium. Therefore, when the thickness of the wing (visor) 1 and the contact (mounting) element 2 are made the same and represent a single plane, they form a stable noise-insulating layer and a stable sound-absorbing air medium in the layer between the deflector and the glass of the side door of the car, and also do not form turbulence oncoming airflow while driving.

Tests of experimental models of deflectors on a Ford Focus passenger car (see examples Fig. 6 - Fig. 8), as well as on a Ford Explorer brand car (see examples Fig. 10, Fig. 11), showed that at high speeds from 100 km/h and above, the noise from the headwind coming from the side mirrors is significantly lower than if the deflectors are not used or volumetric type deflectors are used.

Noise reduction is also achieved with a slightly ajar window of the front side door, if the glass is opened no lower than the edge of the wing 1.

The deflector can be made not only for cars, as shown in Fig. 1 - Fig. 15, but also for trucks.

So in Fig. 16 shows an example of a deflector made according to the utility model for the side glass of a Kamaz truck door (A - view from the outside, B - view from the inside).

Experimental tests of this deflector on Kamaz vehicles also confirmed the achievement of the declared technical result.

On FIG. 17 - Fig. 19 shows an example of a deflector installed on the side glass of a Kamaz truck door.

The utility model is used as follows.

The protective film of adhesive tape 3 is removed along the contact element 2 from the inside. A deflector is glued onto the door surface with a contact element 2 so that the wing 1 protrudes into the glass area, and the entire contact element sits in the door area (see examples in Fig. 6 - Fig. 8, Fig. 10, Fig. 11).

If the wing 1 and the contact element 2 are made as a single solid element made of transparent plastic or plexiglass, this makes it possible to more conveniently attach the adhesive tape 3 to the door, since its border is visible from the inside through the transparent body of the deflector.

The advantage of a transparent deflector is that longitudinal notches 4 and 5 can be made on its inner side, which allow the user to orient the deflector through the transparent surface of the deflector strictly parallel to the edge of the glass and the window frame of the side door of the car (see the example in Fig. 15 ). Thus, the longitudinal notches 4 serve to orient the wing 1 during installation, and the longitudinal notches 5 serve to orient the contact element 2. Thus, the transparent glass and the longitudinal notches 4 and 5 allow the adhesive tape 3 to be positioned more precisely in the right place without spacing.

It is also acceptable to make similar longitudinal notches with the same functions on the outer surface of the deflector if it is not transparent.

It should be understood that the shape and arrangement of the contact member 2 and the wing 1 are not limited, but only depend on the design of the car brand door. For example, in FIG. 13 (A and B) shows examples of deflectors made according to the utility model, in which the contact (mounting) element 2 for installing the deflector limits the working part of the wing (visor) 1 on the sides, since such a deflector can be attached precisely in those places to the side window frame car door, where the adhesive tape 3 is located. This improves the strength of the deflector and does not affect the achievement of the claimed technical result.

Also, the utility model is not limited by the shape and location of the adhesive tape 3 relative to the contact (mounting) element 2. The adhesive tape 3 can occupy both the entire surface of the contact (mounting) element 2, or occupy it partially, as shown in FIG. fourteen.

This allows you to use a part of the contact (mounting) element 2 not covered with adhesive tape as a mark for the convenience of correct orientation of the deflector during installation and does not affect the achievement of the claimed technical result.

Thus, the achievement of the claimed technical result is not affected by the shape and size, the location relative to each other of the contact (mounting) element 2, the wing (visor) 1 and the adhesive tape 3. The claimed technical result is provided only by the above elements 1, 2, 3, and also by the fact that the wing and the contact element are made in the same plane as a single integral element, and the thickness of the wing (visor) and the contact (mounting) element are made the same.

At the same time, the double-sided adhesive tape of the deflector can be supplied separately from the side deflector and pasted on it before use.

Claims (5)

1. A side deflector for a car, containing a wind deflector visor and a mounting element for installing the deflector on the window frame of the side door of the car, characterized in that the wind deflector visor and the mounting element are a single solid flat element of the same thickness to allow the wind deflector visor to be located parallel to the plane side door glass, but the entire assembly element in the door area. 2. The deflector according to claim 1, characterized in that it is made of sheet material. 3. The deflector according to claim 1 or 2, characterized in that it is made of transparent plastic or plexiglass, or polycarbonate, or acrylic. 4. The deflector according to claim 3, characterized in that for the possibility of orienting the deflector relative to the place of its fastening, longitudinal notches are made parallel to the border on the inner side. 5. The deflector according to claim 1, characterized in that for the possibility of orienting the deflector relative to the place of its fastening, longitudinal notches are made parallel to the border on the outer side.

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