Abstract: A throttle assembly for an engine includes a remote control throttle lever, a manual throttle control lever, and a throttle return spring. The remote control throttle lever is configured to operate the throttle assembly and the engine based on a force received from an external device. The manual throttle control lever is configured to operate the throttle assembly and the engine based on a force received from a user input at an input portion of the manual throttle control lever. An abutment portion of the manual throttle control lever is spaced from the input portion of the manual throttle control lever and configured to abut the remote control throttle lever. The throttle return spring is configured to bias the remote control throttle lever against the abutment portion of the manual throttle control lever in an opposite direction of the force received from the external device.

Abstract: The technology provides for an extension member configured to direct a magnetic field from a magnet to a Hall Effect sensor to facilitate detection of magnetic field. By varying the dimensions of the extension member, which may be any arbitrary shape, the relative positions of the magnet and the Hall Effect sensor may be less constrained by the reach of the magnetic field of the magnet, thereby allowing more design possibilities. The extension member may be used in a case, where the extension member may facilitate detection of whether the case is open or closed, the extension member may further provide magnetic attraction to keep the case closed.

Abstract: A sensor arrangement is provided. The sensor arrangement includes a rotatable shaft extending along a rotation axis; a magnet module coupled to the rotatable shaft configured to generate a magnetic field; and a sensing element configured to sense a rotating magnetic field caused by the magnet module upon rotation of the rotatable shaft around the rotation axis. The rotatable shaft includes a bore extending within a shaft end portion along the rotation axis. The magnet module is coupled to at least one face of the bore and configured to generate the magnetic field within the bore. The sensing element has a sensitive spot, the sensitive spot being arranged within the bore and exposed to the rotating magnetic field.

Abstract: A method for detecting the quantity of gas (m) supplied by a gas supply device to an antechamber of an internal combustion engine. The method includes causing a targeted disturbance (?u) of the gas quantity (m) supplied by the gas supply device, and measuring a change (?T) resulting from the target disturbance (?u) in an exhaust gas temperature (T) of an exhaust gas generated in a combustion chamber connected to the antechamber. The method includes comparing the change (?T) with a target value of the change (?Ttarget) of the exhaust gas temperature (T) to obtain a comparison, and deducing the gas quantity (m) supplied by the gas supply based on the comparison.

Abstract: A rotational angle detecting device may include a flat face part formed on a detected object, and a permanent magnet having a magnetic pole face facing the flat face part. The device may also include a pair of first yokes arranged in line symmetry along a magnetization direction and project in parallel with a rotational axis of the detected object from the permanent magnet, and a second yoke spaced from projecting ends of the first yokes to face a face of the permanent magnet, the first yokes projecting from the face. The device may further include a magnetic detection element having a magnetic sensitive part positioned in a detection point corresponding to each of the first yokes, and may be configured to detect magnetic flux densities in directions parallel with the rotational axis and a magnetic flux density in a direction perpendicular to the rotational axis and the reference line.

Abstract: The present invention provides a method of selecting an economy mode shift schedule for a transmission coupled to a motor vehicle. The method includes calculating vehicle acceleration and determining a change in accelerator pedal position. Also, a net tractive effort force of the vehicle is determined for a current gear range of the transmission. Also, the method includes comparing the net tractive effort force for the current gear range to a maximum tractive effort force for a desired gear range and selecting the economy mode shift schedule for the transmission based on the comparison. The method further includes controlling shifting between one or more gear ranges of the transmission according to the economy mode shift schedule.

Abstract: The present invention provides a method of selecting an economy mode shift schedule for a transmission coupled to a motor vehicle. The method includes calculating vehicle acceleration and determining a change in accelerator pedal position. Also, a net tractive effort force of the vehicle is determined for a current gear range of the transmission. Also, the method includes comparing the net tractive effort force for the current gear range to a maximum tractive effort force for a desired gear range and selecting the economy mode shift schedule for the transmission based on the comparison. The method further includes controlling shifting between one or more gear ranges of the transmission according to the economy mode shift schedule.

Abstract: An engine-powered work tool includes an engine having a crank shaft, an output controller and a wind governor. The output controller includes an output control shaft angularly rotatable about its axis for controlling a rotation speed of the crank shaft. The wind governor can control the angular rotation of the output control shaft and includes: a governor plate for receiving cooling air generated at a cooling fan connected to the crank shaft; an arm fixed to the output control shaft; and a governor spring connected to the arm for biasing the output control shaft to increase the rotation speed of the crank shaft. The governor plate functions to bias the output control shaft to decrease the rotation speed of the crank shaft upon receipt of the cooling air. The governor spring has an end changeable in position relative to the output controller among a plurality of prescribed positions.

Abstract: A stop control apparatus (100) for an internal combustion engine performs stop control of a three-or-less cylinder internal combustion engine (200). The stop control apparatus for the internal combustion engine is provided with: a determining device (161) configured to determine a compression stroke immediately before the internal combustion engine stops; and a throttle valve controlling device (168) configured to control an opening degree of a throttle valve (208) to be a predetermined opening degree while an intake valve (211) is closed in all cylinders, in the compression stroke immediately before the internal combustion engine stops, which is determined by the determining device. This reduces an influence of an intake negative pressure in an intake stroke, and makes it possible to preferably control the crank angle when the engine stops, even in the three-or-less cylinder internal combustion engine.

Abstract: A stop control apparatus (100) for an internal combustion engine performs stop control of a three-or-less cylinder internal combustion engine (200). The stop control apparatus for the internal combustion engine is provided with: a determining device (161) configured to determine a compression stroke immediately before the internal combustion engine stops; and a throttle valve controlling device (168) configured to control an opening degree of a throttle valve (208) to be a predetermined opening degree while an intake valve (211) is closed in all cylinders, in the compression stroke immediately before the internal combustion engine stops, which is determined by the determining device. This reduces an influence of an intake negative pressure in an intake stroke, and makes it possible to preferably control the crank angle when the engine stops, even in the three-or-less cylinder internal combustion engine.

Abstract: An engine includes a carburetor, a governor assembly, and a vacuum actuator. The carburetor includes a throttle plate configured to control a fluid flow, a throttle lever coupled to the throttle plate, and an intake port in fluid communication with an engine vacuum pressure. The governor assembly includes a governor, a governor linkage coupled to the governor and the throttle lever, and a governor spring coupled to the throttle lever to bias the throttle plate towards the fully open position. The vacuum actuator includes an actuator housing, a pressure-sensitive member positioned in the actuator housing, an actuator linkage directly coupled to the governor spring and also coupled to the pressure-sensitive member for movement in response to the engine vacuum pressure, and an actuator spring coupled between a fixed attachment point and the actuator linkage to bias the actuator linkage to increase the tension on the governor spring.

Abstract: Provided is an rpm control device for a general-purpose engine, which is capable of realizing droop control in a spark-ignition engine only by the adaptation of isochronous control. When the droop control is selected, a rotation decrease rate (K) (value equal to or smaller than 1) is obtained from an engine rpm and a load. The result of multiplication of a basic target rpm (Nb) requested by a driver by the rotation decrease rate (K) is obtained as a target rpm (No). By setting the rotation decrease rate to a smaller value as the load becomes higher, the target rpm (No) is set smaller than the basic target rpm (Nb). The isochronous control is performed by using an electronic throttle so as to achieve the obtained target rpm (No) to realize the droop control in a pseudo-manner.

Abstract: A method is performed by a controller on a vehicle. The method includes determining a rotational speed of a crankshaft of an internal combustion engine of the vehicle. In response to confirming occurrence of at least one first condition, the controller determines whether the rotational speed is within a first range. Upon determination by the controller that the rotational speed of the crankshaft is within the first range, the controller initiates engagement of a clutch to result in coupling of the crankshaft with a rotor of a generator. While the clutch is engaged, the controller determines whether the rotational speed of the crankshaft is within a second range. The controller adjusts the throttle of the internal combustion engine upon determination by the controller that the rotational speed of the crankshaft is not within the second range, to bring the rotational speed of the crankshaft into the second range.

Abstract: An engine starting system and technique include selecting a target engine speed profile from a plurality of engine speed profiles based on operator inputs and operating parameters of the vehicle. A feedback control strategy is used to substantially conform the engine speed with the target speed profile during starting until a target speed is reached in which fueling is initiated to start the engine.

Abstract: A saddle riding vehicle having an accelerator operator includes an accelerator operation amount detecting unit connected to a second end portion of an accelerator cable having a first end portion connected to the accelerator operator, the accelerator operation amount detecting unit is disposed at a location less susceptible to the effect from an external force and steering of the steering handlebar with a space to permit removal of screws and other parts that may be dropped during the assembly process. An accelerator operation amount detecting unit includes a rotatable member connected to an accelerator cable so as to be rotated according to displacement of the accelerator cable and a cover plate extending in a longitudinal direction to cover the rotatable member from an upward direction. The accelerator operation amount detecting unit is disposed near a head pipe.

Abstract: Systems, devices, and methods are disclosed for automatically adjusting a speed of an engine in response to the loading on the engine. In particular, an automatic idle system and method can comprise a governor linkage with a first end for connection to the rotatable shaft of an engine governor and a second end for connection to a throttle control of the engine, and an actuator connected to the second end of the governor linkage. The actuator can be movable in response to a load on the engine to move the governor linkage from a base position to an adjusted position. In this arrangement, when the engine is in a low-load state, the governor linkage can be moved toward a throttle-closed position.

Abstract: A fuel injection controlling system includes an accelerator manipulator. An accelerator manipulated variable detection sensor is configured to detect a manipulated variable of the accelerator manipulator. A rotation speed sensor is configured to detect a rotation speed of an engine. A throttle valve drive motor is configured to open and close the throttle valve in response to the manipulated variable. A controller is configured to control the throttle valve drive motor and to compute basic injection time (Ti) of fuel. A memory is configured to memorize, as a carbon adhesion judgment value (IXREF), a throttle opening degree (?TH) at a moment when a rotation speed (Ne) detected with the rotation speed sensor reaches a target idle rotation speed (NeIdle) by increasing the throttle opening degree (?TH). A corrector is configured to correct Ti with IXREF to correct an air-fuel ratio toward a leaner side as IXREF increases.

Abstract: A throttle sensor mounting structure for suppressing the influence on the arrangement of a lighting device located on the front side of a head pipe. A throttle sensor mounting structure in a saddle seat type vehicle includes a handle, a throttle grip rotatably mounted on the handle, a throttle sensor for detecting an operational amount of the throttle grip, a controller for controlling a power unit according to a detection value from the throttle sensor, a pair of right and left main frames extending to the rear from a head pipe, and a headlight provided on the front side of the head pipe. The throttle sensor is located on the rear side of the head pipe and between the right and left main frames so as to be superimposed on the main frames as viewed in a side elevation.

Abstract: A method for determining the position of a component, that is able to be moved into at least two end positions with the aid of a drive, especially of a flap for controlling fluid flows in an internal combustion engine, includes the following steps: providing an electric signal that indicates the speed of motion of an element of the drive, determining a change in position of the component by the integration of the electric signal, and determining the absolute position of the component from the change in position.

Abstract: An throttle body for rotating a valve shaft of an air-intake throttle valve through a decelerating mechanism by a motor and change the opening area of an air-intake passage by rotating the valve shaft is equipped with a lever portion that is disposed so as to be interlocked with the decelerating mechanism and regulates the opening degree of the air-intake throttle valve under the full-open state, and an adjusting screw that is threadably inserted from the outside of the body portion and abuts against the lever portion in the body portion to change the opening degree of the air-intake throttle valve under the full-open state.

Abstract: A hybrid powertrain and a method of controlling a throttle in an engine of the hybrid powertrain are provided. A throttle system has a throttle at an optimal position for the engine to power a first motor/generator when an electric throttle motor is de-energized to minimize current consumption by the throttle motor. The electric throttle motor is energizable to adjust the position of the throttle. A biasing member biases the throttle to a default position when the electric throttle motor is not energized. The hybrid powertrain has a first motor/generator operatively connected to the engine, and a second motor/generator operatively connected to the generator and operable for providing output power. The engine is operable in a predetermined optimal state to provide power to the generator for powering the first motor/generator. The throttle is at a predetermined position when the engine is in the predetermined optimal state.

Abstract: An engine includes a carburetor, a governor assembly, and a vacuum actuator. The carburetor includes a throttle plate configured to control a fluid flow, a throttle lever coupled to the throttle plate, and an intake port in fluid communication with an engine vacuum pressure. The governor assembly includes a governor, a governor linkage coupled to the governor and the throttle lever, and a governor spring coupled to the throttle lever to bias the throttle plate towards the fully open position. The vacuum actuator includes an actuator housing, a pressure-sensitive member positioned in the actuator housing, an actuator linkage directly coupled to the governor spring and also coupled to the pressure-sensitive member for movement in response to the engine vacuum pressure, and an actuator spring coupled between a fixed attachment point and the actuator linkage to bias the actuator linkage to increase the tension on the governor spring.

Abstract: A variable speed drivetrain for an electronic throttle body is disclosed. The system includes a gear arrangement for the drivetrain of the electronic throttle body that includes a driving gear, a set of driven gears and a set of intermediate gears. The system also includes a clutch that is configured to selectively engage with one of the driven gears according to the selected mode of operation.

Abstract: A control module includes a predicted torque control module that determines a desired throttle area based on a transmission torque request and a desired predicted torque. A throttle security module determines a throttle limit based on the desired throttle area and the desired predicted torque and determines an adjusted desired throttle area based on the throttle limit. A throttle actuator module adjusts a throttle based on the adjusted desired throttle area.

Abstract: An engine unit includes a V-type engine and a throttle body assembly. The throttle body assembly has front and rear throttle bodies, an actuator and a second rotational shaft. The front throttle bodies include front throttle valves that open and close front cylinders. The rear throttle bodies include rear throttle valves that open and close rear cylinders. The actuator is disposed, in a longitudinal direction, between center axes of the front cylinders and center axes of the rear cylinders. A shaft center of the second rotational shaft is located to the front of or to the rear of a shaft center of a first rotational shaft.

Abstract: An electronic throttle control system has a throttle valve to be operated by an electric motor, and an electronic control unit for calculating a target opening degree of the throttle valve depending on a first preset vehicle speed desired by a vehicle driver, so that a vehicle is controlled to automatically run at the preset vehicle speed. When an external module, for example, an ACC module, is added to the electronic throttle control system, and a second preset vehicle speed is inputted from the external module to the electronic control unit the electronic, the electronic control unit selects one of the first and second preset vehicle speeds, which is lower than the other. Then, the target opening degree of the throttle valve is calculated based on the selected preset vehicle speed.

Abstract: An engine includes a throttle assembly, a governor, and an actuator. The throttle assembly is designed to at least partially control a fuel flow rate of the engine. The governor is designed to sense a speed of the engine and at least partially control the throttle assembly as a function of the engine speed. The actuator is designed to sense a manifold vacuum pressure of the engine and at least partially control the throttle assembly as a function of the vacuum pressure.

Abstract: Systems, devices, and methods are disclosed for automatically adjusting a speed of an engine in response to the loading on the engine. In particular, an automatic idle system and method can comprise a governor linkage with a first end for connection to the rotatable shaft of an engine governor and a second end for connection to a throttle control of the engine, and an actuator connected to the second end of the governor linkage. The actuator can be movable in response to a load on the engine to move the governor linkage from a base position to an adjusted position. In this arrangement, when the engine is in a low-load state, the governor linkage can be moved toward a throttle-closed position.

Abstract: To provide an accelerator position sensor arrangement structure for a motorcycle that can prevent an increased vehicle-width without change of operational feeling of a throttle. An accelerator position sensor is connected to a throttle grip via a pair of throttle cables and disposed externally of main frames, of a body frame, extending from a head pipe toward the rearward of a vehicle body.

Abstract: In an engine controller capable of carrying out spark ignition type combustion and compressed self-ignition type combustion, in order to suppress operation performance deterioration and exhaust performance deterioration at the time of switching a combustion mode from the compressed self-ignition type combustion to the spark ignition type combustion, intake pipe pressure downstream a throttle is quickly reduced by making the throttle opening degree smaller than a target throttle opening degree of the spark ignition type combustion immediately after switching for a certain period during the combustion mode is switched from the compressed self-ignition type combustion to the spark ignition type combustion. As a result, responsiveness of an intake amount at the time of switching the combustion mode from the compressed self-ignition type combustion to the spark ignition type combustion is enhanced, and combustion switching without exhaust deterioration and torque variation is realized.

Abstract: To provide an accelerator position sensor arrangement structure for a motorcycle that can prevent an increased vehicle-width without change of operational feeling of a throttle. An accelerator position sensor is connected to a throttle grip via a pair of throttle cables and disposed externally of main frames, of a body frame, extending from a head pipe toward the rearward of a vehicle body.

Abstract: An engine control device includes a governor lever, a centrifugal governor, a control lever operated to oscillate between a low-speed position and a high-speed position, and a governor spring expandedly provided between the control lever and the governor lever. An automatic choke device is connected to a choke valve of a carburetor. A play is provided between the governor lever and the governor spring. The play holds the governor spring in a free state during rotation of the control lever from the low-speed position to the high-speed position by a predetermined angle. A subsidiary spring is provided between a fixed structure and the governor lever so as to constantly urge the governor lever in a direction to open the throttle valve. A spring constant of the subsidiary spring is smaller than that of the governor spring.

Abstract: A dual redundant permanent magnet type dynamoelectric machine includes a dual flux throttle system to selectively disable one of a first motor and a second motor.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed in accordance with a turning travel situation of the vehicle; and an engine throttle opening angle is controlled gradually in a closure direction at a preset variation degree.

Abstract: A carburetor control system includes: a governor device that is coupled to a throttle lever, opens a throttle valve when an operation of an engine is stopped, and opens or closes the throttle valve in accordance with a rotational number of the engine when the engine is in operation; a choke return spring urging a choke lever in a direction to close a choke valve; and an automatic choke device opening the choke valve in accordance with an increase in temperature of the engine. In the carburetor control system, the throttle lever is provided with a drive arm pivoting the choke lever, during a cold operation of the engine, to a position where the choke valve is at an intermediate degree of opening in operative connection with the throttle lever being pivoted by the governor device to a position where the throttle valve is at a degree of opening for idling or a position in a vicinity thereof.

Abstract: A control system for a plant, including a sliding mode controller and a transfer characteristic adjusting module. The sliding mode controller calculates a feedback control input with a sliding mode control so that an controlled output of the plant coincides with a target value. The transfer characteristic adjusting module is connected to an output of the sliding mode controller, and has a transfer characteristic set according to a transfer function of a controlled object model which is obtained by modeling the plant. A control input to the plant is set to an output of the transfer characteristic adjusting module. The transfer characteristic of the transfer characteristic adjusting module is set so that a composite transfer function indicative of a transfer characteristic which is obtained by combining the transfer characteristic of the transfer characteristic adjusting module and a transfer characteristic of the controlled object model, coincides with a desired target transfer function.

Abstract: An engine wherein a progressive throttle body includes two side by side throttle bores with throttle blades of equal size. A primary throttle opens from closed to an idle position with slowly increasing flow providing excellent idle and low engine speed air control. A secondary throttle opens slightly after the idle airflow position of the primary throttle and then opens more quickly, equaling the primary throttle opening near half throttle. Thereafter, the throttles open together, raising the airflow to maximum when both throttles are fully open. Both throttles are driven by a single electronically controlled motor or other actuator through two gearboxes that provide the varying flow curves. Throttle position sensors on both throttle shafts feed back throttle positions to an electronic controller to provide needed data for electronic throttle control in response to throttle commands. Additional features are disclosed.

Abstract: To reduce cost and size of a throttle valve control device, one end 3a of a throttle valve shaft 3 fixedly has a throttle valve lever 5 energized in valve opening direction by a throttle valve lever open spring 8, and rotatably has a drive gear 6 connected to a motor gear 9, a limp opening control lever 15 is fixed at another end 13b of a drum shaft 13 axially supported by a first cover 12, an accelerator drum 14 energized in valve closing direction by a drum close spring 16 is fixed at one end 12a, a first opening directional end face 5a of the throttle valve lever 5 is provided facing a limp opening control end face 15b, and a second opening directional end face 5b of the throttle valve lever 5 is provided facing a drive pin 6a of the drive gear 6.

Abstract: In a method for parameter-related driver input gauging in motor vehicles, with the position of a moveable control element being determined, a theoretical maximum value of at least a parameter relevant for the drive system is defined and an actually recallable value of this parameter is determined. A change from a static to a dynamic driver input gauging is carried out below the actually recallable value of the parameter relevant for the drive system. A static gauging is carried out in a lower value range of this parameter such that the maximum displacement of the movable control element is assigned to the theoretical maximum value of the parameter, and if a threshold of the driver input is exceeded in an upper value range, a dynamic gauging is carried out such that the maximum displacement of the moveable control element is assigned to an actually recallable value of the parameter.

Abstract: An integrative control method and device for controlling gas engines is proposed which is improved load responsivity of the engine in transient operation.

Abstract: An integrative control method and device for controlling gas engines is proposed which load responsivity of the engine is improved while maintaining air fuel ratio control and stable control is performed when fuel gas of different calorific value is used.

Abstract: A method for determining a coefficient gain to a signal command to actuate an air intake throttle plate to ensure that the throttle plate responds in a desired manner within a desired responsiveness with relative conformity over the life of the air intake manifold with out losses due to variability in spring/motor/friction responsiveness in the throttle plate actuator. The coefficient gain is multiplied to successive throttle plate command signals to ensure the throttle plate responds as desired. The coefficient gain is re-determined periodically when it is determined that the throttle plate responsiveness does not meet desired throttle plate responsiveness.

Abstract: During a process of increasing the throttle opening when the accelerator pedal is depressed while the vehicle is in a decelerating condition, first throttle opening holding control for holding the throttle opening substantially constant is performed. During the process of increasing the throttle opening after the first throttle opening holding control is finished, second throttle opening holding control for holding the throttle opening substantially constant again is performed.

Abstract: An throttle valve is controlled by using an electric actuator. A cover for covering one end side of the throttle valve shaft is attached to a side wall of a throttle body. a throttle position sensor unit and an electronic control module for controlling the throttle valve is attached to an inner face of the cover. The throttle position sensor and the electronic control module are contiguous to each other and connected at a position contiguous thereto. The cover is provided with a connector portion for external connection of the electronic control module. A group of lead frames constituting terminals of the connector portion are embedded in the cover. Power source is supplied to a motor via the connector portion for external connection, the electronic control module and intermediary connectors provided at the cover. Thereby, by simplifying the cover for protecting the throttle valve.

Abstract: An engine control device includes a governor lever, a centrifugal governor, a control lever operated to oscillate between a low-speed position and a high-speed position, and a governor spring expandedly provided between the control lever and the governor lever. An automatic choke device is connected to a choke valve of a carburetor. A play is provided between the governor lever and the governor spring. The play holds the governor spring in a free state during rotation of the control lever from the low-speed position to the high-speed position by a predetermined angle. A subsidiary spring is provided between a fixed structure and the governor lever so as to constantly urge the governor lever in a direction to open the throttle valve. A spring constant of the subsidiary spring is smaller than that of the governor spring.

Abstract: A method for controlling a diesel engine in a vehicle is presented. The engine comprises at least one cylinder, a fuel injector for each cylinder for injecting fuel into the respective cylinder, and a throttle valve for controlling the flow of air into the cylinder. The throttle valve is adjusted to assume a not fully open position if an amount of fuel injected into the at least one cylinder is equal to or less than a fuel injection threshold value.

Abstract: A manually guided implement having a motor unit and a tool unit driven by the motor unit. The motor unit includes an internal combustion engine having a carburetor, and a butterfly valve. A throttle acts upon the butterfly valve via a transfer mechanism. A speed regulator is provided for the internal combustion engine. The transfer mechanism is divided into two transfer portions. The speed regulator is a mechanical speed regulator and is disposed between two transfer portions such that the throttle, via the first transfer portion associated therewith, as well as the speed regulator together act upon the second transfer portion, which is associated with the butterfly valve, whereby as its speed increases, the speed regulator effects a closing of the butterfly valve.

Abstract: A governor system is provided for limiting a degree of throttle travel of a throttle as a function of rotational speed of a drive axle. The governor system includes a governor shaft rotatably supported by the drive axle and operably interconnected to internal components of the drive axle for varying a feedback torque, a governor arm fixed for rotation with the governor shaft, a throttle cable interconnected with the governor arm for applying a first pulling force to the throttle and an accelerator cable resiliently interconnected with the governor arm to apply a second pulling force to the governor arm. The second pulling force induces rotation of the governor arm for applying a torque on the governor shaft. The torque balances with the feedback torque of the governor shaft for limiting the second pulling force as a function of the rotational speed of the drive axle.

Abstract: A governor for an engine includes a speed sensor coupled to the engine that moves in response to changes in engine speed. The governor further includes a linkage coupled between the speed sensor and a throttle member to move the throttle member between a first position and a second position. A governor spring couples to the throttle member. A friction spring couples to the throttle member and includes a coil portion frictionally engaged with the linkage.

Abstract: An engine includes a stationary member, a crankshaft supported for rotation by the stationary member, and a flywheel rotatable in response to rotation of the crankshaft. A fan has a plurality of fins and is rotatable in response to movement of the flywheel. A movable air vane includes a surface that deflects air from the fins as the fins move with the flywheel. The engine also includes an intake passageway for intake air and a throttle lever including a throttle pivot point and a throttle linkage aperture. The throttle linkage aperture and the throttle pivot point define a first axis having a first side and a second side. A throttle valve is disposed in the intake passageway to control the flow of intake air. The throttle valve is movable in response to movement of the throttle lever. A throttle linkage is positioned to directly or indirectly connect the air vane and the throttle lever. The throttle linkage and the movable air vane are disposed on the first side of the first axis.