JPS6118572A - Steering of car - Google Patents
Steering of carInfo
- Publication number
- JPS6118572A JPS6118572A JP10531585A JP10531585A JPS6118572A JP S6118572 A JPS6118572 A JP S6118572A JP 10531585 A JP10531585 A JP 10531585A JP 10531585 A JP10531585 A JP 10531585A JP S6118572 A JPS6118572 A JP S6118572A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- wheels
- rear wheels
- wheel
- vehicle
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1518—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles
- B62D7/1527—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a mechanical interconnecting system between the steering control means of the different axles comprising only mechanical parts, i.e. without assistance means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は車両、特に四輪車の操舵方法に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a method for steering a vehicle, particularly a four-wheeled vehicle.
（従来の技術）
四輪車における操舵は一般に前輪のみを転舵することに
より行っている。車両走行時、前輪の転舵を開始すると
、まず前輪にすべり角が生じ、これによって発生するコ
ーナリングフォースが車体の横運動と車体重心まわりの
ヨーイングをひきおこす。(Prior Art) Steering in a four-wheeled vehicle is generally performed by steering only the front wheels. When the front wheels start turning when the vehicle is running, a slip angle is first generated in the front wheels, and the cornering force generated by this causes lateral movement of the vehicle body and yawing around the center of gravity of the vehicle.
後輪は車体のヨー運動の結果ヨ一方向の変位が発生し始
めてから初めてすべり角を生じる。The rear wheels develop a slip angle only after they begin to be displaced in one direction as a result of the yaw motion of the vehicle body.
従って後輪の発生するコーナリングフォースには前輪に
比較して位相遅れがあり、前後輪のコーナリングフォー
スの合力が運転者の意図する値に達する迄に若干の時間
遅れが常に発生し、これが四輪車の操舵に熟練を要する
原因となる。Therefore, the cornering force generated by the rear wheels has a phase lag compared to the front wheels, and there is always a slight time delay before the resultant force of the cornering forces of the front and rear wheels reaches the value intended by the driver. This causes the need for skill in steering the car.
更に四輪車が操舵により旋回運動をしている間、車輪に
は横すべりが発生するので、旋回軌跡の接線と車体軸線
が常に一致して走行するとは限らず、この点にも四輪車
の操舵に熟練を要する原因がある。Furthermore, while a four-wheeled vehicle is making a turning motion due to steering, side slip occurs in the wheels, so the tangent to the turning trajectory and the vehicle axis do not always match, and this is also a problem for four-wheeled vehicles. There is a reason why steering requires skill.
従って四輪車の運転者は前記後輪転舵の時間遅れや旋回
軌跡と車体軸線の角度のずれを経験的に認識して操舵を
行うことが適確な操舵のために要求され、四輪車の運転
にはある程度の運転経験が必要となる。Therefore, the driver of a four-wheeled vehicle is required to perform steering by empirically recognizing the time delay in turning the rear wheels and the angle deviation between the turning trajectory and the vehicle axis in order to steer the vehicle appropriately. A certain amount of driving experience is required.
斯かる従来の操舵装置における問題点を解決するための
手段として前輪と後輪を転舵することが提案されている
。例えば特公昭４０−１０７２８号には後輪の横すべり
角に比例した舵角を後輪に与える手法が開示され、また
米国特許第２９１０１３１号には旋回時の車体の横方向
のＧにより後輪の転舵量を制御する手法が開示されてい
る。As a means to solve the problems with such conventional steering devices, it has been proposed to steer the front wheels and the rear wheels. For example, Japanese Patent Publication No. 40-10728 discloses a method of giving the rear wheels a steering angle proportional to the sideslip angle of the rear wheels, and US Pat. A method for controlling the amount of steering is disclosed.
（発明が解決しようとする問題点）
しかしながら、これらの公知技術は後輪の転舵を制御す
る横すべり角またはＧのセンサに技術的問題がある。(Problems to be Solved by the Invention) However, these known techniques have a technical problem with the sideslip angle or G sensor that controls the steering of the rear wheels.
また前輪、後輪をともに転舵する技術は従来から特殊車
両等で行われているものの、何れも旋回半径を小にして
車両のとりまわし性を向上させる目的のもので、操作レ
バーにより前後輪の制御モードを切換えることでその目
的を達成するに過ぎない（例えば英国特許第５２３６５
６号、特公昭５３−２６７３２号）。In addition, technology that steers both the front and rear wheels has been used in special vehicles, etc., but in both cases, the purpose is to reduce the turning radius and improve the maneuverability of the vehicle. This purpose is achieved simply by switching the control mode of the
No. 6, Special Publication No. 53-26732).
従って本発明の目的は、一般的に四輪車においては中高
速時の前輪転舵量が比較的小さい範囲にあることに着目
し、複雑なセンサ及び機構を用いることなく、簡単に感
知するファクターにより後輪の転舵方向を予知すること
によって中高速時における操舵の容易性と安定性が得ら
れるとともに、装置の切換操作を要することなく、旋回
半径を減少せしめ、車両のとりまわし性の改良も併せて
達成するようにした操舵方装置を提供するにある。Therefore, an object of the present invention is to focus on the fact that the amount of front wheel steering at medium to high speeds in four-wheeled vehicles is generally within a relatively small range, and to provide a factor that can be easily detected without using complicated sensors and mechanisms. By predicting the direction in which the rear wheels will be steered, it is possible to obtain easier and more stable steering at medium to high speeds, and the turning radius can be reduced without the need for device switching operations, improving vehicle maneuverability. It is an object of the present invention to provide a steering device which also achieves the following.
（問題点を解決するための手段）
前記目的を達成すべく本発明は、前輪の転舵量を検知し
、前輪転舵の検知量が所定値より小の範囲においては後
輪を後輪と同位相に転舵し、また所定値より大の範囲に
おいては後輪を前輪と逆位相に転舵制御する。(Means for Solving the Problems) In order to achieve the above object, the present invention detects the amount of steering of the front wheels, and in a range where the detected amount of front wheel steering is smaller than a predetermined value, the rear wheels are changed to the rear wheels. The rear wheels are steered in the same phase, and in a range larger than a predetermined value, the rear wheels are steered in the opposite phase to the front wheels.
（作用）
車両の旋回に必要な横加速度を得るためには低速走行の
場合は大きい舵角を要するが、高速においては次第に必
要な舵角は小さくなる。徒って本発明による操舵方法に
よると、小さな舵角においては前後輪が同位相で転舵さ
れるので、高速走行時の操舵においては前輪と同時に後
輪もすべり角が発生してコーナリングフォースを生じる
ため、車両の横加速度は短時間に運転者の意図した値に
達し、操舵の容易性と安定性が得られる。(Function) In order to obtain the lateral acceleration necessary for turning the vehicle, a large steering angle is required when driving at low speeds, but at high speeds, the required steering angle gradually becomes smaller. According to the steering method according to the present invention, the front and rear wheels are steered in the same phase at a small steering angle, so when steering at high speed, a slip angle is generated at the rear wheels at the same time as the front wheels, and cornering force is generated. As a result, the lateral acceleration of the vehicle reaches the value intended by the driver in a short time, making steering easier and more stable.
次に第３図乃至第６図により本発明による操舵方法を用
いた場合の車両の向きと旋回軌跡との関係について説明
する。Next, the relationship between the direction of the vehicle and the turning locus when the steering method according to the present invention is used will be explained with reference to FIGS. 3 to 6.
図はすべて二輪におきかえて示しているが、一般の四輪
車の如く回転半径が輪圧に比して十分大きい場合は説明
の正当性をそこなう虞れはない。Although all the figures are shown with two wheels, there is no risk of impairing the validity of the explanation if the turning radius is sufficiently large compared to the wheel pressure, such as in a general four-wheeled vehicle.
第３゛図及び第４図は従来の前輪のみを転舵する操舵装
置の例である。極低速時の旋回の場合、車両の運動方向
はタイヤの向きと一致するので、第３図に示すように車
両の方向は旋回軌跡の接線より外側を向いている。車速
が増加すると、前後輪にすべり角が発生し、前後輪の運
動方向はタイヤの平面よりも外側を向くようになる。従
って車両の旋回中心は徐々に前方へ移動し、旋回軌跡の
接線は車両軸線に対して外側へ向くようになる。即ち第
４図に示す如く車体の方向は旋回軌跡の接線より内側を
向く。Figures 3 and 4 are examples of conventional steering systems that steer only the front wheels. When turning at very low speeds, the direction of movement of the vehicle coincides with the orientation of the tires, so the direction of the vehicle faces outward from the tangent to the turning trajectory, as shown in FIG. When the vehicle speed increases, a slip angle occurs in the front and rear wheels, and the direction of motion of the front and rear wheels points outward from the plane of the tire. Therefore, the turning center of the vehicle gradually moves forward, and the tangent to the turning locus begins to point outward with respect to the vehicle axis. That is, as shown in FIG. 4, the direction of the vehicle body is directed inward from the tangent to the turning trajectory.
本発明による操舵方法に基づく装置においては、低速に
おける旋回時には舵角の大きい領域が用いられるので、
前後輪の転舵は逆位相となり、車両特性によってカム溝
を適切な形状にする事により第５図に示す如く車両の方
向と旋回軌跡の接線との差を十分小さくする事が出来る
。In the device based on the steering method according to the present invention, a region with a large steering angle is used when turning at low speed.
The front and rear wheels are steered in opposite phases, and by configuring the cam groove in an appropriate shape depending on the vehicle characteristics, the difference between the direction of the vehicle and the tangent to the turning locus can be made sufficiently small as shown in FIG.
車速の増加に従って一般に必要な舵角は減少するので、
後輪の舵角は逆位相から、舵角０、同位相と変化し、第
６図に示す如く高速においても車両方向と旋回軌跡の接
線との差を小さく維持する事が可能となる。更に本発明
の操舵方法によれば、最小回転半径を減少させることが
出来る。即ち車両の回転半径は操舵輪の舵角の増加につ
れて減少するが、車輪と車体間に接続されているブレー
キホース等の寸法上の制約、車室内に突出するホイール
ハウスの寸法の制約、更に転舵輪が駆動輪でもある場合
は軸継手の可撓角の制約等のために最大舵角は制限され
、従って最小回転半径には限界がある。本発明の操舵方
法によれば、低速時に前後輪を逆位相で転舵するため、
最小回転半径が１／２近く減少し、のみならず内輪差も
大幅に減少するため、狭い道路でも容易に走行でき、狭
い空間への駐車も容易となる。Generally, the required steering angle decreases as the vehicle speed increases, so
The steering angle of the rear wheels changes from an opposite phase to a steering angle of 0 to the same phase, making it possible to maintain a small difference between the vehicle direction and the tangent to the turning trajectory even at high speeds, as shown in FIG. Furthermore, according to the steering method of the present invention, the minimum turning radius can be reduced. In other words, the turning radius of a vehicle decreases as the steering angle of the steered wheels increases, but due to dimensional constraints such as brake hoses connected between the wheels and the vehicle body, dimensional constraints of the wheel house protruding into the vehicle interior, and further When the steering wheel is also a driving wheel, the maximum steering angle is limited due to constraints on the flexibility angle of the shaft joint, and therefore there is a limit to the minimum turning radius. According to the steering method of the present invention, since the front and rear wheels are steered in opposite phases at low speeds,
The minimum turning radius is reduced by nearly half, and the difference between the inner wheels is also significantly reduced, making it easier to drive on narrow roads and park in tight spaces.
（実施例） 以下に添付図面を基に実施例を説明する。(Example) Examples will be described below based on the accompanying drawings.
第１図は本発明の操舵方法に基づく装置の一実施例を示
す概略平面図で、前輪（８）、（９）は、操舵輪（７）
の操舵による操舵軸（７ａ）の回動をラックアンドピニ
オン等の良く知られる方法によりギヤボックス（１２）
内において直線運動に変換され、該直線運動がタイロッ
ド、ナックルアーム（１３）等の公知のリンケージによ
り伝達され、前輪（８）、（９）が転舵される。以上の
前輪（８） 、 （９）の転舵機構は全〈従来のものと
同一である。FIG. 1 is a schematic plan view showing an embodiment of a device based on the steering method of the present invention, in which the front wheels (8) and (9) are the steered wheels (7).
The rotation of the steering shaft (7a) due to the steering of the gearbox (12) is controlled by a well-known method such as rack and pinion.
This linear motion is transmitted by a known linkage such as a tie rod or knuckle arm (13), and the front wheels (8) and (9) are steered. The steering mechanisms for the front wheels (8) and (9) described above are all the same as the conventional ones.
前輪（８）、（９）の転舵と連動する点（１０に連結さ
れるロッド（１）が後方に延出され、後方に設けられた
カムケース（２）内に摺動可能に内装されるカム板（３
）に該ロッド（１）は連結される。カム板（３）には第
２図に拡大しそ示す如き略逆Ｓ字型のカム溝（４）を設
け、該カム溝（４）中にはピン（６）が溝に沿って摺動
するよう係合されている。両後輪（１０）、（１１）を
連結し、その軸方向の移動により両後輪（１０）、（１
１）を転舵せしめるよう配設された後輪タイロッド（５
）とカム溝（４）中を移動するピン（６）とを接合し、
ピン（８）がカム溝（４）を移動することにより後輪タ
イロッド（５）がカム溝形状に応じて軸方向に移動し、
後輪が転舵するように構成する。A rod (1) connected to a point (10) that is linked to the steering of the front wheels (8) and (9) extends rearward and is slidably housed in a cam case (2) provided at the rear. Cam plate (3
) to which the rod (1) is connected. The cam plate (3) is provided with a substantially inverted S-shaped cam groove (4) as shown in an enlarged view in FIG. 2, and a pin (6) slides along the groove in the cam groove (4). It looks like it's engaged. Both rear wheels (10) and (11) are connected, and both rear wheels (10) and (1
1) Rear wheel tie rod (5
) and the pin (6) that moves in the cam groove (4),
As the pin (8) moves through the cam groove (4), the rear wheel tie rod (5) moves in the axial direction according to the shape of the cam groove.
It is configured so that the rear wheels are steered.
次に本発明による操舵方法に基づく装置の作動につき説
明する。Next, the operation of the device based on the steering method according to the present invention will be explained.
図において、操舵輪（７）を右方に操舵回転すると、前
輪（８）、（，９）が右方に転舵する。それと同時にロ
ッド（１）が後方に押動され、ロッド（１）と連結され
るカム板（３）をカムケース（２）内で後方に摺動せし
める。カム板（３）に設けられるカム溝（４）は第２図
に示す如く中間の湾曲部（４ａ）よりほぼ直線状に延び
る両端部（４ｂ） 、 （４ｃ）を有する逆Ｓ字状に形
成されており、従ってカム板（３）が後方へ摺動し始め
るとピン（８）は図の右方へ移動し、後輪タイロッド（
５）を右軸方向へ移動せしめて後輪（１０） 、（１１
）を右へ転舵する。更に操舵輪を右に回動するとカム板
（３）は更に後方へ摺動し、カム溝（４）に沿って移動
するピン（６）の動きにより後輪の右方への舵角は最大
値を経て次第に減少し始め、更に操舵輪の舵角が増加す
ると、後輪は逆の左方へ転舵し始め、操舵輪の最大舵角
近傍では後輪の舵角は前輪舵角とほぼ同量で、且つ逆方
向への転舵となる。In the figure, when the steering wheel (7) is steered and rotated to the right, the front wheels (8) and (, 9) are steered to the right. At the same time, the rod (1) is pushed rearward, causing the cam plate (3) connected to the rod (1) to slide rearward within the cam case (2). The cam groove (4) provided in the cam plate (3) is formed into an inverted S-shape with both ends (4b) and (4c) extending substantially straight from the middle curved part (4a), as shown in Fig. 2. Therefore, when the cam plate (3) begins to slide rearward, the pin (8) moves to the right in the figure, and the rear wheel tie rod (
5) toward the right axis, and the rear wheels (10) and (11
) to the right. When the steering wheel is further rotated to the right, the cam plate (3) slides further rearward, and the movement of the pin (6) that moves along the cam groove (4) maximizes the rightward steering angle of the rear wheel. As the steering angle of the steered wheels increases, the rear wheels begin to turn to the left in the opposite direction, and near the maximum steering angle of the steered wheels, the rear wheel steering angle is almost equal to the front wheel steering angle. The steering will be the same amount and in the opposite direction.
操舵輪を図の左方へ操舵する場合も、前後輪の転舵方向
が前記のものと逆になるだけで同様な作動を示すことは
図から明らかである。It is clear from the figure that when the steered wheels are steered to the left in the figure, a similar operation is shown, only that the steering direction of the front and rear wheels is reversed.
尚、前輪の転舵量を検知する手段としては、操舵輪の操
舵角を直接拾うものや電気的に感知する検知センサ等で
あっても良い。Note that the means for detecting the amount of turning of the front wheels may be a device that directly detects the steering angle of the steered wheels, a detection sensor that electrically senses the steering angle, or the like.
（発明の効果）
以上のように本発明によれば、簡単な構成により前後輪
の転舵制御が行え、中高速時における操舵の容易性、安
定性を得ることができ、また切換操作によらずに旋回半
径を小さくして車両のとりまわし性の向上も併せて達成
することができる。(Effects of the Invention) As described above, according to the present invention, steering control of the front and rear wheels can be performed with a simple configuration, and ease and stability of steering at medium and high speeds can be obtained. It is also possible to improve the maneuverability of the vehicle by reducing the turning radius.
第１図は本発明の操舵方法に基づくの一実施例を示す概
略平面図、第２図はカムの拡大図、第３図及び第４図は
従来の問題点を指摘する模式図、第５図及び第６図は本
発明の詳細な説明する模式尚、図面中（１）はロッド、
（３）はカム板、（４）はカム溝、（５）は後輪転舵部
材、（６）はピン、（８）、（９）は前輪、（１ｏ）、
、（１１）は後輪である。
特許用罪人 本田技研工業株式会社
代理人 弁理士 下 １） 容一部間 弁理士
大 橋 邦 産量 弁理士 小
山 右同 弁理士 野 １）
茂第１図
第２図
ｂ
第３図
第５図
第４図
第６図FIG. 1 is a schematic plan view showing an embodiment based on the steering method of the present invention, FIG. 2 is an enlarged view of a cam, FIGS. 3 and 4 are schematic diagrams pointing out the problems of the conventional method, and FIG. The figures and FIG. 6 are schematic diagrams for explaining the present invention in detail. In the drawings, (1) is a rod;
(3) is a cam plate, (4) is a cam groove, (5) is a rear wheel steering member, (6) is a pin, (8) and (9) are front wheels, (1o),
, (11) is the rear wheel. Patent offender Honda Motor Co., Ltd. agent Patent attorney 2 1) Department of patent attorney Kuni Ohashi Production volume Patent attorney Udo Koyama Patent attorney No 1)
Shigeru Figure 1 Figure 2 b Figure 3 Figure 5 Figure 4 Figure 6
Claims (1)
、前輪の転舵量を検知し、前輪転舵の検知量が所定値よ
り小の範囲においては後輪を前輪と同位相に転舵し、ま
た所定値より大の範囲においては後輪を前輪と逆位相に
転舵制御することを特徴とする車両の操舵方法。In a steering method for a vehicle that can steer both front and rear wheels, the amount of front wheel steering is detected, and if the detected amount of front wheel steering is smaller than a predetermined value, the rear wheels are steered in the same phase as the front wheels. A method for steering a vehicle, further comprising controlling the rear wheels to have a phase opposite to that of the front wheels in a range larger than a predetermined value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531585A JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10531585A JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP53163681A Division JPS6044186B2 (en) | 1978-12-29 | 1978-12-29 | How to steer the vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6118572A true JPS6118572A (en) | 1986-01-27 |
| JPS6363425B2 JPS6363425B2 (en) | 1988-12-07 |
Family
ID=14404272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10531585A Granted JPS6118572A (en) | 1985-05-17 | 1985-05-17 | Steering of car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6118572A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63247171A (en) * | 1987-04-03 | 1988-10-13 | Mazda Motor Corp | Four-wheel steering device for vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB523656A (en) * | 1938-10-17 | 1940-07-19 | William Martin Blagden | Improvements in or relating to steering mechanism for motor vehicles |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| JPS5591458A (en) * | 1978-12-29 | 1980-07-11 | Honda Motor Co Ltd | Steering device for rolling stock |
| JPS6044186A (en) * | 1983-08-23 | 1985-03-09 | 黒木 耕三 | Device for joining cut surface of ring |
-
1985
- 1985-05-17 JP JP10531585A patent/JPS6118572A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB523656A (en) * | 1938-10-17 | 1940-07-19 | William Martin Blagden | Improvements in or relating to steering mechanism for motor vehicles |
| JPS5261024A (en) * | 1975-11-13 | 1977-05-20 | Takemochi Ishii | Steering control system for fourrwheel steered vehicle |
| JPS5591458A (en) * | 1978-12-29 | 1980-07-11 | Honda Motor Co Ltd | Steering device for rolling stock |
| JPS6044186A (en) * | 1983-08-23 | 1985-03-09 | 黒木 耕三 | Device for joining cut surface of ring |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63247171A (en) * | 1987-04-03 | 1988-10-13 | Mazda Motor Corp | Four-wheel steering device for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6363425B2 (en) | 1988-12-07 |
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