CN211175282U - Support structure of speed change gear - Google Patents
Support structure of speed change gear Download PDFInfo
- Publication number
- CN211175282U CN211175282U CN201921480084.8U CN201921480084U CN211175282U CN 211175282 U CN211175282 U CN 211175282U CN 201921480084 U CN201921480084 U CN 201921480084U CN 211175282 U CN211175282 U CN 211175282U
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- Prior art keywords
- clutch
- gear
- hub
- guide
- input shaft
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- General Details Of Gearings (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The utility model provides a change gear's bearing structure can make the full length of gearbox shorten on the one hand, prevents change gear's turnover on the one hand. A speed change gear supporting structure is provided, wherein the speed change gear is rotatably supported on a rotating shaft of a transmission case through bearings, the speed change gear is rotatably supported on the rotating shaft through two bearings, and the two bearings are arranged in a spaced manner in an axial direction. The speed change gear includes a gear body supported by the rotating shaft via a single-row ball bearing, and a clutch hub supported by the rotating shaft (4) via a needle bearing. For example, a hub guide is provided on the outer periphery of a hub of a clutch guide of the clutch, and a clutch hub of the transmission gear is rotatably supported by the hub guide via a needle bearing.
Description
Technical Field
The utility model relates to a change gear's bearing structure, change gear sets up in the gearbox of vehicle.
Background
In a transmission for a vehicle, a transmission employing the following structure is known: a plurality of transmission gears having different diameters are provided, and the transmission gears are selectively coupled to the rotary shaft through a clutch, the transmission gears being rotatably supported on the rotary shaft through bearings (see, for example, patent document 1).
Further, the overall length of the transmission is one of important points that greatly affect the mountability of the transmission to a vehicle. In particular, in a multi-stage transmission including a plurality of shift stages, reducing the width of a plurality of transmission gears and clutches is an effective method for shortening the overall length of the multi-stage transmission, and as one of the methods, the following structure is adopted: the transmission gear is rotatably supported on the rotary shaft by a single-row ball bearing having a narrow width.
[ Prior art documents ]
[ patent document ]
[ patent document 1] Japanese patent laid-open No. 2006-200581
SUMMERY OF THE UTILITY MODEL
[ problem to be solved by the utility model ]
However, when a structure is adopted in which the transmission gear is supported by a single-row ball bearing having a narrow width, the following problems arise: since the support span (span) of the transmission gear is short, the tilting rigidity of the transmission gear is low, and the transmission gear is easily tilted by the gear reaction force. In particular, when a configuration is adopted in which the transmission gear and the clutch are combined, the entire transmission gear including the clutch hub formed integrally with the transmission gear is liable to fall. When the transmission gear falls down as described above, an unexpected load is applied to the clutch, which causes an abnormal noise in the clutch, or causes a reduction in durability of the transmission gear or the clutch, a deterioration in friction characteristics, or the like.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a transmission gear support structure that can shorten the overall length of a transmission case and prevent the transmission gear from falling over.
[ means for solving problems ]
In order to achieve the above object, the present invention provides a support structure for a transmission gear 11, wherein the transmission gear 11 is rotatably supported by a rotary shaft 4 of a transmission T via a bearing, the support structure for the transmission gear 11 is configured to rotatably support the transmission gear 11 by the rotary shaft 4 via two bearings 32 and 39, and the two bearings 32 and 39 are disposed in an axially spaced manner.
Here, the transmission gear 11 may be: a cylindrical clutch hub 11B of a clutch C1 is provided to extend integrally in the axial direction from the gear body 11A, the clutch hub 11B is rotatably supported on the rotary shaft 4 via one of the bearings 39, and the clutch C1 selectively connects the transmission gear 11 and the rotary shaft 4.
Further, it is also possible to: the gear body 11A of the transmission gear 11 is rotatably supported on the rotary shaft 4 by a single-row ball bearing 32, and the clutch hub 11B is rotatably supported on the rotary shaft 4 by a needle bearing 39.
Further, the clutch C1 may include a drum-shaped clutch guide 33 fixed to the rotary shaft 4, a hub guide 38 may be provided on an outer periphery of a hub 33a of the clutch guide 33, and the clutch hub 11B of the transmission gear 11 may be rotatably supported by the hub guide 38 via the needle bearing 39.
The clutch C1 may be a wet multiple disc clutch in which a plurality of clutch discs 34 and a plurality of clutch plates 35 are alternately stacked in an axially movable manner, the plurality of clutch discs 34 are engaged with the outer periphery of the clutch guide 33, the plurality of clutch plates 35 are engaged with the outer periphery of the clutch hub 11B, and the clutch C1 includes: a clutch piston 36 that presses the plurality of clutch disks 34 and the plurality of clutch plates 35 in the axial direction; a piston chamber S defined between the clutch piston 36 and the clutch guide 33; a return spring 40 that biases the clutch piston 36 in a direction away from the clutch disks 34 and the clutch plates 35; and a spring retainer (spring retainer) for supporting one end of the return spring 40 in the axial direction; and the hub guide 38 includes the spring retainer.
[ effects of the utility model ]
According to the present invention, the transmission gear of the transmission is rotatably supported by the rotary shaft via the two bearings, which are spaced apart from each other in the axial direction, so that the overall length of the transmission can be shortened, and the transmission gear can be prevented from falling over.
Drawings
Fig. 1 is a plan view schematically showing the basic structure of a transmission case including a support structure for a transmission gear according to the present invention.
Fig. 2 is a partial plan sectional view showing a support structure of a transmission gear according to the present invention.
Fig. 3 is a partial plan sectional view showing a conventional transmission gear support structure.
Description of the symbols
4: input shaft (rotating shaft)
11: four-gear-six-gear driving gear (speed change gear)
11A: gear body
11B: clutch hub
32: single row ball bearing (Bearings)
33: clutch guide
33 a: hub of clutch guide
34: clutch disc
35: clutch plate
36: clutch piston
38: wheel hub guide
39: needle roller bearing (bearing)
40: reset spring
C1: six-gear clutch (Clutch)
S: piston chamber
T: gear box
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[ basic Structure and Effect of Transmission case ]
(basic structure)
First, a basic structure of a transmission of a vehicle will be described below with reference to fig. 1.
Fig. 1 is a plan view schematically showing a basic structure of a transmission including a support structure of a transmission gear according to the present invention, and the illustrated transmission T is a transmission mounted on a vehicle using an Engine (ENG) E as a drive source, and the rotation of the engine E is changed in speed and finally transmitted to left and right front wheels Wf serving as drive wheels.
An input shaft 4, an output shaft 5, a first intermediate shaft 6, a second intermediate shaft 7, a connecting idler shaft (idle shaft)8, and a reverse idler shaft 9 are housed together with a differential mechanism D in a casing 1 of a transmission T, the input shaft 4 is rotatably connected to a crankshaft (crank shaft)2 of an engine E via a flywheel (fly wheel)3, and the output shaft 5, the first intermediate shaft 6, the second intermediate shaft 7, the connecting idler shaft 8, and the reverse idler shaft 9 are disposed in parallel with the input shaft 4 and rotatably.
The input shaft 4 is provided with a main drive gear 10, a fourth-sixth drive gear 11, a sixth clutch C1, a third clutch C2, and a third-reverse (R) drive gear 12 in this order from the engine E side. Here, the main drive gear 10 is fixed to the input shaft 4, and the fourth-sixth drive gear 11 and the third-reverse drive gear 12 are supported on the input shaft 4 so as to be relatively rotatable (idle).
The sixth clutch C1 is a clutch for connecting (ON)/disconnecting (OFF) the fourth-sixth drive gear 11 to the input shaft 4, and the third clutch C2 is a clutch for connecting (ON)/disconnecting (OFF) the third-reverse drive gear 12 to the input shaft 4. The sixth-gear clutch C1 and the third-gear clutch C2 each include a wet multiple plate clutch, the details of which will be described later.
Further, the first intermediate shaft 6 is provided with a first clutch C3, a first drive gear 13, a coupling driven gear 14, a fifth drive gear 15, a fifth clutch C4, a second clutch C5, and a second drive gear 16 in this order from the engine E side. Here, the first-speed drive gear 13, the fifth-speed drive gear 15, and the second-speed drive gear 16 are supported on the first countershaft 6 so as to be relatively rotatable (idle), and the coupling driven gear 14 is fixed to the first countershaft 6.
The first clutch C3 connects (ON)/disconnects (OFF) the first drive gear 13 to the first intermediate shaft 6, the fifth clutch C4 connects (ON)/disconnects (OFF) the fifth drive gear 15 to the first intermediate shaft 6, and the second clutch C5 connects (ON)/disconnects (OFF) the second drive gear 16 to the first intermediate shaft 6. The first-gear clutch C3, the fifth-gear clutch C4, and the second-gear clutch C5 also include wet multiplate clutches.
A fourth clutch C6, a primary driven gear 17, a fourth drive gear 18, a selector mechanism 19, and a reverse drive gear 20 are disposed in this order from the engine E side on the second countershaft 7. Here, the primary driven gear 17, the fourth drive gear 18, and the reverse drive gear 20 are supported on the second intermediate shaft 7 so as to be relatively rotatable (idle). The fourth-speed clutch C6 connects (ON)/disconnects (OFF) the driving driven gear 17 to/from the second intermediate shaft 7, and the fourth-speed clutch C6 also includes a wet multiple disc clutch.
The selector mechanism 19 selectively connects one of the fourth-speed drive gear 18 and the reverse drive gear 20 to the second intermediate shaft 7 by engaging a sleeve (sleeve)19a that slides in the axial direction on the second intermediate shaft 7 with the fourth-speed drive gear 18 or the reverse drive gear 20.
A coupling idler gear (idler gear)21 is fixed to the coupling idler shaft 8, the coupling idler gear 21 constantly meshes with both the main drive gear 10 and the coupling driven gear 14, the main drive gear 10 is fixed to the input shaft 4, and the coupling driven gear 14 is fixed to the first intermediate shaft 6.
A final drive gear (final drive gear)22, a first-speed driven gear 23, a fourth-fifth-sixth-speed driven gear 24, and a second-third-reverse-speed driven gear 25 are disposed in this order from the engine E side on the output shaft 5. Here, the final drive gear 22, the first-speed driven gear 23, the fourth-fifth-sixth-speed driven gear 24, and the second-third-reverse-speed driven gear 25 are all fixed to the output shaft 5. The final drive gear 22 constantly meshes with a final driven gear (final drive gear)26 that drives the differential mechanism D, and the first-speed driven gear 23 constantly meshes with the first-speed drive gear 13 disposed on the first counter shaft 6 (in fig. 1, a dotted line connecting the final drive gear 22 and the final driven gear 26 indicates that both mesh).
The fourth-fifth-sixth driven gear 24 is constantly engaged with both the fourth-sixth drive gear 11 and the fifth drive gear 15, the fourth-sixth drive gear 11 is disposed on the input shaft 4, the fifth drive gear 15 is disposed on the first countershaft 6, the second-third-reverse driven gear 25 is constantly engaged with both the third-reverse drive gear 12 and the second drive gear 16, the third-reverse drive gear 12 is disposed on the input shaft 4, and the second drive gear 16 is disposed on the first countershaft 6.
A reverse idler gear 27 is fixed to the reverse idler shaft 9, the reverse idler gear 27 constantly meshes with both the third reverse drive gear 12 and the reverse drive gear 20, the third reverse drive gear 12 is disposed on the input shaft 4, and the reverse drive gear 20 is disposed on the second intermediate shaft 7.
The differential mechanism D is configured by housing two pinions (piniongear)29 and two side gears (side gears) 30 that mesh with each other in a differential case 28, and left and right axles (axle shaft)31 are coupled to the respective side gears 30. Further, left and right front wheels Wf, which are driving wheels, are attached to outer ends of the left and right axles 31, respectively. The differential case 28 is rotatably supported about the central axis of the left and right axles 31, and the final driven gear 26 fixed to the differential case 28 constantly meshes with the final drive gear 22 as described above.
(action)
Next, only a portion in which the transmission case T configured as described above functions in association with the fourth-sixth gear drive gear 11 will be described, where the fourth-sixth gear drive gear 11 is a transmission gear including the support structure of the present invention.
In a state where the vehicle is traveling forward in the fifth gear, the transmission T disconnects (OFF) the fourth clutch C6 and connects (ON) the fifth clutch C4, thereby coupling the fifth drive gear 15 to the first intermediate shaft 6. Therefore, the power of the engine E is transmitted to the input shaft 4 → the connecting idler gear 21 → the connecting driven gear 14 → the first intermediate shaft 6 → the fifth clutch C4 → the fifth-speed drive gear 15 → the fourth-speed, fifth-speed, sixth-speed driven gear 24 → the output shaft 5, and the transmission T is in the forward fifth-speed state.
When the transmission T is switched from the fifth forward speed state to the sixth forward speed state, the fifth clutch C4 in the engaged (ON) state is disengaged (OFF), and the sixth clutch C1 in the disengaged (OFF) state is engaged (ON). Then, the coupling of the fifth gear drive gear 15 and the first intermediate shaft 6 is released, and the fourth-sixth gear drive gear 11 and the input shaft 4 are coupled, so that the power of the engine E is transmitted to the input shaft 4 → the sixth gear clutch C1 → the fourth-sixth gear drive gear 11 → the fourth-fifth-sixth gear driven gear 24 → the output shaft 5, and the transmission T is in the forward sixth gear state.
[ supporting Structure of Transmission Gear ]
Next, a support structure of the fourth-sixth gear drive gear 11 will be described below as a support structure of the transmission gear of the present invention, based on fig. 2.
That is, fig. 2 is a partial plan sectional view showing a support structure of the fourth-sixth gear drive gear 11, and the fourth-sixth gear drive gear (hereinafter simply referred to as "transmission gear") 11 includes: a gear body 11A supported by the input shaft 4 so as to be relatively rotatable (idly rotatable) via a single-row ball bearing 32; and a cylindrical clutch hub 11B integrally extending in the axial direction from the gear body 11A to a sixth clutch (hereinafter simply referred to as "clutch") C1.
The clutch C1 disposed on the input shaft 4 adjacent to the transmission gear 11 is a wet multiple disc clutch as described above, and includes the drum-shaped clutch guide 33 fixed to the input shaft 4. A plurality of (three in the illustrated example) annular plate-shaped clutch disks 34 and clutch plates 35 are disposed between the clutch guide 33 and the clutch hub 11B in an axially movable and alternately stacked state, and the clutch hub 11B is disposed concentrically on the inner diameter side of the clutch guide 33. Here, the outer peripheral portions of the plurality of clutch discs 34 are engaged with the inner periphery of the clutch guide 33, and they are movable in the axial direction and integrally rotatable with the clutch guide 33 in the circumferential direction. The inner peripheral portions of the plurality of clutch plates 35 are engaged with the outer periphery of the clutch hub 11B, are movable in the axial direction, and rotate integrally with the clutch hub 11B in the circumferential direction.
Further, a clutch piston 36 is fitted slidably in the axial direction inside the clutch guide 33 of the clutch C1, and a piston chamber S is defined between the clutch piston 36 and the clutch guide 33. Although not shown, oil holes for supplying pressure oil supplied from the hydraulic pump are opened in the piston chamber S.
The clutch piston 36 is an annular plate-shaped member, and an end surface of an outer peripheral portion thereof abuts against the innermost (left end in fig. 2) clutch disc 34, and the plurality of clutch discs 34 and the clutch plate 35 are held between the clutch guide 33 and a stopper (stopper)37 fixed to the clutch hub 11B.
Further, a bottomed double-tube-shaped hub guide 38 having an コ -shaped cross section is fitted to the outer periphery of the hub 33a of the clutch guide 33, and a needle bearing 39 is inserted into an annular radial gap between the hub guide 38 and the clutch hub 11B. Therefore, the clutch hub 11B integrated with the speed change gear 11 is rotatably supported by the hub guide 38 via the needle bearing 39, and finally, the speed change gear 11 is rotatably supported at two points in the axial direction by the input shaft 4 via the single-row ball bearing 32 and the needle bearing 39, the single-row ball bearing 32 and the needle bearing 39 being disposed at an interval in the axial direction. That is, the gear body 11A of the transmission gear 11 is relatively rotatably (idly) supported by the input shaft 4 via the single-row ball bearing 32, and the clutch hub 11B is relatively rotatably (idly) supported by the input shaft 4 via the hub guide 38 and the clutch guide 33 via the needle bearing 39.
A return spring 40 is mounted in compression between the clutch piston 36 and the hub guide 38, and the clutch piston 36 is constantly biased inward (in a direction away from the clutch disc 34 (leftward in fig. 2)) by the return spring 40. Therefore, the hub guide 38 has the following functions: the clutch hub 11B is rotatably supported via a needle bearing 39; and as a function of the spring holder, supports one end in the axial direction of the return spring 40.
In the clutch C1 configured as described above, when pressure oil is supplied from an unillustrated hydraulic pump to the piston chamber S through an unillustrated path, the clutch piston 36 is moved outward (rightward in fig. 2) by the oil pressure, and presses the plurality of clutch disks 34 and the clutch plates 35 that are alternately stacked in the axial direction, thereby sandwiching the clutch disks 34 and the clutch plates 35 between the stopper 37 and the clutch plates. Therefore, the clutch C1 is in the connected (ON) state, the input shaft 4 is coupled to the transmission gear 11 by the frictional force generated between the clutch disk 34 and the clutch plate 35 adjacent in the axial direction, and the rotation of the input shaft 4 is transmitted to the transmission gear 11 via the clutch C1, so that the transmission gear 11 and the input shaft 4 rotate together and integrally. Then, the rotation of the speed change gear (fourth-sixth drive gear) 11 is transmitted to the fourth drive gear 18, and a journal load (jounaload) P is applied perpendicularly to the meshing tooth surfaces of the speed change gear (fourth-sixth drive gear) 11 and the fourth drive gear 18, which mesh with each other to transmit powerNAnd a horizontal thrust load (thrust load) PTAnd (4) acting.
When the pressure oil supplied to the piston chamber S of the clutch C1 is discharged to the outside, the clutch piston 36 moves inward (leftward in fig. 2) by the biasing force of the return spring 40 and separates from the clutch disks 34, so that the clutch disks 34 and the clutch plates 35 adjacent to each other in the axial direction rotate relative to each other, and no frictional force is generated therebetween. Therefore, the clutch C1 is in the disengaged (OFF) state, and the coupling between the input shaft 4 and the transmission gear 11 by the clutch C1 is released, so the transmission gear 11 relatively rotates (idles) on the input shaft 4.
Here, fig. 3 shows a conventional support structure of the transmission gear 11 as a reference example, but since the transmission gear 11 is supported by only one point of the single row ball bearing 32 in the prior art, the support span L2 of the transmission gear 11 is short as shown in the drawing, and thus the tilting rigidity of the transmission gear 11 is lowered, as described above, when the tilting rigidity of the transmission gear 11 is low, the entire transmission gear 11 including the clutch hub 11B is easily subjected to the gear reaction force R and is tilted as shown by a broken line in fig. 3, and when the entire transmission gear 11 is tilted as described above, there arises a problem that the gear reaction force R is added to the clutch C1 to generate an abnormal sound in the clutch C1, or to cause a reduction in the durability of the transmission gear 11 or the clutch C1 or a deterioration in the frictional characteristic, and the like as described above, and fig. 3 shows a conventional support structure of the transmission gear 11, is the same as fig. 2, and in fig. 3, the same reference sign as that of the elements as those shown in fig. 2, and one end of the return spring is denoted by 40.
In contrast, in the present embodiment, as shown in fig. 2, the speed change gear 11 is rotatably supported by the input shaft 4 at two points in the axial direction by the single-row ball bearings 32 and the needle bearings 39, and the single-row ball bearings 32 and the needle bearings 39 are arranged at intervals in the axial direction, so that the support span L1 of the speed change gear 11 is longer than the conventional support span L2 (L1 > L2) shown in fig. 3, the tumble rigidity of the entire speed change gear 11 including the clutch hub 11B is improved, and the tumble of the speed change gear 11 can be effectively prevented, and in this case, the gear reaction force R added to the speed change gear 11 is supported by the input shaft 4 via the needle bearings 39, the hub guides 38, and the clutch guides 33 as shown by an arrow in fig. 2, and the gear reaction force R is not added to the clutch C1, so that there is no problem that an abnormality occurs in the clutch C1, or the durability of the speed change gear 11 or the friction characteristics of the clutch C1 is deteriorated.
In the present embodiment, the axial positions (axial lengths) of the speed change gear 11 and the clutch C1 are not changed, and the above-described effects can be obtained by only newly providing the hub guide 38 and the needle bearing 39 between the two, so that the following effects can be obtained: the overall length of the transmission T shown in fig. 1 can be reduced, and the transmission gear 11 can be prevented from falling over.
Although the support structure for the fourth-sixth gear drive gear 11 in the transmission T shown in fig. 1 has been described above, the support structure of the present invention can be similarly applied to the support structures for the third-reverse gear drive gear 12, the first-gear drive gear 13, the fifth-gear drive gear 15, the second-gear drive gear 16, and the main driven gear 17.
The application of the present invention is not limited to the embodiments described above, and various modifications are possible within the scope of the technical idea described in the specification and the drawings.
Claims (4)
1. A support structure of a transmission gear rotatably supported on an input shaft of a transmission case by a bearing,
the transmission gear is rotatably supported by the input shaft via two bearings which are disposed in an axially spaced manner,
in the transmission gear, a cylindrical clutch hub of a clutch is provided integrally extending in an axial direction from a gear main body, the clutch hub is rotatably supported by the input shaft via one of the two bearings, and the clutch selectively couples the transmission gear and the input shaft.
2. The support structure of a speed-change gear according to claim 1,
one of the two bearings is a needle bearing, the other of the two bearings is a single-row ball bearing, a gear body of the transmission gear is rotatably supported on the input shaft by the single-row ball bearing, and the clutch hub is rotatably supported on the input shaft by the needle bearing.
3. The support structure of a speed-change gear according to claim 2,
the clutch includes a drum-shaped clutch guide fixed to the input shaft, a hub guide is provided on an outer periphery of a hub of the clutch guide, and the clutch hub of the transmission gear is rotatably supported by the hub guide via the needle bearing.
4. The support structure of a speed-change gear according to claim 3,
the clutch is a wet-type multiple-plate clutch in which a plurality of clutch plates and a plurality of clutch plates are alternately stacked and arranged so as to be movable in an axial direction, the plurality of clutch plates are engaged with an outer periphery of the clutch guide, the plurality of clutch plates are engaged with an outer periphery of the clutch hub, and the clutch is configured to include: a clutch piston that presses the plurality of clutch disks and the plurality of clutch plates in an axial direction; a piston chamber divided between the clutch piston and the clutch guide; a return spring that urges the clutch piston in a direction away from the clutch disc and the clutch plate; and a spring holder for supporting one end of the return spring in the axial direction; and is
The hub guide includes the spring retainer.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018216353A JP2020085047A (en) | 2018-11-19 | 2018-11-19 | Support structure of shift gear |
| JP2018-216353 | 2018-11-19 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211175282U true CN211175282U (en) | 2020-08-04 |
Family
ID=70907180
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921480084.8U Active CN211175282U (en) | 2018-11-19 | 2019-09-06 | Support structure of speed change gear |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2020085047A (en) |
| CN (1) | CN211175282U (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ITMO20050044A1 (en) * | 2005-02-23 | 2006-08-24 | Interpump Hydraulics Spa | POWER TAKE-UP FOR INDUSTRIAL VEHICLES. |
| JP2007321790A (en) * | 2006-05-30 | 2007-12-13 | Yamaha Motor Co Ltd | Engine unit and suddling type vehicle |
| CN101979898B (en) * | 2010-08-20 | 2013-06-26 | 重庆青山工业有限责任公司 | Dual-clutch automated transmission |
| JP2018004031A (en) * | 2016-07-07 | 2018-01-11 | 井関農機株式会社 | Work vehicle |
-
2018
- 2018-11-19 JP JP2018216353A patent/JP2020085047A/en not_active Ceased
-
2019
- 2019-09-06 CN CN201921480084.8U patent/CN211175282U/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JP2020085047A (en) | 2020-06-04 |
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