KR790001697B1 - Carburetor - Google Patents

Abstract

A carburetor assembly of an I.C. engine with at least one main and auxiliary combustion chamber connected by a torch nozzle was composed of a body having primary, secondary passage with throttle valves (18)(20)(22) mounted on shafts(19)(21)(23), resp. after a link, for rotating 18 & 22 in opposite direction, being connected to each arm(80,82) with 79 & 81, resp., and 18 was rotated through a predetermined arc of travei (in the carburettor). 20 was rotated by a cam(62) and follsower(63).

Description

Carburetor

1 is a side view of a part of an embodiment of the present invention.

2 is a cross-sectional view taken along line 2-2 of FIG.

3 is a bottom view showing a part of the apparatus of the present invention.

4 is a partial plan view of the apparatus.

5 is a side view showing the primary intersection of the closed position.

6 is a side view showing the primary bridge of the open position.

7 is a side view showing the state of the cam and follower connection between the primary bridge and the secondary bridge.

10 is a plan view of a modification thereof.

11 is a side view of the device shown in FIG.

12 is a plan view of a portion of FIG.

13 is a cross-sectional view taken along line 13-13 of FIG.

14 is a side view of a second modification.

15 is a cross-sectional view taken along line 15-15 of FIG.

First of all, the outline of the carburetor assembly has primary and secondary venturi passages for supplying the lean mixer to the engine's main combustion chamber and secondary venturi passages for supplying the rich mixer to the engine's secondary combustion chamber. Have The bridge in each passage has an axis, the axis of the primary bridge projecting through a hollow hub on the carburetor body.

Several members and springs are mounted on the hub to act to control the rotational movement of all throttles during the various operating conditions of the engine.

The link is condensed to the arm pivoting at one end with the primary sympathy and at the other end to the arm pivoting with the parasympathy. And the angle adjustment is provided between the parasymbol and its arm. The geometric relationship between the link and the arm is to provide a corresponding movement between the sympathies.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the following, a detailed description of the present invention relates to an internal combustion spark ignition piston engine in which each cylinder has a subcombustion chamber in communication with the main combustion chamber and the torch nozzle. This type of engine is described in US Pat. No. 3,890,942 to Tadeda, which was issued in the United States on June 24, 1975. “NOx in the exhaust gas of an internal combustion engine. Reduction of HC and CO ”.

More specifically, the present invention relates to a vaporizer assembly for supplying a lean mixer to a main combustion chamber and a rich mixer to a subcombustion chamber. In order to avoid the generation of unnecessary contaminants in the exhaust gas of the engine, it is important that the air-fuel ratio (ratio of air and fuel) of the lean and rich mixers is kept at a narrow limit with respect to the operating conditions of the entire engine.

Thus, it is important to minimize the generation of contaminants during cranking, fasting, idling, chest low idling, acceleration, gear shifting, highway operation, slow acceleration and rapid acceleration.

According to the present invention, the primary throttle shaft, which is one axis of the pier, protrudes through a hollow hub integrally formed on the vaporizer body.

A tightening cable attached to pivot the top of the hub against the action of the spring is connected to the operator's member. The member of the connector secured to the projecting end of the shaft connects the operator member to the shaft. In this way, the tension in the tightening cable is resisted by the hollow fixing hub, and the tension does not cause the axial bending. Another member that affects or deforms the rotational movement of the throttle is also attached on the hollow anchoring hub, and the transverse force from which it occurs is also absorbed by the hub, not the throttle. This property helps to ensure the smooth opening and closing of the bridge. A new type of connection is also established between the primary bridge controlling the lean mixer and the secondary bridge controlling the rich mixer.

This connection is achieved without the use of a cam and extremely precisely regulates the position of the secondary edge relative to each angular position of the primary edge. This connection is connected with the primary throttle to rotate and extends from the plane orthogonal through the axial center of the primary axial to the plane including the axial center of the primary and secondary axial axes and to the side of the plane containing the axial center. The arm pivoting transversely to the other side, and connected to rotate with the sub-axis, extending toward the main axis in the plane orthogonal to the plane including the axis of the primary and secondary axes, including the axis A link fixed to the arm that rotates only on one side of the face is employed together with an adjusting device for changing the angular position of the arm with respect to the axis thereof. In this way, the link connecting and regulating device ensures to supply an appropriate amount of the rich mixer to the subcombustion chamber of the engine with respect to the lean performance mixer supplied to the main combustion chamber of the engine under any operating condition of the engine. In addition, a new type of mechanism is employed with an active device for closing the secondary bridge when the primary bridge moves to the closed position to generate the opening of the secondary bridge after the primary bridge is opened by a predetermined amount.

A vacuum actuator is employed to position the point of intersection between certain operating conditions of the engine. Prevent the ducts with additional devices from closing too quickly, as well as ensure that they are closed quickly when the electrical ignition system becomes inoperative.

And another detailed object and advantages are apparent below.

In the figure, reference numeral 10 denotes a carburetor, and the assembly of the carburetor includes a metal body 11 having a primary passage 12, a wall for forming a secondary passage 13 and a side passage 14; Include. Their passages are parallel and at the same time have venturi slows 15, 16 and 17, respectively. The fuel jet introduced from the float chamber in the main body 11 forms a lean mixer in the passages 12 and 13 so as to be supplied to the main combustion chamber of the engine, and is enriched in the passage 14 to be supplied to the subcombustion chamber of the engine. Make a mixer.

Each of the passages 12, 13, 14 has an symmetry supported on an axis that rotates with respect to the vaporizer body 11. In this way, the primary bridge 18 is fixed on the shaft 19, the secondary bridge 20 is fixed on the shaft 21, and the secondary bridge 22 is fixed on the shaft 23. And the axes 19, 21, 23 are parallel.

As shown in FIG. 2, the hollow portion 24 is formed in the wall of the vaporizer main body 11, and protrudes outward therefrom to surround a part of the throttle shaft 19. As shown in FIG. Form. The operator member indicated by reference numeral 25 is attached to be rotated on the fixed hub 24, and the member 25 is two metal punches fixed to each other by a pin 28 that rotates as a unitary device. It consists of (26) and (27). The single member 25 is operated by a torsion spring 29 surrounding the hub 24 with one end engaged with the stop pin 30 and the other end engaged with the member 25. The torsion spring 29 thus acts on the single member 25 counterclockwise as a first degree, as opposed to the opening movement of the primary bridge 18. The component 26 of the single member 25 has a fin 33 extending in the axial direction, which has a portion to be received in the slot 34 on the connecting member 35. The connecting member 35 is fixed by the nut 36 to the protruding end portion of the shaft 19. It can be seen from this description that the single member is installed on the fixed hollow hub 24 but connected to rotate with the bridge 19.

The component 27 of the single member 25 has an integral socket 37 which receives the terminal fitting 38 at the end of the tightening cable 39. The cable 39 passes through the receiving tube 40 fixed to the fixing bracket 41 with the lock nut 42. The tension given to the clamping cable 39 acts on the single member 25 while rotating it clockwise in FIG. 1 against the action of the torsion spring 29. This rotational movement of the member 25 causes the connecting member 35 to rotate the throttle 19 in the direction that opens the primary stool 18 in the passage 12. The closing position of the bridge 18 is determined by the setting of the adjustment screw 43 that engages the stopper 44 provided on the component 27. The movement of the stool 18 is limited by contact with the fixed stop pin 30 of the stopper 45. Since the operator member 25 is fitted on the fixed hub 24 and not on the shaft 19, the linear force given to the socket 37 by the tightening cable 39 does not generate a bending load on the shaft 19. Do not. The torque on the member 25 is transmitted to the throttle 19 via the connecting member 35. Two other members are installed to pivot on the hollow hub 24. On the other hand, the determinant 47 for determining the tightening position has an arm 48 which is affixed to the rod 49 of the operator extending from the vacuum actuated diaphragm assembly 50. The other arm on the tightening positioner 47 has a rounded nose portion 51 that engages the side of the fin 33. The slot 52 is equipped for initial factory adjustment of the round nose 51 with respect to the fin 33 by the insertion of a modifying tool into the slot. Another member pivotally installed on the hollow hub 24 is represented by a 53, which is a first arm condensed by a 55 to an operator rod 56 extending from the diaphragm assembly 57. 54). The rounded nose portion 58 on the arm 54 is in contact with the shoulder 59 on the component 27 of the single member 25.

Slot 60 provides a device for factory adjustment located in round nose 58.

The component 27 of the single member 25 has an outer circumferential cam surface 62 that cooperates with the follower roller 63 on the member 64.

This member 64 pivots simultaneously with the axis 21 for the secondary bridge 20.

The shaft 21 protrudes through the hollow fixing hub 65, and the protruding end thereof is fixed to the member 64. The other member 66 is fitted to pivot in the stationary hub 65, which has a radial protrusion 67 engaged at one end 68 of the torsion spring 69. The other end 70 of the torsion spring is integrated into the fixing protrusion 71 on the vaporizer body 11. It will be appreciated that in this description the torsion spring 69 acts to rotate in the clockwise direction as seen in FIG. The projection 67 on the member 66 imparts an opposite force to the opening movement of the secondary bridge 20 at the end 72 of the member 64. The roller 72a provided on the single member 25 is engaged with the cam surface 73 on the member 66 after passing through a circular arc stroke predetermined in the direction in which the primary throttle 19 opens.

When the single member 25 continues to rotate in the open direction, the roller 72a moves the member 66 counterclockwise against the action of the torsion spring 69. Prior to engagement with the cam surface 73 of the roller 72a, the cam surface 62 is moved to a position where the member 64 can rotate counterclockwise with respect to the roller 63. As shown in FIG. The rotational movement of the secondary throttle 21 is achieved by the vacuum actuated diaphragm assembly 75 which acts via the rod 76 and the attenuation 77 to the member 64. A device is provided to cope with the movements of the primary bridge 18 and the secondary bridge 22. In order to minimize unnecessary contaminants in the engine's exhaust gas, it is essential that these two bridges be precisely controlled during the operating conditions of the entire engine. The link 78 is squeezed with 79 to the forwardly extending arm 80 blocked on the operator member 25. The link 78 is constricted with 81 to the rearwardly extending arm 82 on the member 83 pivoting around the axis of the throttle 23. The other member 84 fixed to the throttle 23 is freely connected to the member 83 by the adjustment screw 85.

The adjusting screw 85 controls the positions of the relative angles of the members 83 and 84, and in this way controls the position of the pivot 81 relative to the sub-leg 22. The torsion spring 86 extends between the pivots 79 and 81 to prevent rocking.

The lip 18, 22 is marked in the closed position with the fifth degree and in the opened position in the sixth degree.

The effective length "a" of the short arm 80 as shown in FIG. 6 in order to obtain the desired angular motion with respect to the primary bridge 18 of the side bridge 22 is the effective length "of the long arm 82". b ”should be about 3/4. And the following relationship must exist.

(a + c) /d=0.9 to 1.2

Where a = effective length of short arm (80)

c = effective length of link 78

d = distance of the centerline of the ridges 19, 23

7,8 and 9 are graphs showing how the primary bridge 18 moves relative to the secondary bridge 20. In FIG. 7, both eccentrics 18 and 20 are closed. When the terminal bracket 38 of the tightening cable 39 acts on the socket 37 to rotate the primary bridge 18 about 40 degrees, as shown in FIG. 8, the cam roller 72a is a member 66. Since the cam face 73 is properly reached, the secondary bridge 20 is in a closed state.

According to the continuous rotational motion of the primary bridge 18, the roller 72a on the cam surface 73 rotates counterclockwise by opposing the member 66 against the torsion spring 69. As shown in FIG.

This causes the protrusion 67 to move in a direction that separates the member 64, so that the diaphragm assembly 75 can rotate the throttle 21 counterclockwise to open the secondary ridge 20. In Fig. 2, the edges 18 and 20 are shown in the open position. As shown in FIG. 2, the crank arm 87 may be secured to the protruding end of the shaft 19 for connection to a conventional acceleration pump (not shown).

Initial cranking of the engine in operation may require the use of the choke device 88. During this initial cranking, the primary bridge 18 and the secondary bridge 22 are in the "fast idle" position, and the secondary bridge 20 is closed. The engine is started to rotate downward by its own force, and when the cranking is broken, an accelerator pedal (not shown) is tightened to rotate the actuator member 25 clockwise when viewed in FIG. Operate (39) to move.

This results in the opening movement of the primary bridge 18 and the opening movement of the para bridge 22.

Initial motion of the operator member 25 is resisted by the torsion spring 29, and after the member 25 has rotated several times, the rod 56 reaches the bottom in the device 57, Further rotational movement of 54) is prevented. Further rotational movement by the actuating member 25 is resisted by both torsion springs 29 and 32. When the primary bridge is about 40 degrees open, the cam surface 62 moves to allow the roller 63 and the member 64 to rotate around the axis of the secondary bridge shaft 21. A large amount of air flows by placing the primary passage 12, which causes a significant pressure drop in the venturi slower 15.

This low pressure part in the passage (not shown) venturi 15 communicates with the vacuum actuated diaphragm assembly 75. According to the open movement in which the primary bridge 13 is continued by the tightening control cable 39, the engine speed is increased, and as a result, the amount of air introduced through the venturi slow 15 is increased. Cause This in turn causes a greater pressure drop in the venturi slower, whereby the vacuum actuated diaphragm assembly 75 extends the rod 76 to obtain a secondary bridge 20. This supplies an additional amount of lean mixer to the engine's main chamber. At the same time, the ring cages 78, 80, 82 again increase the opening of the side bridge 22 to provide an increase in the supply of the rich mixer to the subcombustion chamber of the engine.

The control valve (not shown) connects the vacuum operated diaphragm assembly 50 to the suction pressure of the manifold only when the negative pressure after suction reaches a predetermined size, for example 530 mm of mercury.

When the driver's vehicle decelerates and decelerates, the driver lifts his foot off the accelerator so that the return springs 29 and 32 counterclockwise when viewing the primary bridge 18 in FIG. Allow to revert. The torsion spring 69 strongly controls to start closing the secondary bridge 20. However, when the secondary bridge 20 is moving toward the position where the primary bridge 18 is closed, the open state tends to continue.

This is because the vacuum strength in the apparatus 75 does not decrease quickly enough to respond to changes in suction pressure in the primary venturi throw 15. This difficulty is overcome by the action of the cam face 62 and the follower roller 63. In other words, the action forces the closing of the secondary bridge 20 when the primary bridge 18 is closed.

Subsequent gradual deceleration results in a continual closing motion of the primary secondary stool and the closing movement of the secondary stool 22 corresponds to the closing movement of the primary stool 18.

If the driver of the vehicle hastily lifted his foot off the accelerator, a sudden deceleration of the engine occurs. This is because the primary bridge 18 and the secondary bridge 22 move toward the idling position while the secondary bridge 20 moves toward the closed position.

The positioner assembly 50 acts to ensure that the bridge is opened at an angle greater than the idling position while the vehicle is decelerated above a predetermined speed so as to minimize bad emission formation in engine exhaust. The diaphragm assembly 57 first acts as a dash that limits the closing of the primary and secondary lip so quickly that it would interfere with proper operation of the engine. When the vehicle driver takes his or her foot off the accelerator pedal to shift or decelerate, it is advisable to reduce the blocking rate when the primary bridge 18 is close to the closed position. This necessitates overcoming the function of the positioner assembly 50, which does not respond rapidly when the stool 18 approaches toward a rapidly closed position. When about 12 miles / hour or less, a speed detection switch (not shown) shuts off the supply of vacuum pressure to the assembly 50 and allows the primary bridge 18 to close to the idle position. The device 57 also acts as a run on preventer as the electrical ignition circuit communicates with the chamber inside when the electricity is released.

In the variants of the invention shown in the tenth through thirteenth embodiments, the vaporizer assembly 100 is employed to supply a lean mixer to each of the main combustion chambers of the engine, and the second vaporizer assembly 101 is a rich mixer in the combustion chamber of the engine. It is equipped to supply.

The first vaporizer assembly 100 employs a tightening operator bar 102 to actuate the intersection of the conventional assembly 100 as a normal type. The tightening bar 102 is affixed to the crank member 104 fixed to the intermediate shaft 105 at 103. The tension spring 106 is connected to the crank member 104 to rotate the shaft 105 counterclockwise when viewed in FIG. The sub ridge 107 is fixed on the throttle 108 installed so that the vaporizer 101 rotates on the main body 109.

The cam member 11 is stuck to the disk 111 fixed to the shaft 105 and the cam 110 has a cam surface 112 engaged with the follower roller 113 on the crank arm 114. The crank 115 connected to the throttle 108 is freely connected to the crank arm 114 by the adjustment screw 116.

In this description, it is understood that the rotational motion of the intermediate shaft 105 is generated in the rotational motion of the bridge 107 via the cam 110, the follower roller 113, the adjusting screw 116 and the member 115. can do.

The intermediate shaft 105 is blocked in the bearing 118 fixed on the fixing bracket 119. The shaft 105 is again restrained in the fixed hollow hub 120 fixed to the fixing bracket 121. The operator member 122 is installed to rotate on the hub 120 and has a socket 123 for receiving the end bracket 124 of the tightening cable 125. The tension spring 126 is connected to the operator member 122 to resist in clockwise motion as seen in FIG. The engaging portion 132 on the member 104 protrudes onto the actuating member 122, and thus resists the force exerted by the tightening cable 125 and the actuation of the spring 126. The member 104 rotates to rotate the intermediate shaft 105 of the rotational movement.

The diaphragm assembly 127 acts by interposing the rod 128 and the condensation 129 to the member 130 fitted to be rotated on the hollow fixing hub 120. The locking portion 131 fixed to the disc 111 overlaps one portion of the member 130, so that the tension of the rod 128 acts to rotate clockwise when the shaft 105 is viewed in FIG. 10.

This device can be described as a dashpot to prevent the bridge from closing too soon.

The vacuum actuated diaphragm assembly 133 acts via the rod 134 and the stem 135 to rotate the member 136 installed to pivot on the fixed bearing 118. The other member 137 fixed to the protruding end of the shaft 105 has a locking portion 138 superimposed on a portion of the member 136, so that the tension of the rod 134 acts to rotate the shaft 105. do. This device can be described as a tightening positioner.

The shaft 105 connected to pivot the parasymmetric shaft 108 is operated on the tightening cable 125 via a member installed to pivot on the fixed hub 120 and the shaft 105 protrudes through the hub 120. Therefore, it can be seen that the load generated by the cable tension is not taken by the shaft 105 but by the fixed hub 120.

And the rotational movement of the symmetry shaft 108 is applied to the action of the tightening cable 125 can be seen that it is affected by the action of the diaphragm assembly 127 and the vacuum operating device 133.

In another variant of the present invention as shown in FIGS. 14 and 15, the normal vaporizer 100 is employed as described above and the intersection thereof is operated by the tightening actuator 102.

However, there is no intermediate shaft corresponding to the shaft 105, and instead, the sub-shaft shaft 104 is directly connected via the members 141 to the members 142 and 143 installed to rotate on the fixed hollow hub 144. do.

The hub 144 acts to control the supply of the rich mixer to the subcombustion chamber 146, which is formed integrally with the main body 145 of the incubator assembly 146, in the passage 146 and to the subcombustion chamber of the engine. do.

The tightening cable 150 is accommodated in the socket 152 installed in the member 142 and has a bracket 151 at its end. The tensioning of the tensioning cable 150 acts to rotate the member 142 clockwise as seen in FIG. 14 against the action of the tension spring 153. The torsion spring 154 surrounding the hub 144 is opposed to the rotational movement of the member 142 by the force employed by the tightening positioner connection 155 or the dashpot connection 156.

The adjustment screw 157 provides a device for changing the position of the stool 147 relative to the member 142.

The tightening positioner rod 158 and the dashpot rod 159 have a last priority connection 160, 161, respectively.

This is necessary to allow the bridge 147 to open beyond a certain position without being interrupted by the respective short stroke rods 158 and 159. The operation of the variant of the invention as shown in FIGS. 10 to 13, 14 and 15 will be apparent from the description of the preferred embodiment described above.

The state of implementation of the invention is, for example, as follows.

[State 1]

A vaporizer according to claim, in which an angle adjusting device is interposed between an arm that extends rearward and an auxiliary bridge.

Claims (1)

A vaporizer assembly for use in an internal combustion engine having at least one main combustion chamber and a subcombustion chamber in communication with a torch nozzle, the primary passage and the secondary passage suitable for supplying a lean mixer to the main combustion chamber of the engine. And an auxiliary passage suitable for supplying a rich mixer to the combustion chamber of the engine, each of the passages having a bridge attached to the bridge, for attaching the bridge for a rotational movement around the parallel axis; Extends toward the secondary axis in a plane that is connected to rotate with the primary axis and is orthogonal through the axis of the primary axis to the plane containing the axis of the primary axis and the secondary axis, and on one side of the plane containing the axis An orthogonal axis through the axis of the secondary axis with respect to the arm pivoting transversely to the other side and connected to rotate with the secondary axis and including the axis of the primary and secondary axis Extending from the side to the main axis and pivoting only on one side of the plane, including the axis, and the primary linkage and primary linkage of each of the arms to rotate in opposite directions. A carburetor having a combination of a cam and follower device, which is rotated over this prearranged arc and then led to a rotational movement of the secondary bridge.

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