ES2245151B1 - CONTROL SYSTEM TO SUPPLY FUEL TO THE CARBURETOR. - Google Patents

Abstract

Control system to supply fuel to the carburetor. A fuel supply control system for a carburetor provided with a bypass air duct 21 having an inlet opening to an intake valve 18 on the inlet side of a main air duct and having a supply opening to the intake valve on the outlet side, a control valve 23 installed in the path of the bypass air duct 21 to open or close the duct, an intake sensor 43 to detect an angle of the intake valve 18 and to produce an angle detection signal, a vehicle speed sensor 45 to detect the running speed of a vehicle and produce a vehicle speed detection signal and a control means 30 to control the actuation of the valve of control 23 based on the two detection signals from the intake sensor 43 and the vehicle speed sensor 45, that a vehicle is running and is Sidereal, based on an angle detection signal from the intake sensor 43, that the intake valve 18 is fully closed or open at a small angle, the control means 30 controls so that the control valve 23 is opened.

Description

Fuel supply control system For a carburetor.

Detailed description of the invention Technical Field of the Invention

The present invention relates to a System of fuel supply control for a carburetor in an engine Internal combustion

Prior art

Japanese patent application is proposed published without examining No. Sho 59-229040 for regulate the fuel supply in order to prevent a catalyst of an exhaust emission control device it melts and gets lost because a mixture of air-fuel without burning to an exhaust system when an ignition and deceleration circuit is opened in a carburetor that is provided with a supply mechanism of a slow air-fuel mixture in addition to a supply mechanism of a mixture of main air-fuel and in which the mechanism supply of the slow fuel-air mixture supplies an air-fuel mixture to an engine internal combustion instead of the supply mechanism of the main air-fuel mixture when a intake valve is fully closed or open in a small angle running with low load and running without load.

Figure 7 shows an example described in the Japanese patent application published without examining No. Sho 59-229040.

Carburetor 01 is provided with a check valve. intake 03 that opens or closes a main air duct 02 and a flotation chamber 04, a piston valve 06 that forms a venturi part 05 between the piston valve and the air duct main 02 on the inlet side of the intake valve 03 is arranged so that the piston valve can slide vertically and there is a piston depression chamber 08 on a diaphragm 07 supporting the upper side of the piston valve 06.

In the flotation chamber 04 there is an injector main 09 at the bottom of which a main supplier 09a is sinks below the level of the fuel fluid and whose part upper is open to the venturi 05 part of the air duct main 02 and a slow injector 010 at the bottom of which a 010a slow spout sinks below the fluid level of the fuel and whose upper part is open to an air duct slow 012.

A spout needle 09b protruding towards down the bottom wall of the piston valve 06 is introduced in the main injector 09.

A middle part of the main injector 09 is attached to the inlet side of the main air duct 02 through of a main air duct 011.

The inlet end of the slow air duct 012 opens to the inlet side of the main air duct 02 and the outlet end communicates with a 012a bypass port open in the vicinity of the closed intake valve 03 and a free port 012b opens later on the exit side.

The flotation chamber 04 also communicates with the inlet side of the main air duct 02 through from a leak supplier to atmosphere 013.

In the piston valve 06 a communication hole 06a is formed that joins the venturi part 05 and the
piston depression chamber 08.

In carburetor 01 provided with the mechanism of supply of air-fuel main mixture and of the mixing supply mechanism of slow air-fuel, flotation chamber 04, the outlet side of the intake valve 03 in the air duct main 02 and the piston depression chamber 08 are attached to a 020 electromagnetic directional control valve through a first conduit of depression 021, a second conduit of depression 022 and a third conduit of depression 023.

A solenoid control valve 020 electromagnetic directional is connected to a source of 027 power via a 025 deactivation switch and a main switch 026 respectively connected in series of An engine ignition circuit.

When the deactivation switch 025 and the main switch 026 are closed, in normal operation, the solenoid is excited and the directional control valve 020 electromagnetic causes the first depression duct 021 is in communication with the air, the flotation chamber 04 is at atmospheric pressure and the other second and third ducts of Depression 022 and 023 are disconnected.

The depression of the venturi part 05 acts on the piston depression chamber 08 opening the valve intake 03, piston valve 06 is raised or lowered depending of the difference with the atmospheric pressure in the chamber of flotation 04 and the mixture of air-fuel to an internal combustion engine through the mechanism of supply of the mixture of main air-fuel.

When the deactivation switch opens 025, the ignition circuit is disconnected from the source of supply 027 and the intake valve 03 is closed, it demagnetizes the solenoid as shown in Figure 7, the 020 electromagnetic directional control valve disconnects the first air duct 021 and communicates with the second depression duct 022 and the third depression duct 023

Consequently, the high depression caused on the outlet side of the intake valve 03 is transferred from the second depression duct 022 to the depression chamber of piston 08 through the third depression duct 023 and it transfers to flotation chamber 04 through the first conduit of depression 021.

The depression transferred to the chamber of flotation 04 adjusts to a depression level of the speed of leakage of the leakage supplier to the atmosphere 013, thereby stopping the fuel injector of the main injector 09 and is regulated also the fuel injector of the slow injector 010.

That is, the suppliers of fuel from the two mixing supply mechanisms of main and slow air-fuel.

The mixture escape air-fuel without burning the exhaust system and the melting loss of the catalyst of the control device of Exhaust emissions can be avoided by regulating the supply of fuel when the ignition circuit is open and in deceleration as described before.

Problems solved by the invention

In the case of the previous example, such as fuel dispenser of the two delivery mechanisms of air-fuel mixture main and slow se regulates in deceleration, the response delay of the fuel pump when the intake valve is opened for accelerate again after a slowdown, the relationship air-fuel becomes excessively small and it causes the delay of the output response.

In addition, the pressure variation in the chamber of flotation 04 is delayed because the pipe system is very complex, the tubes for applying depression are long and the volume is large and this favors the delay of the response of the regulation of fuel supply and release.

On the other hand, as the fuel pump of the two mixing supply mechanisms of main and slow air-fuel is regulated in deceleration, the catalyst temperature of the device exhaust emission control drops and the ratio of catalyst exhaust gas purification deteriorates immediately after restoration of normal gait respectively in the event that a brake is applied for a long time the motor.

The invention is carried out with a view to these problems and the purpose is to provide a control system fuel supply for a carburetor in which the fuel supply delay when accelerated again after slowing down and that is excellent in terms of capacity of response.

Means to solve problems, action and effect

To achieve the object, the invention according to the claim 1 is characterized by a control system of the fuel supply provided with an air duct in bypass that has an inlet opening to a valve intake on the inlet side of a main air duct and which has a supply opening to the intake valve in the outlet side, a control valve installed in the path of the bypass air duct to open or close the duct, a intake sensor to detect an angle of the valve admission and produce an angle detection signal, a sensor vehicle speed to detect the running speed of a vehicle and produce a speed sensing signal from the vehicle and a control means that controls the operation of the control valve based on the two detection signals from the intake sensor and the speed sensor of the vehicle and characterized in that the control means controls so that the control valve opens when considered, based on a vehicle speed detection signal coming from the vehicle speed sensor, that the vehicle is underway and is considered, based on a detection signal of the angle from the intake sensor, that the valve admission is fully closed or is open in a small angle in a carburetor provided with the intake valve for open or close the main air duct, a chamber of flotation to temporarily retain the fuel supplied, a mixing supply mechanism of main air-fuel to supply a air-fuel mixture to a combustion engine internal through a main air duct and a duct main fuel that passes a main dispenser and a air-fuel mixture supply mechanism slow that each opening has to the intake valve on the side inlet and on the outlet side of the main air duct to supply an air-fuel mixture to a internal combustion engine through a slow air duct which lets in a slow air pump and a fuel line slow letting a slow spout pass when the valve admission is fully closed or is open in a small angle.

The intake valve is shunted with the mechanism of supply of the mixture of main air-fuel as it is opening the control valve in the bypass air duct when considers that the vehicle is running and the intake valve is fully closed or open at a small angle, it is say, an engine brake is applied to slow down, depression applied to the slow dispenser is reduced and the Fuel supply in the slow system.

As the fuel supply by the mixing supply mechanism of main air-fuel is not regulated, the capacity fuel pump response is satisfactory when open the intake valve to accelerate again after deceleration, and excessive deterioration of the air-fuel ratio and the delay of the exit response.

Fuel savings can be improved and, in in case there is an emission control device for catalyst exhaust, the catalyst can be prevented from melting and get lost by opening the control valve when a ignition and deceleration circuit, and regulating the fuel supply.

The invention according to claim 2 is based on the Fuel Supply Control System for a carburetor according to claim 1 and is characterized in that the bypass air duct joins the slow air duct on the outlet side of the slow air nozzle.

The total cross-sectional area of the Slow air duct and bypass air duct can increase or decrease by opening or closing the control valve, the depression applied to the slow dispenser is reduced and the Fuel supply in the slow system by opening the valve control and increasing the cross-sectional area of the duct Slow air

The invention according to claim 3 is based on the Fuel Supply Control System for a carburetor according to claim 1 or 2 and is characterized because there is a clutch switch to detect that a clutch is clutch or disengaged and control means controls so that the control valve closes when the control means receives a detection signal indicating that the clutch is disengaged from the switch clutch.

When the clutch disengages and the switch of the clutch is disconnected in case a vehicle stops starting from a deceleration state, the regulation is released of fuel by controlling so that the control valve is It closes and can prevent the engine from heating up.

How to practice the invention

An embodiment of the invention with reference to Figures 1 to 6.

Figure 1 is a sectional view showing a carburetor 1 equivalent to this embodiment and Figure 2 is a side view part of which is a sectional view.

This carburetor 1 is mainly composed by a cylindrical part 4 in which the box of the body of a carburetor 2 so that an air duct main 3 and a piston valve 5 can slide in a direction perpendicular to the main air duct 3.

There is a piston depression chamber 7 on a diaphragm 6 that supports the upper side of the valve piston 5 mounted on cylindrical part 4 and a part is formed venturi 8 between the bottom wall of the piston valve 5 and the main air duct 3.

A flotation box 9 is fixed below the carburetor body box 2, a flotation chamber is formed 10 to temporarily hold the fuel below the part venturi 8, and there is an injector in the flotation chamber 10 main 11 at the bottom of which a main dispenser 11 a se sinks below the fuel fluid level and whose part upper is open to the venturi part 8 and a slow injector 12 in whose lower part a slow spout 12a sinks below the fuel fluid level and whose upper part is open to a slow air duct 14.

A spout needle 11b protruding towards down from the bottom wall of the piston valve 5 is inserted in the main injector 11 and an air duct main 13 shown in Figure 5 that communicates with the side of main air duct inlet 3 through the nozzle main air 13a shown in Figure 5 is attached to a part mean of the main injector 11 although not shown in Figure one.

In the flotation chamber 10 there is a valve flotation 17 to inject fuel.

An intake valve 18 is placed in the outlet side of the venturi part 8 of the main air duct 3.

The end of the outlet side of the slow injector 12 of the slow air duct 14 communicates with a port of bypass 15 open to the main air duct 3 in the neighborhood of the closed intake valve 18 and a free port 16 opens later on the exit side.

The inlet side of the slow injector 12 of the slow air duct 14 penetrates substantially along the side wall of carburetor body box 2 up as shown in Figure 2 and communicates with the space bottom of diaphragm 6 that communicates with the input side of the main air duct 3 through the slow air nozzle 14 to.

In this carburetor 1 which has the configuration basic described above, a second slow air duct is formed 21 which is the next branch air duct.

The second slow air duct 21 penetrates down through a second slow air nozzle 21 to in parallel with the extended entry side down from the slow air nozzle 14a of slow air duct 14 and communicates with a valve inlet port 21b.

The inlet port of the valve 21b is integrated into the side of the carburetor body case 2 together with the second slow air duct 21, there is a seat of valve 21c in an outward opening of the port of valve inlet 21b, a concave part 21d is formed around of the opening and forms an outlet port of the valve with the concave part covered by a valve cover 22 fixed from the outside.

The outlet port of the valve communicates with the slow air duct 14.

A solenoid valve 23 is fixed in the center of valve cover 22.

A valve element 23b is fixed to the end of a bar 23a protruding towards the entrance port of valve 21b of solenoid valve 23 and can open or close the opening of the inlet port of the valve 21b moving bar 23a.

The bar 23a is pushed in one direction in the the solenoid valve 23 is closed by a spring 25 and opens a retraction valve against the spring 25 by the excitation of a solenoid

When solenoid valve 23 is opened by the excitation as shown in Figure 4, the second conduit of slow air 21 communicates with the slow air duct 14 through of the inlet port of the valve 21b and of the port of valve outlet (concave part 21d).

When solenoid valve 23 closes by demagnetization, the second slow air duct 21 is closed as shown in Figure 3.

Figure 5 is a schematic drawing showing the fuel flow described above and the delivery system of air.

A main air-fuel mixture supply mechanism is constituted provided with the main air duct 13 through the main air spout 13a to supply fuel from the main injector 11 to the venturi part 8 by means of the main spout 11a, and a mechanism for supplying a slow fuel-air mixture provided with a main air duct 14 through the slow air nozzle 14a for supplying fuel from the slow injector 12 to the bypass port 15 and to the free port 16 by means of the slow nozzle
12th

The second slow air duct 21 communicates with the inlet side of a slow air duct connection 14 and the slow injector 12 and with the outlet side of the dispenser slow air 14a.

The second slow air pump 21a and the solenoid valve 23 are introduced into the second conduit of slow air 21.

The total cross-sectional area of the 14 slow and second air duct with carburetor system for fuel supply control slow air duct 21 can be varied by opening or closing solenoid valve 23 and the supply quantity of fuel from the mixing supply mechanism of slow air-fuel.

The opening or closing of the second conduit of slow air 21 does not influence the mixing supply mechanism of main air-fuel and the supply of Fuel to the mechanism is never regulated.

A system will be briefly outlined below control, referring to Figure 6.

Solenoid valve 23 is controlled by a ignition unit 30; the ignition unit 30 receives a input through a power switch 31 and a switch deactivation 32 respectively connected in series from a power supply; one end of a valve coil solenoid 23 is connected to an electric wire between the power switch 31 and deactivation switch 32 and the other end is connected to a terminal of the unit on 30.

One terminal on the output side of the switch deactivation 32 is connected to terminals of the unit ignition 30 through ignition coils 33 and 34 that are in parallel.

The output side terminal of the switch deactivation 32 is connected to a terminal of the unit ignition 30 through a starter switch 35 and a starter electromagnet coil 36 and also through a diode 37, is connected to a terminal of the ignition unit 30 a through a clutch switch 38 and the clutch switch 38 is connected to a terminal on the top side of a switch lateral 39.

The electric wire between the switch on 31 and the deactivation switch 32 is set to ground through a neutral indicator 40, a diode 41 and a neutral switch 42.

An intake sensor 43 applies a signal of detection of the angle of admission to the ignition unit 30, a pulse generator 44 applies an angle detection signal of rotation and a motor speed detection signal and a vehicle speed sensor 45 applies a detection signal of vehicle speed.

In the control system described above the solenoid valve 23 is controlled by the ignition unit 30

The ignition unit 30 controls the valve solenoid 23 based on an intake angle detected by the intake sensor 43, the vehicle speed detected by the vehicle speed sensor 45 and the situation of clutch / disengage clutch switch 38.

When considered, based on speed of the detected vehicle, that a vehicle is running and is considers, based on a detected angle of admission, that the intake valve is fully closed or open in a small angle, solenoid valve 23 is controlled so It opens.

That is, when an accelerator is released during the gear and an engine brake is applied to decelerate, the solenoid valve 23 opens.

When the engine brake is applied, the valve of admission 18 closes, a large depression is applied on the side Intake valve outlet 18 and there is a tendency to aspirate an amount of fuel greater than that required by the free port 16 of slow air duct 14, but depression applied to the slow injector 12 is reduced and the aspiration of the fuel can be inhibited by opening solenoid valve 23 and the second slow air duct 21, and improves the savings of fuel.

Consequently, the saving of fuel and, in an internal combustion engine provided with a exhaust emission control device by means of a catalyst in the exhaust pipe, the catalyst can be prevented is founded and lost by opening a control valve and regulating the fuel supply.

When the engine brake is applied during long, the catalyst temperature drops too low and the Purification ratio in the re-acceleration deteriorates sometimes, but the deterioration of the purification ratio can be avoided in the re-acceleration controlling the actuation of the valve solenoid 23 so that an amount of fuel is discharged very small and the catalyst temperature is maintained until certain point.

When a clutch and switch are disengaged of clutch 38 is disconnected if a vehicle is stopped starting from a deceleration state, the check valve is controlled solenoid 23 so that it closes, the regulation of fuel and prevents the engine from heating up.

How solenoid valve 23 is installed in the path of the second slow air duct 21, it is used in dry environment, has no problem in terms of behavior of the valve seal and fuel leaks and can reduce the cost

As the second slow air duct 21 and the solenoid valve 23 are integrated in the body box of the carburetor 2, there are never tubes and accessories wound to the body of the carburetor, the piping system is simple, it is not required No assembly, the fuel supply control system according to the invention is of low price and the spatial performance is satisfactory.

The tubes are short and the control system of Fuel supply is excellent in terms of the capacity of regulation response and supply release of fuel by opening or closing solenoid valve 23.

Brief description of the drawings

Figure 1 is a sectional view showing a carburetor corresponding to an embodiment of the invention;

Figure 2 is a side view, a part of which is a sectional view showing the carburetor;

Figure 3 is a sectional view showing the main part when a valve is closed solenoid;

Figure 4 is a sectional view showing the main part when the solenoid valve is open;

Figure 5 is a schematic drawing showing the flow of a supply system of fuel-air;

Figure 6 is a schematic drawing showing a control system; Y

Figure 7 is a block diagram that It shows a traditional type carburetor.

Description of reference numbers

         \ dotable {\ tabskip \ tabcolsep # \ hfil \ + # \ hfil \ tabskip0ptplus1fil \ dddarstrut \ cr} {
 1 - \ + Carburetor, \ cr 2 - \ + Carburetor body box, \ cr 3
- \ + Main air duct, \ cr 4 - \ + Cylindrical part, \ cr 5
- \ + Piston valve, \ cr 6 - \ + Diaphragm, \ cr 7 - \ + Chamber of
piston depression, \ cr 8 - \ + Venturi part, \ cr 9 - \ + Box
Flotation, \ cr 10 - \ + Flotation Chamber, \ cr 11 - \ + Injector
main, \ cr 12 - \ + Slow injector, \ cr 13 - \ + Air duct
main, \ cr 14 - \ + Slow air duct, \ cr 15 - \ + Louver
Bypass, \ cr 16 - \ + Free port, \ cr 17 - \ + Valve
Flotation, \ cr 18 - \ + Intake valve, \ cr 21 - \ + Second
Slow air duct, \ cr 22 - \ + Valve cover, \ cr 23 - \ +
Solenoid valve, \ cr 25 - \ + Spring, \ cr 30 - \ + Unit
On, \ cr 31 - \ + Power switch, \ cr 32 - \ +
Deactivation switch, \ cr 33, 34 - \ + Coil
On, \ cr 35 - \ + Starter switch, \ cr 36 - \ + Coil
Starter electromagnet, \ cr 37 - \ + Diode, \ cr 38 - \ +
Clutch switch, \ cr 39 - \ + Side switch, \ cr 40 - \ +
Neutral indicator, \ cr 41 - \ + Diode, \ cr 42 - \ + Power switch
neutral, \ cr 43 - \ + Intake sensor, \ cr 44 - \ + Generator
impulses, \ cr 45 - \ + Speed sensor
vehicle. \ cr}
      

Claims (3)

1. A Supply Control System of fuel for a carburetor provided with an intake valve to open or close a main air duct, a chamber of flotation to temporarily retain the fuel supplied, a mechanism of supply of the mixture of main air-fuel that supplies a mixture of air-fuel to an internal combustion engine through a main air duct and a duct main fuel by means of a main dispenser and a mechanism of supply of the mixture of slow air-fuel that supplies the mixture of air-fuel to the internal combustion engine a through a slow air duct that has each opening to the intake valve on the inlet side and outlet side of the  main air duct and letting an air pump pass slow and a slow fuel line that passes a spout slow when the intake valve is fully closed or is open at a small angle, comprising: a bypass air duct provided with an inlet opening to the intake valve on the side of main air duct inlet and provided with an opening supply to the intake valve on the outlet side; a control valve installed on the road of the branch air duct to open or close the conduit; an intake sensor to detect an angle of the intake valve and produce a detection signal from the angle; a vehicle speed sensor for detect the speed of a vehicle and produce a signal of vehicle speed detection; Y a control means that controls the control valve actuation based on the signals from admission sensor and speed sensor detection vehicle, in which: the control means controls so that the control valve opens when considered, based on a vehicle speed detection signal from the vehicle speed sensor, that the vehicle is running and it is considered, based on an angle detection signal from the intake sensor, that the intake valve is fully closed or open at a small angle. 2. A Supply Control System of fuel for a carburetor according to claim 1, in the that: the branch air duct joins the slow air duct on the outlet side of the air nozzle slow. 3. A Supply Control System of fuel for a carburetor according to claim 1 or 2, which understands: a clutch switch to detect that a clutch is clutch or disengaged, in which: the control means controls so that the control valve closes when the control means receives a detection signal that indicates that the clutch is disengaged from the clutch switch.