US20040229522A1 - Jet propulsion boat - Google Patents
Jet propulsion boat Download PDFInfo
- Publication number
- US20040229522A1 US20040229522A1 US10/827,925 US82792504A US2004229522A1 US 20040229522 A1 US20040229522 A1 US 20040229522A1 US 82792504 A US82792504 A US 82792504A US 2004229522 A1 US2004229522 A1 US 2004229522A1
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- US
- United States
- Prior art keywords
- engine
- water jet
- engine speed
- turbocharger
- controller
- 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.)
- Abandoned
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 48
- 230000001133 acceleration Effects 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 claims 4
- 230000003247 decreasing effect Effects 0.000 claims 1
- 230000000694 effects Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000001788 irregular Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 229920006395 saturated elastomer Polymers 0.000 description 1
- 230000007306 turnover Effects 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 239000002351 wastewater Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
- B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Supercharger (AREA)
Abstract
To provide a jet propulsion boat that enables preventing the occurrence of cavitation. In a jet propulsion boat that jets water pressurized and accelerated by a water jet pump from a rear jet nozzle and is propelled by its reaction, a turbocharger is provided to an engine for driving the water jet pump and in case the rate of the rise of engine speed is a predetermined value or more, delay control is applied to the rise of the boost pressure of the turbocharger.
Description
- CROSS REFERENCE TO RELATED APPLICATIONS
- This application claims priority to Japanese Patent Application No. 2003-118352 filed on Apr. 23, 2003.
- The present invention relates to a boat that is propelled by jetting pressurized and accelerated water through a jet nozzle.
- Until now, to prevent the occurrence of cavitation in a water jet driven personal water craft, the number of revolutions of a water jet pump is controlled. For an example, refer to JP-A-2001-328591, which discloses an invention for avoiding cavitation in a water jet boat without depending upon the experience and intuition of a pilot. According to this invention, a water jet pump is operated based upon the practical target number of revolutions and the actual number of revolutions by calculating the actual number of revolutions of a water jet pump and the cavitation limit number of revolutions showing the limit of the occurrence of cavitation corresponding to the number of revolutions of the pump and selecting either smaller one of the cavitation limit number of revolutions or the target number of revolutions as the practical target number of revolutions when the target number of revolutions of the water jet pump is input.
- The inclusion of a turbocharger (power booster) in a water jet driven personal water craft (jet propulsion boat) can enable rapid acceleration of the personal water craft. However, when engine speed and the number of revolutions of a water jet pump rapidly rise, the flow velocity of a stream flowing in a duct also similarly rapidly rises. This causes a rapid decrease in hydraulic pressure in the duct. When the hydraulic pressure exceeds saturated vapor pressure, bubbles (cavities) are formed at ordinary temperature thereby resulting in cavitation.
- FIG. 6 summarizes this problem. In particular, it shows that when a throttle valve (TH) is fully opened, engine (ENG) speed NE accordingly rises. The target boost pressure of the turbocharger also rapidly rises according to the rapid rise of the engine speed and engine speed further rapidly rises. When engine speed or the rate of the rise of engine speed reaches a certain value, cavitation occurs and results in irregular engine speed or hunting. (See a part A in FIG. 6).
- In other words, as thrust energy to be originally used for propelling a boat is consumed in vain by the vaporization energy of water, thereby causing vibrations of an impeller of the water jet pump and other parts.
- The invention is made to prevent such a situation. The object is to provide a jet propulsion boat that enables preventing hunting by preventing cavitation.
- The invention relates to a jet propulsion boat that jets water pressurized and accelerated by a water jet pump from a rear jet nozzle and is propelled by its reaction. The jet propulsion boat includes a power booster turbocharger that can be controlled if the rate of the rise of engine speed is a predetermined value or more.
- By such configuration, if a throttle is fully opened and the engine speed rapidly rises to a predetermined value or more, delay control is applied to the rise of the boost pressure of the power booster and the rise of engine speed can be inhibited.
- FIG. 1 is a side view a part of which is cut out showing a jet propulsion boat equivalent to this embodiment.
- FIG. 2 is a plan showing the same jet propulsion boat.
- FIG. 3 is a schematic perspective view mainly showing an engine and a turbocharger.
- FIG. 4 is a graph mainly showing the variation in time of engine speed.
- FIG. 5 is a flowchart showing the flow of a boost pressure control process.
- FIG. 6 is a graph showing the variation in time of the engine speed of a conventional type.
- Referring to the drawings, one embodiment of a jet propulsion boat according to the invention will be described below. FIG. 1 is a side view a part of which is cut out showing a jet propulsion boat equivalent to this embodiment and FIG. 2 is a plan showing the same jet propulsion boat.
- As shown in these drawings (mainly FIG. 1), the
jet propulsion boat 10, otherwise commonly known as a personal water craft, is a saddle-type small-sized boat, a crew sits on aseat 12 on thebody 11, and the output of anengine 20 is adjusted by gripping and operating asteering handlebar 13 with a throttle lever and adjusting an opening of a throttle valve (not shown) of theengine 20. - The body of the
boat 11 has floating structure acquired by bonding ahull 14 and adeck 15 and formingspace 16 inside. In thespace 16, theengine 20 is mounted above thehull 14 and awater jet pump 30 as propelling means driven by theengine 20 is provided to the rear of thehull 14. - The
water jet pump 30 is provided with animpeller 32 arranged in aduct 18 extended from anintake 17 open to the bottom to adeflector 38 via anexhaust nozzle 31 open to the rear end of the body, and adrive shaft 22 for driving theimpeller 32 is coupled to theoutput shaft 21 of theengine 20 via acoupler 21 a. - Therefore, when the
impeller 32 is rotated by theengine 20 via thecoupler 21 a and theshaft 22, water taken in from theintake 17 is jetted from theexhaust nozzle 31 via thedeflector 38 and hereby, thebody 11 is propelled. - The number of revolutions of the
engine 20, that is, propelling force by thewater jet pump 30 is operated by the turning operation of thethrottle lever 13 a (see FIG. 2) of thesteering handlebar 13. Thedeflector 38 is linked with thesteering handlebar 13 via operating wire not shown, is turned by the operation of thehandlebar 13 and hereby, a course of thebody 11 can be changed. - FIG. 3 is a schematic perspective view mainly showing the
engine 20. - The
engine 20 is a DOHC-type in-line four-cylinder dry sump-type four-cycle engine and its crankshaft (see theoutput shaft 21 shown in FIG. 1) is arranged along the longitudinal direction of thebody 11. - As shown in FIGS.1 to 3, a
surge tank 41 and an inter-cooler 22 are connected and arranged on the left side of theengine 20 in the traveling direction F of thebody 11 and anexhaust manifold 23 is arranged on the right side of theengine 20. - A
turbocharger 24 for feeding compressed intake air to theengine 20 is arranged at the back of theengine 20 and anair cleaner case 40 for taking new air in theturbocharger 24 via apipe 25 is arranged in front of theengine 20. - An exhaust outlet of the exhaust manifold23 (see FIG. 2) is connected to a turbine of the
turbocharger 24. Besides, the inter-cooler 22 is connected to a compressor of theturbocharger 24 via apipe 22 a and thesurge tank 41 is connected to the inter-cooler 22 via apipe 21 b. Therefore, after new air from theair cleaner case 40 is supplied to theturbocharger 24 via thepipe 25, is compressed in its compressor and is supplied and cooled to/in the inter-cooler 22 via thepipe 22 a, the new air is supplied to theengine 20 via thesurge tank 41. - Exhaust gas which fulfills the role of turning the turbine of the
turbocharger 24 is exhausted into awater muffler 60 via afirst exhaust pipe 51, a backflow preventing chamber 52 for preventing the back flow of water in a turnover (the penetration of water into theturbocharger 24 and others) and asecond exhaust pipe 53, and is further exhausted into a stream made by thewater jet pump 30 from thewater muffler 60 via an exhaust gas/waste water pipe 54. - An engine speed sensor that senses engine speed and a throttle angle sensor that senses an angle of the throttle valve are provided to the
engine 20. A boost pressure sensor that senses boost pressure is provided to theturbocharger 24. The engine speed sensor, the throttle angle sensor and the boost pressure sensor are connected to acontroller 100 of thejet propulsion boat 10. Values measured by these sensors are constantly output to thecontroller 100. Thecontroller 100 is an engine control unit (ECU) that controls theengine 20, theturbocharger 24 and other parts of the engine. - Next, referring to the drawings, the operation of the jet propulsion boat equivalent to this embodiment will be described. FIG. 4 is a graph showing the variation in time of engine (ENG) speed NE in the jet propulsion boat equivalent to this embodiment. In this graph, the x-axis shows time (sec) and the y-axis shows engine speed (rpm). FIG. 5 is a flowchart showing the flow of a boost pressure control process in the jet propulsion boat equivalent to this embodiment.
- At
time 0, as an angle of the throttle valve TH is small, engine speed NE, boost pressure PC are stably kept low. At this time, the engine speed sensor measures engine speed NE and outputs it to thecontroller 100. The throttle angle sensor measures an angle of the throttle valve TH and outputs it to thecontroller 100. - The
controller 100 receives the input of the angle of the throttle valve TH, reads target boost pressure POBJN corresponding to input engine speed based upon a program map of target boost pressure POBJN written to ROM of thecontroller 100 beforehand and controls the boost pressure of theturbocharger 24 based upon the target boost pressure POBJN. At this time, as the engine speed NE is low, target boost pressure POBJN read based upon the program map has a higher value than actual boost pressure PC. - Suppose that an angle of the throttle valve TH of the
engine 20 is made fully open because a rider grips thesteering handlebar 13 provided with the throttle lever. At this time, the engine speed sensor measures engine speed NE and outputs it to thecontroller 100. The throttle angle sensor measures an angle (fully open) of the throttle valve TH and outputs it to thecontroller 100. Thecontroller 100 receives the input of the angle of the throttle valve TH and determines whether the input value is a preset value or more (a step S1 in FIG. 5). It is a value in a fully open state that is a set value for an angle of the throttle valve in this embodiment. - The
controller 100 sets apreset value 1 of boost pressure stored in ROM using time when the throttle valve becomes fully open as a trigger (Yes in the step S1) at this time and controls the boost pressure of theturbocharger 24 based upon the preset value 1 (a step S2). In the meantime, in case an angle of the throttle valve does not reach the set value (No in the step S1), the step S1 is repeated again. - The
preset value 1 in a boost pressure control command WCMD is naturally set to a lower value than the target boost pressure used for the control of theturbocharger 24. Thepreset value 1 has a fixed value for a time base. - When the throttle valve (TH) is fully opened, engine speed NE accordingly rises. The
controller 100 executes feedback control over the target boost pressure POBJN based upon the raised engine speed NE. That is, thecontroller 100 calculates target boost pressure POBJN corresponding to the raised engine speed NE. - The calculated target boost pressure POBJN follow the rapid rise of the engine speed NE.
- That is, the target boost pressure POBJN of the turbocharger also rapidly rises together with engine speed NE, however, the
controller 100 controls the boost pressure of theturbocharger 24 based upon the correspondingpreset value 1. The engine speed sensor further measures engine speed NE for this while and outputs it to thecontroller 100. - The
controller 100 determines whether input engine speed NE is a set value or more. When engine speed NE reaches the set value (setting NE1 shown in FIG. 4)(Yes in a step S3), the controller sets a timer using this as a trigger (a step S5) and further controls the boost pressure of theturbocharger 24 based upon the correspondingpreset value 1 by fixed time (TIMER1) from this time. - In case engine speed NE does not reach the set value (No in the step S3), the
controller 100 further calculates the rate of the rise of engine speed NE per time based upon input engine speed NE and elapsed time. When the calculated rate of the rise of engine speed NE reaches a set value (Yes in the step S4), thecontroller 100 sets the timer using this as a trigger (the step S5) and further controls the boost pressure of theturbocharger 24 based upon the correspondingpreset value 1 by fixed time (TIMER1) from this time. - In the meantime, in case neither engine speed NE nor the rate of the rise of engine speed reach each set value (No in the step S4), processing is repeated from the step S3 again.
- When it is determines by the timer that fixed time (TIMER1) elapses (Yes in a step S6) since engine speed NE or the rate of the rise of engine speed NE reaches its set value, the
controller 100 calculates a preset reset value based upon actual boost pressure PC at the time and target boost pressure POBJN (a step S7). - The
controller 100 adds the calculated preset reset value to thepreset value 1 and sets the added value (a step S8). The controller newly sets the timer using the setting of the added value as a trigger as in the step S5 (a step S9) and further controls the boost pressure of theturbocharger 24 based upon the corresponding added value (thepreset value 1+the preset reset value) by fixed time (TIMER2) from this time. - When it is determined by the timer that fixed time (TIMER2) elapses (Yes in a step S10) since the added value is set, the
controller 100 similarly calculates a preset reset value based upon actual boost pressure PC at the time and target boost pressure POBJN, further adds the calculated preset reset value and controls the boost pressure of theturbocharger 24 based upon the added value. In the meantime, thecontroller 100 controls the boost pressure of theturbocharger 24 based upon the added value until fixed time (TIMER2) elapses (No in the step S10). - The
controller 100 executes the above-mentioned process until actual boost pressure PC is stabilized at target boost pressure POBJN, for example until the absolute value of the preset reset value is a set value or less. - The rate of the rise of engine speed is securely limited by such control over the boost pressure of the
turbocharger 24 so that the rate is a fixed value or less. As for theengine 20 and thewater jet pump 30, thedrive shaft 22 for drive of theimpeller 32 is coupled to theoutput shaft 21 of theengine 20 via thecoupler 21 a, the number of revolutions of the water jet pump is determined together with the corresponding engine speed. - Therefore, if the allowable rate of the rise of the number of revolutions of the water jet pump is determined based upon a characteristic of the occurrence of cavitation in the water jet pump, the rate of the rise of engine speed or engine speed (the setting NE1) can be determined.
- The rise of the number of revolutions of the water jet pump in which cavitation occurs can be avoided by setting a value of the timer as described above.
- Therefore, according to the jet propulsion boat equivalent to this embodiment, effect that the occurrence of cavitation in the
water jet pump 30 can be prevented and the vain consumption of thrust energy can be prevented is acquired. - Besides, as engine speed can be also stabilized as shown in A in FIG. 4 at the time of rapid acceleration by preventing the occurrence of cavitation, effect that the increase of vibration can be inhibited is further acquired.
- The embodiment of the invention is described above, however, the invention is not limited to the embodiment and can be suitably transformed in a range of the object of the invention.
- As described above, according to the invention, as delay control is applied to the rise of the boost pressure of the power booster and the rate of the rise of engine speed is inhibited in case the throttle is fully opened, engine speed rapidly rises and the rate of the rise of engine speed is the predetermined value or more, effect that the occurrence of cavitation can be prevented can be acquired.
- According to an alternate embodiment, as the throttle is fully opened, engine speed rapidly rises, in case engine speed exceeds the predetermined value, the boost pressure of the power booster is limited and the rapid rise of engine speed is inhibited. As a result, the occurrence of cavitation can be prevented.
- The above specification, examples and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention resides in the claims hereinafter appended.
Claims (7)
1. A water jet propelled boat comprising:
a water jet pump that pressurizes and accelerates water from an inlet port to an outlet port;
an engine for driving the water jet pump, the engine including a power booster for compressing intake air, and a throttle for regulating the intake air flow into the engine;
a controller for regulating the power booster;
a power booster pressure sensor connected to the controller; and
an engine speed sensor connected to the controller;
wherein the controller is adapted to regulate the pressure in the power booster in response to the sensed engine speed to avoid cavitation even when the throttle is in a fully open position.
2. A water jet propelled boat comprising:
a turbocharger;
a controller for regulating the air pressure within the turbocharger, wherein the controller includes:
a memory adapted to store predetermined values;
a throttle angle sensor for sensing throttle angle;
a turbocharger pressure sensor for sensing turbocharger pressure;
an engine speed sensor for sensing engine speed;
a timer for obtaining elapsed time; and
a processing unit for setting a target pressure in the turbocharger based upon predetermined values and sensed values of throttle angle, turbocharger pressure, engine speed, and elapsed time.
3. The water jet propelled boat according to claim 2 , wherein controller applies delay control to the rise of the pressure in the turbocharger when the acceleration of the engine reaches a predetermined value.
4. The water jet propelled boat according to claim 2 , wherein the controller limits the pressure in the turbocharger when the engine speed reaches a predetermined value.
5. The water jet propelled boat according to claim 3 , wherein the predetermined value is set as to avoid cavitation.
6. The water jet propelled boat according to claim 4 , wherein the predetermined value is set as to avoid cavitation.
7. A water jet propelled boat comprising:
a water jet pump that pressurizes and accelerates water;
an engine for driving the water jet pump, the engine including a user controlled throttle for regulating the engine speed; and
means for decreasing available range of engine speeds to avoid cavitation even when the throttle is fully opened.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/226,098 US7048598B2 (en) | 2003-04-23 | 2005-09-14 | Jet propulsion boat |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003-118352 | 2003-04-23 | ||
JP2003118352A JP4198515B2 (en) | 2003-04-23 | 2003-04-23 | Jet propulsion boat |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/226,098 Continuation US7048598B2 (en) | 2003-04-23 | 2005-09-14 | Jet propulsion boat |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040229522A1 true US20040229522A1 (en) | 2004-11-18 |
Family
ID=33296358
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/827,925 Abandoned US20040229522A1 (en) | 2003-04-23 | 2004-04-19 | Jet propulsion boat |
US11/226,098 Expired - Lifetime US7048598B2 (en) | 2003-04-23 | 2005-09-14 | Jet propulsion boat |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/226,098 Expired - Lifetime US7048598B2 (en) | 2003-04-23 | 2005-09-14 | Jet propulsion boat |
Country Status (3)
Country | Link |
---|---|
US (2) | US20040229522A1 (en) |
JP (1) | JP4198515B2 (en) |
CA (1) | CA2464178C (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008155448A1 (en) * | 2007-06-21 | 2008-12-24 | Abb Oy | Method and apparatus for controlling propulsion drive of ship |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE202005004658U1 (en) * | 2005-03-22 | 2005-06-02 | Rosenberger Hochfrequenztechnik Gmbh & Co. Kg | Car roof antenna |
US8190316B2 (en) * | 2006-10-06 | 2012-05-29 | Yamaha Hatsudoki Kabushiki Kaisha | Control apparatus for marine vessel propulsion system, and marine vessel running supporting system and marine vessel using the same |
JP5181334B2 (en) * | 2008-03-17 | 2013-04-10 | 本田技研工業株式会社 | Vehicle with internal combustion engine with supercharger |
JP5004025B2 (en) * | 2008-03-28 | 2012-08-22 | 本田技研工業株式会社 | Engine control device for jet propulsion boat |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5190487A (en) * | 1991-04-24 | 1993-03-02 | Mitsubishi Denki Kabushiki Kaisha | Control apparatus for an outboard marine engine |
US5833501A (en) * | 1997-07-15 | 1998-11-10 | Brunswick Corporation | Cavitation control for marine propulsion system |
US6796289B2 (en) * | 2001-10-30 | 2004-09-28 | Honda Giken Kogyo Kabushiki Kaisha | Ignition control apparatus for engine with turbocharger |
US6855020B2 (en) * | 2000-10-30 | 2005-02-15 | Yamaha Hatsudoki Kabushiki Kaisha | Running control device for watercraft |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08104293A (en) | 1994-10-04 | 1996-04-23 | I D C Kk | Water jet propulsion unit |
DE19812843B4 (en) * | 1998-03-24 | 2006-07-06 | Robert Bosch Gmbh | Method for boost pressure control of an internal combustion engine |
JP4320918B2 (en) | 2000-05-22 | 2009-08-26 | 株式会社Ihi | Water jet ship and propulsion control method thereof |
-
2003
- 2003-04-23 JP JP2003118352A patent/JP4198515B2/en not_active Expired - Fee Related
-
2004
- 2004-04-14 CA CA002464178A patent/CA2464178C/en not_active Expired - Fee Related
- 2004-04-19 US US10/827,925 patent/US20040229522A1/en not_active Abandoned
-
2005
- 2005-09-14 US US11/226,098 patent/US7048598B2/en not_active Expired - Lifetime
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5190487A (en) * | 1991-04-24 | 1993-03-02 | Mitsubishi Denki Kabushiki Kaisha | Control apparatus for an outboard marine engine |
US5833501A (en) * | 1997-07-15 | 1998-11-10 | Brunswick Corporation | Cavitation control for marine propulsion system |
US6855020B2 (en) * | 2000-10-30 | 2005-02-15 | Yamaha Hatsudoki Kabushiki Kaisha | Running control device for watercraft |
US6796289B2 (en) * | 2001-10-30 | 2004-09-28 | Honda Giken Kogyo Kabushiki Kaisha | Ignition control apparatus for engine with turbocharger |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2008155448A1 (en) * | 2007-06-21 | 2008-12-24 | Abb Oy | Method and apparatus for controlling propulsion drive of ship |
Also Published As
Publication number | Publication date |
---|---|
US20060009095A1 (en) | 2006-01-12 |
JP4198515B2 (en) | 2008-12-17 |
US7048598B2 (en) | 2006-05-23 |
JP2004324483A (en) | 2004-11-18 |
CA2464178A1 (en) | 2004-10-23 |
CA2464178C (en) | 2006-07-11 |
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Legal Events
Date | Code | Title | Description |
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AS | Assignment |
Owner name: HONDA MOTOR CO., LTD., JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:URAKI, MAMORU;SUGIYAMA, HIDEKI;TSUCHIYA, MASAHIKO;REEL/FRAME:014829/0459 Effective date: 20040517 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |