This application is a U.S. National Phase Application under 35 USC § 371 of International Application No. PCT/JP2004/016855, filed Nov. 12, 2004 designating the United States and published in Japanese, which claims priority from Japanese Application No. 2003-382595, filed Nov. 12, 2003.
The present invention relates to a transmissible connecting mechanism driving a lead air control valve and an air-fuel mixture throttle valve of a carburetor of a stratified scavenging two-cycle engine in an interlocking manner.
In conventional, a combustion control in an optimum state is executed while always keeping a balance between an amount of the air-fuel mixture and an amount of the lead air, by driving the lead air control valve and the air-fuel mixture throttle valve of the carburetor of the stratified scavenging two-cycle engine in an interlocking manner.
The stratified scavenging two-cycle engine is structured such that a lead air precedently having flown into a cylinder in a scavenging process is flown out to an exhaust port together with a combustion gas, and an air-fuel mixture flowing into the cylinder after the lead air can be stored within the cylinder. Accordingly, it is possible to prevent a so-called blow-by phenomenon, that is, the air-fuel mixture flowing into the cylinder is discharged to an atmospheric air from a exhaust port together with the combustion gas, it is possible to widely reduce an exhaust gas concentration, and it is possible to reduce a dissipation of a fuel consumption.
A transmissible connecting mechanism is used as a control mechanism which can obtain an optimum opening degree of the lead air control valve with respect to an opening degree of the throttle valve in the carburetor in order to control a timing at which the lead air and the air-fuel mixture are flown into the cylinder, an inflow amount and the like.
As the transmissible connecting mechanism driving the lead air control valve and the air-fuel mixture throttle valve of the carburetor of the stratified scavenging two-cycle engine in an interlocking manner, for example, there has been proposed a diaphragm carburetor using a cam mechanism and a link mechanism by Japanese Patent Application Laid-Open (JP-A) No. 2000-314350 (patent document 1).
The diaphragm carburetor described in JP-A No. 2000-314350 is provided with a structure shown in
A lever 69 is borne to the other end 67′ of the throttle valve shaft 63 so as to be relatively non-rotatable as shown in
The transmissible connecting portion 76 formed between a shaft 65 of the lead air control valve and the throttle valve shaft 63 is driven by a rotation of the throttle valve shaft 63, and a connection between the lead air control valve and the throttle valve 62 of the carburetor is achieved dependently on a position. As shown in
As a structure of a cam mechanism serving as the transmissible connecting portion 76, as shown in
When the cam profile portion 80 of the free end 79 is brought into contact with the cam profile portion 81 of the free end 78, the throttle valve 62 within a intake pipe line 61 already exists at a partial load position. If the throttle valve 62 is further opened at this time point, the shaft 65 of the lead air control valve is taken in the valve opening direction 73, and a regulating distance at that time can be determined by the cam profile portions 80 and 81 of vertical edges of the levers 69′ and 71′.
Patent Document 1:Japanese Patent Application Laid-Open (JP-A) No. 2000-314350
Problems to be Solved by the Invention
In the invention described in the Patent Document 1, the link mechanism or the cam mechanism is used as the transmissible connecting mechanism between the lead air control valve and the throttle valve of the carburetor, however, in a case of using the link mechanism, a length equal to or more than a predetermined length is required in the drawbar 72 for a purpose of rotating the levers 69 and 71 in an interlocking manner. If the length of the drawbar 72 is short, the rotation in the interlocking manner is hard to be executed between the levers 69 and 71.
In other words, considering a case that the length of the drawbar 72 is extremely short, the lever 69 and the lever 71 get closer to a state in which end portions of the levers 69 and 71 are connected by pin. At this time, a freedom degree is nearly lost between the levers 69 and 71. Even if the levers 69 and 71 are rotated, the levers 69 and 71 are rotated only at a slight amount. Further, if lengths of the levers 69 and 71 are made short, torque transmitted from one lever to the other lever becomes small, so that it is impossible to transmit a great force.
Accordingly, it is hard to make a center distance between the throttle valve shaft 7 of the carburetor and the invention described in JP-A No. 2000-314350 short, and it is hard to make an area between the carburetor and the lead air control valve small.
Further, in a case that the cam mechanism is used as the transmissible connecting mechanism as the invention described in JP-A No. 2000-314350, the restoring spring 68 and the coil spring 75 operating in the valve closing direction are arranged respectively in the throttle valve shaft 63 of the carburetor and the shaft 65 of the lead air control valve, however, if a foreign particle or the like enters into the valve shafts 63 and 65, there is a risk that the valve shafts 63 and 65 do not function normally.
In other words, when rotating in the valve opening direction even in the case that the foreign particle or the like enters into the valve shafts 63 and 65, it is possible to rotate the throttle valve of the carburetor and the lead air control valve in the interlocking manner. Accordingly, an increase of an operation load is caused in the operation lever 66 operating an opening and closing motion of the throttle valve of the carburetor, however, it is possible to rotate the throttle valve of the carburetor and the lead air control valve in a valve opening direction.
However, in the case of returning the throttle valve of the carburetor and the lead air control valve which are once opened, in the valve closing direction, one of the throttle valve of the carburetor and the lead air control valve is kept in the open state, so that only one valve is closed and the other valve can not be closed. Accordingly, there is generated a matter that a harmful exhaust gas is discharged due to a short air without supplying a normal fuel, or an excess air is supplied into the cylinder so as to cause a serious damage such as an over revolution speed, a burnout or the like of the engine.
In the case of making a spring force of the coil spring strong so as to make a return force in the valve closing direction strong, an increase of an operating load is caused in the operation lever 66 operating the opening and closing motion of the throttle valve of the carburetor, and a load increase for a throttle operation is caused in a hand operation machine.
An object of the present invention is to provide a transmissible connecting mechanism driving a lead air control valve and the throttle valve of an air-fuel mixture of a carburetor of a stratified scavenging two-cycle engine in an interlocking manner, wherein both of the valves can be driven compellingly in an interlocking manner both at a time of opening and closing the lead air control valve or the air-fuel mixture throttle valve.
Means to Solve Problems
Problems mentioned above are efficiently solved by means of first main structure of the present invention wherein the first main structure is a transmissible connecting mechanism driving a lead air control valve and an air-fuel throttle valve of a carburetor of a stratified scavenging two-cycle engine in an interlocking manner, wherein the transmissible connecting mechanism comprises a cam mechanism which forcibly drives a valve shaft of one of the lead air control valve and the air-fuel mixture throttle valve in an interlocking manner by a reciprocating rotation of a valve shaft of the other one of the lead air control valve and the air-fuel mixture throttle valve.
Further according to the preferred embodiment of the invention, cam mechanism comprises: a cam attached to the valve shaft of one of the lead air control valve and the air-fuel mixture throttle valve, integrally rotating with the one valve shaft and having a cam groove; and a lever attached to the valve shaft of the other one of the lead air control valve and the air-fuel mixture throttle valve, integrally rotating with the other valve shaft and having a contact element brought into contact with the cam groove, wherein the transmissible connecting mechanism is provided with springs respectively arranged in the one valve shaft and the other valve shaft, and urging the lead air control valve and the air-fuel mixture throttle valve in a valve closing direction.
Further, the problems mentioned above are also efficiently solved by means of second main structure of the present invention, wherein the second main structure is a transmissible connecting mechanism driving a lead air control valve and an air-fuel throttle valve of a carburetor of a stratified scavenging two-cycle engine in an interlocking manner, wherein the transmissible connecting mechanism comprises a gear mechanism which forcibly drives a shaft of one of the lead air control valve and the air-fuel mixture throttle valve in an interlocking manner by a reciprocating rotation of a shaft of the other one of the lead air control valve and the air-fuel mixture throttle valve.
Effect of the Invention
In accordance with the first main structure of the present invention, the transmissible connecting mechanism driving the lead air control valve and the air-fuel mixture throttle valve of the carburetor of the stratified scavenging two-cycle engine in the interlocking manner is characterized by the cam mechanism which can forcibly drive both of the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve in the interlocking manner at a time of rotating the valve shafts in the valve opening direction and the valve closing direction.
Accordingly, even in the case that the foreign particle or the like enters into the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve and the valve shafts do not normally function, it is possible to utilize a return spring force of the springs respectively arranged in the valve shafts of the lead air valve and the air-fuel mixture throttle valve of the carburetor via the cam mechanism according to the present invention as a resultant force and it is possible to apply to the respective valve shafts by using the resultant force.
Accordingly, even in the case that one valve shaft does not normally function, it is possible to rotate both of the valve shafts in the valve closing direction by a return force applied to the other valve shaft. Further, since it is possible to utilize the return spring forces of the respective springs as the resultant force so as to rotate both of the valve shafts in the valve closing direction, it is possible to decrease the spring forces of the springs arranged in both of the valve shafts, and it is possible to reduce the throttle operation load operating the opening and closing motion of the throttle valve of the carburetor.
Further, even in the case that both of the valve shafts can not be returned to the valve closing state even by combining the return spring forces of the springs at a time when one valve shaft generates a malfunction, for example, and even in the case that a malfunction is generated in the valve shaft of the lead air control valve and the valve shaft stops in a state in which the lead air control valve is open, an opening degree of the air-fuel mixture throttle valve is maintained in an opening degree corresponding to an opening degree of the lead air control valve. Accordingly, it is possible to supply a proper fuel corresponding to the lead air amount to the cylinder.
Accordingly, it is possible to avoid a situation that the air-fuel mixture is hardly supplied to the cylinder and a lot of lead air is supplied to the cylinder. Further, it is possible to prevent an engine trouble in which a lot of lead air is supplied, and a concentration of a fuel gas within the cylinder becomes lean, whereby the engine becomes in an over speed state, and the engine is burnt out or the like.
The structure can be made such that the cam mechanism is provided with a cam plate having a cam groove and a lever having a contact element brought into contact with the cam groove. Further, the springs urging the lead air control valve and the air-fuel mixture throttle valve in the valve closing direction can be arranged in the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve in a same manner as a conventional structure.
By employing the structure mentioned above as the cam mechanism, it is possible to forcibly drive both of the valve shafts in the interlocking manner at a time of rotating the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve in the valve opening direction and the valve closing direction. Further, even in the case that axes of the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve are arranged in a parallel state, or even in the case that they are arranged in a twisted state or a crossed state, it is possible to forcibly drive both of the valve shafts in the interlocking manner by appropriately changing a shape of the cam groove and a shape of the contact element in the cam mechanism.
In the cam mechanism according to the present invention, the structure can be made such that the valve shaft of the lead air control valve is rotated in the interlocking manner after the valve shaft of the air-fuel mixture throttle valve of the carburetor is rotated at a predetermined amount in the valve opening direction before the lead air control valve is interlocked. At this time, it is desirable that a gap is formed between the contact element and a cam surface in such a manner that the contact element is brought into contact with the cam surface of the cam groove after moving at a predetermined amount in a home position state of the lead air control valve and the air-fuel mixture throttle valve. Accordingly, it is possible to determine an angular range in which only the throttle valve of the carburetor can be opened without operating the lead air control valve, and it is possible to control an inflow of the lead air into the cylinder at an idling time or a starting time of the engine.
In accordance with the second main structure of the present invention, the transmissible connecting mechanism driving the lead air control valve and the air-fuel mixture throttle valve of the carburetor of the stratified scavenging two-cycle in the interlocking manner is characterized by the gear mechanism which can forcibly drive both of the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve in the interlocking manner at a time of rotating the valve shafts in the valve opening direction and the valve closing direction.
Accordingly, it is possible to forcibly drive both of the valve shafts in the interlocking manner in the rotation of both of the valve shafts in the valve opening direction and the valve closing direction, by engaging a gear attached to the valve shaft of the lead air control valve with a gear attached to the valve shaft of the air-fuel mixture throttle valve of the carburetor. The gear attached to the valve shaft of the lead air control valve and the gear attached to the valve shaft of the air-fuel mixture throttle valve of the carburetor can be structured so as to be directly engaged or be engaged via an intermediate gear.
Even in the case that the axes of the respective valve shafts of the lead air control valve and the air-fuel mixture throttle valve are arranged in a parallel state, or even in the case that they are arranged in a twisted state or a crossed state, it is possible to employ the gear mechanism in accordance with the present invention. In the case that the axes of the respective valve shafts of the lead air control valve and the air-fuel mixture valve are arranged in the parallel state, it is possible to forcibly drive both of the valve shafts in the interlocking manner, for example, by attaching a spur gear to both of the valve shafts.
Further, in the case that the axes of the respective valve shafts of the lead air control valve and the air-fuel mixture valve are arranged in the twisted state or the crossed state, it is possible to employ a bevel gear, a skew bevel gear or the like as the gear attached to both of the valve shafts. Further, it is possible to stably engage both of the valve shafts of the lead air control valve and the air-fuel mixture valve with first and second intermediate gears respectively, by attaching the first intermediate gear engaging with the gear attached to the valve shaft of the lead air control valve and the second intermediate gear engaging with the gear attached to the valve shaft of the air-fuel mixture throttle valve of the carburetor, to the shaft pivoting the intermediate gear so as to be apart from each other, and interposing, for example, a universal joint to a shaft portion between the first and second intermediate gears attached so as to be apart from each other. Accordingly, it is possible to forcibly drive both of the valve shafts in the interlocking manner.
In the case that the intermediate gear is interposed, it is possible to form both of the gear attached to the valve shaft of the lead air control valve and the gear attached to the valve shaft of the throttle valve of the carburetor as large-diameter gears. The structure can be made such that only the valve shaft of the air-fuel mixture throttle valve can be rotated at a predetermined amount in the valve opening direction before the rotation generated by the gear attached to the valve shaft of the air-fuel mixture throttle valve of the carburetor is transmitted to the gear attached to the valve shaft of the lead air control valve. At this time, it is desirable that a non-engagement portion is formed in a part of the gear attached to the valve shaft of the air-fuel mixture throttle valve.
In the case that a fan-shaped gear is used at least as the gear attached to the valve shaft of the air-fuel mixture throttle valve, it is desirable that the respective home positions are arranged in such a manner that the rotation is transmitted to the gear attached to the valve shaft of the lead air control valve after the fan-shaped gear is rotated at a predetermined amount. Alternatively, it is possible to form such a shape that an engagement portion is notched in a part of the fan-shaped gear attached to the valve shaft of the air-fuel mixture throttle valve. In these cases, the gear attached to the valve shaft of the lead aid control valve may be constituted by a fan-shaped gear or a gear in which the gear is formed all around the periphery.
Accordingly, it is possible to determine an angular range in which only the throttle valve of the carburetor can be opened without operating the lead air control valve, and it is possible to control an inflow of the lead air into the cylinder at an idling time or a starting time.
A description of a preferable embodiment according to the present invention will be concretely given below with reference to accompanying drawings. A description will be given below of a transmissible connecting mechanism according to the present invention on the basis of an embodiment in which a rotary valve is used as a lead air control valve for a lead air in a stratified scavenging two-cycle engine. A throttle valve such as a butterfly type throttle valve or the like can be employed as the lead air control valve according to the present invention. Further, a description of a structure in which the butterfly type throttle valve is employed as an air-fuel mixture throttle valve in a carburetor will be given, however, a throttle valve such as a rotary valve or the like can be used as the air-fuel mixture throttle valve.
A structure of the stratified scavenging two-cycle engine or the like described below will be described as a typical structure of the stratified scavenging two-cycle engine or the like, and the transmissible connecting mechanism according to the present invention can be applied to a stratified scavenging two-cycle engine having other structures.
As a cam shape and a shape of a contact element or a shape of a gear in the transmissible connecting mechanism according to the present invention, it is possible to employ various shapes and layout relations as far as they can achieve the object of the present invention, in addition to a shape and a layout relation described below. Accordingly, the present invention is not limited to the embodiment described below, but can be variously modified.
As shown in
An exhaust port 10 opening to an inner wall surface of the cylinder 2 is connected to a muffler 12 via an exhaust flow path 11. A scavenging port 16 opens to a portion slightly below the exhaust port 10 in an inner wall surface of the cylinder 2. The scavenging port 16 is communicated with the crank chamber 7 by a scavenging flow path 18. Further, the scavenging port 16 is communicated with a first lead air flow path 14 communicated with a rotary valve 35 serving as a lead air control valve via a piston groove 17 provided in an outer peripheral portion of the piston 3.
An intake port 15 open to the crank chamber 7 is formed in a lower portion of the inner wall surface of the cylinder 2, and the intake port 15 is communicated with a second intake flow path 31 communicating with a carburetor 20 via a first intake flow path 13.
The first intake flow path 13 and the first lead air flow path 14 are respectively connected to the second intake flow path 31 and a second lead air flow path 32 which are formed in an insulator 30 aiming at a heat insulation. Further, the rotary valve 35 serving as the lead air control valve is arranged in the insulator 30, and the rotary valve 35 rotates around a valve shaft 27 shown in
The second intake flow path 31 formed in the insulator 30 is connected to the carburetor 20, and the carburetor 20 is connected to a fuel tank (not shown) and an air cleaner 25. Further, a third lead air flow path 33 formed in the insulator 30 is connected to the air cleaner 25.
A butterfly type air-fuel mixture throttle valve 21 is provided in the carburetor 20, and can rotate around a valve shaft 22 so as to control a flow rate of an air-fuel mixture. An opening degree of the butterfly type air-fuel mixture throttle valve 21 is controlled by an operation lever 29 as shown in
A lever 23 is attached to the valve shaft 22 of the air-fuel mixture throttle valve 21, and a contact element 24 engaging with a cam groove 28c of the cam plate 28 is arranged in the lever 23. Further, a spring 45 is arranged as shown in
It is possible to drive the rotary valve 35 serving as the lead air control valve and the air-fuel mixture throttle valve 21 of the carburetor 20 in an interlocking manner by the cam mechanism mentioned above, and the structure is made so as to control respective throttle amounts, that is, opening degrees. In this case, operations of the cam mechanism in detail will be described below with reference to
Next, a description of an operation of the stratified scavenging two-cycle engine 1 will be given. In the case that the air-fuel mixture compressed in a cylinder chamber A is ignited by a spark plug 5 at a top dead center of the piston 3 shown in
At this time, a lead air purified by the air cleaner 25 is filled in the scavenging port 16 and the scavenging flow path 18. Further, an air-fuel mixture in which a fuel and an air purified by the air cleaner 25 are mixed in the carburetor 20 is filled in the crank chamber 7.
When the piston 3 moves downward, the intake port 15 is first closed, and the air-fuel mixture within the crank chamber 7 is compressed. In accordance with a downward movement of the piston 3, the exhaust port 10 is next opened, and combustion gas is discharged to an external portion through the exhaust flow path 11 via the muffler 12. Subsequently, the scavenging port 16 is opened, and the lead air flows into the cylinder chamber A from the scavenging port 16 by a pressure of the compressed air-fuel mixture within the crank chamber 7 so as to discharge the combustion gas left in the cylinder chamber A from the exhaust port 10.
Following to the inflow of the lead air into the cylinder chamber A, the air-fuel mixture within the crank chamber 7 flows into the cylinder chamber A, however, when the air-fuel mixture flows into the cylinder chamber A, the piston 3 is in a state of moving upward so as to close the exhaust port 10. Accordingly, it is possible to prevent a so-called blow-by phenomenon wherein the air-fuel mixture is discharged to the external portion as it is, it is possible to reduce an amount of hydrocarbon contained in the exhaust gas, and it is possible to reduce a dissipation of the fuel.
An amount of the air-fuel mixture passing through the carburetor 20 is controlled by the air-fuel mixture throttle valve 21, and an amount of the lead air is controlled by the rotary valve 35. Since the throttle amounts, that is, the opening degrees of the air-fuel mixture throttle valve 21 and the rotary valve 35 are controlled in an interlocking manner by the transmissible connecting mechanism, it is possible to always keep a balance between the amount of the air-fuel mixture and the amount of the lead air, and it is possible to execute a combustion under an optimum state.
Next, a description of operations of the cam mechanism will be given with reference to
The lever 23 is attached to the valve shaft 22 of the air-fuel mixture throttle valve 21 in the carburetor 20, and a contact element 24 is arranged near an end portion of the lever 23. The contact element 24 can be structured such that a pin or a rotation roll is attached to portion near an end portion of the lever 23. Further, as shown in
It is possible to determine the gap between the contact element 24 and the cam surface 28b as an angular range in which only the air-fuel mixture throttle valve 21 of the carburetor can be open without operating the lead air control valve, and it is possible to control the inflow of the lead air into the cylinder at an idling time or a starting time by the gap.
In the case that the valve shaft 22 is further rotated in the counterclockwise direction by the operation of the operation lever 29 shown in
It is possible to interlock an opening degree of the rotary valve 35 with an opening degree of the air-fuel mixture throttle valve 21, by a cam mechanism structured with the cam plate 28, the lever 23 and the contact element 24, and it is possible to always keep a balance between an amount of the air-fuel mixture and an amount of the lead air so as to execute a combustion control in an optimum state.
When it is intended to return and rotate the air-fuel mixture throttle valve 21 in a valve closing direction, that is, a clockwise direction in
For example, in the case that a foreign particle or the like enters into the valve shaft 22 and the valve shaft 22 is not normally operated, the contact element 24 is pressed by the cam surface 28b of the cam plate 28 returned and rotated by the spring 46, whereby it is possible to rotate the lever 23 in the clockwise direction in
Even in the case that, for example, the foreign particle or the like enters into the valve shaft 27, the valve shaft 27 is not normally operated, and the cam plate 28 is not rotated even by the pressing to the cam surface 28a by the contact element 24, that is, the valve shaft 27 stops in a state in which the lead air control valve is open, the opening degree of the air-fuel mixture throttle valve 21 of the carburetor 20 can maintain a proper opening degree in correspondence to the opening degree of the lead air control valve. Accordingly, it is possible to supply a proper fuel to the cylinder. Therefore, it is possible to prevent a damage applied to the engine which is generated by an overheat or an over speed of the engine.
Further, for example, in the case that the foreign particle or the like enters into the valve shaft 22, the valve shaft 22 is not normally operated, and the lever 23 is not rotated by the pressing of the cam surface 28b, it is possible to maintain the opening degree of the air-fuel mixture throttle valve 21 of the carburetor 20 to a proper opening degree corresponding to the opening degree of the lead air control valve in a same manner as the case mentioned above.
Accordingly, it is possible to forcibly drive the valve shaft 22 and the valve shaft 27 in an interlocking manner in the valve opening direction and the valve closing direction of the valve shaft 22, and even in the case that the valve shafts 22 and 27 are not normally operated, it is possible to avoid an abnormal state of the engine. Further, it is possible to utilize the respective return spring forces of both of the springs 45 and 46 as a resultant force without making the return spring forces of the springs 45 and 46 arranged in the valve shafts 22 and 27 strong. Accordingly, it is possible to forcibly drive the valve shaft 22 and the valve shaft 27 in an interlocking manner without increasing an operation force of the operation lever 29 shown in
As shown in
Further, as shown in
It is possible to structure a shape of an engagement portion such as a spur gear, a bevel gear or the like as a shape of the gears 47 and 48 in correspondence to respective layout relations of the valve shafts 22 and 27 such as a layout relation in which the valve shafts 22 and 27 are arranged in a parallel state, in a crossed state or a twisted state.
Further, as shown in
Further, in the case that the intermediate gear 49 is divided into a first intermediate gear engaging with the gear 47 and a second intermediate gear engaging with the gear 48, and a universal joint is interposed between the first intermediate gear and the second intermediate gear, it is possible to respectively arrange rotation shafts of the first and second intermediate gears in a parallel state to the valve shafts 22 and 27, even in the case that the valve shafts 22 and 27 are arranged in a crossed state or a twisted state.
Even in the case that the intermediate gear 49 is used as shown in
Accordingly, it is possible to forcibly drive the valve shaft 22 and the valve shaft 27 in the interlocking manner in the valve opening direction and the valve closing direction of the valve shaft 22, and it is possible to avoid the abnormal state of the engine even in the case that the valve shafts 22 and 27 are not normally operated. Further, it is possible to utilize the resultant force of the return spring forces of both of the springs 45 and 46 without making the return spring forces of the springs 45 and 46 arranged in the valve shafts 22 and 27 strong. Accordingly, it is possible to forcibly drive the valve shaft 22 and the valve shaft 27 in the interlocking manner without increasing the operation force of the operation lever 29 shown in
The present invention provides the transmissible connecting mechanism for driving the lead air control valve and the air-fuel mixture throttle valve of the carburetor of the stratified scavenging two-cycle engine in the interlocking manner, in which the transmissible connecting mechanism can forcibly drive the lead air control valve and the air-fuel mixture throttle valve in the interlocking manner both at a time of opening and closing the lead air control valve or the air-fuel mixture throttle valve. However, the technical idea of the present invention can be applied to an apparatus or the like to which the technical idea of the present invention can be applied.
Number | Date | Country | Kind |
---|---|---|---|
2003-382595 | Nov 2003 | JP | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
---|---|---|---|---|
PCT/JP2004/016855 | 11/12/2004 | WO | 00 | 5/3/2006 |
Publishing Document | Publishing Date | Country | Kind |
---|---|---|---|
WO2005/048272 | 5/26/2005 | WO | A |
Number | Name | Date | Kind |
---|---|---|---|
3439658 | Simonet | Apr 1969 | A |
4075985 | Iwai | Feb 1978 | A |
4530805 | Abbey | Jul 1985 | A |
4558676 | Seidl | Dec 1985 | A |
4700671 | Matsushita | Oct 1987 | A |
4895184 | Abbey | Jan 1990 | A |
5495836 | Wakabayashi et al. | Mar 1996 | A |
5671713 | Yamaguchi et al. | Sep 1997 | A |
5907971 | Sato et al. | Jun 1999 | A |
6216650 | Noguchi | Apr 2001 | B1 |
6234144 | Yamaguchi et al. | May 2001 | B1 |
6347787 | Tobinai et al. | Feb 2002 | B1 |
6415750 | Rosskamp et al. | Jul 2002 | B2 |
6418891 | Kobayashi | Jul 2002 | B2 |
20030011081 | Martinsson et al. | Jan 2003 | A1 |
Number | Date | Country |
---|---|---|
52-76522 | Jun 1977 | JP |
55-4518 | Feb 1980 | JP |
9-268917 | Oct 1997 | JP |
9-268918 | Oct 1997 | JP |
10-252565 | Sep 1998 | JP |
2000-186559 | Jul 2000 | JP |
2000-282874 | Oct 2000 | JP |
2000-314350 | Nov 2000 | JP |
2001-254623 | Sep 2001 | JP |
2001-263072 | Sep 2001 | JP |
WO 9817902 | Apr 1998 | WO |
WO 0151782 | Jul 2001 | WO |
Number | Date | Country | |
---|---|---|---|
20070068488 A1 | Mar 2007 | US |