JPS5851675Y2 - Movable bilge keel - Google Patents
Movable bilge keelInfo
- Publication number
- JPS5851675Y2 JPS5851675Y2 JP1978106452U JP10645278U JPS5851675Y2 JP S5851675 Y2 JPS5851675 Y2 JP S5851675Y2 JP 1978106452 U JP1978106452 U JP 1978106452U JP 10645278 U JP10645278 U JP 10645278U JP S5851675 Y2 JPS5851675 Y2 JP S5851675Y2
- Authority
- JP
- Japan
- Prior art keywords
- bilge keel
- ship
- hull
- keel
- bilge
- 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
Landscapes
- Vibration Prevention Devices (AREA)
Description
【考案の詳細な説明】
本考案は客船、観測船、調査船などの船舶に使用するこ
とで船体に生ずる動揺を低減させる可動式ビルジキール
に係る。[Detailed Description of the Invention] The present invention relates to a movable bilge keel that is used in ships such as passenger ships, observation ships, and research ships to reduce vibrations that occur in the hull of the ship.
更に詳しくは、一般に船体の水線下の両舷に設けられ一
定巾で延出されるビルジキールを、ピストンロッドによ
り船体から離隔させ、殊にその船尾側を船幅方向外方へ
遠隔に移動させることにより、低速航行時及び停船状態
のときの動揺を低減するようになした可動式ビルジキー
ルに関する。More specifically, the bilge keel, which is generally provided on both sides of the hull below the waterline and extends with a constant width, is separated from the hull by a piston rod, and in particular, the bilge keel is moved remotely outward in the width direction of the ship. The present invention relates to a movable bilge keel that reduces oscillations during low-speed navigation and when the ship is stationary.
一般に船体の動揺は、既知の如くメタセンタ高さに大き
く左右され、比較的船幅の狭い細った鉛製の船舶におい
て顕著であり、また一般的な鉛製の船舶にあってもその
船尾側か幅狭で且つ船脚が浅いため船体動揺に大きく関
与することが知られている。In general, ship body sway is greatly affected by the metacenter height, as is known, and is noticeable in narrow lead ships with a relatively narrow width, and even in general lead ships, the stern side It is known that due to its narrow width and shallow legs, it plays a large role in the ship's motion.
従来、船舶の航行時に船体に生ずる動揺を低減させるた
めに、固定のビルジキールを設けたり、フィンスタビラ
イザーを採用したりしている。Conventionally, a fixed bilge keel or a fin stabilizer has been used to reduce the vibrations that occur in the hull of a ship when it is sailing.
第１図ａ、ｂは従来の固定式ビルジキールな示す説明図
であり、第２図ａ ＋ ｂは従来のフィンスタビライザ
ーを示す側面図及びそのＡ−Ａ矢視底面図である。FIGS. 1A and 1B are explanatory diagrams showing a conventional fixed bilge keel, and FIGS. 2A and 2B are a side view and a bottom view taken along the line A-A of the conventional fin stabilizer.
第１図ａ、ｂに示す如く、ビルジキール１は、船首側か
ら船尾側に亘る船体の平行部分に沿って所定の長さを有
し、船体２の水線下の両舷に固定して設置され、船体２
の動揺に対して抵抗を与えることで、その動揺を減衰さ
せるように作用する。As shown in Figure 1 a and b, the bilge keel 1 has a predetermined length along the parallel part of the hull from the bow side to the stern side, and is fixed and installed on both sides of the hull 2 below the waterline. and hull 2
By providing resistance to the oscillation, it acts to attenuate that oscillation.
然るに、船体２の動揺は船速か低下したときあるいは船
体２が停止中に最も大きく、この動揺を小さくするには
ビルジキール１を船幅方向へ拡大してその巾、即ち面積
を大きくしてやればよいのであるが、面積を大きくする
と航行時の抵抗が増大して船速か低下したり、ビルジキ
ール１に渦が発生し、気泡が生じて船尾に流れプロペラ
３に悪影響を及ぼす等の問題があった。However, the oscillation of the hull 2 is greatest when the ship's speed decreases or when the hull 2 is stopped, and in order to reduce this oscillation, the bilge keel 1 can be expanded in the width direction of the ship to increase its width, that is, the area. However, when the area is increased, there are problems such as increased resistance during navigation, which reduces the ship's speed, and vortices are generated in the bilge keel 1, causing air bubbles to flow to the stern and adversely affect the propeller 3. .
特に、船体動揺に大きく関与する船尾側の動揺を積極的
に減衰させることが望ましいが、ビルジキール１を船尾
側で幅広に形成することは却って上記問題点を顕著化さ
せてしまう。In particular, it is desirable to actively attenuate the oscillation on the stern side, which is largely involved in the oscillation of the ship, but forming the bilge keel 1 wider on the stern side only makes the above-mentioned problem more pronounced.
そこで従来のビルジキール１はその幅が所定の一定幅に
おさえられその面積を小さくシ、主に中高速航行時の船
体２の動揺減衰にビルジキール１を利用することが多か
った。Therefore, the width of the conventional bilge keel 1 is kept to a predetermined constant width to reduce its area, and the bilge keel 1 is often used mainly to damp the vibration of the ship's body 2 during medium-high speed navigation.
一方、フィンスタビライザーとは、第２図ａ。On the other hand, the fin stabilizer is shown in Figure 2a.
ｂに示す如く、船体２の中央付近に取り付けられた格納
可能で且つ翼角の可変なフィン４を指し、船の航行時に
流速によってそのフィン４に揚力が働き、横揺れを押え
るようにし、フィン４を使用しない時は格納するように
したものである。As shown in b, it refers to fins 4 that are retractable and have variable wing angles and are installed near the center of the hull 2. When the ship is sailing, lift is applied to the fins 4 depending on the flow velocity, suppressing rolling, and the fins 4 is stored when not in use.
然し、このスタビライザーは低速時あるいは停船中には
効果がなく、シかもフィン４の格納及び翼角を可変にす
る各構造が複雑である等の欠点があった。However, this stabilizer is not effective at low speeds or when the ship is stationary, and has drawbacks such as the complicated structure of retracting the fins 4 and making the wing angle variable.
そこで、中高速航行にも低速航行及び停船中にも船体に
生じる動揺を低減させる方策につき研究の結果、次のご
とき知見に基づき本考案を案出した。Therefore, as a result of research into ways to reduce the oscillations that occur in the ship during both medium and high speed cruising, low speed cruising, and while stopped, the present invention was devised based on the following knowledge.
すなわち、ビルジキールによる動揺減衰効果Ａ・γｄ は近似的に□の形で表わすことができる。In other words, the sway damping effect A・γd due to the bilge keel can be approximately expressed in the form of □.
−Ｂ
ここで、Ａ：ビルジキールの面積、ｗ：船の排水量、Ｂ
：船の幅、γｒｎ：船の動揺中心からビルジキール重心
位置までの距離である。-B Where, A: Area of the bilge keel, w: Displacement of the ship, B
: Width of the ship, γrn: Distance from the center of sway of the ship to the center of gravity of the bilge keel.
この関係式から判るように、ビルジキールの減衰効果は
その面積に比例するが、γ扉の３乗にも比例しこれに著
しく影響される。As can be seen from this relational expression, the damping effect of the bilge keel is proportional to its area, but it is also proportional to the cube of the γ door and is significantly influenced by this.
従って、船速の低下やプロペラに悪影響を引き起すビル
ジキールの面積を増大させるよりも、面積を一定に維持
しつつビルジキールを船体から離隔させ、その突き出し
量即ち船体の動揺中心からビルジキール重心（抵抗）中
心までの距離γｍを積極的に増大させた方が船体動揺減
衰効果にはより効果的である。Therefore, rather than increasing the area of the bilge keel, which would reduce the ship's speed and adversely affect the propeller, it is possible to keep the area constant and separate the bilge keel from the ship's hull. Actively increasing the distance γm to the center is more effective in damping the hull motion.
本考案は以上のごとき点に鑑みなされたものであり、そ
の目的とするところは、−穴中、即ち一定面積を有する
ビルジキールを船体両舷に接近若しくはこれより離隔す
るようになし、その抵抗中心を船尾側で船体の動揺中心
から遠隔させることにより、船尾側の動揺を積極的に減
衰させて低速航行時及び停船状態のときの動揺を極力減
少させることができる構造簡単な可動式ビルジキールを
提供するにある。The present invention was developed in view of the above points, and its purpose is to: - make the bilge keel in the hole, that is, having a certain area, approach or separate from both sides of the hull, and the center of resistance of the bilge keel; To provide a movable bilge keel with a simple structure that can actively attenuate the sway of the stern side by moving the keel away from the center of sway of the ship on the stern side, thereby reducing the sway as much as possible during low-speed sailing and when the ship is stationary. There is something to do.
以下に本考案の好適一実施例を添付図面によって詳述す
る。A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
第３図は本考案に係る可動式ビルジキールの一実施例を
示す平面図であり、第４図ａ、ｂは第３図のＢ−Ｂ矢視
側面図、第５図は第３図におけるＣ部拡大平面図である
。FIG. 3 is a plan view showing an embodiment of the movable bilge keel according to the present invention, FIGS. 4a and 4b are side views taken along arrow B-B in FIG. 3, and FIG. FIG.
第３図及び第４図ａに示す如く、５は船体であり、その
水線下には、波浪等によって船体５に生ずる動揺に抗す
べく船首側から船尾側に沿って、且つ船幅方向外方へ一
定の巾Ｓ、即ち一定の面積（ＬＸＳ）で延出されたビル
ジキール８・・・が設けられる。As shown in Fig. 3 and Fig. 4a, 5 is a hull, and below the water line there are structures extending from the bow side to the stern side and in the width direction of the ship in order to resist the shaking caused to the hull 5 by waves etc. A bilge keel 8 is provided that extends outward by a constant width S, that is, a constant area (LXS).
このビルジキール８・・・は、その船首側が船体５から
船幅方向外方に延出させて設けられたブラケット１０・
・・にピンヒンジ９・・・で回転自在に支持されると共
に、船尾側が第５図に示すように、その長手方向に沿っ
て形成された長孔状の係合案内路１１・・・に後述する
ピストンロッド６・・・の先端に設けられたピン体１２
・・・が係合されて支持される。The bilge keel 8... has a bracket 10 whose bow side extends outward in the ship width direction from the hull 5.
... is rotatably supported by a pin hinge 9 ..., and as shown in FIG. A pin body 12 provided at the tip of the piston rod 6...
... are engaged and supported.
このビルジキール８・・・には、船体５の船尾側内方に
設けられた流体シリンダ７・・・によって往復、駆動さ
れ船幅方向外方へ突き出され引き込まれるピストンロッ
ド６・・・が設けられる。The bilge keel 8 is provided with a piston rod 6 that is reciprocated and driven by a fluid cylinder 7 provided inside the stern side of the hull 5, and is protruded and retracted outward in the width direction of the ship. .
従って、ビルジキール８・・・の離隔量、即ちその抵抗
中心と船体５の動揺中心との距離γｍは、ピストンロッ
ド６・・・のストロークで制御されることになる。Therefore, the distance γm between the bilge keel 8, .
これらピストンロッド６・・・が往復駆動されると、ビ
ルジキール８・・・の船尾側に係合するピン体１２・・
・が係合案内路１１・・・内を移動しつつ船首側のピン
ヒンジ９・・・回りにビルジキール８・・・を駆動する
こととなり、その結果ビルジキール８・・・は船体５に
接近、若しくは船体５との間に間隙を形成しつつ船幅方
向外方へ船首側から船尾側へ順次拡大させて離隔移動さ
れ、殊に船尾側でその抵抗中心が船体５の動揺中心から
遠く離隔されるように構成される。When these piston rods 6... are reciprocated, the pin body 12... engages with the stern side of the bilge keel 8...
・drives the bilge keel 8 around the pin hinge 9 on the bow side while moving within the engagement guide path 11 . As a result, the bilge keel 8 approaches the hull 5 or While forming a gap with the hull 5, it is moved outward in the width direction of the ship, gradually expanding from the bow side to the stern side, and the center of resistance is moved far away from the center of oscillation of the hull 5, especially on the stern side. It is configured as follows.
次に本考案の作用について述べる。Next, the operation of the present invention will be described.
船体５が低速で航行する場合、又は停船状態にある場合
には、流体シリンダ７・・・を作動してピストンロッド
６・・・を突出させ、両舷にあるビルジキール８・・・
を動かし、船幅方向外方へ船首側から船尾側へ順次拡大
させて離隔させ、第３図及び第４図すに示す如くビルジ
キール８・・・を突き出した状態とする。When the hull 5 is sailing at low speed or is stationary, the fluid cylinders 7... are operated to protrude the piston rods 6..., and the bilge keels 8... on both sides are activated.
The bilge keel 8 is moved outward in the transverse direction of the ship and is gradually expanded and separated from the bow side to the stern side, so that the bilge keel 8 is in a protruding state as shown in FIGS. 3 and 4.
即ち、低速航行又は停船中にあっては、波浪などにより
殊に船尾部が大きく動揺して船体５の動揺を激しくする
ので、動揺減衰効果を十分に発揮させるためにビルジキ
ール８・・・の抵抗中心から船体５の動揺中心までの距
離γｍを船尾側で格別に増大させるべくビルジキール８
・・・を両舷から突き出すのである。That is, when the ship is sailing at low speed or at rest, the stern section in particular shakes greatly due to waves, etc., which intensifies the shaking of the hull 5. Therefore, in order to fully exhibit the shaking damping effect, the resistance of the bilge keel 8... The bilge keel 8 is designed to particularly increase the distance γm from the center to the center of oscillation of the hull 5 on the stern side.
... sticks out from both sides.
このように作動すれば、ビルジキール８・・・はγ扉の
増大により船尾側の動揺を積極的に押えて船体５のロー
リングに対して大きな抵抗モーメントを起し、船体５の
動揺を減少させることができる。By operating in this manner, the bilge keel 8... actively suppresses the stern motion by increasing the γ door, generates a large resistance moment against the rolling of the hull 5, and reduces the motion of the hull 5. I can do it.
また、ビルジキール８・・・は、船首側から順次拡大さ
れるべく離隔移動されるから、船首側や船体平行部でも
円滑に動揺減衰に寄与させることができる。Further, since the bilge keel 8 is moved away from the bow side so as to be enlarged sequentially, the bow side and the parallel portion of the hull can smoothly contribute to vibration damping.
また、本考案にあっては、ビルジキール８・・・の抵抗
中心から船体５の動揺中心までの距離γ扉を増大すべく
これを突出させるもその面積を変更することがないので
、殊に低速航行時、ビルジキール８・・・が推進抵抗と
なったり、プロペラに悪影響を引き起すことを可及的に
抑止して船体の動揺減衰効果を十分に発揮させることが
できる。In addition, in the present invention, although the distance γ door from the center of resistance of the bilge keel 8 to the center of oscillation of the hull 5 is increased, the door is protruded without changing its area. During navigation, the bilge keel 8 can be prevented from acting as propulsion resistance or causing an adverse effect on the propeller, and the effect of attenuating the oscillation of the ship can be fully exerted.
また、従来の固定式ビルジキールに比べ、船体５の動揺
の大きさに応じてビルジキール８・・・を突き出すこと
ができるので、より適切且つ効率の良い動揺減衰効果を
得ることができる。Moreover, compared to the conventional fixed bilge keel, the bilge keel 8 can be protruded according to the magnitude of the oscillation of the hull 5, so that a more appropriate and efficient oscillation damping effect can be obtained.
尚、船体５が高速で航行する場合には、第３図及び第４
図ａに示す如くビルジキール８・・・を引っ込めた状態
のままとする。In addition, when the hull 5 is sailing at high speed, Fig. 3 and Fig. 4
As shown in Figure a, the bilge keel 8... remains in the retracted state.
すなわち、高速航行時には船尾部の影響が小さく船体５
は比較的動揺が少ないので、ビルジキール８・・・を引
っ込めておくのである。In other words, when sailing at high speed, the influence of the stern is small and the hull 5
Since there is relatively little movement, bilge keel 8 is retracted.
この場合においては、従来の固定式ビルジキールと同様
な効果を奏し、中高速時の船体５の動揺減衰に寄与でき
る。In this case, the same effect as a conventional fixed bilge keel can be achieved, and it can contribute to damping the motion of the hull 5 at medium and high speeds.
もつとも、ビルジキール８・・・の突き出し操作は低速
航行及び停船中に限らず、高速航行中においても船体５
の動揺がはげしいときに行なうことができる。However, the operation of pushing out the bilge keel 8 is not limited to low-speed navigation or when the ship is stationary, but also during high-speed navigation.
This can be done when the person is extremely agitated.
また、本考案の可動式ビルジキール８・・・にあっては
、ピストンロッド６・・・の突き出し量でその動揺減衰
効果を制御できるので、ビルジキール８・・・の面積（
ＬＸＳ）を従来の固定式ビルジキールよりも小さく設定
しても十分にその動揺減衰効果を得ることができ、また
小さくすることで、高速航行時の推進抵抗をも減少させ
ることができる。In addition, in the movable bilge keel 8 of the present invention, the vibration damping effect can be controlled by the amount of protrusion of the piston rod 6, so the area of the bilge keel 8 (
Even if the keel is set smaller than the conventional fixed bilge keel, the oscillation damping effect can be sufficiently obtained, and by making it smaller, the propulsion resistance during high-speed navigation can also be reduced.
以上の説明で明らかな如く本考案によれば、次のごとき
効果を発揮する。As is clear from the above description, the present invention provides the following effects.
（１）船体の両舷に設けられた波浪等によって船体に生
ずる動揺を減衰させるためのビルジキールを、更にその
抵抗中心が船体の動揺中心から離隔されるべく、船幅方
向外方へ船首側から船尾側へ順次拡大させて離隔移動さ
せるようにしたので、船尾側の動揺を積極的に押えつつ
船首側からも動揺を押えて従来のものに比しより大きな
抵抗モーメントを発生させて動揺を減衰させることがで
き、特に大きな動揺が生じる低速航行時若しくは停船中
にあっては、効率のよい動揺減衰効果を発揮する。(1) The bilge keel, which is installed on both sides of the ship, is used to attenuate the vibration caused by waves, etc., and is moved outward in the width direction from the bow side so that the center of resistance is further separated from the center of vibration of the ship. Since it is gradually expanded toward the stern and moved further away, it actively suppresses the oscillation from the stern side while also suppressing the oscillation from the bow side, generating a larger resistance moment compared to conventional ones and damping the oscillation. Especially during low-speed cruising or when the ship is stationary, where large turbulence occurs, it exhibits an efficient turbulence damping effect.
（２）また、−穴中で形成されるビルジキールを船体か
ら離隔させつつその抵抗中心から船体の動揺中心までの
距離だけを増大させるように構成したので、船舶航行時
動揺を減衰させるためのビルジキールが推進抵抗となっ
たりプロペラに悪影響を及ぼすのを可及的に抑止できる
。(2) Also, since the bilge keel formed in the hole is separated from the ship's hull and only the distance from its center of resistance to the center of sway of the ship is increased, the bilge keel can be used to attenuate the sway when the ship is sailing. can be suppressed as much as possible from becoming propulsion resistance and having a negative effect on the propeller.
（３）従って、揄え中高速航行時にあっても必要とあら
ばビルジキールを突出すれば、船体推進を阻害すること
なく十分な動揺減衰効果を得ることができると共に、ピ
ストンロッドの突き出し量で減衰効果を制御できること
から可及的にビルジキールの面積を小さくでき、高速航
行時の推進抵抗を抑えることも可能となる。(3) Therefore, even if the bilge keel is pushed out when necessary, even during high-speed cruising, sufficient vibration damping effect can be obtained without interfering with the ship's propulsion, and damping can be achieved by the amount of piston rod protrusion. Since the effect can be controlled, the area of the bilge keel can be made as small as possible, making it possible to suppress propulsion resistance during high-speed navigation.
（４）低速航行時または船速が零付近で測量あるいは観
測を行なう測量船、観測船の外、全力航行時においても
船体の動揺を極力減少させたい客船、カーフェリー等の
船舶にとって、極めて有用性のある広範な用途を有する
ものである。(4) Extremely useful for vessels such as survey ships and observation ships that carry out surveying or observation when sailing at low speeds or near zero, as well as ships such as passenger ships and car ferries that want to minimize the movement of the ship even when sailing at full speed. It has a wide range of applications.
第１図ａ、ｂは従来の固定式ビルジキールを示す説明図
、第２図ａ、ｂは従来のフィンスタビライザーを示す側
面図及びそのＡ−Ａ矢視底面図、第３図は本考案に係る
可動式ビルジキールの一実施例を示す平面図、第４図ａ
、ｂは第３図のＢ−Ｂ矢視側面図、第５図は第３図にお
けるＣ部拡大平面図である。
図中、５は船体、６はピストンロッド、８はビルジキー
ルである。Figures 1a and b are explanatory diagrams showing a conventional fixed bilge keel, Figures 2a and b are side views and bottom views of the conventional fin stabilizer as viewed from arrow A-A, and Figure 3 is a diagram according to the present invention. A plan view showing an embodiment of a movable bilge keel, FIG. 4a
, b is a side view taken along the line B--B in FIG. 3, and FIG. 5 is an enlarged plan view of section C in FIG. 3. In the figure, 5 is a hull, 6 is a piston rod, and 8 is a bilge keel.
Claims (1)
浪等によって上記船体に生ずる動揺に抗すべく船幅方向
外方へ一定の巾延出されたビルジキールと、該ビルジキ
ールを、その抵抗中心が船尾側で上記船体の動揺中心か
ら遠隔されるべく、船幅方向外方へ船首側から船尾側へ
順次拡大させて離隔移動させるピストンロッドとを備え
たことを特徴とする可動式ビルジキール。A bilge keel is provided below the perpendicular to the hull from the bow side to the stern side, and extends a certain width outward in the width direction of the ship in order to resist the vibrations caused to the hull by waves, etc. A movable bilge keel characterized by comprising a piston rod which is sequentially expanded and moved outward in the width direction of the ship from the bow side to the stern side so that the center is located on the stern side and is remote from the center of oscillation of the ship body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1978106452U JPS5851675Y2 (en) | 1978-08-02 | 1978-08-02 | Movable bilge keel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1978106452U JPS5851675Y2 (en) | 1978-08-02 | 1978-08-02 | Movable bilge keel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5522296U JPS5522296U (en) | 1980-02-13 |
| JPS5851675Y2 true JPS5851675Y2 (en) | 1983-11-24 |
Family
ID=29049640
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1978106452U Expired JPS5851675Y2 (en) | 1978-08-02 | 1978-08-02 | Movable bilge keel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5851675Y2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0434241Y2 (en) * | 1986-09-29 | 1992-08-14 | ||
| JPH0772594B2 (en) * | 1990-09-28 | 1995-08-02 | エスエムシー株式会社 | Solenoid valve manifold |
| JP2558551B2 (en) * | 1990-10-20 | 1996-11-27 | エスエムシー 株式会社 | Solenoid valve manifold |
| JPH0826941B2 (en) * | 1990-10-20 | 1996-03-21 | エスエムシー株式会社 | Solenoid valve manifold |
| JP5030884B2 (en) * | 2008-07-28 | 2012-09-19 | 三菱重工業株式会社 | Stern shape |
| BR112015032579B1 (en) * | 2013-06-26 | 2022-05-03 | Sealoading Holding As | Cargo transfer vessel, method for transferring fluids and transfer arrangement |
| IT201600094283A1 (en) * | 2016-09-20 | 2016-12-20 | Psc Eng S R L | Procedure for controlling the rolling and / or pitching motion of a boat at no or low vessel speed |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS49100795A (en) * | 1973-01-29 | 1974-09-24 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS535359Y2 (en) * | 1973-03-07 | 1978-02-09 | ||
| JPS52130899U (en) * | 1976-04-01 | 1977-10-05 |
-
1978
- 1978-08-02 JP JP1978106452U patent/JPS5851675Y2/en not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS49100795A (en) * | 1973-01-29 | 1974-09-24 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5522296U (en) | 1980-02-13 |
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