JPS6345354B2 - - Google Patents
Info
- Publication number
- JPS6345354B2 JPS6345354B2 JP55118008A JP11800880A JPS6345354B2 JP S6345354 B2 JPS6345354 B2 JP S6345354B2 JP 55118008 A JP55118008 A JP 55118008A JP 11800880 A JP11800880 A JP 11800880A JP S6345354 B2 JPS6345354 B2 JP S6345354B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- engine
- valve
- motorcycle
- intake passage
- 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
- 239000002828 fuel tank Substances 0.000 claims description 10
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 239000000446 fuel Substances 0.000 description 12
- 239000000203 mixture Substances 0.000 description 12
- 238000002485 combustion reaction Methods 0.000 description 6
- 235000014676 Phragmites communis Nutrition 0.000 description 3
- 125000006850 spacer group Chemical group 0.000 description 3
- 239000012530 fluid Substances 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 229920003002 synthetic resin Polymers 0.000 description 1
- 239000000057 synthetic resin Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- 239000006200 vaporizer Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J35/00—Fuel tanks specially adapted for motorcycles or engine-assisted cycles; Arrangements thereof
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/003—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues using check valves
-
- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
-
- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/06—Combinations of engines with mechanical gearing
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】
本発明は自動二輪車、特に吸気通路に吸気流量
調節用の絞り弁を備えるとともに前記吸気通路の
前記絞り弁より下流側部位に連通する吸気ボツク
スを備えたエンジンを搭載してなる自動二輪車に
関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a motorcycle, particularly an engine equipped with a throttle valve for regulating intake flow rate in an intake passage, and an intake box communicating with a portion of the intake passage downstream of the throttle valve. Regarding motorcycles.
一般に、吸気通路に吸気流量調節用の絞り弁を
備えたエンジンにおいては、吸気行程中に燃焼室
またはクランク室内に生じる負圧を吸気弁を通し
て吸気通路に作用させて混合気を吸入するととも
に、吸気行程終了時には吸気弁を閉じて吸気通路
と燃焼室またはクランク室内を遮断するように構
成されている。また、この種エンジンにおいて
は、絞り弁を例えば1/2開度を越えるような高開
度域で運転する場合やこれ以下の開度域であつて
も高速運転する場合にはエンジン出力性能に支障
はないが、低開度域において特に比較的低速運動
する場合にエンジン出力性能が低下することがあ
り、かかる現象は次の理由によるものと考えられ
ている。すなわち、絞り弁の高開度域において
は、一般に混合気の吸気流量が多くてその流動慣
性が大きく、吸気弁の閉弁時の混合気は吸気弁の
近傍において圧縮されるにすぎず、吸気通路の上
流においてはなお定常的に流動している。このた
め、吸気弁の閉弁がエンジンへの混合気の充填効
率に影響を及ぼすことがなくて、エンジンの出力
を低下させることがない。これに対して、絞り弁
の低開度域においては、混合気の吸気流が絞り弁
により制限されてその流動慣性が高開度域に比し
て小さく、吸気流は吸気弁の閉弁にともない停止
する。この間欠流のため、その後の混合気の充填
効率を低下させて、エンジンの出力を低下させる
ことになる。 Generally, in an engine equipped with a throttle valve in the intake passage for adjusting the intake flow rate, the negative pressure generated in the combustion chamber or crank chamber during the intake stroke is applied to the intake passage through the intake valve to suck in the air-fuel mixture. At the end of the stroke, the intake valve is closed to isolate the intake passage from the combustion chamber or crank chamber. In addition, in this type of engine, when operating the throttle valve in a high opening range, such as exceeding 1/2 opening, or when operating at high speed even with a lower opening, the engine output performance may be affected. Although there is no problem, the engine output performance may decrease in the low opening range, especially when moving at a relatively low speed, and this phenomenon is thought to be due to the following reasons. In other words, in the high opening range of the throttle valve, the intake flow rate of the air-fuel mixture is generally large and its flow inertia is large, and when the intake valve is closed, the air-fuel mixture is only compressed in the vicinity of the intake valve, and the intake air There is still a steady flow upstream of the passage. Therefore, the closing of the intake valve does not affect the filling efficiency of the air-fuel mixture into the engine, and the output of the engine does not decrease. On the other hand, in the low opening range of the throttle valve, the intake flow of the air-fuel mixture is restricted by the throttle valve, and its flow inertia is smaller than in the high opening range, and the intake flow is limited by the closing of the intake valve. It suddenly stops. This intermittent flow reduces the subsequent filling efficiency of the air-fuel mixture, resulting in a reduction in engine output.
従つて、絞り弁の低開度域におけるエンジンの
出力低下を解消するには、低開度域における吸気
弁の閉弁時においても混合気の吸気流を残存させ
るようにすればよく、これに対処して開発された
エンジンが冒頭の、吸気通路の絞り弁より下流側
部位に連通する吸気ボツクスを備えたエンジンで
あり、当該エンジンについては本出願人が特願昭
54−81752号等にてすでに出願済みである。 Therefore, in order to eliminate the decrease in engine output in the low opening range of the throttle valve, it is sufficient to allow the intake flow of the air-fuel mixture to remain even when the intake valve is closed in the low opening range. The engine that was developed in response to this problem is the engine equipped with an intake box that communicates with the downstream part of the intake passage from the throttle valve.
No. 54-81752 has already been filed.
ところで、当該エンジンにおいては、従来の一
般のエンジンに比して吸気ボツクスを余分に備え
ているため、当該エンジンを自動二輪車の限られ
たスペースに搭載する場合、吸気ボツクスの配設
位置が大きな問題となる。 By the way, this engine has an extra intake box compared to conventional general engines, so when installing this engine in the limited space of a motorcycle, the placement position of the intake box is a big problem. becomes.
本発明は、この問題に対処すべくなされたもの
で、その主たる目的は、吸気ボツクスを自動二輪
車の他の構成部材の配設に何等影響を及ぼすこと
なく、かつ自動二輪車の外観を損うことなく配設
することにある。 The present invention has been made to solve this problem, and its main purpose is to provide an intake box that does not affect the arrangement of other components of the motorcycle and spoil the appearance of the motorcycle. The key is to arrange it without any problems.
以下、本発明を図面に基づいて説明するに、第
１図には本発明の一例に係る自動二輪車の要部が
示されている。この自動二輪車に搭載されたエン
ジン１０は、クランク室予圧縮式２行程エンジン
で、エンジン本体１０ａと気化器１０ｂを主要構
成部材としている。エンジン本体１０ａには、シ
リンダ部１１、シリンダヘツド部１２およびピス
トン１３により燃焼室R1が形成されていて、燃
焼室R1の頂部に点火プラグ１４が臨んでいる。
また、気化器１０ｂはピストンバルブ１５（絞り
弁）を備え、スペーサ１０ｃを介してシリンダ部
１１に連結されており、エンジン本体１０ａ、気
化器１０ｂおよびスペーサ１０ｃにより吸気通路
Ｐが形成されている。この吸気通路Ｐはエアクリ
ーナ１０ｄとシリンダ部１１のクランク室R2側
に連通していて、吸気通路Ｐの開口端はピストン
１３と共働して吸気バルブＶを形成する。また、
吸気通路Ｐには、その開口端の近くにリードバル
ブ１６が配設されている。なお、エンジン本体１
０ａのシリンダ部１１には、燃焼室R1とクラン
ク室R2とを連通可能な図示しない吸気通路、お
よび燃焼室R1と外部とを連通可能な図示しない
排気通路が形成されている。当該エンジン１０
は、自動二輪車の車体を構成するダウンチユーブ
２１、シートピラーチユーブ２２等に組付けられ
ている。 Hereinafter, the present invention will be explained based on the drawings. FIG. 1 shows the main parts of a motorcycle according to an example of the present invention. The engine 10 mounted on this motorcycle is a two-stroke engine with a crank chamber precompression type, and has an engine main body 10a and a carburetor 10b as its main components. In the engine body 10a, a combustion chamber R1 is formed by a cylinder portion 11, a cylinder head portion 12, and a piston 13, and a spark plug 14 faces the top of the combustion chamber R1 .
Further, the carburetor 10b includes a piston valve 15 (throttle valve) and is connected to the cylinder portion 11 via a spacer 10c, and an intake passage P is formed by the engine body 10a, the carburetor 10b, and the spacer 10c. This intake passage P communicates with the air cleaner 10d and the crank chamber R2 side of the cylinder portion 11, and the open end of the intake passage P cooperates with the piston 13 to form an intake valve V. Also,
A reed valve 16 is disposed in the intake passage P near its open end. In addition, the engine body 1
The cylinder portion 11 of 0a is formed with an intake passage (not shown) that allows communication between the combustion chamber R 1 and the crank chamber R 2 and an exhaust passage (not shown) that allows communication between the combustion chamber R 1 and the outside. The engine 10
is assembled to a down tube 21, a seat pillar tube 22, etc. that constitute the body of a motorcycle.
しかして、当該エンジン１０は吸気ボツクス１
０ｅを備えている。この吸気ボツクス１０ｅは、
合成樹脂にて形成されていて、その前後には平板
状の取付ブラケツト１７ａ，１７ｂが突設され、
またその前方下部には取付用パイプ１７ｃが突設
されている。かかる吸気ボツクス１０ｅは、前方
の取付ブラケツト１７ａにて車体を構成するメイ
ンパイプ２３に取付けられ、かつ後方の取付ブラ
ケツト１７ｂにてシートパイプ２４に突設した取
付ブラケツト２４ａに取付けられている。一方、
メインパイプ２３とシートパイプ２４には、第１
図および第２図に示すように燃料タンク２５が組
付けられている。この燃料タンク２５は、下面略
中央が車体の前後方向に延びる凹所２５ａに形成
された断面馬蹄形状のもので、凹所２５ａ内にメ
インパイプ２３を挿通した状態にてメインパイプ
２３とシートパイプ２４に組付けられている。こ
れにより、メインパイプ２３、シートパイプ２４
上に取付けられた吸気ボツクス１０ｅは、メイン
パイプ２３の上部にて燃料タンク２５の凹所２５
ａ内に収容されている。また、吸気ボツクス１０
ｅは、その取付用パイプ１７ｃとスペーサ１０ｃ
の上部に突設した取付用パイプ１８ａに接続され
たゴム製の接続管１８ｂを介して、ピストンバル
ブ１５とリードバルブ１６間の吸気通路Ｐに連通
されている。なお、接続管１８ｂは、その外周に
配設した金属製のコイルスプリング１８ｃにてエ
ンジン熱から保護され、かつその方向性を規制さ
れている。 However, the engine 10 is connected to the intake box 1.
Equipped with 0e. This intake box 10e is
It is made of synthetic resin, and has flat mounting brackets 17a and 17b protruding from the front and rear thereof.
Further, a mounting pipe 17c is provided protruding from the front lower part thereof. The intake box 10e is attached to a main pipe 23 constituting the vehicle body with a front mounting bracket 17a, and is attached to a mounting bracket 24a protruding from a seat pipe 24 with a rear mounting bracket 17b. on the other hand,
The main pipe 23 and the seat pipe 24 have a first
A fuel tank 25 is assembled as shown in the figure and FIG. The fuel tank 25 has a horseshoe-shaped cross section with a recess 25a extending in the front-rear direction of the vehicle body at approximately the center of the lower surface. It is assembled to 24. As a result, the main pipe 23, the seat pipe 24
The intake box 10e installed above is connected to the recess 25 of the fuel tank 25 at the upper part of the main pipe 23.
It is housed in a. In addition, intake box 10
e is the mounting pipe 17c and spacer 10c.
It communicates with the intake passage P between the piston valve 15 and the reed valve 16 via a rubber connecting pipe 18b connected to a mounting pipe 18a protruding from the upper part of the piston valve 15 and the reed valve 16. The connecting pipe 18b is protected from engine heat by a metal coil spring 18c disposed around its outer periphery, and its directionality is regulated.
このように構成した当該エンジン１０において
は、吸気通路Ｐのピストンバルブ１５より下流側
部位に連通する吸気ボツクス１０ｅを備えてい
て、エンジン１０の運転中吸気バルブＶが閉じて
エンジン１０の吸気行程が終了した後も気化器１
０ｂにより生成された混合気は吸気ボツクス１０
ｅ内へ流れ、吸気バルブＶが再び開くまでの間そ
の流動慣性を維持することができる。この結果、
吸気バルブＶが再び開くと流動慣性を備えた吸気
通路Ｐ内の混合気はクランク室R2内へ速やかに
吸引され、同時に吸気ボツクス１０ｅ内の混合気
も取付用パイプ１８ａから細い高速流の状態でク
ランク室R2内へ吸引される。従つて、ピストン
バルブ１５の低開度域において吸気バルブＶが閉
じている間も、吸気通路Ｐ内に混合気の流動慣性
を維持しえてクランク室R2内への混合気の充填
効率を高めることができ、充填効率の低下に起因
するエンジン１０の出力低下を改善することがで
きる。 The engine 10 configured in this manner includes an intake box 10e that communicates with the downstream side of the piston valve 15 in the intake passage P, and when the engine 10 is running, the intake valve V closes and the intake stroke of the engine 10 is interrupted. Vaporizer 1 even after the end
The air-fuel mixture generated by 0b is sent to the intake box 10.
e and can maintain its flow inertia until the intake valve V reopens. As a result,
When the intake valve V opens again, the air-fuel mixture in the intake passage P, which has fluid inertia, is quickly drawn into the crank chamber R2 , and at the same time, the air-fuel mixture in the intake box 10e also flows through the mounting pipe 18a in a thin, high-speed flow state. is sucked into the crank chamber R2 . Therefore, even while the intake valve V is closed in the low opening range of the piston valve 15, the flow inertia of the air-fuel mixture can be maintained in the intake passage P, increasing the filling efficiency of the air-fuel mixture into the crank chamber R2 . Therefore, it is possible to improve the decrease in the output of the engine 10 due to the decrease in filling efficiency.
ところで、本実施例においては、当該エンジン
１０の吸気ボツクス１０ｅをメインパイプ２３と
シートパイプ２４上に取付けて燃料タンク２５の
下面凹所２５ａ内に配置しているため、吸気ボツ
クス１０ｅは自動二輪車の他の構成部材の配設に
何等影響を及ぼすことなく、また吸気ボツクス１
０ｅは燃料タンク２５の下面凹所２５ａ内に収容
されているため、自動二輪車の外観を損うおそれ
もない。 By the way, in this embodiment, the intake box 10e of the engine 10 is mounted on the main pipe 23 and the seat pipe 24 and placed in the recess 25a on the lower surface of the fuel tank 25. intake box 1 without affecting the arrangement of other components in any way.
Since the fuel tank 0e is housed in the lower recess 25a of the fuel tank 25, there is no risk of spoiling the appearance of the motorcycle.
なお、本実施例においては、クランク室予圧縮
式２行程エンジンを搭載した自動二輪車の例につ
いて示したが、本発明はシリンダヘツド部に吸排
気バルブを備えた４行程エンジン、吸気通路にバ
タフライバルブ等の絞り弁を備えたエンジン等各
種形式のエンジンを搭載した各種形式の自動二輪
車に実施しうる。 In this embodiment, an example of a motorcycle equipped with a two-stroke engine with precompression in the crank chamber has been shown, but the present invention is a four-stroke engine equipped with an intake and exhaust valve in the cylinder head, and a butterfly valve in the intake passage. The present invention can be applied to various types of motorcycles equipped with various types of engines, such as engines equipped with throttle valves such as the above.
以上説明したように、本発明においては、吸気
通路に吸気流量調節用の絞り弁を備えるとともに
前記吸気通路の前記絞り弁より下流側部位に連通
する吸気ボツクスを備えたエンジンを搭載してな
る自動二輪車において、前記吸気ボツクスを当該
自動二輪車に搭載した燃料タンクの下面側凹所内
に配置したことにその構成上の特徴があり、これ
により、自動二輪車の他の構成部材の配設が前記
吸気ボツクスによつて影響されることはなく、か
つ自動二輪車の外観が損われることもない。 As explained above, in the present invention, an automatic engine equipped with an engine equipped with a throttle valve for regulating intake air flow rate in an intake passage and an intake box communicating with a downstream part of the intake passage from the throttle valve is provided. A two-wheeled vehicle is characterized by its structure in that the intake box is arranged in a recess on the lower surface of a fuel tank mounted on the motorcycle. The appearance of the motorcycle will not be affected by this, and the appearance of the motorcycle will not be impaired.
第１図は本発明の一例に係る自動二輪車の要部
を示す一部破断概略側面図、第２図は第１図の
−線に沿う縦断正面図である。
符号の説明、１０……エンジン、１０ａ……エ
ンジン本体、１０ｂ……気化器、１０ｅ……吸気
ボツクス、１５……ピストンバルブ（絞り弁）、
１８ｂ……接続管、２５……燃料タンク、２５ａ
……凹所、Ｐ……吸気通路。
FIG. 1 is a partially cutaway schematic side view showing essential parts of a motorcycle according to an example of the present invention, and FIG. 2 is a longitudinal sectional front view taken along the line - in FIG. 1. Explanation of symbols, 10...engine, 10a...engine body, 10b...carburizer, 10e...intake box, 15...piston valve (throttle valve),
18b... Connection pipe, 25... Fuel tank, 25a
...Recess, P...Intake passage.
Claims (1)
とともに前記吸気通路の前記絞り弁より下流側部
位に連通する吸気ボツクスを備えたエンジンを搭
載してなる自動二輪車において、前記吸気ボツク
スを当該自動二輪車に搭載した燃料タンクの下面
側凹所内に配置したことを特徴とする自動二輪
車。1. In a motorcycle equipped with an engine equipped with a throttle valve for regulating intake flow rate in the intake passage and an intake box that communicates with a downstream part of the intake passage from the throttle valve, the intake box is connected to the motorcycle. A motorcycle characterized in that the fuel tank is disposed in a recess on the lower side of a fuel tank mounted on the motorcycle.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55118008A JPS5744582A (en) | 1980-08-27 | 1980-08-27 | Autobicycle |
| KR1019810000925A KR830005473A (en) | 1980-08-27 | 1981-03-20 | Motorcycle |
| BR8105427A BR8105427A (en) | 1980-08-27 | 1981-08-25 | MOTORCYCLE |
| DE19813133854 DE3133854A1 (en) | 1980-08-27 | 1981-08-27 | Motorcycle |
| KR2019840009954U KR850000249Y1 (en) | 1980-08-27 | 1984-10-11 | Motor cycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP55118008A JPS5744582A (en) | 1980-08-27 | 1980-08-27 | Autobicycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5744582A JPS5744582A (en) | 1982-03-13 |
| JPS6345354B2 true JPS6345354B2 (en) | 1988-09-08 |
Family
ID=14725760
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP55118008A Granted JPS5744582A (en) | 1980-08-27 | 1980-08-27 | Autobicycle |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS5744582A (en) |
| KR (1) | KR830005473A (en) |
| BR (1) | BR8105427A (en) |
| DE (1) | DE3133854A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6159187U (en) * | 1984-09-14 | 1986-04-21 | ||
| JPH02291428A (en) * | 1990-01-12 | 1990-12-03 | Honda Motor Co Ltd | Two-cycle engine for motorcycle |
| JP3368696B2 (en) * | 1994-10-06 | 2003-01-20 | 川崎重工業株式会社 | Motorcycle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE714888C (en) * | 1937-12-16 | 1941-12-09 | Audi Nsu Auto Union Ag | Saddle-shaped fuel container, especially for motorcycles |
| AT184462B (en) * | 1953-08-26 | 1956-01-25 | Suedd Ilo Werk Gmbh | Intake silencers for motorcycles, in particular motorcycles |
| DE1833117U (en) * | 1956-11-10 | 1961-06-15 | Alfred Dipl Ing Kreidler | TANK ARRANGEMENT. |
| DE2338721B2 (en) * | 1973-07-31 | 1980-01-03 | Bayerische Motoren Werke Ag, 8000 Muenchen | Arrangement of a master cylinder in two-wheeled vehicles, especially motorcycles |
| JPS566014A (en) * | 1979-06-27 | 1981-01-22 | Yamaha Motor Co Ltd | Intake system for engine |
-
1980
- 1980-08-27 JP JP55118008A patent/JPS5744582A/en active Granted
-
1981
- 1981-03-20 KR KR1019810000925A patent/KR830005473A/en unknown
- 1981-08-25 BR BR8105427A patent/BR8105427A/en unknown
- 1981-08-27 DE DE19813133854 patent/DE3133854A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5744582A (en) | 1982-03-13 |
| KR830005473A (en) | 1983-08-20 |
| BR8105427A (en) | 1982-05-11 |
| DE3133854A1 (en) | 1982-04-15 |
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