JPS6128508Y2 - - Google Patents
Info
- Publication number
- JPS6128508Y2 JPS6128508Y2 JP1981019908U JP1990881U JPS6128508Y2 JP S6128508 Y2 JPS6128508 Y2 JP S6128508Y2 JP 1981019908 U JP1981019908 U JP 1981019908U JP 1990881 U JP1990881 U JP 1990881U JP S6128508 Y2 JPS6128508 Y2 JP S6128508Y2
- Authority
- JP
- Japan
- Prior art keywords
- transmission
- gear
- chamber
- main clutch
- clutch
- 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
- 230000005540 biological transmission Effects 0.000 claims description 78
- 239000010687 lubricating oil Substances 0.000 claims description 16
- 239000003921 oil Substances 0.000 description 22
- 238000001816 cooling Methods 0.000 description 3
- 239000000314 lubricant Substances 0.000 description 2
- 238000005461 lubrication Methods 0.000 description 2
- 239000010779 crude oil Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009792 diffusion process Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Arrangement Of Transmissions (AREA)
Description
【考案の詳細な説明】
本考案は、エンジン、主クラツチ室、ミツシヨ
ンケースをこの順で前後直列に配置し、ミツシヨ
ンケース内部に走行系ギヤ変速機構を装備してあ
る主として農用に使用されるトラクタの伝動構造
に関するものである。
近年の農用トラクタにおいては、走行系の変速
操作性を向上させるためにギヤ変速機構に多板式
の油圧トラクタのクラツチを導入したものがあ
る。
つまり、常時咬合させてある複数組のギヤ対に
夫々油圧クラツチを組込み、制御弁の操作によつ
て1つのギヤ対の油圧クラツチのみを入れて他の
ギヤ対を遊転伝動状態にし、もつて通常のギヤシ
フト式のように変速のつど主クラツチ操作を行わ
なくても軽くギヤ変速できるようにしたものであ
る。
しかし、このような油圧クラツチ式の変速を行
うミツシヨンケースはギヤシフト式のものから大
巾に仕様変更しなければならず、コストアツプを
招くものであつた。
本考案は、一般のギヤシフト式のミツシヨンケ
ースの兼用を可能にして、油圧クラツチ導入によ
るコストアツプを極力抑制しながら、所望の伝動
形態を得られるようにしながら、変速用多板式油
圧クラツチの潤滑冷却を確実良好に伝えるように
することを目的とする。
以下本考案の実施の態様を例示図に基づいて説
明する。
図は農用トラクタのトラクタの伝動構造を示す
ものであつて、エンジン1、主クラツチハウジン
グ2、ミツシヨンケース3がこの順序で直列に連
結され、エンジン出力をミツシヨンケース内で適
当に変速して後部両側に突設した後輪駆動軸4,
4と後方に突設したPTO軸5に伝達すべく構成
されている。そして、ミツシヨンケース3の前部
にはシフトギヤ6,7の選択シフトによつて4段
の変速を行う走行系の主ギヤ変速機構8が装備さ
れるとともに、ケース後部にはシフトギヤ9a,
9bのシフトによつて2段の変速を行う走行系の
副ギヤ変速機構10と左右後輪駆動軸4,4に対
する差動変速機構11が装備されている。又、ミ
ツシヨンケース3の前後中間にはシフトギヤ12
のシフトによつて、2段の変速を行うPTO系の
ギヤ変速機構13が装備されている。
又、主クラツチハウジング2の後壁2aとミツ
シヨンケース3の前壁3aとの間には中間伝動室
14が形成されていて、ミツシヨンケース前壁3
aからこの中間伝動室14内に走行系の入力軸1
5が突入されるとともに、主クラツチ16を介し
て動力断続される原動軸17が中間伝動室14内
に突入され、且つ中間伝動室14の上下には油圧
クラツチ18,19を装備した回転支軸20,2
1が主クラツチハウジング後壁2aとこれに取付
けたブラケツト22を介して支承されている。
上位の油圧クラツチ18は、支軸20に固着さ
れた駆動ドラム23内に装備したピストン24を
圧油にて右方にシフトすることによつて前記駆動
ドラム23と支軸20に遊嵌された受動ドラム2
5との間に介装した摩擦板26・・,27・・を
圧接させて両ドラム23,25間の摩擦動力伝達
を行い、ピストン24への油圧解除によつてピス
トン24を内装スプリング28で左方へ復元する
ことによつて摩擦動力伝達を解除するよう構成さ
れたものであり、前記駆動ドラム23に形成した
ギヤ29が前記原動軸17の軸端に固着のギヤ3
0に咬合されている。そして、受動ドラム25に
一体成形したギヤ31が中間伝動室14内に別途
支軸32を介して遊転支承したアイドルギヤ33
を介して前記走行系の入力軸15の軸端に固着し
たギヤ34に咬合連動されている。又、下位の油
圧クラツチ19は、前記油圧クラツチ18と同様
に駆動ドラム35、受動ドラム36、ピストン3
7、摩擦板38・・,39・・、及び復帰用スプ
リング40からなり、駆動ドラム35に形成した
ギヤ41が原動軸ギヤ30に咬合されるときに、
受動ドラム36に形成したギヤ42が走行系入力
軸ギヤ34に直接咬合されている。そして、下位
の油圧クラツチ19が正転(前進)伝動用に、
又、上位の油圧クラツチ18が逆転(後進)伝動
用とされている。
又、下位の回転支軸21の後端はミツシヨンケ
ース3内においてPTO系の伝動軸43にカツプ
リング連結されていて、両油圧クラツチ18,1
9の入切に関係なく動力が伝達されるようになつ
ている。
前記油圧クラツチ18,19への圧油供給及び
排油は各回転支軸20,21の内部油路44,4
5を介して行なわれるとともに、両クラツチ1
8,19の摩擦伝動箇所への潤滑油供給が別の内
部油路46,47を介して行なわれるものであ
る。そして、これら回転支軸20,21の前端は
主クラツチハウジング後壁2aを通して主クラツ
チ室48内に突入され、その突入軸端が前記後壁
2aの前面にボルト止めされた油圧継手49,5
0に夫々嵌入装着されている。又、主クラツチハ
ウジング2の上面には制御バルブ51が取付けら
れていて、このバルブ51から主クラツチ室48
内に延出したパイプ52・・が前記油圧継手4
9,50に接続されて、制御バルブ51と前記各
油路44・・が前記パイプ52・・及び継手内油
路59,60,62を介して連通接続されてい
る。尚、主クラツチ室48内には、復帰バネ63
で付勢されたクラツチ操作スリーブ56、これを
押圧操作するアーム57、及びクラツチ操作軸5
8が装備されている。
又、ミツシヨンケース3の前壁aの潤滑油面L
以下に没する部分には連通孔53が形成されてい
て、この孔53を通して潤滑油がミツシヨンケー
ス3と中間伝動室14間で自由に流動できるよう
になつている。そして前記潤活油面Lは走行系入
力軸15の略中心近くに設定されており、従つて
中間伝動室14では下位の前進用油圧クラツチ1
9が全体的に潤滑油に没するようになつている。
又、多板油圧クラツチは、一般にクラツチ切り
状態において連れ回りによる動力ロスが生じるも
のであり、且つ、潤滑油に没していると潤滑油の
粘性のための一層連れ回りが生じやすい傾向にあ
る。このため使用頻度の比較的少い後進側の油圧
クラツチ18は潤滑油面上に設け、必要最少限度
の冷却用として内部油路46からの潤滑油供給を
行つている。尚、油面下に没する前進用油圧クラ
ツチ19においては、必ずしも内部油路47から
の潤滑油供給を受けなくても冷却されるが、摩擦
伝動部への確実な潤滑油供給及び循環を行う上で
内部油路47からの供給を行つている。
第3図は前記油圧クラツチ18,19の作動用
油圧回路を示し、前記制御バルブ51は、前後進
切り換え用の3位置切換バルブ64、クラツチ作
動油圧の立上り特性を制御するためのモジユレー
テイングリリーフバルブ65とモジユレーテイン
グバルブ66、各油圧クラツチ18,19内への
潤滑油供給用のリリーフバルブ67、から構成さ
れており、この制御バルブ51のポンプポートが
ポンプ68に接続されたフロープライオリテイバ
ルブ69の流量制御ポートに接続されている。前
記3位置切換バルブ64は手動レバーにて3位置
に回動操作されるロータリ型に構成されていて、
中立位置Nではポンプ68からの圧油をモジユレ
ーテイングリリーフバルブ65及びクラツチ潤滑
用リリーフバルブ67を通してタンクポートTに
排油するとともに、リリーフ排油の一部をリリー
フバルブ67の上手から油路nを介して両油圧ク
ラツチ18,19の摩擦伝動部に供給して摩擦面
の潤滑と冷却が行われる。又、前進位置Fもしく
は後進位置Rでは圧油を前進用油圧クラツチ19
への油路fもしくは後進用油圧クラツチ18への
油路rに供給するとともに、モジユレーテイング
バルブ66への油路mにも供給して油圧クラツチ
作動圧の制御を行なうようになつている。
前記モジユレーテイングリリーフバルブ65
は、バネ70で閉弁方向に付勢されるとともに、
このバネ70の後端を支えるバネ受け71がモジ
ユレーテイングバルブ66のオリフイス72を通
して供給される圧油によつて変位可能に構成され
ていて、前記オリフイス72を通しての少量づつ
の圧油供給によつてバネ圧、つまりリリーフ作動
圧が漸次増大するようになつている。従つて、切
換バルブ64を前進位置Fは後進位置Rに切換え
ると、前記のようにモジユレーテイングリリーフ
バルブ65の作動圧が漸次的に増大するので選択
された油圧クラツチ19又は18への印加圧も漸
次的に増大し、衝撃のない滑らかなクラツチ入り
作動がもたらされる。
以上実施例で説明したように、本考案によるト
ラクタのトラクタの伝動構造は、主クラツチハウ
ジングの後壁とミツシヨンケースの前壁との間に
中間伝動室を形成し、主クラツチハウジングから
中間伝動室内に突出させた原動油の軸端と、ミツ
シヨンケースから中間伝動室内に突出させた走行
系入力軸の軸端とを別軸構成による複数のギヤ伝
動系で連動連結するとともに、各伝動系には択一
的に入り操作される多板式の油圧クラツチを夫々
介在させたので、ミツシヨンケース自体及びこれ
に装備の走行系ギヤ変速機構の形態を一般のギヤ
チエンジ方式のものと変えることなく、もしくは
ほとんど同じにして油圧クラツチ導入方式の所望
の変速伝動機構を構成することが可能となり、生
産ラインや部品の兼用化によつてコストアツプを
抑えることができるのであり、又、新たに形成さ
れた中間伝動室にはミツシヨンケースに収容され
た大量の潤滑油の一部を多板クラツチの潤滑冷却
用として流動させているので、例えば中間伝動室
を独立した室として、ここに定量の潤滑油を収容
した場合に比較して潤滑油の循環による温度拡散
が良好で油圧クラツチの冷却効果が高いものであ
る。 [Detailed description of the invention] This invention is mainly used for agricultural purposes, in which the engine, main clutch chamber, and transmission case are arranged in front and back in series in this order, and a traveling gear transmission mechanism is installed inside the transmission case. This paper relates to the transmission structure of a tractor. In recent years, some agricultural tractors have incorporated a multi-disc hydraulic tractor clutch into the gear transmission mechanism in order to improve the speed change operability of the traveling system. In other words, hydraulic clutches are installed in multiple pairs of gears that are always in mesh, and by operating a control valve, only the hydraulic clutch of one gear pair is engaged and the other gear pairs are placed in an idle transmission state. This allows for easy gear changes without having to operate the main clutch each time the gear is changed, unlike a normal gear shift type. However, a transmission case that uses such a hydraulic clutch type transmission requires a major change in specifications from a gear shift type, resulting in an increase in costs. This invention enables the transmission case of a general gear shift type to be used as well, and while minimizing the cost increase due to the introduction of a hydraulic clutch, it also enables the desired transmission form to be obtained while providing lubrication and cooling for a multi-disc hydraulic clutch. The purpose is to ensure that the information is conveyed in a good manner. Embodiments of the present invention will be described below based on illustrative drawings. The figure shows the transmission structure of an agricultural tractor, in which an engine 1, a main clutch housing 2, and a transmission case 3 are connected in series in this order, and the engine output is appropriately shifted within the transmission case. Rear wheel drive shaft 4 protruding from both rear sides,
4 and a PTO shaft 5 protruding from the rear. The front part of the transmission case 3 is equipped with a main gear transmission mechanism 8 for the driving system that changes gears in four stages by selective shifting of shift gears 6 and 7, and the rear part of the case is equipped with shift gears 9a,
The vehicle is equipped with an auxiliary gear transmission mechanism 10 for the traveling system that performs two-speed transmission by the shift 9b, and a differential transmission mechanism 11 for the left and right rear wheel drive shafts 4,4. In addition, a shift gear 12 is located between the front and rear of the transmission case 3.
A PTO-based gear transmission mechanism 13 that performs a two-speed shift by shifting is equipped. Further, an intermediate transmission chamber is provided between the rear wall 2a of the main clutch housing 2 and the front wall 3a of the transmission case 3.
14 is formed, and the transmission case front wall 3
The input shaft 1 of the traveling system is inserted into this intermediate transmission chamber 14 from a.
5 is plunged in, the driving shaft 17 whose power is on/off through the main clutch 16 is thrust into the intermediate transmission chamber 14 , and above and below the intermediate transmission chamber 14 are rotating support shafts equipped with hydraulic clutches 18 and 19 . 20,2
1 is supported via a rear wall 2a of the main clutch housing and a bracket 22 attached thereto. The upper hydraulic clutch 18 is fitted loosely between the drive drum 23 and the support shaft 20 by shifting a piston 24 installed in the drive drum 23 fixed to the support shaft 20 to the right using pressure oil. passive drum 2
Friction plates 26, 27, etc. interposed between the drums 23 and 5 are brought into pressure contact with each other to transmit frictional power between the two drums 23 and 25, and by releasing hydraulic pressure to the piston 24, the piston 24 is moved by the internal spring 28. The gear 29 formed on the drive drum 23 is configured to release the frictional power transmission by restoring it to the left, and the gear 3 fixed to the shaft end of the drive shaft 17
It is occluded by 0. A gear 31 integrally formed on the passive drum 25 is freely rotatably supported in the intermediate transmission chamber 14 via a separate support shaft 32.
The input shaft 15 is interlocked with a gear 34 fixed to the shaft end of the input shaft 15 of the travel system. Similarly to the hydraulic clutch 18 , the lower hydraulic clutch 19 includes a driving drum 35, a passive drum 36, and a piston 3.
7. Consisting of friction plates 38..., 39... and a return spring 40, when the gear 41 formed on the drive drum 35 is engaged with the driving shaft gear 30,
A gear 42 formed on the passive drum 36 is directly engaged with the travel system input shaft gear 34. Then, the lower hydraulic clutch 19 is used for normal rotation (forward) transmission.
Further, the upper hydraulic clutch 18 is used for reverse rotation (reverse) transmission. Further, the rear end of the lower rotating support shaft 21 is coupled to a PTO system transmission shaft 43 within the transmission case 3, and both hydraulic clutches 18 , 1
Power is transmitted regardless of whether 9 is on or off. Pressure oil is supplied to and drained from the hydraulic clutches 18 and 19 through internal oil passages 44 and 4 of each rotating support shaft 20 and 21.
5 and both clutches 1
Lubricating oil is supplied to the friction transmission points 8 and 19 via separate internal oil passages 46 and 47. The front ends of these rotating support shafts 20 and 21 are thrust into the main clutch chamber 48 through the rear wall 2a of the main clutch housing, and the thrust shaft ends are connected to hydraulic joints 49 and 5 bolted to the front surface of the rear wall 2a.
0 respectively. Further, a control valve 51 is attached to the upper surface of the main clutch housing 2, and a control valve 51 is connected to the main clutch chamber 48 from this valve 51.
The pipe 52 extending inward is connected to the hydraulic joint 4.
9, 50, and the control valve 51 and each oil passage 44 are connected to each other via the pipe 52 and the oil passages 59, 60, 62 in the joint. In addition, a return spring 63 is provided in the main clutch chamber 48.
Clutch operation sleeve 56 energized by , arm 57 that presses the clutch operation sleeve 56 , and clutch operation shaft 5
8 is equipped. Also, the lubricating oil level L on the front wall a of the transmission case 3
A communication hole 53 is formed in the portion recessed below, and lubricating oil can freely flow between the transmission case 3 and the intermediate transmission chamber 14 through this hole 53. The lubricating oil level L is set approximately near the center of the travel system input shaft 15, and therefore, in the intermediate transmission chamber 14 , the lower forward hydraulic clutch 1
9 is designed to be completely submerged in lubricating oil. Additionally, multi-disc hydraulic clutches generally experience power loss due to rotation when the clutch is disengaged, and when submerged in lubricating oil, the viscosity of the lubricating oil tends to cause more rotation. . For this reason, the hydraulic clutch 18 on the reverse side, which is used relatively infrequently, is provided on the lubricating oil level, and lubricating oil is supplied from the internal oil passage 46 for cooling to the minimum necessary level. Note that the forward hydraulic clutch 19 , which is submerged under the oil surface, is cooled even though it does not necessarily receive lubricant supply from the internal oil passage 47, but it ensures reliable lubricant supply and circulation to the friction transmission section. The oil is supplied from the internal oil passage 47 at the top. FIG. 3 shows a hydraulic circuit for operating the hydraulic clutches 18 and 19 , and the control valve 51 includes a three-position switching valve 64 for switching forward and backward, and a modulating relief for controlling the rise characteristics of the clutch operating oil pressure. It consists of a valve 65, a modulating valve 66, and a relief valve 67 for supplying lubricating oil into each hydraulic clutch 18 , 19 , and the pump port of the control valve 51 is connected to a flow priority valve 68. It is connected to the flow control port of valve 69. The three-position switching valve 64 is configured as a rotary type that can be rotated to three positions by a manual lever.
At the neutral position N, the pressure oil from the pump 68 is drained to the tank port T through the modulating relief valve 65 and the clutch lubrication relief valve 67, and a portion of the relief drained oil is drained from the top of the relief valve 67 to the oil path n. The oil is supplied to the friction transmission parts of both hydraulic clutches 18 and 19 via the pump to lubricate and cool the friction surfaces. In addition, in the forward position F or reverse position R, pressure oil is supplied to the forward hydraulic clutch 19.
The oil is supplied to an oil path f to the hydraulic clutch 18 or an oil path r to the reverse hydraulic clutch 18, and is also supplied to an oil path m to the modulating valve 66 to control the hydraulic clutch operating pressure. The modulating relief valve 65
is urged in the valve closing direction by a spring 70, and
A spring receiver 71 supporting the rear end of the spring 70 is configured to be able to be displaced by pressure oil supplied through an orifice 72 of the modulating valve 66. As a result, the spring pressure, that is, the relief operating pressure, gradually increases. Therefore, when the switching valve 64 is switched from the forward position F to the reverse position R, the operating pressure of the modulating relief valve 65 gradually increases as described above, so that the applied pressure to the selected hydraulic clutch 19 or 18 increases. The clutch force increases gradually, resulting in smooth clutch engagement without shock. As explained above in the embodiments, the tractor transmission structure of the tractor according to the present invention forms an intermediate transmission chamber between the rear wall of the main clutch housing and the front wall of the transmission case, and transmits the intermediate transmission from the main clutch housing to the transmission case. The shaft end of the crude oil that protrudes into the chamber and the shaft end of the travel system input shaft that protrudes from the transmission case into the intermediate transmission chamber are interlocked and connected by multiple gear transmission systems with separate shaft configurations, and each transmission system Since a multi-disc hydraulic clutch that is selectively engaged and operated is interposed in each case, the form of the transmission case itself and the traveling gear transmission mechanism equipped thereon are not changed from those of a general gear change type. Alternatively, it is possible to construct a desired speed change transmission mechanism using a hydraulic clutch system using almost the same method, and it is possible to suppress cost increases by sharing production lines and parts. A portion of the large amount of lubricating oil stored in the transmission case is flowed into the transmission chamber to lubricate and cool the multi-disc clutch, so for example, it is possible to make the intermediate transmission chamber an independent chamber and pour a fixed amount of lubricating oil into it. Compared to the case where the clutch is accommodated, temperature diffusion due to the circulation of lubricating oil is better, and the cooling effect of the hydraulic clutch is higher.
図面は本考案に係るトラクタの伝動構造の実施
例を示し、第1図は全体の概略構成を示す側面
図、第2図は縦断側面図、第3図は油圧回路図で
ある。
1……エンジン、2……主クラツチハウジン
グ、2a……後壁、3……ミツシヨンケース、3
a……前壁、14……中間伝動室、15……走行
系入力軸、17……原動軸、18,19……油圧
クラツチ、53……連通孔。
The drawings show an embodiment of the transmission structure for a tractor according to the present invention, with FIG. 1 being a side view showing a schematic overall configuration, FIG. 2 being a longitudinal side view, and FIG. 3 being a hydraulic circuit diagram. 1... Engine, 2... Main clutch housing, 2a... Rear wall, 3... Mission case, 3
a...Front wall, 14 ...Intermediate transmission chamber, 15...Travel system input shaft, 17...Driving shaft, 18 , 19 ...Hydraulic clutch, 53...Communication hole.
Claims (1)
シヨンケース3をこの順で前後直列に配置し、
ミツシヨンケース3内部に走行系ギヤ変速機構
8,10を装備してあるトラクタの伝動構造で
あつて、前記主クラツチハウジング2の後壁2
aとミツシヨンケース3の前壁3aとの間に中
間伝動室14を形成し、主クラツチハウジング
2から中間伝動室14内に突出させた原動軸1
7の軸端と、ミツシヨンケース3から中間伝動
室14内に突出させた走行系入力軸15の軸端
とを別軸構成による複数のギヤ伝動系で連動連
結するとともに、各伝動系には択一的に入り操
作される多板式の油圧クラツチ18,19を
夫々介在させ、且つ前記ミツシヨンケース3の
前壁3aに連通孔53を設けてミツシヨンケー
ス3と中間伝動室14との間における潤滑油流
動を可能に構成してあることを特徴とするトラ
クタの伝動構造。 中間伝動室14内のギヤ伝動系は該伝動室1
4の上下位置に設けられ、潤滑油面に位置する
ギヤ伝動系は前進伝動系に、潤滑油面上に位置
するギヤ伝動系は後進伝動系に構成されている
実用新案登録請求の範囲第項に記載のトラク
タの伝動構造。[Claims for Utility Model Registration] Engine 1, main clutch housing 2, and transmission case 3 are arranged in series in this order,
Traveling gear transmission mechanism inside transmission case 3
8 and 10 , the rear wall 2 of the main clutch housing 2 is
An intermediate transmission chamber 14 is formed between the main clutch housing 2 and the front wall 3a of the transmission case 3, and the drive shaft 1 projects from the main clutch housing 2 into the intermediate transmission chamber 14 .
7 and the shaft end of the travel system input shaft 15 protruding from the transmission case 3 into the intermediate transmission chamber 14 are interlocked and connected by a plurality of gear transmission systems with separate shaft configurations, and each transmission system has a Multi-plate hydraulic clutches 18 and 19 , which are selectively engaged and operated, are interposed, and a communication hole 53 is provided in the front wall 3a of the transmission case 3 to connect the transmission case 3 and the intermediate transmission chamber 14 . A transmission structure for a tractor, characterized in that it is configured to allow lubricating oil to flow. The gear transmission system in the intermediate transmission chamber 14 is connected to the transmission chamber 1.
4, the gear transmission system located on the lubricating oil surface is configured as a forward transmission system, and the gear transmission system located on the lubricating oil surface is configured as a reverse transmission system. Tractor power transmission structure described in .
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1981019908U JPS6128508Y2 (en) | 1981-02-13 | 1981-02-13 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1981019908U JPS6128508Y2 (en) | 1981-02-13 | 1981-02-13 |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS57132842U JPS57132842U (en) | 1982-08-19 |
JPS6128508Y2 true JPS6128508Y2 (en) | 1986-08-23 |
Family
ID=29817831
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1981019908U Expired JPS6128508Y2 (en) | 1981-02-13 | 1981-02-13 |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6128508Y2 (en) |
-
1981
- 1981-02-13 JP JP1981019908U patent/JPS6128508Y2/ja not_active Expired
Also Published As
Publication number | Publication date |
---|---|
JPS57132842U (en) | 1982-08-19 |
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