JPS61101662A - Fuel supplying device for engine - Google Patents

Abstract

PURPOSE:To improve accelerating property by a method wherein a fuel regulator is provided with a driving mechanism, which increases fuel pressure by operating a release valve, while the same mechanism is operated in conjunction with a throttle valve through a link mechanism upon sudden acceleration. CONSTITUTION:In the engine, in which the fuel regulator 13 is provided in a fuel path 10 supplying fuel, delivered by a fuel pump 8 driven by a prime mover 7 together with an air pump 9, into the fuel injection port 12 of an injector 11 provided in a small venturi 4, the fuel regulator 13 is constituted of a fuel chamber 16, partitioned by diaphragms 17, 19 respectively, a vacuum chamber 18 and an air chamber 20. The driving mechanism 34, consisting of two sheets of diaphragms 29, 30, rods 31, 32 and a returning spring 33, is provided at the side of the air chamber 20 while the rod 31 is inserted into the air chamber 20 to approach it to the diaphragm 19. The diaphragm 30 of the driving mechanism 34 is connected to and operated in conjunction with the throttle valve 5 through the link mechanism 35 to constitute the accelerating device.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a device for supplying fuel to carrots, primarily automobile gasoline carrots.

(Prior art) In the fixed bench valve type carburetor, which is the most common device for mixing fuel and air and supplying it to carrots, the fuel is sucked out into the intake passage using the negative pressure generated by the intake air flow. Separately, in the no-load to low-load operating range, low-speed fuel is sucked out into the intake passage by using the high suction pipe negative pressure downstream of the throttle valve. According to this configuration, the throttle valve opening is as follows? The connection between the low-speed fuel and the main fuel in the vicinity where the main fuel begins to be sucked out when jC1 becomes larger becomes a problem. In this case, in order to improve the suction and atomization of the main fuel by increasing the negative pressure of the bench lily and to improve the connection of the fuel, the diameter of the vent lily may be made smaller or multiple bench lilies may be used. High output cannot be obtained because air intake resistance increases. Therefore, in normal automobile engines, it is common to use a two-stage carburetor to increase the total amount of intake air and achieve high output, but the fuel connection between the first-stage side carburetor and the second-stage side carburetor is Not only will this become a problem, but it will also complicate the trench construction. On the other hand, if the bench area diameter is increased in order to obtain high output with a single-barrel carburetor, it is unavoidable that the fuel suction deteriorates significantly in the region where the throttle valve opening is relatively small, and this is almost impossible for automobile engines. In addition, when starting the engine, the fuel and intake air are controlled by a choke valve or throttle valve, and during idle control, the auxiliary passage is opened and closed to control auxiliary fuel and air.

During deceleration, a throttle opener, throttle positioner, idle cut mechanism, etc. are used to control fuel and intake air, and many actuators are installed to respond to engine conditions, making the carburetor larger and more complex. ing.

In addition, fuel injection devices that spray pressurized fuel into the intake air stream and supply it to the engine can precisely control the fuel flow rate, but they are significantly more expensive than carburetors and the entire device is complicated. It has the disadvantage of being

So, in order to solve these problems.

The inventor and patent applicant of the present application have proposed a fuel supply device that can supply an air-fuel mixture with a desired air-fuel ratio to an engine over the entire operating range of the engine using a single actuator (
Patent application Shoma-91738, 5B-95326, 58-
152654, 58-161054. 58-207
263, 59-6738. 59-8237).

This fuel supply device includes an intake passage having pliers x IJ;
Consisting of a fuel passage that sends pressurized fuel to the intake passage and injects it, and a fuel regulator that controls fuel pressure,
The fuel regulator has a fuel chamber formed in the middle of the fuel passage.

This fuel chamber and a negative pressure chamber are separated by a first diaphragm, and the negative pressure chamber is an air chamber formed on the opposite side of the fuel chamber and is open to the atmosphere or controlled air is provided. It is separated from the adjustment chamber to be introduced by a second diaphragm. Then, introduce bench lily negative pressure into the negative pressure chamber, and use the pliers s.
The IJ negative pressure is applied to the first and second diaphragms to amplify it and is reversed to positive pressure to adjust the pressure in the fuel chamber. -1 The first diaphragm has a relief valve in its center which continuously varies the effective area of the return passage opening into the fuel chamber and returning to the fuel tank from zero to a maximum. Therefore, the fuel pressure is regulated by reciprocating the relief valve in response to the vent valve negative pressure applied to the second diaphragm.

(Problem to be solved by the invention) However, when testing this fuel supply system, it was found that there was a problem with the acceleration performance when sudden acceleration was performed from idling, especially when the throttle valve was fully opened. there were. That is, as shown in the graph of the experimental results in Figure 33, even if the throttle valve is rapidly opened and full acceleration is performed, the fuel pressure, that is, the fuel flow rate, does not increase at all as shown by the solid line α, and the engine Since the engine speed does not increase as shown by the broken line, the fuel pressure and engine speed do not follow the sudden acceleration.

(+ stage to solve the problem) In addition to the above-mentioned fuel supply system for the engine, a drive mechanism is installed in the fuel regulator to operate a relief valve to increase fuel pressure, and this drive mechanism is also connected to a throttle valve. The drive mechanism is connected to the throttle valve via a link mechanism, and is configured to operate the drive mechanism in conjunction with the throttle valve during sudden acceleration.

(Example) Embodiments of the present invention will be described based on the drawings.

In Fig. 1, 1 is an intake cylinder, 2Fi is an intake passage extending vertically, and 3.4 is a pair of large and small pliers.

5 is a throttle valve, 6 is a fuel tank, 7 is a prime mover that operates during engine operation, &9 is a fuel pump and an air pump driven by this prime mover 7, 10 is a small bench area 4 from the fuel tank 6 via a fuel pump 8. Downstream of the intake passage 2 on the center line is a fuel passage leading to the open fuel nozzle of the injector 11, 13 is a fuel TI4 regulator, 14 is an air regulator, and 15 is a fuel downstream of the fuel regulator 13. aisle 10
This is a solenoid valve installed in the

The fuel regulator 13 has fuel chambers 16. each separated by a diaphragm. Negative royal family 18. The air chamber consists of the royal family. The fuel chamber 16 is provided in the middle of the fuel passage 1G and is partitioned by a negative pressure chamber 18 and a first diaphragm 17, and the negative pressure chamber 18 is provided with a second diaphragm 19 on the opposite side of the fuel chamber 16. An air chamber is provided between the second diaphragm 19.

Further, a negative pressure passageway opened at the outermost part of the smaller bench lily 4 is connected to the negative royal 18, and a second diaphragm 19 is operated in response to the bench lily negative pressure. The second diaphragm 19 has a larger effective area than the first diaphragm 17, and the arm 21 fixedly protruding from the center of the second diaphragm 19 contacts the center of the first diaphragm 17 to connect these two diaphragms. Always keep the spacing between diaphragms 17 and 19 l.
Everything is being done to maintain a constant ζ.

Also, a return passage 2 opens into the fuel chamber 16 and returns fuel to a portion of the fuel passage 10 between the fuel tank 6 and the fuel pump 8.
A relief valve n is fixed to the center of the first diaphragm 17, and a relief valve n that steplessly changes the effective passage area from zero to the maximum is provided. The air chamber m is open to the atmosphere through pores.

Then, two diaphragms 29.3 are placed on the four sides of this air chamber.
0. Rod 31.32. A drive mechanism M consisting of a return spring is provided, and this drive mechanism and the throttle valve 5 are connected via a link mechanism A, and these constitute an acceleration device that interlocks with the throttle valve 5. ing. Both of the two diaphragms 29 and 30 of the drive mechanism M have a smaller effective area than the first diaphragm 19 of the fuel regulator 13, and a rod 31 is fixedly protruding from the center of the diaphragm 4 provided on the fuel regulator 13 side. Its tip is inserted into the air chamber of the +1 fuel regulator 13 and located near the center of the first diaphragm 19. Also, a return spring acts on this diaphragm 4. And another diaphragm 30
is provided on the opposite side from the fuel regulator 13, and a rod 32 fixedly protruding from the center is connected to the link mechanism A. In addition, a small-diameter escape hole M that is open to the atmosphere is provided in the buffer chamber partitioned by the two diaphragms 29 and 30.

The pressurized air generated by the air pump 9 passes through the air passage 5, is adjusted to a constant pressure by the air regulator 14 provided in the middle of the air passage, and is then sent through the injection passage I to the air nozzle n of the injector 11, where it is sent to the air nozzle n of the injector 11, where it is fed into Helps atomize the fuel injected from the nozzle.

The injector 11 includes a fuel nozzle 12 at the tip of the fuel passage 10 and an air nozzle at the tip of the injection passage.

It is installed on the central axis of the intake path 2.

The solenoid valve 15 is opened and closed by an output signal consisting of a continuous electric current i or a pulsed electric current outputted by an electronic control unit 28, and is controlled by the throttle valve opening, negative pressure at the entrance pipe, engine speed, engine temperature, and exhaust gas. The oxygen concentration of the battery, the voltage of the battery, the operation status of equipment that generates electrical loads, and other engine conditions are input as electrical signals to the control unit (28), which processes the data and issues a predetermined output signal to control the solenoid valve. The basic flow rate controlled by the fuel regulator 13 is corrected by opening the valve 15 continuously for an arbitrary period of time or opening and closing the valve at an arbitrary duty ratio.

In this embodiment configured in this way, the pressure P in the fuel chamber 16 of the fuel pressurized to a constant pressure by the fuel pump 8 is
1. The negative pressure in the negative pressure chamber 18 is P! , first diaphragm 17
The effective area of A.

If the effective area of the second diaphragm 19 is B, then 1! .

P, = ('-1) P.

A relationship is established. That is, the negative pressure P of the negative pressure chamber 18 corresponding to the bench lily negative pressure is
It can be seen that the pressure is amplified by -(7-1) times and reversed to positive pressure to adjust the PI. That is, when the bench lily negative pressure is low, the opening degree of the relief valve is increased, the amount of fuel discharged is increased, and the fuel pressure P is lowered, so that the flow rate of fuel injected from the fuel injection port 12 into the intake passage 2 is small. As the negative pressure increases, the second diaphragm 19 closes the negative pressure chamber 1.
The opening degree of the relief valve becomes smaller due to the suction movement of the valve 7 towards 8.

The fuel pressure P is increased to increase the fuel flow rate sent to the intake passage 2.

The fuel controlled in this way is injected from a small-diameter fuel nozzle, collides with air injected from the air nozzle 4 nearby, becomes atomized, mixes with intake air, and is supplied to the engine.

Then, when sudden acceleration is performed from idling operation, the throttle valve 5
In conjunction with this, the link mechanism rotates around the support shaft, and the drive mechanism rapidly moves the diaphragm sword to the other side of the buffer chamber, increasing the internal pressure of the buffer chamber I and moving the diamond 72mm 4 into the fuel regulator. Move it back to the 13 side against the force of the spring.

Follow? The rod 31 touches the center of the first diaphragm 19 and moves it toward the negative pressure chamber 18, thereby reducing the opening degree of the relief valve B and increasing the fuel pressure P, thereby increasing the fuel pressure in response to sudden acceleration. is supplied to the engine.

After the acceleration is completed, the internal pressure of the 4kI chamber I returns to atmospheric pressure through the relief hole 37, and the force of the return spring causes the diaphragm 4 to return to its original position9. The rod 31 is spaced apart from the first diaphragm 19.

Therefore, the fuel regulator I3 returns to normal fuel regulation according to the venturi negative pressure.

When the accelerator of this embodiment having the Jζ configuration as described above was tested at full-open acceleration from idle-link operation to fully open throttle valve, the fuel pressure P, as shown in the graph of FIG. 3, was as shown by the solid line A. A rapid increase was obtained, and the engine speed also increased in accordance with full-throttle acceleration, as shown by the broken line B.

In addition, even in an operation where the throttle valve 5 is gradually opened rather than a sudden acceleration, the drive mechanism moves the diaphragm blade toward the buffer chamber 36 depending on the opening degree of the throttle valve 5, but the atmosphere in the buffer chamber does not flow through the escape hole 5. It escapes into the atmosphere and the drive mechanism stops working.

In the above embodiment, the drive mechanism of the accelerator was constructed using two diaphragms, but it may also be constructed by providing a buffer chamber and a piston within the cylinder.

(Effects of the Invention) As described above, according to the present invention, the fuel pressure is adjusted by amplifying the negative pressure generated in the ventilator corresponding to the amount of intake air. In addition to achieving high output, it is also possible to appropriately adjust the amount of fuel fL and obtain a predetermined air-fuel ratio even in a region where the amount of intake air is small. That is, it is possible to supply an air-fuel mixture with a desired air-fuel ratio over the entire operating range of the engine with a simple configuration. In particular, according to the present invention, the fuel regulator is provided with a drive mechanism that operates a relief valve to increase fuel pressure, and this drive mechanism is connected to the throttle valve via a link mechanism.

Since it is configured to operate the drive mechanism in conjunction with the throttle valve during sudden acceleration, as is clear from the actual numerical results, it works in conjunction with the throttle valve during sudden acceleration to increase fuel pressure and increase engine speed. The engine can be raised in a responsive manner, improving engine acceleration.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a sectional view thereof;
Figure 2 is a partial diagram of the main parts during sudden acceleration. FIG. 3 is a graph showing the experimental results of the conventional product and the product of the present invention. 2... Intake path, 3.4... Bench lily. 5... Throttle valve, 8... Fuel pump, 9... Air pump, 10... Fuel passage, 11... Injector, 13...Fuel regulator, 14...Air regulator, 15...
...Solenoid valve, 16...Fuel chamber. 17, 19.29.30...Diaphragm, 18
... Negative pressure chamber, 20 ... Air chamber, 23.
...Relief valve. 31.32... Rod, 34... Drive mechanism. Ah... link mechanism, 36... buffer chamber. 12:b:Fi;:“bow, (in τ, ni: no change) 3rd @ Toukai (〃) Procedure city + E 蓼) (method) % formula % Name of invention Engine fuel supply system ``1゛0 Relationship with the case of the person making the amendment Patent applicant

Claims (1)

[Claims] An intake passage having a vent lily, a fuel passage for sending pressurized fuel to the intake passage and injecting it, and a fuel chamber formed in the middle of the fuel passage and a negative pressure in the vent lily are introduced. It has a negative pressure chamber, and these two chambers are separated by one of the diaphragms provided on both sides of the negative pressure chamber, and the opening of the relief valve driven by these diaphragms corresponds to the negative pressure in the bench lily. In an engine fuel supply system comprising a fuel regulator for controlling fuel pressure, the fuel regulator is provided with a drive mechanism that operates a relief valve to increase fuel pressure, and this drive mechanism is connected to a throttle valve and a link mechanism. A fuel supply device for an engine, characterized in that the drive mechanism is connected to the drive mechanism via a throttle valve and operated in conjunction with a throttle valve during sudden acceleration.