JPS6154630B2 - - Google Patents
Info
- Publication number
- JPS6154630B2 JPS6154630B2 JP56121869A JP12186981A JPS6154630B2 JP S6154630 B2 JPS6154630 B2 JP S6154630B2 JP 56121869 A JP56121869 A JP 56121869A JP 12186981 A JP12186981 A JP 12186981A JP S6154630 B2 JPS6154630 B2 JP S6154630B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- circuit
- terminal
- panel
- balance panel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000004913 activation Effects 0.000 claims description 3
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 claims description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 2
- 230000003321 amplification Effects 0.000 description 2
- 244000145845 chattering Species 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000003199 nucleic acid amplification method Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/02—Streamlining the undersurfaces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/82—Elements for improving aerodynamics
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Controls For Constant Speed Travelling (AREA)
- Body Structure For Vehicles (AREA)
Description
【発明の詳細な説明】
本発明は自動車の空力特性を改善するために車
体に可動に装着されたエアバランスパネルに関
し、特に車体前部に配するフロントエアバランス
パネルに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air balance panel movably attached to a vehicle body for improving the aerodynamic characteristics of a vehicle, and particularly to a front air balance panel disposed at the front of the vehicle body.
自動車の前部下方の車体前部下端にバランスパ
ネルを設けて自動車の空力特性を改善することは
公知であるが、従来このバランスパネルは固定式
のものが多い。元来バランスパネルは車速が一定
速度以上の場合にのみ有効に作用しうるものであ
り、悪路走行時等の低速時にはかえつて路上の障
害物等による破損を招く等のおそれが生ずる。こ
のためこの改善が望まれていた。 It is known that a balance panel is provided at the lower front end of the vehicle body to improve the aerodynamic characteristics of the vehicle. Conventionally, this balance panel is often of a fixed type. Originally, a balance panel can only function effectively when the vehicle speed is above a certain speed, and at low speeds such as when driving on rough roads, there is a risk that it may be damaged by obstacles on the road. Therefore, this improvement has been desired.
本発明はこの従来法の欠点を改善することを目
的とする。即ち、冒頭に掲記の形式の可動式エア
バランスパネルにおいて、バランスパネル作動ア
クチユエータの電気的に作動される切換手段と、
該切換手段の制御手段とを有し、該制御手段は車
速応答信号発生手段からの車速応答電気信号を入
力して所定車速対応信号と比較する比較手段を内
蔵し所定車速に達したとき該切換手段に対し作動
信号を発しエアバランスパネルを作動させるよう
にするとともに、さらに本発明は、上述の特徴に
加えて、該作動信号を前記所定車速とは異なる車
速にて解除する回路を形成してパネル作動にヒス
テリシスを形成することを特徴とする可動式エア
バランスパネルを提供する。 The present invention aims to improve the drawbacks of this conventional method. That is, in a movable air balance panel of the type mentioned at the outset, electrically actuated switching means of the balance panel actuation actuator;
control means for the switching means; the control means has built-in comparison means for inputting a vehicle speed response electrical signal from the vehicle speed response signal generating means and comparing it with a signal corresponding to a predetermined vehicle speed; and when the predetermined vehicle speed is reached, the control means switches the In addition to the features described above, the present invention further includes forming a circuit for releasing the activation signal at a vehicle speed different from the predetermined vehicle speed. To provide a movable air balance panel characterized by forming hysteresis in panel operation.
以下本発明について実施例を基に説明する。 The present invention will be explained below based on examples.
第２図に示すバランスパネル１（１′：下降
時）は車体３の前部下端にピン４を介してバラン
スパネル１の前面がアクチユエータ２により上下
動可能なように装着されている。アクチユエータ
２は、インテークマニホルド６（図示外）、又は
エアフイルタ７を介して大気に切換接続するソレ
ノイド弁５に管８を介して接続された室２ａを、
スプリング２ｄにより押圧されたダイヤフラム
（可動子）２ｂにより区画して有し、ダイヤフラ
ム２ｂはロツド２ｃ、リンク機構２ｅを介してバ
ランスパネル１に連結されている。このアクチユ
エータ２は室２ａの真空時（ソレノイド弁５がイ
ンテークマニホールド６との連通時）にダイヤフ
ラム２ｂが吸引されて下降し（第２図１′）、弁５
が大気を連通するときは、スプリング２ｄにより
押上げられる（第２図１）。 The balance panel 1 (1': when lowered) shown in FIG. 2 is attached to the lower front end of the vehicle body 3 via a pin 4 so that the front surface of the balance panel 1 can be moved up and down by an actuator 2. The actuator 2 has a chamber 2a connected via a pipe 8 to an intake manifold 6 (not shown) or a solenoid valve 5 which is switched to the atmosphere via an air filter 7.
It is partitioned by a diaphragm (mover) 2b pressed by a spring 2d, and the diaphragm 2b is connected to the balance panel 1 via a rod 2c and a link mechanism 2e. When the chamber 2a is under vacuum (when the solenoid valve 5 is in communication with the intake manifold 6), the actuator 2 is moved downward by suction of the diaphragm 2b (Fig. 2 1'), and the valve 5
When it communicates with the atmosphere, it is pushed up by the spring 2d (Fig. 2, 1).
制御回路１０は反転入力端子（−）及び非反転
入力端子（＋）を備えこの−＋両端子への入力信
号の比較に応じた出力信号を発する出力端子を備
えた比較回路ICと、その出力を＋入力端子へ帰
還する回路及び＋入力端子へ所定車速対応電気信
号としての定電圧を供給する回路とから基本的に
成り、出力端子にはソレノイド弁５のコイル
VSV励磁用の駆動回路１１が内蔵されて接続さ
れている。 The control circuit 10 includes a comparison circuit IC having an inverting input terminal (-) and a non-inverting input terminal (+), and an output terminal that emits an output signal according to a comparison of input signals to both the -+ terminals, and its output. It basically consists of a circuit that returns the voltage to the + input terminal, and a circuit that supplies a constant voltage as an electric signal corresponding to a predetermined vehicle speed to the + input terminal, and the output terminal is connected to the coil of the solenoid valve 5.
A drive circuit 11 for VSV excitation is built-in and connected.
比較回路ICの−入力端子には、車速検出リー
ドスイツチRSからのパルス信号をFVコンバータ
により電圧信号ＥVに変換して成る車速応答信号
発生手段１２の出力端子が接続される。リードス
イツチRSは、ドライブシヤフトの回転に対応し
て回転する磁石MGの回転によりON・OFF作動
して車速に応答するパルス周波数信号をFVコン
バータに送出する。車速応答信号発生手段は公知
のものでよく本発明の中心的事項でないので説明
を省略する。 The negative input terminal of the comparison circuit IC is connected to the output terminal of a vehicle speed response signal generating means 12 which converts a pulse signal from a vehicle speed detection reed switch RS into a voltage signal EV by an FV converter. The reed switch RS is turned on and off by the rotation of the magnet MG, which rotates in response to the rotation of the drive shaft, and sends a pulse frequency signal that responds to vehicle speed to the FV converter. The vehicle speed response signal generating means may be of a known type and is not central to the present invention, so a description thereof will be omitted.
比較回路ICの＋入力端子には、抵抗R7とR8に
より定電圧電源＋Ｖと接地との間を分圧される分
圧端子Ｋから、抵抗R1を介して定電圧ＶKが予め
設定された所定車速対応電気信号として接続供給
される。 A constant voltage V K is preset to the + input terminal of the comparator circuit IC via a resistor R1 from a voltage dividing terminal K which is divided between the constant voltage power supply +V and ground by resistors R7 and R8 . It is connected and supplied as an electrical signal corresponding to a predetermined vehicle speed.
比較回路ICの出力端子Ｃは抵抗R3を介し端子
Ｍ（駆動回路への出力端子を成す）へ接続され、
端子Ｍは一方で抵抗R2を介して比較回路ICの＋
入力端子に接続されると共に、他方でツエナーダ
イオードZDを介して、抵抗分圧端子Ｋに（抵抗
R1，R2に対し並列回路をなして）接続される。 The output terminal C of the comparison circuit IC is connected to the terminal M (forming the output terminal to the drive circuit) via the resistor R3 ,
On the other hand, the terminal M is connected to the + of the comparison circuit IC via the resistor R2 .
It is connected to the input terminal, and on the other hand, it is connected to the resistor voltage dividing terminal K (resistor) via the Zener diode ZD.
connected to R 1 and R 2 in a parallel circuit).
端子Ｍは抵抗R4を介し、トランジスタTr1のベ
ース端子へ接続されこのベース端子は抵抗R5を
介して接地される。トランジスタTr1のエミツタ
端子は接地され、コレクタ端子は抵抗R6を介し
て定電圧電源＋Ｖへ接続されると共にトランジス
タTr2のベース端子へ接続される。トランジスタ
Tr2のエミツタ端子は接地され、コレクタ端子は
ソレノイド弁５のソレノイドVSVを経て定電圧
電源＋Ｖへと接続される。 Terminal M is connected to the base terminal of transistor Tr 1 via resistor R 4 , and this base terminal is grounded via resistor R 5 . The emitter terminal of the transistor Tr 1 is grounded, and the collector terminal is connected to a constant voltage power supply +V via a resistor R 6 and to the base terminal of the transistor Tr 2 . transistor
The emitter terminal of Tr 2 is grounded, and the collector terminal is connected to the constant voltage power supply +V via the solenoid VSV of the solenoid valve 5.
ソレノイド弁５は作動アクチユエータ２の切換
手段を成すものであり、ソレノイドVSVの励磁
時に管８とインテークマニホールド６の間を連通
し、非励磁時には管８とエアフイルタ７（大気）
とを連通する。 The solenoid valve 5 constitutes a switching means for the operating actuator 2, and communicates between the pipe 8 and the intake manifold 6 when the solenoid VSV is energized, and communicates between the pipe 8 and the air filter 7 (atmosphere) when it is not energized.
communicate with.
以下本実施例の作動について説明する。 The operation of this embodiment will be explained below.
比較回路ICの＋入力端子には一例として時速
70Km／ｈに対応する電圧E+が分圧端子Ｋから抵
抗R1を介して入力される。他方一端子には車速
の大小に応じて高低に変化する車速応答電圧信号
ＥVが入力する。今、車両が停止からスタートし
て所定速度（70Km／ｈ）未満の場合、比較回路の
出力に対応した端子Ｍの電圧ＶMはＨレベルにあ
り、トランジスタTr1は導通、Tr2は非導通の状
態にあり、ソレノイドVSVは非通電状態で弁５
はエアフイルタ７と管８とを連通し、バキユーム
アクチユエータ２は非作動（状態）ダイヤフラム
２ｂ上昇状態にある。このためエアバランスパネ
ル１は上昇して車体３の中に収納されている。 As an example, the + input terminal of the comparison circuit IC
A voltage E + corresponding to 70 km/h is input from the voltage dividing terminal K via the resistor R 1 . On the other hand, a vehicle speed response voltage signal E V that changes in height depending on the vehicle speed is input to one terminal. Now, when the vehicle starts from a stop and is less than the predetermined speed (70 km/h), the voltage V M at the terminal M corresponding to the output of the comparator circuit is at H level, the transistor Tr 1 is conductive, and the transistor Tr 2 is non-conductive. state, solenoid VSV is de-energized and valve 5 is closed.
communicates the air filter 7 and the pipe 8, and the vacuum actuator 2 is in an inactive (state) diaphragm 2b raised state. Therefore, the air balance panel 1 is raised and housed in the vehicle body 3.
次いで車速が上昇し所定車速（70Km／ｈ）を超
えるとＥV＞E+となり比較回路ICの出力信号に従
い端子Ｍの電圧ＶMはＬレベルとなり、トランジ
スタTr1非導通、Tr2導通となる結果、ソレノイ
ドVSVは通電状態となる。このため弁５はイン
テークマニホールド６と管８とを連通し、ダイヤ
フラム２ｂは吸引下降しエアバランスパネル１は
これに伴い下降して作動状態に保持される。 Next, when the vehicle speed increases and exceeds a predetermined vehicle speed (70 km/h), E V > E + and according to the output signal of the comparison circuit IC, the voltage V M at the terminal M becomes L level, and the transistor Tr 1 becomes non-conducting and Tr 2 becomes conductive. As a result, solenoid VSV becomes energized. For this reason, the valve 5 communicates the intake manifold 6 and the pipe 8, the diaphragm 2b is sucked down, and the air balance panel 1 is accordingly lowered and maintained in the operating state.
この際に、出力端子Ｃに生じたＬレベル電圧Ｖ
cにより、出力端子Ｃが抵抗R3，R2を介して比較
回路ICの＋端子に接続されているため比較回路
ICの＋入力端子電圧E+は初期のE+から低い
E+′（例えば車速50Km／ｈに対応した電圧）へと
電圧降下する（第４図）。その結果第１図に示す
通り、減速時においては、ＥV＞E+′の間はエア
バランスパネル１は下降状態に保たれ、ＥV＜
E+′となると比較回路の出力はＨレベルに移行
し、トランジスタTr1導通、Tr2非導通となり、
ソレノイドVSVが非通電となり、弁５はエアフ
イルタ７と管８とが連通する。その結果エアバラ
ンスパネル１はアクチユエータ２のダイヤフラム
２ａの上昇に従い上昇する。他方これと同時に比
較回路ICの＋端子の入力電圧はE+′からもとのE+
（E+＞E+′）へと復原する。 At this time, the L level voltage V generated at the output terminal C
c , the output terminal C is connected to the + terminal of the comparison circuit IC via the resistors R 3 and R 2 , so the comparison circuit
The +input terminal voltage E + of the IC is lower than the initial E +
The voltage drops to E + ' (for example, the voltage corresponding to a vehicle speed of 50 km/h) (Figure 4). As a result, as shown in Fig. 1, during deceleration, the air balance panel 1 is kept in the lowered state while EV > E + ', and when EV <
When E + ', the output of the comparator circuit shifts to H level, transistor Tr 1 becomes conductive, Tr 2 becomes non-conductive,
The solenoid VSV is de-energized, and the valve 5 communicates with the air filter 7 and the pipe 8. As a result, the air balance panel 1 rises as the diaphragm 2a of the actuator 2 rises. On the other hand, at the same time, the input voltage at the + terminal of the comparison circuit IC changes from E + ′ to the original E +
It restores to (E + > E + ′).
以上の実施例においては、アクチユエータとし
てはバキユームアクチユエータを用いたが、公知
の他のアクチユエータ、例えば油圧式、電動式等
を用いることもできる。弁の切換接続とソレノイ
ドVSVの通電、非通電の関係も、アクチユエー
タの作動の仕方及び、アクチユエータとエアバラ
ンスパネルとの間のリンク機構の態様に応じ、選
択される。 In the above embodiments, a vacuum actuator is used as the actuator, but other known actuators, such as a hydraulic type or an electric type, may also be used. The relationship between the switching connection of the valve and the energization or de-energization of the solenoid VSV is also selected depending on the manner of operation of the actuator and the form of the link mechanism between the actuator and the air balance panel.
駆動回路の形式も本実施例に限定されず、必要
に応じ、反転及び／又は増幅回路を用いることが
出来る。 The type of the drive circuit is not limited to this embodiment, and an inversion and/or amplification circuit can be used as necessary.
ヒステリシス形成回路は、本実施例の態様が簡
単であり好ましいが、比較回路非反転入力端子の
基準電圧を際下させる他の公知の出力帰還形式の
ものを用いることもできる。 Although the hysteresis forming circuit of this embodiment is simple and preferable, other known output feedback type circuits that significantly lower the reference voltage of the non-inverting input terminal of the comparator circuit may also be used.
ヒステリシスの幅は抵抗の選択組合せにより変
えることができる。なお、このヒステリシス回路
に代り、比較回路の差検出感度自体に幅をもたせ
ることによりチヤターリングを防止することもで
きる。 The width of the hysteresis can be varied by selecting a combination of resistors. Note that, instead of this hysteresis circuit, chattering can also be prevented by providing a range in the difference detection sensitivity of the comparison circuit itself.
車速応答信号発生手段はそれ自体公知のものを
適宜用い、他の目的（例えば自動変速機の制御用
のもの）で自動車に装着されているものを兼用す
ることができる。 As the vehicle speed response signal generating means, a known device may be appropriately used, and a device installed in the automobile for other purposes (for example, for controlling an automatic transmission) may also be used.
以上は、回路として電気的回路を用いた実施例
であるが、本発明は油圧信号及びその比較回路を
用いた油圧回路によつても、同様な作動を実現で
き、ヒステリシス形成も、比較回路の出力をフイ
ードバツクする回路を設けることにより、電気回
路の場合と同様な作動を得ることができる。抵
抗、反転、増幅等の電気的手段要素に対応して、
オクフイス、弁手段、ブースターないしアクチユ
エータ等を用いることができる。 The above is an example in which an electric circuit is used as the circuit, but the present invention can also realize a similar operation using a hydraulic circuit using a hydraulic signal and its comparison circuit, and the formation of hysteresis can also be prevented by the comparison circuit. By providing a circuit that feeds back the output, an operation similar to that of an electric circuit can be obtained. Corresponding to electrical means elements such as resistance, inversion, amplification, etc.
An opening, a valve means, a booster or an actuator, etc. can be used.
以上詳述の通り、本発明によれば、車速に応じ
てエアバランスパネルを上昇又は下降させ、作動
が必要な高速度の間だけ作動させることができ、
エアバランスパネルの破損可能性を減じかつ、低
速時において空気抵抗を減ずることができ、かつ
エアバランスパネルを上昇させる車速とパネルを
下降させる車速にヒステリシスを形成したことに
よつて、パネル作動のチヤタリングを防止し、パ
ネルおよびその切換手段等の破損を防止すること
が出来る。 As detailed above, according to the present invention, the air balance panel can be raised or lowered depending on the vehicle speed, and can be operated only at high speeds when operation is necessary.
It is possible to reduce the possibility of damage to the air balance panel, reduce air resistance at low speeds, and create hysteresis between the vehicle speed that raises the air balance panel and the vehicle speed that lowers the panel, thereby reducing the chattering of panel operation. This makes it possible to prevent damage to the panel, its switching means, etc.
第１図は本発明の一実施例によるエアバランス
パネルの作動パターン、第２図はエアバランスパ
ネルの下降時（二点鎖線）、上昇時の取付け状
態、第３図は、制御回路を中心とする作動回路の
一例、第４図は、比較回路の入出力パターンの一
例、を夫々示す。
Ｌ：エアバランスパネル、２：作動アクチユエ
ータ、５：ソレノイド弁、１０：制御回路、１
１：駆動回路、１２：車速応答信号発生手段、
IC：比較回路、R1，R2，R3：抵抗、Ｋ：抵抗分
圧端子。
Fig. 1 shows the operation pattern of an air balance panel according to an embodiment of the present invention, Fig. 2 shows the installation state of the air balance panel when it is lowered (double-dashed line) and when it is raised, and Fig. 3 mainly shows the control circuit. FIG. 4 shows an example of the input/output pattern of the comparison circuit. L: Air balance panel, 2: Operation actuator, 5: Solenoid valve, 10: Control circuit, 1
1: Drive circuit, 12: Vehicle speed response signal generation means,
IC: Comparison circuit, R 1 , R 2 , R 3 : Resistor, K: Resistance voltage dividing terminal.
Claims (1)
作動アクチユエータ及び切換手段を介して作動状
態又は非作動状態となるよう可動に装着されたエ
アバランスパネルにおいて、バランスパネル作動
アクチユエータの切換手段と、該切換手段の制御
手段とを有し、該制御手段は車速応答信号発生手
段からの車速応答信号を入力して、所定車速対応
信号と比較する比較手段を内蔵し所定車体に達し
たとき該切換手段に対し作動信号を発すると共
に、該作動信号を前記所定車速とは異なる車速に
て解除する回路を形成してパネル作動にヒステリ
シスを形成したことを特徴とする可動式エアバラ
ンスパネル。1. In order to improve the aerodynamic characteristics of an automobile, an air balance panel is movably mounted on the vehicle body so as to be in an activated state or a non-operative state via an actuating actuator and a switching means. control means for the switching means; the control means has a built-in comparison means for inputting the vehicle speed response signal from the vehicle speed response signal generation means and comparing it with a predetermined vehicle speed corresponding signal; and when a predetermined vehicle speed is reached, the switching means 1. A movable air balance panel characterized in that a circuit is formed to issue an activation signal to the vehicle and release the activation signal at a vehicle speed different from the predetermined vehicle speed, thereby creating hysteresis in panel operation.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56121869A JPS5822767A (en) | 1981-08-05 | 1981-08-05 | Movable air balance panel |
| DE19823228963 DE3228963A1 (en) | 1981-08-05 | 1982-08-03 | MOVABLE FLOW COMPENSATING PANEL |
| US06/404,658 US4558897A (en) | 1981-08-05 | 1982-08-03 | Movable type air balance panel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56121869A JPS5822767A (en) | 1981-08-05 | 1981-08-05 | Movable air balance panel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5822767A JPS5822767A (en) | 1983-02-10 |
| JPS6154630B2 true JPS6154630B2 (en) | 1986-11-22 |
Family
ID=14821937
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56121869A Granted JPS5822767A (en) | 1981-08-05 | 1981-08-05 | Movable air balance panel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5822767A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01103214U (en) * | 1987-12-28 | 1989-07-12 |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60158972U (en) * | 1984-03-31 | 1985-10-22 | ダイキヨ−・ベバスト株式会社 | rear spoiler device |
| JPS60209369A (en) * | 1984-04-04 | 1985-10-21 | Nissan Motor Co Ltd | Spoiler controller for automobile |
| JPH0235030Y2 (en) * | 1986-02-17 | 1990-09-20 |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5759190B2 (en) * | 1975-02-26 | 1982-12-13 | Tokyo Shibaura Electric Co |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5822870Y2 (en) * | 1980-09-26 | 1983-05-16 | 日産車体株式会社 | front spoiler device |
-
1981
- 1981-08-05 JP JP56121869A patent/JPS5822767A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5759190B2 (en) * | 1975-02-26 | 1982-12-13 | Tokyo Shibaura Electric Co |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01103214U (en) * | 1987-12-28 | 1989-07-12 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5822767A (en) | 1983-02-10 |
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