JP2537076B2 - Internal combustion engine intake system - Google Patents
Internal combustion engine intake systemInfo
- Publication number
- JP2537076B2 JP2537076B2 JP15261788A JP15261788A JP2537076B2 JP 2537076 B2 JP2537076 B2 JP 2537076B2 JP 15261788 A JP15261788 A JP 15261788A JP 15261788 A JP15261788 A JP 15261788A JP 2537076 B2 JP2537076 B2 JP 2537076B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- intake pipe
- pipe
- engine
- main
- 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 - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
Landscapes
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、吸入空気柱の動的効果を利用して、吸入空
気量を増大できるようにしたエンジンの吸気装置に関
し、特に、構造の簡素化，配設スペースの削減を図りな
がら広範囲の回転領域において吸入空気量の増大を実現
できるようにした吸気装置に関する。Description: TECHNICAL FIELD The present invention relates to an intake device for an engine capable of increasing an intake air amount by utilizing a dynamic effect of an intake air column, and particularly to a simple structure. The present invention relates to an intake device capable of realizing an increase in intake air amount in a wide range of rotation regions while achieving a reduction in size and an installation space.
従来から、ピストン式内燃機関においては、出力向上
の観点から、吸入空気柱の動的効果を利用して吸入空気
量を増大させる、いわゆる慣性過給の手段が採用されて
いる。2. Description of the Related Art Conventionally, in a piston type internal combustion engine, a so-called inertial supercharging means for increasing the intake air amount by utilizing a dynamic effect of an intake air column has been adopted from the viewpoint of improving output.
この慣性過給において、管長l,管断面積A,及び慣性過
給が得られるエンジン回転数Ｎの関係は、近似的に下記
のヘルムホルツの共鳴器の振動の式で示される。In this inertia supercharging, the relationship between the pipe length l, the pipe cross-sectional area A, and the engine speed N at which the inertia supercharging can be obtained is approximately represented by the following Helmholtz resonator vibration equation.
ここで、Vmはシリンダ内有効体積、ａは音速、Ｋは比
例定数である。上式から慣性過給を行うには、管断面積
Ａ又は、管長ｌをエンジン回転数に応じた値とすればよ
いことが容易に解る。 Here, Vm is the effective volume in the cylinder, a is the speed of sound, and K is a proportional constant. From the above equation, it is easily understood that the pipe cross-sectional area A or the pipe length 1 may be set to a value corresponding to the engine speed in order to perform the inertia supercharging.
一方、変速エンジン、特に、自動車用エンジンにおい
ては、使用回転数がアイドル状態から最高回転数まで広
範囲において変化する。そのため従来の慣性過給を採用
した自動車用エンジンでは、慣性過給により吸入空気量
が増大する、いわゆるチューニングポイントを最高トル
クあるいは、最高出力の発生回転数付近に設定してお
り、その結果、この従来エンジンでは、当然ながら上記
チューニングポイント以外の領域では、トルクあるいは
出力の増大は望めないものであった。On the other hand, in a variable speed engine, especially in an automobile engine, the number of revolutions used varies over a wide range from the idle state to the maximum number of revolutions. Therefore, in a conventional automobile engine that employs inertial supercharging, the so-called tuning point at which the intake air amount increases due to inertial supercharging is set near the maximum torque or the maximum output rotational speed. In the conventional engine, as a matter of course, an increase in torque or output could not be expected in a region other than the tuning point.
そこで上記慣性過給の効果を複数のエンジン回転領域
で得ることができるようにした吸気装置として、従来、
例えば２本の吸気管を並列に配設するとともに、一方の
吸気管に開閉バルブを配置し、該バルブをエンジン回転
速度に応じて開閉するようにしたものがある。Therefore, as an intake device capable of obtaining the above-described effect of inertia supercharging in a plurality of engine rotation regions,
For example, there is one in which two intake pipes are arranged in parallel, an opening / closing valve is arranged in one intake pipe, and the valves are opened / closed according to the engine rotation speed.
この吸気装置では、吸気管断面積がエンジン回転速度
に応じて２段階に切り替えられるので、高速，低速の両
領域で高トルク化実現できる。In this intake system, the cross-sectional area of the intake pipe can be switched in two steps according to the engine rotation speed, so that high torque can be realized in both high speed and low speed regions.
しかしながら上記吸気通路を複数系統配設する従来装
置は、吸気管を複数本並列に配置するのであるからそれ
だけ大きなスペースを必要とする問題がある。特に多気
筒エンジンにおいては、各シリンダーの間隔上の制約が
あることから、上述のような複数系統の配置は実現困難
であり、また構造が複雑となり易い。However, the conventional device having a plurality of intake passages has a problem that it requires a large space because a plurality of intake pipes are arranged in parallel. Particularly in a multi-cylinder engine, the above-described arrangement of a plurality of systems is difficult to realize and the structure tends to be complicated because of the restriction on the intervals between the cylinders.
本発明は、上記従来装置における問題点を解消して、
配設スペースをほとんど増大することなく２段階以上の
チューニングポイント切り替えを実現でき、広範囲のエ
ンジン回転領域で吸入空気量を増大できる内燃機関の吸
気装置を提供することを目的としている。The present invention solves the above problems in the conventional device,
An object of the present invention is to provide an intake system for an internal combustion engine that can realize two or more stages of tuning point switching without increasing the installation space and can increase the intake air amount in a wide range of engine rotation range.
本発明者は、配置スペースを大きくすることなく慣性
過給を複数段階で利用するには、吸気管を並列配置する
のではなく、同軸配置にすれば良い点に着目した。The present inventor has noticed that in order to use the inertial supercharging in a plurality of stages without increasing the arrangement space, the intake pipes may be arranged coaxially instead of in parallel.
そこで、本発明に係るエンジンの吸気装置は、吸気通
路を、主吸気管内に少なくとも１つの副吸気管を略同軸
状に配置してなる多重管構造とし、上記副吸気管の上流
端開口を上記主吸気管の途中に膨出形成されたエアチャ
ンバ内に位置させるとともに、該主吸気管のエアチャン
バより上流側にスロットバルブを配設し、上記副吸気管
の下流端開口を吸気弁用開口より上流側に間隔をあけて
位置させるとともに、該下流端開口と吸気弁用開口との
間に燃料噴射弁を配設し、上記副吸気管内にバタフライ
式開閉バルブを配設し、該開閉バルブを、エンジン低速
回転域では閉じることにより吸気通路面積を小さくしか
つ主吸気管の内表面に沿う空気流を発生させ、エンジン
高速回転域では開けることにより吸気通路面積を大きく
しかつ主吸気管及び副吸気管全体を通る空気流を発生さ
せるようにしたことを特徴としている。Therefore, the engine intake device according to the present invention has an intake passage having a multi-tube structure in which at least one auxiliary intake pipe is arranged substantially coaxially in the main intake pipe, and the upstream end opening of the auxiliary intake pipe is The main intake pipe is located in an air chamber that is bulged in the middle of the main intake pipe, and a slot valve is arranged upstream of the air chamber of the main intake pipe, and the downstream end opening of the sub intake pipe is an intake valve opening. A fuel injection valve is arranged between the downstream end opening and the intake valve opening, and a butterfly type opening / closing valve is arranged in the auxiliary intake pipe. Is closed in the engine low speed rotation range to reduce the intake passage area and generate an air flow along the inner surface of the main intake pipe, and open in the engine high speed rotation range to increase the intake passage area and reduce the main intake pipe and It is characterized in that so as to generate an air flow through the entire intake pipe.
ここで本発明において吸気通路を三重管以上の多重管
とする場合は、外側の副吸気管ほどエンジン側に長く延
長し、該延長部に開閉バルブを配設すれば良い。Here, in the present invention, when the intake passage is a multiple pipe of three or more pipes, the outer sub-intake pipe may be extended to the engine side longer, and the opening / closing valve may be arranged in the extended portion.
上記構成になる本発明では、例えば、副吸気管が１つ
の二重管の場合で説明すれば、低速回転域では副吸気管
の開閉バルブを閉じる。これにより燃焼用空気は主吸気
管と副吸気管との間のリング状の主吸気通路のみを通っ
てエンジンに導入される。また、高速時には上記開閉バ
ルブを開く。これにより燃焼用空気は上記主吸気通路及
び副吸気管内の副吸気通路からも導入される。その結
果、吸気通路断面積は、低速時は主吸気通路のみの小さ
な断面積となり、一方、高速時には主，副吸気通路から
なる大きい断面積となる。従って低速時及び高速時の２
段階において吸入空気量を増大できる。In the present invention having the above-described configuration, for example, if a case where the auxiliary intake pipe is a double pipe is described, the opening / closing valve of the auxiliary intake pipe is closed in the low speed rotation range. As a result, the combustion air is introduced into the engine only through the ring-shaped main intake passage between the main intake pipe and the sub intake pipe. Further, at high speed, the open / close valve is opened. As a result, the combustion air is also introduced from the main intake passage and the auxiliary intake passage in the auxiliary intake pipe. As a result, the intake passage cross-sectional area has a small cross-sectional area of only the main intake passage at low speed, and has a large cross-sectional area of the main and auxiliary intake passages at high speed. Therefore, 2 at low speed and high speed
The intake air amount can be increased in stages.
そして本発明では、上記断面積の切り替えを、主，副
吸気管を同軸状に配置した多重管によって実現したの
で、従来の並列配置した場合に比べて配置スペースを大
幅に削減でき、狭小なエンジンルーム内への配置が容易
であり、実現性が非常に高い。Further, in the present invention, since the switching of the cross-sectional area is realized by the multiple pipe in which the main and auxiliary intake pipes are coaxially arranged, the arrangement space can be greatly reduced as compared with the conventional parallel arrangement, and the narrow engine It is easy to place in the room and very feasible.
以下、本発明の実施例を図について説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図ないし第３図は本発明の一実施例によるエンジ
ンの吸気装置を説明するための図であり、本実施例は吸
気通路断面積を２段階に切り替えるようにした例であ
る。1 to 3 are views for explaining an intake system for an engine according to an embodiment of the present invention, and this embodiment is an example in which the cross-sectional area of the intake passage is switched in two stages.
図において、１は４サイクルガソリンエンジンであ
り、これは主としてシリンダブロック２とシリンダヘッ
ド10とから構成されており、シリンダブロック２内に
は、ピストン３が摺動自在に装着されている。また、上
記シリンダヘッド10の燃焼室凹部10aには排気ポート10
b,吸気ポート10cが連通されており、該両ポート10b,10c
の燃焼室側開口にはそれぞれ排気バルブ４、吸気バルブ
５が配設されている。この各バルブ4,5はそれぞれ動弁
機構6a,6bで開閉駆動される。In the figure, reference numeral 1 denotes a 4-cycle gasoline engine, which is mainly composed of a cylinder block 2 and a cylinder head 10. Inside the cylinder block 2, a piston 3 is slidably mounted. Further, the exhaust port 10 is provided in the combustion chamber recess 10a of the cylinder head 10.
b, the intake port 10c is in communication with the two ports 10b, 10c
An exhaust valve 4 and an intake valve 5 are respectively provided at the combustion chamber side openings of the. The valves 4 and 5 are opened and closed by valve operating mechanisms 6a and 6b, respectively.
上記吸気ポート10cには本実施例吸気装置14の主吸気
管７が接続されており、該主吸気管７の上流端にはエア
クリーナ12aを介して空気取入口12が接続されている。
また、上記主吸気管７の途中には大容量のエアチャンバ
13が一体に膨出形成されており、該チャンバ13の上流側
にはスロットルバルブ11が、下流端には燃料噴射弁15が
それぞれ配設されている。The main intake pipe 7 of the intake device 14 of this embodiment is connected to the intake port 10c, and the air intake 12 is connected to the upstream end of the main intake pipe 7 via an air cleaner 12a.
A large capacity air chamber is provided in the middle of the main intake pipe 7.
13 is integrally formed to be bulged, a throttle valve 11 is provided at the upstream side of the chamber 13, and a fuel injection valve 15 is provided at the downstream end thereof.
そして上記主吸気管７の、エアチャンバ13より下流側
には副吸気管８が軸芯が一致するように、つまり同軸状
に配設されており、該部分は二重管となっている。この
両吸気管7,8は接続リブ7bで一体に接続されている。ま
た、上記副吸気管８の上流開口部8bは上記エアチャンバ
13内に開口しており、該副吸気管８の下流側には開閉バ
ルブ９が配設されている。An auxiliary air intake pipe 8 is arranged downstream of the air chamber 13 in the main air intake pipe 7 so that the axes thereof coincide with each other, that is, coaxially, and the portion is a double pipe. Both intake pipes 7 and 8 are integrally connected by a connecting rib 7b. The upstream opening 8b of the auxiliary intake pipe 8 is the air chamber.
An opening / closing valve 9 is provided on the downstream side of the auxiliary air intake pipe 8 and opens in the inside 13.
次に本実施例装置の作用効果について説明する。 Next, the function and effect of the apparatus of this embodiment will be described.
本実施例では、主吸気管７と副吸気管８との間リング
状空間が主吸気通路7aとなっており、また副吸気管８内
の空間が副吸気通路8aとなっており、エンジン回転速度
に応じて、主吸気通路7aのみ、または主，副吸気通路7
a,8aの両方の何れかに切り替えることによって通路断面
積を変化させる。In this embodiment, the ring-shaped space between the main intake pipe 7 and the sub intake pipe 8 is the main intake passage 7a, and the space inside the sub intake pipe 8 is the sub intake passage 8a. Depending on the speed, only the main intake passage 7a or the main and auxiliary intake passages 7a
The passage cross-sectional area is changed by switching to either a or 8a.
先ず、低速回転域では、第１図に示すように、開閉弁
９を閉める。すると空気は主空気通路7aのみを通ってエ
ンジン１に吸入される。また高速回転域では、開閉弁９
を開ける。すると空気は主空気通路7a,及び副吸気通路8
aの両方を通ってエンジン１内に吸入される。First, in the low speed rotation range, the on-off valve 9 is closed as shown in FIG. Then, the air is taken into the engine 1 only through the main air passage 7a. In the high-speed rotation range, the on-off valve 9
Open. Then, the air flows into the main air passage 7a and the auxiliary intake passage 8
It is sucked into the engine 1 through both a.
このように本実施例では、吸気通路断面積が低速回転
時と高速回転時とで切り替えられるので、上述の式にお
いて断面積が２通りあることとなる。従って、第３図に
示すように、従来エンジンのトルク曲線Ａに対して、本
実施例のトルク曲線Ｂは低速，高速の２段階のエンジン
回転域においてトルクが増大し、広範囲においてトルク
を向上できる。As described above, in this embodiment, the intake passage cross-sectional area is switched between low speed rotation and high speed rotation, so that there are two cross-sectional areas in the above equation. Therefore, as shown in FIG. 3, in contrast to the torque curve A of the conventional engine, the torque curve B of the present embodiment increases the torque in two stages of engine rotation speed of low speed and high speed, and can improve the torque in a wide range. .
そして本実施例では、上記吸気通路断面積の切り替え
を、主，副吸気管7,8を二重管構造にすることで実現し
たので、従来の並列配置による場合に比較すると、その
配設スペースを1/1.4程度に削減できる。In the present embodiment, the switching of the intake passage cross-sectional area is realized by making the main and auxiliary intake pipes 7 and 8 into a double pipe structure. Can be reduced to about 1 / 1.4.
上記実施例では、通路断面積を２段階に変化させた
が、本発明では２段階に限らず複数段階に変化させるこ
とができ、例えば第４図に示すように、３段階に切り替
えることができる。この例では、主吸気管17内に、第1,
第２副吸気管18,20を同軸状に配置し、三重管としてい
る。そしてこの場合、第１副吸気管18を第２吸気管20よ
り前方に長く延長し、該延長部に開閉バルブ19aを取り
付け、第２副吸気管20の開閉バルブ19bは下流端付近に
取り付けている。In the above embodiment, the passage cross-sectional area was changed in two stages, but in the present invention it is not limited to two stages but can be changed in a plurality of stages, for example, as shown in FIG. 4, it can be switched to three stages. . In this example, in the main intake pipe 17,
The second auxiliary intake pipes 18 and 20 are coaxially arranged to form a triple pipe. Then, in this case, the first auxiliary intake pipe 18 is extended longer than the second intake pipe 20 forward, the opening / closing valve 19a is attached to the extension portion, and the opening / closing valve 19b of the second auxiliary intake pipe 20 is attached near the downstream end. There is.
本実施例では吸気通路断面積を３段階に切り替えるこ
とができ、第５図に示すように、従来のトルク曲線Ａに
対して本実施例のトルク曲線Ｂは３段階においてトルク
が増大しており、エンジン回転の略全領域において高ト
ルク化を実現できる。In the present embodiment, the cross-sectional area of the intake passage can be switched in three steps. As shown in FIG. 5, the torque curve B of the present embodiment increases the torque in three steps as compared with the conventional torque curve A. It is possible to realize high torque in almost all regions of engine rotation.
また、本実施例は三重管構造であるから、従来方法に
おける３本の吸気管を並列配置した場合に比較して、大
幅に配置スペースを削減できる。Further, since the present embodiment has the triple pipe structure, the arrangement space can be significantly reduced as compared with the case where three intake pipes are arranged in parallel in the conventional method.
なお、上記実施例では４サイクルエンジンを例に説明
したが、本発明の吸気装置は２サイクルエンジンにも勿
論適用できる。In the above embodiment, the four-cycle engine is described as an example, but the intake system of the present invention can be applied to a two-cycle engine.
以上のように本発明に係る内燃機関の吸気装置によれ
ば、吸気通路を主，副吸気管からなる多重管構造とする
とともに、副吸気管の上流端開口を主吸気管のエアチャ
ンバ内に位置させたので、吸気通路面積を切り替えるこ
とができ、広範囲の回転速度領域において吸気量を増大
でき、トルクを改善できる効果があり、かつ多重管であ
るから配置スペースを従来の並列配置構造のものに比較
して大幅に削減できる効果がある。As described above, according to the intake device for the internal combustion engine of the present invention, the intake passage has the multi-pipe structure including the main and auxiliary intake pipes, and the upstream end opening of the auxiliary intake pipe is provided in the air chamber of the main intake pipe. Since it is located, the intake passage area can be switched, the intake amount can be increased in a wide range of rotation speed, the torque can be improved, and since it is a multiple pipe, the arrangement space is of the conventional parallel arrangement structure. There is an effect that can be significantly reduced compared to.
第１図ないし第３図は本発明の一実施例による吸気装置
を説明するための図であり、第１図はその断面側面図、
第２図は第１図のII−II線断面図、第３図はその効果を
説明するためのエンジン回転数−トルク特性図、第４図
は他の実施例を示す断面側面図、第５図はその効果を説
明するためのエンジン回転数−トルク特性図である。 図において、１はエンジン、7,17は主吸気管、8,18,20
は副吸気管、9,19a,19bは開閉バルブ、14は吸気装置で
ある。1 to 3 are views for explaining an intake device according to an embodiment of the present invention, and FIG. 1 is a sectional side view thereof.
FIG. 2 is a sectional view taken along the line II-II in FIG. 1, FIG. 3 is an engine speed-torque characteristic diagram for explaining the effect, and FIG. 4 is a sectional side view showing another embodiment. The figure is an engine speed-torque characteristic diagram for explaining the effect. In the figure, 1 is an engine, 7 and 17 are main intake pipes, and 8 and 18 and 20.
Is an auxiliary intake pipe, 9, 19a and 19b are opening / closing valves, and 14 is an intake device.
Claims (1)
うにした内燃機関の吸気装置において、上記吸気通路
を、主吸気管内に少なくとも１つの副吸気管を略同軸状
に配置してなる多重管構造とし、上記副吸気管の上流端
開口を上記主吸気管の途中に膨出形成されたエアチャン
バ内に位置させるとともに、該主吸気管のエアチャンバ
より上流側にスロットバルブを配設し、上記副吸気管の
下流端開口を吸気弁用開口より上流側に間隔をあけて位
置させるとともに、該下流端開口と吸気弁用開口との間
に燃料噴射弁を配設し、上記副吸気管内にバタフライ式
開閉バルブを配設し、該開閉バルブを、エンジン低速回
転域では閉じることにより吸気通路面積を小さくしかつ
主吸気管の内表面に沿う空気流を発生させ、エンジン高
速回転域では開けることにより吸気通路面積を大きくし
かつ主吸気管及び副吸気管全体を通る空気流を発生させ
るようにしたことを特徴とする内燃機関の吸気装置。1. An intake system for an internal combustion engine, in which combustion air is introduced through an intake passage, wherein the intake passage has a main intake pipe and at least one auxiliary intake pipe arranged substantially coaxially therewith. With a multi-pipe structure, the upstream end opening of the sub-intake pipe is located in an air chamber that is bulged in the middle of the main intake pipe, and a slot valve is arranged upstream of the air chamber of the main intake pipe. The downstream end opening of the sub intake pipe is positioned upstream of the intake valve opening with a space, and a fuel injection valve is disposed between the downstream end opening and the intake valve opening. A butterfly-type on-off valve is provided in the intake pipe, and the on-off valve is closed in the engine low-speed rotation range to reduce the intake passage area and generate an air flow along the inner surface of the main intake pipe, thereby increasing the engine high-speed rotation range. Then open An intake system for an internal combustion engine, characterized in that so as to generate an intake passage area and large vital main intake pipe and the sub intake pipe air flow through the entirety by the.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15261788A JP2537076B2 (en) | 1988-06-20 | 1988-06-20 | Internal combustion engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15261788A JP2537076B2 (en) | 1988-06-20 | 1988-06-20 | Internal combustion engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01318756A JPH01318756A (en) | 1989-12-25 |
| JP2537076B2 true JP2537076B2 (en) | 1996-09-25 |
Family
ID=15544295
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15261788A Expired - Fee Related JP2537076B2 (en) | 1988-06-20 | 1988-06-20 | Internal combustion engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2537076B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0863303B1 (en) * | 1997-03-04 | 2002-06-12 | Nippon Soken, Inc. | Apparatus for preventing flow noise in throttle valve |
| AT414264B (en) * | 2004-08-19 | 2006-10-15 | Avl List Gmbh | Internal combustion engine for hand tool or vehicle has exhaust pipe partially surrounding exhaust gas treatment catalytic converter |
| KR101033943B1 (en) * | 2004-10-08 | 2011-05-11 | 현대자동차주식회사 | Variable intake manifold |
| EP3832084B1 (en) * | 2018-08-02 | 2022-12-21 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5551938A (en) * | 1978-10-06 | 1980-04-16 | Nissan Motor Co Ltd | Exhaust gas refluxing device for internal combustion engine |
| JPS5551916A (en) * | 1978-10-06 | 1980-04-16 | Nissan Motor Co Ltd | Exhaust gas purifying device for internal combustion engine |
| JPS59152169U (en) * | 1983-03-30 | 1984-10-12 | 日野自動車株式会社 | Intake stack duct |
| JPS6290933U (en) * | 1985-11-29 | 1987-06-10 | ||
| JPS6328837U (en) * | 1986-08-09 | 1988-02-25 |
-
1988
- 1988-06-20 JP JP15261788A patent/JP2537076B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01318756A (en) | 1989-12-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |