JPS6153537B2 - - Google Patents
Info
- Publication number
- JPS6153537B2 JPS6153537B2 JP56092975A JP9297581A JPS6153537B2 JP S6153537 B2 JPS6153537 B2 JP S6153537B2 JP 56092975 A JP56092975 A JP 56092975A JP 9297581 A JP9297581 A JP 9297581A JP S6153537 B2 JPS6153537 B2 JP S6153537B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- lever
- roller
- opening
- shaft
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 4
- 239000010409 thin film Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000004677 Nylon Substances 0.000 description 1
- 239000004809 Teflon Substances 0.000 description 1
- 229920006362 Teflon® Polymers 0.000 description 1
- 238000005219 brazing Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 229910001220 stainless steel Inorganic materials 0.000 description 1
- 239000010935 stainless steel Substances 0.000 description 1
- BFKJFAAPBSQJPD-UHFFFAOYSA-N tetrafluoroethene Chemical group FC(F)=C(F)F BFKJFAAPBSQJPD-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
Description
【発明の詳細な説明】
本発明は、内燃機関の出力制御に用いられる吸
気絞り弁の開閉装置に関するもので、絞り弁の閉
方向への戻り不良を除去するための簡単な装置を
提供することを目的とするものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an opening/closing device for an intake throttle valve used for output control of an internal combustion engine, and an object of the present invention is to provide a simple device for eliminating failure of the throttle valve to return in the closing direction. The purpose is to
内燃機関の吸気絞り弁の開閉装置の通常の構造
は、車両運転者のアクセルの踏み込み量が、車両
に設けられたリンク機構又はケーブルを介して絞
り弁の軸に直接的に伝達され、絞り弁の開き角度
が決められる構成となつている。このような絞り
弁を用いた場合、アクセル踏み込み量と絞り弁開
き度の関係が一義的に決定されてしまい、車両加
速時の運転者の種々の要求に対して対応できない
欠点がある。この問題を解消するため、絞り弁本
体の一部分に、絞り弁開閉レバーに設けたカム溝
とこのカム溝に沿つて転動するローラより成る中
継部分を設け、このカム溝の形状によりアクセル
踏み込み量と絞り弁開き角度との関数関係を任意
に得ることができる構成とした吸気絞り弁が用い
られている。このようなカム溝とローラとの組合
せからなる構造のものにあつては、製造上の誤差
を考慮してカム溝の幅はローラの外径より大きく
するのが通常であり、これによりカム溝とローラ
との間に隙間を生ずる。 The normal structure of an intake throttle valve opening/closing device for an internal combustion engine is that the amount of accelerator pedal depression by the vehicle driver is directly transmitted to the shaft of the throttle valve via a link mechanism or cable provided in the vehicle. The opening angle can be determined. When such a throttle valve is used, the relationship between the amount of depression of the accelerator and the degree of opening of the throttle valve is uniquely determined, and there is a drawback that the throttle valve cannot respond to the various demands of the driver when accelerating the vehicle. In order to solve this problem, we installed a relay part in a part of the throttle valve body, which consists of a cam groove provided on the throttle valve opening/closing lever and a roller that rolls along this cam groove. An intake throttle valve is used in which a functional relationship between the opening angle of the throttle valve and the opening angle of the throttle valve can be arbitrarily obtained. In a structure consisting of a combination of a cam groove and a roller, the width of the cam groove is usually made larger than the outer diameter of the roller in consideration of manufacturing errors. A gap is created between the roller and the roller.
また、絞り弁の構成として、内燃機関の吸気管
負圧の吸引力により絞り弁軸の軸受部に生ずる摩
擦力、絞り弁軸に嵌め込まれているエアーシール
による摩擦力等種々の原因による摩擦力に抗して
絞り弁を全閉位置までに戻すに必要な戻しバネ力
を付加する必要があるが、従来の構造のものでは
中継軸及び絞り弁軸の各々にリターンバネ力を付
加し、これらの合計した力で絞り弁軸を全閉に戻
すに必要な戻しバネ力としている。このような構
造では前述したカム溝とローラとの間の隙間に相
当する角度分絞り弁が全閉にならないとか、又は
走行中においてアクセルの遊びが発生する等の欠
点がある。 In addition, the configuration of the throttle valve is affected by frictional forces caused by various causes, such as the frictional force generated on the bearing of the throttle valve shaft due to the suction force of the negative pressure in the intake pipe of the internal combustion engine, and the frictional force caused by the air seal fitted into the throttle valve shaft. It is necessary to add the return spring force necessary to return the throttle valve to the fully closed position against the The total force is the return spring force required to return the throttle valve shaft to its fully closed position. Such a structure has drawbacks such as the throttle valve not being fully closed by an angle corresponding to the gap between the cam groove and the roller described above, or play in the accelerator occurring during driving.
本発明は上記の点に鑑み、従来装置の欠点を除
去するために案出されたものであつて、従来中継
軸及び絞り弁軸の各々に戻しバネ力を分散させて
いたのに対し、絞り弁軸に必要な戻しバネ力を集
中的に付加することにより、絞り弁の開方向及び
閉方向共にカム溝の片側の同一面にローラを当て
るよう構成することができ、カム溝幅とローラ外
径との隙間の影響をなくし、絞り弁の全閉位置へ
の戻り不良、走行中におけるアクセルの遊びをな
くすことができたものである。 In view of the above points, the present invention was devised to eliminate the drawbacks of the conventional device. By intensively applying the necessary return spring force to the valve stem, it is possible to configure the throttle valve so that it hits the same surface on one side of the cam groove in both the opening and closing directions, and the width of the cam groove and the outside of the roller can be adjusted. This eliminates the influence of the gap with the diameter, and eliminates the failure of the throttle valve to return to the fully closed position and the play of the accelerator during driving.
本発明の構成をその図面に示す実施例に基づい
て説明する。 The configuration of the present invention will be explained based on the embodiments shown in the drawings.
絞り弁本体１に、絞り弁軸２が図示しない２個
の軸受を介して支持されており、この絞り弁軸２
に絞り弁２３がボルト２４により一体的に固定さ
れていて、絞り弁軸２の回動により絞り弁２３が
開閉するようになつている。３は絞り弁開閉レバ
ーであつてその一端を絞り弁軸２に圧入の後、さ
らにナツト３１により固定されている。絞り弁開
閉レバー３の一部にカム面３ａ，３ｂよりなるカ
ム溝が形成されている。このような構成により絞
り弁開閉レバー３、絞り弁軸２、絞り弁２３が一
体的に回動する構成となつている。 A throttle valve shaft 2 is supported by the throttle valve body 1 via two bearings (not shown).
A throttle valve 23 is integrally fixed to the throttle valve 23 by bolts 24, and the throttle valve 23 is opened and closed by rotation of the throttle valve shaft 2. Reference numeral 3 denotes a throttle valve opening/closing lever, one end of which is press-fitted into the throttle valve shaft 2 and further fixed with a nut 31. A cam groove consisting of cam surfaces 3a and 3b is formed in a part of the throttle valve opening/closing lever 3. With this configuration, the throttle valve opening/closing lever 3, the throttle valve shaft 2, and the throttle valve 23 are configured to rotate integrally.
一方中継軸１２が絞り弁本体１に圧入固定さ
れ、さらに抜け止めのためのピン２８が挿入され
完全に固定されている。中継レバー１１にはカラ
ー３２が鑞付け等により一体固定され、このカラ
ー３２内に圧入固定された軸受（図示しない）を
介して中継軸１２に対し回動できるように組付け
てあり、軸方向の位置を規制するためサークリツ
プ３６、ウエーブワツシヤ３５、ナイロンワツシ
ヤ３３，３４を用いている。ボールジヨイント１
３は中継レバー１１にカシメにより固定され、図
示しないアクセルの動きを中継レバー１１に伝え
る。また中継レバー１１にはローラ軸４が固定さ
れており、このローラ軸４に第３図に示すように
ローラ７が挿入され、ローラ７の内径部に接着固
定された低摩擦係数を有する材料の薄膜部８を介
してローラ軸４に対して回動自在となつている。
なお、薄膜部８の具体例としては４弗化エチレン
（通称テフロン）を主成分とするもので構成して
いるが、他には、油を含浸した焼結材よりなるリ
ング状の部材を用いてもよい。ローラ軸４にはサ
ークリツプ９及びピン１０を取り付けてローラ７
がローラ軸４より抜け出るのを防止している。ロ
ーラ７は絞り弁開閉レバー３に設けられたカム溝
の一方の面３ａに当接しており、ローラ７に対し
て絞り弁開閉レバー３が相対的に傾斜しても端部
で局部的に接触しないよう外径部が部分的な球面
をなしている。またローラ７は錆を防止するため
ステンレス材により作られており、絞り弁開閉レ
バー３と同様に熱処理を行つている。 On the other hand, the relay shaft 12 is press-fitted into the throttle valve body 1, and a pin 28 for preventing it from coming off is inserted and completely fixed. A collar 32 is integrally fixed to the relay lever 11 by brazing or the like, and is assembled so as to be rotatable relative to the relay shaft 12 via a bearing (not shown) press-fitted into the collar 32. A circlip 36, a wave washer 35, and nylon washers 33 and 34 are used to regulate the position of the cylindrical part. ball joint 1
3 is fixed to the relay lever 11 by caulking, and transmits the movement of an accelerator (not shown) to the relay lever 11. Further, a roller shaft 4 is fixed to the relay lever 11, and a roller 7 is inserted into this roller shaft 4 as shown in FIG. It is rotatable with respect to the roller shaft 4 via the thin film portion 8 .
Note that a specific example of the thin film portion 8 is made of a material whose main component is tetrafluoroethylene (commonly known as Teflon), but a ring-shaped member made of sintered material impregnated with oil may also be used. It's okay. A circlip 9 and a pin 10 are attached to the roller shaft 4, and the roller 7
This prevents the roller from slipping out from the roller shaft 4. The roller 7 is in contact with one surface 3a of a cam groove provided in the throttle valve opening/closing lever 3, and even if the throttle valve opening/closing lever 3 is tilted relative to the roller 7, it will locally contact at the end. The outer diameter part is partially spherical to prevent this. Further, the roller 7 is made of stainless steel to prevent rust, and is heat treated in the same manner as the throttle valve opening/closing lever 3.
中継レバー１１の一部に突出部１５が設けられ
ており、アクセル全開になつた時絞り弁本体１に
固定されたストツパ１４にこの突出部１５が当る
ことにより、絞り弁２３の開き角度を規制してい
る。 A protrusion 15 is provided on a part of the relay lever 11, and when the accelerator is fully opened, the protrusion 15 hits a stopper 14 fixed to the throttle valve body 1, thereby regulating the opening angle of the throttle valve 23. are doing.
引張りコイルスプリング１７が、絞り弁本体１
に固定されたダツシユポツト１６と絞り弁開閉レ
バー３との間に掛けられ、また捩りコイルスプリ
ング２７が絞り弁開閉レバー３と絞り弁本体１と
の間に掛けられ、これらのスプリングは種々の摩
擦に打ち勝つて絞り弁２３を全閉位置に戻すのに
必要にして十分なバネ力を有している。また中継
軸１２と中継レバー１１との間に発生する摩擦ト
ルクに打ち勝つための比較的弱いバネ力を有する
捩りコイルスプリング２６が、絞り弁本体と中継
レバー１１との間に掛けられている。 The tension coil spring 17 is attached to the throttle valve body 1
A torsion coil spring 27 is hung between the dart pot 16 fixed to the throttle valve opening/closing lever 3 and the throttle valve body 1, and these springs are It has sufficient spring force to overcome the problem and return the throttle valve 23 to the fully closed position. Further, a torsion coil spring 26 having a relatively weak spring force to overcome the frictional torque generated between the relay shaft 12 and the relay lever 11 is hung between the throttle valve body and the relay lever 11.
絞り弁開閉レバー３の一部に設けられた雌ねじ
部にボルト５が組込んであつて、ナツト６で固定
されるようになつており、ボルト５の頭部が中継
レバー１１と当接し、ナツト６の回動によりその
当接の度合を調節可能としている。 A bolt 5 is assembled into a female thread provided in a part of the throttle valve opening/closing lever 3, and is fixed with a nut 6. The head of the bolt 5 abuts the relay lever 11, and the nut The degree of contact can be adjusted by rotating 6.
スクリユー１９は絞り弁の全閉位置を決定する
ための調整ボルトであり、絞り弁本体１に取り付
けられており、その先端が絞り弁開閉レバー３の
一部に当接している。 The screw 19 is an adjustment bolt for determining the fully closed position of the throttle valve, and is attached to the throttle valve main body 1, with its tip abutting a part of the throttle valve opening/closing lever 3.
なお２１は負圧検出用チユーブ、２２は同チユ
ーブの抜け出し防止用部材であつて、絞り弁本体
１にねじ固定されている。２５は絞り弁開度検出
器、２９は絞り弁部をバイパスする空気流量を調
整するための調整スクリユー、３０はこの調整ス
クリユーと絞り弁本体１との間に組み込まれて調
整スクリユー２９の洩れと弛みを防止するＯリン
グである。 Note that 21 is a tube for detecting negative pressure, and 22 is a member for preventing the tube from coming off, which is fixed to the throttle valve body 1 with a screw. 25 is a throttle valve opening degree detector; 29 is an adjustment screw for adjusting the flow rate of air bypassing the throttle valve section; 30 is installed between this adjustment screw and the throttle valve body 1 to prevent leakage of the adjustment screw 29; This is an O-ring that prevents loosening.
つぎに本発明の作用をその実施例に基づいて説
明する。 Next, the operation of the present invention will be explained based on examples thereof.
運転者の意志により駆動されるアクセルの動き
は車両に設けられているリング機構又はケーブル
を介してボールジヨイント１３に伝達され、これ
により中継レバー１１、中継レバー１１に一体固
定されたローラ軸４及び同軸に回動可能に支持さ
れたローラ７が、中継軸１２を中心として第１図
に示すＡ方向に回転する。このローラ７の動きは
ローラ７の当接しているカム面３ａを介して絞り
弁開閉レバー３に伝えられ、同レバー３は絞り弁
軸２を中心として第１図におけるＢ方向に回転
し、絞り弁開閉レバー３、絞り弁軸２、絞り弁２
３は一体結合しているので、結果的に絞り弁２３
の回転角は絞り弁開閉レバー３のＢ方向の回転角
と同一となる。そして中継レバー回転角と絞り弁
回転角との関数関係は、絞り弁開閉レバー３に設
けたカム溝３ａ，３ｂの形状を変えることにより
第４図に示すように任意に選ぶことが可能とな
り、運転者の種々の要求に対応できるものとな
る。 The movement of the accelerator driven by the driver's will is transmitted to the ball joint 13 via a ring mechanism or cable provided in the vehicle, and thereby the relay lever 11 and the roller shaft 4 integrally fixed to the relay lever 11. A roller 7 rotatably supported on the same axis rotates about the relay shaft 12 in the direction A shown in FIG. This movement of the roller 7 is transmitted to the throttle valve opening/closing lever 3 via the cam surface 3a that the roller 7 is in contact with, and the lever 3 rotates in the direction B in FIG. Valve opening/closing lever 3, throttle valve shaft 2, throttle valve 2
3 are integrally connected, so as a result, the throttle valve 23
The rotation angle is the same as the rotation angle of the throttle valve opening/closing lever 3 in the B direction. The functional relationship between the relay lever rotation angle and the throttle valve rotation angle can be arbitrarily selected as shown in FIG. 4 by changing the shape of the cam grooves 3a and 3b provided on the throttle valve opening/closing lever 3. This makes it possible to meet the various demands of drivers.
しかしながら、製造上の誤差を考慮して絞り弁
開閉レバー３のカム溝の幅はローラ７の外径より
大きくするのが通常であり、このためにカム溝と
ローラ７との間には第１図に示すような幅方向の
隙間ε２が生ずる。したがつて、車両走行中、あ
る開度からアクセルを閉じる方向に戻した場合、
絞り弁軸２に十分な戻しバネ力が付加されていな
いと、中継レバー１１が閉じる方向に移動しても
絞り弁開閉レバー３は前の位置に留まつているた
め、ローラ７はカム面３ａより離れ、前述の隙間
ε２に相当する中継レバー１１の開度だけさらに
閉方向に移動し反対側のカム面３ｂに当接した後
にやつと絞り弁２３を閉じる方向に回動させるこ
とになり、絞り弁２３の戻り不良が生ずる。これ
を防止するために引張りコイルスプリング１７及
びコイルスプリング２７を絞り弁開閉レバー３に
付加し、これらのスプリング力のみで、絞り弁軸
２が種々の摩擦力に打ち勝つて絞り弁２３を全閉
位置に戻すのに必要にして十分なものとした。こ
れにより絞り弁軸２の開き方向及び閉じ方向共
に、ローラ７は絞り弁開閉レバー３のカム溝の一
方のカム面３ａと常に当接させることができ、絞
り弁２３の戻り不良を無くすことができる。 However, in consideration of manufacturing errors, the width of the cam groove of the throttle valve opening/closing lever 3 is usually made larger than the outer diameter of the roller 7, and for this reason, there is a first groove between the cam groove and the roller 7. A gap ε2 in the width direction as shown in the figure is generated. Therefore, when the accelerator is returned to the closing direction from a certain opening while the vehicle is running,
If a sufficient return spring force is not applied to the throttle valve shaft 2, the throttle valve opening/closing lever 3 will remain in the previous position even if the relay lever 11 moves in the closing direction, and the roller 7 will move against the cam surface 3a. further apart, the relay lever 11 moves further in the closing direction by the opening degree corresponding to the above-mentioned gap ε 2 , and after coming into contact with the cam surface 3b on the opposite side, the throttle valve 23 is rotated in the closing direction. , a failure of the throttle valve 23 to return occurs. In order to prevent this, a tension coil spring 17 and a coil spring 27 are added to the throttle valve opening/closing lever 3, and with only the force of these springs, the throttle valve shaft 2 overcomes various frictional forces and moves the throttle valve 23 to the fully closed position. It was deemed necessary and sufficient to restore it. As a result, the roller 7 can always be brought into contact with one cam surface 3a of the cam groove of the throttle valve opening/closing lever 3 in both the opening and closing directions of the throttle valve shaft 2, and the failure of the throttle valve 23 to return can be eliminated. can.
以上のとおり本発明は、絞り弁軸に必要な戻し
バネ力を集中的に付加することにより絞り弁の開
方向及び閉方向共にカム溝の片側の同一面にロー
ラを当てるよう構成することができ、カム溝幅と
ローラ外径との隙間の影響をなくし、絞り弁の全
閉位置への戻り不良、走行中におけるアクセルの
遊びをなくすることのできる装置が極めて簡単な
構成によつて得られるものである。 As described above, the present invention can be configured so that the roller is brought into contact with the same surface on one side of the cam groove in both the opening and closing directions of the throttle valve by intensively applying the necessary return spring force to the throttle valve shaft. With an extremely simple configuration, it is possible to eliminate the influence of the gap between the cam groove width and the outer diameter of the roller, and to eliminate the failure of the throttle valve to return to the fully closed position and the play of the accelerator during driving. It is something.
第１図は本発明の１実施例の正面図、第２図は
第１図の左側面図、第３図は第１図のＸ―Ｘ線で
切断した同上ローラー部の拡大縦断面図、第４図
はカム溝の形状により得られる中継レバー回転角
と絞り弁回転角との相関関係曲線の種々の例を示
す図。
１…絞り弁本体、２…絞り弁軸、３…絞り弁開
閉レバー、４…ローラ軸、５…調整ボルト、７…
ローラ、８…薄膜部材、１１…中継レバー、１２
…中継軸、１３…ボールジヨイント、１４…スト
ツパ、１５…突出部、１６…ダツシユポツト、１
７…引張りコイルスプリング、２３…絞り弁、２
７…捩りコイルスプリング。
FIG. 1 is a front view of one embodiment of the present invention, FIG. 2 is a left side view of FIG. 1, and FIG. 3 is an enlarged longitudinal cross-sectional view of the same roller section taken along line X--X in FIG. 1. FIG. 4 is a diagram showing various examples of correlation curves between the relay lever rotation angle and the throttle valve rotation angle obtained by the shape of the cam groove. 1... Throttle valve body, 2... Throttle valve shaft, 3... Throttle valve opening/closing lever, 4... Roller shaft, 5... Adjustment bolt, 7...
Roller, 8... Thin film member, 11... Relay lever, 12
...Relay shaft, 13...Ball joint, 14...Stopper, 15...Protrusion, 16...Dash pot, 1
7... Tension coil spring, 23... Throttle valve, 2
7...Torsion coil spring.
Claims (1)
レバーとを、一方のレバーに設けたカム溝と他方
のレバーに設けたローラーとを介して連結してリ
ンク機構を構成し、車両のアクセル踏み込み量と
吸気絞り弁の開き量との関数関係を、前記カム溝
の形状を変えることにより任意に変化できるよう
にした内燃機関の出力制御用吸気絞り弁におい
て、 絞り弁開閉レバーを固着した絞り弁軸に、同軸
に対する摩擦力に打ち勝つて絞り弁を全閉位置に
戻すのに十分な戻し力を付与したことを特徴とす
る吸気絞り弁開閉装置。[Scope of Claims] 1. A link mechanism is constructed by connecting a throttle valve opening/closing lever and a relay lever connected to an accelerator via a cam groove provided on one lever and a roller provided on the other lever, In an intake throttle valve for output control of an internal combustion engine, the functional relationship between the amount of depression of the accelerator pedal of a vehicle and the amount of opening of the intake throttle valve can be arbitrarily changed by changing the shape of the cam groove. An intake throttle valve opening/closing device characterized in that a return force sufficient to overcome the frictional force against the fixed throttle valve shaft and return the throttle valve to a fully closed position is applied to the fixed throttle valve shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9297581A JPS57198332A (en) | 1981-06-18 | 1981-06-18 | Opening and closing device of intake air throttle valve for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9297581A JPS57198332A (en) | 1981-06-18 | 1981-06-18 | Opening and closing device of intake air throttle valve for internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56081836A Division JPS57198329A (en) | 1981-05-30 | 1981-05-30 | Opening and closing device of intake air throttle valve for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57198332A JPS57198332A (en) | 1982-12-04 |
| JPS6153537B2 true JPS6153537B2 (en) | 1986-11-18 |
Family
ID=14069396
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9297581A Granted JPS57198332A (en) | 1981-06-18 | 1981-06-18 | Opening and closing device of intake air throttle valve for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57198332A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3418174A1 (en) * | 1984-05-16 | 1985-11-21 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES |
| JPH0540281Y2 (en) * | 1986-12-17 | 1993-10-13 |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2996051A (en) * | 1960-01-13 | 1961-08-15 | Gen Motors Corp | Carburetor |
| US3105861A (en) * | 1960-06-16 | 1963-10-01 | Acf Ind Inc | Carburetor |
| JPS5326617A (en) * | 1976-08-25 | 1978-03-11 | Matsushita Electric Ind Co Ltd | Deflection uni t and its manufacture |
| JPS538427B2 (en) * | 1975-03-19 | 1978-03-28 | ||
| JPS554229A (en) * | 1978-06-22 | 1980-01-12 | Shin Meiwa Ind Co Ltd | Device for binding container transport vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS572663Y2 (en) * | 1976-07-07 | 1982-01-18 | ||
| DE2964479D1 (en) * | 1978-08-19 | 1983-02-17 | Ford Motor Co | Down-draft carburettor |
-
1981
- 1981-06-18 JP JP9297581A patent/JPS57198332A/en active Granted
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2996051A (en) * | 1960-01-13 | 1961-08-15 | Gen Motors Corp | Carburetor |
| US3105861A (en) * | 1960-06-16 | 1963-10-01 | Acf Ind Inc | Carburetor |
| JPS538427B2 (en) * | 1975-03-19 | 1978-03-28 | ||
| JPS5326617A (en) * | 1976-08-25 | 1978-03-11 | Matsushita Electric Ind Co Ltd | Deflection uni t and its manufacture |
| JPS554229A (en) * | 1978-06-22 | 1980-01-12 | Shin Meiwa Ind Co Ltd | Device for binding container transport vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57198332A (en) | 1982-12-04 |
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