JPS5834651B2 - Kikaki slot valve guide - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic opening control device for a gasoline engine carburetor throttle valve.

Conventionally, in gasoline locomotives, the accelerator pedal and the throttle valve are directly connected by a link mechanism or a wire, and the throttle valve is configured to fully open when the accelerator pedal is fully depressed.

For this reason, engines with a focus on high speed and high power output chose a venturi with a large diameter to reduce the resistance caused by the venturi in the carburetor.

However, when an engine equipped with this large diameter venturi accelerates from low speed, the throttle valve does not have to be fully opened.
Even though the accelerating force is the same as when the vehicle is fully throttled, the driver must press the accelerator pedal fully, which actually causes uneven fuel flow from the main system, causing problems when driving.

Even if the acceleration system and the like were improved and adapted as a countermeasure to this problem, it was difficult to make it optimal for all usage conditions.

As mentioned above, when an engine equipped with a venturi is operated at low speed and full load, the venturi part does not properly measure the fuel from the main system, which may cause the mixture to become too rich or too lean, resulting in unstable operation. In practice, when attempting to accelerate at full speed while driving at low speeds, problems such as so-called sluggish breathing occurred.

The purpose of the present invention is to solve the above-mentioned difficulties and problems, and to slow down the maximum opening of the throttle valve even when the accelerator pedal is fully depressed during low-speed operation where the negative pressure generated in the main venturi of the carburetor is low. It is an object of the present invention to provide a novel carburetor throttle valve opening automatic control device that automatically limits the opening within the operating range of the system.

In other words, according to the device of the present invention, during operation at low speed and low load, the venturi negative pressure is low, so the stopper is positioned so as to limit the opening of the throttle valve. Although the pressure increases, if the negative pressure remains low even after the increase, the stopper limits the opening degree of the throttle valve, allowing only operation using the slow system.

When the accelerator pedal is fully depressed and the venturi negative pressure becomes high enough, the stopper moves and the slot and valve open wide, allowing stable operation with fuel from the main system.

The gist of the present invention is that, in a gasoline locomotive, a rotating shaft of an accelerator lever that rotates when an accelerator pedal is depressed and a rotating shaft of a throttle lever are elastically coupled by a spring, and a roller attached to the throttle lever is connected to the rotating shaft of the throttle lever. and,
A cam that is displaced in response to the negative pressure led from the carburetor venturi is provided so as to be able to come into contact with it, and when the roller and the cam come into contact with each other, the throttle valve will not open any further even if the accelerator pedal is further depressed. An automatic carburetor throttle valve opening control device is provided.

The present invention will now be described with reference to the accompanying drawings showing embodiments thereof.

FIG. 1 is a plan view of an embodiment of the device according to the invention;
The figure is its front view.

1 is a throttle shaft to which a throttle valve 2 is fixed; 3 is a throttle lever fixed to the throttle shaft 1;

The accelerator lever 6 is connected to the accelerator pedal,
A guide pin 4 of a throttle lever 3 is assembled to slide in a groove 17 of the lever.

A roller 5 is provided at the tip of the throttle lever 3 to ensure smooth sliding when it comes into contact with the cam.

The cam 8 is also connected to a diaphragm 10 by a rod 9.

A diaphragm chamber 11 is connected to a venturi 16 via a conduit 13 and a venturi port 15.

12 is a casing 1 having a spring and a diaphragm.
4 is fixed to the carburetor body.

A spring 7 applies a load to the accelerator lever 6 in a direction in which the throttle valve is always open.

The throttle lever 3 operates in the same direction as the accelerator lever 6 via the spring 7, but when the roller 5 comes into contact with the cam 8, the throttle lever 3
does not move any further.

However, the accelerator lever 6 can be moved further depending on the movement of the accelerator pedal.

In FIGS. 1 and 2, during low load constant speed operation, the negative pressure in the venturi 16 is small, so the diaphragm 10 is in the position shown in FIG. 2 together with the cam 8.

When you fully press the accelerator pedal to accelerate,
The accelerator lever 6 rotates as shown in FIG.

Although the spring 7 causes the throttle lever 3 to rotate in the same direction, the presence of the cam 8 causes the throttle lever 3 to be stopped at the position of the roller 5 in FIG. 2, so the throttle valve 2 does not fully open.

When the accelerator pedal is continued to be depressed, the engine speed increases and the negative pressure in the venturi 16 increases, the diaphragm 10
moves against the spring and pulls the rod 9, moving the cam 8 toward the diaphragm.

Since a load is applied to the throttle lever 3 in the same direction as the accelerator lever 6 due to the force of the spring 7, when the cam 8 moves, the point of contact with the roller 5 moves in the direction shown in FIG. 3, and the throttle valve 2 opens. As the venturi negative pressure increases, the diaphragm 10 is pulled until it reaches the position where the cam 8 and the roller 5 are located as shown in FIG. 3, and the roller 5 of the throttle lever 3 is released from the cam 8 and the throttle valve is fully opened.

When accelerating by fully depressing the accelerator pedal from the position of the cam 8 as shown in Fig. 3 in a constant speed state without fully opening the accelerator pedal, the accelerator lever 6 rotates, and the roller 5 at the tip of the throttle lever 3 rotates to the cam 8. Since the throttle valve is not blocked, the throttle valve opens by the same rotation angle as the accelerator lever 6.

When the accelerator pedal returns, the accelerator lever 6 returns to the low load side, the pin 4 is pushed back by the groove 17 of the lever 6, and the throttle lever 3 is forcibly returned to the idling opening.

In conventional carburetors, the accelerator pedal and throttle valve are directly linked, so when the accelerator pedal is fully depressed, the throttle valve also opens fully.

While this gave a very good response during high-speed driving, it sometimes worsened the acceleration response at low speeds.

By using the device of this invention, the accelerator pedal,
The direct linkage of the throttle valve is cut off, and the spring 7 applies only the operating force of the throttle lever to the accelerator pedal.

The throttle lever is controlled by a cam 8 that replaces the engine load with venturi pressure and is controlled by that pressure.

Therefore, even if the accelerator pedal is fully depressed to accelerate from a low rotational speed range, the throttle lever 3 will move by the opening degree necessary for acceleration.

As described above, according to the present invention, (1) the main system can be adapted to obtain the optimum air-fuel ratio only in the medium-high speed full load range; (2)
Since the main system is not used during low-speed operation, there is no need to emphasize the connection between the slow system and the main system, and the discharge amount of the accelerator pump can be reduced.

In addition, (3) in the low speed range, fuel is used from the slow system due to partial load operation, which promotes atomization, improves combustion, reduces emissions of harmful components, and improves fuel efficiency.

It has excellent effects such as

[Brief explanation of drawings]

FIG. 1 is a plan view showing an embodiment of the present invention, FIG. 2 is a front view thereof, and FIG. 3 is a front view when the throttle valve is fully open. 1... Throttle shaft, 2... Curved throttle valve, 3... Throttle lever, 4... Curved guide pin, 5... Roller, 6... Curved accelerator lever. 7...Spring, 8...Cam, 9...Bent rod, 10...Diaphragm, 1
1... diaphragm chamber, 12... spring, 13... curved conduit, 14... curved casing, 15...
...Venturi report, 16...Track venturi, 17
...Gutter.

Claims (1)

[Claims] 1 In a gasoline locomotive, the rotation shaft of the accelerator lever, which rotates when the accelerator pedal is depressed, and the rotation shaft of the throttle lever are elastically connected by a spring, and a roller attached to the throttle lever and a carburetor venturi are connected to each other by a spring. A cam that is displaced in response to the guided negative pressure is provided so as to be able to come into contact with the roller, and when the roller and the cam come into contact, the throttle valve will not open any further even if the accelerator pedal is further depressed. An automatic carburetor throttle valve opening control device featuring: