US3901199A - Automatic compression relief mechanism - Google Patents

Automatic compression relief mechanism Download PDF

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Publication number
US3901199A
US3901199A US478176A US47817674A US3901199A US 3901199 A US3901199 A US 3901199A US 478176 A US478176 A US 478176A US 47817674 A US47817674 A US 47817674A US 3901199 A US3901199 A US 3901199A
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US
United States
Prior art keywords
flyweight
camshaft
cam member
engine
valve
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
Application number
US478176A
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English (en)
Inventor
Arnold E Smith
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Briggs and Stratton Corp
Original Assignee
Briggs and Stratton Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Briggs and Stratton Corp filed Critical Briggs and Stratton Corp
Priority to US478176A priority Critical patent/US3901199A/en
Priority to CA206,358A priority patent/CA1010736A/en
Priority to IT69629/74A priority patent/IT1016816B/it
Priority to GB4214874A priority patent/GB1445780A/en
Priority to JP11223274A priority patent/JPS5337981B2/ja
Priority to DE19752523044 priority patent/DE2523044A1/de
Application granted granted Critical
Publication of US3901199A publication Critical patent/US3901199A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F01L13/085—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio the valve-gear having an auxiliary cam protruding from the main cam profile
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/22—Side valves

Definitions

  • ABSTRACT A centrifugally responsive compression release mechanism for an internal combustion engine has a C- shaped flyweight mounted to swing edgewise across one face of the camshaft gear. Between that gear and the cam the camshaft has a cavity shaped like a Woodruff keyway in which an arcuate cam member is slidingly-rockingly received.
  • a camming surface on an edge portion of the flyweight cooperates with one end portion of the cam member to so position it that its other end portion is retracted at engine running speeds but protrudes radially at cranking speeds to cooperate with a valve tappet in holding the valve unseated during the compression stroke.
  • the compression relief mechanism of the present invention is of the type disclosed in the US. Pat. Nos. to Fenton, 3,314,408, to Esty, 3,362,390, to Campen, 3,381,676, to Kruse, 3,395,689, and to Harkness, 3,620,203.
  • a valve that controls flow of gas through a port communicated with the engine combustion chamber is held slightly off its seat during the compression stroke, at cranking speeds of the engine, to allow a certain amount of gas to be displaced through the port, thus relieving the force of compression that opposes cranking rotation of the engine crankshaft.
  • the valve is permitted to remain seated during the compression stroke so that the normal performance of the engine is not impaired.
  • Such operation of the valve is controlled by a cam member on a camshaft that rotates in timed relation to the engine cycle, the cam member being carried for rotation with the camshaft and also for motion relative to it between a retracted position, occupied when the engine is at running speed, and a radially projecting position in which the cam member effects the desired unseating of the valve for compression reliefv
  • the position of the cam member is in turn controlled by a flyweight that is carried by the camshaft for rotation with it and for motion relative to it between defined limits in directions transverse to the camshaft axis.
  • the flyweight is biased to one of its limits of motion and is moved to its other limit by centrifugal force.
  • a connection between the flyweight and the cam member translates bias produced motion of the flyweight towards its said one limit into movement of the cam member towards its projecting position and provides for retraction of the cam member upon centrifugally responsive movement of the flyweight to its other limit of motion.
  • Another object of the invention is to provide an automatic compression relief mechanism which is inherently of such character that it can provide for a valve to be held unseated, for compression relief, through a relatively long portion of the compression stroke, thus affording optimum ease of engine cranking.
  • FIG. 1 is a view in elevation of a valve of an internal combustion engine and actuating mechanism therefor that embodies the principles of this invention, the parts being shown in the positions they occupy during the compression stroke at engine cranking speeds;
  • FIG. 2 is a fragmentary perspective view of the camshaft and cam gear portion of an engine equipped with the compression relief expedient of this invention
  • FIG. 3 is an end view of the camshaft, cam gear and compression relief means, taken on a plane between the cam and the cam gear and showing the parts in the positions they occupy at engine cranking speeds;
  • FIG. 4 is a fragmentary view generally similar to FIG. 1, but with portions broken away and showing the parts in the positions they occupy at normal engine running speeds;
  • FIG. 5 is a fragmentary view generally similar to FIG. 3 but illustrating conditions at engine operating speeds.
  • the numeral 10 designates one of the valves of an internal combustion engine.
  • the valve 10 may be either the intake valve or the exhaust valve, or even a valve especially provided for purposes of compression relief; but in any case it controls flow of gas through a port 1 1 that communicates the combustion chamber of the engine with a passage 12 outside the combustion chamber.
  • the combustion chamber is not shown, although it is in part defined by a wall portion of the engine block that is indicated at 13, which wall portion has the port 11 formed in it.
  • the port can comprise the annular seat for the head 14 of the valve, sealingly engaged by the valve head when the valve is in its closed or seated position.
  • the valve is biased towards its seated position by means of a coiled spring 15 that is located in a spring compartment 16 defined by other wall portions 17 and 18 of the engine block.
  • the stem 19 of the valve is guided in a hole in the top wall 17 of the spring compartment, through which it extends into that compartment, where it is encircled by the valve spring 15.
  • the spring reacts between the underside of the wall 17 and a spring seat flange 20 on the bottom of the valve stem.
  • the passage 12 can be taken as the inlet passage from which combustible mixture can be drawn into the chamber when the valve is open; and if the valve 10 is considered to be the exhaust valve, then the passage 12 can be regarded as the exhaust passage through which spent gases leave the combustion chamber when the valve is open. in either case, it will be evident that when the engine is running normally, the valve should be closed during substantially the entire compression stroke of the engine, to provide for optimum compression of the combustible charge in the combustion chamber.
  • the valve is opened, against the force of its spring 15, by means of a camshaft 21 which rotates in timed relation to the engine cycle and on which there is a single lobe cam 22.
  • the camshaft is driven for such rotation by the engine crankshaft (not shown) on which there is a gear (also not shown) that meshes with a gear 23 on one end of the camshaft.
  • the cam 22 on the camshaft which is axially adjacent to the camshaft gear 23, cooperates with a tappet 24 that has its stem 25 coaxial with the stem 19 of the valve and projecting through a guide hole in the bottom wall 18 of the spring compartment.
  • the upper extremity of the tappet stem is engageable with the underside of the spring seat flange 20.
  • An enlarged foot 27 on the bottom end of the tappet rides on the cam 22, so that during each revolution of the camshaft the lobe of the cam lifts the tappet, and through it the valve, to propel the latter to its open position.
  • the centrifugally responsive compression relief mechanism of this invention comprises, in general, an arcuate cam member 30 that is slidingly and rockingly received in a cavity 31 in the camshaft, a flyweight 32 connected to the camshaft gear 23 by means of a pivot pin 33 eccentrically mounted on the camshaft gear with its axis parallel to that of the camshaft, and a spring 34 that reacts between the flyweight and the camshaft to bias the flyweight in one direction of its motion relative to the camshaft.
  • the cavity 31 in the camshaft which opens radially outwardly, is very similar to a Woodruff keyway, having side surfaces 36 which extend lengthwise of the camshaft and which are flat and parallel to one another, and a bottom surface 37 that is concavely curved to a cylinder segment about an axis which is transverse to that of the camshaft and is spaced outwardly a substantial distance from the mouth of the cavity.
  • the cavity extends partway into the cam 22 and has its opposite end near the camshaft gear 23.
  • the arcuate or crescent-shaped cam member 30 is received in the cavity with a close sliding fit, and hence it has flat side surfaces 39 that slidingly oppose the side surfaces 36 of the cavity and a cylindrical segment inner surface 40 that mates with the curved bottom surface 37 of the cavity.
  • the size of the cam member is such that at least one end portion of it always projects radially out of the cavity and beyond the adjacent curved surface on the camshaft. Hence when a force is applied to one end portion of the cam member, in a direction radially inward relative to the camshaft, such force tends to slide the cam member lengthwise in the cavity and concomitantly rock it so that its other end portion is carried out of the cavity.
  • the surface 41 of the cam member that is exposed at the mouth of the cavity is curved concentrically with its inner surface 40.
  • a spring ring retainer 43 circumferentially embracing the camshaft and extending across the medial portion of the cam member, confines the cam member in the cavity without interfering with its slidingly rocking motion relative to the camshaft.
  • the ring 43 is recessed in a closely fitting circumferential groove 44 in the camshaft to confine it against axial displacement.
  • the end portion 46 of the cam member that is adjacent to the cam 22 is of course in a position to cooperate with the foot 27 on the tappet, so that when said end portion of the cam member is projected, it will hold the valve unseated each time the rotation of the camshaft brings it around to engage the tappet. It will be understood, therefore, that the cavity 31 is in such angular relationship to the lobe on the cam 22 that the cam member comes into juxtaposition to the tappet during the compression stroke, in that portion of the engine cycle when compression relief is desired during cranking.
  • the flyweight 32 cooperates with the opposite end portion 47 of the cam member to position the cam member in accordance with engine speed, holding its tappet engaging end portion 46 radially projected at cranking speeds and permitting it to be retracted at running speeds.
  • the flyweight isgenerally flat, to overlie the face of the camshaft gear 23 that is adjacent to the cam 22, and it is more or less C-shaped in outline so that it curves around the camshaft.
  • the pivot pin 33 extends through a captive end portion of the flyweight, at one side of the camshaft, and constrains the flyweight to rotate with the camshaft while permitting it to swing edgewise relative to the camshaft in directions transverse to the camshaft axis. Limits of such swinging motion are defined by a stop pin 49 which projects from the cam gear at a location diametrically opposite the pivot pin and which cooperates with abutments on the flyweight that are defined by a bay 50 in its outer edge, near its free end. As shown, the marginal portion of the flyweight adjacent to the bay 50 is of reduced thickness and is overlain by a flange-like head 51 on the stop pin that confines the flyweight to edgewise swinging motion.
  • the flyweight On its inner edge, near its free end, the flyweight has an arcuate camming surface 52 that is engageable with its adjacent end portion 47 of the cam member.
  • the camming surface is curved on a non-uniform radius about the axis of the pivot pin 33, such that as the flyweight swings outwardly in response to centrifugal force there is a gradual increase in the distance between said camming surface and the camshaft axis, as measured through cam member 30.
  • the flyweight applies radially inward force to its adjacent end portion 47 of the cam member, projecting the tappet engaging end portion 46 of the cam member to its valve unseating position.
  • its camming surface allows the flyweight engaging end portion 47 of thc cam member to move radially outwardly as the tappet engaging end 46 of the cam member is pushed into its cavity 37 by the biasing force of the valve spring 15, acting through the tappet;
  • the cam member As the flyweight swings outwardly, the cam member also has an inherent tendency to rock to its inoperative position shown in FIG. 4, inasmuch as the portion of the cam member that is adjacent to the flyweight end 47 has a greater thickness (measured between its arcuate surfaces) than its other end, and therefore has more mass to be subject to centrifugal force as the camshaft rotates.
  • the spring 34 that biases the flyweight towards its engine-cranking limit of motion is a leaf spring that is formed in one piece, having a flat, elongated spring arm 55 and a securement portion 56 that is bent from the spring arm to lie in a plane normal to the plane of the spring arm and parallel to its length.
  • the securement portion has a straight edge 57 and has a hole 58 in which the pivot pin 33 is received.
  • the said securement portion flatwise overlies the captive end portion of the flyweight, which is of reduced thickness to define a straight shoulder 59 against which is engaged the straight edge 57 on the spring, thus enabling spring force to be imposed upon the flyweight.
  • the free end of the spring arm 55 bears flatwise against the camshaft, at the side thereof that is opposite the medial portion of the flyweight, to maintain flexing stress in the spring.
  • the flyweight can be of relatively simple geometrical shape, so that it is very inexpensive to manufacture.
  • the cam member is likewise of simple shape, and the cavity in the camshaft in which it is received is of such configuration that it can be formed with a standard cutter.
  • automatic compression relief means for causing the valve to be unseated during a predetermined portion of each engine cycle at engine cranking speeds and to occupy its seated position during said engine cycle portion at engine running speeds, said automatic compression relief means being characterized by:
  • the camshaft having a radially outwardly opening cavity with flat, parallel side surfaces that extend axially of the camshaft and with a concave bottom surface curved as a cylinder segment about an axis transverse to that of the camshaft, one end portion of said cavity being near said part;
  • cam member received in said cavity and having surfaces mating with and slidingly engaging said surfaces of the cavity, so that the cam member is guided for slidingly rocking motion that alternately projects and retracts its opposite end portions relative to the camshaft, said cam member further having 1. its end portion adjacent to the first mentioned end of the cavity formed to provide, when projected, a cam element cooperable with said part, and
  • an automatic centrifugally responsive compression relief mechanism of the type comprising a camshaft rotatable in timed relation to the engine cycle, a flyweight carried by the camshaft for rotation therewith and for movement relative thereto between defined limits in directions transverse to the camshaft axis, said flyweight being biased towards one of said limits to remain at the same at engine cranking speeds and being movable to the other limit under centrifugal force developed at engine running speeds, and a cam member carried by the camshaft for rotation therewith and movement relative thereto and having a connection with the flyweight by which motion of the flyweight to its said one limit moves the cam member to an operative position at which it unseats the valve during a predetennined portion of the engine cycle and motion of the flyweight to its said other limit enables the cam member to occupy an inoperative position in which it allows
  • the camshaft having a radially outwardly opening cavity with axially extending flat, parallel side surfaces and a concave bottom surface curved as a cylindrical segment about an axis transverse to that of the camshaft;
  • the cam member being arcuate and confined in said cavity, and having surfaces slidingly engaged with said surfaces of the cavity whereby the cam member is guided for slidable rocking relative to the camshaft by which itsopposite end portionsare alternately moved to and from positions protruding radially from the camshaft, one end portion of said cam member being so formed that when in its protruding position it holds the valve unseated during said portion of the engine cycle;
  • said connection comprising cooperating camming surfaces on the flyweight and on the other end portion of the cam member whereby motion of the flyweight to its said one limit of motion moves said other end portion of the cam member away from its protruded position and motion of the flyweight to its other limit allows said other end of the cam member to move out of its protruded position.
  • an integral securement portion on the other end of said arm said securement portion being flat and perpendicular to the plane of the arm and having a hole therethrough by which it is pivoted on a pin that also pivots the flyweight for its said limited motion, said securement portion having a straight edge portion engaged along its length with a straight opposing abutment on the flyweight to constrain the flyweight to swing about said pin in unison with edgewise rotation of the securement portion of the spring member.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US478176A 1974-06-10 1974-06-10 Automatic compression relief mechanism Expired - Lifetime US3901199A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US478176A US3901199A (en) 1974-06-10 1974-06-10 Automatic compression relief mechanism
CA206,358A CA1010736A (en) 1974-06-10 1974-08-06 Automatic compression relief mechanism for an internal combustion engine
IT69629/74A IT1016816B (it) 1974-06-10 1974-08-28 Dispositivo decompressore per moto ri a combustione interna
GB4214874A GB1445780A (en) 1974-06-10 1974-09-27 Automatic compression relief mechanism
JP11223274A JPS5337981B2 (enrdf_load_stackoverflow) 1974-06-10 1974-09-28
DE19752523044 DE2523044A1 (de) 1974-06-10 1975-05-24 Ventilsteuerung fuer brennkraftmaschinen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US478176A US3901199A (en) 1974-06-10 1974-06-10 Automatic compression relief mechanism

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US3901199A true US3901199A (en) 1975-08-26

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US478176A Expired - Lifetime US3901199A (en) 1974-06-10 1974-06-10 Automatic compression relief mechanism

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US (1) US3901199A (enrdf_load_stackoverflow)
JP (1) JPS5337981B2 (enrdf_load_stackoverflow)
CA (1) CA1010736A (enrdf_load_stackoverflow)
DE (1) DE2523044A1 (enrdf_load_stackoverflow)
GB (1) GB1445780A (enrdf_load_stackoverflow)
IT (1) IT1016816B (enrdf_load_stackoverflow)

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USB558251I5 (enrdf_load_stackoverflow) * 1975-03-14 1976-01-13
US4165728A (en) * 1976-09-14 1979-08-28 Honda Giken Kogyo Kabushiki Kaisha Decompressing device to be used in engines for prime mover-equipped bicycles and the like
US4185606A (en) * 1976-12-13 1980-01-29 Honda Giken Kogyo Kabushiki Kaisha Decompression operatively connected type kick-starting device
US4338893A (en) * 1979-04-19 1982-07-13 Hans List Decompression device
US4340017A (en) * 1979-06-19 1982-07-20 Honda Giken Kogyo Kabushiki Kaisha Starting decompression device for a four cycle engine
US4453507A (en) * 1981-11-25 1984-06-12 Briggs & Stratton Corporation Centrifugally responsive compression release mechanism
FR2558527A1 (fr) * 1984-01-20 1985-07-26 Kubota Ltd Systeme de decompression automatique pour le demarrage d'un moteur
EP0167691A3 (en) * 1984-07-10 1986-07-30 Fuji Jukogyo Kabushiki Kaisha Decompression apparatus for engines
US4615313A (en) * 1983-08-10 1986-10-07 Kawasaki Jukogyo Kabushiki Kaisha Automatic decompression device for internal combustion engine
US4696266A (en) * 1985-05-14 1987-09-29 Fuji Jukogyo Kabushiki Kaisha Decompression apparatus for engines
US4892068A (en) * 1989-06-09 1990-01-09 Kohler Co. Geared automatic compression release for an internal combustion engine
US4898133A (en) * 1988-12-07 1990-02-06 Kohler Co. Automatic compression release apparatus for an internal combustion engine
US4977868A (en) * 1989-07-12 1990-12-18 Tecumseh Products Company Mechanical compression release system
US5150674A (en) * 1991-05-21 1992-09-29 Briggs & Stratton Corporation Centrifugally responsive compressing release mechanism
US5402759A (en) * 1994-07-08 1995-04-04 Outboard Marine Corporation Cylinder decompression arrangement in cam shaft
US5823153A (en) * 1997-05-08 1998-10-20 Briggs & Stratton Corporation Compressing release with snap-in components
US5957101A (en) * 1997-07-09 1999-09-28 Kohler Co. Automatic compression release mechanism for an internal combustion engine
US5957097A (en) * 1997-08-13 1999-09-28 Harley-Davidson Motor Company Internal combustion engine with automatic compression release
US6055952A (en) * 1998-06-08 2000-05-02 Industrial Technology Research Institute Automatic decompression device
US6394054B1 (en) 2001-01-15 2002-05-28 Tecumseh Products Company Mechanical compression and vacuum release
US20040187825A1 (en) * 2003-03-17 2004-09-30 Honda Motor Co., Ltd. Cam mechanism with decompression device
US6886518B2 (en) 2000-02-18 2005-05-03 Briggs & Stratton Corporation Retainer for release member
US20060272607A1 (en) * 2005-06-07 2006-12-07 Grybush Anthony F Mechanical compression and vacuum release mechanism
US20070074694A1 (en) * 2005-06-07 2007-04-05 Tecumseh Products Company Mechanical compression and vacuum release mechanism
EP1540146A4 (en) * 2002-07-18 2008-07-09 Kohler Co AUTOMATIC DECOMPRESSION MECHANISM
US9850790B2 (en) * 2014-03-19 2017-12-26 Honda Motor Co., Ltd. Internal combustion engine equipped with decompression mechanism

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102777228B (zh) * 2012-08-14 2014-05-28 重庆澳强工贸股份有限公司 发动机启动凸轮轴总成

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3314408A (en) * 1965-05-17 1967-04-18 Kohler Co Centrifugally operated compression release mechanism
US3362390A (en) * 1966-02-09 1968-01-09 Wisconsin Motor Corp Automatic compression release
US3381676A (en) * 1967-04-12 1968-05-07 Tecumseh Products Co Compression relief mechanism
US3395689A (en) * 1966-09-15 1968-08-06 Studebaker Corp Engine decompression apparatus
US3496922A (en) * 1968-04-18 1970-02-24 Tecumseh Products Co Compression relief mechanism
US3511219A (en) * 1968-11-12 1970-05-12 Wisconsin Motors Corp Automatic compression release
US3620203A (en) * 1970-03-11 1971-11-16 Briggs & Stratton Corp Automatic compression relief mechanism

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3314408A (en) * 1965-05-17 1967-04-18 Kohler Co Centrifugally operated compression release mechanism
US3362390A (en) * 1966-02-09 1968-01-09 Wisconsin Motor Corp Automatic compression release
US3395689A (en) * 1966-09-15 1968-08-06 Studebaker Corp Engine decompression apparatus
US3381676A (en) * 1967-04-12 1968-05-07 Tecumseh Products Co Compression relief mechanism
US3496922A (en) * 1968-04-18 1970-02-24 Tecumseh Products Co Compression relief mechanism
US3511219A (en) * 1968-11-12 1970-05-12 Wisconsin Motors Corp Automatic compression release
US3620203A (en) * 1970-03-11 1971-11-16 Briggs & Stratton Corp Automatic compression relief mechanism

Cited By (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USB558251I5 (enrdf_load_stackoverflow) * 1975-03-14 1976-01-13
US3981289A (en) * 1975-03-14 1976-09-21 Briggs & Stratton Corporation Automatic compression relief mechanism for internal combustion engines
US4165728A (en) * 1976-09-14 1979-08-28 Honda Giken Kogyo Kabushiki Kaisha Decompressing device to be used in engines for prime mover-equipped bicycles and the like
US4185606A (en) * 1976-12-13 1980-01-29 Honda Giken Kogyo Kabushiki Kaisha Decompression operatively connected type kick-starting device
US4338893A (en) * 1979-04-19 1982-07-13 Hans List Decompression device
US4340017A (en) * 1979-06-19 1982-07-20 Honda Giken Kogyo Kabushiki Kaisha Starting decompression device for a four cycle engine
US4453507A (en) * 1981-11-25 1984-06-12 Briggs & Stratton Corporation Centrifugally responsive compression release mechanism
US4615313A (en) * 1983-08-10 1986-10-07 Kawasaki Jukogyo Kabushiki Kaisha Automatic decompression device for internal combustion engine
FR2558527A1 (fr) * 1984-01-20 1985-07-26 Kubota Ltd Systeme de decompression automatique pour le demarrage d'un moteur
EP0167691A3 (en) * 1984-07-10 1986-07-30 Fuji Jukogyo Kabushiki Kaisha Decompression apparatus for engines
US4696266A (en) * 1985-05-14 1987-09-29 Fuji Jukogyo Kabushiki Kaisha Decompression apparatus for engines
US4898133A (en) * 1988-12-07 1990-02-06 Kohler Co. Automatic compression release apparatus for an internal combustion engine
US4892068A (en) * 1989-06-09 1990-01-09 Kohler Co. Geared automatic compression release for an internal combustion engine
US4977868A (en) * 1989-07-12 1990-12-18 Tecumseh Products Company Mechanical compression release system
US5150674A (en) * 1991-05-21 1992-09-29 Briggs & Stratton Corporation Centrifugally responsive compressing release mechanism
EP0515183A1 (en) * 1991-05-21 1992-11-25 Briggs & Stratton Corporation Improved centrifugally responsive compression release mechanism
US5402759A (en) * 1994-07-08 1995-04-04 Outboard Marine Corporation Cylinder decompression arrangement in cam shaft
US5823153A (en) * 1997-05-08 1998-10-20 Briggs & Stratton Corporation Compressing release with snap-in components
US5957101A (en) * 1997-07-09 1999-09-28 Kohler Co. Automatic compression release mechanism for an internal combustion engine
US5957097A (en) * 1997-08-13 1999-09-28 Harley-Davidson Motor Company Internal combustion engine with automatic compression release
US6055952A (en) * 1998-06-08 2000-05-02 Industrial Technology Research Institute Automatic decompression device
US6886518B2 (en) 2000-02-18 2005-05-03 Briggs & Stratton Corporation Retainer for release member
US6394054B1 (en) 2001-01-15 2002-05-28 Tecumseh Products Company Mechanical compression and vacuum release
EP1540146A4 (en) * 2002-07-18 2008-07-09 Kohler Co AUTOMATIC DECOMPRESSION MECHANISM
US20040187825A1 (en) * 2003-03-17 2004-09-30 Honda Motor Co., Ltd. Cam mechanism with decompression device
US6889646B2 (en) * 2003-03-17 2005-05-10 Honda Motor Co., Ltd. Cam mechanism with decompression device
US20060272607A1 (en) * 2005-06-07 2006-12-07 Grybush Anthony F Mechanical compression and vacuum release mechanism
US7174871B2 (en) 2005-06-07 2007-02-13 Tecumseh Products Company Mechanical compression and vacuum release mechanism
US20070074694A1 (en) * 2005-06-07 2007-04-05 Tecumseh Products Company Mechanical compression and vacuum release mechanism
US7328678B2 (en) 2005-06-07 2008-02-12 Tecumseh Power Company Mechanical compression and vacuum release mechanism
US9850790B2 (en) * 2014-03-19 2017-12-26 Honda Motor Co., Ltd. Internal combustion engine equipped with decompression mechanism

Also Published As

Publication number Publication date
JPS50158729A (enrdf_load_stackoverflow) 1975-12-22
CA1010736A (en) 1977-05-24
IT1016816B (it) 1977-06-20
GB1445780A (en) 1976-08-11
JPS5337981B2 (enrdf_load_stackoverflow) 1978-10-12
DE2523044A1 (de) 1975-12-18

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