JPS58165568A - Internal combustion engine with accelerating fuel device combining fuel injection - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to internal combustion engines, and more particularly to a fuel injection and acceleration fuel concentrator for an internal combustion engine.

□ See US patents listed below.

:, 11. ．． 1.1 3.726,261 5auer 1973
April 10th 4,056,081 Pattas
November 1, 1977 4.119,061
)1oshi% lθ/10/1978 See also currently pending US Pat. No. 005,990, ``Electronic Accelerator Pump Timing Control System.''

This pending US patent application is assigned to the assignee of this application.

The present invention provides an engine operable between a low speed and a greater than low speed range, the engine having a combustion chamber; a low speed position for operating the engine at a low speed; a throttle device operatively coupled to the engine for movement between a range of positions spaced from a low speed position for operating the engine at a low speed; a fuel pump adapted to communicate with a fuel supply; a first fuel supply device in communication with the fuel pump and the combustion chamber for supplying fuel to the combustion chamber according to control of the throttle device; and a first fuel supply device in communication with the fuel source and the combustion chamber independently of the first fuel supply device; a second fuel supply device 11, which is arranged to be in communication with a fuel supply source; a valve arrangement operable between a closed position to control the flow of fuel to the combustion chamber in response to operation of the pump and compression of the squeeze bulb; a bias for biasing the valve arrangement to the closed position; a control device for controlling operation of the valve device, the control device further comprising: a manual actuator coupled to the valve device for opening the valve device; and a manual actuator coupled to the valve device and the throttle device; an introduction device for actuating a valve device in response to advancement of the throttle device from a low speed position to place the valve device in an open position, thus introducing fuel from the fuel pump into the combustion chamber for predetermined time intervals; includes;

In one embodiment of the invention, a manual actuator is coupled to a solenoid actuatable to overcome a biasing device that biases the valve arrangement and is coupled to the solenoid and provides electrical current thereto to thereby override the biasing device. Contains electrical switch.

In one embodiment of the invention, the manual actuating device includes a manual actuating lever actuatable to overcome the biasing device biasing the valve arrangement.

In one embodiment of the invention, the introducing device for actuating the valve device is configured to prevent a second opening of the valve device in response to a second advancement of the throttle device from a low speed position until after a predetermined period of time has elapsed. A first delay device is included.

The present invention also provides an engine operable between a low speed and a greater than low speed range, the engine having a combustion chamber and a low speed position for causing the engine to operate at a low speed and a speed range greater than the low speed. a throttle device operatively coupled to the engine for movement between a range of positions spaced from a low speed position for operating within the engine; in communication with the combustion chamber and coupled to a fuel supply; a fuel supply system, the fuel supply system being operable to introduce fuel from a fuel source into the combustion chamber; a fuel pump; a compressed bulb for pumping fuel through the fuel supply device; a pump for supplying fuel to the combustion chamber through the fuel supply device by the fuel pump and the compressed bulb, regardless of operation of the fuel pump and compression of the compressed bulb; in the fuel supply device between a closed position that prevents the introduction of fuel and an open position that allows the introduction of fuel into the combustion chamber through the fuel supply device during operation of the fuel pump or in response to compression of the squeeze bulb. a control device including a movable normally closed valve device and mechanically coupled to the throttle device for controlling the flow of fuel to the combustion chamber; from the squeeze of the squeeze bulb and the low speed position of the throttle device; moving the valve device from a closed position to an open position in response to advancement of the throttle device and holding the valve device in the open position for a predetermined time interval after the throttle device has advanced from the low speed position, thereby directing fuel through the fuel supply device to the combustion chamber. an actuating device for allowing the device to be introduced into the device; 1. Features and advantages of each embodiment of the present invention are described in the following general notes, accompanying drawings, and headings.
It will become clear from a careful reading of the claims of .

Before describing embodiments of the invention, it is to be understood that the invention is not limited in its application to the details of construction and arrangement of components shown in the following description or the illustrations of the accompanying drawings. . The invention is capable of other embodiments and of being practiced or being carried out in various ways. It is also to be understood that the words and phrases used in the text are for illustration purposes only and should not be considered limiting.

Illustrated in FIG. 1 is generally a combustion chamber 12 and associated first and second fuel supply systems 14 for delivering fuel into the combustion chamber 12 from a fuel supply 18 to maintain engine operation. 16
An internal combustion engine 10 including: Engine 10 also includes a throttle device 20 for controlling operation of the engine between a low or idle link speed and a range of speeds above this low speed and up to high or full running speed.

Although a variety of engine configurations are possible, in the illustrated embodiment, block member 22 includes a cylinder 24 that defines combustion chamber 12. Block member 22 also includes a crankcase extending from cylinder 24. 26. A piston 28 is connected to the crankcase 26 by a connecting rod 30 for reciprocating movement within the cylinder 24.
The crankshaft 32 is rotatably attached to the crankshaft 32 .

A spark plug 34 and the like extend into the combustion chamber 12 . Fuel delivered into the combustion chamber 12 by the first and second fuel supplies 14 and 16 is ignited by the spark plug 34, which causes a reciprocating movement of the piston 28, which in turn drives the crankshaft 32. do.

First fuel supply system 14 is the main fuel supply system for engine 10 and includes a fuel line system 36 that conveys fuel from source 18 to combustion chamber 12 . A fuel pumping device, such as an electric fuel pump 38, communicates with the fuel line device 36 for pumping fuel therealong.

Although various configurations are possible, in the illustrated embodiment, the fuel line arrangement 36 generally includes an air inlet 42 and an air fuel inlet communicating with the crankcase 26 via a conventional reed valve assembly 46. A vaporizer 40 having a port 44 is included.

In this configuration, air is drawn in from the atmosphere via the air inlet passage 42 in response to pulsating pressure within the crankcase 26 caused by the reciprocating movement of the piston. At the same time, fuel is drawn into the air stream from the carburetor 40 by suction. The resulting air and fuel mixture is ultimately drawn through reed valve assembly 46 into combustion chamber 12 for ignition.

In this embodiment, the throttle device 20 controls the amount of air drawn through the air inlet passage 42, thereby providing a burst fuel mixture. The speed of engine 10 is controlled in this manner. Although various configurations are possible, in the illustrated embodiment, throttle device 20 includes a throttle or butterfly valve 48 mounted on a shaft 50 within air inlet passage 42 . As best shown in FIG. 2, a lever arm 52 or the like is supported by the Hso and is connected by a throttle cable 54 or the like to a suitable throttle control mechanism 53 for access to the operator. For example, throttle control mechanism 53 may take the form of an accelerator pedal or lever.

According to this configuration, operation of the throttle control mechanism 53 by the operator rotates the shaft 50 and moves the throttle valve 48 in the air inlet passage 42 between two separate rotational positions. In one position (shown in solid line as position A in FIG. 1), the throttle valve 48 is connected to the air inlet passage 42.
Enough air is allowed to flow in to substantially prevent airflow within the engine and maintain the engine in a low speed or idle link position.

Position A for this purpose will be referred to below as the low speed position of the throttle valve 48.

When throttle valve 48 is placed in its second rotational position (shown in phantom as the position in FIG. do. Because of the large amount of air required to maintain the engine at high speed, it takes 4□, 1□2ゎ□. .

For this reason, the position will hereinafter be expressed as the high speed position of the throttle valve 48.

A range of positions for throttle valve 48 is located between the aforementioned low and high speed positions, with each position within this range controlling operation of engine 10 at a separate speed between low and high speed. For purposes of illustration, two such locations within the aforementioned location range are shown in FIG. 1 as locations B and C and are represented in phantom.

The second fuel supply system 16 is a concentrated fuel supply system for the machine 10, which is selectively activated in response to forward movement of the throttle valve 4B from the low speed position (i.e., position A in FIG. 1). , and supplies fuel to the combustion chamber 12 in addition to the fuel being supplied by the first fuel supply device 14 . As explained in more detail below in the text, the second
The operation of the fuel supply device 160 is similar to that of the second fuel supply device 16.
The flow of concentrated fuel is controlled by a suitable device 58 (FIG. 1) to occur for a predetermined time interval after forward movement of the throttle valve 48 from the low speed position. This λ
After the predetermined time interval has elapsed: 11 the control device 5B ends the flow of fuel by the second fuel supply device 16.

Although various configurations are possible, the illustrated embodiment [Figure 1]
, the second fuel supply device 16 is the fuel pump 3
8 and an outlet end 64 that communicates with the air inlet passage 42 downstream of the throttle valve 48. In the illustrated embodiment,
A fuel nipple 66 or the like is connected to the outlet end 64 of the fuel supply line 60.
In communication with the fuel supply line 60 during operation of the fuel pump 38
The amount of fuel ultimately fed into the air inlet passage 42 is controlled through the air inlet 42.

In this configuration, controller 58 includes a valve assembly 68 connected in series with fuel supply line 60 between fuel pump 38 and nipple 66 . The valve assembly 68 is in the closed position (
2) and an open position (shown in phantom in FIG. 2). In the closed position, valve assembly 68 prevents the flow of fuel within fuel supply line 60 regardless of the operation of fuel pump 38 . In the open position, valve assembly 68 allows fuel flow within fuel supply line 60 during operation of fuel pump 38.

Controller 58 also includes an actuator T0 that couples the actions of throttle device 20 and valve assembly 68. As will be explained in more detail below, actuator 70 is operative to move valve assembly 68 from its closed position to its open position in response to forward movement of throttle valve 48 from a low speed position.

Additionally, actuator 70 operates to maintain valve assembly 6B in its open position for a predetermined time interval, described below, after forward movement of throttle valve 48. After the predetermined time interval has expired, the valve assembly 68 is activated by the actuator 7.
0 returns it to its closed position.

Although various configurations are possible, in the illustrated embodiment, the actuator 70 moves the valve assembly 68 toward its closed position with a solenoid 74 operatively coupled to the valve assembly 68.
8 and, when electrically biased,
Valve assembly 68 is moved from its closed position to its open position against the action of biasing spring 720.

Actuator 70 also includes an electrical control circuit 76 connected to a source of electrical energy 78, such as a DC battery, to control the flow of electrical power from the battery to solenoid 74.

Historically and primarily with reference to FIG. 2, control circuit 76 includes a switching device that takes the form of a conventional switch assembly 80 in the illustrated embodiment.

The switch assembly 80 has electrical energy flowing through it.
Active movement between an OFF position (shown in solid lines in FIG. 2) that prevents ML leakage and an ON position (shown in phantom lines in FIG. 2) that allows electrical energy to flow through the switch assembly 80. switch arm 82.

Referring again primarily to FIG. 2, control circuit T6 also includes a timer device 84 interposed in circuit 76 between switch assembly 80 and solenoid T4.

As will be explained in more detail below, the timer device 84 is configured to allow the electrical energy nail to pass over the input T4 for a predetermined time interval.
1 It is actuated by moving the first switch arm 86 from the OFF position to the ON position. After a predetermined time interval, timer device 84 shuts off the flow of electrical energy to solenoid 74.

Actuator 70 further operates switch arm 82 between its ON and OFF positions in response to forward movement of throttle valve 48.
A linkage 86 is included that operatively couples switch assembly 80 to throttle device 20 for movement between positions. Although various configurations are possible, in the illustrated embodiment, linkage 86 directs forward movement of throttle valve 48 from its low speed position (i.e., position A in FIG. 1) to switch arm 82 from its OFF position. It takes the form of a cam and follower pin assembly to convert the movement from the ON position to the ON position.

As shown in FIG.
2) and the displacement position (indicated by the temporary i line in FIG. 2), insert the movable 1 bar into the movable hole and move the 2nd pin 7-A 82 to the 0 OFF position and the ON position. - includes a pin 88 that moves between.

Although various configurations are possible, in the illustrated embodiment, switch arm 82 has its O
It is biased toward the FF position, thereby also biasing pin 88 to its normal position. In this configuration, the switch
Arm 82 is turned off against the action of biasing spring 90 in response to movement of pin 88 from its normal position to its displaced position.
position to the ON position.

The cam and follower pin mechanism 86 also includes a cam plate 92 supported by the throttle shaft 50 and bolted or otherwise attached to the throttle lever arm 52. Because of this structure, the throttle lever
Movement of arm 52 simultaneously moves throttle valve 48 and cam plate 92 in response to the action of throttle control mechanism 53.

When throttle valve 48 is in its low speed position (shown as position A in FIGS. 1 and 2), cam plate 92 is moved such that its leading edge 94 is in an uncoupled position relative to pin 88. is positioned on lever arm 52.

Thus, switch arm 82 is positioned by spring 90 in its normally biased OFF position. pin 88
is likewise placed in its normal position.

As shown in phantom lines in FIG.
and move it into engagement. Pin 88 is thereby moved to its displaced position, which simultaneously moves switch arm 82 to its ON position. With switch arm 82 in this position, current flows through switch assembly 80 and timer device 84 is actuated to energize solenoid 74 for a predetermined time interval.

In the illustrated embodiment (see FIG. 2), the position of cam plate 92 on throttle lever arm 52 changes the specific point at which forward movement of throttle valve 48 beyond the low speed position activates timer device 84. It is adjustable as follows. Additionally, in this embodiment, cam plate 92 is rotatable with respect to shaft 50 and includes an elongated slot 96. An adjustment screw 98 or the like passes through slot 96 to secure cam plate 92 on lever arm 52. By loosening the adjustment screw 98 when the throttle valve 48 is in its low speed position, the cam plate 92 can be rotated relative to the shaft 50 within the limits defined by the slot 96, thereby causing the leading edge 94 of the cam plate 92 to rotate. Adjust the position relative to the pin 88. Cam plate 9
Such adjusting action of 2 increases or decreases the amount of throttle valve movement beyond the low speed position required to operate switch assembly 80 and thereby activate timer device 84.

The particular control circuit 76 associated with the previously described link assembly 86 of FIG. 7 will now be described. Although various configurations are possible,
In the illustrated embodiment, control circuit 76 generally includes an associated first delay device 100 . Specifically, after the throttle *4B is advanced -II from its low speed position and energizes the timer device 84, the first delay device 100
Further operation of the timer device 84 in response to forward movement of the throttle valve after a predetermined time interval has elapsed is inhibited. This effect! ',' Once the timer device 84 is actuated, any further movement of the throttle valve 48 in a subsequent predetermined time interval will cause the timer device 84 to re-actuate and extend the length of this time interval. Changes made in other ways will not affect the availability of enriched fuel.

Control circuit 76 also includes a second delay device 102 in addition to the first delay device 100 described above. This second delay device 1
02, regardless of the expiration of the predetermined time interval of the timer device 84, after the throttle valve 48 is held in its low speed position for a predetermined period of time, the subsequent advancement of the throttle valve 48 from its low speed position is determined. Preventing further activation of timer device 84 in response to exercise. Throttle valve 4
This prevents uninterrupted operation of timer device 84 during the subsequent forward movement or "pumping" of 8 from its low speed position.

Although the circuit comprising the delay devices 100 and 102 described above may be configured in a variety of ways, the illustrated embodiment is described in U.S. Pat.
:i.

P, Dogadko, R,F, ・Jebaeb
This is an electronic timing circuit similar to that disclosed in ``Electronic Accelerator Pump Timing Control''.

When the illustrated control circuit 76 is connected to the electrical energy source 78, the transistor 104 is turned ON and operates in saturation, causing emitter/base current to flow through the transistor 106. This action places circuit 16 in standby mode.

When control circuit γ6 is placed in a standby mode, switch arm 82 responds to forward movement of the throttle valve.
The subsequent movement of from the OFF position to the ON position pulses the electrical energy into RCIl! ! to the circuit network 108. This RC network 108 provides a narrow positive trigger signal to the gate of thyristor 110. Thyristor 110 turns ON in response to this trigger pulse, and electrical energy flows through the emitter/collector circuit of transistor 106 and thyristor 110 to energize solenoid 74. The fuel valve assembly 63 is thus moved from its normally closed position to its open position and fuel begins to flow into the fuel supply line 60 in response to operation of the fuel pump.

When the thyristor 110 is turned on, the electrical energy is also simultaneously applied to the relaxation oscillator (relaxation oscillator).
tor) 112. This relaxation oscillation, the oscillator 112, is
Controls the time interval at which solenoid T4 is energized. The particular length of this time interval is predetermined by the values of resistor 114 and capacitor 116 in relaxation oscillator 112.

Furthermore, it takes a predetermined time interval for the voltage across capacitor 116 to form and reach the peak voltage of the associated single junction transistor 118.

When this peak point voltage is reached, the single junction transistor 11
8 is turned ON, and the capacitor 116 becomes the transistor 11.
8 and discharge. The discharge of capacitor 116 through transistor 118 momentarily causes transistor 120 to
This is known as a "stop pulse" which shunts or grounds the base of transistor 1040. For this reason,
Further, the transistor 104 is turned off to cut off the base current to the transistor 106.

When the transistor 106 turns off, the thyristor 11
The flow of electrical energy to zero is traced back to turn off the thyristor 110. The engagement solenoid 74 is deenergized and the spring 72 returns the fuel valve assembly 68 to its closed position. Fuel flowing through the supply line 60 is thus cut off. At this point, circuit 76 again enters its standby mode and waits for switch assembly 800 to close in response to the throttle valve, again energizing solenoid 74 for a predetermined time interval.

In circuit 76, when switch arm 82 is moved from the OFF position to the ON position in response to forward movement of throttle valve 48 from the low speed position, the flow of electrical energy to thyristor 110 is directed to solenoid 74. excitation and at the same time activate the relaxation oscillator 112. During a subsequent predetermined time interval before capacitor 116 discharges, circuit 7 prevents movement of switch arm 82 into and out of its closed position.
1 Activate. Thus, during the predetermined interval, movement of throttle valve 48 back to the low speed position and thereafter forward from the low speed position will not extend or change the relaxation oscillator 1120 time cycle. This circuit corresponds to the first delay device 100 previously described.

A specific implementation of the illustrated second delay device 102 will now be described. This second delay device 102 can be configured in a variety of ways, but here a conventional time delay start relay or the like is used with the switch assembly 80 and the RC pulse forming network 1.
It is inserted in the circuit 76 between 08 and 08. The time-delay start relay prevents activation of the RC pulse forming network in response to movement of switch arm 82 to the ON position after switch arm 82 is held in its OFF position for a preselected period of time. . This requires that the throttle valve 48 be maintained in its low speed position during said period. In this way, there is no frequent movement in and out of the suit valve 48 to the low speed position, and repetitive energization of the solenoid 74 which provides enriched fuel.

Although the time intervals associated with circuit 76 may be varied to meet the particular operating requirements of engine 10, in one embodiment, the predetermined time interval of timer device 84 is approximately 1 second; The predetermined time delay imposed by delay initiation relay 102 is approximately 2 seconds.

The second fuel supply system also allows manual engine injection through passage 60 and valve 6B. In particular, as previously discussed, fuel pump 38 and tank 68 are electrically operated, typically by a battery (not shown). An elastic squeeze bulb (shown in phantom in Figure 1) to allow the engine to be manually injected in the event of a power failure.
or a similar manually operated fuel pump may be coupled to passageway 169 extending between fuel supply 18 and a point in passageway 60 upstream of valve 68. Conversely, the compressed bulb 168 may be in independent communication with the passageway communicating between the fuel source and the fuel pump 38. The compression of the squeeze bulb 168 forces fuel through the pump 38 . In addition, manual actuation lever assembly 170 can be operatively coupled to valve 68 such that valve 68 is biased by biasing spring 72.
0 action and can be opened manually.

Squeezed bulb 168 and lever assembly 170 provide a second or auxiliary injection device in the event of a power failure.

Conversely, in order to selectively move valve 68 between closed and open positions, in the second illustrated embodiment the valve also has a conventional switch 16 in a position operable by the engine operator.
6. Therefore, the spherical part 1
After squeezing 68, the operator can thereby actuate switch 166 to operate the second fuel supply system to inject fuel into the engine.

Another embodiment is shown in FIGS. 3-6.

Components common to the embodiments described so far are given common reference numbers. Similar to the first mentioned embodiment, cam plate 92
is attached to throttle lever arm 52 and engages pin 88 to move switch arm 82 from its OFF position to its ON position in response to forward movement of throttle valve 4B from its low speed position. This particular sequence of operations is shown in FIGS. 3 and 4.

Also, as in the first embodiment, moving the switch arm 82 from the OFF position to the ON position activates the timer device 84, which energizes the solenoid 74 for a predetermined time interval, thereby causing the concentrated fuel to flow. The fuel is allowed to flow through the fuel supply pipe 60.

However, unlike the initially described embodiment, the engine 1 is moved in and out of a predetermined second position within a range of positions between the low and high speed positions of the throttle valve 48.
An additional device 112 is provided for time-controlled supply of concentrated fuel to the fuel. This second position is identified in phantom as position C in FIG.

Although various configurations are possible, in the embodiment shown in FIGS. 3-6, the outer peripheral edge 124 of the cam plate 92 has a notch 126. This notch 126 allows the throttle valve 48 to be placed in its second position (position C as shown by the imaginary line in FIG. 1).
0 position as shown in FIG. 5), the pin 88
is positioned so that it comes to the notch 126. As can be seen in FIG. 5, when the pin 88 is placed in the notch 126,
The action of biasing spring 90 maintains pin 88 in its normal position and switch arm 82 is in its OFF position.

As seen in FIGS. 4-6, movement of throttle valve 48 into and out of said second position is caused by pin 88
is continuously slid into and out of the notch 126, and the solenoid 74 is thereby energized for a predetermined time interval.

As in the first mentioned embodiment, the control circuit 76 associated with the second embodiment may include the first and second delay devices 100 and 102 previously described. Thus, because of the first delay device 100, the low speed position of the throttle valve 48 (solid line position A in FIG.
, and the position shown in FIG. 3) to the second position (for example, the first position).
Forward movement to a position in front of the phantom line position shown and the position shown in FIG. 6 will result in only one actuation of control circuit 76.

Because of the second delay device 102, the second
movement into and out of the position of the second delay device 10
If the throttle valve 48 is not held in its second position (as shown in phantom line C in FIG. 1 and in the position shown in FIG. 5) for a predetermined period determined by It does not cause any action.

As is now clear, the second fuel supply device 16 acts as an accelerating fuel concentrator and can be used as a fuel injection device for the engine 10.

During the engine acceleration period as the throttle valve 18 moves forward, the second
The fuel supply device 16 instantaneously concentrates the amount of combustible fuel sent to the combustion chamber 12. Such enrichment results in smooth and rapid engine response to sudden acceleration demands.

Similarly, upon the driver's first cranking operation, advancing the throttle valve 18 energizes the second fuel supply device 16 to provide a time-measured amount of fuel injection to provide initial engine control. This makes starting easier.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram showing an internal combustion engine with an accelerating fuel concentration and injection device, Figure 2 is an enlarged view of the accelerating fuel supply system built into the engine shown in Figure 1, and Figure 3 is similar to Figure 1. FIG. 4 is an enlarged partial view of another embodiment of the accelerating fuel enrichment and injection system with the engine throttle shown in its low speed position; FIG. FIG. 5 is an enlarged view of the accelerating fuel enrichment and injection system shown in FIG. 3; FIG. FIG. 6 shows the accelerated fuel enrichment and injection device shown in FIG. 3 with the engine throttle advanced from the second position, and FIG. - A circuit diagram showing the electronic control circuit built into the engine shown in the figure. 10... Engine, 12... Combustion chamber,
14.16...Fuel supply device, 18...
...Fuel supply source, 20...Throttle device 24...Cylinder, 28...
・Piston, 34...Spark plug, 36...
--- Fuel supply pipe, 38 --- Fuel pump, 40 --- Carburetor, 42 --- ---
Air supply path, 46... Reed valve assembly, 48
...Butterfly valve, 50 ...Shaft, 52
...... Lever arm, 53...
Throttle control mechanism, 58...Control device, 6
0...--Fuel supply pipe, 62...--...
Inlet end, 64... Outlet end, 68...
... Valve assembly, 70... Actuation device, 72.
・・・−・Spring, 74・・・・−・Solenoid, 76
...control circuit, 78 ...electric energy source, 80 ... switch assembly, 8
2...Switch arm, 84...
...Timer device, 86...Cam and follower 6
7 action assembly, 88...--bin, 90...
・-・Spring, 92...-Curved cam plate, 100.102
...delay device, 104.106...
・Transistor, 108...RC circuit network,
110...- Thyristor, 112...
- Oscillator, 118...- Single junction transistor, -1, r 120...-- Transistor, 16B...
-・Spherical compression part. 10. Patent applicant: Outboard 11.→, - Lin Corporation (4 others) Face-to-face engraving (no changes to the content) Procedures Amendments Written by the Japan Patent Office Mori Officer on January 2, 1949 Kazuo Wakasugi 1, Display of the incident Showa-t? 2nd patent application in 2018 hehe! No. 2, name of the invention the#=+':'! -Human-L?j'Voice I 1; Pig 1 phrase L'
Relation to the amended person's case Patent applicant's address 61'1. Outport -'I-y-Cos°France--574, Agent

Claims (1)

[Claims] (1) A combustion chamber operable between a certain low speed and a speed range above the low speed; a low speed position for operating the engine at a low speed; a throttle device operatively coupled to the engine for movement between a range of positions spaced from a low first gear position for operating the engine; a fuel pump adapted to communicate with a fuel supply source; a first fuel supply device in communication with the fuel pump and the combustion chamber for supplying fuel to the combustion chamber under control of the throttle device; a fuel supply source independent of the first fuel supply device; and a second fuel supply device in communication with a combustion chamber; and a compressed bulb adapted to place said 5g2 fuel supply device in communication with a fuel supply source: between open and closed positions. a valve arrangement operable to control the flow of fuel to the combustion chamber in response to operation of a pump and compression of a squeeze bulb; a biasing arrangement for biasing the valve arrangement to a closed position; ;
a control device for controlling operation of the valve device; and further,
a manual actuator coupled to the valve assembly for opening the valve assembly; and a manual actuator coupled to the valve assembly and the throttle assembly in response to advancement of the throttle assembly from a low speed position; an introduction control device for actuating a valve device to place the valve device in an open position, thus introducing fuel from the fuel pump into the combustion chamber for a predetermined time interval; institution. (2. The engine according to claim 1, wherein the manual actuating device includes a solenoid that operates over a biasing device that biases the valve device, and a solenoid that is connected to the solenoid and that supplies current thereto. An engine, characterized in that the manual actuating device is configured to overwhelm the biasing device that biases the valve device. (3) The engine according to claim 1, wherein the manual actuating device biases the valve device. An engine characterized in that it is provided with a manual operating lever that operates to overcome a biasing device. (4) In the engine according to claim 1, an introduction control device that operates the valve device. includes a first delay device that prevents the valve device from entering a second open condition in response to a second advancement of the throttle device from the low speed position until after the end of the predetermined time interval. (5) An engine capable of operating between a certain low speed and a speed range above this low speed, and having a combustion chamber; a throttle device operatively connected to the engine for movement between a range of positions separated from a low speed position for operation within a range; a fuel supply system, the fuel supply system being operable to introduce fuel from a fuel supply source into a combustion chamber; a fuel pump for pumping fuel through the device; a squeeze bulb part for pumping fuel through the fuel supply device; between a closed position that prevents the introduction of fuel into the combustion chamber through the fuel pump and an open position that allows the introduction of fuel into the combustion chamber through the fuel supply device during operation of the fuel pump or in response to squeezing of the squeeze bulb. a control device including a normally closed valve device movable within the fuel supply device and mechanically coupled to the throttle device for controlling the flow of fuel to the combustion chamber; moving the valve device from a closed position to an open position in response to the compression and advancement of the throttle device from the low speed position and maintaining the valve device in the open position for a predetermined time interval after the throttle device has been advanced from the low speed position; :
. and an actuating device for thereby allowing fuel to be introduced into the combustion chamber through the fuel supply device. (6) the actuating device includes a device for biasing the valve device toward the closed position; and a device operatively coupled to the valve device for biasing the valve device toward the closed position against the action of the biasing device. a solenoid device energized in response to electrical energy for movement from the solenoid device to the open position; and a circuit device electrically coupled to the solenoid device and adapted to be connected to a source of electrical energy; an OFF position operative to conduct electrical energy from the source of electrical energy to the solenoid device and prevent conduction of electrical energy from the source of electrical energy to the solenoid device through the circuit device; a switching device operatively movable between an ON position permitting conduction of electrical energy from a source to the solenoid device; the switching device being moved from the OFF position to the ON position; a timer device interposed within the circuit arrangement between the switching device and the solenoid device for energizing the solenoid device for a time cycle, the predetermined time cycle being equal to the predetermined time interval; a linkage device corresponding thereto and operatively coupling the switching device with the throttle device for moving the switching device between the OFF position and the ON position in response to forward movement of the throttle device from the low speed position; The organization according to claim 5, characterized in that it includes: (Force) The linkage device includes a pin device operatively coupled to the switching device and movable between a normal position and a displaced position; in response to moving the switching device between the OFF position and the ON position, and moving the pin device from the normal position to the displaced position in response to forward movement of the throttle device from the low speed position. 7. The engine of claim 6, further comprising a cam device operatively coupling said throttle device with said pin device to move said throttle device to said pin device. a cam plate operatively coupled to the throttle device for movement, the cam plate being in a disengaged position with respect to the bin device when the throttle device is in the low speed position; The pin device has an outer peripheral surface that is moved to a locked position with the pin device in response to forward movement of the throttle device from the low speed position, and the pin device moves the outer peripheral surface of the cam plate to the non-locked position. The outer circumferential surface of the cam plate engages the non-locking position relative to the pin device while allowing movement of the pin device from the normal position to the displaced position in response to the movement from the pin device to the engagement position with the pin device. 8. An engine according to claim 7, including means for biasing said pin device towards said normal position when in the aligned position.