JPH0631595B2 - Internal combustion engine ignition device - Google Patents
Internal combustion engine ignition deviceInfo
- Publication number
- JPH0631595B2 JPH0631595B2 JP62074243A JP7424387A JPH0631595B2 JP H0631595 B2 JPH0631595 B2 JP H0631595B2 JP 62074243 A JP62074243 A JP 62074243A JP 7424387 A JP7424387 A JP 7424387A JP H0631595 B2 JPH0631595 B2 JP H0631595B2
- Authority
- JP
- Japan
- Prior art keywords
- ignition
- ignition coil
- coil
- internal combustion
- combustion engine
- 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 - Lifetime
Links
Landscapes
- Ignition Installations For Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】 〈産業上の利用分野〉 この発明は内燃機関の点火装置、特に内燃機関の運転状
態に応じて点火エネルギーを可変することができる点火
装置に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition device for an internal combustion engine, and more particularly to an ignition device capable of varying ignition energy according to an operating state of the internal combustion engine.
〈従来の技術〉 一般に自動車の走行中、加速時や登坂時、希薄燃焼時等
には、定常走行時に比べて点火エネルギーを多く必要と
する。このため走行場内に応じて点火エネルギーを制御
しないと、走行状態によっては点火エネルギーが不足し
たり、逆に点火エネルギーを浪費したりすることにな
る。この問題点を解決するものとして、内燃機関の運転
条件に対応して点火コイルの通電時間を制御することが
特開昭５９−１２８９７５号公報で、又、複数の点火コ
イルを使用し、その各コイルの１次巻線を所定時間間隔
で順次作動し、各点火コイルの２次巻線に順次誘起され
る高電圧を点火栓に印加して点火エネルギーを増加させ
るものが実開昭６１−３２５７１号公報で夫々提案され
ている。<Prior Art> Generally, a larger amount of ignition energy is required during traveling of a vehicle, acceleration, uphill climbing, lean combustion, etc., as compared with steady traveling. Therefore, unless the ignition energy is controlled according to the inside of the running place, the ignition energy may be insufficient or the ignition energy may be wasted depending on the running state. In order to solve this problem, it is disclosed in JP-A-59-128975 that the energization time of the ignition coil is controlled according to the operating condition of the internal combustion engine, and a plurality of ignition coils are used, each of which is used. The one in which the primary winding of the coil is sequentially operated at a predetermined time interval and the high voltage sequentially induced in the secondary winding of each ignition coil is applied to the spark plug to increase the ignition energy is disclosed in Japanese Utility Model Laid-Open No. 61-32571. It is proposed in each of the publications.
〈発明が解決しようとする問題点〉 点火コイルの通電時間をT1、点火間隔をT2とするとT1＜
T2という関係が成り立つ。また内燃機関の回転数をＮと
するとT2＝Ａ／Ｎ（Ａは定数）という関係があるから、
内燃機関の回転数が上昇するに従って点火間隔は狭くな
り、点火コイルの通電時間の最大値も短くなる。次に通
電時間T1と遮断電流I1の関係は、点火コイルの１次巻線
の抵抗をR1、自己インダクタンスをL1、１次コイルにか
かる電源電圧をV1とすると になる。<Problems to be solved by the invention> If the energization time of the ignition coil is T 1 and the ignition interval is T 2 , T 1 <
The relationship T 2 holds. If the number of revolutions of the internal combustion engine is N, there is a relation of T 2 = A / N (A is a constant),
As the number of revolutions of the internal combustion engine increases, the ignition interval becomes narrower and the maximum value of the energization time of the ignition coil becomes shorter. Next, the relationship between the energizing time T 1 and the breaking current I 1 is that the resistance of the primary winding of the ignition coil is R 1 , the self-inductance is L 1 , and the power supply voltage applied to the primary coil is V 1. become.
仮に４気筒４サイクル内燃機関で配電器を介して各々の
点火プラグに配電する点火装置を仮定し、点火コイルの
１次抵抗を1.1 Ω、１次インダクタンスを7.8mH 、電源
電圧を14Ｖ、内燃機関の回転数を5000rpm とすると、点
火間隔T2は６mSとなる。従って通電時間の最大値は６mS
となり、遮断時に１次コイルに蓄えられるエネルギーEm
は 通電時間５mSの時に１次コイルに蓄えられるエネルギー
をＥとすると、Ｅ＝162mJ となり、最大でも21％しか増
やすことができないため、点火コイルの２次側から取り
出される点火エネルギーもほとんど増やすことができな
い。従って前述の特開昭５９−１２８９７５号公報に示
された点火装置は、高回転域で通電時間が十分とれない
ため、点火エネルギーをほとんど増加させることができ
ない。Assuming an ignition device that distributes power to each spark plug through a distributor in a 4-cylinder 4-cycle internal combustion engine, the primary resistance of the ignition coil is 1.1 Ω, the primary inductance is 7.8 mH, the power supply voltage is 14 V, and the internal combustion engine is When the number of revolutions of the engine is 5000 rpm, the ignition interval T 2 is 6 mS. Therefore, the maximum value of energization time is 6 mS
And the energy Em stored in the primary coil at the time of interruption
Is If the energy stored in the primary coil when the energization time is 5 mS is E, then E = 162 mJ, which can only be increased by up to 21%, so the ignition energy extracted from the secondary side of the ignition coil can hardly be increased. . Therefore, the ignition device disclosed in the above-mentioned Japanese Patent Laid-Open No. 59-128975 can hardly increase the ignition energy because the energization time is not sufficient in the high rotation range.
又、前述の実開昭６１−３２５７１号公報に示された点
火時期に所定時間間隔で複数個の点火コイルを順次作動
させる点火装置も、上記理由から順次生じる点火エネル
ギーを大きくできず、従って点火エネルギーを大きく増
加させるには至らない。Also, the ignition device disclosed in Japanese Utility Model Laid-Open No. 61-32571, which sequentially operates a plurality of ignition coils at a predetermined time interval at the ignition timing, cannot generate a large amount of ignition energy for the above reason, and thus ignition is performed. It does not lead to a large increase in energy.
〈問題点を解決するための手段〉 そこで本発明は、点火コイルと、点火コイルの一次電流
を遮断することで当該点火コイルの二次側に接続された
点火プラグに放電電流を与えるスイッチング手段とを備
えた内燃機関の点火装置における改良として、 上記点火コイルとは別に設けられた少なくとも一個の補
助点火コイルトと、 上記内燃機関の運転状態を検出する検出手段と、 該検出手段により検出される内燃機関の運転状況に応じ
上記補助点火コイルの上記一次電流の通電時間を制御し
ながら、上記点火コイルの上記一次電流遮断と同時のタ
イミングで上記補助点火コイルの一次電流を遮断する点
火エネルギー増幅回路と； 上記点火コイルの上記二次側に現れる上記放電電流と上
記補助点火コイルの二次側に現れる放電電流とを所定の
向きにのみ流れるように揃えて重畳し、該重畳した両放
電電流を上記点火プラグに与える点火エネルギー重畳手
段と； を有して成る内燃機関の点火装置を提供する。<Means for Solving Problems> Therefore, the present invention provides an ignition coil, and a switching means for applying a discharge current to an ignition plug connected to the secondary side of the ignition coil by cutting off the primary current of the ignition coil. As an improvement in an internal combustion engine ignition device including: an at least one auxiliary ignition coil provided separately from the ignition coil; a detection unit for detecting an operating state of the internal combustion engine; and an internal combustion detected by the detection unit. An ignition energy amplification circuit for interrupting the primary current of the auxiliary ignition coil at the same timing as the interrupting of the primary current of the ignition coil while controlling the energizing time of the primary current of the auxiliary ignition coil according to the operating condition of the engine. A predetermined direction of the discharge current appearing on the secondary side of the ignition coil and the discharge current appearing on the secondary side of the auxiliary ignition coil. Superimposed aligned to flow only, both the discharge current that the superimposed and ignition energy superimposing means for applying to the spark plug; provide an ignition device for an internal combustion engine comprising a.
〈実施例〉 第１図は本発明の一実施例の回路図で、点火コイル２と
スイッチング手段５とで従来から公知の電流遮断式点火
装置Ａを構成してある。この実施例では補助点火コイル
ないし昇圧用トランス３及びスイッチング手段６で構成
された点火エネルギー増幅回路Ｂをダイオード4a，4bを
介して前記電流遮断式点火装置Ａと重ね合わせることに
より点火プラグ７から取り出される点火エネルギーを増
加させる。前記ダイオード4a，4bは各点火コイルの２次
電流の向きを規定し、コイルのインダクタンスと、分布
容量に基ずくＬＣ共振による逆起電力を阻止し、仕様の
異なる２つのコイル２，３の２次電流を重ね合わせるた
めのものである。尚、図中、８は内燃機関の運転状態を
検出するセンサ、９は点火信号発生回路であり、これら
によりスイッチング手段５及び６の制御信号を発生させ
る。<Embodiment> FIG. 1 is a circuit diagram of an embodiment of the present invention, in which an ignition coil 2 and a switching means 5 constitute a conventionally known current interruption type ignition device A. In this embodiment, the ignition energy amplifying circuit B composed of the auxiliary ignition coil or the boosting transformer 3 and the switching means 6 is taken out from the ignition plug 7 by superposing the current interrupting ignition device A through the diodes 4a and 4b. Ignition energy is increased. The diodes 4a and 4b define the direction of the secondary current of each ignition coil, prevent the counter electromotive force due to LC resonance based on the inductance of the coil and the distributed capacitance, and prevent the two coils 2 and 3 having different specifications from each other. It is for superimposing the next currents. In the figure, 8 is a sensor for detecting the operating state of the internal combustion engine, and 9 is an ignition signal generating circuit, which generates control signals for the switching means 5 and 6.
前記補助点火コイル３が発生する出力エネルギーは、そ
の１次遮断電流により決まるため１次エネルギーを可変
することができる。Since the output energy generated by the auxiliary ignition coil 3 is determined by the primary breaking current, the primary energy can be varied.
第２図は点火プラグ７を流れる波形図で、補助点火コイ
ル３を作動させないときの波形を実線、補助点火コイル
３を作動させたときの波形を点線で示す。補助点火コイ
ル３の１次巻線3aの通電時間を長くするにしたがい、点
火プラグ７を流れる電流が増加し、点火エネルギーは増
大する。FIG. 2 is a waveform diagram of the spark plug 7, in which the waveform when the auxiliary ignition coil 3 is not operated is shown by a solid line, and the waveform when the auxiliary ignition coil 3 is operated is shown by a dotted line. As the energization time of the primary winding 3a of the auxiliary ignition coil 3 is lengthened, the current flowing through the spark plug 7 increases and the ignition energy increases.
そこで本発明は内燃機関の運転状態に応じて補助点火コ
イル３の１次巻線3aの通電時間を制御しようとするので
ある。Therefore, the present invention attempts to control the energization time of the primary winding 3a of the auxiliary ignition coil 3 according to the operating state of the internal combustion engine.
これを第１図の回路例の動作によって説明する。This will be described with reference to the operation of the circuit example shown in FIG.
点火コイル２の１次巻線2aに接続されたスイッチング手
段５を内燃機関の点火時期に急峻にOFF にすると、その
１次巻線2aには400 〜500 Ｖの電圧が発生する。この電
圧を２次巻線2bで昇圧し、ダイオード4aを介して点火プ
ラグ７のギャップで放電させて混合気に着火する。When the switching means 5 connected to the primary winding 2a of the ignition coil 2 is rapidly turned off at the ignition timing of the internal combustion engine, a voltage of 400 to 500 V is generated in the primary winding 2a. This voltage is boosted by the secondary winding 2b and discharged through the gap of the spark plug 7 via the diode 4a to ignite the mixture.
こゝで補助点火プラグ３の１次巻線3aに接続されたスイ
ッチング手段６をあらかじめONさせて該１次巻線3aに通
電して置き、スイッチング手段５がOFF するのと同時に
スイッチング手段６をOFF させ、補助点火コイル３の２
次巻線3bに発生する高電圧をダイオード4bを介して点火
プラグ７に導き、点火コイル２による２次電流と重ね合
わせ、点火エネルギーを増加させる。Here, the switching means 6 connected to the primary winding 3a of the auxiliary spark plug 3 is turned on in advance and the primary winding 3a is energized and placed, and at the same time when the switching means 5 is turned off, the switching means 6 is turned on. Turned off, auxiliary ignition coil 3-2
The high voltage generated in the secondary winding 3b is led to the spark plug 7 through the diode 4b and superposed on the secondary current generated by the ignition coil 2 to increase the ignition energy.
第３図は登坂時等の内燃機関の負荷を検出する前記セン
サー８の一実施例では、第４図及び第５図はそのタイム
チャート波形を示す。FIG. 3 shows an example of the sensor 8 for detecting the load of the internal combustion engine when climbing a slope, and FIGS. 4 and 5 show the time chart waveforms thereof.
第３図中、11はスロットルの開度によって出力電圧が変
化するスロットル開度・電圧変換回路、12は車速に応じ
て出力電圧が変化する車速・電圧変換回路で、この二つ
の回路11，12を各々コパレータ10a ，10b で受けること
により負荷状態を検出する。こゝでAND 回路13を介しコ
ンパレータ10a と10b の出力のAND をとると、両方の条
件を満たしたときにハイ（High）信号が出力される。In FIG. 3, 11 is a throttle opening / voltage conversion circuit whose output voltage changes according to the throttle opening, and 12 is a vehicle speed / voltage conversion circuit whose output voltage changes according to the vehicle speed. The load condition is detected by receiving the respective ones by the cooperators 10a and 10b. If the outputs of the comparators 10a and 10b are ANDed via the AND circuit 13 here, a high signal is output when both conditions are satisfied.
つまり、スロットル開度・電圧変換回路11の出力電圧は
スロットルが開くにつれて電圧が高くなるように、又、
車速・電圧変換回路の出力電圧は車速が上るにつれて電
圧が高くなるように夫々設定すると、AND 回路13の出力
はスロットル開度が設定値以上で、且つ車速が設定値以
下、速ち、高負荷時にハイとなる。このときに点火信号
発生回路９でスイッチング手段６を断続し、補助点火コ
イル３よりエネルギーを補給し、点火コイル２のエネル
ギーに重畳してプラグ７に与える。In other words, the output voltage of the throttle opening / voltage conversion circuit 11 increases as the throttle opens, and
If the output voltage of the vehicle speed / voltage conversion circuit is set so that the voltage increases as the vehicle speed increases, the output of the AND circuit 13 will increase when the throttle opening is greater than or equal to the set value and the vehicle speed is less than or equal to the set value. Sometimes high. At this time, the ignition signal generating circuit 9 connects and disconnects the switching means 6, supplies energy from the auxiliary ignition coil 3, superimposes it on the energy of the ignition coil 2 and supplies it to the plug 7.
そして、第５図に示すように点火エネルギーが多く必要
なときにスイッチン手段６のONの時間を通常の状態に比
べて長くすると補助点火コイル３の１次遮断電流が増
え、これに応じて点火エネルギーが増えるため同様な効
果が得られる。Then, as shown in FIG. 5, when a large amount of ignition energy is required, if the ON time of the switch means 6 is made longer than in the normal state, the primary breaking current of the auxiliary ignition coil 3 increases, and accordingly, The same effect can be obtained because the ignition energy is increased.
点火エネルギーを更に増加させるには、第６図に示す様
に補助点火コイルと、そのスイッチング手段を３−Ｉ，
３−II…，６−１，６−II…と追加し、ダイオード4b，
4c…を介して点火プラグ７に接続すればよい。In order to further increase the ignition energy, as shown in FIG. 6, the auxiliary ignition coil and its switching means 3-I,
3-II ..., 6-1, 6-II ... are added, and the diode 4b,
It may be connected to the spark plug 7 via 4c.
尚、実施に際しては点火コイルと補助点火コイルを一体
成形する等しい小型化を図ることが好ましい。It is preferable that the ignition coil and the auxiliary ignition coil are integrally molded to achieve the same size reduction.
〈発明の効果〉 この様に発明では内燃機関の回転数や、その他の要因に
よらず運転状態に応じ、追加して設けた補助点火コイル
が供給するエネルギー量を可変とし、つまり点火エネル
ギーが多く必要なときには点火エネルギーを増やし、定
常走行状態では点火エネルギーを少なくすることができ
るので、省エネルギー化、燃焼効率の向上がはかれる。<Effects of the Invention> As described above, in the invention, the amount of energy supplied by the auxiliary ignition coil additionally provided is variable according to the operating state regardless of the rotational speed of the internal combustion engine and other factors, that is, the ignition energy is large. Since it is possible to increase the ignition energy when necessary and decrease the ignition energy in the steady running state, it is possible to save energy and improve combustion efficiency.
第１図は本発明の一実施例の回路図、第２図は第１図の
２次電流波形図、第３図は第１図の負荷検出部の回路
図、第４図及び第５図は第３図の負荷検出部のタイムチ
ャート波形図、第６図は本発明の他の実施例の回路図で
あって； 図中、１は電源電池、２は点火コイル、３は補助点火コ
イル、４はダイオード（重畳手段）、５，６はスイッチ
ング手段、７は点火プラグ、８は運転状態検出センサ
（検出手段）、９は点火信号発生回路、10コンパレー
タ、11はスロットル開度・電圧変換回路、12は車速・電
圧変換回路、13はAND 回路を示す。FIG. 1 is a circuit diagram of an embodiment of the present invention, FIG. 2 is a secondary current waveform diagram of FIG. 1, FIG. 3 is a circuit diagram of a load detecting section of FIG. 1, FIG. 4 and FIG. 3 is a time chart waveform diagram of the load detector of FIG. 3, and FIG. 6 is a circuit diagram of another embodiment of the present invention; in the figure, 1 is a power battery, 2 is an ignition coil, 3 is an auxiliary ignition coil. Reference numeral 4 is a diode (superimposing means), 5 and 6 are switching means, 7 is a spark plug, 8 is an operating state detection sensor (detection means), 9 is an ignition signal generating circuit, 10 comparator, 11 is throttle opening / voltage conversion A circuit, 12 is a vehicle speed / voltage conversion circuit, and 13 is an AND circuit.
Claims (1)
遮断することで該点火コイルの二次側に接続された点火
プラグに放電電流を与えるスイッチング手段とを備えた
内燃機関の点火装置であって； 上記点火コイルとは別に設けられた少なくとも一個の補
助点火コイルと； 上記内燃機関の運転状態を検出する検出手段と； 該検出手段により検出される内燃機関の運転状況に応じ
上記補助点火コイルの上記一次電流の通電時間を制御し
ながら、上記点火コイルの上記一次電流遮断と同時のタ
イミングで上記補助点火コイルの一次電流を遮断する点
火エネルギー増幅回路と； 上記点火コイルの上記二次側に現れる上記放電電流と上
記補助点火コイルの二次側に現れる放電電流とを所定の
向きにのみ流れるように揃えて重畳し、該重畳した両放
電電流を上記点火プラグに与える点火エネルギー重畳手
段と； を有して成る内燃機関の点火装置。1. An ignition device for an internal combustion engine, comprising: an ignition coil; and a switching means for applying a discharge current to an ignition plug connected to a secondary side of the ignition coil by interrupting a primary current of the ignition coil. At least one auxiliary ignition coil provided separately from the ignition coil; detection means for detecting an operating state of the internal combustion engine; the auxiliary ignition according to the operating condition of the internal combustion engine detected by the detection means An ignition energy amplification circuit for interrupting the primary current of the auxiliary coil at the same timing as the interruption of the primary current of the ignition coil while controlling the energization time of the primary current of the coil; and the secondary side of the ignition coil. The discharge current appearing on the secondary side of the auxiliary ignition coil and the discharge current appearing on the secondary side of the auxiliary ignition coil are aligned and superposed so that they flow only in a predetermined direction. An ignition device for an internal combustion engine, comprising: ignition energy superimposing means for applying an electric current to the spark plug.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62074243A JPH0631595B2 (en) | 1987-03-30 | 1987-03-30 | Internal combustion engine ignition device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62074243A JPH0631595B2 (en) | 1987-03-30 | 1987-03-30 | Internal combustion engine ignition device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63243456A JPS63243456A (en) | 1988-10-11 |
| JPH0631595B2 true JPH0631595B2 (en) | 1994-04-27 |
Family
ID=13541525
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62074243A Expired - Lifetime JPH0631595B2 (en) | 1987-03-30 | 1987-03-30 | Internal combustion engine ignition device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0631595B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010216351A (en) * | 2009-03-16 | 2010-09-30 | Toyota Motor Corp | Vehicle and control method therefor |
| JP2010261395A (en) * | 2009-05-08 | 2010-11-18 | Toyota Motor Corp | Ignition control device of internal combustion engine |
| JP6297899B2 (en) * | 2014-04-10 | 2018-03-20 | 株式会社Ｓｏｋｅｎ | Ignition device |
| JP6324432B2 (en) * | 2016-04-12 | 2018-05-16 | 三菱電機株式会社 | Ignition control device and ignition control method for internal combustion engine |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56163674U (en) * | 1980-05-06 | 1981-12-04 | ||
| JPS59103968A (en) * | 1982-12-06 | 1984-06-15 | Nissan Motor Co Ltd | Igniter for internal-combustion engine |
| JPS6041580U (en) * | 1983-08-31 | 1985-03-23 | 興栄工業株式会社 | Automotive internal combustion engine ignition system |
| JPS6132571U (en) * | 1984-07-31 | 1986-02-27 | 日産自動車株式会社 | Internal combustion engine ignition system |
| JPS6178282U (en) * | 1984-10-29 | 1986-05-26 |
-
1987
- 1987-03-30 JP JP62074243A patent/JPH0631595B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63243456A (en) | 1988-10-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6629520B2 (en) | Ignition apparatus for internal combustion engine | |
| US20060021607A1 (en) | Engine ignition system | |
| JP3443692B2 (en) | Controllable ignition device | |
| US20060107935A1 (en) | Kickback preventing circuit for engine | |
| US4406273A (en) | Ignition system for internal combustion engine | |
| JPH01170763A (en) | Ignition device | |
| JPH0631595B2 (en) | Internal combustion engine ignition device | |
| JPH09140196A (en) | Power generation controller for vehicle | |
| US4658788A (en) | Ignition system for internal combustion engines | |
| JPS6036794Y2 (en) | Plasma igniter for internal combustion engines | |
| US4856488A (en) | Ignition system for an internal combustion engine | |
| JP4337410B2 (en) | Ignition system for capacitor discharge internal combustion engine | |
| JP4131362B2 (en) | Internal combustion engine control device | |
| JPS6156420B2 (en) | ||
| JP3727116B2 (en) | Transistor ignition device for internal combustion engine | |
| JP3480588B2 (en) | Capacity discharge type ignition device | |
| JP3584664B2 (en) | Capacitor discharge type internal combustion engine ignition device | |
| JPH0526311Y2 (en) | ||
| JP4494297B2 (en) | Internal combustion engine ignition device | |
| JPS5836856Y2 (en) | Internal combustion engine ignition system | |
| US4421091A (en) | Ignition system for internal combustion engines | |
| JPH037024B2 (en) | ||
| JPH0639097Y2 (en) | Ignition device for internal combustion engine | |
| JP3000822B2 (en) | Ignition device for internal combustion engine | |
| JPH0355817Y2 (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| EXPY | Cancellation because of completion of term |