EP0397897A1 - Fuel injection system for injection carburetors - Google Patents
Fuel injection system for injection carburetors Download PDFInfo
- Publication number
- EP0397897A1 EP0397897A1 EP89108690A EP89108690A EP0397897A1 EP 0397897 A1 EP0397897 A1 EP 0397897A1 EP 89108690 A EP89108690 A EP 89108690A EP 89108690 A EP89108690 A EP 89108690A EP 0397897 A1 EP0397897 A1 EP 0397897A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- chamber
- fuel injection
- diaphragm
- injection
- 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.)
- Granted
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/44—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for supplying extra fuel to the engine on sudden air throttle opening, e.g. at acceleration
Definitions
- the Embodiment 1 of the present invention can prevent the temporary variation of air-fuel ratio of the mixture, i.e., the mixture rich phenomenon in the transient condition during deceleration as described above.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Abstract
Description
- The present invention relates to a fuel injection system for injection carburetors adapted to control fuel injection rate on the basis of negative pressure produced depending on flow rate of air to be sucked into the suction tube.
- A fuel injection system of this type has already been proposed by the inventor et al. of the present invention. This fuel injection system will be described below with reference to Fig. 1. The
reference numeral 1 represents a suction tube and thereference numeral 2 designates a throttle valve arranged downstream aventuri 3 in thesuction tube 1. Thereference numeral 4 represents a fuel control unit consisting of an air section ofregulator 5 and a fuel section ofregulator 6. Thereference numeral 7 represents a first diaphragm for dividing the air section of regulator into anatmosphere chamber 8 and adepression chamber 9, thereference numeral 10 designates a negative pressure passage designed as air flow rate metering means having an end communicated with thedepression chamber 9 and the other end opened to theventuri 3 in thesuction tube 1, thereference numeral 11 denotes a second diaphragm for dividing the fuel section ofregulator 6 into afuel pressure chamber 12 and afuel injection chamber 13, thereference numeral 12a represents a spring arranged in thefuel pressure chamber 12 so as to urge thefirst diaphragm 11 toward thefuel injection chamber 13, thereference numeral 13a designates a fuel injection port arranged in thefuel injection chamber 13 so as to be opposed to thesecond diaphragm 11, thereference numeral 14 denotes a fuel jet arranged in parallel to thesecond diaphragm 11 and designed as fuel metering means communicating thefuel pressure chamber 12 with thefuel injection chamber 13, thereference numeral 15 represents a connecting member for connecting thefirst diaphragm 7 to thesecond diaphragm 11, and thereference numeral 15a represents a fuel injection valve which is formed integrally with the connectingmember 15 and used for controlling fuel injection rate in cooperation with thefuel injection port 13a, saidfuel injection valve 15a serving to close thefuel injection port 13a in the rest condition of engine where pressure in theatmosphere chamber 8 is balanced with that in thedepression chamber 9 in the air section ofregulator 5. Thereference numeral 16 represents a fuel injection passage having an end communicated with thefuel injection port 13a and the other end opened to thesuction tube 1 at a location downstream thethrottle valve 2. When a negative pressure is introduced into thedepression chamber 9 in thefuel control unit 4 having the structure described above, thefirst diaphragm 7 is displaced upward (toward the depression chamber 9), and the connectingmember 15 and thesecond diaphragm 11 are also displaced upward. Thereference numeral 17 represents a fuel passage for communicating afuel tank 18 with thefuel pressure chamber 12, the reference symbol P represents a fuel pump arranged in the course of thefuel passage 17 for pressurizing and feeding fuel into thefuel pressure chamber 12, and thereference numeral 19 designates a regulator communicated with afuel passage 17a branched at a location downstream the fuel pump P, saidregulator 19 serving to adjust fuel pressure in thefuel passage 17 for controlling flow rate of the fuel flowing into thefuel pressure chamber 12 and return excessive fuel to thefuel tank 18 through areturn passage 20. - When the
throttle valve 2 is opened after starting the engine, an air flow is produced in thesuction tube 1, a negative pressure produced in theventuri 3 is introduced into thedepression chamber 9 of thefuel control unit 4 through thenegative pressure passage 10, and thefirst diaphragm 7 is displaced upward. Then, the connectingmember 15 is shifted upward to make thefuel injection valve 15a apart from thefuel injection port 13a, the fuel is ejected from thefuel injection chamber 13 into thesuction tube 1 through thefuel injection passage 16 and thesecond diaphragm 11 is also displaced upward. Owing to this upward displacement of the connectingmember 15 and since the pressurized fuel is fed into thefuel pressure chamber 12, the fuel is supplied, while being metered, from thefuel pressure chamber 12 into thefuel injection chamber 13 through thefuel jet 14. Since difference in the fuel pressure is minimized between thefuel pressure chamber 12 and thefuel injection chamber 13 by the supply of the fuel described above, a force is applied in the direction to close thefuel injection port 13a and thefuel injection valve 15 is stopped at a position where the pressure applied to thefirst diaphragm 7 is balanced with that applied to thesecond diaphragm 11. Opening degree of thefuel injection port 13a varies in accordance with increase or decrease of the negative pressure and fuel injection rate is increased or decreased accordingly. When thethrottle valve 2 is opened rapidly for acceleration as illustrated in Fig. 2A in such a fuel injection system, thesecond diaphragm 11 is also diaplaced remarkably upward to abruptly increase the volume of the fuel injection chamber 13 (Fig. 2B), but a certain time is required until the fuel of the quantity corresponding to the increment of the volume of thefuel injection chamber 13 completes flowing into thefuel injection chamber 13 since the fuel introduced from thefuel pressure chamber 12 into thefuel injection chamber 13 passes through thefuel jet 14. For this reason, the increase of the fuel injection rate is retarded (Fig. 2D) as compared with the increase of the air flow rate (Fig. 2C), whereby the fuel to be ejected is temporarily insufficient in the quantity corresponding to the volume increased by the displacement of thesecond diaphragm 11 until the first andsecond diaphragms - In view of the problem described above, it is a primary object of the present invention to provide a fuel injection system for injection carburetors adapted to be free form the mixture lean phenomenon at the acceleration time and the mixture rich phenomenon at the deceleration time, and capable of preventing air-fuel ratio of the mixture from being varied in the transient condition during abrupt acceleration or deceleration.
- According to the present invention, this object is attained by equipping a fuel injection system with an air section of regulator comprising a depression chamber and an atmosphere chamber separated from each other by a first diaphragm, a fuel section of regulator comprising a fuel pressure chamber and a fuel injection chamber separated from each other by a second diaphragm and comprising a fuel jet communicating the fuel pressure chamber and fuel injection chamber with each other, a connecting member connected between the first diaphragm and the second diaphragm and having a fuel injection valve capable of opening and closing a fuel injection port, an acceleration fuel supply unit comprising an auxiliary fuel chamber and an atmosphere chamber separated from each other by a third diaphragm, said auxiliary fuel chamber being communicated with the fuel injection chamber, and interlock means for increasing or decreasing the volume of the auxiliary fuel chamber in accordance with increase or decrease of opening degree of a throttle valve.
- In the fuel injection system according to the present invention, a fuel is fed from the auxiliary fuel chamber into the fuel injection chamber the moment the volume of the fuel injection chamber is increased due to increase of a negative pressure at the acceleration time, and the fuel is sucked from the fuel injection chamber into the auxiliary fuel chamber the moment the volume of the fuel injection chamber is decreased due to decrease of a negative pressure at the deceleration time. Accordingly, variation of air-fuel ratio of the mixture is prevented in the transient condition during acceleration or deceleration.
- In a preferred formation of the present invention, the interlock means consist of a cam attached fixedly to the throttle shaft, and a lever having one end engaged with said cam and the other end engaged said third diaphragm.
- In another preferred formation of the present invention, the interlock means consist of a potentiometer outputting an electrical signal of a level corresponding to opening degree of the throttle valve, an electromagnetic plunger or stepping motor capable of displacing the third diaphragm, and a control circuit capable of controlling duty ratio of the electromagnetic plunger or rotating angle of the stepping motor in accordance with the output from the potentiometer.
- This and other objects as well as the features and advantages of the present invention will become apparent from the following detailed description of the preferred embodiments when taken in conjunction with the accompanying drawings.
- Fig. 1 is a schematic sectional view illustrating the conventional fuel injection system for injection carburators;
- Fig. 2A through Fig. 2E are curves illustrating the variations of the control variables during accelaration in the fuel injection system shown in Fig. 1;
- Fig. 3 is a schematic sectional
view illustrating Embodiment 1 of the fuel injection system for injection carburetors according to the present invention; and - Fig. 4 is a schamatic sectional
view illustrating Embodiment 2 of the present invention. - Now, the
Embodiment 1 of the present invention will be described below with reference to Fig. 3 wherein the members used in the conventional fuel injection system shown in Fig. 1 are representd by the same reference numerals, but detailed descriptions are omitted on these members. - In Fig. 3, the
reference numeral 21 represents an acceleration chamber communicated with thefuel injection chamber 13 through afuel feeding passage 22, thereference numeral 23 designates a diaphragm for dividing the interior of theacceleration chamber 21 into afuel chamber 24 and anatomosphere chamber 25, thereference numeral 26 denotes a cam attached fixedly to athrottle valve shaft 2a, and thereference numeral 27 represents a link capable of swinging round ashaft 27a and equipped at one end with apin 27b engaged with acam surface 26a of thecam 26 and at the other end with aprotrusion 27c engaged with thediaphragm 23 in theacceleration chamber 21. When thethrottle valve 2 is opened, thepin 27b is pushed by thecam 26 to turn thelink 27 counterclockwise and theprotrusion 27c pushes thediaphragm 23 to decrease the volume of thefuel chamber 24. When thethrottle valve 2 is closed, thelink 27 turns clockwise to move downward theprotrusion 27c which is pushing thediaphragm 23, whereby thediaphragm 23 diaplaces toward theatmosphere chamber 25 to increase the volume of thefuel chamber 24. Further, thelink 27 is biased by aspring 28 so that thepin 27b is engaged with thecam surface 26a of thecam 26. - Now, functions of the above-described fuel injection system will be explained below.
- When the
throttle valve 2 is opened abruptly for acceleration, flow rate of the air passing through theventuri 3 increases rapidly and the negative pressure introduced into thedepression chamber 9 through thenagative pressure passage 10 is enhanced, thereby displacing thefirst diaphragm 7 remarkable upward (toward the depression chamber 9). Then, thefuel injection valve 15a of the connectingmember 15 separates rapidly from thefuel injection port 13a and thesecond diaphragm 11 displaces remarkably upward (toward the fuel pressure chamber 12), whereby the fuel to be injected becomes temporarily insufficient in the quantity corresponding to the volume increased by the displacement of thesecond diaphragm 11 and the pressure is lowered in thefuel injection chamber 13, but on the other hand, thecam surface 26a of thecam 26 pushes thepin 27b downward in accordance with the rotation of thethrottle valve 2, thelink 27 is rotated counterclockwise round theshaft 27a and theprotrusion 27c displaces thediaphragm 23 in theacceleration chamber 21 upward (toward the fuel chamber 24), thereby decreasing the volume of thefuel chamber 24. Accordingly, the fuel in thefuel chamber 24 is fed into thefuel injection chamber 13 kept at a low pressure through thefuel passage 22. In this case, it is possible to eject the fuel through thefuel injection port 13a in the quantity corresponding to the air flow rate and balance the downward urging force applied to the second diaphragm with the upward urging force applied to the first diaphragm in a short time by preliminarily selecting such a shape of thecam 26 and such a lever ratio of thelink 27 as to feed the fuel into thefuel injection chamber 13 in the volume corresponding to the increment of the volume caused by the displacement of thesecond diaphragm 11 for enhancing the pressure in thefuel injection chamber 13. Since the fuel injection rate is enhanced in the substantially same phase as that of the increase curve of the flow rate of the air flowing through theventuri 3 at the accleration time, theEmbodiment 1 of the present invention can prevent the temporary variation of the air- fuel ratio of the mixture, i.e., the mixture lean phenomenon in the transient condition during acceleration. Further, when thethrottle valve 2 is closed abruptly for deceleration, flow rate of the air flowing through theventuri 3 is rapidly decreased and the negative pressure in thedepression chamber 9 is abruptly lowered, whereby thefirst diaphragm 7 displaces toward theatmosphere chamber 8, thefuel injection valve 15a moves in the direction to close thefuel injection port 13a and thesecond diaphragm 11 is displaced toward thefuel injection chamber 13 to enhance the pressure in thefuel injection chamber 13, but on the other hand, thepin 27b follows the variation of thecam surface 26a of thecam 26, under the urging force applied by thespring 28, in accordance with the rotation of thethrottle valve 2 to turn thelink 27 clockwise, and theprotrusion 27c stops urging thediaphragm 23 in theacceleration chamber 26 to allow thediaphragm 23 to displace toward theatmosphere chamber 25, thereby increasing the volume of thefuel chamber 24. Then, from thefuel injection chamber 13 in which the pressure is enchanced, the fuel is fed into thefuel chamber 24 of theacceleration chamber 26, the fuel injection rate through thefuel injection port 13a is lowered in accordance with the decrease of the air flow rate in thesuction tube 1, and the upward urging force applied to thesecond diaphragm 11 is balanced in a short time with the downward urging force applied to thefirst diaphragm 7. TheEmbodiment 1 of the present invention can prevent the temporary variation of air-fuel ratio of the mixture, i.e., the mixture rich phenomenon in the transient condition during deceleration as described above. - Though the interlock means for varying the volume of the
fuel chamber 24 of theacceleration chamber 21 in conjunction with the opening or closing of thethrottle valve 2 is composed mechanically of thecam 26 and thelink 27 in theEmbodiment 1 described above, it is possible to compose the interlock means of electrical means, for example, so as to vary the volume of thefuel chamber 24 by detecting motion of thethrottle valve 2 and electrically controlling an electromagnetic plunger or a stepping motor. Fig. 4 illustrates theEmbodiment 2 of the present invention wherein the volume of thefuel chamber 24 is varied by utilizing an electromagnetic plunger. In this drawing, thereference numeral 29 represents a potentiometer for detecting opening degree of thethrottle valve 2 and thereference numeral 30 designates a control circuit for controlling operation of theelectromagnetic plunger 31 with input from thepotentiometer 29. When thethrottle valve 2 is fully opened, aplunger 31a is raised for the maximum stroke by theelectromagnetic plunger 31 which is energized by means of thepotentiometer 29 and thecontrol circuit 30, thereby displacing thediaphragm 23 fully upward. When thethrottle valve 2 is closed completely, theplunger 31a is returned to the position shown in Fig. 4. In addition, in a case where a stepping motor is employed, it will be adequate to control operation of the stepping motor with output from thecontrol circuit 30 by fixedly attaching a cam (like thecam 26 shown in Fig. 3) to be engaged with thediaphragm 23 to its rotor shaft.
Claims (3)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP19890108690 EP0397897B1 (en) | 1989-05-13 | 1989-05-13 | Fuel injection system for injection carburetors |
DE8989108690T DE68900720D1 (en) | 1989-05-13 | 1989-05-13 | FUEL INJECTION DEVICE FOR INJECTION CARBURETTOR. |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP19890108690 EP0397897B1 (en) | 1989-05-13 | 1989-05-13 | Fuel injection system for injection carburetors |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0397897A1 true EP0397897A1 (en) | 1990-11-22 |
EP0397897B1 EP0397897B1 (en) | 1992-01-15 |
Family
ID=8201362
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19890108690 Expired - Lifetime EP0397897B1 (en) | 1989-05-13 | 1989-05-13 | Fuel injection system for injection carburetors |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0397897B1 (en) |
DE (1) | DE68900720D1 (en) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2540735A (en) * | 1945-06-29 | 1951-02-06 | Niles Bement Pond Co | Carburetor |
US2641237A (en) * | 1946-06-11 | 1953-06-09 | Bendix Aviat Corp | Engine fuel control |
US2985160A (en) * | 1959-03-02 | 1961-05-23 | Acf Ind Inc | Fuel injection system |
US3026860A (en) * | 1958-07-30 | 1962-03-27 | Chrysler Corp | Fuel injection system |
US3437081A (en) * | 1965-06-11 | 1969-04-08 | Sibe | Fuel feed systems for internal combustion engines |
DE1476227A1 (en) * | 1964-04-07 | 1969-07-17 | Loehner Dr Ing Kurt | Carburetor device |
-
1989
- 1989-05-13 EP EP19890108690 patent/EP0397897B1/en not_active Expired - Lifetime
- 1989-05-13 DE DE8989108690T patent/DE68900720D1/en not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2540735A (en) * | 1945-06-29 | 1951-02-06 | Niles Bement Pond Co | Carburetor |
US2641237A (en) * | 1946-06-11 | 1953-06-09 | Bendix Aviat Corp | Engine fuel control |
US3026860A (en) * | 1958-07-30 | 1962-03-27 | Chrysler Corp | Fuel injection system |
US2985160A (en) * | 1959-03-02 | 1961-05-23 | Acf Ind Inc | Fuel injection system |
DE1476227A1 (en) * | 1964-04-07 | 1969-07-17 | Loehner Dr Ing Kurt | Carburetor device |
US3437081A (en) * | 1965-06-11 | 1969-04-08 | Sibe | Fuel feed systems for internal combustion engines |
Non-Patent Citations (3)
Title |
---|
Charles H. Fischer: "Spark-Ignition Engines: Fuel Injection Systems" 1966, Chapman and Hall, London * |
PATENT ABSTRACTS OF JAPAN vol. 10, no. 281 (M-520)(2337) 25 September 1986, & JP-A-61 101662 (NIPPON CARBURETER) 20 May 1986, * |
PATENT ABSTRACTS OF JAPAN vol. 7, no. 112 (M-215)(1257) 17 May 1983, & JP-A-58 32964 (MITSUBISHI DENKI) 26 February 1983, * |
Also Published As
Publication number | Publication date |
---|---|
DE68900720D1 (en) | 1992-02-27 |
EP0397897B1 (en) | 1992-01-15 |
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