JPS62163896A - Propulsion engine utilizing centrifugal force - Google Patents
Propulsion engine utilizing centrifugal forceInfo
- Publication number
- JPS62163896A JPS62163896A JP393786A JP393786A JPS62163896A JP S62163896 A JPS62163896 A JP S62163896A JP 393786 A JP393786 A JP 393786A JP 393786 A JP393786 A JP 393786A JP S62163896 A JPS62163896 A JP S62163896A
- Authority
- JP
- Japan
- Prior art keywords
- gears
- propulsion
- gear
- propeller
- centrifugal force
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H21/00—Gearings comprising primarily only links or levers, with or without slides
- F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
- F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
- F16H21/18—Crank gearings; Eccentric gearings
- F16H21/22—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric
- F16H21/30—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric with members having rolling contact
-
- 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
- F02B75/06—Engines with means for equalising torque
- F02B75/065—Engines with means for equalising torque with double connecting rods or crankshafts
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
【発明の詳細な説明】
1産業上の利用分野」
本発明は、水上あるいは水中を移動する船舶等の構造物
の推進装置に用いて好適な推進機関に関するものである
。DETAILED DESCRIPTION OF THE INVENTION 1. Field of Industrial Application The present invention relates to a propulsion engine suitable for use in a propulsion device for a structure such as a ship that moves on or under water.
「従来の技術」
従来より、例えば船舶の推進装置としては、プロペラを
使用したものが良く知られている。"Prior Art" Conventionally, for example, as a propulsion device for a ship, one using a propeller is well known.
このプロペラ式の推進装置は、船尾に配置したプロペラ
と、船体内に配備したディーゼルエンジン等の主機と、
同じく船体内に配備されて前記主機の出力をプロペラに
導く軸系と、プロペラの後方に配置された舵との組み合
イつにより構成されろ。This propeller-type propulsion device consists of a propeller located at the stern, a main engine such as a diesel engine located inside the hull,
It is constructed by a combination of a shaft system that is similarly placed inside the hull and guides the output of the main engine to the propeller, and a rudder that is placed behind the propeller.
[発明が解決しようとする問題点」
ところで、前述のようなプロペラ式の乙のには、次の=
ような欠点があった。[Problem to be solved by the invention] By the way, the propeller type described above has the following =
There were some drawbacks.
■ プロペラを採用することにより、エンシンの馬力は
プロペラ効率及び船殻効率により有効馬力が低下してい
る。■ By using a propeller, the effective horsepower of the engine is reduced due to propeller efficiency and hull efficiency.
■ プロペラの部分で適当な水深が必要で、波浪等によ
ってプロペラの位置が浅くなると所定の推進効果を得る
ことができず、また流氷、流木等がプロペラや蛇に衝突
する虞れがあり、この衝突によってプロペラや舵が損1
身すると航行不能になろなど、外乱を受i+やすい。■ Appropriate water depth is required at the propeller part, and if the propeller position becomes shallow due to waves etc., it will not be possible to obtain the desired propulsion effect, and there is a risk that drift ice, driftwood, etc. will collide with the propeller or snake. The propeller and rudder were damaged due to the collision.
If the ship is in a state of emergency, it is susceptible to external disturbances such as becoming unable to navigate.
■ プロペラ、軸系、蛇等の配置のために制限を受けて
、船尾の形状や構造が複雑化する。■ The shape and structure of the stern becomes complicated due to restrictions due to the placement of propellers, shaft systems, snakes, etc.
この発明は、前記事情に鑑みてなされた乙ので、プロペ
ラ効率と船殻効率とがプロペラがなくなることにより無
視できろことになり、大幅に育効馬力を上昇させろこと
ができ、さらに、流氷や流木、あるいは波浪等の外乱の
影響を受けにくく、また船尾の形状や構造を単純化する
ことができ、しからプロペラによる船体振動を低減をし
たり、あるいは操船性能を向上させる上でも優れた推進
装置を提供することを目的をする。This invention was made in view of the above circumstances, so the propeller efficiency and hull efficiency can be ignored due to the elimination of the propeller, and the breeding horsepower can be significantly increased. It is less susceptible to disturbances such as driftwood or waves, and the shape and structure of the stern can be simplified, making it an excellent propulsion system for reducing hull vibration caused by propellers and improving ship maneuverability. The purpose is to provide equipment.
「問題点を解決するための手段」
本発明の推進機関は、重錘を回転させた時に重錘に作用
する遠心力を推進力として取り出す乙ので、ピストンの
往復運動を互いに逆向きの回転運動に変換する一対のク
ランク軸と、クランク軸の回転中心から離れた位置に回
転自在に支持された一対の歯車と、各歯車上に径方向に
沿って形成されて前記クランク軸のクランクピンと係合
する長孔と、前記歯車上て酸1肥長孔の先端側に設けら
、コ1て+i77記クランク軸の回転によって歯車と一
体に回転する重錘とを具備し、重錘の回転時に該重錘に
作用する遠心力を推力とすることを特徴とする。"Means for Solving the Problems" The propulsion engine of the present invention extracts the centrifugal force that acts on the weight when it rotates as propulsive force, so the reciprocating motion of the pistons is converted into rotational motion in opposite directions. a pair of crankshafts, a pair of gears rotatably supported at a position away from the rotation center of the crankshaft, and a pair of gears formed along the radial direction on each gear to engage with the crank pin of the crankshaft. and a weight which is provided on the tip side of the acid 1 thickened hole above the gear and rotates together with the gear by rotation of the crankshaft, and when the weight rotates, It is characterized by using the centrifugal force acting on the weight as thrust.
「作用」
このような推進機関において、各クランク軸の回転によ
って各歯車が回転駆動されろと、各歯車上に取り付けら
れた重錘は、歯車とと乙に回転する。このとき、この回
転運動によって各重錘に作用する遠心力の内、各歯車の
並ぶ方向の成分は、各重錘の回転方向(すなわち、歯車
の回転方向)が互いに逆向きであることから打ち消し有
って相殺され、各歯車の並ぶ方向に対して直交する方向
の成分だけが残る。クランク軸の回転角速度ω。``Operation'' In such a propulsion engine, each gear is rotationally driven by the rotation of each crankshaft, and the weight attached to each gear rotates in tandem with the gear. At this time, of the centrifugal force that acts on each weight due to this rotational movement, the component in the direction in which the gears line up is canceled out because the rotational directions of the weights (i.e., the rotational directions of the gears) are opposite to each other. These components cancel each other out, and only the component in the direction perpendicular to the direction in which the gears are lined up remains. The rotational angular velocity of the crankshaft ω.
が一定の場合には、クランク軸の回転中心に対する歯車
の回転中心の偏心mδのために、各歯車の回転角速度ω
は一定ではなく、クランクピンと前記歯車の回転中心と
の間の距離が最大の時に回転角速度ωが最小に、またク
ランクピンと前記歯車の回転中心との間の距離が最小の
時に回転角速度ωが最大になる。そして、この結果、各
重錘の一回転当たりの遠心力としては、クランク軸の回
転中心から歯車の回転中心に向かう方向(以下、歯車の
偏心方向と呼ぶ)の成分が最大となり、−回転当たりの
遠心力の総和としては、歯車の偏心方向の成分だけが残
り、この成分が推進力として利用し得るようになる。ク
ランク軸の回転ω。を一定とするためには、重錘の回転
ωが最大となる付近にて本発明の如く駆動トルクを大き
くし、更に、多気筒ノリンダやクランク軸系にフライホ
イールを採用して全体をスムーズに回転さH−ることに
より達成されろ。When is constant, the rotational angular velocity ω of each gear is
is not constant; when the distance between the crank pin and the rotation center of the gear is at a maximum, the rotation angular velocity ω is at a minimum, and when the distance between the crank pin and the rotation center of the gear is at a minimum, the rotation angular velocity ω is at a maximum. become. As a result, the centrifugal force per rotation of each weight has a maximum component in the direction from the rotation center of the crankshaft to the rotation center of the gear (hereinafter referred to as the eccentric direction of the gear), and Of the total centrifugal force, only the component in the eccentric direction of the gear remains, and this component can be used as propulsive force. Crankshaft rotation ω. In order to keep this constant, the drive torque is increased near the point where the rotation ω of the weight is at its maximum, as in the present invention, and a flywheel is used in the multi-cylinder nolinder and crankshaft system to make the whole system smooth. This is achieved by rotating H-.
しノコかって、このような推進機関を、前記歯車の偏心
方向が船舶を進ませる方向となるように、船体に取り付
けておけば、船体を貫通させろ軸系やプロペラを使用せ
ずとら所望の方向に進まU−ることか可能になり、例え
ば、流水や流木、あるいは波浪等の外乱の影1弯を受け
にくく、ま1こ船尾の形状や構造を単純化することがで
きる等、従来のプロペラ式の推進装置の欠点を効果的に
克服することができる。In other words, if such a propulsion engine is attached to the ship's hull so that the eccentric direction of the gear is in the direction in which the ship moves, it will be possible to penetrate the ship's hull and move it in the desired direction without using a shaft system or propeller. For example, it is less susceptible to disturbances such as flowing water, driftwood, or waves, and the shape and structure of the stern can be simplified, compared to conventional propellers. The drawbacks of the type propulsion device can be effectively overcome.
「実施例」
以下、第1図〜第4図に基づいて、この発明の一実施例
を説明する。"Embodiment" Hereinafter, an embodiment of the present invention will be described based on FIGS. 1 to 4.
第1図は一実施例の遠心力推進機関Iの概略購成を示し
、第2図は第1図中の要部の機構の詳細図である。FIG. 1 shows a schematic diagram of a centrifugal force propulsion engine I according to an embodiment, and FIG. 2 is a detailed diagram of the main parts of the mechanism shown in FIG.
この遠心ツノ推進機関lは、ノリシダ2内の燃焼室3に
供給され1こ燃料の燃焼エネルギーによって往復運動す
るピストン4と、このピストン4の基端にコネクティン
グロッドう・6を介してピン1吉舎さ、1tで、ピスト
ン・4の往復運動を互いに逆向、きの回転運動に変換す
る一対のクランク軸7・8と、これらのクランク軸7・
8の回転中心7a・8aa\ら離れた位置に回転自在に
支持されfニー付の歯車9・IOと、各歯車9・IO上
に径方向に沿って形成されて前記クランク軸7・8のク
ランクピン7b・3bと係&する長孔11・12と、i
rj記歯車9・10上て首記長孔11・12の先y、■
側に設(1:)れて前記クランク軸7・8の回転によっ
てFJI TJi9・IOと一体に回転する重錘13・
14とを具備した構成になっており、重錘I3・14の
回転時に該重錘13・14に作用する遠心力を推力とす
る。This centrifugal horn propulsion engine 1 consists of a piston 4 that is supplied to a combustion chamber 3 in a norisida 2 and reciprocates by the combustion energy of fuel, and a pin 1 connected to the base end of the piston 4 via a connecting rod 6. At 1 t, a pair of crankshafts 7 and 8 that convert the reciprocating motion of the piston 4 into rotational motion in opposite directions, and these crankshafts 7 and
Gears 9 and IO with f-knees are rotatably supported at positions apart from the rotation centers 7a and 8aa of the crankshafts 7 and 8, and gears 9 and IO are formed along the radial direction on each of the gears 9 and IO to rotate the crankshafts 7 and 8. Elongated holes 11 and 12 that engage with crank pins 7b and 3b, and i
rj above gears 9 and 10, point y of slots 11 and 12, ■
A weight 13 is installed on the side (1:) and rotates together with the FJI TJi9 and IO by the rotation of the crankshafts 7 and 8.
The centrifugal force acting on the weights I3 and 14 when the weights I3 and 14 rotate is used as thrust.
次に、前記推進機関Iの作用を説明する。Next, the operation of the propulsion engine I will be explained.
前記推進機関lにおいて、ピストン4がストロークSで
往復運動し、各クランク軸7・8の回転によって各歯車
9・lOが回転駆動されると、各歯車9・IO上に取り
付けられた重錘13・14は、歯車9・10とともに回
転する。このとき、この回転運動によって各重錘13・
14に作用する遠心ノ)Fの内、各歯車9・10の並ぶ
方向の成分は、各型@13・14の回転方向(すなわち
、歯車9・10の回転方向)が互いに逆向きであること
から打ち消し有って相殺され、各歯車9・lOの並ぶ方
向に対して直交する方向の成分(第1図で上下方向)だ
けが残るが、この場合に、クランク軸7・8の回転中心
7a・8aに対する歯車9・10の回転中心の偏心重δ
のために、各歯車9・10の回転角速度ωは一定ではな
く、クランクピン7b・8bと前記歯車9・10の回転
中心9a・lOaとの間の距離が最大の時に回転角速度
ωが最小に、またクランクピン7b・81)と市j記歯
車9・10の回転中心9a・lOaとの間の距離か最小
の時に回転角速度ωが最大になる。そして、この結果、
各重錘13・14の一回転光たりの遠心力Fとしては、
第3図に破線(イ)で示したような卵形の分布をなして
、クランク軸7・8の回転中心7a・8aか口歯車9・
IOの回転中心9a・leaに向かう方向(以下、歯車
の偏心方向と呼ぶ)の成分が最大となり、−回転当たり
の遠心力Fの総和としては、歯車の偏心方向の成分だけ
が残り、第4図に示すように、この成分が推進力として
利用し得るようになる。In the propulsion engine 1, when the piston 4 reciprocates with a stroke S and the gears 9 and IO are rotationally driven by the rotation of the crankshafts 7 and 8, the weight 13 attached to each gear 9 and IO rotates.・14 rotates together with gears 9 and 10. At this time, due to this rotational movement, each weight 13.
Of the centrifugal force (F) acting on 14, the component in the direction in which the gears 9 and 10 are lined up is such that the rotation directions of each type @ 13 and 14 (i.e., the rotation directions of gears 9 and 10) are opposite to each other. , and cancel each other out, and only the component in the direction perpendicular to the direction in which the gears 9 and 10 are lined up (the vertical direction in FIG. 1) remains. In this case, the rotation center 7a of the crankshafts 7 and 8・Eccentric weight δ of the rotation center of gears 9 and 10 with respect to 8a
Therefore, the rotational angular velocity ω of each gear 9, 10 is not constant, and the rotational angular velocity ω is at a minimum when the distance between the crank pins 7b, 8b and the rotation centers 9a, lOa of the gears 9, 10 is maximum. , and the rotational angular velocity ω is maximum when the distance between the crank pin 7b, 81) and the center of rotation 9a, lOa of the gears 9, 10 is minimum. And as a result of this,
The centrifugal force F per one rotation of each weight 13 and 14 is:
The rotation centers 7a, 8a of the crankshafts 7, 8, the mouth gears 9,
The component in the direction toward the rotation center 9a/lea of the IO (hereinafter referred to as the eccentric direction of the gear) becomes the maximum, and as the total centrifugal force F per rotation, only the component in the eccentric direction of the gear remains, and the fourth As shown in the figure, this component can now be used as propulsive force.
したがって、このような推進機関Iを、第5図に示すよ
うに、前記歯車の偏心方向が船舶を進ませる方向となる
ように、船体15に取り付けておけば、船体15を貫通
させる軸系やプロペラを使用せずとち所望の方向に進ま
せろことが可能になり、例えば、流水や流木、あるいは
波浪等の外部の影響を受けにくく、また船尾の形状や構
造を単純化することができる等、従来のプロペラ式の推
進装置の欠点を効果的に克服することができる。Therefore, as shown in FIG. 5, if such a propulsion engine I is attached to the hull 15 so that the eccentric direction of the gear is in the direction in which the ship advances, the shaft system passing through the hull 15 and It is now possible to move in a desired direction without using a propeller, for example, it is less susceptible to external influences such as flowing water, driftwood, or waves, and the shape and structure of the stern can be simplified. , it can effectively overcome the drawbacks of the conventional propeller type propulsion device.
なお、本発明に係る推進機関Iは、船舶に限らず、自動
車や機関車等にも利用できる。Note that the propulsion engine I according to the present invention can be used not only for ships but also for automobiles, locomotives, and the like.
ま1こ、本発明の推進機関lによって得る推力は、ピス
トンの数を増加させろことによって、より安定した変動
の少ない推力を得ることができる。First, by increasing the number of pistons, the thrust obtained by the propulsion engine l of the present invention can be made more stable and less variable.
7発明の効果」
以上の説明から明らかなように、本発明の推進(痕関は
、ピストンの往復運動を互いに逆向きの回転運動に変換
する一対のクランク軸と、クランク軸の回転中心から雅
れた位置に回転自在に支持さチーに一対の歯車と、各歯
車上に径方向に沿って彩成さ〆tて前記クランク軸のク
ランクピンと係合する長孔と、前記歯車上で前記長孔の
先端側に設:すられで前記クランク軸の回転によって歯
車と一体に回転する重錘とを具備したもので、前述の各
クランク軸の回F云によって各歯車が回転駆動されると
、各?fQ車上に取り付けられへ重錘は、歯車ととらに
回転中ろ、このとさ、この回転運動によって呂重錘に作
用ずろ遠心ツノの内、各歯車の並ぶ方向の成分は、各重
錘の回転方向(すζわち、歯車の回転方向)が互いに逆
向きであることから打ち消し有って相段され、各歯車の
並ぶ方向に対して直交する方向の成分だけが残るが、こ
の場合に、クランク軸の回転中心に対する歯車の回転中
心の幅心量δのために、各歯車の回転角速度ωは一定で
はなく、クランクピンと前記歯車の回転中心と0間の距
離が最大の時に回転角速度ωが最小に、またクランクピ
ンと前記歯車の回転中心との間の距離が最小の時に回転
角速度ωが最大になる。そして、この結果、各重錘の一
回転光たりの遠心力としては、クランク軸の回転中心か
ら歯車の回転中心に向かう方向(以下、歯車の偏心方向
と乎ふ:)の成分が最大となり、−回転当たりの遊心ノ
) Q’) 1′念和としては、歯車の偏心方向の成分
だけが戊、)、この成分が推進力としてトリ用しくすろ
ように1ヱろ。7 Effects of the Invention As is clear from the above explanation, the propulsion of the present invention consists of a pair of crankshafts that convert the reciprocating motion of the piston into rotational motion in opposite directions, and a pair of gears rotatably supported at a fixed position; a long hole formed along the radial direction on each gear to engage with a crank pin of the crankshaft; A weight is provided on the tip side of the hole and rotates together with the gear by the rotation of the crankshaft, and when each gear is rotationally driven by the rotation of each crankshaft, The weight attached to each fQ wheel is rotating with the gear, and this rotational movement acts on the weight. Among the centrifugal horns, the component in the direction in which each gear is lined up is Since the rotational directions of the weights (i.e., the rotational directions of the gears) are opposite to each other, they are canceled out and phased, and only the component in the direction perpendicular to the direction in which the gears are lined up remains. In this case, the rotational angular velocity ω of each gear is not constant due to the width center distance δ of the rotation center of the gear with respect to the rotation center of the crankshaft, and when the distance between the crank pin and the rotation center of the gear and 0 is maximum, The rotational angular velocity ω is maximum when the rotational angular velocity ω is minimum and the distance between the crank pin and the rotation center of the gear is minimum.As a result, the centrifugal force per rotation of each weight is , the component in the direction from the center of rotation of the crankshaft to the center of rotation of the gear (hereinafter referred to as the eccentric direction of the gear) is the largest, and the -center of rotation per revolution) Only the component in the eccentric direction is 1), so this component is used as the propulsion force.
しfコがって、このような推進機関を、前記i″q事の
偏心方向が船舶を進ませろ方向とべるように、船体に取
り付けてしけば、船体を貫通さ仕ろ紬糸やプロペラを使
用せずとら所望の方向に匹まt!−ることか可能になる
。従って、推進効Ff、l jJいブロペラネ採用によ
って大幅に数倍されろ。さらに、流水や流木、あるいは
波浪等の外部の影響を受けにくく、また船尾の形状や構
造を単純化することができる等、従来のプロペラ式の推
進装置の欠点を効果的に克服することができる。Therefore, if such a propulsion engine is installed on the ship's hull in such a way that the eccentric direction of the above i''q points in the direction in which the ship moves, it will be possible to penetrate the ship's hull with a string or a propeller. It becomes possible to move the bird in the desired direction without using it.Therefore, the propulsion effect can be greatly increased by several times by adopting a strong propane.Furthermore, the propulsion effect can be greatly increased by several times. It is possible to effectively overcome the drawbacks of conventional propeller-type propulsion devices, such as being less susceptible to the effects of water and simplifying the shape and structure of the stern.
第1図〜第4図は本発明の一実施例を説明するもので、
第1図は概略構成図、第2図は第1図中の要部の詳細図
、第3図は一実施例の作用説明図、第4図は一実施例に
よって得られる推力の説明図、第5図は前記一実施例を
装備した船舶の側面図である。
1・・・・・遠心力推進機関、2・・・・・・シリンダ
、3・・・・燃焼室、11・・・・ピストン、5・6・
・・・・コネクティングロッド、7・8・・・・・・ク
ランク軸、7a・8a・・・・・回転中心、7b・8b
・・・・・クランクピン、9・10・・・・・・歯車、
9a・loa・・・・回転中心、11・12・・・・・
長孔、13・14・・・・重錘、15・・・・・・船体
。
第3図Figures 1 to 4 illustrate one embodiment of the present invention.
1 is a schematic configuration diagram, FIG. 2 is a detailed diagram of the main parts in FIG. 1, FIG. 3 is an explanatory diagram of the operation of one embodiment, and FIG. 4 is an explanatory diagram of the thrust obtained by one embodiment, FIG. 5 is a side view of a ship equipped with the above embodiment. 1... Centrifugal force propulsion engine, 2... Cylinder, 3... Combustion chamber, 11... Piston, 5, 6...
...Connecting rod, 7, 8...Crankshaft, 7a, 8a...Rotation center, 7b, 8b
...Crank pin, 9/10...Gear,
9a/loa...Rotation center, 11/12...
Long hole, 13, 14... weight, 15... hull. Figure 3
Claims (1)
る一対のクランク軸と、クランク軸の回転中心から離れ
た位置に回転自在に支持された一対の歯車と、各歯車上
に径方向に沿って形成されて前記クランク軸のクランク
ピンと係合する長孔と、前記歯車上で前記長孔の先端側
に設けられて前記クランク軸の回転によって歯車と一体
に回転する重錘とを具備し、重錘の回転時に該重錘に作
用する遠心力を推力とすることを特徴とする遠心力推進
機関。A pair of crankshafts that convert the reciprocating motion of the piston into rotational motion in opposite directions, a pair of gears that are rotatably supported at a position away from the rotation center of the crankshaft, and A long hole is formed to engage with a crank pin of the crankshaft, and a weight is provided on the gear at the tip side of the long hole and rotates together with the gear as the crankshaft rotates. A centrifugal force propulsion engine characterized in that the centrifugal force acting on a weight when the weight rotates is used as thrust.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP393786A JPS62163896A (en) | 1986-01-11 | 1986-01-11 | Propulsion engine utilizing centrifugal force |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP393786A JPS62163896A (en) | 1986-01-11 | 1986-01-11 | Propulsion engine utilizing centrifugal force |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS62163896A true JPS62163896A (en) | 1987-07-20 |
Family
ID=11571046
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP393786A Pending JPS62163896A (en) | 1986-01-11 | 1986-01-11 | Propulsion engine utilizing centrifugal force |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS62163896A (en) |
-
1986
- 1986-01-11 JP JP393786A patent/JPS62163896A/en active Pending
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