KR0120208Y1 - Active stabilizer bar - Google Patents
Active stabilizer barInfo
- Publication number
- KR0120208Y1 KR0120208Y1 KR2019940036427U KR19940036427U KR0120208Y1 KR 0120208 Y1 KR0120208 Y1 KR 0120208Y1 KR 2019940036427 U KR2019940036427 U KR 2019940036427U KR 19940036427 U KR19940036427 U KR 19940036427U KR 0120208 Y1 KR0120208 Y1 KR 0120208Y1
- Authority
- KR
- South Korea
- Prior art keywords
- stabilizer
- vehicle
- driven gear
- driving
- groove
- Prior art date
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
- B60G21/0556—Mounting means therefor adjustable including a releasable coupling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
- B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/418—Bearings, e.g. ball or roller bearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/419—Gears
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/012—Hollow or tubular elements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
본 고안은 차량용 능동 스테빌라이져에 관한 것으로서, 특히 차량용 스테빌라이져에 있어서, 서로 양분되어 독립적으로 베어링에 회전지지되는 한쌍의 제1,2스테빌라이져, 상기 제1스테빌라이져의 전방에 형성되고 중공상의 내부에 후방으로 갈수록 확대경사진 테이퍼면을 갖는 돌기가 형성된 하우징, 상기 제2스테빌라이져의 전방에 형성되고 외주면에 상기 각 돌기에 끼워지도록 축소경사진 테이퍼면을 갖는 홈이 형성된 축, 상기 제2스테빌라이져에 형성된 종동기어 및 길이방향으로만 신축되는 토크커플링, 그리고 상기 종동기어와 치합된 구동기어를 회전시키는 모터를 구비하여서 된 특징적인 구성에 의해, 직선주행시는 스테빌라이져가 분할되어 각 바퀴가 독립적으로 현가되도록 하여 주행성이 안정되도록 하고, 또한 곡선주행시는 분할된 스테빌라이져가 일체화 되면서 비틀려지도록 하여 차량의 기울어짐이 완화되어 조향성이 향상되도록한 효과가 있다.The present invention relates to an active stabilizer for a vehicle. In particular, in a vehicle stabilizer, a pair of first and second stabilizers, which are bisected and independently rotated and supported by a bearing, are formed in front of the first stabilizer and gradually move toward the rear in the hollow interior. A housing having a projection having an enlarged tapered surface, a shaft formed in front of the second stabilizer and having a groove having a tapered surface inclined so as to fit into each projection on an outer circumferential surface thereof, a driven gear and a length formed on the second stabilizer A characteristic configuration is provided with a torque coupling that is stretched only in a direction and a motor that rotates the drive gear meshed with the driven gear. In linear driving, the stabilizer is divided so that the wheels are independently suspended so that the driving performance is stable. Also, when driving the curve As Immobilizer is integrated is the inclination of the vehicle so as to mitigate the effect of a twisted so that maneuverability is improved.
Description
제1도는 종래 스테빌라이져의 사시도.1 is a perspective view of a conventional stabilizer.
제2도는 본 고안이 결합된 자동차의 계통도.2 is a schematic diagram of a vehicle incorporating the present invention.
제3도는 본 고안 스테빌라이져의 분리 사시도.3 is an exploded perspective view of the stabilizer of the present invention.
제4도는 본 고안 스테빌라이져의 결합상태 단면도.Figure 4 is a cross-sectional view of the coupling state of the present invention stabilizer.
*도면의 주요 부분에 대한 부호의 설명* Explanation of symbols for the main parts of the drawings
10:바퀴20, 21:스테빌라이져10: wheel 20, 21: stabilizer
22:하우징23:돌기22: housing 23: protrusion
23a:테이퍼면23b:완충구23a: tapered surface 23b: toy
24:축25:홈24: shaft 25: groove
26:종동기어27:토션커플링26: driven gear 27: torsion coupling
28:구동기어29:모터28: drive gear 29: motor
본 고안은 차량용 스테빌라이져에 관한 것으로서, 더욱 상세하게는 서로 양분된 상태에서 직선 주행시는 독립 현가되도록 하고 또한 곡선주행시에는 서로 연결되어 차량의 기울어짐이 저하되도록한 차량용 능동 스테빌라이져에 관한 것이다.The present invention relates to a stabilizer for a vehicle, and more particularly, to an active stabilizer for a vehicle such that when running in a straight line in a divided state and connected to each other when driving in a curve, the inclination of the vehicle is reduced.
일반적으로 조향안정성과 승차감을 향상시키기 위하여 패시브서스팬션(passive suspension)을 설치하여 차량을 제어한다. 이러한 패시브서스팬션은 로우콘트롤아암을 연결하는 스테빌라이져로 구성된다. 즉 제1도에 도시된 것처럼 좌, 우측바퀴(1)가 각각 설치되는 로우콘트롤아암(2)과 이들 아암(2)이 서로 연결된 스테빌라이져(3)로 구성된다. 이때 스테빌라이져(3)는 양측으로 설치된 베어링(4)에 의해 비틀링 방향으로 회전지지된다.In general, a passive suspension is installed to control the vehicle in order to improve steering stability and ride comfort. These passive suspensions consist of stabilizers connecting low control arms. That is, as shown in FIG. 1, the left and right wheels 1 are provided with a low control arm 2 and stabilizers 3 with which these arms 2 are connected to each other. At this time, the stabilizer 3 is rotatably supported in the twisting direction by the bearings 4 provided on both sides.
한편 각 바퀴(1)는 로우콘트롤아암(2)에 설치된 독립현가장치(미도시)에 의해 차량의 주행중에 발생되는 상하진동이 독립적으로 완화된다.On the other hand, each wheel 1 is independently mitigated by the independent suspension device (not shown) installed in the low control arm (2) while driving the vehicle.
이처럼 구성된 스테빌라이져(3)는 일종의 비틀링스프링의 역할을 하는 것으로서, 차량의 선회시 원심력에 의해 횡가속도가 발생하고 이에 의해 차량에는 차량의 로울 중심을 중심으로 회전모우멘트가 발생하여 횡가속도의 방향으로 차량이 기울게 된다. 이때 차량의 무게가 한쪽으로 과도하게 전가되고 또 바퀴(1)에서 슬립이 발생하여 조향성이 악화된다. 이때 각 바퀴(1)에 연결된 스테빌라이져(3)에 의해 좌우의 높이차에 의해 발생되는 토우크가 보상된다.The stabilizer 3 configured as described above acts as a kind of torsion spring, and when the vehicle is turning, lateral acceleration is generated by centrifugal force, which causes the vehicle to generate a rotation moment around the center of the vehicle's roll. The vehicle is tilted. At this time, the weight of the vehicle is excessively transferred to one side, and slip occurs in the wheel 1, thereby deteriorating steering. At this time, the torque generated by the left and right height difference is compensated by the stabilizer 3 connected to each wheel (1).
그러나 종래의 스테빌라이져(3)는 고정된 강성을 가지고 있기 때문에 다양하고 급작스런 주행조건의 변화에 대처하지 못하여 외부 로울 모우멘트에 수동적인 변동만을 하므로서, 급격한 조향시 차량의 무게가 한쪽으로 과도하게 전가되고 또 바퀴에서 슬립이 발생하여 조향성이 악화되며 노면이 고르지 못한 곳을 통과할때 스테빌라이져(3)를 통하여 각 바퀴(1)의 진동이 전달되어 출렁거림이 발생되어 주행성이 저하되는 단점이 있다.However, since the stabilizer 3 has a fixed rigidity, it does not cope with a variety of sudden changes in driving conditions and only makes manual fluctuations in the external roll moment, so that the weight of the vehicle is excessively transferred to one side during sudden steering. In addition, the slip occurs in the wheel, the steering performance is deteriorated, and when passing through the uneven road surface vibration of each wheel (1) is transmitted through the stabilizer (3) has a disadvantage that the runability is deteriorated.
본 고안은 상기와 같은 문제점을 해결하기 위해 안출된 것으로서, 본 고안의 목적은, 직선 주행시는 스페빌라이져가 양분된 상태로 좌, 우측의 바퀴가 독립적으로 현가되도록 하여 각 바퀴의 요동이 서로에게 영향을 미치지 않도록 하고 또한 곡선 주행시는 양분된 스테빌라이져가 서로 연결되어 토오크가 발생되도록 하여 차량의 기울어짐이 감소되도록 한 차량용 능동 스테빌라이져를 제공함에 있다.The present invention is devised to solve the problems as described above, the object of the present invention, the wheels of the left and right in the state in which the stabilizer is bisected when running in a straight line so that the suspension of each wheel to each other independently The present invention provides an active stabilizer for a vehicle that does not affect the vehicle, and the divided stabilizers are connected to each other to generate torque, thereby reducing the inclination of the vehicle.
상기 목적을 달성하기 위하여 본 고안은, 차량용 스테빌라이져에 있어서, 서로 양분되어 독립적으로 베어링에 회전지지되는 한쌍의 제1,2스테빌라이져, 상기 제1스테빌라이져의 전방에 형성되고 중공상의 내부에 후방으로 갈수록 확대경사진 테이퍼면을 갖는 돌기가 형성된 하우징, 상기 제2스테빌라이져의 전방에 형성되고 외주면에 상기 각 돌기에 끼워지도록 축소경사진 테이퍼면을 갖는 홈이 형성된 축, 상기 제2스테빌라이져에 형성된 종동기어 및 길이방향으로만 신축되는 토크커플링, 그리고 상기 종동기어와 치합된 구동기어를 회전시키는 모터를 구비하여서 된 점에 특징있다.In order to achieve the above object, the present invention, in a vehicle stabilizer, a pair of first and second stabilizers, which are divided into each other and independently supported by a bearing, are formed in front of the first stabilizer and enlarged toward the rear in the hollow interior. A housing having projections with a photographic tapered surface, an axis formed with a groove having a tapered surface that is formed in front of the second stabilizer and is tapered on the outer circumferential surface thereof so as to fit into each projection, a driven gear and a longitudinal direction formed in the second stabilizer It is characterized in that it is provided with a torque coupling that is stretched only to a motor for rotating the drive gear meshed with the driven gear.
이하에서는 첨부도면을 참조하여 본 고안의 바람직한 실시예를 상세히 설명한다.Hereinafter, with reference to the accompanying drawings will be described in detail a preferred embodiment of the present invention.
제2도는 본 고안이 결합된 자동차의 계통도이고 제3도는 본 고안 스테빌라이져의 분리 사시도이다. 즉 본 고안은 전, 후방에 있는 로우콘트롤아암(11)에 설치된 좌, 우측 바퀴(10)를 연결하는 스테빌라이져가 서로 양분된 상태에서 제1, 제2스테빌라이져(20)(21)로 구성된다. 예컨대 제1스테빌라이져(20)는 선단에 중공상의 하우징(22)이 결합되고 제2스테빌라이져(21)는 하우징(22)에 끼워지는 축(24)이 형성된다.2 is a schematic diagram of a vehicle to which the present invention is incorporated, and FIG. 3 is an exploded perspective view of the stabilizer of the present invention. That is, the present invention consists of first and second stabilizers 20 and 21 in a state where the stabilizers for connecting the left and right wheels 10 installed on the low control arm 11 at the front and rear are divided into two. For example, the first stabilizer 20 has a hollow housing 22 coupled to the front end thereof, and the second stabilizer 21 has a shaft 24 fitted into the housing 22.
하우징(22)은 내부에 방사상으로 다수개의 돌기(23)가 형성되고 각 돌기는 축(24)이 끼워지는 방향으로 확대경사진 테이퍼면(23a)을 갖는다. 한편 축(24)은 외주면에 돌기(23)에 끼워지는 홈(25)이 형성되고 각 홈(25) 역시 테이퍼면(23a)과 대응토록 끼워지는 방향으로 축소경사진 테이퍼면(23a)을 갖는다. 또한 각 돌기(23)의 테이퍼면(23a)에는 충격을 흡수하는 완충구(23b)가 형성되어 홈(25)이 돌기(23)에 결합될 때 발생되는 충격소음이 감소된다.The housing 22 has a plurality of projections 23 radially formed therein, and each projection has a tapered surface 23a inclined in the direction in which the shaft 24 is fitted. On the other hand, the shaft 24 has a groove 25 fitted to the projection 23 on its outer circumferential surface, and each groove 25 also has a tapered surface 23a inclined in a direction that fits with the tapered surface 23a. . In addition, a shock absorbing opening 23b is formed on the tapered surface 23a of each protrusion 23 to reduce impact noise generated when the groove 25 is coupled to the protrusion 23.
한편 제2스테빌라이져(21)에는 축(24)의 후방으로 종동기어(26)와 토션커플링(27)이 형성된다. 이때 토션커플링(27)은 길이방향으로는 늘어나는 반면에 회전방향으로는 토오크가 발생된다. 한편 종동기어(26)와 치합된 구동기어(28)는 모터(29)로 구동된다.Meanwhile, the driven gear 26 and the torsion coupling 27 are formed in the second stabilizer 21 at the rear of the shaft 24. At this time, the torsion coupling 27 extends in the longitudinal direction, while torque is generated in the rotational direction. Meanwhile, the drive gear 28 meshed with the driven gear 26 is driven by the motor 29.
한편 바퀴(10)를 조향하는 스티어링(12)에 조향각센서(13)가 설치되고 이 조향각센서(13)의 신호에 따라 조향정도를 계산하여 각 모터(29)를 구동하는 제어부(14)가 구비된다. 미설명부호 15는 제1, 제2스테빌라이져(20)(21)를 독립적으로 회전지지하는 베어링을 나타낸다.Meanwhile, a steering angle sensor 13 is installed in the steering 12 steering the wheel 10, and a control unit 14 which drives each motor 29 by calculating a steering degree according to the signal of the steering angle sensor 13 is provided. do. Reference numeral 15 denotes a bearing that independently supports the first and second stabilizers 20 and 21.
이처럼 구성된 본 고안은 조향시의 변화량이 조향각센서(13)를 통해 제어부(14)에 인가되면 이를 연산하여 각 모터(29)가 구동된다. 즉 모터(29)의 구동으로 제2스테빌라이져(21)가 선형적으로 운동되고 이는 클러치형태를 가지는 하우징(22)과 축(24)에 의하여 이들의 돌기(23)와 홈(25)의 결합정도가 제어된다.According to the present invention configured as described above, when the amount of change in steering is applied to the controller 14 through the steering angle sensor 13, the motor 29 is driven by calculating the calculated amount. That is, the second stabilizer 21 is linearly moved by the driving of the motor 29, and this is the coupling degree of the protrusion 23 and the groove 25 by the housing 22 and the shaft 24 having a clutch shape. Is controlled.
즉 돌기(23)와 홈(25)의 최소 접속시에는 제1, 제2스테빌라이져(20)(21)가 서로 영향을 주지 않는 상태로 독립되고 완전 접속시에는 하나로 연결되어 각 로우콘트롤아암(11)의 높이차에 해당되는 토오크가 발행되어 차량의 좌우 기울어짐이 최소화된다.That is, when the protrusion 23 and the groove 25 are connected at least, the first and second stabilizers 20 and 21 are independent of each other without affecting each other. A torque corresponding to the height difference of) is issued to minimize the inclination of the vehicle left and right.
이를 좀더 구체적으로 설명하면, 초기에는 즉 직선주행에서는 축(24)이 하우징(22)에 절반정도 결합된다. 이때는 돌기(23)와 홈(25)사이에 틈이 발생되어 자유로운 회전(약 20도 정도)이 보장된다. 따라서 직선주행시 발생되는 각 바퀴(10)의 진동이 서로 독립된 현가장치에 의해 완화됨과 동시에 서로에는 영향을 미치지 않는다. 따라서 주행성이 안정된다.In more detail, the shaft 24 is coupled to the housing 22 about halfway in the initial stage, that is, in linear driving. At this time, a gap is generated between the protrusion 23 and the groove 25 to ensure free rotation (about 20 degrees). Therefore, vibrations of the wheels 10 generated when driving in a straight line are alleviated by independent suspension devices and do not affect each other. Therefore, runability is stabilized.
한편 곡선주행시는 스티어링(12)이 조향되고 이를 조향각센서(13)가 감지하여 제어부(14)에 제어신호를 보낸다. 이때 제어부(14)는 조향중인 바퀴(10)가 있는 해당 모터(29)를 구동시켜 구동기어(28)를 구동시킨다. 이때 구동기어(28)의 구동이 종동기어(26)를 통하여 제2스테빌라이져(21)에 전달되면 토션커플링(27)을 통하여 제2스테빌라이져(21)가 일방향으로 이동되어 축(24)이 하우징(22)에 완전결합된다. 이때 홈(25)이 돌기(23)에 체결되면서 제1, 제2스테빌라이져(20)(21)가 일체화 된다. 이때 결합되는 충격은 돌기(23)의 테이퍼면(23a)에 형성된 완충구(23b)에 의해 완화된다.On the other hand, during the curve driving, the steering 12 is steered and the steering angle sensor 13 detects this and sends a control signal to the controller 14. At this time, the controller 14 drives the drive gear 28 by driving the motor 29 having the steering wheel 10 being steered. At this time, when the drive of the drive gear 28 is transmitted to the second stabilizer 21 through the driven gear 26, the second stabilizer 21 is moved in one direction through the torsion coupling 27 so that the shaft 24 is moved to the housing. Fully coupled to (22). At this time, the groove 25 is fastened to the protrusion 23 and the first and second stabilizers 20 and 21 are integrated. At this time, the combined shock is alleviated by the buffer port 23b formed on the tapered surface 23a of the protrusion 23.
이처럼 각 스테빌라이져(20)(21)가 일체화되면 조향중 로우콘트롤아암(11)의 높이차로 인하여 발생되는 차량의 기울기가 완화된다. 즉 차량이 기울어질때 일체화된 스테빌라이져(20)(21)가 비틀려지므로 차량의 기울어짐이 완화되어 조향성이 안정되는 것이다.As such, when the stabilizers 20 and 21 are integrated, the inclination of the vehicle generated by the height difference of the low control arm 11 during steering is alleviated. That is, when the vehicle is tilted, the integrated stabilizers 20 and 21 are twisted, so that the tilt of the vehicle is alleviated and steering is stabilized.
이상에서와 같이 본 고안에 따르면 직선주행시는 스테빌라이져가 분할되어 각 바퀴가 독립적으로 현가되도록 하여 주행성이 안정되도록 하고, 또한 곡선주행시는 분할된 스테빌라이져가 일체화 되면서 비틀려지도록 하여 차량의 기울어짐이 완화되어 조향성이 향상되도록 한 효과가 있다.As described above, according to the present invention, when driving in a straight line, the stabilizer is divided so that each wheel is independently suspended, so that the driving performance is stabilized, and when driving in a curve, the stabilizer is twisted while being integrated with the divided stabilizer. There is an effect to improve steering.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019940036427U KR0120208Y1 (en) | 1994-12-27 | 1994-12-27 | Active stabilizer bar |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019940036427U KR0120208Y1 (en) | 1994-12-27 | 1994-12-27 | Active stabilizer bar |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR960020836U KR960020836U (en) | 1996-07-18 |
| KR0120208Y1 true KR0120208Y1 (en) | 1998-07-01 |
Family
ID=19403251
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR2019940036427U KR0120208Y1 (en) | 1994-12-27 | 1994-12-27 | Active stabilizer bar |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR0120208Y1 (en) |
-
1994
- 1994-12-27 KR KR2019940036427U patent/KR0120208Y1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| KR960020836U (en) | 1996-07-18 |
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