JPS6114595Y2 - - Google Patents
Info
- Publication number
- JPS6114595Y2 JPS6114595Y2 JP18088979U JP18088979U JPS6114595Y2 JP S6114595 Y2 JPS6114595 Y2 JP S6114595Y2 JP 18088979 U JP18088979 U JP 18088979U JP 18088979 U JP18088979 U JP 18088979U JP S6114595 Y2 JPS6114595 Y2 JP S6114595Y2
- Authority
- JP
- Japan
- Prior art keywords
- signal
- engagement
- sensor
- throttle valve
- opening
- 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
- 238000010438 heat treatment Methods 0.000 claims 1
- 239000003990 capacitor Substances 0.000 description 5
- 239000007789 gas Substances 0.000 description 4
- 230000000903 blocking effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 239000012528 membrane Substances 0.000 description 2
- 241000567769 Isurus oxyrinchus Species 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【考案の詳細な説明】
この考案は、気化器付きエンジンの減速時並び
にアイドル運転時の排気ガス対策のためのエンジ
ン回転数制御装置に関する。[Detailed Description of the Invention] This invention relates to an engine speed control device for controlling exhaust gas during deceleration and idling of an engine equipped with a carburetor.
この種の装置として、従来から第１図のものが
知られている。これは、エンジン本体１に吸気管
２を介して接続した気化器３の下流端近辺に設け
た絞り弁４に軸５を介して絞り梃６を固定し、別
に、絞り弁４のアイドリング運転時の開度と通常
運転時の開度との中間程度の図示の一定開度で絞
り梃６の閉方向変位を阻止する図示係合位置と図
示矢印方向に少しく変位していて阻止しない離脱
位置との間を変位自在なように阻止梃７を設け、
これは復帰ばね８で係合位置に向つて付勢され、
吸気管２の負圧で膜原動機９が動作すると復帰ば
ね８に抗して離脱位置になるものである。吸気管
２と膜原動機９との間の負圧伝達時の途中に吸気
管２の負圧の大・小で閉・開する一方弁１０とジ
エツト１１とを並列に介在させて、阻止梃７は前
記負圧が大になる時は若干の遅延時間の後に離脱
位置となるが、前記負圧が小に戻る時は直ちに係
合位置に向い、絞り弁４が図示一定開度になると
図示係合位置に戻るものである。 As this type of device, the one shown in FIG. 1 has been known. A throttle lever 6 is fixed via a shaft 5 to a throttle valve 4 provided near the downstream end of a carburetor 3 connected to the engine body 1 via an intake pipe 2, and separately, when the throttle valve 4 is idling, The engagement position shown in the drawing is such that the throttle lever 6 is prevented from being displaced in the closing direction at the constant opening degree shown in the figure, which is approximately intermediate between the opening degree of 1 and the opening degree during normal operation. A blocking lever 7 is provided so as to be freely displaceable between the
This is urged toward the engagement position by a return spring 8,
When the membrane motor 9 operates due to the negative pressure in the intake pipe 2, it resists the return spring 8 and moves to the detached position. A one-way valve 10 and a jet 11, which close and open depending on the magnitude of the negative pressure in the intake pipe 2, are interposed in parallel in the middle of the negative pressure transmission between the intake pipe 2 and the membrane prime mover 9, and a blocking lever 7 is provided. When the negative pressure becomes large, it moves to the disengaged position after a slight delay time, but when the negative pressure returns to a small level, it immediately moves to the engaged position, and when the throttle valve 4 reaches the constant opening as shown, it becomes the engaged position as shown. It returns to the correct position.
第１図の従来例で、阻止梃７が離脱位置に向う
時期を一方弁１０とジエツト１１とを使用して遅
延させるのは、絞り弁４を遅延時間の間も前記一
定開度に保つことにより、CO、HCの排気ガスの
発生を抑制することを目的とするものである。 In the conventional example shown in FIG. 1, the reason why the one-way valve 10 and the jet 11 are used to delay the timing when the blocking lever 7 moves toward the disengagement position is to keep the throttle valve 4 at the constant opening degree during the delay time. The purpose is to suppress the generation of CO and HC exhaust gases.
ところが、この従来例によると、前記遅延時間
にばらつきがないようにすることが困難であるた
め、実際上排気ガス対策は不完全にしか行なわれ
ないという欠点があつた。これにかんがみ、この
考案は、このような欠点がないエンジン回転数制
御装置の実現を目的とするものである。 However, according to this conventional example, it is difficult to ensure that there is no variation in the delay time, so that exhaust gas countermeasures are actually only incompletely taken. In view of this, the object of this invention is to realize an engine speed control device that does not have such drawbacks.
次に、実施例についてこの考案の構成及び作用
を説明する。 Next, the structure and operation of this invention will be explained with reference to embodiments.
第２図に実施例を示すように、この考案は、気
化器３の絞り弁４と閉方向付勢力（図示しない）
に抗して図示一定開度以下でのみ係合可能であつ
て、後記駆動信号の間その極性に対応して開方向
又は閉方向に定速変位する係合端１２をもつアク
チユエータ１３と、係合端１２と絞り弁３との係
合・離脱それぞれに対応する信号を択一的に生ず
る係合センサ１４と、エンジン１の暖機程度に対
応する信号を生ずる暖機センサ１５と、エンジン
１の回転数に対応する信号を生ずる回転数センサ
１６とを設け、更に、係合センサ１４の信号が離
脱に対応する信号になつた時には、係合端１２が
前記一定開度の絞り弁４と係合できる位置に達す
るに十分な時間継続して前記開方向に対応する極
性の駆動信号を生じ、係合センサ１４の信号が係
合に対応する信号になつた時には、一定遅延時間
を経過の後に、まず、係合端１２がアイドル運転
時開度近辺の絞り弁４と係合できる位置に達する
に十分な時間継続して前記閉方向に対応する極性
の駆動信号を生じ、続いて暖機センサ１５の信号
に対応する可変目標電圧と較べての回転数センサ
１６の信号に対応する被検電圧の高・低にそれぞ
れ応じて前記閉方向又は前記開方向に対応する極
性の駆動信号を生ずる制御回路部１７を設けて、
アイドル運転時のエンジン回転数を暖機程度に対
応する目標回転数に制御する気化器のエンジン回
転数制御装置である。なお、第２図において、１
８はキイスイツチ、１９はバツテリである。 As shown in an embodiment in FIG. 2, this invention combines the throttle valve 4 of the carburetor 3 with
an actuator 13 having an engaging end 12 that can be engaged only at an opening degree below a certain opening degree shown in the drawings and that moves at a constant speed in an opening direction or a closing direction during a drive signal described later in accordance with the polarity of the actuator 13; An engagement sensor 14 that selectively generates signals corresponding to engagement and disengagement between the joint end 12 and the throttle valve 3, a warm-up sensor 15 that generates a signal corresponding to the degree of warm-up of the engine 1, and an engine 1. furthermore, when the signal from the engagement sensor 14 becomes a signal corresponding to disengagement, the engagement end 12 is connected to the throttle valve 4 having a constant opening degree. A drive signal with a polarity corresponding to the opening direction is generated for a sufficient period of time to reach the engagement position, and when the signal from the engagement sensor 14 becomes a signal corresponding to engagement, a certain delay time has elapsed. After that, first, a drive signal with a polarity corresponding to the closing direction is generated for a sufficient period of time for the engagement end 12 to reach a position where it can engage with the throttle valve 4 near the opening degree during idling operation, and then a drive signal with a polarity corresponding to the closing direction is generated. A drive signal having a polarity corresponding to the closing direction or the opening direction is generated depending on whether the voltage to be tested corresponding to the signal from the rotation speed sensor 16 is higher or lower than the variable target voltage corresponding to the signal from the sensor 15. A control circuit section 17 is provided,
This is a carburetor engine speed control device that controls the engine speed during idling operation to a target speed corresponding to the degree of warm-up. In addition, in Figure 2, 1
8 is a key switch, and 19 is a battery.
アクチユエータ１３の構造を第３図に示す。直
流モータ２０は入力端子２１，２２に与えられる
駆動信号の極性に応じて正・逆方向に定速回転
し、減速歯車列２３を介して減速増力的に送りボ
ルト２４を駆動し、これとねじ嵌合し、かつ支基
２５と回動不能で軸方向変位可能に嵌合する送り
ナツト２６を定速的に往復変位させる。なお、原
動機としては直流モータに代えてステツパモータ
を使用してもよい。送りナツト２６の先端に係合
センサ１４として係合時は閉じ離脱時は開くスイ
ツチとその端子２７とを固定してある。係合セン
サ１４の先端部は係合端１２として作用する。 The structure of the actuator 13 is shown in FIG. The DC motor 20 rotates at a constant speed in the forward or reverse direction depending on the polarity of the drive signal applied to the input terminals 21 and 22, and drives the feed bolt 24 in a decelerating and boosting manner via a deceleration gear train 23. A feed nut 26, which is fitted into the supporting base 25 and is unrotatable but movable in the axial direction, is reciprocated at a constant speed. Note that a stepper motor may be used as the prime mover instead of the DC motor. A switch and its terminal 27 are fixed to the tip of the feed nut 26 as an engagement sensor 14, which closes when engaged and opens when disengaged. The distal end of the engagement sensor 14 acts as the engagement end 12.
暖機センサ１５としては、第２図の実施例では
冷却水温センサを使用しているが、潤滑油温セン
サを使用してもよい。 Although a cooling water temperature sensor is used as the warm-up sensor 15 in the embodiment shown in FIG. 2, a lubricating oil temperature sensor may also be used.
回転数センサ１６としては、第２図の実施例で
はイグニシヨンコイルを利用してそのトリガ信号
を信号としている。 In the embodiment shown in FIG. 2, an ignition coil is used as the rotation speed sensor 16, and its trigger signal is used as a signal.
制御回路部１７の回路を第４図に示す。電源関
係の記載は省略してある。 The circuit of the control circuit section 17 is shown in FIG. Descriptions related to power supply are omitted.
トランジスタTr1，Tr2，Tr3，Tr4、ダイオー
ドD1，D2，D3，D4、抵抗R1，R2，R3，R4より成
る正逆駆動回路２８は、アクチユエータ１３の直
流モータに、図示入力端Ｐ，Ｑの電圧がこの順序
に（高）、（低）のときは図示矢印方向に開方向の
駆動信号を伝え、この反対に（低）、（高）のとき
は反矢印方向に閉方向の駆動信号を伝える。 A forward/reverse drive circuit 28 including transistors Tr 1 , Tr 2 , Tr 3 , Tr 4 , diodes D 1 , D 2 , D 3 , D 4 , and resistors R 1 , R 2 , R 3 , R 4 is connected to the actuator 13 . When the voltages at the input terminals P and Q shown in the diagram are (high) and (low) in this order, the drive signal in the opening direction is transmitted to the DC motor in the direction of the arrow shown in the diagram, and in the opposite direction, when it is (low) and (high). transmits a drive signal in the closing direction in the opposite direction of the arrow.
ダイオードD5、コンデンサC1、抵抗R5、R6よ
り成る遅延回路２９の出力電位は、係合センサ１
４が開いた図示の状態では高で、コンデンサC1
は十分に充電しているから、係合センサ１４が閉
じると、それが放電しつつ一定遅延時間を経過し
て始めて低となる。（この遅延時間はコンデンサ
C1、抵抗R6の変更により加減することができ
る。）これに反して、係合センサ１４が閉じた状
態から開くときは、ダイオードD5を介して直ち
に高となる。第１ノツト回路NOT1は、遅延回路
２９の出力を直ちに高低反転する。 The output potential of the delay circuit 29 consisting of a diode D 5 , a capacitor C 1 , and resistors R 5 and R 6 is applied to the engagement sensor 1
4 is open and high in the illustrated state, capacitor C 1
is fully charged, so when the engagement sensor 14 closes, it becomes low only after a certain delay time has elapsed as it discharges. (This delay time is
It can be adjusted by changing C 1 and resistance R 6 . ) On the other hand, when the engagement sensor 14 opens from the closed state, it immediately goes high via the diode D5 . The first NOT circuit NOT 1 immediately inverts the output of the delay circuit 29.
コンデンサC2、抵抗R7より成る第１トリガ回
路３０は、第１ノツト回路NOT1の出力が高から
低に変る瞬間にのみ負のトリガパルスを第１単安
定マルチバイブレータMM1に伝えて、係合端１
２が前記一定開度の絞り弁４と係合できる位置に
達するに十分なように定めた一定時間を継続して
高電位を出力させ、その間第１オア回路OR1を介
して前記入力端Ｐのみを高電位にする。 A first trigger circuit 30 consisting of a capacitor C 2 and a resistor R 7 transmits a negative trigger pulse to the first monostable multivibrator MM 1 only at the moment when the output of the first NOT circuit NOT 1 changes from high to low. Engagement end 1
2 continues to output a high potential for a predetermined period of time sufficient to reach the position where the throttle valve 2 can engage with the throttle valve 4 having a constant opening degree, and during that time, the input terminal P is outputted via the first OR circuit OR1 . only to a high potential.
コンデンサC3、抵抗R8第２ノツト回路NOT2よ
り成る第２トリガ回路３１は、第１ノツト回路
NOT1の出力が低から高に変る瞬間にのみ負のト
リガパルスを第２単安定マルチバイブレータ
MM2に伝えて、係合端１２がアイドル運転時開
度近辺の絞り弁４と係合できる位置に達するに十
分なように定めた一定時間経続して高電位を出力
させ、その間第２オア回路OR2を介して前記入力
端Ｑのみを高電位とする。 A second trigger circuit 31 consisting of a capacitor C 3 , a resistor R 8 and a second not circuit NOT 2 is connected to the first not circuit.
A negative trigger pulse is applied to the second monostable multivibrator only at the moment when the output of NOT 1 changes from low to high.
MM 2 to output a high potential for a certain period of time determined to be sufficient for the engagement end 12 to reach the position where it can engage with the throttle valve 4 near the idling opening, and during that time the second Only the input terminal Q is set to a high potential via the OR circuit OR2 .
トランジスタTr5、抵抗R9，R10，R11，R12，
R13，R14より成る増幅回路３２は、暖機センサ１
５の信号を増幅して可変目標電圧を作り、演算増
幅器OPのプラス端子に伝える。 Transistor Tr 5 , Resistors R 9 , R 10 , R 11 , R 12 ,
The amplifier circuit 32 consisting of R 13 and R 14 is connected to the warm-up sensor 1
Amplify the signal in step 5 to create a variable target voltage and send it to the positive terminal of the operational amplifier OP.
回転数センサ１６であるイグニシヨンコイルか
らのエンジン回転数に比例する頻度の信号を、波
形整形回路Ｗで整形し、周波数電圧変換回路FV
で回転数に比例する被検電圧に変換して演算増幅
器OPのマイナス端子に伝える。 A signal with a frequency proportional to the engine rotation speed from the ignition coil, which is the rotation speed sensor 16, is shaped by a waveform shaping circuit W, and then converted to a frequency-voltage conversion circuit FV.
converts it into a test voltage proportional to the rotational speed and transmits it to the negative terminal of the operational amplifier OP.
演算増幅器OPは、プラス端子に受けた可変目
標電圧と較べての、マイナス端子に受けた被検電
圧の低・高にそれぞれ応じて、Ａ，Ｂ両出力端子
にこの順序に（高）、（低）又は（低）、（高）の電
圧を生ずる。 The operational amplifier OP outputs (high), ( (low) or (low), (high) voltage.
第１アンド回路AND1と第２アンド回路AND2
とはともに、発振器OSCから高周波のパルスを
入力し、また前記第１ツト回路NOTから入力を
受ける。更に、第１アンド回路AND1は前記Ａ端
子から、第２アンド回路AND2は前記Ｂ端子から
入力を受ける。 First AND circuit AND 1 and second AND circuit AND 2
At the same time, a high frequency pulse is input from the oscillator OSC, and an input is also received from the first circuit NOT. Furthermore, the first AND circuit AND 1 receives input from the A terminal, and the second AND circuit AND 2 receives input from the B terminal.
第１アンド回路AND1と第２アンド回路AND2
との各出力端には、ともに第１ノツト回路NOT1
の出力が高電位であつて、演算増幅器OPの出力
端それぞれＡ又はＢが高電位のときのみ、発振器
OSCのパルスを生じて、それぞれ第１オア回路
OP1又は第２オア回路OP2を介して正逆駆動回路
２８の入力端それぞれＰ，Ｑに伝える。 First AND circuit AND 1 and second AND circuit AND 2
Both output terminals are connected to the first NOT circuit NOT 1 .
The oscillator is activated only when the output of the operational amplifier OP is at a high potential and the output terminals A or B of the operational amplifier OP, respectively, are at a high potential.
The first OR circuit generates the OSC pulse, respectively.
It is transmitted to the input terminals P and Q of the forward/reverse drive circuit 28 via OP 1 or the second OR circuit OP 2 , respectively.
制御回路部１７はこのような回路をもつている
から、係合センサ１４の信号が離脱に対応する信
号になつた時には、アクチユエータ１３の係合端
１２は、開度増加方向に変位して前記一定開度の
絞り弁４と係合できる位置に達するし、係合セン
サ１４の信号が係合に対応する信号になつた時に
は、一定遅延時間を経過の後に、係合端１２はま
ず開度減少方向に変位してアイドル運転時開度近
辺の絞り弁４と係合できる位置に達し、続いてパ
ルス状の駆動信号によつてエンジン回転数が暖機
程度に対応する目標回転数になるように自動的に
制御する。 Since the control circuit section 17 has such a circuit, when the signal from the engagement sensor 14 becomes a signal corresponding to disengagement, the engagement end 12 of the actuator 13 is displaced in the direction of increasing the opening degree, and the engagement end 12 of the actuator 13 is displaced in the direction of increasing the opening. When the position where the throttle valve 4 can be engaged with the throttle valve 4 having a certain opening degree is reached, and when the signal from the engagement sensor 14 becomes a signal corresponding to engagement, after a certain delay time has elapsed, the engaging end 12 first changes the opening degree. It is displaced in the decreasing direction and reaches a position where it can engage the throttle valve 4 near the opening during idling operation, and then a pulse-like drive signal is used to make the engine speed reach the target rotation speed corresponding to the degree of warm-up. automatically controlled.
なお、制御回路部１７の回路としては、第４図
において、第２トリガ回路３１の全部、即ち第２
ノツト回路NOT2、コンデンサC3、抵抗８及び第
２単安定マルチバイブレータMM2、第２オア回
路OR2、即ち第４図の点Ｑ，Ｒ，Ｓ，Ｔの間の凡
ての部分を廃止し、点Ｒを点Ｑと接続した回路と
しても、同様の作用がある。 In addition, as for the circuit of the control circuit section 17, in FIG.
The NOT circuit NOT 2 , the capacitor C 3 , the resistor 8 and the second monostable multivibrator MM 2 , the second OR circuit OR 2 , that is, all the parts between the points Q, R, S, and T in Figure 4 are abolished. However, a circuit in which point R is connected to point Q has the same effect.
この考案によると、減速動作に際して、絞り弁
が閉じ始めるまでの遅延時間をばらつきなく正確
に調定することが容易であるほか、加速時に絞り
弁を直ちに追従して係合端１２を前記一定開度に
対応する位置に変位させておくから、アクチユエ
ータ１３の応答遅れを考えなくてもよい。 According to this invention, during deceleration operation, it is easy to accurately adjust the delay time until the throttle valve starts to close without any variation, and when accelerating, the throttle valve immediately follows and the engaging end 12 is opened at the constant opening. Since the actuator 13 is displaced to a position corresponding to each time, there is no need to consider the response delay of the actuator 13.
更にアイドリング運転時に、エンジン回転数
を、暖機程度に対する最適の値に自動的に制御す
ることによつて、排気ガス対策を向上することが
できる。 Further, by automatically controlling the engine speed during idling to an optimal value for the degree of warm-up, measures against exhaust gas can be improved.
この考案は、気化器付きエンジンの性能向上に
寄与するから、特に自動車産業にきわめて有用で
ある。 This invention contributes to improving the performance of carburetor-equipped engines, and is therefore extremely useful, particularly in the automobile industry.
第１図は従来例の断面図、第２図まこの考案の
実施例の断面図、第３図は第２図の実施例のアク
チユエータの断面図、第４図は第２図の実施例の
制御回路部の回路図である。
３……気化器、４……絞り弁、１２……係合
端、１３……アクチユエータ、１４……係合セン
サ、１５……暖機センサ、１６……回転数セン
サ、１７……制御回路部、１……エンジン。
Fig. 1 is a sectional view of the conventional example, Fig. 2 is a sectional view of the embodiment of Mako's invention, Fig. 3 is a sectional view of the actuator of the embodiment of Fig. 2, and Fig. 4 is a sectional view of the actuator of the embodiment of Fig. 2. FIG. 3 is a circuit diagram of a control circuit section. 3... Carburetor, 4... Throttle valve, 12... Engagement end, 13... Actuator, 14... Engagement sensor, 15... Warm-up sensor, 16... Rotation speed sensor, 17... Control circuit Part 1...Engine.
Claims (1)
度以下でのみ係合可能であつて、後記駆動信号の
間その極性に対応して開方向又は閉方向に定速変
位する係合端をもつアクチユエータと、前記係合
端と前記絞り弁との係合・離脱それぞれに対応す
る信号を択一的に生ずる係合センサと、エンジン
の暖機程度に対応する信号を生ずる暖機センサ
と、エンジンの回転数に対応する信号を生ずる回
転数センサとを設け、更に、前記係合センサの信
号が離脱に対応する信号になつた時には、前記係
合端が前記一定開度の絞り弁と係合できる位置に
達するに十分な時間を継続して前記開方向に対応
する極性の駆動信号を生じ、前記係合センサの信
号が係合に対応する信号になつた時には、一定遅
延時間を経過の後に、まず前記係合端がアイドル
運転時開度近辺の絞り弁と係合できる位置に達す
るに十分な時間継続して前記閉方向に対応する極
性の駆動信号を生じ、続いて前記暖機センサの信
号に対応する可変目標電圧と較べての前記回転数
センサの信号に対応する被検電圧の高・低にそれ
ぞれ応じて前記閉方向又は前記開方向に対応する
極性の駆動信号が生ずる制御回路部を設けて、ア
イドル運転時のエンジン回転数を暖機程度に対応
する目標回転数に制御する気化器のエンジン回転
数制御装置。 An engagement that can be engaged with the throttle valve of the carburetor only when the opening is below a certain degree against the biasing force in the closing direction, and that displaces at a constant speed in the opening direction or the closing direction during the drive signal described later depending on the polarity. an actuator having an end, an engagement sensor that selectively generates a signal corresponding to engagement/disengagement between the engagement end and the throttle valve, and a warm-up sensor that generates a signal corresponding to the degree of warm-up of the engine. and a rotation speed sensor that generates a signal corresponding to the rotation speed of the engine, and further, when the signal from the engagement sensor becomes a signal corresponding to disengagement, the engagement end is connected to the throttle valve with the constant opening degree. A drive signal with a polarity corresponding to the opening direction is generated for a sufficient period of time to reach a position where it can be engaged, and when the signal from the engagement sensor becomes a signal corresponding to engagement, a certain delay time is generated. After the elapse of time, first a drive signal of a polarity corresponding to the closing direction is generated for a sufficient period of time for the engagement end to reach a position where the engagement end can engage the throttle valve near the idling opening, and then the heating signal is generated with a polarity corresponding to the closing direction. A drive signal with a polarity corresponding to the closing direction or the opening direction is generated depending on whether the voltage to be tested corresponding to the signal of the rotation speed sensor is higher or lower than the variable target voltage corresponding to the signal of the machine sensor. An engine speed control device for a carburetor that includes a control circuit section and controls the engine speed during idling operation to a target speed corresponding to the degree of warm-up.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18088979U JPS6114595Y2 (en) | 1979-12-26 | 1979-12-26 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18088979U JPS6114595Y2 (en) | 1979-12-26 | 1979-12-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5697538U JPS5697538U (en) | 1981-08-01 |
| JPS6114595Y2 true JPS6114595Y2 (en) | 1986-05-07 |
Family
ID=29691291
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18088979U Expired JPS6114595Y2 (en) | 1979-12-26 | 1979-12-26 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6114595Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5696125A (en) * | 1979-12-28 | 1981-08-04 | Hitachi Ltd | Rotary speed controller for engine |
-
1979
- 1979-12-26 JP JP18088979U patent/JPS6114595Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5697538U (en) | 1981-08-01 |
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