JPH0435525Y2 - - Google Patents
Info
- Publication number
- JPH0435525Y2 JPH0435525Y2 JP16816886U JP16816886U JPH0435525Y2 JP H0435525 Y2 JPH0435525 Y2 JP H0435525Y2 JP 16816886 U JP16816886 U JP 16816886U JP 16816886 U JP16816886 U JP 16816886U JP H0435525 Y2 JPH0435525 Y2 JP H0435525Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- lubricating oil
- oil
- passage
- relief valve
- 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
- 230000007246 mechanism Effects 0.000 claims description 23
- 238000011144 upstream manufacturing Methods 0.000 claims description 10
- 239000000314 lubricant Substances 0.000 claims 5
- 239000010687 lubricating oil Substances 0.000 description 63
- 239000003921 oil Substances 0.000 description 60
- 101150006573 PAN1 gene Proteins 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001050 lubricating effect Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は、内燃機関の潤滑油供給系に設けられ
る油圧制御機構に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a hydraulic control mechanism provided in a lubricating oil supply system of an internal combustion engine.
従来の内燃機関では、潤滑油通路の油圧はオイ
ルポンプの下流側に設けられたリリーフ弁により
一定圧に保たれるようになつていた。しかしなが
ら、通常のリリーフ弁は、潤滑油の圧力の変化に
対してのみ作用するようになつているので、油温
の変化により潤滑油の粘度が変化した場合に発生
する種々の問題に対しては対応できなかつた。
In conventional internal combustion engines, the oil pressure in the lubricating oil passage is maintained at a constant pressure by a relief valve provided downstream of the oil pump. However, ordinary relief valves are designed to act only on changes in lubricating oil pressure, so they cannot deal with various problems that occur when lubricating oil viscosity changes due to changes in oil temperature. I couldn't deal with it.
そこで、これらの問題を解決するために、弁体
を付勢するスプリングに、バイメタル等の感温部
材を取り付けて油温の変化に応じてリリーフ圧を
調整する装置が提案されている（たとえば、実開
昭58−73913号公報、実開昭58−172158号公報）。 To solve these problems, a device has been proposed in which a temperature-sensitive member such as a bimetal is attached to the spring that biases the valve body to adjust the relief pressure according to changes in oil temperature (for example, Utility Model Application Publication No. 58-73913, Utility Model Application Publication No. 58-172158).
エンジンの高回転時において、エンジンの各駆
動部を十分に潤滑するためには、潤滑油通路に供
給される潤滑油を高油圧、大油量とすることが望
ましいが、従来の油圧制御機構でこのような油圧
制御を行なうと、低回転時にも潤滑油通路に不必
要な高い圧力がかかり、油圧ポンプの回転エネル
ギが大きくなつて燃費が悪化するという問題があ
る。
In order to sufficiently lubricate each driving part of the engine during high engine rotation, it is desirable to supply lubricating oil to the lubricating oil passage with high oil pressure and a large amount of oil, but conventional hydraulic control mechanisms If such hydraulic control is performed, there is a problem in that unnecessary high pressure is applied to the lubricating oil passage even at low rotation speeds, increasing the rotational energy of the hydraulic pump and deteriorating fuel efficiency.
また、低温時などオイルの粘度がとくに高い場
合は、管路での圧力ドロツプが大きくなり、リリ
ーフ弁が油圧ポンプの近傍に設けられる通常の潤
滑油通路構造では、末端にいくにつれて油圧、油
量がともに不足するという問題が生じる。 In addition, when the viscosity of the oil is particularly high, such as at low temperatures, the pressure drop in the pipe becomes large.In the normal lubricating oil passage structure where the relief valve is installed near the hydraulic pump, the oil pressure and oil volume increase as you move towards the end. The problem arises that both are insufficient.
なお、上述の実開昭58−73913号公報、実開昭
58−172158号公報に開示されているリリーフ圧調
整機構では、油温の変化を感知するバイメタルや
サーモワツクス等感熱部材が必要となり、これら
の部品を使用することによりそれだけ機構が複雑
になるとともに、コストも高くなるという問題も
ある。 In addition, the above-mentioned Utility Model Application Publication No. 58-73913,
The relief pressure adjustment mechanism disclosed in Publication No. 58-172158 requires a heat-sensitive member such as a bimetal or thermowax to sense changes in oil temperature, and the use of these parts not only makes the mechanism more complicated but also increases cost. There is also the problem that prices are getting higher.
本考案は、上記の点に着目し、油圧ポンプのエ
ネルギ損失を小に抑えるとともに、エンジンの高
回転時および潤滑油の低温時において、潤滑油通
路の油圧が十分高められ、潤滑通路末端での油
圧、油量を十分確保することができ、さらに、機
構が簡素化された信頼性の高い油圧制御機構を提
供することを目的とする。 Focusing on the above points, the present invention minimizes the energy loss of the hydraulic pump, and also increases the oil pressure in the lubricating oil passage sufficiently when the engine rotates at high speeds and the lubricating oil is at low temperature. It is an object of the present invention to provide a highly reliable hydraulic control mechanism that can secure sufficient oil pressure and oil amount, and has a simplified mechanism.
この目的に沿う本考案の油圧制御機構は、油圧
ポンプに接続される潤滑油通路に、該潤滑油通路
に供給される潤滑油の圧力により潤滑油の一部を
逃がすリリーフ弁を接続し、該リリーフ弁の直上
流に、通路内に流路抵抗をもつ圧力降下手段を配
設したものから成る。
The hydraulic control mechanism of the present invention that meets this purpose connects a relief valve to a lubricating oil passage connected to a hydraulic pump to release a part of the lubricating oil by the pressure of the lubricating oil supplied to the lubricating oil passage. It consists of a pressure-reducing means with flow path resistance disposed in the passage just upstream of the relief valve.
このように構成された油圧制御機構において
は、潤滑油通路の油圧が上昇すると、潤滑油通路
に供給された潤滑油の一部が圧力降下手段を介し
てリリーフ弁から逃がされる。この場合、圧力降
下手段における圧力ドロツプはリリーフ量の増加
とともに変化し、圧力降下手段の上流側と下流側
において圧力差を生じさせることが可能となる。
すなわち、リリーフ弁は圧力降下手段の下流側の
圧力で動作することになる。
In the hydraulic control mechanism configured in this manner, when the oil pressure in the lubricating oil passage increases, a portion of the lubricating oil supplied to the lubricating oil passage is released from the relief valve via the pressure lowering means. In this case, the pressure drop in the pressure drop means changes as the relief amount increases, making it possible to create a pressure difference between the upstream and downstream sides of the pressure drop means.
That is, the relief valve operates with the pressure downstream of the pressure-reducing means.
したがつて、流量が増加するエンジンの高回転
時には、圧力降下手段における圧力損失が大とな
り、潤滑油通路の油圧はリリーフ弁のリリーフ圧
よりも大幅に高められ、各駆動部における油圧、
油量は十分確保される。 Therefore, at high engine speeds when the flow rate increases, the pressure loss in the pressure drop means becomes large, and the oil pressure in the lubricating oil passage is significantly higher than the relief pressure of the relief valve, causing the oil pressure in each drive section to decrease.
Sufficient amount of oil will be ensured.
また、低油温の場合は潤滑油の粘度が大となる
ので、圧力降下手段における圧力損失が大とな
り、上述と同様に圧力降下手段の上流側と下流側
との圧力差が大きくなつて、潤滑油通路の油圧が
高く保たれる。 In addition, when the oil temperature is low, the viscosity of the lubricating oil becomes large, so the pressure loss in the pressure drop means becomes large, and the pressure difference between the upstream side and the downstream side of the pressure drop means increases as described above. The oil pressure in the lubricating oil passage is kept high.
以下に、本考案の油圧制御機構の望ましい実施
例を、図面を参照して説明する。
Hereinafter, preferred embodiments of the hydraulic control mechanism of the present invention will be described with reference to the drawings.
第１実施例
第１図は、本考案の第１実施例に係る油圧制御
機構を示している。図中、１はオイルパンを示し
オイルパン１内には潤滑油２が貯留されている。
潤滑油２はエンジンに連結された油圧ポンプ３に
よつて汲み上げられるようになつている。油圧ポ
ンプ３には、潤滑油通路４が接続されており、油
圧ポンプ３によつて汲み上げられた潤滑油２は、
潤滑油通路４を介してクランクジヤーナル軸受部
５とシリンダヘツド潤滑油通路６にそれぞれ供給
されるようになつている。First Embodiment FIG. 1 shows a hydraulic control mechanism according to a first embodiment of the present invention. In the figure, 1 indicates an oil pan, and lubricating oil 2 is stored in the oil pan 1.
The lubricating oil 2 is pumped up by a hydraulic pump 3 connected to the engine. A lubricating oil passage 4 is connected to the hydraulic pump 3, and the lubricating oil 2 pumped up by the hydraulic pump 3 is
The lubricating oil is supplied to the crank journal bearing portion 5 and the cylinder head lubricating oil passage 6 via the lubricating oil passage 4, respectively.
潤滑油通路４の油圧ポンプ３に近い位置には、
油通路７が接続されており、この油通路７の終端
には、潤滑油通路４を流れる潤滑油２の圧力で潤
滑油の一部をオイルパン１に逃がすリリーフ弁８
が設けられている。 At a position near the hydraulic pump 3 in the lubricating oil passage 4,
An oil passage 7 is connected, and at the end of this oil passage 7 there is a relief valve 8 that releases a part of the lubricating oil to the oil pan 1 by the pressure of the lubricating oil 2 flowing through the lubricating oil passage 4.
is provided.
リリーフ弁８の直上流には、圧力降下手段とし
ての絞り９が設けられている。絞り９は、流れの
断面積を減少し通路内に流路抵抗をもたせたもの
であり、絞り９の流路断面積は油通路７の流路断
面積よりも小に形成されている。 Immediately upstream of the relief valve 8, a throttle 9 is provided as a pressure lowering means. The throttle 9 is configured to reduce the flow cross-sectional area and provide flow resistance within the passage, and the flow passage cross-sectional area of the throttle 9 is smaller than that of the oil passage 7.
つぎに、第１実施例における作用について説明
する。 Next, the operation in the first embodiment will be explained.
エンジンが始動されると、オイルパン１内の潤
滑油２は油圧ポンプ３によつて汲み上げられ、潤
滑油通路４に圧送される。そして、潤滑油通路４
内の圧力が高くなると、潤滑油通路４に圧送され
た潤滑油２の一部が、絞り９を通過しリリーフ弁
８によつてオイルパン１側に逃がされる。この場
合、潤滑油２の温度が低いときは潤滑油２の粘度
が高くなるので、潤滑油２が絞り９を通過する際
の絞り９における圧力損失が大きくなり、絞り９
の上流側の圧力P1と下流側の圧力P2とに圧力差
が生じる。つまり、下流側の圧力P2は圧力損失
の分だけ圧力P1よりも低くなる。 When the engine is started, the lubricating oil 2 in the oil pan 1 is pumped up by the hydraulic pump 3 and forced into the lubricating oil passage 4. And lubricating oil passage 4
When the internal pressure increases, a part of the lubricating oil 2 forced into the lubricating oil passage 4 passes through the throttle 9 and is released to the oil pan 1 side by the relief valve 8. In this case, when the temperature of the lubricating oil 2 is low, the viscosity of the lubricating oil 2 becomes high, so the pressure loss at the orifice 9 when the lubricating oil 2 passes through the orifice 9 increases, and the aperture 9
A pressure difference occurs between the pressure P 1 on the upstream side and the pressure P 2 on the downstream side. In other words, the pressure P 2 on the downstream side becomes lower than the pressure P 1 by the amount of pressure loss.
したがつて、潤滑油通路４の圧力はリリーフ弁
８のリリーフ圧よりも高められ、クランクジヤー
ナル軸受部５やシリンダヘツド油圧通路６に圧送
される潤滑油２の油圧は高められる。 Therefore, the pressure in the lubricating oil passage 4 is made higher than the relief pressure of the relief valve 8, and the oil pressure of the lubricating oil 2 that is force-fed to the crank journal bearing portion 5 and the cylinder head hydraulic passage 6 is increased.
第２図は、各潤滑部と各潤滑部における油圧と
の関係を示している。本考案のように絞り９を用
いた油圧制御機構における油圧は、Ａに示すよう
に絞り９を用いない従来の油圧制御機構の油圧Ｂ
に比べ低油温時の各潤滑部位の供給圧力が高めら
れている。なお、油圧Ｃは、従来の油圧制御機構
での高油温時における油圧の圧力ドロツプ特性を
示しており、図に示すように潤滑油の粘度の低い
高油温時は、低油温時に比べ圧力低下の割合が小
さくなつている。 FIG. 2 shows the relationship between each lubricating part and the oil pressure in each lubricating part. The hydraulic pressure in the hydraulic control mechanism using the throttle 9 as in the present invention is different from the hydraulic pressure B in the conventional hydraulic control mechanism without the throttle 9 as shown in A.
Compared to the above, the supply pressure to each lubricating part at low oil temperatures is higher. Note that oil pressure C indicates the pressure drop characteristics of oil pressure at high oil temperatures in a conventional hydraulic control mechanism, and as shown in the figure, at high oil temperatures where the viscosity of lubricating oil is low, it is lower than at low oil temperatures. The rate of pressure drop is decreasing.
このように絞り９を設けることにより、見かけ
上はリリーフ弁８を現位置よりもさらに下流側に
設けたことと同じ状態となり、潤滑油通路の末端
でも圧力を十分確保することが可能となる。 By providing the throttle 9 in this manner, the condition is apparently the same as that of providing the relief valve 8 further downstream than the current position, and it becomes possible to secure sufficient pressure even at the end of the lubricating oil passage.
第３図は、エンジン回転数に対する潤滑油通路
４の油圧の変化を示している。図中、Ｄはリリー
フ弁８を設けない場合の潤滑油通路４の油圧の変
化を示しており、この場合は、エンジン回転数と
ともに油圧が上昇される。Ｅはリリーフ弁８のみ
を設けた従来構造における油圧の変化を示してお
り、この場合は、エンジン回転数が高くなつても
潤滑油通路４の圧力は一定に保たれる。 FIG. 3 shows changes in the oil pressure in the lubricating oil passage 4 with respect to the engine speed. In the figure, D shows a change in the oil pressure in the lubricating oil passage 4 when the relief valve 8 is not provided, and in this case, the oil pressure increases with the engine speed. E shows the change in oil pressure in a conventional structure in which only the relief valve 8 is provided, and in this case, the pressure in the lubricating oil passage 4 is kept constant even if the engine speed increases.
Ｆは本考案の絞り９を用いた場合の油圧の変化
を示している。すなわち、エンジンが高回転にな
るにつれて、リリーフされる油量が増加するの
で、絞り９における圧力損失も増加し、油圧の変
化はリリーフされる地点で２段折れとなる。した
がつて、本考案の絞り９を用いた油圧制御機構
は、潤滑油通路の圧力を常時一定にする絞りを用
いない従来の油圧制御機構の油圧特性Ｅに比べ、
エンジン高回転域における潤滑油通路４の油圧が
高められる。 F shows the change in oil pressure when the throttle 9 of the present invention is used. That is, as the engine speeds up, the amount of oil that is relieved increases, so the pressure loss at the throttle 9 also increases, and the change in oil pressure becomes two-stage at the point where it is relieved. Therefore, the hydraulic control mechanism using the throttle 9 of the present invention has a hydraulic characteristic E that is lower than that of a conventional hydraulic control mechanism that does not use a throttle to keep the pressure in the lubricating oil passage constant at all times.
The oil pressure in the lubricating oil passage 4 in the high engine speed range is increased.
なお、リリーフ弁８のリリーフ圧の設定を下
げ、低回転域でのフリクシヨンを下げるようにす
れば、潤滑油通路４の油圧は、F′に示すように油
圧Ｆとほぼ平行に変化する特性となる。 Note that if the relief pressure setting of the relief valve 8 is lowered to lower the friction in the low rotation range, the oil pressure in the lubricating oil passage 4 will have a characteristic that changes almost parallel to the oil pressure F as shown in F'. Become.
第２実施例
第４図は、本考案の第２実施例に係る油圧制御
機構を示している。２実施例が第１実施例と異な
るところは圧力降下手段の構成であり、その他の
部分は第１実施例に準じるので、準じる部分に第
１実施例と同一の符号を付すことにより準じる部
分の説明を省略し、異なる部分についてのみ説明
する。Second Embodiment FIG. 4 shows a hydraulic control mechanism according to a second embodiment of the present invention. The difference between the second embodiment and the first embodiment is the configuration of the pressure drop means, and other parts are similar to the first embodiment, so similar parts are given the same reference numerals as those of the first embodiment. The explanation will be omitted and only the different parts will be explained.
図中、１１は圧力降下手段としての分岐通路を
示している。分岐通路１１は、リリーフ弁８の直
上流に位置しており、複数本の油通路から構成さ
れている。複数本の油通路から成る分岐通路１１
の総流路面積は、たとえば油通路７の流路面積と
同じ大きさとなつている。ここで、分岐通路１１
の総流路面積と油通路７の流路面積は同じとなる
が、この部位における流路抵抗は分岐通路１１の
ほうが大きくなつている。すなわち、分岐通路１
１は、潤滑油２と接触する面積が大きく、かつ通
路自体が屈曲されるので、流路抵抗は油通路７の
流路抵抗よりも大きくなる。 In the figure, reference numeral 11 indicates a branch passage as a pressure lowering means. The branch passage 11 is located immediately upstream of the relief valve 8 and is composed of a plurality of oil passages. Branch passage 11 consisting of multiple oil passages
The total flow path area is, for example, the same size as the flow path area of the oil passage 7. Here, branch passage 11
The total flow area of the oil passage 7 is the same as that of the oil passage 7, but the flow resistance at this location is greater in the branch passage 11. That is, branch passage 1
1 has a large area in contact with the lubricating oil 2 and the passage itself is bent, so that the passage resistance is greater than that of the oil passage 7.
このように構成された第２実施例では、分岐通
路１１に潤滑油２が流れることにより、分岐通路
１１の上流側と下流側で圧力差を生じさせること
ができ、リリーフ弁８にかかる圧力を小さくする
ことが可能となる。したがつて、潤滑油通路４の
圧力をリリーフ圧よりも高めることができる。そ
の他の作用は第１実施例に準じる。 In the second embodiment configured in this way, by flowing the lubricating oil 2 into the branch passage 11, a pressure difference can be generated between the upstream side and the downstream side of the branch passage 11, and the pressure applied to the relief valve 8 can be reduced. It is possible to make it smaller. Therefore, the pressure in the lubricating oil passage 4 can be made higher than the relief pressure. Other operations are similar to those in the first embodiment.
以上説明したように、本考案の油圧制御機構に
よるときは、油圧ポンプに接続される潤滑油通路
に、該潤滑油通路に供給される潤滑油の圧力によ
り潤滑油の一部を逃がすリリーフ弁を接続し、こ
のリリーフ弁の直上流に、通路内に流路抵抗をも
つ圧力降下手段を配設するようにしたので、エン
ジン高回転時および潤滑油の温度が低い場合は、
圧力降下手段の前後の圧力差を大きくでき、リリ
ーフ弁にかかる圧力を下げることが可能となる。
その結果、エンジン高回転時および低油温時に
は、潤滑油通路内の油圧がリリーフ弁のリリーフ
圧よりも高められ、各駆動部における油圧、油量
を十分確保することができる。
As explained above, when using the hydraulic control mechanism of the present invention, a relief valve is provided in the lubricating oil passage connected to the hydraulic pump to release part of the lubricating oil by the pressure of the lubricating oil supplied to the lubricating oil passage. A pressure reducing means with flow resistance is installed in the passage immediately upstream of this relief valve, so when the engine is running at high speeds and the lubricating oil temperature is low,
The pressure difference before and after the pressure lowering means can be increased, and the pressure applied to the relief valve can be lowered.
As a result, when the engine rotates at high speed and the oil temperature is low, the oil pressure in the lubricating oil passage is higher than the relief pressure of the relief valve, and it is possible to ensure sufficient oil pressure and oil amount in each drive section.
また、高油温時でかつエンジン低回転の場合
は、圧力降下手段の前後圧力差が小さくなるの
で、潤滑油通路内の油圧も低くなり、油圧ポンプ
駆動のエネルギが低減され、燃費を高めることが
できる。 In addition, when the oil temperature is high and the engine speed is low, the pressure difference between the front and rear of the pressure-reducing means is small, so the oil pressure in the lubricating oil passage is also low, reducing the energy required to drive the hydraulic pump and increasing fuel efficiency. I can do it.
そして、本考案はリリーフ弁の直上流の流路抵
抗を大きくするだけなので、従来構造のような潤
滑油の油温を感知する感熱部材等の部品が不要と
なるとともに、構造が著しく簡素化され、制御機
構の信頼性を大幅に高めることができる。 Furthermore, since the present invention only increases the flow path resistance immediately upstream of the relief valve, parts such as heat-sensitive members that sense the temperature of lubricating oil, which are required in conventional structures, are not required, and the structure is significantly simplified. , the reliability of the control mechanism can be greatly increased.
第１図は本考案の第１実施例に係る油圧制御機
構の制御系統図、第２図は第１図の装置の各潤滑
部と各潤滑部における油圧との関係を示した関係
図、第３図は第１図の装置の潤滑油通路における
油圧とエンジン回転数との関係を示した関係図、
第４図は本考案の第２実施例に係る油圧制御機構
の制御系統図、である。
１……オイルパン、２……潤滑油、３……油圧
ポンプ、４……潤滑油通路、７……油通路、８…
…リリーフ弁、９……圧力降下手段としての絞
り、１１……圧力降下手段としての分岐通路。
FIG. 1 is a control system diagram of a hydraulic control mechanism according to a first embodiment of the present invention, FIG. Figure 3 is a relationship diagram showing the relationship between oil pressure in the lubricating oil passage of the device in Figure 1 and engine speed;
FIG. 4 is a control system diagram of a hydraulic control mechanism according to a second embodiment of the present invention. 1... Oil pan, 2... Lubricating oil, 3... Hydraulic pump, 4... Lubricating oil passage, 7... Oil passage, 8...
... Relief valve, 9 ... Throttle as pressure drop means, 11 ... Branch passage as pressure drop means.
Claims (1)
滑油通路に供給される潤滑油の圧力により潤滑
油の一部を逃がすリリーフ弁を接続し、該リリ
ーフ弁の直上流に、通路内に流路抵抗をもつ圧
力降下手段を配設したことを特徴とする油圧制
御機構。 (2) 前記圧力降下手段が絞りである実用新案登録
請求の範囲第１項記載の油圧制御機構。 (3) 前記圧力降下手段が分岐通路である実用新案
登録請求の範囲第１項記載の油圧制御機構。[Claims for Utility Model Registration] (1) A relief valve is connected to a lubricant passage connected to a hydraulic pump to release a part of the lubricant by the pressure of the lubricant supplied to the lubricant passage, and the relief valve is connected to a lubricant passage connected to a hydraulic pump. A hydraulic control mechanism characterized in that a pressure reducing means having flow path resistance is disposed in a passage immediately upstream of a valve. (2) The hydraulic control mechanism according to claim 1, wherein the pressure lowering means is a throttle. (3) The hydraulic control mechanism according to claim 1, wherein the pressure lowering means is a branch passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16816886U JPH0435525Y2 (en) | 1986-11-04 | 1986-11-04 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16816886U JPH0435525Y2 (en) | 1986-11-04 | 1986-11-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6373511U JPS6373511U (en) | 1988-05-17 |
| JPH0435525Y2 true JPH0435525Y2 (en) | 1992-08-24 |
Family
ID=31100796
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16816886U Expired JPH0435525Y2 (en) | 1986-11-04 | 1986-11-04 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0435525Y2 (en) |
-
1986
- 1986-11-04 JP JP16816886U patent/JPH0435525Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6373511U (en) | 1988-05-17 |
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