JPH0335491B2 - - Google Patents
Info
- Publication number
- JPH0335491B2 JPH0335491B2 JP60008092A JP809285A JPH0335491B2 JP H0335491 B2 JPH0335491 B2 JP H0335491B2 JP 60008092 A JP60008092 A JP 60008092A JP 809285 A JP809285 A JP 809285A JP H0335491 B2 JPH0335491 B2 JP H0335491B2
- Authority
- JP
- Japan
- Prior art keywords
- intake passage
- intake
- main
- passage
- auxiliary
- 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
- 238000002485 combustion reaction Methods 0.000 claims description 24
- 238000011144 upstream manufacturing Methods 0.000 claims description 13
- 239000000446 fuel Substances 0.000 description 13
- 239000000203 mixture Substances 0.000 description 13
- 230000000694 effects Effects 0.000 description 2
- 230000001404 mediated effect Effects 0.000 description 1
Classifications
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- 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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、燃焼室に開口した吸気ポートに対し
て主吸気通路と補助吸気通路とを有する吸気通路
を接続したエンジンの吸気装置に係り、吸気スワ
ール付与と吸気の充填効率を上げて高負荷から低
負荷運転の全域に亘る燃焼性および出力の向上を
図るものである。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an intake system for an engine in which an intake passage having a main intake passage and an auxiliary intake passage is connected to an intake port opening into a combustion chamber. The aim is to provide intake air swirl and increase intake air filling efficiency to improve combustibility and output over the entire range from high-load to low-load operation.
（従来技術）
従来のかかるエンジンの吸気装置としては、例
えば特開昭56−44418号公報に示されるように、
２個の吸気ポートの内の一方には第１の吸気通路
を接続し、他方には低負荷運転時に閉路する第２
の吸気通路を接続し、かつ、上記第１の吸気通路
が接続された吸気ポートが燃焼室に対して偏心し
た方向に混合気を供給し得るように構成されたも
のである。すなわち、この構成により、低負荷時
に、第１の吸気通路を通つて一方の吸気ポート側
より燃焼室へ混合気を供給することにより、混合
気に旋回流（スワール）を生成せしめ、燃焼効率
の向上を図ろうとし、また、高負荷時には、第
１、第２の両吸気通路を介して両吸気ポートより
混合気を供給することにより、上記スワールを抑
え、かつ小さな通路抵抗にて吸気の充填効率を向
上し燃焼効率、出力の向上を図ろうとするもので
ある。(Prior Art) As a conventional intake system for such an engine, for example, as shown in Japanese Patent Application Laid-Open No. 56-44418,
A first intake passage is connected to one of the two intake ports, and a second intake passage is connected to the other, which is closed during low-load operation.
The first intake passage is connected to the first intake passage, and the intake port to which the first intake passage is connected is configured to supply the air-fuel mixture in a direction eccentric to the combustion chamber. That is, with this configuration, by supplying the air-fuel mixture to the combustion chamber from one intake port side through the first intake passage during low load, a swirl is generated in the air-fuel mixture, which improves combustion efficiency. In addition, during high loads, by supplying air-fuel mixture from both intake ports via both the first and second intake passages, the swirl can be suppressed and the intake air can be filled with small passage resistance. The aim is to improve efficiency, combustion efficiency, and output.
ところで、燃焼室全域に亘つて燃焼性を向上す
るためには、燃焼室内に供給される混合気の流速
を上げるとともに、巾広いスワールを生成しなけ
ればならないことから、低負荷時に吸気を行なう
第１の吸気通路は、その断面形状を燃焼室の径方
向に偏平にしなければならない。それに対し、従
来のものでは、一般に、吸気通路の分岐部よりも
上流側の集合部と、低負荷時に吸気を行なう吸気
ポートとの吸気流線に対する偏倚（オフセツト）
が小さいことから上記要請を満足しようとして、
第１の吸気通路を偏平形状にすると、今度は第１
の吸気通路に十分なスワール作用を得るための偏
向を与えることが困難になる。 By the way, in order to improve combustibility throughout the combustion chamber, it is necessary to increase the flow velocity of the air-fuel mixture supplied into the combustion chamber and to generate a wide swirl. The intake passage No. 1 must have a cross-sectional shape flat in the radial direction of the combustion chamber. On the other hand, in conventional systems, there is generally an offset to the intake flow line between the gathering part on the upstream side of the branching part of the intake passage and the intake port that takes air at low load.
In order to satisfy the above request, since
When the first intake passage is made into a flat shape, the first
It becomes difficult to apply a deflection to obtain a sufficient swirl effect in the intake passage of the engine.
また、上記公報に示されるように、高負荷時に
第１、第２の吸気通路の両者から小さな通路抵抗
にて吸気することにより、吸気の充填効率を向上
しようとした構成のものにあつては、低負荷時に
流速を上げ、かつ巾の広いスワールを得るため
に、第１の吸気通路の断面を偏平形状にした場
合、その分だけ高負荷時における通路抵抗が大き
くなり、上記充填効率を向上しようとした意図に
沿わないことになる。 Furthermore, as shown in the above publication, in the case of a structure in which air is taken in from both the first and second intake passages with small passage resistance during high loads, the filling efficiency of the intake air is improved. If the cross section of the first intake passage is made flat in order to increase the flow velocity and obtain a wide swirl at low loads, the passage resistance at high loads increases accordingly, improving the above-mentioned filling efficiency. This will not match the intended purpose.
また、流速を上げ、強いスワールを得るため
に、低負荷時用の吸気通路の吸気ポート近傍の開
口部を吸気流れ方向に漸次断面形状を小さくして
燃焼室の接線方向に偏向させたものもあるが、こ
の構成では通路抵抗が増大するばかりか、燃焼室
内に供給される混合気のスワールは巾の狭いもの
となり、燃焼室全域に亘る燃焼性の向上には寄与
し得ない。 In addition, in order to increase the flow velocity and obtain a strong swirl, there is also one in which the cross-sectional shape of the opening near the intake port of the intake passage for low-load conditions is gradually reduced in the direction of the intake flow, and deflected in the tangential direction of the combustion chamber. However, with this configuration, not only does the passage resistance increase, but the swirl of the air-fuel mixture supplied into the combustion chamber becomes narrow, and cannot contribute to improving the combustibility throughout the combustion chamber.
（発明の目的）
本発明は、上記従来の問題点に鑑みてなされた
もので、主吸気通路を２個の吸気ポートに接続
し、主吸気通路とは別に低負荷時用の補助吸気通
路を設けて、これら主吸気通路と補助吸気通路の
集合部を一方の吸気ポート側に偏倚させ、補助吸
気通路の下流端を他方の吸気ポート上流の主吸気
通路に開口させ、かつ補助吸気通路は断面形状を
偏平としたことにより、補助吸気通路の通路抵抗
を増大させることなく、強く、かつ巾の広いスワ
ールを生成でき、燃焼室全域に亘る燃焼性の向上
を図ることができるエンジンの吸気装置を提供す
ることを目的とする。(Object of the Invention) The present invention has been made in view of the above-mentioned problems of the conventional art.The main intake passage is connected to two intake ports, and an auxiliary intake passage for use at low loads is provided separately from the main intake passage. the main intake passage and the auxiliary intake passage are biased toward one intake port, the downstream end of the auxiliary intake passage opens into the main intake passage upstream of the other intake port, and the auxiliary intake passage has a cross section. By making the shape flat, we have created an engine intake system that can generate a strong and wide swirl without increasing the passage resistance of the auxiliary intake passage, and can improve combustibility throughout the combustion chamber. The purpose is to provide.
（発明の構成）
本発明は、燃焼室に開口した２個の吸気ポート
に対して吸気通路を接続するとともに、上記吸気
通路は主吸気通路と補助吸気通路を有し、かつ、
低負荷時には上記主吸気通路からの吸気を制限す
る制御弁を有するエンジンの吸気装置において、
上記主吸気通路は、その下流が分岐して上記各吸
気ポートに接続され、かつ、集合部が上記一方の
吸気ポート側に偏倚し、上記制御弁は、スロツト
ル弁よりも下流の上記主吸気通路に介設されて、
低負荷時に上記主吸気通路を閉路するように構成
され、さらに上記補助吸気通路は、その上流端が
上記スロツトル弁よりも下流で、かつ上記制御弁
よりも上流の主吸気通路の底面に開口し、下流端
が上記制御弁よりも下流で、他方の吸気ポートを
開閉する吸気弁直上流の上記主吸気通路に開口す
るとともに、断面形状がシリンダ軸線と垂直な長
軸を有する偏平形状としたものである。(Structure of the Invention) The present invention connects an intake passage to two intake ports opening into a combustion chamber, and the intake passage has a main intake passage and an auxiliary intake passage, and
In an engine intake system having a control valve that limits intake air from the main intake passage during low load,
The main intake passage branches at its downstream end and is connected to each of the intake ports, and the converging portion is biased toward one of the intake ports, and the control valve is located in the main intake passage downstream of the throttle valve. mediated by
The main intake passage is configured to close when the load is low, and the auxiliary intake passage has an upstream end opening at the bottom of the main intake passage downstream of the throttle valve and upstream of the control valve. , the downstream end is downstream of the control valve, opens into the main intake passage immediately upstream of the intake valve that opens and closes the other intake port, and has a flat cross-sectional shape with a long axis perpendicular to the cylinder axis. It is.
この構成により、低負荷運転時には偏平形状の
補助吸気通路を通つて相対的に上記偏倚した他方
の吸気ポートより吸気されるので、流速が速く、
かつ巾の広いスワールが生成されるものである。 With this configuration, during low-load operation, air is taken in from the other relatively biased intake port through the flat-shaped auxiliary intake passage, so the flow rate is high.
In addition, a wide swirl is generated.
（実施例）
本発明の一実施例について、第１図、第２図に
より説明する。(Example) An example of the present invention will be described with reference to FIGS. 1 and 2.
１は燃焼室２を有するシリンダヘツドで、燃焼
室２には吸気弁３，３を備えた２個の吸気ポート
４１，４２および排気弁５を備えた排気ポート６
が設けられている。これら吸気ポート４１，４２
には吸気通路７が接続され、排気ポート６には排
気通路８が接続されている。９は吸気通路７を有
する吸気マニホールドで、上記シリンダヘツド１
に固定されている。１０はエンジンの負荷に応じ
て開閉動作し混合気の供給量を制御するスロツト
ル弁、１１は上記スロツトル弁１０よりも下流の
後記主吸気通路７２の通路を、低負荷時に閉路す
るごとく介設させた制御弁で、ダイヤフラム装置
１２により、スロツトル弁１０下流の吸気通路７
の負圧を負圧導入路１３にて検知して、リンク機
構１４を介して開閉動作させられるようになつて
いる。１５はコントロールユニツトで、上記の如
く負圧を検知することなく、エンジンの運転状態
を別個に検知して、コントロールユニツト１５に
より、上記ダイヤフラム１２を作動させるように
してもよい。１６は燃焼室２に臨ませた点火プラ
グである。 1 is a cylinder head having a combustion chamber 2, which has two intake ports 41, 42 with intake valves 3, 3 and an exhaust port 6 with an exhaust valve 5.
is provided. These intake ports 41, 42
An intake passage 7 is connected to the exhaust port 6, and an exhaust passage 8 is connected to the exhaust port 6. Reference numeral 9 denotes an intake manifold having an intake passage 7, which is connected to the cylinder head 1.
is fixed. 10 is a throttle valve that opens and closes according to the engine load to control the amount of air-fuel mixture supplied; 11 is a main intake passage 72 downstream of the throttle valve 10, which is provided so as to be closed at low loads; The diaphragm device 12 controls the intake passage 7 downstream of the throttle valve 10.
The negative pressure is detected in the negative pressure introduction path 13, and the opening/closing operation is performed via the link mechanism 14. Reference numeral 15 denotes a control unit, which may separately detect the operating state of the engine and operate the diaphragm 12 without detecting the negative pressure as described above. 16 is a spark plug facing the combustion chamber 2.
また、上記シリンダヘツド１および吸気マニホ
ールド９における吸気通路７は補助吸気通路７１
と主吸気通路７２とを有し、主吸気通路７２は、
その下流が分岐して上記吸気ポート４１，４２に
それぞれ接続され、補助吸気通路７１と主吸気通
路７２の集合部７ａは一方の吸気ポート４２側に
偏倚している。この偏倚量（オフセツト量）を第
１図にＳで示す。補助吸気通路７１は、その上流
端がスロツトル弁１０よりも下流で、かつ制御弁
１１よりも上流の主吸気通路７２の底面に開口部
７ｂにて開口し、下流端が上記制御弁１１よりも
下流で、他方の吸気ポート４１を開閉する吸気弁
３直上流の主吸気通路７２にスワールポート７ｃ
にて開口するとともに、断面形状を燃焼室２の径
方向すなわち、シリンダ（図示せず）軸線と垂直
な長軸を有する偏平形状としている。また、上記
補助吸気通路７１、分岐した主吸気通路７２の下
流端および吸気ポート４１は、補助吸気通路７１
を通つたスワールポート７ｃからの吸気が吸気ポ
ート４１を通つて燃焼室２の接線方向を指向して
供給されるように構成されている。 Further, the intake passage 7 in the cylinder head 1 and the intake manifold 9 is connected to an auxiliary intake passage 71.
and a main intake passage 72, the main intake passage 72 is
The downstream ends thereof are branched and connected to the intake ports 41 and 42, respectively, and the gathering portion 7a of the auxiliary intake passage 71 and the main intake passage 72 is biased toward one intake port 42. This amount of deviation (offset amount) is indicated by S in FIG. The auxiliary intake passage 71 has an opening 7b at the bottom of the main intake passage 72, which has an upstream end downstream of the throttle valve 10 and upstream of the control valve 11, and has a downstream end downstream of the control valve 11. A swirl port 7c is installed downstream in the main intake passage 72 immediately upstream of the intake valve 3 that opens and closes the other intake port 41.
It opens at , and has a flat cross-sectional shape with a long axis perpendicular to the radial direction of the combustion chamber 2, that is, the axis of the cylinder (not shown). Further, the downstream end of the auxiliary intake passage 71, the branched main intake passage 72, and the intake port 41 are connected to the auxiliary intake passage 71.
The intake air from the swirl port 7c is supplied through the intake port 41 toward the tangential direction of the combustion chamber 2.
次に上記構成の作用を説明する。 Next, the operation of the above configuration will be explained.
低負荷運転時には、スロツトル弁１０の開度は
小さく、ダイヤフラム装置１２により制御弁１１
は閉じており、従つて混合気は吸気通路７の集合
部７ａから補助吸気通路７１の開口部７ｂ、スワ
ールポート７ｃを通つてさらに分岐した主吸気通
路７２の下流端に入り、他方の吸気ポート４１よ
り第１図矢印の如くスワールを付与されて供給さ
れる。ここに、補助吸気通路７１は偏平形状であ
つて、かつ、偏倚量が大きいので、供給される混
合気には強く、かつ巾の広いスワールが生成さ
れ、燃焼室２の全域に亘る燃焼性の向上が図れ
る。 During low load operation, the opening degree of the throttle valve 10 is small, and the diaphragm device 12 allows the control valve 11
is closed, therefore, the air-fuel mixture enters the downstream end of the branched main intake passage 72 from the gathering part 7a of the intake passage 7, through the opening 7b of the auxiliary intake passage 71, and the swirl port 7c, and then enters the downstream end of the main intake passage 72, which is further branched, and enters the other intake port. 41, it is supplied with a swirl as shown by the arrow in FIG. Here, since the auxiliary intake passage 71 has a flat shape and a large amount of deviation, a strong and wide swirl is generated in the supplied air-fuel mixture, which improves the combustibility throughout the combustion chamber 2. Improvements can be made.
高負荷運転時にはスロツトル弁１０の開度は大
きく、ダイヤフラム装置１２により制御弁１１は
開いていて、下流端が分岐した主吸気通路７２、
さらに、一部は補助吸気通路７１をも介して吸気
ポート４１，４２の両者から燃焼室２に混合気が
供給される。従つて、小さな通路抵抗にて、多量
の混合気を供給でき、吸気の充填効率が向上する
とともに、スワールの付与が抑えられ、燃焼性、
出力の向上が図れる。 During high-load operation, the opening degree of the throttle valve 10 is large, the control valve 11 is opened by the diaphragm device 12, and the main intake passage 72 has a branched downstream end.
Further, a portion of the air-fuel mixture is supplied to the combustion chamber 2 from both the intake ports 41 and 42 via the auxiliary intake passage 71 as well. Therefore, a large amount of air-fuel mixture can be supplied with small passage resistance, improving intake air filling efficiency, suppressing swirl, and improving combustibility and
Output can be improved.
なお、補助吸気通路７１の入口に相当する開口
部７ｂおよび出口に相当するスワールポート７ｃ
は気流が円滑に流れるような形状に構成すれば、
通路抵抗の低減により一層、寄与しうる。 Note that the opening 7b corresponds to the inlet of the auxiliary intake passage 71, and the swirl port 7c corresponds to the outlet.
If it is configured in a shape that allows airflow to flow smoothly,
This can further contribute to reducing passage resistance.
（発明の効果）
以上のように本発明によれば、燃焼室に開口し
た２つの吸気ポートに主吸気通路を接続するとと
もに、主吸気通路と補助吸気通路の集合部を一方
の吸気ポート側に偏倚させて接続し、主吸気通路
に低負荷時に閉じる制御弁を介設し、補助吸気通
路は、その一端が制御弁上流の主吸気通路底面に
開口し、他端が制御弁をバイパスして他方の吸気
ポートの吸気弁直上流に開口し、かつ断面が偏平
形状となるようにしたものであるので、低負荷時
には、燃焼室に供給される混合気に、強く、かつ
巾広いスワールを生成することができ、燃焼室全
域に亘る燃焼性の向上を図ることができ、また、
高負荷時には、主吸気通路、補助吸気通路の両通
路を通して２個の吸気ポートから吸気でき、従つ
て小さい通路抵抗にて多量の混合気を供給でき吸
気の充填効率が向上し、燃焼性、出力の向上を図
ることができる。(Effects of the Invention) As described above, according to the present invention, the main intake passage is connected to the two intake ports opening into the combustion chamber, and the gathering part of the main intake passage and the auxiliary intake passage is placed on the side of one intake port. The auxiliary intake passage has one end opening at the bottom of the main intake passage upstream of the control valve, and the other end bypassing the control valve. The other intake port opens directly upstream of the intake valve and has a flat cross-section, so it creates a strong and wide swirl in the air-fuel mixture supplied to the combustion chamber at low loads. It is possible to improve the combustibility throughout the combustion chamber, and
At high loads, air can be taken in from two intake ports through both the main intake passage and the auxiliary intake passage, and therefore a large amount of air-fuel mixture can be supplied with low passage resistance, improving intake air filling efficiency and improving combustibility and output. It is possible to improve the
第１図は本発明の一実施例によるエンジンの吸
気装置の部分断面平面図、第２図は同装置の全体
構成を示す側断面図である。
２……燃焼室、３……吸気弁、４１，４２……
吸気ポート、７……吸気通路、７１……補助吸気
通路、７２……主吸気通路、７ａ……集合部、７
ｂ……開口部、７ｃ……スワールポート、１０…
…スロツトル弁、１１……制御弁。
FIG. 1 is a partially sectional plan view of an engine intake system according to an embodiment of the present invention, and FIG. 2 is a side sectional view showing the overall configuration of the system. 2... Combustion chamber, 3... Intake valve, 41, 42...
Intake port, 7...Intake passage, 71...Auxiliary intake passage, 72...Main intake passage, 7a...Collection part, 7
b...opening, 7c...swirl port, 10...
...Throttle valve, 11...Control valve.
Claims (1)
吸気通路を接続するとともに、上記吸気通路は主
吸気通路と補助吸気通路を有し、かつ、低負荷時
には上記主吸気通路からの吸気を制限する制御弁
を有するエンジンの吸気装置において、上記主吸
気通路は、その下流が分岐して上記各吸気ポート
に接続され、かつ、集合部が上記一方の吸気ポー
ト側に偏倚し、上記制御弁は、スロツトル弁より
も下流の上記主吸気通路に介設されて、低負荷時
に上記主吸気通路を閉路するように構成され、さ
らに上記補助吸気通路は、その上流端が上記スロ
ツトル弁よりも下流で、かつ上記制御弁よりも上
流の主吸気通路の底面に開口し、下流端が上記制
御弁よりも下流で、他方の吸気ポートを開閉する
吸気弁直上流の上記主吸気通路に開口するととも
に、断面形状がシリンダ軸線と垂直な長軸を有す
る偏平形状であることを特徴とするエンジンの吸
気装置。1. An intake passage is connected to two intake ports opening into the combustion chamber, and the intake passage has a main intake passage and an auxiliary intake passage, and intake air from the main intake passage is restricted during low load. In an engine intake system having a control valve, the main intake passage branches at its downstream end and is connected to each of the intake ports, and the converging portion is biased toward one of the intake ports, and the control valve The auxiliary intake passage is disposed in the main intake passage downstream of the throttle valve and is configured to close the main intake passage during low load, and the auxiliary intake passage has an upstream end downstream of the throttle valve. , and opens at the bottom of the main intake passage upstream of the control valve, and has a downstream end downstream of the control valve and opens into the main intake passage immediately upstream of the intake valve that opens and closes the other intake port; An intake device for an engine, characterized in that its cross-sectional shape is flat with a long axis perpendicular to a cylinder axis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60008092A JPS61167121A (en) | 1985-01-19 | 1985-01-19 | Intake device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60008092A JPS61167121A (en) | 1985-01-19 | 1985-01-19 | Intake device of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61167121A JPS61167121A (en) | 1986-07-28 |
| JPH0335491B2 true JPH0335491B2 (en) | 1991-05-28 |
Family
ID=11683673
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60008092A Granted JPS61167121A (en) | 1985-01-19 | 1985-01-19 | Intake device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61167121A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2692007B1 (en) * | 1992-06-05 | 1994-09-02 | Peugeot | Intake device for an internal combustion engine. |
-
1985
- 1985-01-19 JP JP60008092A patent/JPS61167121A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61167121A (en) | 1986-07-28 |
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