JPS5942963B2 - A load transmission device having a final position knuckle opening for driving an on-load tap switching device for a load transformer. - Google Patents
A load transmission device having a final position knuckle opening for driving an on-load tap switching device for a load transformer.Info
- Publication number
- JPS5942963B2 JPS5942963B2 JP51120494A JP12049476A JPS5942963B2 JP S5942963 B2 JPS5942963 B2 JP S5942963B2 JP 51120494 A JP51120494 A JP 51120494A JP 12049476 A JP12049476 A JP 12049476A JP S5942963 B2 JPS5942963 B2 JP S5942963B2
- Authority
- JP
- Japan
- Prior art keywords
- pawl
- cam
- blocking plate
- load
- driven 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
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
- H01H9/00—Details of switching devices, not covered by groups H01H1/00 - H01H7/00
- H01H9/0005—Tap change devices
- H01H9/0027—Operating mechanisms
- H01H9/0033—Operating mechanisms with means for indicating the selected tap or limiting the number of selectable taps
Description
【発明の詳細な説明】
この発明は、カムを装備して被駆動軸上に緩承された駆
動輪が、被、駆動軸を中心にして設けられたつめ装置と
共に作動し、該つめ装置は被駆動軸に固定連結されたク
ランク上に支承されており且つ係合位置においてこのク
ランクを介して被、駆動軸を駆動し、被駆動軸上に外側
から固定保持可能な阻止板が限定回動可能に支承されて
おり、該阻止板は前記つめ装置に対する停止部材として
カム又はピンを有し、更に、駆動輪とつめ装置との間に
摩擦係合がある、タップ式変圧器のための負荷時タップ
切換装置の、駆動に対する最終位置ナックル開きを有す
る負荷伝動装置に関する。DETAILED DESCRIPTION OF THE INVENTION According to the present invention, a drive wheel equipped with a cam and loosely supported on a driven shaft operates together with a pawl device provided around the driven shaft, and the pawl device A blocking plate that is supported on a crank fixedly connected to the driven shaft, drives the driven shaft through the crank in the engaged position, and can be fixedly held on the driven shaft from the outside, rotates within a limited range. a load for a tapped transformer, in which the blocking plate has a cam or a pin as a stop for the pawl device, and there is a frictional engagement between the drive wheel and the pawl device; The present invention relates to a load transmission device having a knuckle opening in the final position relative to the drive of a time tap changer.
この種の負荷伝動装置は知られている(ドイツ特許第1
949906号明細書)。これらの負荷伝動装置には次
の点に或る程度の欠点がある。Load transmission devices of this type are known (German patent no.
949906 specification). These load transmission devices have certain drawbacks in the following points.
即ち通常運転の場合回転方向転換に際してつめ装置と駆
動輪との間の確実な結合を止めて、より長い無負荷区間
の走過後に再びこれを行なう必要があることである。即
ち一回転方向のために確実な結合を生成するのにつめ装
置が駆動輪のカムの片側に接触する場合には回転方向転
換の際に殆んど一回転を行なう必要があり、それはそう
しておいて反対の回転方向のための確実な結合の生起の
ためにカムの反対側の側面に接触するようにするためで
ある。従つてこの発明の課題は、公知の負荷伝動装置を
改良して、通常運転中に両回転方向に対する駆動輪とつ
め装置との間に恒常的な確実な結合を生起させ、この結
合を最終位置到達時にのみ解消可能にすることにある。
この課題を本発明は次のようにして解決する。即ち,駆
動輪が周縁部に多数のカムを対称に分散して設け、つめ
装置がはさみ形に設けられた2つのつめレバーから構成
されており、該つめレバーはその蝶番によつて被駆動軸
のクランクに支承されており、係合位置において夫々の
一端を以つて駆動輪の各カムに異なる側面から接触する
に到り、該つめレバーの他の二つの端部間に阻止板のカ
ムとピンが設けられていて、動いている伝動装置の阻止
板の突然の停止に際してカム又はピンがつめレバーの開
拡と、従つて又駆動輪のカムからレバー端部が辷り落ち
るようにする。この発明の一つの有利な態様においては
、つめレバーの端部間に設けられた、阻止板の四本のピ
ンを特徴とする。This means that, in normal operation, it is necessary to stop the positive connection between the pawl device and the drive wheel when changing the direction of rotation, and to do it again after a longer unloaded section. That is, if the pawl device contacts one side of the cam of the drive wheel to produce a positive connection for one direction of rotation, it is necessary to make almost one revolution during the change of direction of rotation; in order to contact the opposite side of the cam for the creation of a positive connection for the opposite direction of rotation. It is therefore an object of the invention to improve the known load transmission in order to create a permanently positive connection between the drive wheel and the pawl device for both rotational directions during normal operation and to maintain this connection in its final position. The purpose is to make it resolvable only upon arrival.
The present invention solves this problem as follows. That is, the driving wheel is provided with a large number of cams distributed symmetrically around its periphery, and the pawl device is composed of two pawl levers provided in a scissor shape, and the pawl levers are connected to the driven shaft by their hinges. is supported on the crank of the pawl lever, and in the engaged position, one end of the pawl lever comes into contact with each cam of the drive wheel from different sides, and the cam of the blocking plate is connected between the other two ends of the pawl lever. A pin is provided so that in the event of a sudden stop of the blocking plate of the moving transmission, the cam or pin causes the pawl lever to open and thus also to allow the lever end to slide off the cam of the drive wheel. One advantageous embodiment of the invention is characterized by four pins of the blocking plate, which are arranged between the ends of the pawl lever.
これらのピンは、つめ装置に対して相対的に生じる阻止
板の旋回に際して旋回方向と無関係に二つのつめレバー
が一様に開拡可能である。この発明の利点の本質は特に
次のことにある。These pins allow the two pawl levers to be uniformly opened and expanded, regardless of the direction of rotation, when the blocking plate is pivoted relative to the pawl device. The essence of the advantages of the invention lies in particular in the following.
即ち通常運転中に回転方向を転換する際に確実な結合を
生起するための無負荷区間が事実上不必要であること、
即ち確実結合が事実上始めから二つの回転方向のために
あつて、最終位置に到達したときにのみ解消可能である
ことである。一実施例を示した図について更に詳しく記
載する。that is, there is virtually no need for unloaded sections to create a reliable connection when changing the direction of rotation during normal operation;
This means that the positive connection is essentially for two rotational directions from the beginning and can only be broken when the final position is reached. The figure showing one embodiment will be described in more detail.
ケーシング1の中に軸受2,3によつて被,駆動軸4が
支承されている。A drive shaft 4 is supported within the casing 1 by bearings 2 and 3.
この被駆動軸4に駆動輪5が支承されていて、両者は相
互に固定結合されていない。駆動輪5には端面有歯部6
がある。該端面有歯部は手廻しクランク8のかさ歯車7
と共に作動する。そして前記1駆動輪には更に側面有歯
部9がある。この有歯部にはモーター駆動式ピニオン9
1が係合する。かさ歯車7或いはピニオン91は駆動輪
5の駆動のために選択的に使用することもできる。被駆
動軸4にはクランク10が固定結合されている。このク
ランク10のクランク軸11には二つのつめレバー12
,13が鋏状に支承されている。つめレバーは夫々の一
端14又は15を1駆動輪5の夫々一つのカム16に向
い合う側面17又は171の所で当接する。これによつ
て駆動輪5と被駆動軸4との間に二つの回転方向に対す
る確実な結合が生じる。即ち駆動輪が時計の針の方向に
回転するときカム16の側面17とつめレバー12の端
部14との間に確実な結合が生じ、一方反対の回転方向
に対しては第二カム16の側面171とつめレバー13
の端部15との間に確実な結合が生じる。この確実な結
合は、1駆動輪が回転方向を転換する際に実際上無負荷
区間を走過する必要がないように行なわれる。更に被駆
動軸4を中心に阻止板18が設けられており、この阻止
板18は被駆動軸上の回動が限定されている。阻止板1
8は阻止カム19,20を有し、これらのカムに、半月
形に形成された旋回可能の外側阻止づめ21が係合する
ことができる。そのためにこの阻止づめは、一本のボル
ト22を介してケーシング1の中に支承されている。該
阻止づめは弾力によつて図示の中心位置に保持されてお
り、駆動輪が最終位置に達したとき、個々には詳細に示
してないたとえば制御伝動装置の継枢によつて旋回され
る。被駆動軸4上に設けられた附属の阻止板18にはピ
ン23,24,25,26があり、これらのピンは二本
のつめレバー12,13の他の端部間に配設されている
。二本のつめレバー12,13は被駆動軸を中心に設け
られたばね31によつて作動させられる。そのためにば
ねの側縁32,33はつめレバーの各ピン34,35に
当接し、その結果つめレバーは既に記載した確実な結合
を生起するための基本位置にくる。駆動輪5とつめレバ
ー12,13との間の附加的摩擦係合を生起するために
更に、切欠部27をそなえた板28がある。この場合に
7駆動輪中に設けられた、ばね負荷されたブレーキ弓形
29が前記板28と摩擦係合を生起する。そうなると切
欠部27がつめ装置のピン30を介して更につめレバー
12,13に対する結合を作り出す。この新規な負荷伝
動装置の作動態様は次の通りである。A drive wheel 5 is supported on this driven shaft 4, and the two are not fixedly connected to each other. The drive wheel 5 has a toothed end portion 6.
There is. The toothed end portion is the bevel gear 7 of the hand crank 8.
works with. The first drive wheel further has a toothed side portion 9. This toothed part has a motor-driven pinion 9
1 is engaged. The bevel gear 7 or the pinion 91 can also be used selectively for driving the drive wheels 5. A crank 10 is fixedly coupled to the driven shaft 4. There are two pawl levers 12 on the crankshaft 11 of this crank 10.
, 13 are supported in the shape of scissors. The pawl levers bear with their respective ends 14 or 15 against one cam 16 of one drive wheel 5 at the opposite side 17 or 171, respectively. This results in a reliable connection between the drive wheel 5 and the driven shaft 4 in both directions of rotation. That is, when the drive wheel rotates clockwise there is a positive connection between the side surface 17 of the cam 16 and the end 14 of the pawl lever 12, whereas for the opposite direction of rotation there is a positive connection between the side surface 17 of the cam 16 and the end 14 of the pawl lever 12. Side surface 171 and pawl lever 13
A secure connection occurs between the end 15 of the This reliable connection is achieved in such a way that one drive wheel does not have to travel virtually through an unloaded zone when changing its direction of rotation. Furthermore, a blocking plate 18 is provided around the driven shaft 4, and the rotation of this blocking plate 18 on the driven shaft is limited. Blocking plate 1
8 has blocking cams 19, 20 on which a pivotable outer blocking pawl 21 of half-moon shape can engage. For this purpose, this blocking pawl is mounted in the housing 1 via a bolt 22. The blocking pawl is held resiliently in the central position shown and is swiveled when the drive wheel reaches its final position, for example by a joint of the control transmission, which is not shown in detail. The attached blocking plate 18 provided on the driven shaft 4 has pins 23, 24, 25, 26, which are arranged between the other ends of the two pawl levers 12, 13. There is. The two pawl levers 12, 13 are actuated by a spring 31 provided around the driven shaft. To this end, the side edges 32, 33 of the spring rest against the respective pins 34, 35 of the pawl lever, so that the pawl lever is in its basic position for producing the positive connection already described. In order to create an additional frictional engagement between the drive wheel 5 and the pawl levers 12, 13, there is also a plate 28 provided with a cutout 27. In this case, a spring-loaded brake arc 29, which is provided in the seven drive wheels, creates a frictional engagement with said plate 28. The cutout 27 then creates a further connection to the pawl levers 12, 13 via the pin 30 of the pawl device. The operating mode of this new load transmission device is as follows.
即ち駆動輪5はモーターで1駆動されるピニオン91に
よつてか或いは手廻しクランク8をそなえたかさ歯車7
によつて回転させられる。That is, the drive wheel 5 is driven by a pinion 91 driven by a motor, or by a bevel gear 7 equipped with a hand crank 8.
rotated by.
時計針の方向に回転する場合には、駆動輪5のカム16
の側面17とつめレバー12の端部14との間に確実な
結合が行なわれ、その結果駆動輪の回転運動がこのつめ
レバーと、クランクピン11上のその支承部とクランク
10を介して被駆動軸4に伝達される。これに対して回
転方向転換時には、駆動輪の第二カム16の側面171
とつめレバー13の端部15との間に確実な係合が生じ
る。しかしその他の点では力の伝達は同じである。その
場合重要なのは、回転方向転換時に直ちに確実な係合が
有効になること、即ち二つの回転方向に対する夫夫有効
な確実係合の生起のために無負荷区間の走過が事実上不
必要であることである。今、駆動が常に一回転方向、た
とえば時計針の方向に、附属の負荷時タツプ切換器がそ
の最終位置に達する所迄で動かされる場合には、ナツク
ル開きが必要になり、附属の負荷時タツプ切換器はその
最終位置から外れて強制運動させないようにする。この
目的のために、負荷時タツプ切換器がその最終位置にく
るや否や、阻止づめ21が反時計方向に旋回させられ、
その結果該阻止づめ21が阻止板18の阻止カム19の
後部を捕捉する。このようにして被駆動軸4上を限定さ
れて回動することができるように配設された阻止板18
が固定される。その結果、なお駆動輪5と確実に結合し
ているつめ装置12と13と阻止板18との相関運動に
なる。こうして先づ阻止板18のピン23がつめレバー
12の附属端部に押しつかり、同時に阻止板18のピン
25がつめレバー13の制御カムとして構成された側縁
部に押しつかり、その結果二つのつめレバー12と13
が開拡され、このようにして二つのつめレバーが駆動輪
5のカム16の側面17又は171から辷り落ちる。駆
動輪は今や自由に走過し、一方被駆動軸4は静止する。
この場合、既に記載した摩擦係合を介して駆動輪5から
つめレバー12,13が更に連行されて、つめレバーの
端部14,15が完全に駆動輪5のカム16から自由に
なることが重要である。その連行は板28とピン30を
介して行なわれる。即ちクランク10が阻止板18の面
36に当る迄である。或いは、回転方向が反対の場合に
はクランク10が阻止板の面37に当る迄である。さて
駆動輪5が他の方向、即ち反時計方向に運動すると、既
に記載したようにブレーキセグメント29によつて可能
な、駆動輪5と円板28との間の摩擦係合を介してつめ
装置が新しい方向に連行される。When rotating in the clockwise direction, the cam 16 of the drive wheel 5
A positive connection is made between the side surface 17 of the pawl lever 12 and the end 14 of the pawl lever 12, so that the rotary movement of the drive wheel is transmitted via this pawl lever and its bearing on the crank pin 11 and the crank 10. The signal is transmitted to the drive shaft 4. On the other hand, when changing the direction of rotation, the side surface 171 of the second cam 16 of the drive wheel
A positive engagement occurs between the pawl lever 13 and the end 15. However, in other respects the force transmission is the same. What is important in this case is that a positive engagement becomes effective immediately upon a change in direction of rotation, that is, running through a no-load section is virtually unnecessary for the generation of an effective positive engagement in both directions of rotation. It is a certain thing. Now, if the drive is always moved in the direction of one revolution, for example in the direction of the clock hands, until the attached on-load tap changer reaches its final position, the knuckle opening will be necessary and the attached on-load tap changer will The switch should not be forced to move out of its final position. For this purpose, as soon as the on-load tap changer is in its final position, the blocking pawl 21 is swiveled counterclockwise;
As a result, the blocking pawl 21 catches the rear part of the blocking cam 19 of the blocking plate 18. In this way, the blocking plate 18 is arranged so that it can rotate in a limited manner on the driven shaft 4.
is fixed. This results in a correlated movement of the pawl devices 12 and 13 and the blocking plate 18, which are still firmly connected to the drive wheel 5. In this way, first the pin 23 of the blocking plate 18 presses against the auxiliary end of the pawl lever 12, and at the same time the pin 25 of the blocking plate 18 presses against the side edge of the pawl lever 13, which is designed as a control cam, so that the two Pawl levers 12 and 13
are unfolded and the two pawl levers thus slide off the side surface 17 or 171 of the cam 16 of the drive wheel 5. The drive wheels now run freely, while the driven shaft 4 remains stationary.
In this case, the pawl levers 12, 13 are further entrained from the drive wheel 5 via the frictional engagement already described, so that the ends 14, 15 of the pawl lever can be completely freed from the cam 16 of the drive wheel 5. is important. Its entrainment takes place via plate 28 and pin 30. That is, until the crank 10 hits the surface 36 of the blocking plate 18. Alternatively, if the direction of rotation is opposite, the crank 10 will hit the surface 37 of the blocking plate. Now if the drive wheel 5 moves in the other direction, i.e. in the counterclockwise direction, the pawl device is activated via the frictional engagement between the drive wheel 5 and the disc 28, made possible by the brake segment 29 as already described. is taken in a new direction.
ピン30はその際に板28の切欠部27に係入する。同
時に二つのつめレバー12,13がばね31によつて作
動させられるので、二つのつめレバーは再びその通常の
操作位置に来る。即ち該二つのレバーは再び駆動輪の附
属のカム16と係合し、その場合今度はカム16の側面
171と他のつめレバー13の端部15との間に確実な
結合が生起される。阻止づめ21も該つめに作用するば
ねのために再び静止位置に来るので、駆動は他の回転方
向にすることができる。この新規な確実結合を急速に生
起するために駆動輪5の内側周縁部に複数個のカム16
を一様又は対称的に分散配設することができる。At this time, the pin 30 engages in the notch 27 of the plate 28. At the same time, the two pawl levers 12, 13 are actuated by the spring 31, so that the two pawl levers are again in their normal operating position. That is, the two levers again engage the associated cam 16 of the drive wheel, in which case a positive connection is now created between the side surface 171 of the cam 16 and the end 15 of the other pawl lever 13. The blocking pawl 21 is also in its rest position again due to the spring acting on it, so that the drive can be in another direction of rotation. A plurality of cams 16 are provided on the inner periphery of the drive wheel 5 to quickly create this new positive connection.
can be distributed uniformly or symmetrically.
第1図はこの発明による負荷伝動装置の縦断面図、第2
図は同横断面図である。
図中符号、4・・・・・・被駆動軸、5・・・・・・駆
動輪、12,13・・・・・・つめレバー、14,15
・・・・・・つめレバーの端部、16・・・・・・カム
、17,171・・・・・・側面、18・・・・・・阻
止板、23,24,25,26・・・・・・ピン。FIG. 1 is a longitudinal cross-sectional view of a load transmission device according to the present invention, and FIG.
The figure is a cross-sectional view of the same. Symbols in the figure: 4... Driven shaft, 5... Drive wheel, 12, 13... Pawl lever, 14, 15
.... End of pawl lever, 16 ... Cam, 17, 171 ... Side surface, 18 ... Blocking plate, 23, 24, 25, 26. ·····pin.
Claims (1)
被駆動軸を中心にして設けられたつめ装置と共に作動し
、該つめ装置は被駆動軸に固定連結されたクランク上に
支承されており且つ係合位置においてこのクランクを介
して被駆動軸を駆動し、被駆動軸上に外側から固定保持
可能な阻止板が限定回動可能に支承されており、該阻止
板は前記つめ装置に対する停止部材としてカム又はピン
を有し、更に、駆動輪とつめ装置との間に摩擦係合があ
る、タップ式変圧器のための負荷時タップ切換装置の駆
動に対する最終位置ナックル開きを有する負荷伝動装置
において、駆動輪5が周縁部に対称に配分された多数の
カム16を有し、つめ装置がはさみ形に設けられた2つ
のつめレバー12、13から構成されており、該つめレ
バーはその蝶番によつて被駆動軸4のクランク10、1
1に支承されており、係合位置において夫々の一端14
、15を以つて駆動輪の各カム16に異なる側面17、
171から接触するに到り、該つめレバーの他の二つの
端部間に阻止板18のカム又はピン23、24、25、
26が設けられていて、動いている伝動装置の阻止板の
突然の停止に際してカム又はピンがつめレバーの開拡と
、従つて又駆動輪のカムからレバー端部が辷り落ちるよ
うに構成されていることを特徴とする負荷伝動装置。 2 つめレバー12、13の端部14、15間に設けら
れた、阻止板18の四本のピン23、24、25、26
を特徴とし、前記ピンは阻止板上に配分してあり、つめ
装置に対して相対的に生じる阻止板の回動時その回動方
向とは無関係に二つのつめレバーが一様に開拡可能であ
る、特許請求の範囲1記載の負荷伝動装置。[Claims] 1. A drive wheel equipped with a cam and loosely supported on a driven shaft,
Operates in conjunction with a pawl device centered around the driven shaft, the pawl device being supported on a crank fixedly connected to the driven shaft and driving the driven shaft via the crank in the engaged position. A blocking plate which can be fixedly held from the outside is supported on the driven shaft for limited rotation, the blocking plate has a cam or a pin as a stop member for the pawl device, and furthermore, the blocking plate has a cam or a pin as a stop member for the pawl device, and furthermore, In a load transmission device with a final position knuckle opening for the drive of a tap-changer on load for a tap-type transformer, with a frictional engagement between the drive wheels 5 and It has a cam 16 of
1 and one end 14 of each in the engaged position.
, 15 on each cam 16 of the drive wheel with a different side surface 17,
171, the cams or pins 23, 24, 25 of the blocking plate 18 are brought into contact between the other two ends of the pawl lever.
26 is provided so that, in the event of a sudden stop of the blocking plate of the moving transmission, the cam or pin will engage the opening of the lever and thus also allow the lever end to slide off the cam of the drive wheel. A load transmission device characterized by: 2 Four pins 23, 24, 25, 26 of the blocking plate 18 provided between the ends 14, 15 of the pawl levers 12, 13
The pins are distributed on the blocking plate, and when the blocking plate rotates relative to the pawl device, the two pawl levers can be uniformly opened and expanded regardless of the direction of rotation. The load transmission device according to claim 1.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2545383A DE2545383C3 (en) | 1975-10-10 | 1975-10-10 | Load gear with end position decoupling for driving tap changers for tap transformers |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS5248017A JPS5248017A (en) | 1977-04-16 |
JPS5942963B2 true JPS5942963B2 (en) | 1984-10-18 |
Family
ID=5958816
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP51120494A Expired JPS5942963B2 (en) | 1975-10-10 | 1976-10-08 | A load transmission device having a final position knuckle opening for driving an on-load tap switching device for a load transformer. |
Country Status (11)
Country | Link |
---|---|
JP (1) | JPS5942963B2 (en) |
AT (1) | AT350152B (en) |
BE (1) | BE847089A (en) |
BG (1) | BG27922A3 (en) |
DE (1) | DE2545383C3 (en) |
FR (1) | FR2327619A1 (en) |
GB (1) | GB1519670A (en) |
HU (1) | HU173396B (en) |
IN (1) | IN146134B (en) |
NL (1) | NL7611150A (en) |
SE (1) | SE408104B (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62185154A (en) * | 1986-02-12 | 1987-08-13 | Mazda Motor Corp | Apparatus for controlling heater of air/fuel ratio sensor |
JPH0568652B2 (en) * | 1984-03-28 | 1993-09-29 | Toyota Motor Co Ltd | |
JPH0568653B2 (en) * | 1984-03-28 | 1993-09-29 | Toyota Motor Co Ltd |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ATE4566T1 (en) * | 1980-03-07 | 1983-09-15 | Acec | SAFETY DEVICE FOR ON-LOAD TAP SWITCH. |
DE3042416A1 (en) * | 1980-11-11 | 1982-06-16 | Maschinenfabrik Reinhausen Gebrüder Scheubeck GmbH & Co KG, 8400 Regensburg | LOAD TRANSMISSION WITH LIMIT UNIT FOR THE DRIVE OF TAPE SWITCHES FOR TAPE TRANSFORMERS |
-
1975
- 1975-10-10 DE DE2545383A patent/DE2545383C3/en not_active Expired
-
1976
- 1976-09-18 IN IN1722/CAL/76A patent/IN146134B/en unknown
- 1976-10-04 SE SE7610958A patent/SE408104B/en unknown
- 1976-10-07 GB GB41710/76A patent/GB1519670A/en not_active Expired
- 1976-10-07 BG BG7634383A patent/BG27922A3/en unknown
- 1976-10-08 HU HU76SCHE579A patent/HU173396B/en unknown
- 1976-10-08 AT AT749076A patent/AT350152B/en not_active IP Right Cessation
- 1976-10-08 FR FR7630326A patent/FR2327619A1/en active Granted
- 1976-10-08 BE BE171352A patent/BE847089A/en not_active IP Right Cessation
- 1976-10-08 NL NL7611150A patent/NL7611150A/en not_active Application Discontinuation
- 1976-10-08 JP JP51120494A patent/JPS5942963B2/en not_active Expired
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0568652B2 (en) * | 1984-03-28 | 1993-09-29 | Toyota Motor Co Ltd | |
JPH0568653B2 (en) * | 1984-03-28 | 1993-09-29 | Toyota Motor Co Ltd | |
JPS62185154A (en) * | 1986-02-12 | 1987-08-13 | Mazda Motor Corp | Apparatus for controlling heater of air/fuel ratio sensor |
Also Published As
Publication number | Publication date |
---|---|
DE2545383B2 (en) | 1977-08-04 |
HU173396B (en) | 1979-04-28 |
NL7611150A (en) | 1977-04-13 |
BG27922A3 (en) | 1980-01-15 |
BE847089A (en) | 1977-01-31 |
SE7610958L (en) | 1977-04-11 |
FR2327619A1 (en) | 1977-05-06 |
ATA749076A (en) | 1978-10-15 |
AT350152B (en) | 1979-05-10 |
JPS5248017A (en) | 1977-04-16 |
DE2545383C3 (en) | 1978-03-23 |
SE408104B (en) | 1979-05-14 |
GB1519670A (en) | 1978-08-02 |
DE2545383A1 (en) | 1977-04-14 |
FR2327619B1 (en) | 1980-02-29 |
IN146134B (en) | 1979-03-03 |
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