JPH0322350B2 - - Google Patents
Info
- Publication number
- JPH0322350B2 JPH0322350B2 JP1668184A JP1668184A JPH0322350B2 JP H0322350 B2 JPH0322350 B2 JP H0322350B2 JP 1668184 A JP1668184 A JP 1668184A JP 1668184 A JP1668184 A JP 1668184A JP H0322350 B2 JPH0322350 B2 JP H0322350B2
- Authority
- JP
- Japan
- Prior art keywords
- steering
- vehicle speed
- circuit
- proportional solenoid
- speed
- 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
- 238000006243 chemical reaction Methods 0.000 claims description 16
- 238000001514 detection method Methods 0.000 description 7
- 230000005856 abnormality Effects 0.000 description 4
- 230000003321 amplification Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 238000003199 nucleic acid amplification method Methods 0.000 description 4
- 230000010356 wave oscillation Effects 0.000 description 3
- 208000019901 Anxiety disease Diseases 0.000 description 2
- 230000036506 anxiety Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001681 protective effect Effects 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
Description
【発明の詳細な説明】
〔発明の技術分野〕
この発明は自動車等に使用される動力操向装置
の操舵力制御装置に係り特にその電気制御系に於
ける安全装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a steering force control device for a power steering device used in an automobile or the like, and particularly to a safety device in an electric control system thereof.
一般に自動車用動力操向装置の操舵力制御装置
は、操舵力を操舵負荷に比例して軽快にすると共
に高速走行時のハンドル操作が安定になるように
車速に比例して重くすることを要する。 In general, a steering force control device for a power steering system for an automobile is required to make the steering force light in proportion to the steering load, and to make the steering force heavy in proportion to the vehicle speed so that the steering force can be stabilized during high-speed driving.
この発明はかかる目的から動力操向装置におい
て操舵時にタイヤ側から受ける操舵反力系中に車
速要素を入力させて高速走行時操舵を重くするよ
うにした操舵力制御装置に係る。 For this purpose, the present invention relates to a steering force control device in which a vehicle speed element is input into the steering reaction force system received from the tire side during steering in a power steering device to make the steering heavier when traveling at high speed.
一般に、操舵力制御装置は第１図に示すよう
に、ポンプ１よりパワーステアリング・コントロ
ールバルブ２を介してパワーシリンダ３に供給さ
れる操舵油圧Pcを取り出し、車速センサ８から
の信号を電気制御装置７を介して比例ソレノイド
６に印加することによつて油圧制御弁５を制御し
該油圧Pcを制御して、この制御された油圧PRを
コントロールバルブ２内に設けられた反力室４に
導き、ステアリングホイールに操舵負荷と車速に
応じた操舵反力を発生している。
Generally, as shown in FIG. 1, the steering force control device takes out the steering hydraulic pressure Pc supplied to the power cylinder 3 from the pump 1 via the power steering control valve 2, and transmits the signal from the vehicle speed sensor 8 to the electric control device. 7 to the proportional solenoid 6 to control the oil pressure control valve 5 and control the oil pressure Pc, and apply this controlled oil pressure PR to the reaction force chamber 4 provided in the control valve 2. It generates a steering reaction force on the steering wheel according to the steering load and vehicle speed.
この種の操舵力制御装置は上記車速信号を発生
する車速センサ自体の故障や、該センサーから電
気系制御装置への配線やコネクタの故障により車
速信号のなくなる故障が発生した時、車自体は高
速走行であるのにかかわらず、低速又は停車中と
判断し、比例ソレノイドバルブには最大電流が供
給され操舵反力油圧は最小となつて据え切り時と
同様軽い操舵力となり高速走行時にハンドルが不
安定となる欠点を有していた。 This type of steering force control device is designed to reduce the speed of the vehicle when the vehicle speed signal is lost due to a failure of the vehicle speed sensor itself that generates the vehicle speed signal, or a failure of the wiring or connector from the sensor to the electrical control device. Regardless of whether you are driving, it is determined that you are at a low speed or stopped, and the maximum current is supplied to the proportional solenoid valve, and the steering reaction force oil pressure is minimized, resulting in a light steering force similar to when turning stationary, and the steering wheel becomes unstable when driving at high speed. It had the disadvantage of being unstable.
この発明はかかる欠点を解消すべく、高速走行
時に何等かの原因で車速信号がなくなつた時に
は、比例ソレノイド電流を遮断し、操舵反力油圧
を上昇したままキースイツチOFFまで保持し、
高速走行時の安全性を確保するようにした装置を
提案するものである。
In order to solve this problem, this invention cuts off the proportional solenoid current when the vehicle speed signal disappears for some reason while driving at high speed, and maintains the steering reaction force oil pressure at an increased level until the key switch is turned off.
This paper proposes a device that ensures safety during high-speed driving.
以下、この発明を実施例によつて説明する。 The present invention will be explained below with reference to Examples.
第２図に於て１０は車載のバツテリ、１１はキ
ースイツチ、９はエンジン回転数センサで、実際
にはイグニシヨン回路一次側のパルスを用いるこ
とが多い。８は車速センサでこれも実際には、リ
ードスイツチ式やトランジスタ式のスピードメー
タのパルスを用いることが多い。７は上記のバツ
テリ１０を電源とし、上記車速センサ８の信号を
受けて車速に反比例した駆動電流を出力する電気
制御装置、６は電気制御装置７の出力により駆動
され第３図のような特性を有する比例ソレノイド
で、この比例ソレノイド６の作動に連動して第１
図に示す反力油圧回路に挿入された油圧制御弁５
を制御して上記操舵反力油圧を車速に対してほぼ
比例的に制御するものである。次に上記電気制御
装置７の内部構成を説明する。７０１は上記車速
センサ８の車速に比例したパルスを周波数に反比
例した電圧に変換する第４図に示すような特性を
有する第１のＦ／Ｖ変換回路、７０２は上記Ｆ／
Ｖ変換された車速信号に相当する出力電圧と基準
電圧として比例ソレノイド６に流れる電流に相当
する電圧とを比較し、その誤差を増幅する誤差増
幅回路、７０３は上記比例ソレノイド６に印加す
る電圧をPWM（パルス幅変調）波形とする為の
三角波又は鋸歯状波発振回路（基準周波数500〜
1000Hz）、７０４は上記誤差増幅回路７０２の出
力電圧と上記三角波発振回路７０３の出力電圧を
比較しPWM波形を出力するPWM回路、７０５
は該PWM回路７０４のPWM電圧波形を受けて
比例ソレノイド６の駆動電流を流し得る様な比例
ソレノイド駆動回路、７０６は上記比例ソレノイ
ド６に流れる駆動電流を検出する為のシヤント抵
抗、７０７は該シヤント抵抗７０６の両端に発生
する電圧降下を検出し上記誤差増幅回路７０２へ
上記比例ソレノイド６の駆動電流に相当する電圧
を帰還するソレノイド電流検出回路、７０８は上
記エンジン回転数センサ９のエンジン回転数に比
例したパルスを周波数に比例した電圧に変換する
第５図に示す様な特性を有する第２のＦ／Ｖ変換
回路、７０９は誤第２のＦ／Ｖ変換回路７０８の
エンジン回転数に比例した出力電圧を入力として
該エンジン回転数が第５図に破線で示す所定のエ
ンジン回転数（約2300rpm）以上に達した時に作
動し、電圧を出力するエンジン回転数検出回路、
７１０は該エンジン回転数検出回路７０９の出力
電圧でセツトされて遅延動作を開始し、所定時間
（約10〜16秒）を経過すると常閉接点と駆動コイ
ルを有する保護リレー７１１の駆動コイルを駆動
する電流を出力するセツト端子と、車速信号パル
スにより遅延動作を途中でもリセツトするリセツ
ト端子、及び遅延動作が完了すると電源をオフす
るまで復帰しない保持機能を有する遅延作動保持
回路、７１２は上記バツテリ１０からキースイツ
チ１１を介して供給されるバツテリ電圧を上記比
例ソレノイド駆動回路７０５を除く各回路の電源
として必要な所定の電圧（約５〜8V）に安定化
する定電圧電源回路である。 In FIG. 2, 10 is an on-vehicle battery, 11 is a key switch, and 9 is an engine rotation speed sensor, and in reality, pulses from the primary side of the ignition circuit are often used. Reference numeral 8 denotes a vehicle speed sensor, which in practice often uses pulses from a reed switch type or transistor type speedometer. 7 is an electric control device which uses the battery 10 as a power source and receives a signal from the vehicle speed sensor 8 and outputs a drive current inversely proportional to the vehicle speed; 6 is driven by the output of the electric control device 7 and has the characteristics as shown in FIG. This is a proportional solenoid having a first
Hydraulic control valve 5 inserted into the reaction hydraulic circuit shown in the figure
The steering reaction force oil pressure is controlled almost proportionally to the vehicle speed. Next, the internal configuration of the electrical control device 7 will be explained. 701 is a first F/V conversion circuit having characteristics as shown in FIG. 4 that converts the pulse proportional to the vehicle speed of the vehicle speed sensor 8 into a voltage inversely proportional to the frequency;
An error amplification circuit 703 compares the output voltage corresponding to the V-converted vehicle speed signal with the voltage corresponding to the current flowing through the proportional solenoid 6 as a reference voltage, and amplifies the error. Triangular wave or sawtooth wave oscillation circuit for PWM (pulse width modulation) waveform (reference frequency 500~
1000Hz), 704 is a PWM circuit that compares the output voltage of the error amplification circuit 702 and the output voltage of the triangular wave oscillation circuit 703 and outputs a PWM waveform, 705
706 is a shunt resistor for detecting the drive current flowing to the proportional solenoid 6, and 707 is the shunt resistor. A solenoid current detection circuit 708 detects a voltage drop occurring across the resistor 706 and returns a voltage corresponding to the drive current of the proportional solenoid 6 to the error amplification circuit 702; The second F/V conversion circuit 709 which converts proportional pulses into a voltage proportional to the frequency as shown in FIG. an engine rotation speed detection circuit that receives an output voltage as an input and operates when the engine rotation speed reaches a predetermined engine rotation speed (approximately 2300 rpm) shown by the broken line in FIG. 5 or higher, and outputs a voltage;
710 is set by the output voltage of the engine speed detection circuit 709 and starts a delay operation, and after a predetermined time (approximately 10 to 16 seconds) has elapsed, drives the drive coil of the protective relay 711, which has a normally closed contact and a drive coil. 712 is a delay operation holding circuit that has a set terminal that outputs a current that outputs a current, a reset terminal that resets the delay operation even in the middle using a vehicle speed signal pulse, and a holding function that does not return until the power is turned off once the delay operation is completed. This is a constant-voltage power supply circuit that stabilizes the battery voltage supplied from the controller via the key switch 11 to a predetermined voltage (approximately 5 to 8 V) necessary as a power source for each circuit except the proportional solenoid drive circuit 705.
以上の様に構成されたこの発明の装置の動作を
説明する。 The operation of the apparatus of the present invention configured as above will be explained.
先ず、エンジンの始動に際してキースイツチ１
１をオンすると保護リレー７１１の常閉接点を介
して比例ソレノイド駆動回路７０５及び定電圧電
源回路７１２を介して他の各回路７０１，７０
２，７０３，７０４，７０７，７０８，７０９，
７１０へ電源が供給される。この状態でエンジン
を始動し車がまた停車している状態では、エンジ
ン回転数センサ９はエンジン回転数に相当したパ
ルスを出力しているが、車速センサ８はパルスを
出力していない。すなわち、この状態では遅延作
動保持回路７１０のセツト端子に入力があり、リ
セツト端子には入力がないが、エンジン回転数を
所定回転数（約2300rpm）以上で所定時間（約13
秒）以上保持、即ち異常に長い時間の空吹かしを
しない限り、遅延作動保持回路７１０が動作して
車速信号回路の異常であるという判断はしない。
又、エンジンの所定回転数（約2300rpm）を越え
る時間が所定時間（約13秒）以上持続しないで瞬
間（約10ms以下）でも上記回転数（約2300rpm）
以下となつたりエンジン回転数は所定回転数（約
2300rpm）以上でも車が少しでも動き始めたら
（１Km／Hr以上）、遅延作動保持回路７１０はリ
セツトされるようになつている。次に車速信号回
路が正常な状態で高速走行状態、即ちエンジン回
転数が所定回転数（約2300rpm）を越えるような
走行状態ではエンジン回転数検出回路７０９は、
常時エンジンの回転数が所定回転数（約
2300rpm）を越えているという電圧を出力してい
るが車速パルスにより常時リセツトがかかつてい
る為、遅延作動保持回路７１０は作動することが
ない。従つて比例ソレノイド６には、車速センサ
８の供給する車速に相当する周波数のパルスを受
けて車速に反比例した駆動電流を流す。即ち高速
走行時は比例ソレノイド電流を減少し、操舵反力
油圧を増大させ、操舵力は重い状態に維持されハ
ンドル操作は安定に維持されている。このような
高速走行状態の時、何等かの理由、（例えば車速
センサー８自身の故障や車速センサ８と電気制御
装置７の間を結ぶ車体配線及びコネクタの断線又
は接地、電気制御装置７の内部異常等）で車速信
号が無くなつた場合、遅延作動保持回路７１０の
リセツト端子に印加されていた車速パルスは無く
なり、車は停車状態と同じ非常に軽い操舵状態と
なりハンドル操作は不安定となり、運転者に不安
を与えたり危険な状態となる。この発明では、そ
の時点から遅延動作が開始され所定時間（約13
秒）後には保護リレー７１１が駆動され常閉接点
は開路し保持される。従つて、ソレノイド駆動回
路７０５への電源は遮断され比例ソレノイド６へ
の駆動電流は流れなくなり、ハンドルは高速走行
状態に相当する重い状態に保持される。このた
め、車速信号回路の異常により高速走行時なのに
ハンドルが軽くなることを回避することができ
る。そして、以上の様に安全機能回路が作動保持
されたままとなるため、低速に移行しても、比例
ソレノイド電流は増加せずハンドル操作は重いま
まとなり、運転者は異常状態を確認できるので、
故障個所をサービス店等で修理すればよい。 First, when starting the engine, press key switch 1.
1, the normally closed contact of the protective relay 711 connects the proportional solenoid drive circuit 705 and the constant voltage power supply circuit 712 to the other circuits 701 and 70.
2,703,704,707,708,709,
Power is supplied to 710. In this state, when the engine is started and the car is stopped again, the engine speed sensor 9 outputs a pulse corresponding to the engine speed, but the vehicle speed sensor 8 does not output a pulse. That is, in this state, there is an input to the set terminal of the delay operation holding circuit 710 and no input to the reset terminal, but the engine speed is maintained at a predetermined rotation speed (approximately 2300 rpm) or higher for a predetermined time (approximately 1300 rpm) or higher.
Unless the engine is held for an abnormally long time (seconds) or more, that is, the engine is idle for an abnormally long time, the delay operation holding circuit 710 will not operate and determine that there is an abnormality in the vehicle speed signal circuit.
In addition, even if the engine speed does not exceed the specified rotation speed (approx. 2300 rpm) for a specified period of time (approximately 13 seconds), and even momentarily (approximately 10 ms or less), the engine rotation speed (approx.
The engine speed is below the specified speed (approximately
If the car starts to move even slightly (over 1 Km/Hr) even if the speed is higher than 2300 rpm, the delay activation holding circuit 710 is reset. Next, when the vehicle speed signal circuit is normal and the vehicle is running at high speed, that is, when the engine speed exceeds a predetermined speed (approximately 2300 rpm), the engine speed detection circuit 709
The engine speed is always at the specified speed (approximately
Although it outputs a voltage exceeding 2300 rpm, the delay operation holding circuit 710 does not operate because it is constantly being reset by the vehicle speed pulse. Therefore, the proportional solenoid 6 receives a pulse having a frequency corresponding to the vehicle speed supplied by the vehicle speed sensor 8, and causes a drive current inversely proportional to the vehicle speed to flow therethrough. That is, when the vehicle is running at high speed, the proportional solenoid current is decreased and the steering reaction force oil pressure is increased, so that the steering force is maintained in a heavy state and the steering wheel operation is maintained stably. When running at high speeds, for some reason (for example, the vehicle speed sensor 8 itself is malfunctioning, the vehicle body wiring and connector connecting between the vehicle speed sensor 8 and the electric control device 7 are disconnected or grounded, or the inside of the electric control device 7 If the vehicle speed signal disappears due to an abnormality, etc.), the vehicle speed pulse applied to the reset terminal of the delay operation holding circuit 710 disappears, and the vehicle enters a very light steering state, which is the same as when the vehicle is stopped, and the steering wheel operation becomes unstable, making it difficult to drive. may cause anxiety or create a dangerous situation. In this invention, the delay operation is started from that point for a predetermined period of time (approximately 13
seconds) later, the protection relay 711 is driven and the normally closed contact is opened and held. Therefore, the power to the solenoid drive circuit 705 is cut off, and the drive current to the proportional solenoid 6 stops flowing, so that the steering wheel is kept in a heavy state corresponding to a high-speed running state. Therefore, it is possible to avoid the steering wheel becoming light even when traveling at high speed due to an abnormality in the vehicle speed signal circuit. As described above, the safety function circuit remains activated, so even when the speed shifts to low speed, the proportional solenoid current does not increase and the steering wheel operation remains heavy, allowing the driver to confirm the abnormal condition.
The malfunctioning part can be repaired at a service shop, etc.
以上、詳述したように、この発明は油圧制御弁
を制御する比例ソレノイドを駆動する比例ソレノ
イド駆動回路の電源に常閉接点を有する保護リレ
ーを挿入し、車速信号が何等かの理由で無くなる
故障を生じた時、エンジン回転数が所定回転数
（約2300rpm）以上で所定時間（約13秒）以上維
持された場合に上記保護リレーを作動させ操舵力
の動い安全側に保持することにより、車速信号回
路の異常による高速走行時のハンドル操作の不安
定さからくる危険な状態及び運転者の不安を回避
できる効果がある。
As detailed above, this invention inserts a protection relay with a normally closed contact into the power supply of the proportional solenoid drive circuit that drives the proportional solenoid that controls the hydraulic control valve, and prevents failures in which the vehicle speed signal disappears for some reason. When this occurs, if the engine speed is maintained at a predetermined speed (approximately 2,300 rpm) or higher for a predetermined period of time (approximately 13 seconds), the protection relay is activated to maintain the steering force on the safe side, thereby reducing the vehicle speed. This has the effect of avoiding dangerous situations and driver anxiety caused by unstable steering wheel operation during high-speed driving due to an abnormality in the signal circuit.
第１図はこの発明が適用される操舵力制御装置
のブロツク図、第２図はこの発明の操舵力制御装
置の電気系の構成を示すブロツク図、第３図は比
例ソレノイド特性を示す図、第４図は第１のＦ／
Ｖ変換回路の特性を示す図、第５図は第２のＦ／
Ｖ変換回路の特性を示す図である。
図中、６は比例ソレノイド、７は電気制御装
置、７０１は第１のＦ／Ｖ変換回路、７０２は誤
差増幅回路、７０３は三角波発振回路、７０４は
PWM回路、７０５は比例ソレノイド駆動回路、
７０６は比例ソレノイド電流検出抵抗、７０７は
ソレノイド電流検出回路、７０８は第２のＦ／Ｖ
変換回路、７０９はエンジン回転数検出回路、７
１０は遅延保持回路、７１１は保護リレー、７１
２は定電圧回路、８は車速センサ、９はエンジン
回転数センサ、１０はバツテリ、１１はキースイ
ツチである。
FIG. 1 is a block diagram of a steering force control device to which the present invention is applied, FIG. 2 is a block diagram showing the configuration of the electrical system of the steering force control device of the present invention, and FIG. 3 is a diagram showing proportional solenoid characteristics. Figure 4 shows the first F/
A diagram showing the characteristics of the V conversion circuit, FIG.
It is a figure showing the characteristic of a V conversion circuit. In the figure, 6 is a proportional solenoid, 7 is an electric control device, 701 is a first F/V conversion circuit, 702 is an error amplification circuit, 703 is a triangular wave oscillation circuit, and 704 is a
PWM circuit, 705 is proportional solenoid drive circuit,
706 is a proportional solenoid current detection resistor, 707 is a solenoid current detection circuit, and 708 is a second F/V
Conversion circuit, 709, engine rotation speed detection circuit, 7
10 is a delay holding circuit, 711 is a protection relay, 71
2 is a constant voltage circuit, 8 is a vehicle speed sensor, 9 is an engine speed sensor, 10 is a battery, and 11 is a key switch.
Claims (1)
加し、該比例ソレノイドのコイルに流れる通電電
流を加減することによつて油圧制御弁を制御し適
正な操舵反力油圧を得るようにした動力操向装置
の操舵力制御装置において、車速信号が何等かの
理由で入力されない時、エンジン回転数を検出し
所定の回転数以上で所定時間以上継続した場合に
は上記比例ソレノイドへの通電電流を遮断し上記
操舵反力油圧を上昇したままに保持し、操舵力の
重い安全側に保持するようにした動力操向装置の
操舵力制御装置。1. Power steering in which a control signal corresponding to the vehicle speed is applied to a proportional solenoid, and the energizing current flowing through the coil of the proportional solenoid is adjusted to control a hydraulic control valve to obtain an appropriate steering reaction force hydraulic pressure. In the steering force control device of the device, when the vehicle speed signal is not input for some reason, the engine rotation speed is detected, and if the engine rotation speed continues to exceed a predetermined rotation speed for a predetermined period of time, the current flowing to the proportional solenoid is cut off. A steering force control device for a power steering device that maintains the above-mentioned steering reaction force oil pressure at an increased level and maintains the steering force at a heavy and safe side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1668184A JPS60157967A (en) | 1984-01-30 | 1984-01-30 | Steering-force controller for power steering apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1668184A JPS60157967A (en) | 1984-01-30 | 1984-01-30 | Steering-force controller for power steering apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60157967A JPS60157967A (en) | 1985-08-19 |
| JPH0322350B2 true JPH0322350B2 (en) | 1991-03-26 |
Family
ID=11923056
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1668184A Granted JPS60157967A (en) | 1984-01-30 | 1984-01-30 | Steering-force controller for power steering apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60157967A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6259166A (en) * | 1985-09-09 | 1987-03-14 | Koyo Seiko Co Ltd | Steering force controller in power steering gear |
| JPS62247262A (en) * | 1986-04-21 | 1987-10-28 | Mazda Motor Corp | Abnormality detector for vehicle speed signal |
| JPS63112271A (en) * | 1986-10-30 | 1988-05-17 | Jidosha Kiki Co Ltd | Hydraulic pressure reaction force device for power steering device |
| JP4902481B2 (en) * | 2007-09-28 | 2012-03-21 | 日立オートモティブシステムズ株式会社 | Oil pump |
| JP6500591B2 (en) * | 2015-05-19 | 2019-04-17 | いすゞ自動車株式会社 | Abnormality detection device |
-
1984
- 1984-01-30 JP JP1668184A patent/JPS60157967A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60157967A (en) | 1985-08-19 |
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