JP4405341B2 - Electronic controller for carburetor choke valve - Google Patents

Description

  The present invention relates to an electronic control device for a choke valve of a carburetor mainly applied to a general-purpose engine, and more particularly, a transmission device connected to a choke valve that opens and closes an intake passage of the carburetor, and the choke through the transmission device. The present invention relates to an improvement in an electric motor comprising an electric motor for opening and closing a valve and an electronic control unit for controlling the operation of the electric motor.

In such an electronic control device for a choke valve of a carburetor, a relief mechanism that allows the choke valve to open due to intake negative pressure exceeding a predetermined value generated in the intake passage is provided on the transmission device on the output shaft of the electric motor. This is disclosed in Patent Document 1 below.
JP 58-155255 A

  As described above, in the case where the relief mechanism is installed on the transmission shaft on the output shaft of the electric motor, the relief mechanism is added on the shaft of the electric motor, so that the transmission device and the electric motor must be protected. When these are accommodated in the casing, a relatively large casing having a high height is required, and the enlargement of the casing is not preferable because it leads to an increase in the size of the entire engine connected to the working machine. The same applies when the relief mechanism is arranged on the valve shaft of the choke valve.

  The present invention has been made in view of such circumstances, and a carburetor choke that allows the transmission device and the electric motor to be housed in a small casing while the relief mechanism is interposed in the transmission device. An object is to provide an electronic control device for a valve.

In order to achieve the above object, the present invention provides a transmission connected to a choke valve that opens and closes an intake passage of a carburetor, an electric motor that opens and closes the choke valve via the transmission, An electronic control unit for a carburetor choke valve, comprising an electronic control unit for controlling the operation, wherein the transmission and the electric motor are housed in a casing attached to one side of the carburetor, wherein the relief mechanism that allows the opening of the choke valve by a predetermined value or more intake vacuum generated in the intake passage, which is arranged offset to the side of the valve axis of the output Jiku及 beauty choke valve of the electric motor supporting It is arranged on the shaft and is interposed between the output shaft of these electric motors and the valve shaft of the choke valve .

The transmission device , the electric motor, and the support shaft respectively correspond to the first transmission device 24 , the first electric motor 20, and the first support shaft 28 in the embodiments of the present invention described later.

According to a feature of the present invention, the relief mechanism, since to be arranged on the arranged offset to the side of the valve axis of the output Jiku及 beauty choke valve of the electric motor shaft, the relief mechanism is motorized It is not added on the output shaft of the motor or the valve shaft of the choke valve. Therefore, it is possible to flatten the casing that houses the transmission and the electric motor, and to make the entire engine including the carburetor compact. be able to.

  Embodiments of the present invention will be described based on preferred embodiments of the present invention shown in the accompanying drawings.

  1 is a front view of a general-purpose engine according to an embodiment of the present invention, FIG. 2 is a view taken in the direction of arrow 2 in FIG. 1, FIG. 3 is a view taken in the direction of arrow 3 in FIG. 5 is a view taken in the direction of arrow 5 in FIG. 4 (a plan view of the electronic control device), FIG. 6 is a plan view of the electronic control device with the cover removed, and FIG. 7 is a cover of the electronic control device. FIG. 8 is a cross-sectional view taken along line 5-5 of FIG. 4, and FIG. 9 is a plan view (A) and a front view of the first transmission device for controlling the choke valve to a fully closed state. FIGS. 10 (B) and 10 are a plan view (A) and a front view (B) of the first transmission device for controlling the choke valve to a fully opened state, and FIG. 11 is a plan view of the first transmission device showing an operating state of the relief mechanism. (A), front view (B), and FIG. 12 are plan views showing the non-operating state (A) and the operating state (B) of the choke forced valve closing mechanism in FIG. 7, and FIG. 13 is an electronic control unit. Plan view of Tsu bets, FIG. 14 is a graph showing the relationship between the lever ratio between the choke valve opening and the relief lever and a choke lever.

  First, as shown in FIGS. 1 to 3, the engine body 1 of the general-purpose engine E includes a crankcase 2 having a mounting flange 2 a on the lower surface and horizontally supporting the crankshaft 4, and one side from the crankcase 2. A recoil type engine starter 5 for cranking the crankshaft 4 is attached to the front side of the crankcase 2. A fuel tank T disposed above the crankcase 2 and an air cleaner A and an exhaust muffler M adjacent to the fuel tank T above the cylinder 3 are attached to the engine body 1. A vaporizer C is mounted on one side of the head of the cylinder 3 to supply the air-fuel mixture generated by intake from the air cleaner A into the cylinder 3.

  As shown in FIGS. 4 and 8, the carburetor C has an intake passage 6 connected to the intake port at the head of the cylinder 3. The intake passage 6 has an upstream side, that is, an air cleaner A side. The choke valve 7 and the throttle valve 8 are disposed, and a fuel nozzle (not shown) opens in the venturi portion of the intake passage 6 in the middle portion between the valves 7 and 8. The choke valve 7 and the throttle valve 8 are both configured as a butterfly type that is opened and closed by the rotation of the valve shafts 7a and 8a, and the electronic control unit D that automatically controls the opening degree of the choke valve 7 and the throttle valve 8 vaporizes. Mounted on top of vessel C. Hereinafter, the valve shaft 7a of the choke valve 7 is referred to as a choke valve shaft, and the valve shaft 8a of the throttle valve 8 is referred to as a throttle valve shaft 8a.

  The electronic control device D will be described with reference to FIGS.

  4 and 5, the casing 10 of the valve electronic control unit D has a casing main body 11 to which the bottom wall 11 a is joined to the upper end surface of the vaporizer C, and the casing main body 11 closes its open surface. The lid body 12 is joined together. Further, the lid body 12 covers the electronic control unit 12a disposed on the open end surface of the casing body 11 and the electronic control unit 12a, and the casing body 11 is sandwiched between the electronic control unit 12a and the casing body 11. And a cover 12b made of a steel plate joined with a bolt 13. Therefore, the electronic control unit 12a that closes the open surface of the casing body 11 is fixed to the casing body 11 while being protected by the cover 12b.

  As shown in FIGS. 4, 6, and 7, the casing body 11 includes a casing body 11 that divides the casing 10 into a transmission chamber 14 on the bottom wall 11 a side and a driving chamber 15 on the lid 12 side. A separate partition plate 16 is provided, and this partition plate 16 is fixed to the vaporizer C together with the bottom wall 11 a by a plurality of bolts 17.

  An opening 18 is provided in the bottom wall 11 a of the casing body 11, and a recess 14 a that matches the opening 18 is provided in the upper end surface of the vaporizer C, and this recess 14 a is added as a part of the transmission chamber 14. It is. It arrange | positions so that each outer end part of the choke valve axis | shaft 7a and the throttle valve axis | shaft 8a may face this recessed part 14a.

  A first electric motor 20 and a second electric motor 21 are respectively attached to the partition plate 16 by screws 22 and 23 in the drive chamber 15 to transmit the output torque of the first electric motor 20 to the choke valve shaft 7a. A transmission device 24 and a second transmission device 25 that transmits the driving force of the second electric motor 21 to the throttle valve shaft 8 a are disposed in the transmission chamber 14. Thus, the first and second electric motors 20 and 21 and the first and second transmission devices 24 and 25 are accommodated in the casing 10 and protected.

  As shown in FIGS. 7 to 9, the first transmission device 24 is supported at both ends by the first pinion 27 fixed to the output shaft 20 a of the first electric motor 20, the partition plate 16, and the carburetor C. A first sector gear 29 that is rotatably supported by one support shaft 28 and meshes with the first pinion 27; and a relief lever 30 that is supported by the first support shaft 28 so as to be rotatable relative to the first sector gear 29. , A choke lever 32 integrally formed at the outer end of the choke valve shaft 7a and connected to the relief lever 30 is provided. The first sector gear 29 and the relief lever 30 are respectively formed with contact pieces 29a and 30a that contact each other and transmit the driving force in the opening direction of the first sector gear 29 to the choke valve 7 to the relief lever 30. A relief spring 31 comprising a torsion coil spring is mounted around the first support shaft 28 to urge the first sector gear 29 and the relief lever 30 with a constant set load in the contact direction of the contact pieces 29a, 30a. .

  As shown in FIG. 9, the connecting structure of the relief lever 30 and the choke lever 32 includes a connecting pin 34 provided on the choke lever 32 and protruding from the side surface of the tip of the relief lever 30. It is configured by slidably engaging with a long hole 35 extending in the longitudinal direction.

  Thus, the output torque of the first electric motor 20 is transmitted from the first pinion 27 to the first sector gear 29 at a reduced speed. The first sector gear 29 and the relief lever 30 are normally connected via contact pieces 29 a and 30 a and a relief spring 31 and can rotate together. Therefore, the first sector gear 29 and the relief lever 30 are transmitted to the first sector gear 29. The output torque of the electric motor 20 is transmitted from the relief lever 30 to the choke lever 32 and the choke valve shaft 7a, and the choke valve 7 can be opened and closed.

By the way, as shown in FIG. 8, the choke valve shaft 7a is disposed offset from the center of the intake passage 6 to one side. , It is inclined with respect to the central axis of the intake passage 6 so as to come to the downstream side of the intake passage 6 from the side with the smaller rotation radius. Therefore, when the first electric motor 20 is operating so as to fully close the choke valve 7 or hold the choke valve 7 at a small opening, if the intake negative pressure of the engine E exceeds a predetermined value, the rotation radius of the choke valve 7 is large. Until the difference between the rotational moment due to the intake negative pressure acting on the side and the rotational moment due to the intake negative pressure acting on the side with the smaller rotation radius of the choke valve 7 balances with the rotational moment due to the relief spring 31. The choke valve 7 can be opened regardless of the operation of the motor 20 (see FIG. 11). Therefore, the relief lever 30 and the relief spring 31 constitute a relief mechanism 33. These relief lever 30 and relief spring 31, Ru is supported on the first support shaft 28 that is arranged offset to the output shaft 20a and the side of the valve shaft 7a of the choke valve 7 of the electric motor 20.

  As shown in FIGS. 9 and 10, the relief lever 30 and the choke lever 32 are arranged at right angles or close to right angles at the fully open position and the fully closed position of the choke valve 7, and the connecting pin 34 is a long hole. 35 is positioned on one end side far from the choke valve shaft 7a. Further, the relief lever 30 and the choke lever 32 are aligned in a straight line at a predetermined intermediate opening of the choke valve 7, and the connecting pin 34 is positioned on the other end side of the long hole 35 on the side close to the choke valve shaft 7a. Therefore, the effective arm length of the choke lever 32 is maximum at the fully open and fully closed positions of the choke valve 7 and minimum at a predetermined intermediate opening of the choke valve 7, and as a result, the lever ratio between the relief lever 30 and the choke lever 32 is increased. As shown in FIG. 14, the maximum value changes when the choke valve 7 is fully opened and fully closed and the minimum value when the choke valve 7 is at a predetermined intermediate opening degree.

  Even when the first electric motor 20 becomes inoperable when the choke valve 7 is fully opened due to insufficient storage of a battery 60 (FIG. 13), which will be described later, the choke valve 7 is forced to be able to start the engine E. A choke forced closing mechanism 37 that closes the valve is provided adjacent to one side of the relief lever 30.

  As shown in FIGS. 4, 7 and 12, the forced choke valve closing mechanism 37 includes a lever shaft 38 whose both ends are rotatably supported by the bottom wall 11a and the carburetor C of the casing body 11, and the lever. An operating lever 39 connected to the shaft 38 and disposed at the lower portion of the casing body 11, an operating arm 40 formed integrally with the lever shaft 38 and facing one side surface of the contact piece 30 a of the relief lever 30, The operating arm 40 is composed of a return spring 41 made of a torsion coil spring connected so as to be urged away from the contact piece 30a, that is, in a backward direction, and the choke valve 7 is fully opened. When the operating lever 39 is rotated against the urging force of the return spring 41, the operating arm 40 presses the contact piece 30a of the relief lever 30 in the closing direction of the choke valve 7. That.

  When the operating lever 39 and the operating arm 40 are integrally connected to each other, the retracted position of the operating arm 40 is such that one side of the operating arm 40 abuts on a locking pin 42 provided on the casing body 11 to lock the fixed end of the return spring 41. It is regulated by. The operation lever 39 is usually arranged, for example, with its tip directed toward the engine E so that no other object hits it. By doing so, erroneous operation of the operation lever 39 is avoided.

  Next, the second transmission device 25 will be described with reference to FIGS. 4, 6 and 7.

  The second transmission device 25 is rotatably supported by a second pinion 44 fixed to the output shaft 21a of the second electric motor 21 and a second support shaft 45 supported at both ends by the partition plate 16 and the vaporizer C. The second sector gear 46 meshing with the second pinion 44, the non-constant speed drive gear 47 integrally formed on one side in the axial direction of the second sector gear 46, and the outer end portion of the throttle valve shaft 8a are fixed and non-fixed. A non-constant speed driven gear 48 that meshes with the constant speed drive gear 47 is connected to a throttle valve closing spring 49 that urges the non-constant speed driven gear 48 in the closing direction of the throttle valve 8. The non-constant speed drive and driven gears 47 and 48 are both elliptical gears or part of eccentric gears so that their gear ratio, that is, the reduction ratio, decreases as the opening of the throttle valve 8 increases. Therefore, the reduction ratio is maximum when the throttle valve 8 is fully closed. In this way, fine opening degree control by the operation of the second electric motor 21 is possible in a low opening degree range including the idle opening degree of the throttle valve 8.

  By the way, the first and second support shafts 28 and 45 which are one component of the first and second transmission devices 24 and 25 are supported by fitting both ends to the vaporizer C and the partition plate 16 respectively. Therefore, it plays the role of a positioning pin for positioning the partition plate 16 at a fixed position of the vaporizer C, and does not require a dedicated positioning pin, thereby contributing to a reduction in the number of parts. By such positioning of the partition plate 16, the connection between the first transmission device 24 and the choke valve shaft 7a and the connection between the second transmission device 25 and the throttle valve 8 can be accurately performed. Moreover, since the first and second electric motors 20 and 21 are attached to the partition plate 16, the connection between the first electric motor 20 and the first transmission device 24, and the second transmission device 25 with the second electric motor 21, Can be accurately connected.

  Next, the electronic control unit 12a will be described with reference to FIGS.

  As shown in FIGS. 4 and 5, the electronic control unit 12 a has various electronic components 51 to 54 mounted on a substantially rectangular board 50 on which an electric circuit is printed and wired, and input connectors 55 at both longitudinal ends of the board 50. The output connector 56 is coupled. The substrate 50 is arranged in parallel with the bottom wall 11a of the casing main body 11. On the inner surface facing the drive chamber 15, the large electronic device having high height such as a transformer 51, capacitors 52a to 52c, a heat sink 53, and the like. A thin electronic component having a small thickness such as a component and a CPU 54 is mounted, and a pilot lamp 68 is mounted on the outer surface of the substrate 50. Accordingly, the large electronic components 51 to 53 and the thin electronic component 54 are accommodated in the driving chamber 15, and at this time, the large electronic components 51 to 53 are close to the partition plate 16 on one side of the driving chamber 15. The thin electronic component 54 is disposed on the other side of the drive chamber 15. The first and second electric motors 20 and 21 are disposed on the other side of the driving chamber 15 so as to be close to the substrate 50 and the thin electronic component 54. Thus, the first and second electric motors 20 and 21 and the large electronic components 51 to 53 are arranged in a staggered manner.

  With such a staggered arrangement, the first and second electric motors 20 and 21 and the large electronic components 51 to 53 can be efficiently accommodated in the drive chamber 15. Therefore, the dead space of the drive chamber 15 can be greatly reduced to reduce the capacity of the drive chamber 15, and the casing 10 can be reduced in size, and the entire engine E including the carburetor C with the electronic control unit D can be made compact. Can be planned.

  In order to seal the substrate 50 on which the various electronic components 51 to 54 are mounted, a soft synthetic resin film 57 that covers them is formed using a hot melt molding method or an injection molding method. Since the coating 57 is formed with a substantially uniform thickness along the shape of the substrate 50 and the various electronic components 51 to 54, there is no useless thickness portion, and therefore the first and second electric motors 20, 21 and This contributes to the compactness of the casing 10 without hindering the staggered arrangement of the large electronic components 51 to 53. Furthermore, since this coating 57 functions as a sealing member that is in close contact with the facing surfaces of the casing body 11 and the cover 12b, it eliminates the need for a dedicated sealing member and contributes to a reduction in the number of parts and an improvement in assembly. To do.

  The light emitting portion of the pilot lamp 68 is disposed so as to penetrate the coating 57 and the cover 12b, so that the lighting / extinguishing state with the on / off of the main switch 64 can be visually recognized from the outside of the lid body 12. .

  In FIG. 13, the electronic control unit 12 a is connected to the electric power of the battery 60 through the input connector 55, the output signal of the rotation speed setting unit 61 for setting the desired rotation speed of the engine E, and the rotation for detecting the rotation speed of the engine E. The output signal of the number sensor 62, the output signal of the temperature sensor 63 that detects the temperature of the engine E, and the like are input. A main switch 64 is provided in the energization circuit between the battery 60 and the input connector 55.

  On the other hand, an internal connector 67 (see FIG. 6) connected to the current-carrying wire harnesses 65 and 66 of the first and second electric motors 20 and 21 is coupled to the output connector 56.

  Next, the operation of this embodiment will be described.

  In the electronic control unit 12a, when the main switch 64 is turned on, first, the first electric motor 20 is operated based on the output signal of the temperature sensor 63 by the electric power of the battery 60, and the first transmission device 24 is used. The choke valve 7 is driven to the starting opening corresponding to the engine temperature at that time. For example, when the engine E is cold, the choke valve 7 is driven to the fully closed position as shown in FIG. 9, and when hot, the engine E is held at the fully opened position as shown in FIG. Since the starting opening of the choke valve 7 is controlled in this way, if the recoil starter 5 is operated and cranked in order to start the engine E, the intake passage 6 of the carburetor C is started at that time. An air-fuel mixture having a suitable concentration is generated, and the engine E can always be started easily.

  Immediately after starting in the cold state, excessive intake negative pressure of the engine E acts on the choke valve 7 in the fully closed state. Then, as described above, the difference between the rotational moment due to the intake negative pressure acting on the side with the larger rotation radius of the choke valve 7 and the rotational moment due to the intake negative pressure acting on the side with the smaller rotation radius of the choke valve 7 is the relief spring. Since the choke valve 7 is automatically opened (see FIG. 11) regardless of the operation of the first electric motor 20 until it balances with the rotational moment by 31, the excessive intake negative pressure is eliminated, and the air-fuel mixture thereby Over-concentration can be prevented, and a good warm-up operation state of the engine E is ensured.

By the way, the relief mechanism 33 including the relief lever 30 and the relief spring 31 is supported by the first support shaft 28 that is disposed offset to the side of the output shaft 20a of the electric motor 20 and the valve shaft 7a of the choke valve 7. Therefore, the relief mechanism 33 is not placed on the output shaft 20a of the first electric motor 20 or the choke valve shaft 7a, and the first transmission device is installed while the relief mechanism 33 is interposed in the first transmission device 24. Therefore, it is possible to flatten the transmission chamber 14 that accommodates 24 and contribute to making the casing 10 compact.

  If the engine temperature rises due to the progress of the warm-up operation, the first electric motor 20 is operated based on the output signal of the temperature sensor 63 that changes accordingly, and the choke valve 7 is opened via the first transmission device 24. At the end of the warm-up operation, the choke valve 7 is fully opened (see FIG. 10), and this state is maintained during the subsequent operation.

  On the other hand, the second electric motor 21 operates based on the output signals of the rotational speed setter 61 and the rotational speed sensor 62, and the throttle valve 8 is connected via the second transmission device 25, and the engine rotational speed is the rotational speed setter 61. The amount of air-fuel mixture supplied from the carburetor C to the engine E is adjusted by controlling the opening and closing so as to coincide with the desired rotational speed set in step. That is, when the engine speed detected by the speed sensor 62 is lower than the desired speed set by the speed setting device 61, the opening of the throttle valve 8 is increased, and when the engine speed is higher than the desired speed, the throttle valve 8 is increased. By reducing the opening of the engine, the engine speed can be automatically controlled to the desired speed regardless of load fluctuations. Therefore, various working machines can be driven at a stable speed regardless of load fluctuations by the power of the engine E.

  The operation of the engine E can be stopped by turning off the main switch 64 and operating a kill switch (not shown) of the engine E. The engine E that has completed the predetermined work is normally in a hot state, and therefore, the choke valve 7 is held in the fully open state by the first electric motor 20. The fully open state of 7 is maintained. When the engine E is left in a cold region, an icing phenomenon in which water droplets condensed around the choke valve shaft 7a freeze and the choke valve 7 is stuck often occurs. Such a phenomenon generally makes it difficult to shift the choke valve 7 to the fully closed position at the next engine start.

  However, in the second transmission device 25, as described above, the connecting structure of the relief lever 30 and the choke lever 32 is such that the lever ratio of the levers 30 and 32 is maximized when the choke valve 7 is fully opened and fully closed. The first electric motor 20 operates in the closing direction of the choke valve 7 on the basis of the output signal of the temperature sensor 63 when the engine E is cold-started. When doing so, the maximum torque is applied to the choke valve shaft 7a to crush the ice around the choke valve shaft 7a, so that the choke valve 7 can be driven from the fully open position to the fully closed position. The reliability of the auto choke function is guaranteed without any trouble.

  In addition, the connecting structure of the relief lever 30 and the choke lever 32 can maximize the torque acting on the choke valve shaft 7a from the first electric motor 20 at least in the fully open position of the choke valve 7. By suppressing the increase in the number of reduction gears such as the first pinion 27 and the first sector gear 29, the first transmission device 24 can be made compact, and thus the transmission chamber 14 can be reduced in volume and the casing 10 can be made compact. obtain. Further, since it is not necessary to apply an excessive reduction ratio to the first pinion 27 and the first sector gear 29, there is no concern about a reduction in tooth root strength due to an excessive decrease in the modules of each gear.

  At the time of the cold start, if the stored amount of the battery 60 is insufficient, the first electric motor 20 does not operate and the choke valve 7 remains open as shown in FIG. Therefore, at the time of starting, a rich mixture suitable for cold starting is not generated in the intake passage 6. In such a case, as shown in FIG. 12 (B), the operation lever 39 of the choke forced valve closing mechanism 37 is photographed and rotated against the urging force of the return spring 41. Then, the operating arm 40 that is connected to the operation lever 39 and faces the contact piece 30a of the relief lever 30 presses the corresponding contact piece 30a, so that the pressing force is transmitted from the relief lever 30 to the choke lever 32. Thus, the choke valve 7 is closed to the fully closed position, and if the engine E is started in this operating state, a rich mixture suitable for cold start is generated in the intake passage 6 to ensure cold start. .

  When the engine E is started, the function of the battery 60 is restored by the operation of the generator normally provided in the engine E, or the first electric motor 20 is normally operated by supplying power directly from the generator to the electronic control unit 12a. In operation, the choke valve 7 is controlled to an appropriate warm-up opening, so that the operating arm 40 needs to be returned to the non-operating position retracted from the choke lever 32 so as not to disturb the operation of the first electric motor 20. There is.

  Therefore, if the hand is released from the operating lever 39, the operating lever 39 and the operating arm 40 can be automatically returned to the non-operating position by the urging force of the return spring 41. An increase of 20 can be prevented.

  By the way, the operating arm 40 can press the contact piece 30a of the relief lever 30 only in the closing direction of the choke valve 7, and when it is held in the retracted position by the set load of the return spring 41, the relief arm 30 Simply facing the contact piece 30 a of the lever 30, the lever 30 is placed in a state separated from the second transmission device 25. Therefore, when the choke valve 7 is driven by the normal first electric motor 20, the choke forced closing mechanism 37 does not become a load on the second transmission device 25, and prevents malfunction or damage of the second transmission device 25. can do.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention.

The front view of the general purpose engine which concerns on the Example of this invention. FIG. FIG. 3 is a view taken in the direction of arrow 3 in FIG. 1. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a view taken in the direction of arrow 5 in FIG. 4 (a plan view of the electronic control unit). The top view shown in the state which removed the cover body of the said electronic control apparatus. The top view shown in the state which removed the cover body and the partition board of the same electronic control unit. FIG. 5 is a sectional view taken along line 5-5 of FIG. The top view (A) and front view (B) of the 1st transmission which control a choke valve in a fully closed state. The top view (A) and front view (B) of the 1st transmission which control a choke valve to a full open state. The top view (A) and front view (B) of the 1st transmission which show the operating state of a relief mechanism. FIG. The top view which shows the non-operation state (A) and operation state (B) of the choke forced valve closing mechanism in FIG. The top view of an electronic control unit. The diagram which shows the relationship between the choke valve opening and the lever ratio between the relief lever and the choke lever.

C ... carburetor D ... electronic control device 6 ... intake passage 7 ... choke valve 10 ... casing 12a ... electronic control unit 20 ...・ Electric motor (first electric motor)
24... Transmission device (first transmission device)
28... Support shaft (first support shaft)
33 ... Relief mechanism

Claims (1)

A transmission device (24) connected to a choke valve (7) for opening and closing the intake passage (6) of the carburetor (C), and an electric motor for driving the choke valve (7) to open and close via the transmission device (24) (20) and an electronic control unit for a choke valve of a carburetor comprising an electronic control unit (12a) for controlling the operation of the electric motor (20),
The transmission (24) and the electric motor (20) are accommodated in a casing (10) attached to one side of the carburetor (C), and the transmission (24) is connected to the intake passage (6). a relief mechanism that allows the opening of the choke valve by a predetermined value or more of the intake negative pressure generated (7) (33), the valve shaft of the output shaft of the electric motor (20) (20a) 及 beauty choke valve (7) (7a ) arranged on a support shaft (28) offset to the side, between the output shaft (20a) of the electric motor (20) and the valve shaft (7a) of the choke valve (7). An electronic control device for a choke valve of a carburetor, characterized by being interposed.

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