JPH0433401Y2 - - Google Patents

Description

[Detailed description of the invention] [Field of industrial application] This invention relates to a secondary throttle valve control device for a carburetor, and in particular opens and closes the secondary throttle valve when the transmission is changed during acceleration operation. By introducing atmospheric pressure into the pressure chamber of the actuator, 2
This invention relates to a secondary side throttle valve control device for a carburetor, which can avoid sudden opening operation of the next side throttle valve, eliminate a delay in the start of fuel in the primary side carburetor, and avoid inconveniences such as sag.

[Conventional technology]

The carburetor, which consists of a primary side vaporizer and a secondary side vaporizer, combines the negative pressures of each of the primary and secondary side vaporizers through a jet, and the combined negative pressure is further compressed by a jet. Squeeze and introduce into the actuator. This actuator opens and closes the secondary throttle valve. The return time of the secondary throttle valve is regulated by the vent valve negative pressure throttled by each of these jets. Alternatively, as disclosed in Japanese Patent Application Laid-Open No. 57-131847, a pressure passage is provided to introduce the combined negative pressure of each of the vent lily into the pressure chamber of the actuator for opening/closing operation, and an orifice is installed in the middle of this pressure passage. A negative pressure delay valve consisting of a check valve and a check valve is provided. The negative pressure delay valve delays the propagation of negative pressure when the primary throttle valve is opened, allowing the secondary throttle valve to open slowly, thereby improving drivability by preventing the air-fuel ratio from becoming too lean. are doing. On the other hand, 1
When the downstream throttle valve is closed, the negative pressure delay valve quickly propagates the negative pressure to quickly close the secondary throttle valve, thereby preventing the internal combustion engine from running out of control when the accelerator is turned off.

Also, as disclosed in Japanese Patent Application Laid-Open No. 59-170451,
When a supercharged internal combustion engine suddenly decelerates, the pressure chamber of the actuator is communicated with the upstream side of the supercharger, thereby reducing the pressure in the pressure chamber and keeping the secondary throttle valve open by the boost pressure. to prevent
There are devices that prevent the internal combustion engine from running out of control during sudden deceleration.

[Problem that the invention attempts to solve]

However, conventionally, the propagation of the vent valve negative pressure to the actuator is delayed using a jet or an orifice of the negative pressure delay valve, so the opening and closing operations of the secondary throttle valve are forced to be uniform. Therefore, while drivability can be improved,
There are disadvantages in that the secondary throttle valve opens suddenly and the fuel in the primary carburetor is delayed. In other words, if the transmission is quickly switched during acceleration operation with the secondary throttle valve open, vent lily negative pressure remains in the pressure chamber of the actuator, and the secondary throttle valve is held open. Sometimes.
For this reason, there was an inconvenience in that the secondary side throttle valve opened suddenly during re-acceleration operation after quickly changing the transmission, and the negative pressure in the vent lily of the primary side carburetor weakened, causing a delay in the supply of fuel. . This has caused problems such as sag, especially during cold operation of the internal combustion engine. Furthermore, in systems that prevent the internal combustion engine from running out of control when a supercharged internal combustion engine suddenly decelerates, supercharging pressure remains in the pressure chamber of the actuator when the transmission is switched during acceleration, which eliminates this inconvenience. I couldn't do it.

[Purpose of invention]

Therefore, the purpose of this invention is to keep the secondary throttle valve open by introducing atmospheric pressure into the pressure chamber of the actuator that opens and closes the secondary throttle valve when the transmission is changed during acceleration operation. This prevents the secondary throttle valve from suddenly opening, and eliminates the delay in fuel starting in the primary carburetor, improving carburetor performance and avoiding inconveniences such as sag. The object of the present invention is to realize a secondary side throttle valve control device for a carburetor.

[Means for solving problems]

In order to achieve this object, this invention provides an actuator that opens and closes a secondary throttle valve of a dual carburetor having a primary carburetor and a secondary carburetor, and The primary side sensing port for the negative pressure of the ventilator and the secondary side sensing port for the negative pressure of the secondary side carburetor are connected to the pressure chamber of the actuator through a pressure guiding passage, and one end is an atmospheric hole. The other end of the passage is provided in communication with the pressure guiding passage, and a solenoid valve for opening and closing this atmospheric passage is provided in the middle of the atmospheric passage, and is turned on when the clutch pedal is depressed to change the manual transmission. A clutch switch is provided to supply power to the solenoid valve and open the atmospheric passage, and the atmospheric passage, the solenoid valve, and the clutch switch cause a large amount to be generated in the pressure chamber of the actuator when the transmission is switched during acceleration operation. It is characterized by comprising a control mechanism that introduces atmospheric pressure.

[Operation] According to the configuration of this invention, when the manual transmission is switched during acceleration operation, the control mechanism turns on the clutch switch and supplies power to the solenoid valve, thereby opening the atmospheric passage and opening the secondary side. Atmospheric pressure is introduced into the pressure chamber of the actuator that opens and closes the throttle valve through an atmospheric passage. When atmospheric pressure is introduced into the pressure chamber of the actuator, the pressure chamber changes from bench lily negative pressure to atmospheric pressure, and no vent lily negative pressure remains.
Close the secondary throttle valve. This prevents the secondary throttle valve from being held open when the transmission is switched during acceleration, thereby preventing the secondary throttle valve from opening suddenly during re-acceleration after switching. There isn't. Also, since the secondary throttle valve is not held open and is closed,
The fuel in the next side carburetor will not be delayed. This improves carburetor performance and avoids inconveniences such as sag.

〔Example〕

Embodiments of this invention will be described in detail below based on the drawings. The figure shows an embodiment of this invention. In the figure, 2 is a double carburetor, 4 is 1
6 is a secondary side carburetor, 8 is a primary side intake passage, 10 is a secondary side intake passage, 12 is a primary side throttle valve, and 14 is a secondary side throttle valve. The primary side bench lily 16 of the primary side carburetor 4 includes:
Primary side sensing port 18 for bench lily negative pressure
will be established. Further, the secondary side bench lily 20 of the secondary side carburetor 6 is provided with a secondary side sensing port 22 for bench lily negative pressure. The other end opening of the primary side negative pressure passage 24 whose one end opens to the primary side sensing port 18 and the other end opening of the secondary side negative pressure passage 26 whose one end opens to the secondary side sensing port 22 , is provided in communication with one end opening of the pressure guiding passage 28. The other end opening of this pressure guiding passage 28 is provided in communication with a pressure chamber 34 defined by a diaphragm 32 of an actuator 30 . The actuator 30 includes a secondary throttle valve 14 for opening and closing the secondary throttle valve 14.
is connected to.

The primary side negative pressure passage 24 which has one end open to the primary side sensing port 18 is provided with a primary side throttle 36 as a jet, and the secondary side negative pressure passage 28 which has one end opened to the secondary side sensing port 22 is provided with a primary side throttle 36 as a jet. A secondary side throttle 38 is provided as a jet. Also,
The pressure passage 28, which is a combination of the primary negative pressure passage 24 and the secondary negative pressure passage 28, is provided with a pressure passage restriction 40 as a jet. Each of these apertures 36, 38,
40 is introduced into the actuator 30 to regulate the return time of the closing operation of the secondary throttle valve 14.

In the middle of the pressure guiding passage 28, one end is connected to an air hole 4.
2 and the other end of the atmospheric passage 44 is provided in communication with each other.
A solenoid valve 46 is provided in the middle of this atmospheric passage 44. The solenoid valve 46 opens and closes the atmospheric passage 44 in order to introduce atmospheric pressure into the pressure chamber 34 of the actuator 30 when the transmission (not shown) is switched during acceleration operation. That is, in this embodiment, in order to change the manual transmission, the clutch pedal 48 is moved in the direction of arrow a.
When you step in the direction, clutch switch 50 turns ON.
Then, power is supplied from the battery 52 to the solenoid valve 46, and the solenoid valve 46 opens the atmospheric passage 44. As a result, atmospheric pressure is introduced into the pressure chamber 34 of the actuator 30 from the atmospheric hole 42 through the atmospheric passage 44 . On the other hand, when the clutch pedal 48 is depressed in the direction of arrow b, the clutch switch 50 is turned off, cutting off the power to the solenoid valve 46, and the solenoid valve 46 closes the atmospheric passage 44. For this reason, actuator 3
A bench pressure negative pressure acts on the pressure chamber 34 at zero. The atmospheric passage 44, the solenoid valve 46, and the clutch switch 50 allow the pressure chamber 30 of the actuator 30 to
A control mechanism is configured to introduce atmospheric pressure into the air.

Next, the effect will be explained.

During acceleration operation, when the primary throttle valve 12 is opened by depressing the accelerator pedal (not shown), the vent lily negative pressure acting on the primary sensing port 18 and the secondary sensing port 22 is It is throttled by the side throttle 36, the secondary side throttle 38, and the pressure passage throttle 40, and propagates to the pressure chamber 34 of the actuator 30 via the pressure passage 28. As a result, the actuator 30 causes the secondary throttle valve 14 to open slowly, improving drivability.

When the clutch pedal 48 is depressed in the direction of arrow a to change the transmission during this acceleration operation, the clutch switch 50 is turned on and power is supplied from the battery 52 to the solenoid valve 46, and the solenoid valve 46
Open 4. As a result, the actuator 30
Atmospheric pressure is introduced into the pressure chamber 34 from the atmospheric hole 42 through the atmospheric passage 44 . When atmospheric pressure is introduced into the pressure chamber 34 of the actuator 30, the pressure chamber 34 changes from the bench lily negative pressure to atmospheric pressure, so that no vent lily negative pressure remains, and the secondary throttle valve 14 is promptly closed.

In this manner, when the manual transmission is switched during acceleration operation, the clutch switch 50 is turned on, the solenoid valve 46 opens the atmospheric passage 44, and atmospheric pressure is introduced. With the introduction of atmospheric pressure, no negative pressure remains in the pressure chamber 34, so that the secondary throttle valve 14 can be prevented from being held in the open state. Therefore, the secondary throttle valve 14 does not open suddenly during re-acceleration operation after changing the transmission. Furthermore, since the secondary throttle valve 14 is not held open but closed, there is no delay in the supply of fuel to the primary carburetor. Thereby, it is possible to improve the performance of the carburetor, and it is possible to avoid problems such as sag.

In this embodiment, the control mechanism is the ON/OFF function of the clutch switch 50 when changing the transmission.
Although the atmospheric passage 44 is opened and closed by the solenoid valve 46 when it is OFF, in the case of an automatic transmission, the atmospheric passage 44 can be opened and closed by the solenoid valve 46 in response to a shift up signal.

[Effect of idea]

As explained in detail above, according to this invention, when the manual transmission is switched during accelerating operation, the control mechanism turns on the clutch switch and supplies power to the solenoid valve, thereby opening the atmospheric passage. By introducing atmospheric pressure through the atmospheric passage into the pressure chamber of the actuator that opens and closes the downstream throttle valve, the pressure chamber changes from bench lily negative pressure to atmospheric pressure, so that no vent lily negative pressure remains, and the secondary throttle valve Close the valve. Therefore, when the transmission is switched during acceleration operation, the secondary throttle valve can be prevented from being held in the open state, and the secondary throttle valve can be prevented from suddenly opening during re-acceleration operation after switching. Prevent opening action. Furthermore, since the secondary throttle valve is not held open but is closed, there is no delay in the supply of fuel to the primary carburetor. This makes it possible to improve the performance of the carburetor and avoid problems such as sag.

[Brief explanation of the drawing]

The figure is a schematic sectional view of a vaporizer showing an embodiment of this invention. In the figure, 2 is a double carburetor, 4 is a primary side carburetor, 6 is a secondary side carburetor, 12 is a primary side throttle valve, 14 is a secondary side throttle valve, 18 is a primary side sensing port, 22 is a secondary sensing port, 24 is a primary negative pressure passage, 26 is a secondary negative pressure passage, 28 is a pressure guiding passage, 30 is an actuator,
34 is a pressure chamber, 42 is an atmospheric hole, 44 is an atmospheric passage,
46 is a solenoid valve, and 48 is a clutch switch.

Claims (1)

[Scope of utility model registration request] An actuator is provided for opening and closing a secondary throttle valve of a dual carburetor having a primary side carburetor and a secondary side carburetor, and the primary side sensing port for the bench lily negative pressure of the primary side carburetor and the A secondary side sensing port for negative pressure in the bench lily of the secondary side vaporizer is provided in communication with the pressure chamber of the actuator through a pressure guiding passage, and the other end of the atmospheric passage having an atmospheric hole at one end is provided in the middle of the pressure guiding passage. A solenoid valve is provided in the middle of the atmospheric passage to open and close the atmospheric passage, and when the clutch pedal is depressed to change the manual transmission, the solenoid valve is turned on to supply power to the solenoid valve, and the atmospheric passage is connected to the atmospheric passage. A clutch switch is provided to open the passage, and the atmospheric passage, the solenoid valve, and the clutch switch constitute a control mechanism that introduces atmospheric pressure into the pressure chamber of the actuator when the transmission is switched during acceleration operation. A secondary throttle valve control device for a carburetor.