201132847 六、發明說明： 【發明所屬之技術領域】 本發明是有關於一種省油及動力調節裝置，特別是指 一種喷射式機車的省油及動力調節裝置。 【先前技術】201132847 VI. Description of the Invention: [Technical Field] The present invention relates to a fuel-saving and power regulating device, and more particularly to a fuel-saving and power regulating device for a jet locomotive. [Prior Art]
一般的機車可分為限速車（M0PED)跟非限速車兩種， 而限速車是要符合5〇ec以下以及最高時速為45km/hr兩種 條件，由於在某些國家不需要駕照即可駕駛限速車，因此 為了安全起見’才需要使得機車的最高時速有所限制。 目前的限速方式主要是在機車的傳動裝置内設置一襯 套’而限制皮帶輪的可動盤移動的距離，進而達成限速的 目的。然而，上述設計雖然可以達成限速的作用但若騎 乘者在車輪已達最高轉速仍持續轉動把手欲進行加速動作 時’如圖卜2所示’把手會連動一節流閥心之節流閥轂 ill及閥π U2的開度持續增加，由於該節流閱體η上並 無限制該節流閥轂⑴或閥門112開度的結構，因此即使機 車車輪已達最高輪速，但只要持續轉動把手，仍會造成閥 門112的過度開啟而導致進氣量増加，使一電子控制單一 12(Electronic Co咖丨Unit，ECU)為了維持空燃比而增加= 油量，因此也導致引擎轉速更高、哞立 本日更大，以及造成耗 油與空氣污染等問題。 除此之外，由於該襯套是設置於該傳動裝置内，㈣ 調整限速還需要將該傳動t置拆開進行該襯套的更換，使 用上相當不便。 201132847 【發明内容】 因此’本發明之目的，即在描 接-r ” * I隹饫供一種可以較為省油且 有較佳動力調節之喷射式機車的省油及動力調節裝置。 於是，本發明喷射式機車的t油及動力調節裝置該 機車包含-引擎’該省油及動力調節裝置包含一電子控制 〇〇 — 早兀、 閥單元 一電連接於該電子控制單元的感測單元及一節流 該感測單元是用以偵測機車或引擎的運轉狀態，並提 供給該電子控制單元對該引擎進行噴油及點火調整。 該節流閥單元是設置於該引擎的一吸氣通路上並包括 一節流閥體、一由該節流閥體所圍繞界定的主通道、一設 置於該主通道内的閥門、一設置於該節流閥體上用以控制 该閥門轉動的節流閥轂、一設置於該節流閥體上用以頂抵 該節流閥轂而限制該閥門關閉程度的怠速調節器，及一設 置於該節流閥體上用以限制該閥門開啟程度的省油調節器 本發明之功效在於，藉由該省油調節器來限制該節流 閥體之閥門的開啟程度，能有效避免該閥門過度開啟導致 該電子控制單元為了維持空燃比而增加喷油量，進而達到 降低高速噪音、耗油及空氣污染等效果。 【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 以下配合參考圖式之兩個較佳實施例的詳細說明中，將可 清楚的呈現。 201132847 f本發明被詳細描述之前，要注意的是，在以下的說 月内谷中，類似的元件是以相同的編號來表示。 參閱圖3’為本發明喷射式機車的省油及動力調節裝置 之第一較佳實施例，要特別說明的是，本發明是可用於非 限速車或限速車上，限速車是於非限速車上設置—限速單 元而達到限速作用，且不只一種方法可以達到限速的目的 ，於本實施例中’是以—限速車為例，該機車包含一引擎（ 圖未示)、-驅動單元2,及一設置於該驅動單元2上的限 速單元6,該驅動單元2具有—由該引擎輸出的動力驅動的 曲轴21、-設置於該曲轴21上的皮帶輪22、—間隔於該 皮帶輪22的被動輪(圖未示)、一套設於該皮帶輪22與被動 輪上的皮帶23，當該皮帶輪22轉動時，會帶動該皮帶23 與被動輪轉動，進而帶動車輪轉動。 該皮帶輪22包括一固設於該曲軸21上的固定盤221、 一可相對於該固定盤221移動的可動盤223，及多數個驅動 該可動盤223的滾珠224(因視角的關係只繪出一個）。該限 速單兀6具有一襯套61，該襯套61具有一靠抵於該固定盤 221的擋止環611，及一由該擋止環611往該可動盤223的 方向一體延伸且外徑小於該擋止環611的管體612，該可動 盤223是套設於該管體612上。 參閱圖4、5,該省油及動力調節裝置包含一電子控制 單元3、一電連接於該電子控制單元3的感測單元（圖未示） ，及一設置於該引擎之一吸氣通路上的節流閥單元4，該感 測單元是用以偵測機車或引擎的運轉狀態，並提供給該電 201132847 子控制單元3對該引擎進行喷油及點火調整。 s亥節流閥單元4包括一節流閥體41、一由該節流閥體 41所圍繞界定的主通道42、一設置於該主通道42内的閥 門43、一設置於該節流閥體41上用以控制該閥門43轉動 的節流閥轂44、一設置於該節流閥體4丨上用以頂抵該節流 閥轂44而限制該閥門43關閉程度的怠速調節器45，及一 設置於該節流閥體41上用以頂抵該節流閥轂44而限制該 閥門43開啟程度的省油調節器46。於本實施例中，該電子 控制單元3是安裝於該節流閥體41上。 參閱圖4、6 ’於本實施例中，該省油調節器46具有一 設置於該節流閥體41上的懸臂座461、一可旋動地穿設於 該懸臂座461上用以頂抵該節流閥轂44的調整件462，及 一環設於該調整件462的彈性件463，該懸臂座461可以是 另外結合於該節流閥體41上，也可以是由該節流閥體4 j 一體延伸’不以此為限。該調整件462具有一穿設於該懸 臂座461上的穿設部464，及一連接於該穿設部464且直徑 大於該穿設部464的檔止部465 ’該彈性件463是環繞於該 穿設部464並頂抵於該懸臂座461與擋止部465之間。. 參閱圖4、5，當機車處於怠速狀態時，該節流閥轂44 是頂抵於該怠速調節器45上，以限制該閥門43關閉程度 ，使該閥門43不會完全關閉而封擋該主通道42，因此少量 氣體仍然可以通過該主通道42，使引擎能維持在怠速之狀 態下繼續運轉。 該感測單元是包括一引擎溫度感測器、一引擎轉速感 201132847 測器一環境溫度感測器、一環境氣壓感測器、一進氣負 壓感測器、一閥門開度感測器，及一含氧感測器（圖中均未 』不）’ S亥感測單元能依據該進氣負壓感測器及閥門開度感 測态所測得的訊息進行一開迴路控制，或是依據該含氧感 測器所測得的氧氣含量訊息進行燃油控制更為精準的一閉 迴路控制。 參閱圖3，當騎乘者轉動機車的把手進行加速動作，使 “曲軸21轉動並帶動該皮帶輪22轉動時，在離心力的作 用下會使所述滾珠224如圖中假想線所示往遠離該曲軸21 的方向移動’進而推動該可動盤223往該固定冑221移動 ’同時使得該皮帶主遠離該曲轴21的方向移動，加快 該被動輪的轉速，進而加快機車的車速，當該可動盤223 觸抵於該擋止環611時，就能達成限制車輪最高輪速的目的 參閱圖5、7’在轉動該把手而加快機車車速的同時，The general locomotive can be divided into two types: speed limiter (M0PED) and non-speed limiter. The speed limiter is required to meet the following conditions of 5〇ec and the maximum speed of 45km/hr, because no driver's license is required in some countries. You can drive a speed limit, so for safety reasons, you need to limit the maximum speed of the locomotive. The current speed limit mode is mainly to provide a bushing in the transmission of the locomotive and to limit the distance that the movable wheel of the pulley moves, thereby achieving the purpose of speed limit. However, although the above design can achieve the effect of speed limit, if the rider continues to rotate the handle at the maximum speed of the wheel to perform the acceleration action, as shown in Figure 2, the handle will interlock the throttle valve of the throttle valve. The opening of the hub ill and the valve π U2 continues to increase. Since the throttle body η has no structure for restricting the opening degree of the throttle hub (1) or the valve 112, even if the locomotive wheel has reached the maximum wheel speed, it only lasts. Rotating the handle will still cause the valve 112 to be over-opened, resulting in an increase in the amount of intake air, so that an electronic control unit 12 (Electronic Co. Unit, ECU) increases the amount of oil in order to maintain the air-fuel ratio, thus also causing a higher engine speed. It stands taller today and causes problems such as fuel consumption and air pollution. In addition, since the bushing is disposed in the transmission, (4) adjusting the speed limit requires disassembling the transmission t to replace the bushing, which is quite inconvenient to use. 201132847 [Summary of the Invention] Therefore, the object of the present invention is to provide a fuel-saving and power regulating device for a jet-type locomotive that can be more fuel-efficient and has better power regulation. The t-oil and power regulating device of the locomotive includes the engine - the fuel-saving and power regulating device comprises an electronic control device - the early sensing unit, the valve unit is electrically connected to the sensing unit of the electronic control unit, and the sense of the flow The measuring unit is configured to detect the running state of the locomotive or the engine, and provides the electronic control unit with fuel injection and ignition adjustment. The throttle unit is disposed on an intake passage of the engine and includes a section. a flow valve body, a main passage defined by the throttle body, a valve disposed in the main passage, a throttle valve hub disposed on the throttle body for controlling the rotation of the valve, and a throttle valve hub An idle speed adjuster disposed on the throttle body for abutting the throttle hub to limit the degree of closing of the valve, and a throttle valve body disposed on the throttle body for limiting the opening degree of the valve The fuel economy regulator has the effect of limiting the opening degree of the valve of the throttle body by the fuel economy regulator, and effectively preventing the valve from being excessively opened, thereby causing the electronic control unit to increase the fuel injection amount in order to maintain the air-fuel ratio. Further, the effects of reducing high-speed noise, fuel consumption, and air pollution are achieved. [Embodiment] The foregoing and other technical contents, features, and effects of the present invention are described in the following detailed description of two preferred embodiments with reference to the drawings. 201132847 f Before the present invention is described in detail, it is to be noted that in the following description of the month, similar elements are denoted by the same reference numerals. Referring to FIG. 3' is a jet type locomotive of the present invention. The first preferred embodiment of the fuel-saving and power regulating device, it is particularly pointed out that the present invention can be applied to a non-speed limited or speed-limiting vehicle, and the speed-limiting vehicle is provided on the non-speed limiting vehicle - the speed limiting unit The speed limit is achieved, and more than one method can achieve the speed limit. In this embodiment, the speed limit is used as an example. The locomotive includes an engine (Fig. Not shown), a drive unit 2, and a speed limit unit 6 disposed on the drive unit 2, the drive unit 2 having a crankshaft 21 driven by power output by the engine, and a pulley disposed on the crankshaft 21. 22, a passive wheel (not shown) spaced apart from the pulley 22, a set of belts 23 disposed on the pulley 22 and the driven wheel, when the pulley 22 rotates, the belt 23 and the driven wheel are rotated, and further The pulley 22 includes a fixed disc 221 fixed to the crankshaft 21, a movable disc 223 movable relative to the fixed disc 221, and a plurality of balls 224 for driving the movable disc 223 (depending on the angle of view) The relationship is only one. The speed limit unit 6 has a bushing 61 having a retaining ring 611 against the fixed disk 221 and a retaining ring 611 toward the movable disk. The direction of the 223 is integrally extended and the outer diameter is smaller than the tubular body 612 of the stop ring 611 . The movable disk 223 is sleeved on the tubular body 612 . Referring to FIG. 4 and FIG. 5, the fuel-saving and power regulating device includes an electronic control unit 3, a sensing unit (not shown) electrically connected to the electronic control unit 3, and an air intake passage disposed on the engine. The throttle unit 4 is used to detect the running state of the locomotive or the engine, and is supplied to the electric power control unit 3 of the 201132847 sub-control unit 3 for fuel injection and ignition adjustment. The shai throttle valve unit 4 includes a throttle body 41, a main passage 42 defined by the throttle body 41, a valve 43 disposed in the main passage 42, and a throttle body disposed thereon. a throttle valve hub 44 for controlling the rotation of the valve 43, an idle speed adjuster 45 disposed on the throttle body 4A for abutting against the throttle valve hub 44 to limit the degree of closing of the valve 43, And a fuel-saving regulator 46 disposed on the throttle body 41 for abutting against the throttle hub 44 to limit the opening of the valve 43. In the present embodiment, the electronic control unit 3 is mounted on the throttle body 41. Referring to FIGS. 4 and 6 ′′, in the present embodiment, the fuel-saving adjuster 46 has a cantilever seat 461 disposed on the throttle body 41 , and is rotatably disposed on the cantilever base 461 for abutting An adjusting member 462 of the throttle valve 44 and an elastic member 463 disposed on the adjusting member 462, the cantilever base 461 may be additionally coupled to the throttle body 41, or may be the throttle body 4 j One-piece extension ' is not limited to this. The adjusting member 462 has a through portion 464 that is disposed on the cantilever base 461, and a stop portion 465 that is connected to the through portion 464 and has a larger diameter than the through portion 464. The elastic member 463 is surrounded by The penetrating portion 464 abuts between the cantilever seat 461 and the stopping portion 465. Referring to Figures 4 and 5, when the locomotive is in an idle state, the throttle valve boss 44 is abutted against the idle speed adjuster 45 to limit the degree of closing of the valve 43 so that the valve 43 does not close completely and is blocked. The main passage 42, so that a small amount of gas can still pass through the main passage 42, allows the engine to continue to operate at an idle state. The sensing unit includes an engine temperature sensor, an engine speed sense 201132847 detector-ambient temperature sensor, an ambient air pressure sensor, an intake negative pressure sensor, and a valve opening sensor. And an oxygen sensor (not shown in the figure) 'S Hai sensing unit can perform an open loop control according to the information measured by the intake negative pressure sensor and the valve opening sensing state. Or according to the oxygen content information measured by the oxygen sensor, a more precise closed loop control of fuel control. Referring to FIG. 3, when the rider turns the handle of the locomotive to perform an acceleration action to cause the crankshaft 21 to rotate and drive the pulley 22 to rotate, the ball 224 will move away from the imaginary line as shown by the centrifugal force. The direction of movement of the crankshaft 21, which in turn pushes the movable disk 223 to move toward the fixed jaw 221, while moving the belt main away from the crankshaft 21, speeding up the rotation of the driven wheel, thereby accelerating the speed of the locomotive, when the movable disk 223 When the contact ring 611 is touched, the purpose of limiting the maximum wheel speed of the wheel can be achieved. Referring to Figures 5 and 7', while rotating the handle to speed up the speed of the locomotive,
會帶動該節流間較44及間門43轉動，使該間門43的開度 持續增加（如圖5中假相始％ -、 心線所不），當該節流閥轂44頂抵於 該省油調節器46的調整件462時，該把手就無法再轉動， Γ也無法再帶動該閥門43繼續往更大的角度開啟，而能 達到限制該節流閥體41之進氣量的作用。 另外’如圖6、7所示，該彈性件463的設置，能達到 .穩固該調整件462的作用，使 而有搖晃或掉落的現象。周整件462不易因為震動 藉由上述。又计㊉了利用該限速單元6的襯套Μ來達 7 201132847 到限速的作用之外，另再配合該省油調節H 46之調整件 462的設置，限制該節流閥敕44與閥門43的開度進而即 制該節流閥體41之進氣量，避免該電子控制單元3為了維 持空燃比而增加喷油量’而能達成降低耗油、噪音及空氣 污染的作用。另外，若要進行機車加速性的調整時，也能 直接利用該調整件462來調整該節流閥體41的進氣量，而" 達到加速性的調整’操作上相當便利。 參閱圖8,A本發明喷射式機車的省油及動力調節裝置 之第二較佳實施例，大致類似前述該第一較佳實施例，不 同之處在於.s亥省油調節器Μ具有一結合於該節流閥轂44 上並隨該節流閥轂44轉動的定位件466。該節流閥轂44具 有一第一穿孔441，及一鎖合於該第一穿孔441内的鎖合件 442，而该定位件466具有多數個第二穿孔467，並透過該 鎖合件442將任一第二穿孔467與該第一穿孔441鎖合在 一起，而使該定位件466結合於該節流閥轂44上。 备機車處於怠速狀態時，該節流閥轂44是頂抵於該怠 速調節器45的一側，以限制該閥門43(見圖5)關閉程度， 使忒閥門43不會完全關閉而封擋該主通道42，因此少量氣 體仍然可以通過該主通道42，使引擎能維持在怠速狀態下 繼續運轉。 參閱圖9’在轉動該把手而加快機車車速的同時，會連 動該節流閥轂44及閥門43(見圖5)，使該閥門43的開度持 續增加’而於本實施例中，該節流閥轂44轉動到最大角度 時，是帶動該定位件466頂抵於該怠速調節器45的另一側 201132847 而限制該閥門43的開度，也就 狀離-ΤΓ θ V 疋況機車於急速與限速的 〜、，疋为別藉由該節流閥較44盘6 該台读坰μ。。^ 與疋位件466來頂抵於 w、逮調即态45的相反兩側， ^ ^ Pa . 而限制該閥門43的關閉程 度與開啟程度。藉此，同樣如 ,7 】迷6亥第—較佳實施例可 乂達到降低耗油、噪音及空氣污 M -S ^ ΛΑ 朵的作用，也提供了另一 種選擇的態樣。 综上所述，本發明除了以該 糾阳、* . "限速卓兀* 6的襯套61來達The throttle will be rotated more than the 44 and the door 43, so that the opening of the door 43 continues to increase (as shown in Fig. 5, the false phase starts at - the center line is not), when the throttle valve 44 is at the top When the adjusting member 462 of the fuel-saving adjuster 46 is used, the handle can no longer be rotated, and the cymbal can no longer drive the valve 43 to continue to open at a larger angle, thereby achieving the effect of limiting the intake air amount of the throttle body 41. . Further, as shown in Figs. 6 and 7, the elastic member 463 can be disposed to stabilize the adjusting member 462 so as to be shaken or dropped. The entire peripheral piece 462 is not easily vibrated by the above. It is also counted that the bushing 该 of the speed limiting unit 6 is used to achieve the effect of the speed limit of 7201132847, and the adjustment member 462 of the fuel economy adjustment H 46 is additionally used to limit the throttle valve 敕44 and the valve. The opening degree of 43 further increases the amount of intake air of the throttle body 41, and prevents the electronic control unit 3 from increasing the fuel injection amount in order to maintain the air-fuel ratio, thereby achieving the effect of reducing fuel consumption, noise, and air pollution. Further, when the locomotive acceleration adjustment is to be performed, the adjustment member 462 can be directly used to adjust the intake air amount of the throttle body 41, and the "acceleration adjustment" operation is quite convenient. Referring to Figure 8, a second preferred embodiment of the fuel-saving and power regulating device of the jet-type locomotive of the present invention is substantially similar to the first preferred embodiment described above, except that the s-fuel regulator has a combination A keeper 466 on the throttle hub 44 that rotates with the throttle hub 44. The throttle valve hub 44 has a first through hole 441 and a locking member 442 locked in the first through hole 441. The positioning member 466 has a plurality of second through holes 467 and passes through the locking member 442. The second through hole 467 is locked with the first through hole 441, and the positioning member 466 is coupled to the throttle body 44. When the standby locomotive is in an idle state, the throttle valve hub 44 is abutted against one side of the idle speed adjuster 45 to limit the degree of closing of the valve 43 (see FIG. 5), so that the 忒 valve 43 does not close completely and is blocked. The main passage 42, so that a small amount of gas can still pass through the main passage 42, allows the engine to continue to operate at an idle state. Referring to FIG. 9', while the handle is rotated to speed up the speed of the locomotive, the throttle hub 44 and the valve 43 (see FIG. 5) are interlocked to continuously increase the opening degree of the valve 43. In this embodiment, When the throttle valve 44 is rotated to the maximum angle, the positioning member 466 is urged against the other side 201132847 of the idle speed adjuster 45 to limit the opening degree of the valve 43, that is, the locomotive is separated from the - ΤΓ θ V locomotive. In the rapid and speed limit ~,, 疋 is not to use the throttle valve to read 坰μ compared to 44 disks. . ^ and the clamp member 466 are placed against the opposite sides of the w, the catch state 45, ^ ^ Pa . and the degree of closing and opening of the valve 43 is limited. In this way, as well, the preferred embodiment can achieve the effect of reducing the fuel consumption, noise and air pollution of the M-S^ 朵, and also provides another alternative. In summary, the present invention is in addition to the bushing 61 of the correcting, *. " speed limit*6
到限速的作用之外，再配合該省 ^ A 噌油調卽器46設置於該節流 閥體41上來控制該節流閥體 ,,» . , Λ 1的進軋篁，避免該電子控 制早兀3為了維持空燃比而增加 hi , 曰加噴油量，進而能達成降低 耗油、噪音及空氣"的作用’故確實能達成本發明之目 的0 惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍’即大凡依本發明中請專利 範圍及發明說明内容所作之簡單的等效變化與修/皆仍 屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圖1是一側視圖，說明現有限速喷射式機車的節 體； 圖2是一部分剖視圖，輔助說明圖丨，圖中省略邙八 件； 〇刀 圖3是一部分剖視圖，說明本發明噴射式機車的省油 及動力調節裝置之第一較佳實施例，圖中所示為驅動單元 的部分結構； 9 201132847 圖4是一側視圖， 動力調節裝置的整體形 節器上； 說明該第一較佳實施例中，省油及 μ 其中節流閥穀是頂抵於怠速調 件； 是一部分剖視圖 辅助說明圖4，圓中省略部分構 咏弟一較佳實施例中，省 節器的形態； 圖7是-側視圖’說明該第一 穀頂抵於省油料H上； 财，即流閥 圖8是-側視圖，說 力調節裝置之第二較佳眚"，噴射式機車的省油及動 速調節器上實％例，其中節流間較是頂抵於急 圖9疋一側視圖，說明該第二 較帶動省油調節器頂抵於怠速調節器上。實施例中’節流閥In addition to the effect of the speed limit, the province's oil damper 46 is disposed on the throttle body 41 to control the throttle body, and the 篁 1 is prevented from being rolled. In order to maintain the air-fuel ratio and increase hi, and increase the fuel injection amount, and thus achieve the effect of reducing fuel consumption, noise, and air, it is indeed possible to achieve the object of the present invention. The preferred embodiments of the present invention are not intended to limit the scope of the present invention, i.e., the simple equivalent changes and modifications made in the scope of the invention and the description of the invention are still covered by the present invention. Within the scope. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view showing a section of a conventional speed limit type locomotive; FIG. 2 is a partial cross-sectional view, which is an explanatory view, omitting eight pieces in the drawing; FIG. 3 is a partial sectional view, A first preferred embodiment of a fuel-saving and power regulating device for a jet locomotive according to the present invention is shown in the drawings as a partial structure of a driving unit; 9 201132847 FIG. 4 is a side view of the integral governor of the power adjusting device; In the first preferred embodiment, the fuel economy and the throttle valve valley are the tops of the idle speed adjustment; a part of the cross-sectional view assists the description of FIG. 4, and the omitted part of the circle is a preferred embodiment. Figure 7 is a side view showing the first valley top against the fuel-saving material H; Fig. 8 is a side view, the second preferred 说 of the force adjustment device, The fuel-saving and speed regulator of the locomotive is a real example. The throttle between the throttle and the top is a side view of the emergency map, indicating that the second is more driven by the fuel-saving regulator against the idle speed regulator. Embodiment throttle valve
10 201132847 【主要元件符號說明】 2 驅動單元 45 急速調節器 21 曲轴 46 省油調節器 22 皮帶輪 461 懸臂座 221 固定盤 462 調整件 223 可動盤 463 彈性件 224 滾珠 464 穿設部 23 皮帶 465 擋止部 3 電子控制單元 466 定位件 4 節流閥單元 467 第二穿孔 41 節流閥體 6 限速單元 42 主通道 61 襯套 43 閥門 611 擋止環 44 節流閥穀 612 管體 441 第一穿孔 442 鎖合件 1110 201132847 [Explanation of main components] 2 Drive unit 45 Boss regulator 21 Crankshaft 46 Fuel-saving regulator 22 Pulley 461 Cantilever seat 221 Fixed plate 462 Adjustment member 223 Movable disk 463 Elastic member 224 Ball 464 Through portion 23 Belt 465 Stop portion 3 Electronic control unit 466 Positioning member 4 Throttle valve unit 467 Second perforation 41 Throttle valve body 6 Speed limiting unit 42 Main passage 61 Bushing 43 Valve 611 Stop ring 44 Throttle valve valley 612 Pipe body 441 First perforation 442 Locking member 11