JPS58128447A - Fuel precedence type electronic control carburettor - Google Patents

Abstract

PURPOSE:To make it possible to carry out the control of air/fuel ratio with high accuracy in a simple construction, by adjusting a constant pressure fuel supply sorce in accordance with the control amount of an accelerator pedal for regulating the flow of fuel, and as well by controlling a throttle valve through an electronic control circuit, corresponding to the regulating operation. CONSTITUTION:A fuel regulator valve 10 and a throttle valve 11 are disposed in an air passage 6, being arranged in this order from the upstream side of the passage 6, and the outlet nozzle 14 of a fuel passage 12 having a base end opened to the bottom of a float chamber 1, is opend downward, downstream of the pressure regulator valve 10. An orifice 13 is disposed in the opening part of the fuel passage 12 to the float chamber 1, and is inserted with a needle valve 16 used as a fuel regulating valve. This valve 16 may be made to be moved up and down by an arm 18 rotatable around a shaft 17, and the arm 18 is connected to an accelerator lever 19 which is also rotateble around the shaft 17, through a spring 21. The shaft 17 is provided with an opening degree sensor 46 for detecting the opening degrees of the arm 18 and the lever 19, and a throttle valve motor 40 is controlled through an electronic control C with the use of the output of the sensor 46, thereby the opening degree of the throttle valve 11 is regulated.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a carburetor used in an internal combustion engine, which controls fuel through an electronic control circuit by operating an accelerator pedal, and supplies a corresponding amount of air. It is an object of the present invention to provide a carburetor that can perform air-fuel mixture supply operations at various required air-fuel ratios.

A conventional carburetor opens and closes a throttle valve using the accelerator pedal, controls the amount of air taken into the engine, supplies fuel according to the amount of air at the time, and performs the necessary fuel supply operations. However, in order to supply fuel that can quickly respond to the load condition of the engine, the structure is complicated, and moreover, it has been difficult to fully meet the demands.

The present invention is a fuel-advancing type carburetor, in which the elevation position of a needle valve, which is a fuel regulating valve provided in a constant-pressure fuel supply source, for example, a float chamber, is adjusted based on the amount of movement of the accelerator pedal by operating the accelerator pedal. The fuel flow rate is adjusted by adjusting the fuel flow rate, and the throttle valve is opened and closed via the electronic fan and trawl circuit in accordance with the vertical position, and fuel is supplied according to the load conditions of various engines.

The configuration will be explained below with reference to embodiments shown in the drawings.

In the embodiment shown in FIG. 1, the constant pressure fuel supply source is a float chamber 1, and the float chamber 1 is provided with a flute valve 3 that is opened and closed by a float 2 to control the amount of fuel flowing in the direction of arrow r. However, the fuel oil level 4 in the float chamber 1 is kept substantially constant, and the structure is similar to that of the conventional one.

Further, an air passage 6 connected to the air cleaner 5 is bored and the air passage 6 is connected to the cylinder 8 of the engine via an intake pipe 7. 1 is connected via an air pipe 9 above the fuel oil level 4, and the configuration in which the fuel oil level 4 is a constant pressure curved surface close to atmospheric pressure is also similar to the conventional one. Therefore, a constant pressure is always applied to the bottom surface of the float chamber 1.

A pressure regulating valve 10 and a throttle valve 11 are installed in the air passage 6 from the upstream side so as to be openable and closable, respectively.

An orifice 13 communicating with a fuel passage 12 is provided at the bottom of the float chamber 1, and an outlet nozzle 14 of the fuel passage 12 is connected to a passage portion 15 between the pressure regulating valve 10 and the throttle valve 11 of the air passage 6. It is opened.

The orifice 13 is provided with a single fuel adjustment valve 16, which is a needle valve in the illustrated example, and as shown in FIG. The arm 1B can be raised and lowered and the opening degree can be adjusted via the accelerator lever 1, which is also rotatable around the support shaft 17.
9 via a spring 20, the spring 2
Due to the reduction biasing force of 0, the arm 18 is held at a position where it is always in contact with an arm stopper 56 provided protruding from the accelerator lever 19. The accelerator lever 19 is connected to an accelerator pedal 21 via an accelerator wire 22, and the arm 18 remains in contact with the arm stopper until the arm 18 stops in contact with a stopper 23, which will be described later. Therefore, the fuel adjustment valve 16 is interlocked with the accelerator pedal 21.

As shown in FIG. 2, the minimum opening degree of the fuel adjustment valve 16 that regulates the idling of the engine is such that the tip of the idle screw 55, which is adjustable and screwed onto the accelerator lever 19, touches the stopper protrusion 57 of the deceleration regulator 54. It is determined by the lowest position where the accelerator lever 19 comes into contact and stops rotating clockwise around the support shaft 17 in the figure.

Accelerator lever 1 by accelerator wire 22 as described above
9 is not applied), the accelerator lever 19
A pull-down blade by a spring 58 is constantly applied to the fuel adjustment valve 16. Therefore, in this case, the fuel adjustment valve 16 is maintained at an idling opening degree where the idle screw 55 contacts the stopper protrusion 57.

The stopper protrusion 57 is provided in a protruding manner on a diaphragm 59 of a deceleration regulator 54, which is one of the valve opening control mechanisms that controls the minimum opening degree of the fuel adjustment valve 16, and the deceleration regulator 54 is used as a control drive source. The solenoid valve 53 is connected to the intake pipe T where negative pressure is maintained, and the solenoid valve 53 is opened and closed by commands from the electronic control circuit C, and the diaphragm 59 and the stomper are operated by the negative and positive applied to the deceleration regulator 54. The protrusion 51 is pulled down, and the minimum opening degree of the fuel adjustment valve 16 is further lowered.

By operating the deceleration regulator 54, fuel flow rate control during deceleration, etc., which will be described later, is performed.

Another valve opening control mechanism, which is a minimum opening increasing mechanism at the minimum opening position of the fuel adjustment valve 16, includes a cam 51 that can be rotatably brought into contact with the accelerator lever 19 near the minimum opening position, and a cam drive. From the source 52, the cam 5
1 is engaged with a return spring 60, and the cam 51 is biased in a direction away from the accelerator lever 19.
The cam drive source 52 is activated by a command from the electronic control circuit C, rotates the cam 51, contacts the accelerator lever 19, pushes up the accelerator lever 19 at the minimum opening position, and moves the fuel adjustment valve 16 to the minimum opening position. When the cam drive source 52 is no longer rotated, the cam 51 is moved to the accelerator lever 1 by the biasing force of the return spring 60.
9, the minimum opening degree of the fuel regulating valve 16 is returned to the previous position from the raised position.

The cam drive source 52 is a regulator.

Various mechanical and electrical drive sources such as solenoids can be used.

By operating the cam 51, fuel flow rate control is performed during low-temperature starting, idling up, etc., which will be described later.

A stopper 23 for regulating the maximum opening of the fuel adjustment valve 16 is provided on the γ-arm 18 at a position where it can come into contact with the arm 18. The forward and backward movement of the valve can be adjusted by an attached servo motor 28 that is operated in response to commands from an electronic control circuit C, which is a valve opening control mechanism that controls the valve opening. Stopper 23
The maximum opening position is detected by a potentiometer 27 arranged in parallel with the servo motor 28 and fed back to the electronic control circuit C. However, if the surge motor 28 is a stepping motor, the potentiometer 2T is not necessary.

By operating the servo motor 28, fuel flow control such as full-open enrichment, which will be described later, is performed.

A double potentiometer 46 is provided on the support shaft 17, which detects the opening degree of the arm 18 and the opening degree of the accelerator lever 19, and transmits the detected values to the electronic foot control circuit C.

The servo motor 28 is connected to the double potentiometer 4
Based on the detected values of necessary motion parameters such as the detected value of the engine rotation speed N, the detected value of the negative pressure PB by the negative pressure needle 29 of the negative pressure of the intake pipe 7, the electronic control circuit C issues commands. The configuration is such that the maximum flow of fuel at each rotational speed of the engine, that is, the maximum opening degree of the fuel adjustment valve 16, is achieved by regulating the contact position between the arm 18 and the stopper 23. .

After the arm 18 has moved to the position where it abuts against the stopper 23, even if the accelerator pedal 21 is further depressed, the arm 18 will remain in the abutment position and the spring 20 will only be stretched, so that the maximum pressure of the fuel regulating valve 16 will be reduced. The opening does not change.

The minimum opening degree increasing mechanism for the fuel regulating valve 16 described above is replaced by the mechanism of the cam 51 and is composed of an amplifier regulator 26 operated via a solenoid valve 25 controlled by an electronic control circuit C, as shown in the figure. It may be a mechanism in which According to this mechanism, the up-regulator 26 is connected to the intake pipe T in which negative pressure is maintained via the solenoid valve 25 as a control drive source, and the solenoid valve 25 is opened/closed by commands from the electronic control circuit C. The accelerator lever 19, which is connected to the diaphragm 24 of the accelerator 26 through the connecting rod 61, is pulled up by the negative pressure applied to the accelerator 26, and the fuel adjustment valve 16 is pulled up.
When the minimum opening degree is opened and the negative pressure applied to the regulator 26 is cut off by the operation of the electronic control circuit C, the accelerator lever 19 is lowered and the idle screw 55 is moved to the stopper. It will return to the old position where it contacts the protrusion 5T.

A double potentiometer 46 is provided on the support shaft 17, which detects the opening degree of the arm 1B and the opening degree of the accelerator lever 19, and transmits the detected values to the electronic control circuit C.

The pressure regulating valve 10 provided in the air passage 6 is reliably connected to a valve regulator 30.As shown in FIG.
is a check valve 45 that closes when the main chamber 31 has negative pressure.
The pressure regulating valve 1 is
0 is opened to the air passage 6 which is upstream of the main chamber 31
The surface of the diaphragm 34 opposite to the main chamber 31 is open to the atmosphere, and the diaphragm 34 is connected to the pressure regulating valve 10 via a connecting culm 35 , and the sub chamber 32 is connected to the passage section 15 via an orifice 36 . An on-off valve 38 is connected to the diaphragm 37 of the auxiliary chamber 32, and the surface of the diaphragm 3T opposite to the auxiliary chamber 32 is open to the atmosphere. Chamber 31 and sub-chamber 32
The connecting pipe 39 is closed.

To explain the operation of the valve reilator 30, when the pressure in the passage section 15 decreases due to an increase in the negative pressure in the intake pipe 7 due to engine startup or an opening operation of the throttle valve 11, this decreased pressure is transferred through the orifice 36. The signal is transmitted to the subchamber 32, and the diaphragm 3T is moved to the right in the figure. Therefore, the on-off valve 38 moves to the right and closes the connecting pipe 39, so that the main chamber 31 and the sub-chamber 32 are communicated with each other, the pressure in the main chamber 31 decreases, the diaphragm 34 is moved to the left, and the connecting culm 35 is also opened. As a result, the pressure regulating valve 10 is rotated in the opening direction, and atmospheric air flows into the passage section 15 from the upstream side of the air passage 6, thereby increasing the pressure in the passage section 15. The pressure in the main chamber 31 is maintained at a certain pressure value by the atmospheric air flowing in through the orifice 33, and therefore the pressure regulating valve 10 is also maintained at a certain opening degree. When the negative pressure in the passage section 15 decreases, the opposite operation takes place, acting to always recover the pressure fluctuations in the passage section 15 more quickly and keeping the negative pressure in the passage section 15 substantially constant at all times. Of course, the valve rail regulator may have a type other than that shown in the drawings.

The throttle valve 11 is provided at the downstream end of the passage section 15 of the air passage 6 and is driven via a throttle valve motor 40 operated by an electronic control circuit C.

As described above, the opening degree of the throttle valve 11 is determined by the electronic control circuit C according to the fuel flow rate in the fuel passage 12 within the predetermined opening degree range of the fuel adjustment valve 16. The fuel flow rate in the fuel passage 12 may be detected by a flow meter, and as described above, the pressure at the orifice 13 on the inlet side of the fuel passage 12, that is, the pressure in the float chamber 1,
Since the pressure at the outlet nozzle 14 on the outlet side, that is, the negative pressure in the passage section 15, is constant, the fuel regulating valve 1
6 (when the fuel adjustment valve 16 is a needle valve, its vertical position) can also be detected. 1st
In the illustrated embodiment, the position of the needle valve is detected by detecting the vertical position of the arm 1B using a double potentiometer 46.

As a fuel constant pressure device in the orifice 13 on the entrance side of the fuel passage 12, as shown in FIG. As shown〈Overflow Paizoro 2
An overflow type head tank 63 may be used to keep the fuel oil level 4 constant, as shown in FIG.
A diaphragm type that uses a diaphragm 64 to keep the fuel pressure in the railulator chamber 65 constant may be used, and various other fuel constant pressure devices can be installed in the orifice 13.

Further, as the fuel regulating valve 16, a needle valve whose opening degree is controlled by being raised and lowered via an arm 18 mechanically interlocked with an accelerator pedal 21 as shown in FIGS. 1 and 2 may be used. As shown in the figure, the amount of movement of the accelerator pedal 21 is detected by the accelerator potentiometer 66 rotated via the accelerator wire 22, and the detection signal is transmitted to the electronic control circuit 0.
The solenoid valve 67 may be opened and closed in response to a command, and the duty control method may be used to control the fuel flow rate by controlling the opening and closing time or pulse width of the solenoid valve 67, as shown in FIG. Similarly, the elevation control of the fuel adjustment valve 16, which is a needle valve, may be controlled via the drive motor 68 in response to commands from the electronic control circuit C based on the signal from the accelerator potentiometer 66.

The drive motor 68 may be an i-servo motor or a stepping motor. However, in the case of a servo motor, the fuel temperature to the opening of the regulating valve 16'' must be detected by the double potentiometer 46 as described above and fed back to the electronic control circuit C.

In the case of a system in which the opening and closing of the fuel adjustment valve 16 is controlled by the solenoid valve 67 and the drive motor 68 operated by the commands of the electronic control 1111O mentioned above, a valve opening degree control mechanism that controls the minimum opening degree of the fuel adjustment valve 16 is used. In this case, the deceleration regulator 54 and the cam 51 as shown in FIGS. 1 and 2 do not need to be layered. In either method, the valve opening degree control mechanism that controls the minimum opening degree of the fuel adjustment valve 16 is as shown in FIG. temperature sensor 42 attached to
The electronic control circuit C is controlled by inputting various predetermined detection values such as the temperature detection value of Controlled by instructions, increases fuel when starting at a low temperature, increases fuel when warming up the engine, increases fuel for enrichment when idling up such as when Tala is activated, conversely decreases fuel when decelerating, based on exhaust composition detection Controls the increase and decrease of fuel, etc.

As an example of various detected values for controlling the solenoid valve 53, throttle valve motor 40, servo motor 28, etc., as shown in FIG. Detected value of maximum flow rate Qf The detected value of the negative pressure PB, the detected value of the engine rotation speed N by the rotation sensor 48, and the throttle valve potentiometer 49 attached to the throttle valve 11. As shown in FIG. 1, the detected value of the opening degree α of the throttle valve 11 by
The detection value of the differential pressure ΔP by the differential pressure sensor 50 that detects the difference 1 in the pressure of the air passage 6 before and after 1, that is, the air flow rate, is 0□
02 amount by the sensor 44, and therefore the air-fuel ratio A/F
The detected values of these various operating parameters are processed in the electronic control circuit C as appropriate, and the force driving source 52, solenoid valve 53, throttle valve motor 4
An operation command value such as 0 is calculated, and depending on the position of the stopper 23 due to the operation of the servo motor 28, the fuel adjustment valve 16 is
The maximum stroke amount, that is, the maximum fuel flow rate Qfma
By regulating x, the maximum fuel flow rate at each rotational speed of the engine is regulated, and excessive supply of fuel in conjunction with the accelerator pedal 21 is prevented.

Furthermore, based on the command from the electronic control circuit C, the cam 51 attached to the accelerator lever 19 is operated to operate at a low temperature start, that is, the fuel adjustment valve 16 is temporarily raised to enrich the fuel, and the deceleration device 52 is also activated. During deceleration, the fuel adjustment valve 16 is temporarily lowered to cut off the fuel and reduce the amount of fuel.

The operation of the cam 51 is performed by temporarily raising the accelerator lever 19 using the cam drive source 52 at the time of cold start, and increasing the fuel flow rate by raising the fuel adjustment valve 16. It consists of a protrusion 55 that controls the position of the railulator 54 and the accelerator lever 19, and the electronic control circuit C during deceleration.
The protrusion 55 is raised and lowered by the layer regulator 54 operated via the solenoid valve 53 controlled by the solenoid valve 53, and temporarily locks the accelerator lever 19 in its contact position.

A direct current motor or a stepping motor is used as the throttle valve motor 40, and the opening degree α of the throttle valve 110 is determined by the throttle valve motor 40 which is rotated by a command from the electronic control circuit C. When the throttle valve motor 4o is a DC motor, the opening degree α is detected by the throttle valve potentiometer 49, and the detected value α is fed back to the electronic control circuit C.
The command for the opening degree α is confirmed, but if the motor is a stepping motor, there is no need for the feedback, and therefore the throttle valve potentiometer 49 is unnecessary.

Furthermore, when the engine decelerates, an air bypass 9 is installed to rapidly eliminate the rich state of fuel in the intake pipe 7 and rapidly increase the air-fuel ratio in response to a command from the electronic control circuit C. ing.

Various control operations by the electronic control circuit C will be explained below with reference to flow sheets shown in FIGS. 9 to 13.

Each figure shows the flow after the engine key is turned on.

First, for partial load operation, the accelerator pedal 21
When you step on the button, the operation mechanism of the fuel adjustment valve 16 described above will cause the
The fuel adjustment valve 16 is activated.

The opening degree of the fuel adjustment valve 16 is controlled by a double potentiometer 46.
The detected value Qf is detected by the electronic control circuit C.
The detected value of the engine rotation speed N detected by the rotation sensor 48 is also transmitted to the electronic control circuit C, and the throttle and throttle valve motor 40 is controlled by the command from the circuit C.
is driven, the throttle valve 11 is driven to open and close, and the electronic control circuit C calculates the air flow rate from the differential pressure ΔP before and after the throttle valve 11 detected by the differential pressure sensor 50, and also calculates the air-fuel ratio, The opening degree of the throttle valve 11 is corrected by a command from the electronic control circuit C, and is ultimately maintained at a constant value of, for example, an air-fuel ratio of 1 and 7.

The aforementioned relationship is shown in FIG. As mentioned above, transmission of the detected value of the opening degree α of the throttle valve 110 by the throttle valve potentiometer 49 to the electronic control circuit C is not necessary when the throttle valve motor 40 is a stepping motor. The detection system is omitted.

In a high output zone where the negative pressure in the intake pipe 7 is, for example, pB--10C5jH9 or lower, depressing the accelerator pedal 21 causes the fuel adjustment valve 16 to close and the arm 18 to close to the stopper 2.
It is held at the opening of the maximum fuel flow rate, which is in contact with 3.
The detected value of the engine rotation speed N by the rotation sensor 48 and the detected value of the intake pipe negative pressure PB by the pressure sensor 47 are transmitted to the electronic control circuit C, a high output zone is detected, and the electronic control circuit is activated by depressing the accelerator pedal 21. The throttle valve motor 40 is driven by the command of the pedal C, and the opening degree of the throttle valve 11 is controlled and driven. In this case, the differential pressure sensor 50 detects the differential pressure ΔP, which is the detected value of the air flow rate, and this detected value and the rotation sensor 4
Based on each detected value of the intake pipe negative pressure PB by the electronic control circuit 0, the servo motor 28 is operated according to a command from the electronic control circuit 0, the position of the stone 7f23 is adjusted, and the maximum fuel flow rate Qfmax of the fuel regulating valve 16 is increased. The air-fuel ratio is maintained at a predetermined value, for example 12, and high output is maintained. The above relationship is shown in FIG.

Next, we will discuss starting the engine in a cooled state, so-called cold starting. In this case, the accelerator pedal 21 is in the off position where it is not operated, the engine key is turned on, and the rotation sensor 48 detects the engine speed NS, the temperature sensor 42 measures the engine temperature T1, the pressure sensor 47 measures the negative pressure PB in the intake pipe 7, etc. Accordingly, the detected values of each operating parameter are transmitted to the electronic control circuit C. In response to a command from the electronic control circuit C, the cam drive source 52 is activated, the cam 51 is rotated, and the fuel adjustment valve 16 is raised to raise the accelerator lever 19 by the required amount, thereby creating a fuel-rich state. Ru. Under this condition, cranking is performed, and the throttle valve motor 40 is operated by a command from the electronic control circuit C to maintain the opening degree of the throttle valve 11 so as to maintain the air-fuel ratio of 1 to 3.

Next, after each cylinder of the engine is in a complete explosion state, the complete explosion state is determined by measuring the negative pressure detected by the pressure sensor 47, PBN, the temperature detected by the temperature sensor 42, the engine rotation speed N by the rotation sensor 48, etc. as described above. Based on the operating parameters detected by the electronic control circuit C, the cam drive source 52 is activated according to the command from the circuit C, the opening degree of the fuel adjustment valve 16 is decreased, the air-fuel ratio is set to 6 to 10, and the cam drive source 52 is activated. The operation of the source 52 ultimately causes the cam 5 to
1 and the accelerator lever 19, the idle screw 55 and the stopper protrusion 5T come into contact with each other, and the fuel adjustment valve 1
6 is returned to the normal idling opening, and on the other hand, the throttle valve 11 is also gradually closed by the operation of the throttle valve motor 40, and the engine speed is gradually lowered to a warm-up operating state with an air-fuel ratio of 12 to 1N+. Then keep it idling. The above relationship is shown in FIG.

Next, we will discuss the operation of idle idling.

The accelerator pedal 21 is not depressed, and the opening degree of the fuel adjustment valve 16 is determined by the position of contact with the stopper projection 57 of the idle screw 55.

The operating status of the engine is rotation speed N1 temperature T1 intake pipe negative pressure P
The detected values of various operating parameters such as B are transmitted to the electronic control circuit C and measured. 1 The throttle valve motor 40 is operated according to the command from the circuit C, the opening degree of the throttle valve 11 is controlled, and the air-fuel ratio is set to 14. Maintained at optimum value.

The above-mentioned relationship is shown in FIG. 12. Regarding the 0 idle up operation, first, as described above, the fuel regulating valve 16 is at the idling position. Under this condition, turn on the operating switches for the cooler, headlights, wipers, etc. The signal value is transmitted to the electronic control circuit C, and the cam drive source 52 is activated by the command from the circuit C, and the cam 51 causes the accelerator lever 19 to rise slightly, so that the fuel adjustment valve 11 slightly increases the opening degree. The motor 40 is operated in the direction of
The throttle valve 11 is opened by the operation of , and the necessary rotation of the engine is maintained. The aforementioned relationship is shown in FIG.

Regarding the operation in the deceleration state, in this state the accelerator pedal 21 is in the off state, but the fuel adjustment valve 1 is in the off state.
o is in the idling position. When the intake pipe shell pressure PB is, for example, -500 IlsH9 or more, the detected value PB of the pressure sensor 47 is transmitted to the electronic control circuit C, and the finger regulator 54 of the circuit C is operated to lower the stopper protrusion 57 and lower the accelerator lever 19. By lowering the fuel control valve 16, the fuel regulating valve 16 is held in the closed position, and the valve 69 is opened to increase the air-fuel ratio in the intake pipe 7.

When the detected value N of the rotation sensor 48 becomes, for example, 150 Orpm or less, the state of the pulp 69 and the deceleration railulator 54 is restored to the previous state by a command from the circuit C, and the stopper protrusion 5
7 is raised, and the fuel regulating valve 16 is held at the idling position.

The present invention has the structure described in the claims, and is equipped with an electronic control circuit, and the orifice on the inlet side of the fuel passage leading from the fuel supply source to the air passage and the air passage on the outlet side are both approximately The pressure is maintained at a constant level, and a single fuel adjustment valve is provided on the inlet side of the fuel passage that is linked to the accelerator pedal.The configuration of the fuel passage is extremely simple, and the throttle valve opening is controlled electronically. It is controlled by the opening degree of the fuel adjustment valve through a circuit, and the fuel flow rate depending on the opening degree of the fuel adjustment valve is always maintained at a predetermined value. A valve opening/closing control mechanism is attached to control the maximum opening and minimum opening of the fuel adjustment valve depending on the condition +/c,
Although it is a single fuel adjustment valve, no matter what operating state the engine is in, such as when idling up or starting, it maintains the air-fuel ratio at a predetermined value appropriate for each operating state, according to the commands from the electronic control circuit. We were able to provide a carburetor that can maintain an air-fuel ratio that constantly responds to each operation of the engine.When accelerating with a conventional carburetor, the throttle valve is opened and the air is Since the fuel is supplied to the air passage first, there is inevitably a delay in the supply of fuel, and unlike the acceleration pump that prevents the deterioration of ride comfort and increase in exhaust emissions, the fuel comes first during acceleration. Since a rich mixture is temporarily supplied, there is no need for an accelerator pump, and even in rare cases of deceleration, it is possible to supply a lean mixture, and both during acceleration and deceleration. The system can respond very naturally to the performance requirements of the car, does not require the installation of a special pilot mechanism, has a mechanically simple configuration, eliminates the need for mechanical setting and maintenance, and is equipped with electronic control. Since a circuit is used, by changing the software of the circuit, settings can be made freely to respond to any engine operation, and an air bleed system is not required. This is an excellent invention that has become possible to provide.

[Brief explanation of the drawing]

Fig. 1 is a schematic sectional view showing the configuration of the embodiment, Fig. 2 is an enlarged schematic sectional view of the fuel adjustment valve control mechanism, Fig. 3 is a schematic sectional view showing the embodiment of the valve rail regulator, Fig. 1+, FIG. 5 is a schematic sectional view showing another embodiment of the constant pressure fuel supply source, FIGS. 6 and 7 are schematic sectional views showing another embodiment of the fuel regulating valve control mechanism, and FIG. is a block diaphragm around the electronic control circuit, and FIGS. 9 to 13 are various control flow sheets. 1: Float chamber, 6: Air passage, 7: G & trachea, 11:
Throttle valve, 12: Fuel passage, 15: Passage portion, 16
: Fuel adjustment valve, 21: Accelerator pedal, 25: Solenoid valve, 52: Cam In source, 53: Solenoid valve, 64:
Head tank, 65: Diaplum. Patent Applicant: Mikuni Kogyo Co., Ltd. Agent: Ichikawa, Director: Tatsuya Endo, Figure 3, Figure 4, Figure 5, Figure 6, Figure 9, Figure 10, Figure 12, Figure 13. Procedural Amendment (Voluntary) 1981 February 22nd, Commissioner Shima of the Patent Office 1) Haruki (Examiner of the Patent Office) 1, Indication of the case, 1982 Patent Application No. 12042 2, Name of the invention Fuel-advancing electronically controlled carburetor (1) Details In the 3rd line of page 3 of the book, ``set up'' is changed to ``
"It is set up," he corrected. (2) "Regulator" in line 7 on page 8 of the specification is corrected to "actuator." (8) On page 10 of the specification, lines 15 and 16 to 17, "Atsuzoreilator" is corrected to "actuator." (4) Letter of Specification, page 11, line 3, “F allureta”
"Regulator" in the 4th line and "up regulator" in the 8th to 9th lines are respectively changed to "actuator J". (5) "Deceleration regulator" in the 6th line of page 17 of the specification
is corrected to "actuator". (6) “Regulator” in lines 7 to 8 and 11 on page 20 of the specification is corrected to “actuator tacho.” (7) “Fuel adjustment valve 11” in line 8 of page 27 of the specification is corrected as “fuel adjustment valve 11.” Valve 16” is corrected. (8) In page 27, line 11 of the specification, ``opened and the engine'' is corrected to ``opened and the air-fuel ratio is maintained in a rich state of, for example, 1.7. (9) "Deceleration regulator" in lines 1-2 and 9 of page 28 of the specification is corrected to "actuator." a groan on page 30 of the specification, line 4 [or rarely during deceleration]
Correct it to "No, and also when decelerating." (11) "Diaphragm" in line 7 on page 31 of the specification is corrected to "diagram." (b) "64: head tank, 65: diamond 7 ram" in lines 13 to 14 on page 31 of the specification is corrected to "r64: diaphragm, 65: regulator chamber". Written amendment to the above procedure (voluntary) 1. Indication of the case 1982 Patent Application No. 1201+2 2. Name of the invention Electronic console vaporizer No. 111 (1) with fuel precedent (1) "Claims" in the description Enter the information in the column [
Please make the corrections as shown in the attached sheet. (2) "Deceleration regulator device" in lines 6 and 7 on page 20 of the specification is corrected to "deceleration actuator device." (8) In page 27, line 11 of the specification, "opened, the need for..." is replaced with "opened, the air-fuel ratio is maintained at, for example, 14.7,"
"I need an engine," he corrected. (4) "Figure 13" in the drawing attached to the application is corrected as shown in the attached sheet. Above is the control vaporizer. ” An electronic control circuit for controlling the operation of the carburetor is provided, and the fuel supply source, which is open at the inlet side of the fuel passage that supplies the required fuel from the fuel supply source of the carburetor to the air passage, is always maintained at a constant pressure, and A passage portion of the air passage whose outlet side is open is maintained at a substantially constant pressure, and a single fuel regulating valve is provided at the inlet of the fuel passage, and the fuel regulating valve opens based on the amount of movement of the accelerator pedal. The throttle valve in the air passage is controlled once in response to the opening degree of the fuel adjustment valve or the directly detected fuel flow rate by a command from the electronic control circuit, and the fuel adjustment valve is further controlled by the command from the electronic control circuit. It is equipped with a valve N degree control mechanism that controls the maximum and minimum valve opening, respectively, and is configured to control the air-fuel ratio to a predetermined value depending on each operating state of the engine. Fuel-advancing electronic device No. 13g

Claims (1)

[Claims] An electronic control circuit is provided for controlling the operation of the carburetor, and the fuel supply source is always maintained at a constant pressure, and the fuel passage has an inlet side open to supply the required fuel from the fuel supply source of the carburetor to the air passage. A passage portion of the air passage whose side is open is maintained at a substantially constant pressure, and a single fuel regulating valve is provided at the inlet of the fuel passage, and the opening degree of the fuel regulating valve is adjusted based on the amount of movement of the accelerator pedal. The opening of the throttle valve in the air passage is controlled according to the opening of the fuel regulating valve according to the command from the electronic control circuit, and the maximum and minimum opening of the fuel regulating valve is controlled according to the command from the electronic control circuit. A fuel-advancing electronically controlled vaporizer characterized by being equipped with a valve opening control mechanism that controls each opening, and configured to control the air-fuel ratio to a predetermined value depending on each operating state of the engine. vessel.