JP2011149387A - Repair parts for carburetor of motorbike, carburetor repair kit including the repair parts, and carburetor tune-up kit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inexpensively obtain a desirable result of air-fuel ratio adjustment just by conventional carburetor adjustment without purchasing a new carburetor in tune-up. <P>SOLUTION: The carburetor repair parts of a motorbike is provided by combining a needle jet and a jet needle with different jet needle clearances in the carburetor of a motorbike. By combining the carburetor repair parts of the motorbike and any one of a pilot jet and a main jet of different sizes, air-fuel ratio adjustment of a wide range is made possible, and the combination is used as the repair parts for a carburetor of a motorbike. The carburetor repair kit or the carburetor tune-up kit are provided so as to include the repair parts for a carburetor of a motorbike. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a carburetor repair part, a carburetor repair kit and a carburetor tune-up kit of a motorbike (hereinafter simply referred to as a motorcycle), and more particularly to a matrix type fuel adjustment part of a carburetor of a motorcycle and a combination thereof.

  One of the important items when a motorcycle is repaired (tuned), improved in performance (tuned up) or modified (customized) is carburetor fuel adjustment (hereinafter referred to as fuel adjustment). Supplying the right amount of air and fuel to the engine in the desired mixture is a very important but technically very difficult problem. For example, in the case of custom motorcycles, engine bore up (exhaust capacity expansion) is often performed, but proper fuel adjustment is essential for this to be successful.

Fuel control is usually performed using the air-fuel ratio as a guide. However, it has been generally difficult to adjust a conventional carburetor to obtain an air-fuel ratio suitable for a new situation. This is because there is no supply of fuel-control parts (fuel-control parts), and there are many cases in which an expensive bore-up carburetor must be newly purchased.
The present invention is not limited to the engine bore-up, and when tuning up the engine such as a muffler, air filter, plug, etc., a desired result can be obtained only by adjusting the conventional carburetor without purchasing a new carburetor. Inexpensive carburetor tune-up parts and the like can be provided.

  Conventionally, many parts for repairing or adjusting a carburetor have been supplied. Regardless of the fuel focus, pilot jets and main jet sets were widely used and were mainly used for motorcycle restoration. In selling engine bore-up parts and custom mufflers, these manufacturers often instructed the carburetor main jet to be enlarged for fuel control, and the conventional main jet set was also used for such applications.

  The main jet is the most important part in fuel control, and its role from medium speed to high speed is extremely large. On the other hand, the low speed region is shared by the pilot jet and the air screw. Jet needles affect performance over a wide range from low speed to high speed. In particular, the medium speed range, which greatly affects the feeling of use of the motorcycle, is mainly due to the action of the jet needle. However, the jet needle set for the purpose of fuel control is not found in the world surveyed.

JP-A-5-272414 JP-A-8-93562

  In Japanese Patent Application No. 2009-199338, the present inventors have proposed an invention of a pilot jet set that freely controls the air-fuel ratio in the low speed region and a main jet set that freely controls the air-fuel ratio in the high speed region. Furthermore, the present inventors have proposed an invention of a jet needle set that freely controls the medium speed range in Japanese Patent Application No. 2010-6512.

  The problem to be solved is that a new carburetor must be purchased when tuning the engine.

  The main feature of the present invention is to construct a component that can obtain the desired result of air-fuel ratio adjustment at low cost by adjusting the conventional carburetor without purchasing a new carburetor at the time of tuning. .

  The repair part of the motorcycle carburetor according to the present invention is characterized by combining a single needle jet in the motorcycle carburetor and a plurality of jet needles having different jet needle clearances. The repair component of the present invention is characterized by combining a single jet needle in a carburetor of a motorcycle and a plurality of needle jets having different jet needle clearances. Furthermore, the repair component of the present invention is characterized by combining a plurality of different-sized jet needles and a plurality of different-sized needle jets in a carburetor for a motorcycle.

  In addition, the repair parts of the present invention enable adjustment of a wide range of air-fuel ratios by combining these repair parts for motorbike carburetors with either pilot jets or main jets of different sizes. It is a feature. Further, the carburetor repair kit of the present invention is characterized by including repair parts for these motorbike carburetors. Furthermore, the carburetor tune-up kit of the present invention is characterized by including repair parts for these carburetors of the motorcycle.

  When performing a tune-up on the engine, a desired result of air-fuel ratio adjustment can be obtained only by adjusting a conventional carburetor without purchasing a new carburetor.

FIG. 1 is an explanatory diagram showing an example of a defense area of each part inside the carburetor. FIG. 2 is an explanatory view showing another example of the defense area of each part inside the carburetor. FIG. 3 is an explanatory view showing another example of the defense area of each part inside the carburetor. FIG. 4 is an explanatory view showing another example of the defense area of each part inside the carburetor. The FIG. 5 is an explanatory view showing another example of the defense area of each part inside the carburetor. FIG. 6 is an explanatory view showing still another example of the defense area of each part inside the carburetor.

  The purpose of obtaining the desired result of air-fuel ratio adjustment only by adjusting the conventional carburetor was realized by appropriately combining the needle jet and the jet needle.

The present invention further develops the two inventions already filed by the present inventors, grouping the fuel-adjusted parts in two stages, and deploying the element parts into vertical and horizontal matrices at each stage. In addition, the air-fuel ratio is controlled in a wider range.
There are four types of fuel control element parts used in the present invention: (1) pilot jet, (2) main jet, (3) jet needle, and (4) needle jet. These are further divided into two groups (A) and (B).

  (A) is a pilot jet or main jet, and (B) is a group of jet needles or needle jets, and the feature of the present invention is that these are combined to adjust the air-fuel ratio more finely. At any stage, the fuel adjustment elements are arranged vertically and horizontally, so they are named matrix fuel adjustment.

  (A) The pilot jets and main jets of the group have holes through which fuel passes, and the amount of fuel that passes depends on the size of the holes. On the other hand, the jet needle of the group (B) is a needle-like thin part, and a part or most of it is tapered. A piece or needle jet is a part with a round hole, and a jet needle is inserted into the hole, but a gap always remains. This gap is called jet needle clearance. Although the fuel passes through the jet needle clearance, the jet needle clearance is variable according to the accelerator operation because the jet needle is interlocked with the accelerator handle.

  The more the accelerator is turned, the more the jet needle is pulled up, so the jet needle clearance increases, more fuel flows, and the speed of the bike increases. Of course, the thinner the jet needle and the larger the hole in the needle jet, the more fuel will pass. In the present invention, the jet needle clearance, which is not the thickness of the jet needle or the hole diameter of the needle jet, but the difference between them is described below as a reference for (B).

  First, the principle of matrix fuel control will be described. FIG. 1 is a diagram often seen in a motorcycle maintenance instruction book or a motorcycle dealer's guide. The throttle opening in the lower part of FIG. 1 is an index corresponding to the speed of the motorcycle. The range up to 1/4 is a low speed range, the range from 1/4 to 3/4 is a medium speed range, and the range from 3/4 to full open is high It is an area. In this FIG. 1, it is displayed which speed region each of the various carburetor parts that act as fuel controls contributes to, and many repairers and bike enthusiasts perform fuel control with this FIG. Is the actual situation.

  However, as a result of detailed experiments by the inventors, it has been found that many parts of FIG. 1 are not correct. For example, according to FIG. Jet (pilot jet) is described so as not to act in the high speed range. However, in the experiments of the present inventors, the results shown in Table 1 were obtained.

Table 1 shows the air-fuel ratio data at high speed. Even with the main jet # 88 of the same size, the air-fuel ratio becomes smaller as the pilot jet is changed from # 36 to # 44. The difference is as large as 6.3, so it cannot be said that the effect is small. That is, the pilot jet has a great influence on the air-fuel ratio even in the high speed range, and the contribution ratio is the same as that of the main jet.
A similar error is observed in jet needles (shown as JN taper in FIG. 1). In FIG. 1, it is displayed that there is no influence of the taper of the jet needle when the throttle is fully opened, but in the experiments by the present inventors, an air-fuel ratio difference of 3 or more was confirmed. As a result, it has been found that the conventional well-believed defense area for fuel-adjusted parts is wrong.

  It is shown in FIGS. 2, 3, 4, 5, and 6 that this erroneous knowledge is common knowledge in the industry. FIG. 6 is an American document. Therefore, it is clear that such misrecognition is not only in Japan. In order to guess why inaccurate information was disseminated uncritically, a figure created by some wisdom walked around the world, and then copied and proliferated without verification by anyone. It is thought that it was.

  In the process of verification as described above, the present inventors have found a useful law that has not been known in the past in the relationship between the fuel-adjusted parts, and set a set of fuel-adjusted parts (matrix fuel condition) using the law. Invented. The law property found by the present inventors is the addition of the air-fuel ratio. The basic principle of matrix fuel adjustment is the addition of the air-fuel ratio.

  For example, if a main jet that decreases the air-fuel ratio by 1 and a jet needle that decreases the air-fuel ratio by 0.5 are used at the same time, the air-fuel ratio decreases by approximately 1.5. In the direction of increasing the air-fuel ratio, there are areas that cannot be measured, but clearly the air-fuel ratio addition is established in the measurable range. This is a region where no problem occurs). The air-fuel ratio data used in the present invention are all measured by Honda's CG125, and a chassis dynamo called Model 2C manufactured by Dynostar, The Netherlands, was used for the measurement. In addition, since the experiment has been for two years, it is affected by the climate (mainly temperature) during that period (the air-fuel ratio fluctuates about 10% if the temperature difference between summer and winter is 27 ° C). For example, the address b5 in Table 2 and the address c8 in Table 3 are measured values under the same conditions, but there is a difference of 0.3. That is, the air-fuel ratio data used this time must take into account a variation of at least about ± 0.5.

  Next, the primary matrix fuel control table will be described. Let's look at Table 1 where the two elements of the pilot jet and main jet are arranged vertically and horizontally from the viewpoint of additivity. In any jet, the air-fuel ratio decreases as the count (hole diameter) increases, but a clear additive property is recognized in the air-fuel ratio. For example, the standard air-fuel ratio is 12.9 at address a13, the air-fuel ratio of a23 with a larger main jet is 11.3 (Δ1.6), and a15 with a larger pilot jet is 11.5 (Δ1.4). Both a25 increased are 10.4 (Δ2.5) (Δ1.6 + Δ1.4≈Δ2.5).

  This is Group A of the primary matrix fuel schedule. In this case, the air-fuel ratio at high speed can be adjusted in the range of 10.4 to 17.8 by combining two component parts of a 5-size pilot jet and a 5-size main jet. In other words, by combining a relatively small number of parts, there is a great merit that a wide range of air-fuel ratio adjustment becomes possible.

  Table 2 shows the same arrangement of jet needles (taper angle differences) and needle jets (different hole diameters), and is Group B of the primary matrix fuel control table. Again, the law of additivity can be confirmed for the combination of the air-fuel ratios of the two-element parts.

  Further, the secondary matrix fuel control table will be described. Table 3 shows the typical fuel control elements picked up from Table 1 and Table 2 (Table 1 is data at high speed and Table 2 is data at medium speed, so there are some problems in the consistency of selection. Yes, but because it was measured again, it does not affect the conclusion).

  Even in the secondary matrix shown in Table 3, a clear addition property is recognized in the air-fuel ratio. By simply combining a total of 14 element parts, 4 groups A (main jet 4, pilot jet 4) and 5 groups B (jet needle 3, needle jet 3), the air-fuel ratio is adjusted to the standard as shown in Table 3. Adjustment was possible in a wide range from -3.9 to +4.8. Of course, the price of the 14 component parts is less than 1/10 compared to the price of the new carburetor. In general, custom motorcycles often increase the fuel supply. Therefore, focusing on fuel control components in that direction can reduce the number of component parts by half, resulting in further merit in terms of cost.

  Without purchasing a new carburetor, it is possible to tune up the engine at a low cost only by adjusting the conventional carburetor.

Claims (6)

  Repair parts for motorbike carburetors, which are a combination of a single needledle in a motorbike carburetor and multiple jet needles with different jet needle clearances.   Repair parts for motorbike carburetors, which are a combination of a single jet needle in a motorbike carburetor and multiple needledles with different jet needle clearances.   A repair part for a motorbike carburetor, which is a combination of two or more different sizes of jet needles in a motorbike carburetor.   A wide range of air-fuel ratio adjustment is made possible by combining a repair part for a carburetor for a motorcycle according to claim 1, 2 or 3, and either a pilot jet or a main jet of different sizes. Repair parts for motorbike carburetors.   A carburetor repair kit comprising a repair part for a carburetor for a motorbike according to claim 1.   A carburetor tune-up kit comprising a repair part for a carburetor for a motorcycle according to any one of claims 1 to 4.