JP4816898B2 - door mirror - Google Patents

Description

  The present invention relates to a door mirror including a base serving as a fixed base to a vehicle body and a mirror body attached to the base.

In order for the driver to check the rear side of the vehicle side part, a door mirror is often attached near the base of the A pillar. (Although it is not actually attached to the door, and some are attached to the body part ahead of the hinge part of the door, here is a mirror for the rear confirmation attached near the base of the A pillar. In this case, it is called a door mirror.) Since the door mirror is provided so as to protrude from the side surface of the vehicle body, it is a source of wind noise. The following [Patent Document 1] also describes such a door mirror.
JP 2003-112573 A

  As described above [Patent Document 1], with respect to the door mirror, the mirror base is often attached to the vehicle body, and the mirror main body portion is often disposed with a gap between the side surface of the vehicle body (mirror base). However, since a step is generated between the rear end of the mirror base and the door glass surface, the wind flowing from the front along the mirror base peels off from the rear end of the mirror base and becomes turbulent. This turbulent flow collides with the door glass and reaches the occupant as noise such as “buzzy”. Accordingly, an object of the present invention is to provide a door mirror that enables reduction of wind noise as noise.

The door mirror of the present invention includes a base that is a fixed base to the vehicle body and a mirror body that is attached to the base, and the base is attached to the side surface of the vehicle body and from the attachment portion toward the side. The mirror body is attached to the arm with a gap between the mounting portion and the surface of the mounting portion in the vicinity of the rear edge of the vehicle along the side edge. A protrusion is formed , the protrusion extends to the base end portion of the arm, is formed with a length of 20 mm or more with reference to the base end portion, and the vehicle rear side of the mounting portion It is characterized by being formed within 20 mm in front of the vehicle from the last edge of the edge .

According to the door mirror of the present invention, the wind from the front of the vehicle is separated from the vehicle body (door glass surface) by the projection formed on the surface near the vehicle rear side edge of the mounting portion, and the turbulent flow generated in the door mirror portion. Can hardly collide with the vehicle body (door glass surface), or it can be prevented from colliding, and wind noise can be reduced. At this time, if the protrusion is less than 20 mm in length with respect to the base end portion, a suitable reduction effect cannot be obtained, and 20 mm from the rear end edge of the mounting portion on the vehicle rear side to the vehicle front side. If it is not formed within the range, a turbulent flow is generated again at the rearmost edge, so that a suitable reduction effect cannot be obtained.

Hereinafter, embodiments of a door mirror of the present invention will be described in detail with reference to the drawings. In FIG. 1, the perspective view of the door mirror of 1st embodiment is shown. As shown in FIG. 1, the door mirror 1 includes a base 2 that is a fixed portion to the vehicle body, and a mirror body 3 attached to the base 2. Furthermore, the base 2 includes a substantially triangular plate-like attachment portion 2a attached to a door (vehicle body side surface), and an arm 2b extending in a cantilever shape horizontally from the lower end edge of the attachment portion 2a. The mirror body 3 is attached to the upper surface of the arm 2b, and there is a gap between the mirror body 3 and the attachment portion 2a.

  And the protrusion 4 is formed in the rearmost edge part of the attachment part 2a over the substantially full length along this edge part. The protrusion 4 has a substantially triangular cross section as shown by a dotted line in FIG. 1 and is raised only in the vicinity of the edge. A part of the lower end of the protrusion 4 reaches the upper surface of the arm 2b (see FIG. 5 and the like described later). The turbulent flow generated at the rear end of the mounting portion 2a due to the wind blown between the mounting portion 2a and the mirror main body 3 from the front is caused to flow backward from the vehicle body (door glass surface), so that Wind noise, which is noise generated by collision with the glass surface, can be reduced. The reason why the lower end of the protrusion 4 is extended to the base end of the arm 2b is that this is preferable for separating the turbulent flow from the vehicle body.

  In FIG. 2, the door mirror 1 of 2nd embodiment is shown. In addition, the same code | symbol is attached | subjected to the part which is the same as that of 1st Embodiment of FIG. 1, or the detailed description is abbreviate | omitted. The door mirror 1 of this embodiment differs from the door mirror 1 of the first embodiment described above only in the length of the protrusions 4. A part of the lower end of the protrusion 4 reaches the upper surface of the arm 2b, and the upper end of the protrusion 4 extends almost to the middle of the rear edge of the mounting portion 2a. The length L in FIGS. 1 and 2 is the flow from the upper surface of the arm 2b. Thus, a difference occurs in the effect of reducing the wind noise that becomes noise depending on the length of the protrusion 4. This will be described in detail later.

In FIG. 3, the door mirror 1 of 3rd embodiment is shown. Also in this embodiment, the same or equivalent parts as those in the first embodiment of FIG. The door mirror 1 of this embodiment is different in that a notch is formed in the middle of the protrusion 4 of the door mirror 1 of the first embodiment described above, and the protrusion 4 is formed intermittently. Here, the lengths l ₁ , l ₂ and l ₃ of the protrusions 4 are 20 mm, and the interval between the protrusions 4 is 10 mm. By doing so, it is possible to tune the generated wind noise at the same time as reducing the wind noise that is the noise at the door mirror 1 portion.

  In FIG. 4, the door mirror 1 of 4th embodiment is shown. Also in this embodiment, the same or equivalent parts as those in the first embodiment of FIG. The door mirror 1 of this embodiment differs from the door mirror 1 of the second embodiment described above only in the position of the protrusion 4 in the vehicle front-rear direction. In the embodiments so far, the topmost portion of the protrusion 4 is along the rearmost edge of the mounting portion 2a. However, in this embodiment, the position is moved to the vehicle front side by the distance D. In this way, a difference occurs in the effect of reducing wind noise, which is noise, depending on the position of the protrusion 4 (distance D in FIG. 4). This will be described in detail later.

  The effect of reducing wind noise, which is noise generated by the protrusions 4, varies depending on the form of the protrusions 4. As the parameters of the formation form, in addition to the above-described length L shown in FIG. 5, the distance D and the height shown in FIG. 6 (height from the surface of the mounting portion 2a: the substantial height of the protrusion 4) H), angle (angle formed between the surface of the mounting portion 2a and the front surface of the protrusion 4) θ. Experiments were conducted to determine suitable ranges for these parameters. The experimental results are shown in FIGS. In any of the results, the vertical axis indicates the sensory evaluation of the wind noise, and the better the result, the better the wind goes upward (the wind noise is small, not the wind noise as noise).

  First, FIG. 7 shows the result when the height H and the angle θ of the protrusion are changed. In this case, the protrusion 4 is formed as shown in FIG. 1 (the length L is substantially the entire length of the rear end edge of the mounting portion 2a, and the distance D is 0). As can be seen from FIG. 7, on the side where the angle θ is small (10 ° to 60 °), the height H is good in the order of 11 mm, 8 mm and 5 mm, and on the side where the angle θ is large (70 ° to 100 °), The height H is good in the order of 5 mm, 8 mm, and 11 mm. When the angle θ is between 60 ° and 70 °, the height H is 11 mm, 8 mm, and 5 mm. On the other hand, when the height H is 3 mm, the result is not entirely satisfactory.

  This seems to be because the height of the protrusion 4 is too low to sufficiently separate the turbulent flow from the vehicle body. For this reason, the height H is preferably 3 mm or more, and if it is less than 3 mm, a sufficient reduction effect cannot be obtained. Moreover, about angle (theta), since an effect is acquired at 20 degrees-100 degrees, it is preferable in it being in this range. If the angle is less than 20 ° or exceeds 100 °, a sufficient reduction effect cannot be obtained. Furthermore, even within this range, it is particularly preferably 60 ° to 70 °, and it is clear from FIG. 7 that the reduction effect is particularly high within this range.

  FIG. 8 shows experimental results for verifying the effect of reducing wind noise, which is noise, when the length L described above is changed. In addition, about the formation form of the protrusion 4 at this time, the angle θ = 70 °, the height H = 5 mm, and D = 0. As is clear from FIG. 8, the reduction effect appears when the length L is about 5 mm, and 20 mm or more is the best. From this result, the length L is preferably set to 20 mm or more, and if it is less than 20 mm, a suitable reduction effect cannot be obtained. In addition, since the turbulent flow generated at the rear end edge of the attachment portion 2a is a cause of wind noise that becomes noise, it is most preferable that the protrusion 4 is formed over the entire rear end edge of the attachment portion (L = full length).

  FIG. 9 shows an experimental result for verifying the effect of reducing wind noise as noise when the distance D described above is changed. In addition, about the formation form of the protrusion 4 at this time, the angle θ = 70 °, the height H = 5 mm, and L = the total length. As is clear from FIG. 9, the distance D is best from 0 to 20 mm, and after that, the reduction effect gradually decreases. The reason why the reduction effect is reduced after 20 mm seems to be that turbulent flow is generated again at the rearmost edge of the mounting portion 2a behind the protrusion 4, and this causes wind noise that becomes noise. From this result, the distance D is preferably set to 20 mm or less, and if it exceeds 20 mm, a suitable reduction effect cannot be obtained.

  The present invention is not limited to the embodiment described above. For example, the door mirror 1 of the above-described embodiment has a structure in which the base 2 and the mirror body 3 are configured as separate parts. Since there are many types of door mirrors that rotate and store the mirror main body 3, this structure is often used. However, the present invention is applied to a case in which the mirror main body is integrally attached to the base (arm portion). Is also applicable. In the above-described embodiment, the thickness of the arm 2b between the attachment portion 2a and the mirror body 3 is substantially constant, but may not be constant.

It is a perspective view of a first embodiment of a door mirror of the present invention. It is a perspective view of 2nd embodiment of the door mirror of this invention. It is a perspective view of 3rd embodiment of the door mirror of this invention. It is a perspective view of 4th embodiment of the door mirror of this invention. It is a rear view which shows the length L of the protrusion of the door mirror of this invention. It is a top view which shows the height H, angle (theta), and distance D of the protrusion of the door mirror of this invention. It is a graph which shows the wind sound evaluation at the time of changing the height H and angle (theta) of the protrusion of the door mirror of this invention. It is a graph which shows wind sound evaluation at the time of changing the length L of the protrusion of the door mirror of this invention. It is a graph which shows wind sound evaluation at the time of changing distance D of the projection of the door mirror of the present invention.

Explanation of symbols

1 Door mirror 2 Base 2a Mounting portion 2b Arm 3 Mirror body 4 Projection L Projection length H Projection height D Projection distance θ Projection angle

Claims (4)

In a door mirror provided with a base which is a fixed base to the vehicle body and a mirror body attached to the base,
The base has an attachment portion attached to a side surface of the vehicle body and an arm extending laterally from the attachment portion, and the mirror body has a gap between the attachment portion and the arm. Installed,
A protrusion along the side edge is formed on the surface near the vehicle rear side edge of the mounting portion ,
The protrusion extends to the base end portion of the arm, is formed with a length of 20 mm or more with reference to the base end portion, and extends from the rear end edge of the mounting portion to the vehicle front side. The door mirror is formed within 20 mm . The height of the projection is at a height 3mm or more with respect to the surface of the mounting portion, and the angle between the vehicle front side surface of the projection and the surface of the attachment portion is 20 ° to 100 ° The door mirror according to claim 1. It said projections, door mirror according to any one of claims 1 or 2 from the front Kimoto end, characterized in that it is formed to extend all the vehicle rear-side edge of the mounting portion. Said projections, door mirror according to prior from Kimoto end portion to the vehicle rear side edge portion of the mounting portion, any one of claims 1 or 2, characterized in that it is intermittently formed.

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