Rearview mirror assembly, rearview mirror system, and vehicle

Abstract

The utility model discloses a rear -view mirror assembly, rear -view mirror system and vehicle relates to car body technical field, rear -view mirror assembly includes: rear -view mirror main part, rear -view mirror main part is connected in car body through support arm, and rear -view mirror main part is equipped with rear -view camera, the wing type structure, the wing type structure rotatablely installed in support arm, drive structure, drive structure links to each other with wing type structure, to adjust the up and down angle of wing type structure relative to support arm. The rear -view mirror assembly of the utility model, through drive structure adjusts the up and down angle of wing type structure relative to support arm, can change the air pressure change of airflow in the up and down area of wing type structure, and can change the guiding direction of wing type structure to airflow, to solve the conflict of increasing aerodynamic down pressure, reducing resistance and increasing heat dissipation air inlet in the running of vehicle, and the structure use effect is good, reliable.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, and in particular to a rearview mirror assembly, a rearview mirror system having the rearview mirror assembly, and a vehicle having the rearview mirror system. Background Technology

[0002] High-performance cars prioritize handling and top speed, thus placing high demands on aerodynamic downforce and drag. Therefore, many body components are designed to increase downforce or reduce drag. Simultaneously, high-performance cars have high power requirements, necessitating the engine to operate at its optimal state, making heat dissipation and mass flow essential. Typically, high-performance cars feature cooling air intakes and power cooling systems in the waist area. However, to increase downforce, the side mirror arms are usually designed counter-clockwise; to increase mass flow at the waist air intakes, the side mirror arms are usually designed clockwise; and to reduce drag, the side mirror arms are usually designed horizontally. This design conflict prevents the simultaneous fulfillment of all three functions, leaving room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a rearview mirror assembly that drives an airfoil structure to rotate relative to a support arm via a drive structure. This allows adjustment of the vertical angle of the airfoil structure relative to the support arm, thereby changing the airfoil structure's guidance direction for airflow. This resolves the conflict between increasing aerodynamic downforce, reducing drag, and increasing heat dissipation and air intake during vehicle operation.

[0004] A rearview mirror assembly according to an embodiment of the present utility model includes: a rearview mirror body connected to a vehicle body via a support arm; an airfoil structure rotatably mounted on the support arm; and a drive structure connected to the airfoil structure to adjust the vertical angle of the airfoil structure relative to the support arm.

[0005] According to the rearview mirror assembly of this utility model embodiment, by setting a driving structure to drive the airfoil structure to rotate relative to the support arm, the vertical angle of the airfoil structure relative to the support arm can be adjusted, that is, the angle of the airfoil structure with the horizontal direction can be adjusted. In other words, the air pressure change of the airflow in the vertical region can be changed by the airfoil structure at different angles, and the guiding direction of the airflow by the airfoil structure can be changed. This can solve the conflict between increasing aerodynamic downforce, reducing drag and increasing heat dissipation and air intake when the vehicle is in motion, and the structure has good performance and reliability.

[0006] According to some embodiments of the present invention, the rearview mirror assembly includes a drive structure comprising a drive component and a transmission assembly. The drive component is mounted on the vehicle body and is poweredly connected to the airfoil structure via the transmission assembly.

[0007] According to some embodiments of the present invention, the rearview mirror assembly is configured as a drive motor, the transmission component includes an input gear and an output gear, the motor shaft of the drive motor is connected to the input gear, the output gear is disposed on the airfoil structure, and the input gear meshes with the output gear to drive the airfoil structure to rotate.

[0008] According to some embodiments of the present utility model, the rearview mirror assembly has an input gear having a first helical tooth portion and an output gear having a second helical tooth portion, wherein the first helical tooth portion meshes with the second helical tooth portion; Alternatively, the input gear may have a first straight tooth portion, and the output gear may have a second straight tooth portion, with the first straight tooth portion meshing with the second straight tooth portion.

[0009] According to some embodiments of the present invention, in the rearview mirror assembly, the support arm is connected to the inner side of the rearview mirror body, the wing-shaped structure is sleeved on the outside of the support arm, and the wing-shaped structure is located between the rearview mirror body and the vehicle body.

[0010] According to some embodiments of the present invention, in the rearview mirror assembly, the outer end of the airfoil structure is rotatably supported on the outer end of the support arm by a first bearing, and the inner end of the airfoil structure is rotatably supported on the inner end of the support arm by a second bearing.

[0011] According to some embodiments of the present utility model, the rearview mirror assembly includes a front section and a rear section connected sequentially in the front-rear direction. The vertical width of the front section is configured to gradually increase from front to back, and the vertical width of the rear section is configured to gradually decrease from front to back. The front section has two first arc-shaped surfaces that are symmetrically distributed vertically, and the rear section has two second arc-shaped surfaces and two third arc-shaped surfaces that are symmetrically distributed vertically. The first arc-shaped surfaces, the second arc-shaped surfaces and the third arc-shaped surfaces are connected sequentially.

[0012] According to some embodiments of the present invention, the rearview mirror assembly has a maximum vertical width of a, a chord length of b, and satisfies: 1 / 11 < a : b < 3 / 11.

[0013] This utility model also proposes a rearview mirror system.

[0014] The rearview mirror system according to an embodiment of the present invention includes a sensor, a control module, a radiator, and a rearview mirror assembly according to any of the above embodiments. The sensor is electrically connected to the control module, and the control module is electrically connected to the drive structure. The radiator is used to connect to an engine cooling system, and the airfoil structure is adapted to guide airflow to the radiator under the drive structure.

[0015] This utility model also proposes a vehicle.

[0016] The vehicle according to an embodiment of the present invention includes the rearview mirror system described above.

[0017] The vehicle described above has the same advantages as the aforementioned rearview mirror system and rearview mirror assembly compared to existing technologies, and will not be repeated here.

[0018] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a structural schematic diagram of the rearview mirror assembly according to an embodiment of the present utility model; Figure 2 This is a cross-sectional view of the rearview mirror assembly according to an embodiment of the present utility model; Figure 3 This is a schematic diagram of the airfoil structure of the rearview mirror assembly according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of a rearview mirror system according to an embodiment of the present utility model.

[0020] Figure label: Rearview mirror assembly 100, rearview mirror system 1000. The rearview mirror body 1, support arm 2, airfoil structure 3, front section 31, first arc surface 311, rear section 32, second arc surface 321, third arc surface 322, first bearing 33, second bearing 34, drive structure 4, drive component 41, transmission assembly 42, input gear 421, first helical gear 4211, output gear 422, second helical gear 4221, sensor 200, control module 300, and body 400. Detailed Implementation

[0021] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0022] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0023] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0024] It should be noted that high-performance cars emphasize handling and top speed, so they have high requirements for aerodynamic downforce and drag. Therefore, many body parts are designed to increase aerodynamic downforce or reduce drag. At the same time, high-performance cars have high power requirements, requiring the engine to be in optimal working condition. Cooling mass flow is also essential. High-performance cars usually have cooling air intakes designed in the waist area and equipped with power cooling devices. To increase aerodynamic downforce, rearview mirror arms are typically designed with a counter-clockwise angle; to increase the mass flow rate of the waist air intake, rearview mirror arms are typically designed with a clockwise angle; and to reduce drag, rearview mirror arms are typically designed with a horizontal angle. These design directions conflict and cannot simultaneously meet the requirements of all three functions. Therefore, this application proposes a rearview mirror assembly 100. A drive structure 4 drives an airfoil structure 3 to rotate relative to a support arm 2, adjusting the vertical angle of the airfoil structure 3 relative to the support arm 2. This alters the air pressure changes in the upper and lower regions of the airfoil structure 3 and changes the airflow guidance direction of the airfoil structure 3. This resolves the conflict between increasing aerodynamic downforce, reducing drag, and increasing heat dissipation intake during vehicle operation, and the structure offers good performance and reliability.

[0025] like Figures 1-4 As shown, a rearview mirror assembly 100 according to an embodiment of the present invention includes: a rearview mirror body 1, an airfoil structure 3, and a drive structure 4.

[0026] The rearview mirror body 1 is connected to the vehicle body 400 via the support arm 2. The rearview mirror body 1 is equipped with a rearview camera. The airfoil structure 3 is rotatably mounted on the support arm 2. The drive structure 4 is connected to the airfoil structure 3 to adjust the vertical angle of the airfoil structure 3 relative to the support arm 2.

[0027] Specifically, the rearview mirror assembly 100 is an important device on the vehicle used to assist the driver in obtaining information about the rear and sides of the vehicle. The rearview mirror body 1 is an important structure of the rearview mirror assembly 100, through which road information outside the vehicle can be obtained. The rearview mirror assembly 100 can be set in the triangular window area on the front side of the vehicle. The rearview mirror body 1 is located on the outside of the vehicle and is connected to the vehicle body 400 through a support arm 2. The support arm 2 has the function of connection and support. The support arm 2 can be set between the rearview mirror body 1 and the vehicle body 400 to connect the rearview mirror body 1 to the vehicle body 400. The support arm 2 can fix the position of the rearview mirror body 1 relative to the vehicle body 400. The rearview mirror body 1 is equipped with a rearview camera. If the rearview camera can be set inside the rearview mirror body 1, the rearview camera can be hidden and protected, making the structure of the rearview mirror body 1 flat and simple. When a rearview camera is installed inside the rearview mirror body 1, the rearview camera can capture road information behind or to the side of the vehicle and transmit the information to the vehicle, making it easier for the user to obtain external information. Alternatively, a rearview mirror can also be installed inside the rearview mirror body 1, allowing the user to obtain road information to the side and behind the vehicle. Both of these methods can assist the driver in driving safely.

[0028] The support arm 2 allows the rearview mirror body 1 to be relatively fixed relative to the vehicle body 400, facilitating the stable placement of the rearview mirror or rearview camera outside the vehicle body 400 and improving the vehicle's stability in acquiring external road conditions during driving. The rearview mirror body 1 can be integrally formed with the support arm 2, enhancing the connection stability, and the rearview mirror body 1 can also be detachably connected to the support arm 2. The support arm 2 contains a hollow cavity for accommodating the electronic wiring of the rearview camera.

[0029] Meanwhile, the airfoil structure 3 is rotatably mounted on the support arm 2, thus connecting the airfoil structure 3 and the support arm 2. The airfoil structure 3 can rotate relative to the support arm 2. The support arm 2 can be distributed along the lateral direction of the vehicle, allowing the airfoil structure 3 to rotate around the lateral direction of the vehicle. The support arm 2 and the rearview mirror body 1 can be fixed parts, while the airfoil structure 3 is a movable part. By rotating the airfoil structure 3 relative to the support arm 2 and the rearview mirror body 1, the air resistance at the rearview mirror assembly 100 during vehicle operation can be changed.

[0030] Furthermore, the drive structure 4 is connected to the airfoil structure 3 to adjust the vertical angle of the airfoil structure 3 relative to the support arm 2. In other words, the drive structure 4 can make the airfoil structure 3 rotate relative to the support arm 2, and the drive structure 4 can adjust the vertical angle of the airfoil structure 3 relative to the support arm 2. That is, the drive structure 4 can drive the airfoil structure 3 to rotate upward relative to the support arm 2, or it can drive the airfoil structure 3 to rotate downward relative to the support arm 2. In other words, the angle between the airfoil structure 3 and the horizontal direction can be adjusted. In this way, the air pressure change in the airflow in the upper and lower regions can be changed by the airfoil structure 3 at different angles, and the guiding direction of the airflow by the airfoil structure 3 can be changed.

[0031] During vehicle operation, when the vehicle enters a turn, the drive structure 4 can drive the airfoil structure 3 to move upward relative to the support arm 2. At this time, the airfoil structure 3 can guide the airflow to flow upward from front to back. The upper surface of the airfoil structure 3 has positive pressure and the lower surface has negative pressure, which will generate aerodynamic downforce on the vehicle to ensure fast cornering and achieve the best lap time. When the vehicle is traveling in a straight line and the engine coolant temperature is at a normal level, the drive structure 4 can drive the airfoil structure 3 to move downward relative to the support arm 2, so that the airfoil structure 3 is in a horizontal state. At this time, the airfoil structure 3 guides the airflow to flow from front to back. The pressure difference drag at the airfoil structure 3 is small, so that the rearview mirror assembly 100 is in a low-drag state, which can achieve power economy to meet the needs of high-speed vehicle driving. Furthermore, when the vehicle is traveling and the engine coolant temperature is high, the drive structure 4 can drive the airfoil structure 3 to move downward relative to the support arm 2. At this time, the airfoil structure 3 can guide the airflow to flow downward from front to back, which facilitates the airflow to enter the engine cooling system to cool the engine coolant temperature and ensure that the engine is always in the best working condition.

[0032] After the vehicle turns, the drive structure 4 can drive the airfoil structure 3 to rotate downwards to a horizontal state, which is beneficial to the high-speed requirements of the vehicle in straight driving. After the engine coolant temperature returns to normal, the drive structure 4 can drive the airfoil structure 3 to rotate upwards to a horizontal state. When the airfoil structure 3 is in a horizontal state, it is convenient for the airfoil structure 3 to quickly switch to the next working state. It is convenient and efficient to use, and can adapt to three different usage scenarios, thereby improving the overall performance of the vehicle.

[0033] According to the rearview mirror assembly 100 of this utility model embodiment, by setting the drive structure 4 to drive the airfoil structure 3 to rotate relative to the support arm 2, the vertical angle of the airfoil structure 3 relative to the support arm 2 can be adjusted, that is, the angle of the airfoil structure 3 with the horizontal direction can be adjusted. In this way, the air pressure change of the airflow in its vertical region can be changed by the airfoil structure 3 at different angles, and the guiding direction of the airflow by the airfoil structure 3 can be changed. This can solve the conflict between increasing aerodynamic downforce, reducing drag and increasing heat dissipation intake when the vehicle is driving. Moreover, the entire adjustment process is automatic, and the effect is good and reliable.

[0034] In some embodiments, the drive structure 4 includes a drive element 41 and a transmission assembly 42. The drive element 41 is mounted on the vehicle body 400 and is poweredly connected to the airfoil structure 3 through the transmission assembly 42.

[0035] Specifically, the drive component 41 is the power source for the rearview mirror assembly 100. The drive component 41 is installed on the vehicle body 400, so that the drive component 41 can be connected and fixed to the vehicle body 400. The drive component 41 is poweredly connected to the airfoil structure 3 through the transmission component 42, so that the driving force of the drive component 41 can be transmitted to the airfoil structure 3 through the transmission component 42, so that the drive component 41 can drive the airfoil structure 3 to move. In this way, through the cooperation between the drive component 41, the transmission component 42 and the airfoil structure 3, the angle of the airfoil structure 3 relative to the horizontal direction can be automatically adjusted during vehicle driving. The adjustment process is convenient and reliable.

[0036] Furthermore, the transmission assembly 42 can connect the drive component 41 and the airfoil structure 3, and can realize the power conversion between the drive component 41 and the airfoil structure 3 to meet the rotation requirements of the airfoil structure 3 and ensure the rotational stability and reliability of the airfoil structure 3.

[0037] The drive component 41 can be detachably connected to the vehicle body 400 via bolts or other fasteners. The connection is reliable, ensuring the installation strength of the drive component 41 and meeting the working stability requirements of the drive component 41. It is also easy to disassemble, facilitating future maintenance of the drive component 41. Furthermore, the drive component 41 can be located inside the vehicle body 400, achieving concealment and protection of the drive component 41, while maintaining a simple and neat external structure of the vehicle.

[0038] In some embodiments, the drive member 41 is configured as a drive motor, and the transmission component 42 includes an input gear 421 and an output gear 422. The motor shaft of the drive motor is connected to the input gear 421, and the output gear 422 is disposed on the airfoil structure 3. The input gear 421 and the output gear 422 mesh to drive the airfoil structure 3 to rotate.

[0039] Specifically, the driving component 41 is constructed as a drive motor, which converts electrical energy into mechanical energy for power output, thereby driving the transmission assembly 42 to move. For example, Figure 2 As shown, the transmission assembly 42 includes an input gear 421 and an output gear 422. The input gear 421 is the power input side, and the output gear 422 is the power output side. The input gear 421 is connected to the motor shaft of the drive motor, so that the driving force of the drive motor can be input to the input gear 421 through the motor shaft. The output gear 422 is located on the airfoil structure 3, so that the power at the output gear 422 can be transmitted to the airfoil structure 3. The input gear 421 and the output gear 422 mesh, so that the driving force at the input gear 421 can be transmitted to the output gear 422.

[0040] In this way, the driving force of the drive motor can be transmitted to the airfoil structure 3 through the motor shaft, input gear 421, and output gear 422, so as to enable the drive motor to drive the airfoil structure 3 to rotate relative to the support arm 2. The rotation direction of the airfoil structure 3 relative to the support arm 2 changes with the vehicle's driving state. That is, by adjusting the rotation direction of the drive motor, the final steering of the airfoil structure 3 is controlled. The whole operation process is simple, convenient, and reliable.

[0041] The input gear 421 can be sleeved on the motor shaft of the drive motor, so that the input gear 421 can rotate with the motor shaft. The output gear 422 can be integrally formed with the airfoil structure 3, which improves the connection reliability between the output gear 422 and the airfoil structure 3, and also improves the power transmission stability between the output gear 422 and the airfoil structure 3.

[0042] In some embodiments, the input gear 421 is provided with a first helical tooth portion 4211, and the output gear 422 is provided with a second helical tooth portion 4221, wherein the first helical tooth portion 4211 meshes with the second helical tooth portion 4221.

[0043] Specifically, through the meshing of the first helical tooth portion 4211 and the second helical tooth portion 4221, the meshing between the input gear 421 and the output gear 422 can be achieved, thereby enabling the power transmission from the input gear 421 to the output gear 422. For example, Figure 2 As shown, the input gear 421 is provided with a first helical tooth portion 4211, and the output gear 422 is provided with a second helical tooth portion 4221. This allows the input gear 421 and the output gear 422 to be configured as bevel gear transmissions. This structure is suitable for the vertical distribution of the axes of the input gear 421 and the output gear 422, which means that the axis of the drive motor shaft is perpendicular to the rotation axis of the airfoil structure 3. This allows the drive motor to occupy an area perpendicular to the rotation axis of the airfoil structure 3, and the support arm 2 is arranged along the lateral side of the vehicle, while the airfoil structure 3 extends along the lateral side of the vehicle. Through the above arrangement, the rearview mirror assembly 100 saves space in the lateral direction of the vehicle, resulting in a more compact structure.

[0044] Alternatively, the input gear 421 may have a first straight tooth portion, and the output gear 422 may have a second straight tooth portion, with the first straight tooth portion meshing with the second straight tooth portion.

[0045] Specifically, the meshing of the first and second spur teeth enables the input gear 421 and the output gear 422 to transmit power from the input gear 421 to the output gear 422. The input gear 421 has a first spur tooth, and the output gear 422 has a second spur tooth, allowing them to be configured as a spur gear transmission. This structure is suitable for parallel distribution of the axes of the input gear 421 and the output gear 422, ensuring that the axis of the drive motor's shaft is parallel and spaced apart from the rotation axis of the airfoil structure 3. This arrangement saves space for the rearview mirror assembly 100 in the vehicle's longitudinal direction and is suitable for installations with ample lateral space in the vehicle.

[0046] Furthermore, the transmission component 42 can also be configured as a steel belt, synchronous belt, or other structure, all of which can enable the drive component 41 to drive the rotation of the airfoil structure 3. The configuration methods are diverse and can be flexibly selected.

[0047] In some embodiments, the support arm 2 is connected to the inner side of the rearview mirror body 1, the airfoil structure 3 is sleeved on the outside of the support arm 2, and the airfoil structure 3 is located between the rearview mirror body 1 and the vehicle body 400.

[0048] Specifically, such as Figure 1 As shown, the support arm 2 is connected to the inner side of the rearview mirror body 1, meaning that the support arm 2 and the rearview mirror body 1 are distributed along the lateral direction of the vehicle, and the rearview mirror body 1 is located on the outer side of the support arm 2. This allows the rearview mirror body 1 to be further away from the vehicle, facilitating the rearview mirror body 1 to capture the side and rear views outside the vehicle, increasing the field of view of the rearview mirror body 1, making it easier for the user to identify and judge, thereby improving the user's driving safety. The airfoil structure 3 is fitted outside the support arm 2, meaning that the airfoil structure 3 and the support arm 2 are coaxially distributed, facilitating the rotation of the airfoil structure 3 relative to the support arm 2. The airfoil structure 3 is located between the rearview mirror body 1 and the vehicle body 400, allowing the airfoil structure 3 to rotate relative to the support arm 2 in the area between the rearview mirror body 1 and the vehicle body 400.

[0049] Furthermore, the airfoil structure 3 is closer to the vehicle body 400, which allows the airfoil structure 3 to change the pressure changes of the air near the vehicle body 400 on the upper and lower sides of the airfoil structure 3 when it rotates relative to the support arm 2, effectively meeting the vehicle's usage needs under different driving conditions through air pressure changes.

[0050] In some embodiments, the outer end of the airfoil structure 3 is rotatably supported on the outer end of the support arm 2 by a first bearing 33, and the inner end of the airfoil structure 3 is rotatably supported on the inner end of the support arm 2 by a second bearing 34.

[0051] Specifically, the airfoil structure 3 extends laterally along the vehicle, with the inward and outward directions along the vehicle's lateral direction (Y-axis). The inward direction is closer to the vehicle's centerline, and the outward direction is further away from the vehicle's centerline. The airfoil structure 3 extends in both inward and outward directions and is fitted onto the support arm 2. The outer end of the airfoil structure 3 is rotatably supported on the outer end of the support arm 2 via a first bearing 33, allowing one end of the airfoil structure 3 to be rotatably supported on the outside of the support arm 2. The first bearing 33 can bear the weight of the airfoil structure 3 and the support arm 2 and transmit the load. The inner end of the airfoil structure 3 is rotatably supported on the inner end of the support arm 2 via a second bearing 34, allowing the other end of the airfoil structure 3 to be rotatably supported on the outside of the support arm 2. The second bearing 34 can also bear the weight of the airfoil structure 3 and the support arm 2 and transmit the load.

[0052] Thus, by setting the first bearing 33 and the second bearing 34, the rotation of the airfoil structure 3 and the support arm 2 in the length direction of the support arm 2 can be more precise and stable, reducing the error caused by the offset or vibration between the two, and reducing the friction between the airfoil structure 3 and the support arm 2, thereby improving the rotational stability between the two.

[0053] In some embodiments, the airfoil structure 3 includes a front section 31 and a rear section 32 connected sequentially in the front-rear direction. The vertical width of the front section 31 is configured to gradually increase from front to back, and the vertical width of the rear section 32 is configured to gradually decrease from front to back.

[0054] Specifically, such as Figure 1 and Figure 3 As shown, the airfoil structure 3 includes a front section 31 and a rear section 32. The front section 31 is connected to the front side of the rear section 32. The vertical width of the front section 31 is set to gradually increase from front to back, so that the upper structure of the front section 31 extends upward and the lower structure extends downward, so that the width of the rear side of the front section 31 is greater than the width of the front side. The gradual increase in the vertical width of the front section 31 from front to back makes the structural changes of the front section 31 smooth and stable, allowing the airflow to better conform to the surface flow of the front section 31 and reducing the airflow resistance of the front section 31. The vertical width of the rear section 32 is set to gradually decrease from front to back, so that the upper structure of the rear section 32 extends downward and the lower structure extends upward, so that the width of the rear side of the rear section 32 is less than the width of the front side. The gradual decrease in the vertical width of the rear section 32 from front to back makes the structural changes of the rear section 32 smooth and stable, allowing the airflow to better conform to the surface flow of the rear section 32 and reducing the airflow resistance of the rear section 32.

[0055] The front section 31 has two first arc-shaped surfaces 311 that are symmetrically distributed vertically, and the rear section 32 has two second arc-shaped surfaces 321 and two third arc-shaped surfaces 322 that are symmetrically distributed vertically. The first arc-shaped surfaces 311, the second arc-shaped surfaces 321 and the third arc-shaped surfaces 322 are connected sequentially.

[0056] In other words, the front section 31 includes two first arc-shaped surfaces 311 symmetrically distributed vertically, which makes the front section 31 structurally symmetrical in the vertical direction. The first arc-shaped surfaces 311 with consistent structural changes guide the airflow in the vertical direction, improving the fit between the airflow and the front section 31. The rear section 32 includes two second arc-shaped surfaces 321 and two third arc-shaped surfaces 322 symmetrically distributed vertically, which makes the rear section 32 structurally symmetrical in the vertical direction. The second arc-shaped surfaces 321 and third arc-shaped surfaces 322 with consistent structural changes guide the airflow in the vertical direction, improving the fit between the airflow and the rear section 32.

[0057] Furthermore, the first arc-shaped surface 311, the second arc-shaped surface 321, and the third arc-shaped surface 322 are connected sequentially, which makes the structure of the front section 31 and the rear section 32 complete and can have a good guiding effect on airflow in the front-to-back direction. Moreover, the two first arc-shaped surfaces 311, the two second arc-shaped surfaces 321, and the two third arc-shaped surfaces 322 are symmetrically distributed vertically, which simplifies the structural processing.

[0058] Thus, the vertical width of the rear section 32 is smaller than that of the front section 31, and the rear section 32 is the leeward area. The gas pressure in the leeward area is relatively low, which makes it easier to guide the gas to flow backward. This can accelerate the gas and provide sufficient airflow energy for the subsequent body-hugging flow, so as to fully receive the incoming flow and improve the guiding effect on the gas.

[0059] In some embodiments, the maximum vertical width of the airfoil structure 3 is a, the chord length of the airfoil structure 3 is b, and the following conditions are met: 1 / 11 < a : b < 3 / 11.

[0060] Specifically, the vertical width of airfoil 3 gradually increases and then gradually decreases in the longitudinal direction, with the maximum vertical width at the connection between the front section 31 and the rear section 32. That is, the vertical width at the connection between the front section 31 and the rear section 32 is the maximum width of airfoil 3. Furthermore, the chord length of airfoil 3 can be any dimension in the longitudinal direction. Since the chord length of airfoil 3 is greater than its maximum vertical width, airfoil 3 can effectively guide the airflow in front. In actual design, the maximum vertical width and chord length of airfoil 3 have a certain proportional relationship. The ratio of the maximum vertical width to the chord length satisfies: 1 / 11 < a : b < 3 / 11, meaning the ratio can take values ​​such as 2 / 11, 5 / 22, etc. These values ​​make the structure of airfoil 3 more conducive to airflow guidance.

[0061] Based on the structure of the rearview camera, the maximum vertical width of airfoil structure 3 can be 20mm, and the chord length of airfoil structure 3 can be 110mm, which can meet the requirements for airflow fit with airfoil structure 3. The specific dimensions can be adjusted by changing the chord length according to the maximum vertical width of airfoil structure 3, allowing for flexible settings.

[0062] Furthermore, the maximum vertical width of the airfoil structure 3 cannot be set too large, as this would create significant airflow resistance. The chord length of the airfoil structure 3 also cannot be set too large, as this would increase the size of the airfoil structure 3 and raise installation costs.

[0063] This utility model also proposes a rearview mirror system 1000.

[0064] The rearview mirror system 1000 according to an embodiment of the present utility model includes a sensor 200, a control module 300, a radiator, and a rearview mirror assembly 100 according to any of the above embodiments. The sensor 200 is electrically connected to the control module 300, and the control module 300 is electrically connected to the drive structure 4. The radiator is used to connect to the engine cooling system, and the airfoil structure 3 is adapted to guide airflow to the radiator under the drive of the drive structure 4.

[0065] Specifically, sensor 200 is used to detect the vehicle's driving status, control module 300 is used for control and data processing, and radiator has the function of heat dissipation and cooling. Sensor 200 is electrically connected to control module 300, enabling information transmission between them. Control module 300 is also electrically connected to drive structure 4, enabling information transmission between them. The radiator is connected to the engine cooling system, dissipating coolant from the engine cooling system. The control principles of sensor 200, control module 300, drive structure 4, and airfoil structure 3 are as follows: Figure 4 As shown.

[0066] Driven by the drive structure 4, the airfoil structure 3 rotates downward relative to the support arm 2. At this time, the airfoil structure 3 can guide the airflow from front to back and downward, so that the airflow can enter the radiator and cool the coolant in the radiator. This cools the engine water temperature and ensures that the engine is always in the best working condition. Driven by the drive structure 4, the state of the airfoil structure 3 can be switched so that a large amount of airflow can flow to the radiator, increasing the mass flow rate of the gas flowing into the radiator. In this way, the external air can be used to cool the radiator, improving the radiator's heat dissipation effect. By rotating the airfoil structure 3 downward, a large amount of airflow can be guided downward and backward to meet the cooling needs of the vehicle's engine.

[0067] It should be noted that high-performance cars typically have power cooling air intakes designed in the waist area. The waist area is not directly in the high-speed airflow region (positive pressure region). Sensor 200 may include an engine coolant temperature sensor to detect the engine coolant temperature. When the detected engine coolant temperature approaches the overheating temperature, it feeds a signal back to the control module 300. The control module 300 sends a signal to the drive component 41, which drives the airfoil structure 3 to rotate. The airfoil structure 3 guides the airflow to the cooling air intake. The rotation angle of the airfoil structure 3 is adjusted according to different coolant temperature requirements to provide high-energy airflow to the radiator, ensuring that the engine is always in the optimal operating state. After the engine coolant temperature returns to normal, the same signal transmission path is used to control the airfoil structure 3 to return to the horizontal state.

[0068] Furthermore, in high-performance vehicles, when entering corners at high speeds or low speeds, additional vertical forces are required from aerodynamics to improve tire grip and increase the vehicle's lateral acceleration limit. The sensor 200 may also include handling-related sensors 200 such as lateral acceleration and yaw angle sensors. When these sensors detect that the vehicle is about to enter a corner, they feed the signal back to the control module 300. The control module 300 sends a signal to the drive component 41, which drives the airfoil structure 3 to rotate. At this time, the lower surface of the airfoil structure 3 exhibits negative pressure, while the upper surface exhibits positive pressure, generating aerodynamic downforce. Based on different types of corners (including low-speed, high-speed, and medium-speed corners), different ground conditions, and tire requirements, the aerodynamic downforce demand is determined, and the required rotation angle of the airfoil structure 3 is calculated to ensure fast cornering and achieve the optimal lap time.

[0069] Meanwhile, the current top speed of high-performance vehicles can reach 496.22 km / h. Aerodynamic drag increases with the square of speed. For some vehicles, wind resistance becomes the main source of drag after exceeding 120 km / h. When the engine coolant temperature is at a normal level and there is no high aerodynamic downforce requirement, the system adjusts the airfoil structure 3 to a horizontal state according to the above path. At this time, there is no airflow separation at the airfoil structure 3, and the pressure drag is small. At this time, it is in a low wind resistance state, achieving the best power economy, increasing the top speed, and ensuring a quick switch to the next working state.

[0070] This utility model also proposes a vehicle.

[0071] The vehicle according to the present utility model includes the rearview mirror system 1000 of the above embodiment. The rearview mirror system 1000 includes: a sensor 200, a control module 300, a radiator and a rearview mirror assembly 100. The rearview mirror system 1000 is applied in the vehicle and can adapt to various different usage scenarios and improve the overall performance of the vehicle by cooperating with the sensor 200, control module 300, radiator and rearview mirror assembly 100 according to different driving conditions of the vehicle.

[0072] The rearview mirror assembly 100 includes: a rearview mirror body 1, an airfoil structure 3, and a drive structure 4. By setting the drive structure 4 to drive the airfoil structure 3 to rotate relative to the support arm 2, the vertical angle of the airfoil structure 3 relative to the support arm 2 can be adjusted, that is, the angle of the airfoil structure 3 with respect to the horizontal direction can be adjusted. In this way, the air pressure change of the airflow in the vertical region can be changed by the airfoil structure 3 at different angles, and the direction of airflow guidance by the airfoil structure 3 can be changed. When the airfoil structure 3 forms an upward tilting angle relative to the support arm 2, the airflow can be tilted and guided from front to back upward, so that the air on the upper side of the airfoil structure 3... The dynamic pressure is greater than the lower aerodynamic pressure, thus increasing the aerodynamic downforce. When the airfoil structure 3 is in a horizontal state, the upper and lower aerodynamic pressures of the airfoil structure 3 are close, which reduces drag. Furthermore, when the airfoil structure 3 forms a downward tilting angle relative to the support arm 2, the airflow can be guided downward from front to back, facilitating the airflow to enter the radiator and increasing the heat dissipation mass flow rate. In this way, the conflict between increasing aerodynamic downforce, reducing drag, and increasing heat dissipation intake during vehicle operation can be resolved. Moreover, the entire adjustment process is automatic, with good performance and reliability.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0074] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rearview mirror assembly, characterized in that, include: The rearview mirror body (1) is connected to the vehicle body via a support arm (2); An airfoil structure (3) is rotatably mounted on the support arm (2); A drive structure (4) is connected to the airfoil structure (3) to adjust the vertical angle of the airfoil structure (3) relative to the support arm (2).

2. The rearview mirror assembly according to claim 1, characterized in that, The drive structure (4) includes a drive component (41) and a transmission assembly (42). The drive component (41) is mounted on the vehicle body and is poweredly connected to the airfoil structure (3) through the transmission assembly (42).

3. The rearview mirror assembly according to claim 2, characterized in that, The drive component (41) is configured as a drive motor, and the transmission component (42) includes an input gear (421) and an output gear (422). The motor shaft of the drive motor is connected to the input gear (421), and the output gear (422) is located on the airfoil structure (3). The input gear (421) meshes with the output gear (422) to drive the airfoil structure (3) to rotate.

4. The rearview mirror assembly according to claim 3, characterized in that, The input gear (421) is provided with a first helical tooth portion (4211), and the output gear (422) is provided with a second helical tooth portion (4221). The first helical tooth portion (4211) meshes with the second helical tooth portion (4221). Alternatively, the input gear (421) may have a first straight tooth portion, and the output gear (422) may have a second straight tooth portion, wherein the first straight tooth portion meshes with the second straight tooth portion.

5. The rearview mirror assembly according to claim 1, characterized in that, The support arm (2) is connected to the inner side of the rearview mirror body (1), the wing structure (3) is sleeved on the outside of the support arm (2), and the wing structure (3) is located between the rearview mirror body (1) and the vehicle body.

6. The rearview mirror assembly according to claim 5, characterized in that, The outer end of the airfoil structure (3) is rotatably supported on the outer end of the support arm (2) by the first bearing (33), and the inner end of the airfoil structure (3) is rotatably supported on the inner end of the support arm (2) by the second bearing (34).

7. The rearview mirror assembly according to claim 1, characterized in that, The airfoil structure (3) includes a front section (31) and a rear section (32) connected sequentially in the front-rear direction. The vertical width of the front section (31) is gradually increased from front to back, and the vertical width of the rear section (32) is gradually decreased from front to back. The front section (31) has two first arc-shaped surfaces (311) symmetrically distributed vertically, and the rear section (32) has two second arc-shaped surfaces (321) symmetrically distributed vertically and two third arc-shaped surfaces (322) symmetrically distributed vertically. The first arc-shaped surfaces (311), the second arc-shaped surfaces (321) and the third arc-shaped surfaces (322) are connected sequentially.

8. The rearview mirror assembly according to claim 7, characterized in that, The maximum vertical width of the airfoil structure (3) is a, the chord length of the airfoil structure (3) is b, and satisfies: 1 / 11 < a : b < 3 / 11.

9. A rearview mirror system, characterized in that, The device includes a sensor (200), a control module (300), a radiator, and a rearview mirror assembly according to any one of claims 1-8, wherein the sensor (200) is electrically connected to the control module (300), and the control module (300) is electrically connected to the drive structure (4), the radiator is used to connect to an engine cooling system, and the airfoil structure (3) is adapted to guide airflow to the radiator under the drive of the drive structure (4).

10. A vehicle, characterized in that, Includes the rearview mirror system as described in claim 9.

Images