JPH03172570A - Engine for outboard motor - Google Patents
Engine for outboard motorInfo
- Publication number
- JPH03172570A JPH03172570A JP1309465A JP30946589A JPH03172570A JP H03172570 A JPH03172570 A JP H03172570A JP 1309465 A JP1309465 A JP 1309465A JP 30946589 A JP30946589 A JP 30946589A JP H03172570 A JPH03172570 A JP H03172570A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- intake
- intake manifold
- carburetor
- cylinder
- 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.)
- Granted
Links
- 239000000446 fuel Substances 0.000 claims abstract description 28
- 239000000203 mixture Substances 0.000 abstract description 9
- 238000002485 combustion reaction Methods 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000003584 silencer Effects 0.000 description 1
- 239000006200 vaporizer Substances 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
- F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines
Landscapes
- Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は吸気、燃料供給系列の装置の配列に特徴を有し
、エンジンレスポンス性の向上を図った船外機のエンジ
ンに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an outboard engine which is characterized by the arrangement of devices in the intake and fuel supply systems and which is designed to improve engine response.
(従来の技術)
小型船舶等に容易に取り付け、取り外しの出来る船外機
用のエンジンとして、例えば実開昭62−124229
号のようなエンジンが知られている。この場合は、シリ
ンダ列を縦列としクランク軸を縦向きにした2気筒エン
ジンにおいて、エンジン本体の上部側方に1つの気化器
を配設し、この気化器から上下のシリンダに一対の吸気
路を連通させて混合気を分配供給している。(Prior art) As an engine for an outboard motor that can be easily installed and removed from a small boat, etc., for example,
Engines like No. 1 are known. In this case, in a two-cylinder engine with cylinder rows arranged vertically and a crankshaft oriented vertically, one carburetor is installed on the upper side of the engine body, and a pair of intake passages are connected from this carburetor to the upper and lower cylinders. The air-fuel mixture is distributed and supplied through communication.
(発明が解決しようとする課M)
しかしこのように1つの気化器から多気筒のシリンダ部
に混合気を供給する場合、シリンダ列が縦列のため分配
が均一とならず、エンジンの性能を低下させることとな
っていた。又、各シリンダごとに気化器を設けて、エン
ジンの側方に縦列に組み付けようとすると、上位の吸気
マニフォルドの長さと下位の吸気マニフォルドの長さが
異なる状況になりがちであった。(Problem M to be solved by the invention) However, when supplying air-fuel mixture from one carburetor to multiple cylinder cylinders, the cylinder rows are arranged in tandem, so the distribution is not uniform, which reduces engine performance. It was supposed to be done. Furthermore, if a carburetor is provided for each cylinder and assembled in tandem on the side of the engine, the length of the upper intake manifold and the length of the lower intake manifold tend to be different.
すなわち、このような縦列の気化器は、通常ガス溜りを
防止するため各吸気ボートより高位に配設されることと
なるが、各気化器の上下ピッチは、シリンダボアの上下
ピッチより大きく、上位の気化器の吸気マニフォルドは
ど長さを長くせざるを得なかった。そしてこのように吸
気マニフォルドの長さが変化すると、各吸気マニフォル
ド内の気化燃料がいわゆる壁面流等の影響で変化い特に
アイドリング運転時等に安定したエンジンレスポンスが
得られないという不具合があった。In other words, such vertically arranged carburetors are usually placed higher than each intake boat to prevent gas accumulation, but the vertical pitch of each carburetor is larger than the vertical pitch of the cylinder bore, and the vertical pitch of each carburetor is larger than the vertical pitch of the cylinder bore. The length of the carburetor's intake manifold had to be increased. When the length of the intake manifold changes in this way, the vaporized fuel in each intake manifold changes due to the influence of so-called wall flow, which causes a problem that a stable engine response cannot be obtained, especially during idling.
又、このような多連式気化器の場合、各気化器に接続さ
れるスロットルのリンク機構を、できるだけ簡単に構成
したいという要請もあった。Furthermore, in the case of such multiple carburetors, there is also a desire to configure the throttle link mechanism connected to each carburetor as simply as possible.
(課題を解決するための手段)
かかる課題を解決するため、本発明はエンジン本体側方
に縦列となって組み付けられる吸気、燃料供給系列の装
置の上端を、フライホイールの回転面より下方でしかも
エンジンブロック上端より上方に位置させるとともに、
各シリンダと各気化器を連結する各吸気マニフォルドを
等長とするよう構成した。このためエンジン側方の各気
化器を、下位の気化器に至るほどクランク軸から遠ざけ
、或いは、各気化器と各吸気マニフォルドの接合面を、
下位に至るほどシリンダヘッド部から離隔させる。又、
或いは下位の吸気マニフォルドに至るほど、外方に張り
出すよう曲がりを与える。(Means for Solving the Problems) In order to solve the problems, the present invention provides a structure in which the upper ends of the intake and fuel supply systems, which are assembled in tandem on the side of the engine body, are located below the rotating surface of the flywheel. Located above the top of the engine block,
Each intake manifold connecting each cylinder and each carburetor was configured to have the same length. For this reason, each carburetor on the side of the engine is moved further away from the crankshaft down to the lower carburetor, or the joint surface between each carburetor and each intake manifold is
The lower the position, the further away it is from the cylinder head. or,
Alternatively, it is curved so that it extends outward as it reaches the lower intake manifold.
(作用)
各吸気マニフォルドを等長とすることにより、各燃焼室
に供給される混合気が均等なものとなる。このことは特
にアイドリング運転時等で吸気マニフォルド内の負圧が
減少して、混合気が壁面流によって液体化する傾向を強
めた場合に有効に作用する。又、スロットルのリンクが
一直線上に並ぶため、多連気化器に連結するリンク機構
が簡単に且つ簡素に構成できる。(Function) By making each intake manifold the same length, the air-fuel mixture is uniformly supplied to each combustion chamber. This is especially effective when the negative pressure in the intake manifold decreases during idling, increasing the tendency of the air-fuel mixture to liquefy due to wall flow. Furthermore, since the throttle links are aligned in a straight line, the link mechanism connected to the multiple carburetors can be easily and simply constructed.
(実施例)
本発明の船外機のエンジンの実施例について、添付した
図面に基づき説明する。(Embodiment) An embodiment of the outboard motor engine of the present invention will be described based on the attached drawings.
第1図から第3図は本発明の第1実施例を示し、第1図
はエンジン部まわりの構成品組付状態を示す外観側面図
、第2図は第1図のII −TI線断面図、第3図は第
2図のIII −III線方向から見た気化器の配列に
ついての説明図である。1 to 3 show a first embodiment of the present invention, FIG. 1 is an external side view showing the assembled state of components around the engine section, and FIG. 2 is a cross section taken along the line II-TI in FIG. 1. 3 are explanatory diagrams of the arrangement of the carburetors as seen from the direction of line III--III in FIG. 2.
本発明の船外機のエンジンは、第6図に示すように船外
機本体の上部に設けられ、このエンジン本体1の出力軸
51から下方に延出するパーティカルシャフト52は、
船外機下部の水平プロペラシャフトに連結して、該水平
プロペラシャフト延出端部のプロペラ53の回転駆動を
行なうべく構成されている。又こうして構成された船外
機は、小型等船舶の船体S艇尾に着脱自在とされている
。The outboard motor engine of the present invention is provided at the upper part of the outboard motor main body as shown in FIG. 6, and the particle shaft 52 extending downward from the output shaft 51 of the engine main body 1 is
It is configured to be connected to a horizontal propeller shaft at the bottom of the outboard motor to rotationally drive the propeller 53 at the extending end of the horizontal propeller shaft. The outboard motor thus constructed can be attached to and detached from the stern of the hull of a small vessel.
船外機上部のエンジンは、4サイクルのシングルオーバ
ーヘッドカム(SOHC)式として、クランク軸が垂直
方向にシリンダ軸は横向診となって縦3列のサイアミー
ズ型インライン3気筒として構成されている。The engine at the top of the outboard motor is a 4-stroke single overhead cam (SOHC) type, and is configured as a Siamese-type inline 3-cylinder in three vertical rows with the crankshaft running vertically and the cylinder axis running horizontally.
すなわち第1図に示すように、ケーシングC内に収納さ
れるエンジン本体1の片側側方には吸気、燃料供給系列
の装置が縦列となって組み付けられ、この吸気、燃料供
給系列の装置は各シリンダごとに対応して設けられた気
化器2、吸気マニフォルド3、燃料ホース4及び縦列の
気化器2が纏って連通ずる吸気サイレンチ5等からなり
、吸気すイレンサ5から吸気した空気に燃料ホース4か
ら供給される燃料を霧化させて、エンジンのシリンダヘ
ッド部1aに通ずる各吸気マニフォルド3に混合気を供
給するようにしている。尚この燃料ホース4には、燃料
ポンプ4a、燃料フィルタ4bが接続して、外部の燃料
タンクへと通じている。又縦列の気化器2は、後述する
ように第1図の紙面表裏方向に斜角をもって配設されて
いる。That is, as shown in FIG. 1, devices for the intake and fuel supply systems are assembled in tandem on one side of the engine body 1 housed in the casing C. It consists of a carburetor 2, an intake manifold 3, a fuel hose 4, and an intake silencer 5, etc., which are connected to the carburetor 2, intake manifold 3, fuel hose 4, and vertically arranged carburetors 2, which are provided corresponding to each cylinder. The fuel supplied from the engine is atomized and the air-fuel mixture is supplied to each intake manifold 3 communicating with the cylinder head portion 1a of the engine. A fuel pump 4a and a fuel filter 4b are connected to this fuel hose 4, which communicates with an external fuel tank. Further, the vertically arranged vaporizers 2 are arranged at an oblique angle in the direction of the front and back of the paper of FIG. 1, as will be described later.
そして、これら上下の気化器2側面にはスロットルロッ
ド8が連結されてリンク機構9を構成している。Throttle rods 8 are connected to the sides of the upper and lower carburetors 2 to form a link mechanism 9.
エンジン本体1は第2図に示すように、ケーシングCの
左右幅方向の略中央付近に配置され、片側側方には既述
の気化器2、吸気マニフォルド3等の吸気、燃料系列の
装置が配設されるとともに、他方側の側方には排気マニ
フォルド6が延出し又、電装ボックス7等の構成品が配
設されている。又このエンジン本体1は吸気マニフォル
ド3、排気マニフォルド6が連通ずるシリンダヘッド部
1a、及びこれと一体に連なるシリンダ部lb、クラン
クケース部ICを備え、ピストン10とコンロッド11
に連結するクランクシャフト12は縦向きとなり、この
クランクシャフト12の上端はエンジンブロック上端よ
り上方に突出して、第3図に示すフライホイール13を
取着せしめている。As shown in Fig. 2, the engine body 1 is arranged near the center of the casing C in the left-right width direction, and on one side there are the above-mentioned carburetor 2, intake manifold 3, and other intake and fuel system devices. At the same time, an exhaust manifold 6 extends from the other side, and components such as an electrical box 7 are also provided. The engine body 1 also includes a cylinder head portion 1a with which an intake manifold 3 and an exhaust manifold 6 communicate, a cylinder portion lb that is integrally connected to the cylinder head portion 1a, a crankcase portion IC, and a piston 10 and a connecting rod 11.
A crankshaft 12 connected to the engine block is oriented vertically, and the upper end of the crankshaft 12 protrudes upward from the upper end of the engine block, to which a flywheel 13 shown in FIG. 3 is attached.
一方このエンジン本体1のシリンダヘッド部1a側には
、第2図に示すようなカム軸駆動装置14が設けられ、
エンジンの駆動によって回転するカムシャフト15は、
ロッカーアーム16を周期的に揺動させ、ロッカーアー
ム16先端の吸気弁17、及び排気弁18の弁駆動を行
わしめるようにしている。又、この吸気弁17及び排気
弁18は、前述の吸気マニフォルド3及び排気マニフォ
ルド6の延出端である吸気ボート3a及び排気ボート6
aに臨んでいる。On the other hand, a camshaft drive device 14 as shown in FIG. 2 is provided on the cylinder head portion 1a side of the engine body 1.
The camshaft 15 rotates by the drive of the engine,
The rocker arm 16 is periodically swung to drive the intake valve 17 and exhaust valve 18 at the tip of the rocker arm 16. Further, the intake valve 17 and the exhaust valve 18 are connected to the intake boat 3a and the exhaust boat 6, which are the extending ends of the intake manifold 3 and exhaust manifold 6 described above.
I am facing a.
吸気マニフォルド3の長さ、すなわち気化器2と該吸気
マニフォルド3の接合面2aと、吸気ボート3aとの間
隔は、上中下各段とも一定となり、このため第3図に示
すように下段の気化器2はど外側つまりクランク軸から
遠ざかる方向とされている。このため接合面2aの中心
を結ぶ線が垂直方向に角度αだけ傾いた状態となる。又
最上位の気化器2の上端は、エンジンブロック上端より
上方でしかもフライホイル13の回転面より下方に位置
している。The length of the intake manifold 3, that is, the distance between the joint surface 2a of the carburetor 2 and the intake manifold 3 and the intake boat 3a, is constant for each of the upper, middle, and lower stages, and therefore, as shown in FIG. The carburetor 2 is positioned on the outer side, that is, in the direction away from the crankshaft. Therefore, the line connecting the centers of the bonding surfaces 2a is inclined in the vertical direction by an angle α. Further, the upper end of the uppermost carburetor 2 is located above the upper end of the engine block and below the rotating surface of the flywheel 13.
方排気ボート6aから延出する夫々の排気マニフォルド
6は、垂直連通部19に連通し、排気ガスは該垂直連通
部19に接続するエキゾーストバイブを通って下方に排
出される。尚、第3図中20はクランクシャフトの回転
をカム軸駆動装置に伝達するためのベルトを示す。Each exhaust manifold 6 extending from the side exhaust boat 6a communicates with a vertical communication section 19, and exhaust gas is discharged downward through an exhaust vibe connected to the vertical communication section 19. Note that 20 in FIG. 3 indicates a belt for transmitting the rotation of the crankshaft to the camshaft drive device.
こうして吸気マニフォルド3の長さを一定にすることに
よって、各エンジンシリンダ内に供給される混合気の空
燃比はすべて均等となり、アイドル運転時でもエンジン
レスポンス性が向上する。By making the length of the intake manifold 3 constant in this manner, the air-fuel ratio of the air-fuel mixture supplied into each engine cylinder becomes uniform, and engine response is improved even during idling operation.
第4図は本発明の第2実施例を示す外観側面図であり、
気化器22と吸気マニフォルド23との接合面22aを
、下位のものほどエンジン本体21のシリンダヘッド部
21a側から遠ざけたものである。このため接合面22
aを縦に結ぶ線は垂直線から角度βだけ傾いた状態とな
り、この場合も前述の場合と同様に各吸気マニフォルド
23の長さを一定にすることが出来る。又この場合、第
1実施例に示したような各気化器22の側方への偏位は
、特に設けなくても良いが、第3図に示すような方法と
組み合わせ、夫々の方向への偏位量を小さくするように
しても良い。第5図は、本発明の第3実施例を示す平面
図であり、吸気マニフォルド33の湾曲部の曲がりを変
化させたものである。すなわち最上位の吸気マニフォル
ド33aに較べて、中位の吸気マニフォルド33b、下
位の吸気マニフォルド33cに至るほど、外方張出量を
大きくしたものである。この場合も各吸気マニフォルド
33a、33b、33cの長さを均等することが出来、
同様の効果があり、第1実施例の各気化器の側方偏位、
又は第2実施例の接合面22a傾斜法と組み合わせ或は
単独でも良いことは勿論である。FIG. 4 is an external side view showing a second embodiment of the present invention,
The joint surface 22a between the carburetor 22 and the intake manifold 23 is located farther away from the cylinder head portion 21a side of the engine body 21 as it is lower. Therefore, the joint surface 22
The line connecting a vertically is inclined by an angle β from the vertical line, and in this case as well, the length of each intake manifold 23 can be made constant as in the case described above. Also, in this case, although it is not necessary to provide for the lateral deviation of each vaporizer 22 as shown in the first embodiment, it is possible to do so in combination with the method shown in FIG. The amount of deviation may be made smaller. FIG. 5 is a plan view showing a third embodiment of the present invention, in which the bending of the curved portion of the intake manifold 33 is changed. That is, compared to the highest intake manifold 33a, the amount of outward protrusion is increased toward the middle intake manifold 33b and the lower intake manifold 33c. In this case as well, the lengths of each intake manifold 33a, 33b, and 33c can be made equal,
There is a similar effect, and the lateral deviation of each carburetor in the first embodiment,
Alternatively, it goes without saying that this method may be used alone or in combination with the method of tilting the joint surface 22a of the second embodiment.
又、以上の第1図に示す第1実施例の気化器0
2、第4図に示す第2実施例の気化器22、第5図に示
す第3実施例の気化器32はすべて一直線上で且つ側方
張出量が面一となり、これら上下の気化器を連結して構
成されるスロットルのリンク機構が簡単に且つ簡素に構
成できる。Further, the carburetor 02 of the first embodiment shown in FIG. 1, the carburetor 22 of the second embodiment shown in FIG. 4, and the carburetor 32 of the third embodiment shown in FIG. In addition, the amount of lateral protrusion is flush, and the throttle link mechanism configured by connecting the upper and lower carburetors can be easily and simply constructed.
(発明の効果)
以上のように本発明の船外機のエンジンは、複数縦列の
吸気マニフォルドを等長としたため、吸気マニフォルド
内の負圧が減少しても、空燃比の差が生じず、すべての
シリンダ内に空燃比一定の混合気が供給されてエンジン
レスポンス性が向上する。(Effects of the Invention) As described above, in the outboard engine of the present invention, since the plurality of vertically arranged intake manifolds have the same length, even if the negative pressure inside the intake manifold decreases, no difference in air-fuel ratio occurs. A mixture with a constant air-fuel ratio is supplied to all cylinders, improving engine response.
又、各気化器に連結されるスロットルのリンク機構が簡
易に構成できるという効果もある。Another advantage is that the throttle link mechanism connected to each carburetor can be easily configured.
第1図から第3図は本発明の第1実施例を示し、第1図
はエンジン部まわりの構成品組付状態を示す外観側面図
、第2図は第1図のII−II線断面図、第3図は第2
図のIII −III線方向から見た気化器の配列につ
いての説明図、第4図は第2実施例を示す外観側面図、
第5図は第3実施例を示す平面図、第6図は船外機本体
の全体図である。
尚、同図中、1はエンジン本体、2は気化器、2aは接
合面、3は吸気マニフォルド、12はクランクシャフト
、13はフライホイール、21はエンジン本体、21a
はシリンダヘッド部、22は気化器、22aは接合面、
23.33は吸気マニフォルド、Cはケーシングを示す
。
特 許 出 願 人 本田技研工業株式会社代 理
人 弁理士 下 1) 容−即問 弁理士
大 橋 邦 店開 弁理士
小 山 有1
21 to 3 show a first embodiment of the present invention, FIG. 1 is an external side view showing the assembled state of components around the engine section, and FIG. 2 is a cross section taken along line II-II in FIG. 1. Figure 3 is the second
An explanatory diagram of the arrangement of the vaporizers seen from the direction of line III-III in the figure, FIG. 4 is an external side view showing the second embodiment,
FIG. 5 is a plan view showing the third embodiment, and FIG. 6 is an overall view of the outboard motor main body. In the figure, 1 is the engine body, 2 is the carburetor, 2a is the joint surface, 3 is the intake manifold, 12 is the crankshaft, 13 is the flywheel, 21 is the engine body, 21a
is the cylinder head, 22 is the carburetor, 22a is the joint surface,
23.33 indicates the intake manifold, and C indicates the casing. Patent applicant: Honda Motor Co., Ltd. Agent
Person Patent Attorney Part 2 1) Yong-Immediate Question Patent Attorney Kuni Ohashi Opening of Business Patent Attorney
Yu Koyama 1 2
Claims (4)
ランク軸の上端には、エンジンブロック上面より上方に
フライホィールとカム軸駆動装置が組み付けられたイン
ライン型多気筒エンジンにおいて、 このエンジンは、各シリンダヘッド部から該エンジン本
体側方にシリンダ軸に沿って延出する各吸気マニフォル
ドと、これら各吸気マニフォルドに各々接続する吸気、
燃料供給系列の装置とを縦列に備え、その最上位に位置
する吸気、燃料供給系列の装置の上端を少なくともフラ
イホィールの回転面より下方で且つエンジンブロック上
端より上方に位置させるとともに、各シリンダヘッド部
から延出する前記各吸気マニフォルドを等長としたこと
を特徴とする船外機のエンジン。(1) In an in-line multi-cylinder engine in which a plurality of cylinders are arranged in tandem and a flywheel and a camshaft drive device are assembled above the top surface of the engine block on the upper end of a crankshaft that extends approximately vertically, each Each intake manifold extends from the cylinder head to the side of the engine body along the cylinder axis, and each intake manifold is connected to each of the intake manifolds.
and a fuel supply system in a vertical line, with the upper end of the intake and fuel supply system located at the top being located at least below the rotating surface of the flywheel and above the upper end of the engine block, and each cylinder head. An outboard engine characterized in that each of the intake manifolds extending from the section has the same length.
器は、下位の気化器に至るほどクランク軸から側方に離
隔させて配設したことを特徴とする請求項第1に記載の
船外機のエンジン。(2) The first aspect of the present invention is characterized in that each of the carburetors forming a part of each of the intake and fuel system devices is arranged so as to be laterally separated from the crankshaft as it reaches the lower carburetors. Outboard engine listed.
器と各吸気マニフォルドとの接合面は、下位に至るほど
シリンダヘッド部側から離隔させたことを特徴とする請
求項第1に記載の船外機のエンジン。(3) The joint surface between each carburetor and each intake manifold, which form part of each intake and fuel system device, is spaced further away from the cylinder head side toward a lower position. The outboard motor engine described in .
向けて湾曲する湾曲部を有し、この湾曲部は、下位の吸
気マニフォルドに至るほど外方への張り出しが大きくな
るよう構成したことを特徴とする請求項第1に記載の船
外機のエンジン。(4) Each of the intake manifolds has a curved portion that curves toward the side of the engine body, and the curved portion is configured such that its outward protrusion increases as it reaches lower intake manifolds. The outboard motor engine according to claim 1.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP30946589A JP2835108B2 (en) | 1989-11-29 | 1989-11-29 | Outboard engine |
CA002014701A CA2014701C (en) | 1989-04-17 | 1990-04-17 | Outboard engine |
US07/509,747 US5036805A (en) | 1989-04-17 | 1990-04-17 | Outboard engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP30946589A JP2835108B2 (en) | 1989-11-29 | 1989-11-29 | Outboard engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH03172570A true JPH03172570A (en) | 1991-07-25 |
JP2835108B2 JP2835108B2 (en) | 1998-12-14 |
Family
ID=17993321
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP30946589A Expired - Lifetime JP2835108B2 (en) | 1989-04-17 | 1989-11-29 | Outboard engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2835108B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5980341A (en) * | 1997-06-09 | 1999-11-09 | Suzuki Kabushiki Kaisha | Outboard motor |
JP2011063171A (en) * | 2009-09-18 | 2011-03-31 | Suzuki Motor Corp | Fuel piping arrangement structure for outboard motor |
-
1989
- 1989-11-29 JP JP30946589A patent/JP2835108B2/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5980341A (en) * | 1997-06-09 | 1999-11-09 | Suzuki Kabushiki Kaisha | Outboard motor |
JP2011063171A (en) * | 2009-09-18 | 2011-03-31 | Suzuki Motor Corp | Fuel piping arrangement structure for outboard motor |
Also Published As
Publication number | Publication date |
---|---|
JP2835108B2 (en) | 1998-12-14 |
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