JPS6198951A - Carburetor - Google Patents

Abstract

PURPOSE:To prevent an excessive delivery of fuel due to centrifugal force, by interposing both a fuel cut valve, which limits the circulation of fuel when a throttle valve is closed or an accelerator pedal is not depressed, and a curved flow path member which converts a flow direction of the fuel. CONSTITUTION:A carburetor 1 has each barrel 7, 7' in a primary and a secondary side, and fuel in a float chamber 2, being allowed to flow into each main jet 3, 3', is delivered into a Venturi tube 6, 6' of each barrel 7, 7' from each nozzle 5, 5'. Here the carburetor, providing a cylindrical cover tube 40 to be interposed between the float chamber 2 and the main jet 3 in the primary side, constitutes a curved flow path member by providing a communication hole 41 to be drilled in the tube 40 in a vertical direction. While the carburetor, providing a fuel cut valve 10 to be interposed between the float chamber 2 and the main jet 3' in the secondary side, limits a flow of fuel by the valve 10 by moving a piston 13 so as to adjust the opening of a communication hole 12 in a cylinder 11.

Description

[Detailed description of the invention]

"Industrial Application Field" This invention is applicable to vehicles, etc., especially motor vehicles, etc.
This is related to the carburetor that is used. ``Prior art'' When υ+□t' changes direction, the gasoline in the float chamber is subjected to centrifugal force. When the direction of this centrifugal force approximately coincides with the direction of gasoline's output from the float chamber to the main nozzle, the force is a force that subtracts the 'rAi output of gasoline by 1 (manpower increase force) and C However, when the throttle is tightened and the above-mentioned increasing force comes into play, $-shaped gasoline is discharged from the main nozzle even though the airflow area is small, and the air-fuel ratio becomes excessively rich, resulting in a decrease in engine output. There is a problem that the carburetor may drop, stop, or stop.In addition, there is a device disclosed in Japanese Utility Model Application Publication No. 58-29143 as a prior art that aims to improve the problem that occurs in the carburetor when changing direction of a car. An object of the present invention is to provide a carburetor that prevents excessive flow of fuel from a float chamber into a main jet due to centrifugal force when a vehicle changes direction. In a two-barrel carburetor mounted on a vehicle, etc., fuel is communicated from the float chamber of the barrel located at least far from the turning center of the vehicle, etc. on either the primary side or the secondary side to the main nozzle via the main jet. In a part of the flow path, a fuel force or a valve is installed to restrict the flow of fuel to a predetermined flow rate or less when the throttle valve is closed or when the accelerator pedal is not depressed, and a main jet and a float chamber for the other barrel are installed. 1?l at least once during
A feature of the structure is that a bent IA path member is provided to change the flow direction of the material. For example, if it is a car carburetor (mounted further forward in the direction of travel than the Tomo Ichisuke, and the primer'/fl is located further forward than the secondary side (17F), the primary side is usually farther from the center of rotation. In this case, a fuel power valve is provided on the primary side, and a bent flow path member is provided on the secondary side.It is preferable that the operation of the fuel cut valve is linked to the opening and closing of the throttle valve, but the opening and closing of the throttle valve is controlled by the accelerator pedal. Since it almost corresponds to the W work, it may be linked to the operation of the accelerator pedal.
If the fuel that has passed through the fuel cut valve is then supplied only to the main system, then the furnace's efficiency is lk ill.
It is possible to substantially limit the flow to 1t11, but if it is also supplied to the throat line, it means that it should be limited so that it can flow to a predetermined flow required for low rotation. δ, "vehicles, etc." refers to moving objects such as automobiles, ships, trains, etc., and "mounted" refers to vehicles intended for use in vehicles, etc., regardless of the relationship with the propulsion force of the vehicle, etc. This means that it is installed inside a vehicle, etc. [Example J Hereinafter, the present invention will be further explained in detail based on the example shown in the drawings. Here, FIG. 1 shows a schematic 4+?carburetor of an embodiment of the present invention. i cross-sectional view, Figure 2 is A- in the 1st floor
A sectional view and FIG. 3 are B-8 sectional views in FIG. 1. Note that this invention is not limited to this. The first carburetor 1 shown in FIGS. 1 to 3 is an embodiment of the present invention, and is of a two-barrel type and includes a primary side barrel 7 and a secondary full barrel 7'. The gasoline in the float chamber 2 is stored in the main tank on the primary side.
The main nozzle 3 and the secondary (111) flow into the main nozzle 3', and are discharged from the primary (1) main nozzle 5 and the secondary (main nozzle 5') into the Hentury tube 6.6' of each barrel.

[IT room 2
Between primary i and 1llll main J throat 3,
A cylindrical cover tube 40 is interposed, and a communication hole 41 is bored in the cover tube 40 in the downward direction. Therefore, 1X from float chamber 2 to main shared 3
The 1-year-old gasoline first flows in the direction of arrow β in Fig. 3, flows into the cover bench, -bu, 10, and then flows in the direction of arrow α.
The flow changes direction and flows into the main knob throat 3. There is a r, ' between the float chamber 2 and the secondary 1111111 main jet 3'! A four-cant valve 10 is interposed. This fuel cut valve 10 has a flip 1
By adjusting the opening degree of the communication hole 12 drilled in 1 by the movement υI of the piston 13, the flow rate l111 B! J. Movement of the piston 13 is controlled by a switch 15 that is turned on and off in conjunction with an accelerator pedal (not shown). [jjl, when the accelerator pedal is released, the switch 15 is off and the piston 13 is at a position where the spring in the 701 section 14 blocks the communication hole I2'f? (Figure 2, two-dot chain line). Since there is no slow system on the secondary side, it is possible to cut off the gasoline flow to fR. When you press the accelerator pedal, switch 15
is turned on, and the solenoid in part 11 and 14 turns on piston 13.
is sucked in, and the communication hole 12 is fully opened (solid line in Figure 2). When the direction of gasoline flowing into the main jet 3' is as shown in the arrow α shown in FIG.
It is perforated in a direction perpendicular to the direction. Therefore, the gasoline flowing into the main jet 3' from the float chamber 2 first flows in the direction of the arrow β in FIG.
The flow changes in the direction of the arrow α and flows into the main jet 3'. Assuming that this carburetor 1 is installed in a car in the forward direction of the vehicle and further forward of the rear axle (not shown),
When the float rotates to the right, the gasoline in the float chamber 2 is subjected to centrifugal force in the direction of arrow T shown in the second and third positions. Since the turning center is always on the extension line of the rear axle, the secondary gasoline in the float chamber 2 is further away from the turning center than the gasoline in the primary fil+, and is subject to a stronger centrifugal force. Therefore, the direction γ of the force due to centrifugal force and the main nozzle) 3.3
When the inflow directions α of gasoline flowing into the two sides match, each side receives a force that increases the inflow, but the secondary side receives a force that increases the inflow of gasoline to a greater extent than the primary side. Therefore, if there were no fuel cut valve 10, more than the normal amount of gasoline would flow into the main jet 3' due to centrifugal force, and the bench! As a result, an excessive amount of gasoline is discharged from the main nozzle 5' relative to the amount of air flowing through the pipe 6'. When the throttle valve (not shown) is open, there is a relatively large amount of air, so there is no problem if the gasoline is discharged in excess, but if the gasoline is discharged in excess when the throttle valve is closed, Because the air flow rate is extremely low, the air-fuel ratio becomes significantly overrich, which may lead to a reduction in engine output or a stoppage. However, in the carburetor 1 according to the present invention, since the fuel cut valve 10 cuts off the flow of gasoline when the accelerator pedal is not depressed, the centrifugal force is reduced by 1 no.
Even if the main jet 3' is closed, a large amount of gasoline will not flow into the main jet 3'. Therefore, when the throttle valve is closed (it is safe to assume that the throttle valve is closed when the accelerator pedal is released), a situation where excessive gasoline is discharged from the main nozzle 5' can be prevented.
) - will be done. As a result, the air-fuel ratio does not become overrich, and the engine output is prevented from decreasing or stopping. On the other hand, when the accelerator pedal is depressed, the piston 3 is retracted and the communication hole 12 is fully opened, so that the gasoline flow is not restricted in any way and the main jet 3'
This means that there may be an inflow into the country. Note that the communication hole 12 is formed perpendicularly to the outflow direction α of gasoline to the main shear port 3'. As described above, the gasoline flowing into the nozzle 3' first flows in the direction of the arrow β in FIG.
After flowing into the main jet 3', the flow changes in the direction of the arrow α and flows into the main jet 3'. By the way, the centrifugal force in the direction of arrow β in FIG. 2 does not act as a force to increase the flow of gasoline in the direction of arrow β, which is perpendicular to the centrifugal force. As a result, the flow of gasoline from the float 2 to the main jet 3' is increased by the centrifugal force, so that the overall flow becomes smaller. In this way, the adverse effects of centrifugal force can be suppressed to a small level even by changing the flow direction for one day while gasoline flows from flow I/chamber 2 to main jet 3'. The main jet 3 is also weaker than the secondary side, but it has no power to increase the dt of gasoline. However, the gasoline flowing into the main jet 3 from the float chamber 2 first flows through the third
Although the flow must be changed from the direction β in Figure 3 to the direction α in Figure 3, the force in the direction of arrow T does not act on the flow of gasoline in the direction of arrow β as a force that increases the flow. Therefore, the effect of increasing the flow of gasoline into the main jet 3 can be suppressed to a small value as a whole. After all, this capretor 1 prevents the engine from decreasing in output or stopping when the accelerator pedal is released and the vehicle turns to the right. As another embodiment, the fuel cut valve 10 may be operated in conjunction with the opening and closing of the throttle valve, and an elbow pipe may be used in place of the cover tube 40. Note that on the primary side Barrel 7 is the secondary barrel 7'
If a carburetor of the same type as this carburetor 1 is installed in a position further forward of the vehicle and before the rear center axis of the vehicle, the primary side will be placed higher than the secondary side during turning.
Since the primary side is farther away from the center, the primary side will receive stronger centrifugal force. Therefore, in this case, the primary side is provided with a fuel power and a torpedo, and the secondary side is provided with a kerach J-b. When the carburetor is mounted after the rear axle of the automobile, the side receiving the strong center force is opposite to the above, so the side where the fuel power hub is provided and the carbox 5-bar are provided are opposite to those described above. In short, the fuel force, Toharp, has a high ability to prevent the effects of centrifugal force, so it is installed in the fuel flow path on the side that receives centrifugal force, and on the side that receives weak centrifugal force, it is From the viewpoint of simplicity, it is preferable to provide a cover tube. Effects of the Invention According to the present invention, in a two-barrel capretor mounted on a vehicle, etc., the float for the barrel disposed at least on either the primary side or the secondary side at a distance from the turning center of the vehicle etc. In a part of the fuel flow path that communicates from the chamber to the main nozzle via the main jet,
A fuel cut valve that restricts the flow of fuel to a predetermined flow rate or less when the throttle valve is closed or when the accelerator pedal is not depressed is provided, and at least once the fuel is cut between the main jet, throat and float chamber for the other barrel. A capretor is provided that is characterized by having a meandering channel member interposed therein for changing the flow direction of the fuel, which prevents a large amount of fuel from flowing into the main jet due to the action of centrifugal force when a vehicle or the like changes direction. This can be prevented at least when the throttle is closed, so even though the throttle is closed, excessive fuel is discharged from the main nozzle, causing an imbalance in the air-fuel ratio and causing a drop in engine output or a shutdown. You will be able to prevent this from happening. Note that the present invention can be similarly applied to a twin carburetor.

[Brief explanation of the drawing]

Fig. 1 shows the shaft type 4 of a carburetor according to an embodiment of this invention.
．． Wi cross-sectional view, Figure 2 is the A-A cross-sectional view in Figure 1.
FIG. 3 is a sectional view taken along line 13-B in FIG. 1. (Explanation of the bottom of the sign) l...Carburetor 2...Float chamber 3.3'...Main jet 5.5'...Main nozzle 7...Primary side barrel 7'...Secondary (usually Barrel 10...Fuel cut valve 11...Cylinder 12...Communication hole 13...
Piston 40...Cover tube 41...Communication hole α...
Mainsy? Direction of inflow into A) β: Direction of inflow into the flip or cover tube T: Direction of action of centrifugal force.

Claims (1)

[Claims] 1. In a two-barrel carburetor mounted on a vehicle, etc., the barrel located far from the center of rotation of the vehicle, etc., on either the primary side or the secondary side, has a main jet from the float chamber. A fuel cut valve is installed in a part of the fuel flow path communicating with the main nozzle to limit the flow of fuel to a predetermined flow rate or less when the throttle valve is closed or when the accelerator pedal is not pressed. A meandering channel member is interposed between the main jet and the float chamber to change the flow direction of the fuel at least once, so that centrifugal force acts when the vehicle changes direction, even when the throttle is closed. A carburetor characterized in that a large amount of fuel is prevented from being discharged from a main nozzle regardless of the situation. 2. The carburetor according to claim 1, wherein the fuel cut valve is installed at a fuel outlet to the main jet that is opened in the wall of the float chamber. 3. The carburetor according to claim 1 or 2, wherein the fuel cut valve is an electromagnetic valve. 4. The carburetor according to any one of claims 1 to 3, wherein the bent flow path member is a hollow tube, and the fuel inlet and outlet are opened at right angles to each other.