JPH0221535B2 - - Google Patents
Info
- Publication number
- JPH0221535B2 JPH0221535B2 JP56045442A JP4544281A JPH0221535B2 JP H0221535 B2 JPH0221535 B2 JP H0221535B2 JP 56045442 A JP56045442 A JP 56045442A JP 4544281 A JP4544281 A JP 4544281A JP H0221535 B2 JPH0221535 B2 JP H0221535B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle speed
- chassis dynamometer
- resistance
- torque
- vehicle
- 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
- 238000012360 testing method Methods 0.000 claims description 29
- 238000006073 displacement reaction Methods 0.000 claims description 11
- 238000010998 test method Methods 0.000 claims description 7
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000005070 sampling Methods 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/0072—Wheeled or endless-tracked vehicles the wheels of the vehicle co-operating with rotatable rolls
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Engines (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Description
【発明の詳細な説明】
本発明は、シヤシダイナモメータ上で行なう自
動車走行試験方法に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for testing vehicle running on a chassis dynamometer.
従来の自動車走行試験では、自動車を路上で走
らせる実車走行を行ない、この実車走行における
車速、吸気管負圧等を収録し、次に、自動車をシ
ヤシダイナモメータ上に載置して、吸気管負圧が
実車走行における吸気管負圧と等しくなるように
加速ペダルを制御し、また、車速が実車走行にお
ける車速と等しくなるようにシヤシダイナモメー
タの速度を制御する置換運転を１サイクル行な
い、こサイクルにおける車速およびシヤシダイナ
モメータのトルクを計測して収録し、次に、車速
が置換運転中に収録した車速に等しくなるように
加速ペダルを制御し、またシヤシダイナモメータ
にかかるトルクが置換運転中に収録したトルクに
等しくなるようにシヤシダイナモメータの入力電
流を制御する耐久走行試験を行なつて、シヤシダ
イナモメータの長期間の自動車運転でも、機関の
摩耗等の自動車の経時変化に関係なく実車走行時
の負荷と同一の負荷が自動車にかかるようにして
いる。しかし、シヤシダイナモメータによるトル
ク制御が直流機の電機子電流および界磁電流の電
気信号により速やかに行なわれるのに対し、車速
制御は、加速ペダルの操作にかかわらず機関の特
性上、遅れが生ずるため目標車速の追従に関する
遅れ時間が目標トルクの追従に関する遅れ時間よ
り大きくなつて負荷が先行して自動車にかかるこ
とになり、加速時は車速が目標車速より小さいの
にさらに実車走行時より大きい負荷が自動車にか
かり、逆に減速時は車速が目標車速より大きいの
にさらに実車走行時より小さい負荷がかかり、耐
久走行試験における自動車の走行が目標走行パタ
ーンに対してますますずれるという支障を生じて
いる。さらにシヤシダイナモメータのトルクは変
動が大きく、このようなトルクを目標値とする場
合、大量のデータを記憶する必要があり、記憶装
置の必要容量を増大させている。 In conventional car driving tests, the car is actually driven on the road, and the vehicle speed, intake pipe negative pressure, etc. are recorded during the actual driving, and then the car is placed on a chassis dynamometer and the intake pipe is measured. Perform one cycle of displacement operation in which the accelerator pedal is controlled so that the negative pressure in the intake pipe becomes equal to the negative pressure in the intake pipe when the vehicle is actually running, and the speed of the chassis dynamometer is controlled so that the vehicle speed is equal to the vehicle speed when the vehicle is actually running. , measure and record the vehicle speed and chassis dynamometer torque during this cycle, then control the accelerator pedal so that the vehicle speed is equal to the vehicle speed recorded during replacement operation, and also record the torque applied to the chassis dynamometer. We conducted a durability test in which the input current of the chassis dynamometer was controlled so that the torque was equal to the torque recorded during displacement operation. The same load is applied to the vehicle as when the vehicle is actually running, regardless of changes over time. However, while torque control using a chassis dynamometer is quickly performed using electric signals from the armature current and field current of a DC machine, vehicle speed control is delayed due to the characteristics of the engine regardless of the operation of the accelerator pedal. As a result, the delay time related to following the target vehicle speed becomes larger than the delay time related to following the target torque, and a load is applied to the vehicle in advance, and even though the vehicle speed is smaller than the target vehicle speed during acceleration, it is even larger than when the vehicle is actually running. A load is applied to the vehicle, and conversely, when decelerating, even though the vehicle speed is higher than the target vehicle speed, a smaller load is applied than when the vehicle is actually running, causing a problem in which the vehicle's driving pattern in the durability test becomes increasingly deviated from the target driving pattern. ing. Furthermore, the torque of the chassis dynamometer has large fluctuations, and when such torque is set as a target value, it is necessary to store a large amount of data, increasing the required capacity of the storage device.
第１図は従来の自動車走行試験方法のフローチ
ヤート、第２図は従来の自動車走行試験方法の耐
久走行試験時の目標値と実際値とのずれを示して
いる。 FIG. 1 is a flowchart of a conventional automobile running test method, and FIG. 2 shows a deviation between a target value and an actual value during a durability test using the conventional automobile running test method.
第１図においてステツプ１では自動車を実際の
所定の路面に走らせて車速および吸気管負圧等デ
ータを収録する。ステツプ２ではステツプ１のデ
ータに基づいて置換運転のための走行パターンを
作成する。ステツプ３ではシミユレータ盤にステ
ツプ２の走行パターンをロードする。ステツプ４
では自動車をシヤシダイナモメータ上に載置して
置換運転を行なう。置換運転では車速が実車走行
時の車速と等しくなるようにシヤシダイナモメー
タの速度を制御し、吸気管負圧等のエンジン負荷
が実車走行時の吸気管負圧等のエンジン負荷と等
しくなるように自動車の加速ペダルをアクチユエ
ータにより制御する。ステツプ５では置換運転中
のシヤシダイナモメータのトルクおよび車速を計
測して収録する。ステツプ６では耐久走行試験の
ための走行パターンを作成する。ステツプ７では
シミユレータ盤にステツプ６の走行パターンをロ
ードする。ステツプ８では耐久走行試験を行な
う。耐久走行試験では車速が置換運転時の車速と
等しくなるように自動車の加速ペダルを制御し、
シヤシダイナモメータのトルクが置換運転時のそ
れと等しくなるようにシヤシダイナモメータを制
御する。ステツプ９では走行距離が規定値に達し
たか否かを判別し、正であれば耐久走行試験を終
了し、否であればステツプ８へ戻る。 In step 1 of FIG. 1, a car is driven on an actual predetermined road surface and data such as vehicle speed and intake pipe negative pressure are recorded. In step 2, a travel pattern for replacement operation is created based on the data in step 1. In step 3, the driving pattern from step 2 is loaded onto the simulator board. Step 4
Now, place the car on the chassis dynamometer and perform displacement operation. During displacement operation, the speed of the chassis dynamometer is controlled so that the vehicle speed is equal to the vehicle speed when the vehicle is actually running, and the engine load such as intake pipe negative pressure is equal to the engine load such as intake pipe negative pressure when the vehicle is actually running. The accelerator pedal of a car is controlled by an actuator. In step 5, the torque and vehicle speed of the chassis dynamometer during replacement operation are measured and recorded. In step 6, a running pattern for the durability running test is created. In step 7, the driving pattern of step 6 is loaded onto the simulator board. In step 8, a durability test is performed. In the durability test, the accelerator pedal of the car was controlled so that the vehicle speed was equal to the vehicle speed during replacement driving.
The chassis dynamometer is controlled so that the torque of the chassis dynamometer becomes equal to that during replacement operation. In step 9, it is determined whether the running distance has reached a specified value, and if it is positive, the durability running test is ended, and if not, the process returns to step 8.
第２図では横軸は時間ｔを示し、従来技術では
トルクに関する追従性は良いが、車速に関する追
従性が悪いことが分かる。時刻t1では、トルクは
目標トルクT1にほぼ等しいにもかかわらず、車
速は目標車速V1より小さいV2（V2＜V1）であり、
車速V2に対応するトルクはT2（T2＜T1）であり
したがつてΔT（＝T1−T2）だけ大きいトルクが
自動車にかかつて実際の走行が目標の走行パター
ンからますますずれるという事態が生じている。 In FIG. 2, the horizontal axis indicates time t, and it can be seen that in the prior art, the followability regarding torque is good, but the followability regarding vehicle speed is poor. At time t1 , although the torque is approximately equal to the target torque T1 , the vehicle speed is V2 ( V2 < V1 ), which is smaller than the target vehicle speed V1 .
The torque corresponding to the vehicle speed V 2 is T 2 (T 2 < T 1 ), so a torque larger by ΔT (=T 1 − T 2 ) is applied to the vehicle, causing the actual driving to deviate from the target driving pattern. There is a situation where there is a shift.
本発明の目的は、シヤシダイナモメータ上の耐
久走行試験における自動車の実際の走行パターン
が目標の走行パターンに等しくなるように改善で
き、かつ耐久走行試験のために記憶する必要のあ
るデータの量を減少できる自動車走行試験方法を
提供することである。 It is an object of the present invention to improve the actual driving pattern of a car in an endurance driving test on a chassis dynamometer so that it is equal to the target driving pattern, and to reduce the amount of data that needs to be stored for the endurance driving test. An object of the present invention is to provide a vehicle running test method that can reduce the
この目的を達成するために本発明によれば、シ
ヤシダイナモメータ上で行なう自動車走行試験方
法において、シヤシダイナモメータ上に載置した
自動車のエンジン負荷およびシヤシダイナモメー
タの速度が、路上での実車走行において収録した
エンジン負荷および車速とそれぞれ等しくなるよ
うに置換運転を行ない、この置換運転中の車速お
よびシヤシダイナモメータのトルクを収録し、収
録したシヤシダイナモメータのトルクから車速関
数抵抗を引いた分を路面勾配抵抗として算出し、
耐久走行試験は、自動車の車速が置換運転時に収
録した車速と等しくなるように加速ペダルを制御
し、またシヤシダイナモメータのトルクが、耐久
走行試験時の実際の車速に基づき求められる車速
関数抵抗に前記路面勾配抵抗を加えた値と等しく
なるようにシヤシダイナモメータの電機子電流あ
るいは界磁電流を制御する。 In order to achieve this object, according to the present invention, in a vehicle driving test method performed on a chassis dynamometer, the engine load and the speed of the chassis dynamometer of a vehicle placed on the chassis dynamometer are measured on the road. Perform replacement operation so that the engine load and vehicle speed are equal to those recorded during actual vehicle driving, record the vehicle speed and chassis dynamometer torque during this replacement operation, and calculate the vehicle speed function resistance from the recorded chassis dynamometer torque. Calculate the road slope resistance by subtracting
In the endurance running test, the accelerator pedal is controlled so that the vehicle speed is equal to the vehicle speed recorded during replacement driving, and the torque of the chassis dynamometer is calculated based on the actual vehicle speed during the endurance running test. The armature current or field current of the chassis dynamometer is controlled so as to be equal to the sum of the road gradient resistance and the road gradient resistance.
第３図および第４図を参照して本発明の実施例
を説明する。 An embodiment of the present invention will be described with reference to FIGS. 3 and 4.
第３図はシステム図であり、自動車１１は後
輪、すなわち駆動輪をシヤシダイナモメータ１２
のローラ上に載置され、自動車１１の加速ペダル
およびシヤシダイナモメータ１２はシミユレータ
盤１３により制御される。実車走行時に収録され
たデータ１４およびシヤシダイナモメータ１２上
における試験から得られるデータはホストコンピ
ユータ１５へ送られ、ホストコンピユータ１５は
置換運転あるいは耐久走行試験のための走行パタ
ーンを作成し、この走行パターンに関するサンプ
リングデータがシミユレータ盤１３のランダムア
クセス記憶装置に記憶される。 FIG. 3 is a system diagram, in which an automobile 11 has a rear wheel, that is, a driving wheel, connected to a chassis dynamometer 12.
The accelerator pedal and chassis dynamometer 12 of the automobile 11 are controlled by a simulator panel 13. Data 14 recorded during actual vehicle driving and data obtained from tests on the chassis dynamometer 12 are sent to the host computer 15, and the host computer 15 creates a driving pattern for replacement driving or an endurance driving test, and Sampling data regarding the pattern is stored in random access storage of the simulator board 13.
第４図は実施例のフローチヤートである。ステ
ツプ２１ないし２５は第１図のステツプ１ないし
５と同一であり、説明を省略する。 FIG. 4 is a flowchart of the embodiment. Steps 21 to 25 are the same as steps 1 to 5 in FIG. 1, and their explanation will be omitted.
走行中の自動車にかかる抵抗Ｆは次式により表
わされる。 The resistance F applied to a running automobile is expressed by the following equation.
Ｆ＝Ａ＋Ｂ・V2＋Wsinθ＋Ｗ・dv／dt
ただしＡ：ころがり抵抗
Ｂ：風損抵抗
Ｖ：車速
Ｗ：自動車の重量
sinθ：路面勾配
dV／dt：加速度
Ａ＋BV2は走行抵抗であり、Wsinθは路面の勾
配による抵抗であり、Ｗ・dV／dtは慣性抵抗で
ある。走行抵抗および慣性抵抗は車速Ｖの関数で
ある車速関数抵抗であり、路面勾配抵抗は車速と
は無関係である。 F=A+B・V 2 +Wsinθ+W・dv/dt where A: Rolling resistance B: Windage resistance V: Vehicle speed W: Weight of the car sinθ: Road slope dV/dt: Acceleration A+BV 2 is the running resistance, and Wsinθ is the road surface slope. This is the resistance due to the gradient, and W·dV/dt is the inertial resistance. The running resistance and the inertial resistance are vehicle speed function resistances that are a function of the vehicle speed V, and the road surface slope resistance is independent of the vehicle speed.
ステツプ２６では車速、自動車の重量、および
加速度から走行抵抗Ａ＋BV2および慣性抵抗Ｗ・
dv／dtを計算する。ステツプ２７では置換運転
中にシヤシダイナモメータにかかつているトルク
Ｆから走行抵抗Ａ＋BV2および慣性抵抗Ｗ・
dV／dtを引いて置換運転中の路面勾配抵抗
Wsinθを算出する。ステツプ２８では耐久走行試
験のための走行パターンを作成する。この走行パ
ターンでは、ステツプ２７で算出した路面勾配抵
抗のみ規定されており、シヤシダイナモメータの
目標トルクは、耐久走行試験での実際の車速およ
び車速変化に関係して決められるので、ステツプ
２８の走行パターンには規定されていない。ステ
ツプ２９ではステツプ２８の走行パターンをシミ
ユレータ盤にロードする。ステツプ３０では耐久
走行試験を行なう。この耐久走行試験では車速が
置換運転時の車速と等しくなるように自動車の加
速ペダルを制御し、シヤシダイナモメータのトル
クがステツプ２７で計算した路面勾配抵抗
（Wsinθ）と耐久走行試験中の実際の車速V′に基
づく走行抵抗（Ａ＋BV′2）と耐久走行試験中の
実際の車速変化（dV′／dt）に基づく慣性抵抗
（Ｗ・dV′／dt）との和に等しくなるように、す
なわちシヤシダイナモメータのトルクＴがＴ＝
Wsinθ＋Ａ＋BV′2＋Ｗ・dV′／dtとなるようにシ
ヤシダイナモメータの電機子電流あるいは界磁電
流を制御する。ステツプ３１では走行距離が規定
値に達したか否かを判別し、正であれば耐久走行
試験を終了し、否であればステツプ３０へ戻る。 In step 26, running resistance A + BV 2 and inertia resistance W.
Calculate dv/dt. In step 27, running resistance A + BV 2 and inertia resistance W
Subtract dV/dt to calculate road slope resistance during displacement operation.
Calculate Wsinθ. In step 28, a running pattern for a durability running test is created. In this driving pattern, only the road surface slope resistance calculated in step 27 is specified, and the target torque of the chassis dynamometer is determined in relation to the actual vehicle speed and changes in vehicle speed in the endurance driving test. There are no specified driving patterns. In step 29, the running pattern of step 28 is loaded into the simulator board. In step 30, a durability running test is performed. In this endurance running test, the accelerator pedal of the car was controlled so that the vehicle speed was equal to the vehicle speed during displacement operation, and the torque of the chassis dynamometer was compared with the road surface slope resistance (Wsinθ) calculated in step 27 and the actual speed during the endurance running test. so that it is equal to the sum of running resistance (A + BV' 2 ) based on vehicle speed V' of In other words, the torque T of the chassis dynamometer is T=
The armature current or field current of the chassis dynamometer is controlled so that Wsinθ+A+BV′ 2 +W·dV′/dt. In step 31, it is determined whether the running distance has reached a specified value, and if it is positive, the durability running test is ended, and if not, the process returns to step 30.
実施例ではフライホール無しの電気慣性ダイナ
モメータを使用する場合について説明している
が、車両重量に等しいフライホイールを有するシ
ヤシダイナモメータでは慣性抵抗はフライホイー
ルによつて受け持たれるので、ステツプ２７にお
けるＷ・dV／dt、ステツプ３０におけるＷ・
dV′／dtを零とみなすことができる。 In the embodiment, a case is explained in which an electric inertia dynamometer without a flyhole is used, but in a chassis dynamometer having a flywheel equal to the weight of the vehicle, the inertia resistance is taken care of by the flywheel, so step 27 W・dV/dt at step 30, W・dV/dt at step 30
dV'/dt can be regarded as zero.
このように本発明によれば、耐久走行試験にお
いてシヤシダイナモメータにかけるトルクは、置
換運転時にシヤシダイナモメータにかけられてい
たトルクではなく、耐久走行試験時に目標車速に
対して遅れている実際の車速および車速変化に基
づいて計算された走行抵抗および慣性抵抗と置換
運転時の路面勾配抵抗との和であるので、耐久走
行試験時の実際の車速に対応する抵抗とは大きく
異なつている抵抗が自動車にかかることがなく、
耐久走行試験時の自動車の走行パターンを目標の
走行パターンに近似させることができる。 As described above, according to the present invention, the torque applied to the chassis dynamometer during the endurance test is not the torque applied to the chassis dynamometer during the replacement operation, but the torque applied to the chassis dynamometer during the endurance test. Since it is the sum of the running resistance and inertia resistance calculated based on the vehicle speed and vehicle speed change and the road slope resistance during displacement operation, the resistance is significantly different from the resistance corresponding to the actual vehicle speed during the endurance test. will not be applied to the car,
The driving pattern of the vehicle during the durability driving test can be approximated to the target driving pattern.
本発明によれば、耐久走行試験のために置換運
転時にシヤシダイナモメータにかかるトルク自体
ではなく、置換運転時の路面勾配抵抗を記憶する
が、路面勾配抵抗は変動が小さいので、データの
サンプリング間隔を適当に大きくすることがで
き、記憶する必要のあるデータ量を著しく減少さ
せることができる。 According to the present invention, for the durability test, the road surface slope resistance during the displacement operation is stored, rather than the torque itself applied to the chassis dynamometer during the displacement operation, but since the fluctuation of the road surface slope resistance is small, data sampling is performed. The intervals can be made suitably large and the amount of data that needs to be stored can be significantly reduced.
第１図は従来の自動車走行試験方法のフローチ
ヤート、第２図は従来の耐久走行試験における実
際値と目標値とのずれを示す図、第３図は本発明
の実施例のシステム図、第４図は本発明の実施例
のフローチヤートである。
１１……自動車、１２……シヤシダイナモメー
タ、１３……シミユレータ盤、１４……データ、
１５……ホストコンピユータ。
Fig. 1 is a flowchart of a conventional automobile running test method, Fig. 2 is a diagram showing the deviation between the actual value and target value in the conventional durability running test, and Fig. 3 is a system diagram of the embodiment of the present invention. FIG. 4 is a flowchart of an embodiment of the present invention. 11... Car, 12... Chassis dynamometer, 13... Simulator board, 14... Data,
15...Host computer.
Claims (1)
試験方法において、シヤシダイナモメータ上に載
置した自動車のエンジン負荷およびシヤシダイナ
モメータの速度が、路上での実車走行において収
録したエンジン負荷および車速とそれぞれ等しく
なるように置換運転を行ない、この置換運転中の
車速およびシヤシダイナモメータのトルクを収録
し、収録したシヤシダイナモメータのトルクから
車速関数抵抗を引いた分を路面勾配抵抗として算
出し、耐久走行試験は、自動車の車速が置換運転
時に収録した車速と等しくなるように加速ペダル
を制御し、またシヤシダイナモメータのトルク
が、耐久走行試験時の実際の車速に基づき求めら
れる車速関数抵抗に前記路面勾配抵抗を加えた値
と等しくなるようにシヤシダイナモメータの電機
子電流あるいは界磁電流を制御することを特徴と
する、自動車走行試験方法。1 In a car driving test method conducted on a chassis dynamometer, the engine load and speed of the car placed on the chassis dynamometer are compared to the engine load and vehicle speed recorded during actual driving on the road. Carry out displacement operation to ensure that the values are equal, record the vehicle speed and chassis dynamometer torque during this displacement operation, and calculate the road slope resistance by subtracting the vehicle speed function resistance from the recorded chassis dynamometer torque. In the endurance running test, the accelerator pedal is controlled so that the vehicle speed is equal to the vehicle speed recorded during replacement driving, and the torque of the chassis dynamometer is calculated based on the actual vehicle speed during the endurance running test. A vehicle running test method, comprising controlling an armature current or a field current of a chassis dynamometer so that the armature current or field current of a chassis dynamometer is equal to the value obtained by adding the road surface gradient resistance to the road gradient resistance.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56045442A JPS57160042A (en) | 1981-03-30 | 1981-03-30 | Method of running test for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56045442A JPS57160042A (en) | 1981-03-30 | 1981-03-30 | Method of running test for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57160042A JPS57160042A (en) | 1982-10-02 |
| JPH0221535B2 true JPH0221535B2 (en) | 1990-05-15 |
Family
ID=12719436
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56045442A Granted JPS57160042A (en) | 1981-03-30 | 1981-03-30 | Method of running test for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57160042A (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE69635404T2 (en) * | 1995-05-18 | 2006-07-27 | Toyota Jidosha K.K., Toyota | METHOD FOR TESTING THE DURABILITY OF AN EXHAUST GAS CLEANING DEVICE |
| WO2011099436A1 (en) * | 2010-02-10 | 2011-08-18 | 株式会社明電舎 | Running-resistance control device |
| JP6012502B2 (en) * | 2013-02-19 | 2016-10-25 | 日野自動車株式会社 | Engine simulation test method |
| KR101673348B1 (en) * | 2015-05-14 | 2016-11-07 | 현대자동차 주식회사 | System and method of road slope estimating by using gravity sensor |
| WO2019133686A1 (en) * | 2017-12-27 | 2019-07-04 | Horiba Instruments Incorporated | Apparatus and method for testing using dynamometer |
| CN113933068B (en) * | 2021-11-15 | 2023-10-27 | 中国第一汽车股份有限公司 | Passenger car expressway load acquisition method |
-
1981
- 1981-03-30 JP JP56045442A patent/JPS57160042A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57160042A (en) | 1982-10-02 |
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