JPS638481Y2 - - Google Patents
Info
- Publication number
- JPS638481Y2 JPS638481Y2 JP1982083046U JP8304682U JPS638481Y2 JP S638481 Y2 JPS638481 Y2 JP S638481Y2 JP 1982083046 U JP1982083046 U JP 1982083046U JP 8304682 U JP8304682 U JP 8304682U JP S638481 Y2 JPS638481 Y2 JP S638481Y2
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- slope
- slopes
- vehicle body
- support shaft
- 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
- 229920001971 elastomer Polymers 0.000 claims description 36
- 239000005060 rubber Substances 0.000 claims description 36
- 239000000725 suspension Substances 0.000 claims description 5
- 238000013459 approach Methods 0.000 claims description 3
- 241001247986 Calotropis procera Species 0.000 description 7
- 238000006073 displacement reaction Methods 0.000 description 7
- 125000006850 spacer group Chemical group 0.000 description 6
- 239000000853 adhesive Substances 0.000 description 2
- 230000001070 adhesive effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 229920001875 Ebonite Polymers 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004073 vulcanization Methods 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Description
【考案の詳細な説明】
本考案はサスペンシヨンの支持構造の改良に関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a suspension support structure.
従来、第１図に示すように、車輪２が取付けら
れたトレーリングアーム４を軸支する支持軸６
を、ラバーブツシユ８を介して車体１０に取付け
るように構成されたものにおいては、例えば右旋
回中に車輪２が接地点で横力Ｆを受けると、該接
地点と支持軸６とがオフセツトしているためにサ
スペンシヨン全体が図中破線で示されるように変
位してしまい、オーバステア特性が顕著に現われ
て操縦安定性が悪化してしまうという不具合があ
つた。なお、図上方が車両前方である。 Conventionally, as shown in FIG. 1, a support shaft 6 that pivotally supports a trailing arm 4 to which a wheel 2 is attached
is configured to be attached to the vehicle body 10 via the rubber bushing 8, for example, when the wheel 2 receives a lateral force F at the grounding point during a right turn, the grounding point and the support shaft 6 are offset. As a result, the entire suspension was displaced as shown by the broken line in the figure, resulting in noticeable oversteer characteristics and a deterioration in steering stability. Note that the upper side of the figure is the front of the vehicle.
そこで、この改良として英国特許第2033533A
が知られているが、ラバーブツシユが内筒および
外筒に夫々加硫接着されているためにコスト高と
なり、また車輪に作用する車巾方向の入力に対し
てはラバーブツシユがその入力のほとんどを剪断
として受けるために、車巾方向の剛性が弱く、そ
のため操縦安定性が劣るという惧れがある。 Therefore, as an improvement, British Patent No. 2033533A
However, the cost is high because the rubber bushings are vulcanized and bonded to the inner and outer cylinders, respectively, and the rubber bushings shear most of the input that acts on the wheel in the width direction. As a result, the rigidity in the width direction of the vehicle is weak, and there is a fear that the steering stability will be poor.
本考案は上記に鑑み創案されたもので、トレー
リングアームを軸支する支持軸の両端部に夫々形
成され車幅方向に延びた軸を、同各軸に嵌装され
たラバーブツシユを支持する筒状のブラケツトを
介して夫々車体に取付けたものにおいて、上記各
ブラケツトの両端部に同ブラケツトの軸線に直交
する面に対して傾斜した環状の第１斜面が夫々形
成されると共に、上記各軸にその軸線方向に関し
て上記各第１斜面に対向する環状の第２斜面が
夫々形成され、上記各第１斜面および各第２斜面
の間に上記ラバーブツシユと一体もしくは別体に
形成されると共に同ラバーブツシユよりも十分硬
く設定されたラバーが夫々介装され、上記各第１
斜面および第２斜面は車体前方に向かうに従つて
車体長手方向中心線に近づくように傾斜されたこ
とを特徴とするサスペンシヨンの支持構造を要旨
とする。 The present invention was devised in view of the above, and the shafts extending in the vehicle width direction, which are formed at both ends of the support shaft that pivotally supports the trailing arm, are connected to cylinders that support the rubber bushes fitted to each shaft. Each of the brackets is attached to the vehicle body through a shaped bracket, and an annular first slope is formed at both ends of each of the brackets and is inclined with respect to a plane perpendicular to the axis of the bracket. Annular second slopes are formed opposite to each of the first slopes in the axial direction, and are formed integrally with or separately from the rubber bushing between the first slopes and the second slopes, and are formed integrally with or separately from the rubber bushing. A rubber set to be sufficiently hard is interposed respectively, and each of the above-mentioned first
The gist of the suspension support structure is that the slope and the second slope are inclined so as to approach the center line in the longitudinal direction of the vehicle body as they move toward the front of the vehicle body.
本考案によれば、上記ブラケツト側の各第１斜
面と上記軸側の各第２斜面との間に、各軸に嵌装
された上記ラバーブツシユよりも十分硬く設定さ
れたラバーが夫々介装されているので、旋回走行
中に車体の遠心力によつて支持軸にその軸線方向
の力が作用すると、その旋回走行に関して支持軸
の外端を車体前方へ内端を車体後方へ変位させる
力が生じる。したがつて、この力は、上記支持軸
と上記トレーリングアーム後端部に支持された車
輪の接地点とのオフセツトに起因して旋回走行に
関して外端を車体後方へ内端を車体前方へ夫々変
位させる力を打消す方向に作用する。これによ
り、従来生じていたオーバステア特性が緩和さ
れ、操縦安定性が向上するという効果を奏する。 According to the present invention, rubber that is set to be sufficiently harder than the rubber bushing fitted to each shaft is interposed between each of the first slopes on the bracket side and the second slopes on the shaft side. Therefore, when a force in the axial direction is applied to the support shaft due to the centrifugal force of the vehicle body while turning, a force is generated that displaces the outer end of the support shaft toward the front of the vehicle and the inner end toward the rear of the vehicle. arise. Therefore, this force is caused by the offset between the support shaft and the grounding point of the wheel supported at the rear end of the trailing arm, and causes the outer end to move toward the rear of the vehicle and the inner end to the front of the vehicle when turning. It acts in a direction that cancels out the force that causes displacement. This has the effect of alleviating oversteer characteristics that have conventionally occurred and improving steering stability.
しかも、上記第１斜面と第２斜面とは上記支持
軸の軸線方向に関して互いに対向すると共に、両
斜面間に上記各軸に嵌装されたラバーブツシユよ
りも十分硬く設定されたラバーが介装されている
ので、路面の突起を乗り越えるときは柔らか目の
上記ラバーブツシユによりその衝撃を効果的に緩
和し、また旋回走行、スラローム走行等において
は硬目の上記ラバーが車体と支持軸との車幅方向
の相対変位を効果的に低減し、これにより操縦安
定性を損なうことなく乗心地を向上させることが
できる。 Moreover, the first slope and the second slope face each other in the axial direction of the support shaft, and a rubber that is set to be sufficiently harder than the rubber bushing fitted to each of the shafts is interposed between the two slopes. Therefore, when riding over bumps on the road surface, the impact is effectively alleviated by the soft rubber bushings, and when driving in turns, slalom, etc., the hard rubber bushings effectively reduce the impact in the vehicle width direction between the vehicle body and the support shaft. Relative displacement can be effectively reduced, thereby improving riding comfort without impairing steering stability.
更に、上述の旋回走行時のオーバステア特性を
緩和するために支持軸を変位させる力を、上記ラ
バーブツシユよりも十分に硬く設定された上記ラ
バーと同ラバーを挾む両斜面により得るように構
成したことにより、上記ラバーブツシユにより生
じる支持軸を変位させようとする力に打ち勝つ
て、上記オーバステア特性を緩和すべく上記支持
軸が確実に変位されるのである。 Furthermore, in order to alleviate the above-mentioned oversteer characteristic during cornering, the force for displacing the support shaft is obtained by the rubber which is set to be sufficiently harder than the rubber bushing and both slopes sandwiching the same rubber. As a result, the support shaft is reliably displaced in order to alleviate the oversteer characteristic by overcoming the force that tends to displace the support shaft generated by the rubber bushing.
以下、本考案の一実施例を第２図〜第４図に従
つて詳細に説明する。 Hereinafter, one embodiment of the present invention will be described in detail with reference to FIGS. 2 to 4.
なお、図中第１図に示すものと実質的に同一な
部分には上記で用いたものと同一符号を付して詳
細な説明を省略する。 In the figure, parts that are substantially the same as those shown in FIG. 1 are designated by the same reference numerals as those used above, and detailed description thereof will be omitted.
トレーリングアーム４を軸支する支持軸６の左
端部に形成された軸６ａと車体側に固定された筒
状のブラケツト１２との間にはラバーブツシユ１
４，１５が介装されている。ブラケツト１２の両
端部には半径方向外方に向かつて突出しかつ同ブ
ラケツトの軸線に直交する面に対して傾斜した環
状の第１斜面１６，１８を夫々有するフランジ２
０，２２が形成されている。軸６ａには、その軸
線方向に関して第１斜面１６に対向する環状の第
２斜面２４を有するスペーサ２６が溶着され、ま
たその軸線方向に関して第１斜面１８に対向する
環状の第２斜面２８を有するスペーサ３０が嵌装
されている。なお、各傾面の傾斜の向きは車体前
方に向かうに従つて車体長手方向中心線に近づく
ように設定されている。第１斜面１６と第２斜面
２４との間にはラバーブツシユ１４と一体に形成
されたラバー３２が介装され、第１斜面１８と第
２斜面２８との間にはラバーブツシユ１５と一体
に成形されたラバー３４が介装されている。両ラ
バー３２および３４には夫々各斜面とほぼ平行な
環状のプレート３６および３８が加硫接着により
固着されている。そして、これらは軸６ａの先端
部に螺合されたナツト４０によつて軸６ａに固定
されている。なお、これらの組付順序は、スペー
サ２６を支持軸６に溶着した後に、軸６ａにラバ
ーブツシユ１４、ブラケツト１２、ラバーブツシ
ユ１５、スペーサ３０の順に嵌装し、最後にナツ
ト４０を組付けることによつて行われる。 A rubber bush 1 is disposed between a shaft 6a formed at the left end of a support shaft 6 that pivotally supports the trailing arm 4 and a cylindrical bracket 12 fixed to the vehicle body.
4 and 15 are interposed. At both ends of the bracket 12, there are flanges 2 having annular first slopes 16 and 18, respectively, which protrude outward in the radial direction and are inclined with respect to a plane perpendicular to the axis of the bracket.
0 and 22 are formed. A spacer 26 having an annular second slope 24 facing the first slope 16 in the axial direction is welded to the shaft 6a, and also has an annular second slope 28 facing the first slope 18 in the axial direction. A spacer 30 is fitted. The direction of inclination of each inclined surface is set such that the direction of inclination of each inclined surface approaches the center line in the longitudinal direction of the vehicle body as it goes toward the front of the vehicle body. A rubber 32 integrally formed with the rubber bushing 14 is interposed between the first slope 16 and the second slope 24, and a rubber 32 integrally formed with the rubber bush 15 is interposed between the first slope 18 and the second slope 28. A rubber 34 is interposed therebetween. Annular plates 36 and 38, which are approximately parallel to each slope, are fixed to both rubbers 32 and 34 by vulcanization adhesive. These are fixed to the shaft 6a by a nut 40 screwed onto the tip of the shaft 6a. The assembly order is as follows: after welding the spacer 26 to the support shaft 6, the rubber bush 14, bracket 12, rubber bush 15, and spacer 30 are fitted to the shaft 6a in this order, and finally the nut 40 is assembled. It is carried out with
他方、支持軸６の右端部は、図示しないが第３
図に示した左端部と同様の構造を有しており、各
斜面の向きは車体長手方向中心線を含む鉛直面に
関して左端部と対称となるように構成されてい
る。 On the other hand, the right end of the support shaft 6 is connected to the third
It has the same structure as the left end shown in the figure, and the direction of each slope is symmetrical to the left end with respect to a vertical plane including the longitudinal centerline of the vehicle body.
上記構成によれば、例えば右旋回中に車輪２に
車体の遠心力によつて横力Ｆが作用すると、第１
斜面１６，１８および第２斜面２４，２８間のラ
バー３２，３４により支持軸６の左端部の軸６ａ
はブラケツト１２に対して車体前方へ、また支持
軸６の右端部は同様に車体後方へ夫々変位して、
第１図に破線で示されるようなサスペンシヨンの
変位を打消す働きをするので、上述した従来の不
具合を改善できるという効果を奏する。 According to the above configuration, when the lateral force F acts on the wheel 2 due to the centrifugal force of the vehicle body during a right turn, for example, the first
The shaft 6a at the left end of the support shaft 6 is supported by the rubbers 32, 34 between the slopes 16, 18 and the second slopes 24, 28.
is displaced toward the front of the vehicle relative to the bracket 12, and the right end of the support shaft 6 is similarly displaced toward the rear of the vehicle.
Since it functions to cancel the displacement of the suspension as shown by the broken line in FIG. 1, it has the effect of improving the above-mentioned conventional problems.
なお、右旋回走行中に横力Ｆが作用したとき
に、ラバーブツシユ１４，１５は支持軸６の左端
部を車体前方へ右端部を車体後方へ変位しようと
する力に対して反対方向の力を生じるが、後述す
るようにラバー３２，３４がラバーブツシユ１
４，１５よりも十分に硬いので、結果としては右
旋回走行中は横力Ｆにより支持軸６の左端部が車
体前方へ右端部が車体後方へ変位されるのであ
る。 Note that when a lateral force F is applied during a right turn, the rubber bushes 14 and 15 act against the force in the opposite direction to the force that attempts to displace the left end of the support shaft 6 toward the front of the vehicle body and the right end toward the rear of the vehicle body. However, as will be described later, the rubber bushing 1
4 and 15, the left end of the support shaft 6 is displaced toward the front of the vehicle body and the right end thereof toward the rear of the vehicle body due to the lateral force F during a right turn.
すなわち、本実施例における力のバランスをモ
デル化した第４図に明らかなように、車輪２への
横方向入力Ｆは、左側のトレーリングアーム４の
基部において、軸線方向力ＦとモーメントＭにな
る。この軸線方向力Ｆは、第４図中実線で示す位
置にある横方向入力Ｆが作用する前のアーム４及
び支持軸６を、図中鎖線で示すように変位θ1せし
めるべく作用し、一方上記モーメントＭはアーム
４および支持軸６を上記軸線方向力Ｆによる変位
とは逆方向に変位θ2せしめるべく作用する。従つ
て、車輪２へ上記横方向入力Ｆが作用すると、上
記両変位の和によりアーム４及び支持軸６は破線
で示す位置へθ3（＝θ2−θ1）だけ変位して、それ
に伴う車輪２のトー変化が発生することとなり、
従来のオーバステア特性が緩和されるものであ
る。 That is, as is clear from FIG. 4, which models the force balance in this embodiment, the lateral input F to the wheel 2 is divided into an axial force F and a moment M at the base of the left trailing arm 4. Become. This axial force F acts to cause the arm 4 and the support shaft 6 before the lateral input F acting at the position shown by the solid line in FIG. 4 to undergo a displacement θ 1 as shown by the chain line in the figure; The moment M acts to cause the arm 4 and the support shaft 6 to be displaced θ 2 in the direction opposite to the displacement caused by the axial force F. Therefore, when the above-mentioned lateral input F acts on the wheel 2, the arm 4 and the support shaft 6 are displaced by θ 3 (=θ 2 −θ 1 ) to the position shown by the broken line due to the sum of the above-mentioned two displacements. A toe change of wheel 2 will occur,
The conventional oversteer characteristics are alleviated.
なお、図中αは各斜面の車体長手方向軸線に対
する角度、Kyはブラケツト１２の内周面と軸６
ａの外周面との間のラバーブツシユ１４，１５の
ばね定数、Kxはブラケツト１２の第１斜面１６，
１８とスペーサ２６，３０の第２斜面２４，２８
との間のラバー３２，３４のばね定数である。 In the figure, α is the angle of each slope with respect to the longitudinal axis of the vehicle body, and Ky is the angle between the inner peripheral surface of the bracket 12 and the axis 6.
The spring constant of the rubber bushes 14 and 15 between the outer peripheral surface of a and Kx is the first slope 16 of the bracket 12,
18 and the second slopes 24, 28 of the spacers 26, 30
This is the spring constant of the rubbers 32 and 34 between.
ここで、車輪２のトー変化を検討するに、θ1を
θ2と等しくすれば零となり、θ1をθ2よりも大きく
設定すればマイナスとなつてアンダステア特性を
得ることが判る。θ1を大きく設定するにはKxを
Kyよりも十分に大きくすれば可能であるが、本
実施例の如く各斜面間のラバー３２，３４がブツ
シユ１４，１５と一体である場合はKxとKyに差
をつけるのが不可能である。そのため、本実施例
においてはラバー３２，３４にプレート３６，３
８を加硫接着することによつてKxをKyよりも十
分大きくして、θ1を大きく設定することが可能と
なつたのである。 Here, when examining the toe change of the wheel 2, it can be seen that if θ 1 is set equal to θ 2 , the toe change becomes zero, and if θ 1 is set larger than θ 2 , it becomes negative and understeer characteristics are obtained. To set θ 1 large, set Kx
This is possible if it is made sufficiently larger than Ky, but if the rubbers 32 and 34 between the respective slopes are integrated with the bushes 14 and 15 as in this embodiment, it is impossible to make a difference between Kx and Ky. . Therefore, in this embodiment, the plates 36, 3 are attached to the rubbers 32, 34.
By vulcanizing and adhering 8, it became possible to make Kx sufficiently larger than Ky and to set θ1 large.
またKxがKyよりも十分大きく設定されたこと
によつて、路面の突起を乗り越えるときはKyに
よりその衝撃を効果的に緩和し、また旋回走行、
スラローム走行等においてはKxにより車体と支
持軸６との車幅方向の相対変位を効果的に低減
し、これにより操縦安定性を損なうことなく乗心
地を向上させることができる。 In addition, by setting Kx sufficiently larger than Ky, when going over bumps on the road surface, Ky effectively cushions the impact, and when turning,
During slalom driving, etc., Kx effectively reduces the relative displacement between the vehicle body and the support shaft 6 in the vehicle width direction, thereby improving ride comfort without impairing steering stability.
また、本実施例においては、各斜面間のラバー
３２、３４が夫々ブツシユ１４，１５と一体に成
形されているので、該ラバー３２，３４を保持す
るためのリテーナあるいは加硫接着等が不要とな
り、極めて低コストで実施できる。 Furthermore, in this embodiment, since the rubbers 32 and 34 between the respective slopes are molded integrally with the bushes 14 and 15, there is no need for a retainer or vulcanized adhesive to hold the rubbers 32 and 34. , can be implemented at extremely low cost.
なお、各傾斜面間のラバー３２，３４を夫々ブ
ツシユ１４，１５と別体にすればラバー３２，３
４の硬度を自由に選択できるので、上述したよう
にプレート３６，３８を設ける必要がなくなる
が、該ラバー３２，３４を支持するためのリテー
ナ等が別途必要となる。 In addition, if the rubbers 32 and 34 between the respective inclined surfaces are made separate from the bushes 14 and 15, the rubbers 32 and 3
Since the hardness of 4 can be freely selected, there is no need to provide the plates 36, 38 as described above, but a retainer or the like for supporting the rubbers 32, 34 is required separately.
第１図は従来例を示す平面図、第２図は本考案
の一実施例を示す平面図、第３図は第２図の支持
軸６の左端部の拡大断面図、第４図は第３図にお
いて力のバランスをモデル化した模式図である。
２……車輪、４……トレーリングアーム、６…
…支持軸、１２……ブラケツト、１４，１５……
ラバーブツシユ、１６，１８……第１斜面、２
０，２２……フランジ、２４，２８……第２斜
面、２６，３０……スペーサ、３２，３４……ラ
バー。
FIG. 1 is a plan view showing a conventional example, FIG. 2 is a plan view showing an embodiment of the present invention, FIG. 3 is an enlarged sectional view of the left end of the support shaft 6 in FIG. 2, and FIG. 3 is a schematic diagram modeling the force balance in FIG. 3. 2...Wheel, 4...Trailing arm, 6...
...Support shaft, 12...Bracket, 14, 15...
Rubber bushings, 16, 18...first slope, 2
0, 22... flange, 24, 28... second slope, 26, 30... spacer, 32, 34... rubber.
Claims (1)
に夫々形成され車幅方向に延びた軸を、同各軸に
嵌装されたラバーブツシユを支持する筒状のブラ
ケツトを介して夫々車体に取付けたものにおい
て、上記各ブラケツトの両端部に同ブラケツトの
軸線に直交する面に対して傾斜した環状の第１斜
面が夫々形成されると共に、上記各軸にその軸線
方向に関して上記各第１斜面に対向する環状の第
２斜面が夫々形成され、上記各第１斜面および各
第２斜面の間に上記ラバーブツシユと一体もしく
は別体に形成されると共に同ラバーブツシユより
も十分硬く設定されたラバーが夫々介装され、上
記各第１斜面および第２斜面は車体前方に向かう
に従つて車体長手方向中心線に近づくように傾斜
されたことを特徴とするサスペンシヨンの支持構
造。 Shafts formed at both ends of a support shaft that pivotally supports the trailing arm and extending in the vehicle width direction are attached to the vehicle body through cylindrical brackets that support rubber bushings fitted to each shaft. Annular first slopes are formed at both ends of each of the brackets and are inclined with respect to a plane perpendicular to the axis of the bracket, and each of the shafts is opposite to each of the first slopes in the axial direction. Annular second slopes are respectively formed, and a rubber which is formed integrally with or separately from the rubber bushing and is set to be sufficiently harder than the rubber bushing is interposed between each of the first slopes and each second slope. . A support structure for a suspension, wherein each of the first slope and the second slope is inclined so as to approach a center line in the longitudinal direction of the vehicle body toward the front of the vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8304682U JPS58184308U (en) | 1982-06-04 | 1982-06-04 | Suspension support structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8304682U JPS58184308U (en) | 1982-06-04 | 1982-06-04 | Suspension support structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58184308U JPS58184308U (en) | 1983-12-08 |
| JPS638481Y2 true JPS638481Y2 (en) | 1988-03-14 |
Family
ID=30092073
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8304682U Granted JPS58184308U (en) | 1982-06-04 | 1982-06-04 | Suspension support structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58184308U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008111558A (en) * | 2007-11-29 | 2008-05-15 | Tokai Rubber Ind Ltd | Fluid filled system toe correct bush and suspension mechanism using it |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4958520A (en) * | 1972-08-23 | 1974-06-06 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58124307U (en) * | 1982-02-17 | 1983-08-24 | 三菱自動車工業株式会社 | suspension mount bush |
-
1982
- 1982-06-04 JP JP8304682U patent/JPS58184308U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4958520A (en) * | 1972-08-23 | 1974-06-06 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008111558A (en) * | 2007-11-29 | 2008-05-15 | Tokai Rubber Ind Ltd | Fluid filled system toe correct bush and suspension mechanism using it |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58184308U (en) | 1983-12-08 |
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