RU2456469C2 - Fuel feed station - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: electrically operated valve for fluid medium to control the fluid medium flow in fluid medium channel in fuel feed station, for example in carburettor or low pressure spray system, of internal combustion engine; at that, fluid medium valve includes the following: plunger movable along the axis and containing constant magnet having its magnetic direction oriented along the axis, thus creating the front pole and rear pole; chamber passing along the axis and having two opposite valve seats restricting the plunger movement along the axis; at that, front valve seat faces the front pole, and rear valve seat faces rear pole; electromagnetic drive unit to retain the plunger along the axis between two stable positions of the valve when voltage is supplied. When in closed and open positions, the plunger magnet and ferromagnetic element of the corresponding valve seat are located at some distance from each other in order to avoid direct contact to each other. Group of inventions also includes fuel feed station, for example carburettor or low pressure spray system, of internal combustion engine, throttle gate position sensor to determine the position of throttle valve and rod of the gate in fuel feed station, for example carburettor or low pressure fuel spray system, of internal combustion engine, control module for fuel feed station, for example carburettor or low pressure fuel spray system, of internal combustion engine, and ignition system of internal combustion engine.

EFFECT: invention allows creating fuel feed station with low fuel consumption and low exit gas emissions.

56 cl, 12 dwg

Description

Technical field

The present invention relates to a fuel supply unit, i.e. carburetor or fuel injection system at low pressure, to control the flow of the fuel-air mixture into the internal combustion engine. The fuel supply unit includes a main air channel, which is equipped with a throttle valve installed therein, while the throttle valve includes a throttle rod extending between two opposite sides of the rod. In addition, the invention relates to a control module for a fuel supply unit and its power supply and possible interaction with an ignition system.

State of the art

Two-stroke or four-stroke type internal combustion engines are usually equipped with a carburetor or injection type fuel supply system. In the carburetor, the carburetor throttle acts on the driver's request in such a way that a fully open throttle creates minimal throttle in the carburetor diffuser. The vacuum created in the carburetor diffuser by passing air sucks the fuel into the engine.

Diaphragm-type carburetors are particularly useful for portable engine applications in which the engine can operate in substantially any direction, including from top to bottom. Typically, such carburetors include a fuel pump that draws fuel from the fuel tank and supplies fuel to the fuel pressure regulator through a needle valve. The fuel pressure regulator typically includes a fuel metering chamber in which the fuel supplied from the fuel pump is located, wherein the fuel metering chamber is typically separated from the atmosphere by a diaphragm that adjusts the fuel pressure to a constant pressure. The needle valve opens and closes the fuel channel from the fuel pump to the chamber for measuring fuel consumption when moving the diaphragm. Fuel is delivered from the fuel flow metering chamber to the main air channel through the main channel and the idle channel. The main channel leads to the main nozzle located in the main air channel through the fluid to the throttle, while the idle channel leads to the idle nozzle located in the fluid immediately after the throttle.

Local environmental conditions, such as temperature and altitude, as well as engine load and fuel used, can affect engine performance. For example, engines operating in cold weather require additional fuel because cold conditions inhibit the evaporation of the fuel, while the cold air is denser and requires additional fuel in order to achieve the proper fuel / air ratio. At high altitudes, air is less dense, and less fuel is required to get the proper fuel / air ratio. Different fuel quality can also affect the air-fuel ratio, for example, due to the amount of oxygen in the fuel. The engine may also behave differently when starting, preferably warming up, during acceleration and during braking. All of these factors influence the amount of fuel required for an optimal fuel-air ratio; therefore, it is desirable to easily influence the air-fuel ratio during engine operation.

Traditionally, carburetor engines have been equipped with stationary nozzles or manually adjustable nozzles to adjust the air-fuel ratio. However, since requirements for reduced fuel consumption have increased along with requirements for cleaner exhaust gases, electronically controlled nozzles have also been proposed, for example, due to the presence of an electromagnetic valve in the channel between the fuel metering chamber and the nozzles in the main air channel, such as for example, in US patent No. 5732682. Although carburetors with solenoid valves are effective in reducing harmful emissions into the atmosphere, they are more expensive and may require more time. Meni for assembling, increasing the expense of the overall costs associated with the manufacture of carburetors. Another problem with using electromagnetic type fuel valves was increased energy consumption.

In particular, when the engine is idling, the generated power is small, and therefore it is preferable that the engine can be controlled so that energy consumption remains low during idle.

One parameter for monitoring the air-fuel ratio is the angular position of the throttle, which can be obtained from the valve position sensor. A known flap position sensor includes a Hall sensor and a magnet for detecting a fully open position of a two-leaf throttle valve corresponding to a fully open state of the throttle of an internal combustion engine. A movable section equipped with a magnet rotates with the throttle and has an end position corresponding to the fully open state of the throttle. A digital type Hall sensor has been made and placed in order to generate one of two possible signal values depending on whether it is activated by a magnet or not activated. The magnet in the movable portion is positioned so as to activate the Hall sensor when the movable portion is in said end position, whereby the Hall sensor generates an output signal, wherein the output signal is processed by the signal processing means. What relates to a Hall sensor often includes a valid Hall sensor and an integrated circuit amplifier (IC).

The main disadvantage of the throttle position sensor of the type mentioned above is that it allows you to detect only the state of the fully open throttle of the internal combustion engine, while not allowing to distinguish between the state of the partially open throttle and the idle state.

A conventional throttle position sensor, often referred to as a rotation angle detector, also has a magnet that rotates with the throttle. Depending on the angle of the magnet, the magnetic field will vary with the position of the Hall sensor, while the output voltage of the Hall sensor will continuously change in accordance with the magnetic field, and also, therefore, with the degree of opening of the throttle. The output of the Hall sensor can be processed using signal processing means to be converted into a corner. The parameters of the Hall sensor change, for example, with a change in temperature, and therefore, a temperature sensor can be made to measure the temperature of the Hall sensor so as to apply the correct compensation to the correction means at different temperatures of the Hall sensor. What relates to a Hall sensor often includes both a Hall sensor and an integrated circuit amplifier (IC).

Often, fuel supply units equipped with such angle detectors are expensive and complex and must be manufactured to meet the requirements of specific applications, which means that they are offered only by a very small number of suppliers.

SUMMARY OF THE INVENTION

An object of the present invention is to provide a fuel supply system with low fuel consumption and low exhaust emissions. This problem is solved by creating a fuel supply unit of the type indicated above, in which a control module for supplying fuel is installed on one side of the shaft of the fuel supply unit. The control module includes a throttle position sensor for determining the position of the throttle valve, a fuel valve for controlling the supply of fuel to the main air channel and, possibly, an air valve for controlling the supply of air to the main air channel. Thus, it is easier to adjust the air / fuel mixture in the engine for current conditions, and therefore, fuel consumption is reduced. Having the right air / fuel mixture also allows you to get a more powerful engine, which is very preferable, for example, for an operator-driven electric tool, such as chain saws.

Another object of the invention is to provide a fuel supply system with low energy consumption. This goal is achieved by using a fuel valve and, possibly, an air valve to control the supply of the air / fuel mixture to the internal combustion engine, at least one valve of which is supplied with energy only when the state changes, i.e. when switching from closed to open state or from open to closed state. More specifically, this goal is achieved by using electromagnetic type valve / s, which will be described later. Low energy consumption is very preferable, because then the fuel system can be supplied with energy from the ignition system, which means there is no need, for example, in batteries or in a generator. A battery or generator adds value and weight to the product, which is not favorable especially for hand-held or operator-driven power tools. The absence of a battery or a generator also allows the product to be reduced in size, which, of course, is preferred in many cases, and not only for products carried by the operator.

Another objective of the invention is to provide a fuel supply system with low fuel and energy consumption, as well as the creation of a simple power supply unit. This goal is achieved by the presence of at least several of the means for controlling the supply of the air / fuel mixture to the engine in the control module, the control module being installed on the fuel supply unit, as defined above. Thus, a standard type fuel supply unit can be used, which can be easily manufactured at low cost by any manufacturer of fuel supply units. Having a separate control module is also useful if you have to replace the control module or fuel supply unit or when servicing the fuel supply system.

Brief Description of the Drawings

The invention will now be described in more detail by means of various embodiments of the present invention with reference to the accompanying drawings, in which:

Figure 1 - schematic view of the fuel supply to the diaphragm carburetor;

FIG. 2 and 3 are exploded views of a control module, a fuel valve, a first embodiment of a throttle position sensor, an air bypass valve, and a carburetor main body;

FIG. 4 is a perspective view of a control module showing a first embodiment of a throttle position sensor;

5 is a front view of a control module;

6 is a rear view of the control module;

FIG. 7a and 7b are a magnetic field guide that is part of a movable portion according to a first embodiment of a throttle position sensor;

FIG. 8 is a sectional view of an air bypass valve and a first embodiment of a throttle position sensor of a control module mounted on a carburetor;

FIG. 9 is a schematic sectional view of a fuel valve;

FIG. 10a-10q are schematic views of a magnetic field guide with a configuration according to a first embodiment of a throttle position sensor;

11 is a third embodiment of a throttle position sensor; and

FIG. 12 is another view of a third embodiment of a throttle position sensor.

Detailed Description of a Preferred Embodiment

FIG. 1 is a schematic view showing a fuel supply unit in the form of a diaphragm carburetor. The carburetor main body 1 has a main air channel 3 extending from side 23 of the air inlet to side 24 of the air outlet. The air is sucked in from the inlet air side 23 of the main body 1 through the air damper 10, the diffuser 11 and is directed by the throttle valve 8, 9 towards the side 24 of the air outlet of the main body 1, as indicated by arrows. As seen in FIG. 2 and 3, the main body 1 has six sides; the air inlet side 23 is opposite to the air outlet 24 side, the fuel pump side 4 is opposite the fuel regulator side 5, and the first shaft side 6 is opposite to the second shaft side 7. The throttle valve 8, 9 and the air damper 10 are preferably butterfly valves with a damper shaft and a damper plate, wherein the throttle plate is denoted by the numeral 9, and the throttle rod is denoted by the numeral 8. The bore hole for the throttle rod 8 is indicated by the numeral 110 while the boring hole for the air damper is indicated by reference numeral 111.

The fuel pump 20 is located on the side 4 of the fuel pump of the main body and draws fuel from the fuel tank 22. The fuel pump can be a known diaphragm pump with controlled fuel pulsation controlled by a pressure pulse generated by the crankcase to which the carburetor delivers a mixture of air and fuel. The fuel pump 20 delivers fuel through a needle valve 21 to the chamber 18 for measuring the fuel consumption of the fuel regulator 17, located on the opposite side 5 of the fuel regulator.

The fuel metering chamber 18 is separated from atmospheric pressure by the diaphragm 19 and can hold a predetermined amount of fuel. The channel 27 from the fuel injection chamber 18 leads to the fuel valve 60. The fuel valve 60 opens or closes the connection between the fuel injection chamber 18 and the fuel pipes 28, 29 leading to the main air channel 3. The smallest channel 28 leads to the idle nozzle 12 located below upstream of the throttle valve 8, 9, with a larger channel 29 leading to the main nozzle 13 located upstream of the throttle. Due to changes in pressure in the main air channel 3, when the engine is running, fuel is sucked from the fuel injection chamber 18 through the main nozzle 13 and the idle nozzle 12; Undoubtedly, when the fuel valve 60 is closed, the suction of fuel from the fuel metering chamber 18 is prevented. When the throttle is closed, the fuel is sucked in from the idle nozzle 12, while when the throttle valve 8, 9 is fully open, the fuel is sucked in from both the idle nozzle 12 and the main nozzle 13, however, since there is a larger fuel pipe 29 leading to the main the nozzle 13 is much wider than the thinner fuel pipe 28 leading to the idle nozzle 12, the idle nozzle 12 has almost no effect on the fuel supply during the fully open throttle position.

The fuel valve 60 is controlled by an electronic control unit 100 that receives sensor input signals, such as a throttle position from the sensor (s) 30; 300 throttle position, engine speed from an engine speed sensor (s) 101, and selectively from an additional sensor (s) 102, such as, for example, a temperature sensor (s). The electronic control unit 100 can use these input signals from the sensors to decide when to open or close the fuel valve 60. The electronic control unit 100 can also control the air bypass valve 40 to bypass the air above the butterfly valve 8, 9.

The electronic control unit 100 is also arranged to transmit information to the ignition system of the internal combustion engine, information that is obtained from monitoring the status of at least one of the means 30; 300, 40, 60, and the ignition system is configured to control the ignition timing setting based on the above information.

The electronic control unit 100 may also be placed to transmit information to the ignition system of the internal combustion engine, information obtained from monitoring the status of the means 30; 300 determine the position of the throttle, and the ignition system is configured to control the ignition timing setting based on the above information.

The ignition system can be configured to control the ignition timing in the idle mode of the internal combustion engine in order to adjust the idle speed.

As can be seen in FIGS. 2 and 3, the fuel valve 60, the main parts of the air bypass valve 40 and the sensor 30; 300 throttle positions are preferably installed in the control unit 2. Preferably, the electronic control unit 100 (shown only in FIG. 1) and the corresponding electrical components, for example, a capacitor (s), are also installed in the control unit 2, whereby the control unit 2 can be assembled separately from the carburetor, i.e. in separate production lines. The control module 2 is installed on the second side 7 of the shaft, however, it can be installed on the first side 6 of the shaft or on side 5 of the fuel regulator, so that the path of the fuel pipes 27, 28, 29 in the main body 1 must be changed. The control unit 2 preferably consists of one single unit, although it can be divided into several units, each unit can be installed on different sides 4, 5, 6, 7, of the fuel supply unit 1.

With respect to the fuel valve 60 and the air bypass valve 40 described below, the direction “front” and “rear” refer to the main body 1 of the carburetor, where the term “front” refers to the elements at the end facing the main body 1, while “back "Refers to elements located on the opposite end.

Fuel valve

A fuel valve 60 will now be described with reference to FIG. 1-3, 5, 6 and 9. The fuel valve 60 includes a valve body 73 with a chamber 63 extending along the axis, a plunger 61 movable along the axis and including a permanent magnet 62, electromagnetic actuating means 68a, 69b for applying magnetic forces to switch the plunger 61 between the open and closed positions when voltage is applied, and two oppositely located ferromagnetic elements 66, 67 at each longitudinal end of the chamber 63.

The chamber 63 extending along the axis extends away from the main body 1 and has two opposed valve seats 64, 65 restricting the axial movement of the plunger 61, with the front valve seat 64 at the longitudinal end facing the main body 1 and the rear valve seat 65. at the opposite longitudinal end. Two channels are also made at the longitudinal end facing the main body 1, the first channel 71 and the second channel 72, one of them, 72, acting as the inlet channel of the fuel valve, and the other 71, as the outlet channel of the fuel valve 60. Channels connected to each other in fluid when the fuel valve 60 is open, forming between them a passage for the fluid.

The first channel 71, preferably the inlet channel, is designed as an opening in the front seat 64 of the valve and connects the fuel pipe 27, which has a connecting hole on the second side 7 of the shaft of the main body 1. The front end of the plunger 61 has a cross section configured to close the opening of the first channel 71. The first channel 71 is preferably a channel with a circular cross section connecting to the fuel pipe 27.

The second channel 72, preferably an exhaust channel, is made adjacent to the front seat 64 of the valve and connects to the fuel pipes 28, 29, which have a common connecting hole on the second side 7 of the shaft of the main body 1.

Each valve seat 64, 65 has a ferromagnetic element 66, 67, a front ferromagnetic element 66 and a rear ferromagnetic element 67, preferably in the form of iron cores. These ferromagnetic elements 66, 67 serve to provide two stable positions of the shutter, an open position when the plunger 61 abuts against the rear valve seat 65, and a closed position when the plunger 61 abuts against the front valve seat 64. In the closed position, the front end of the plunger 61 closes the first channel 71 on the front valve seat 64, preventing fluid from escaping between the first 71 and second 72 channels.

The front ferromagnetic element 66 at least partially surrounds the channel of the first channel 71, preferably in the form of an iron tube around the channel. That is, preferably, the front ferromagnetic element 66 forms a channel section of the first channel 71.

The magnet 62 of the plunger 61 is at least a section of the plunger 61; preferably, the entire plunger 61 is a magnet 62. The magnet 62 of the plunger 61 is longitudinally magnetically oriented with the front magnetic pole 62a facing the front valve seat 64, which interacts with the front ferromagnetic element 66, and with the rear magnetic pole 62b facing the rear a valve seat 65, which interacts with the rear ferromagnetic element 67. The magnetic forces between the magnet 62 and, accordingly, the ferromagnetic elements 66, 67 are controlled so that the magnetic force between the front pole 62a and the front ferromagnetic element 66 is greater than the magnetic force between the rear pole 62b and the rear ferromagnetic element 67 when the plunger 61 abuts the front valve seat 64, and so that the magnetic force between the rear pole 62b and the rear ferromagnetic element 67 greater than the magnetic force between the front pole 62a and the front ferromagnetic element 66 when the plunger 61 abuts against the rear valve seat 65.

The magnetic forces between the magnet 62 and, accordingly, the ferromagnetic elements 66, 67 are regulated by their distance from direct contact with each other, separating them with the front and, accordingly, rear non-magnetic material 69, 70 of the front and, accordingly, rear valve seats 64, 65. The main reason for this is the need to eliminate direct contact between the ferromagnetic elements 66, 67 and the magnet 62, since the magnetic force between the ferromagnetic element and the magnet increases exponentially on the closer they are; therefore, due to their distance, the steepness of the force curve acting between them is not as steep as if they were in direct contact, therefore manufacturing tolerances should not be as large as if they were not spaced. It should be noted that the distance can be achieved due to the presence of non-magnetic material at the corresponding end of the plunger 61 instead of placing the ferromagnetic element 66, 67 in the valve seats 64, 65. If the distance insulating material is too thin, there is a risk of wear, due to which excessively increase the magnetic force. Preferably, the spacing material is a polymer having a thickness of 0.3 to 3 mm, more preferably 0.5 to 2 mm.

The plunger is preferably cylindrical with a diameter of from 2 to 12 mm, more preferably from 3 to 8 mm, and preferably has a length that is greater than the diameter.

The electromagnetic drive means 68a, 68b is formed by two solenoid coils 68a, 68b wound around a valve body 73 extending along the axis of the chamber 63. The solenoid coils 68a, 68b are wound with opposite directions of the windings, the first 68a of the two solenoid coils 68a, 68b designed to switch open to closed position, and the second 68b to switch from closed to open position. One or more solenoid coils 68a, 68b wound in the same direction can be used, and instead of switching the current direction, switch between two positions. It should be noted that it is not necessary to energize the solenoid coils 68a, 68b to hold the plunger 61 in either of two stable positions, so that the fuel valve 60 is bistable.

Air bypass valve

An air bypass valve 40 will now be described with reference to FIG. 2-3, 5, 6, and 8. The air bypass valve 40 includes a valve body 52 with an axially extending chamber 43, an axially movable plunger 41 including a permanent magnet 42, electromagnetic drive means 48a, 48b for applying magnetic force to switch the plunger 41 between open and closed positions when voltage is applied, and two oppositely located ferromagnetic elements 46, 47 at each longitudinal end of the chamber 43.

The chamber 43 extending along the axis extends away from the main body 1 and has two opposed valve seats 44, 45 that limit the axial movement of the plunger 41, a front valve seat 44 at the longitudinal end facing the main body 1, and a rear valve seat 45 at the opposite longitudinal end.

The plunger 41 includes a front section 54 made of non-magnetic material, preferably polymeric material, and a rear section 55, the rear section 55 including a magnet 42. The front section 54 projects through the opening 51 in the valve seat into the front valve seat 44, with this hole 51 in the valve seat has a sufficiently large cross section so that the front section 54 protrudes through it, but small enough to prevent the protrusion of the rear section 55.

The throttle plate 9 has an opening 25 of the flap plate on the rim of the flap plate 9, while the carburetor main body 1 has a bore hole 26 leading to the main air channel 3, so that if the plunger 41 and the throttle valve 8, 9 are in their closed positions, the front end 53 of the front section 54 of the plunger is configured to mainly fill the hole 25 of the plate damper. When the plunger is in its closed position, the front end 53 is withdrawn from the hole 25 of the damper plate, allowing the flow of bypass air to flow through the throttle valve 8, 9, even when it is closed.

The area of the opening 25 of the shutter plate is preferably from 1 to 12 mm ² , more preferably from 2 to 8 mm ² .

Each valve seat 44, 45 has a ferromagnetic element 46, 47, a front ferromagnetic element 46 and a rear ferromagnetic element 47, preferably in the form of iron cores. These ferromagnetic elements 46, 47 serve to provide two stable positions of the shutter, an open position when the rear section 55 of the plunger 41 abuts against the rear valve seat 45, and a closed position when the rear section 55 of the plunger 41 abuts against the front valve seat 44.

The front ferromagnetic element 46 at least partially surrounds the hole 51 in the valve seat, preferably in the form of an iron tube around the hole. That is, preferably, the front ferromagnetic element 46 creates at least an opening section.

The magnet 42 of the plunger 41 is at least a portion of the rear section 55, preferably almost the entire rear section 55, not counting the front end of the rear section 55, which is preferably made of non-magnetic material, acting as a front spacing member 49 that diverts the magnet 42 from the front ferromagnetic element 46. The magnet 42 is magnetically oriented in the longitudinal direction, with the front magnetic pole 42a facing the front valve seat 44 and which interacts with the front ferromagnetic 46, and the rear magnetic pole 42b facing the rear valve seat 45 and which interacts with the rear ferromagnetic element 47. The magnetic forces between the magnet 42 and, accordingly, the ferromagnetic element 46, 47 are adjusted so that the magnetic force between the front pole 42a and the front ferromagnetic element 46 is greater than the magnetic force between the rear pole 42b and the rear ferromagnetic element 47 when the plunger 41 abuts the front valve seat 44, and so that the magnetic force between the rear pole 42b and the rear m ferromagnetic element 47 is greater than the magnetic force between the front pole 42a and the front ferromagnetic element 46 when the plunger 41 abuts the rear valve seat 45. The front section 54 of the plunger 41 is preferably made of a nonmagnetic material, preferably of polymeric material.

The magnetic forces between the magnet 42 and, accordingly, the ferromagnetic element 46, 47 are regulated by their distance from direct contact with each other. Therefore, the rear valve seat 45 includes a rear spacer non-magnetic material 50 in front of the rear ferromagnetic element 47. It is not necessary to cover the front valve seat 44 with non-magnetic material, since the front end of the rear section that is in contact with the front wall of the seat is non-magnetic. The main reason for this is the need to avoid direct contact between the ferromagnetic element 46, 47 and magnet 42, since the magnetic force between the ferromagnetic element and the magnet increases exponentially, the closer they are; therefore, due to their distance, the curvature of the force curve acting between them is not as steep as if they were in direct contact, for this reason the manufacturing tolerances should not be as large as if they were not spaced. It should be noted that, undoubtedly, the distance could be achieved due to the presence of non-magnetic material on any of the valve seats 44, 45 or on the contacting portion of the plunger 41. If the distance insulating material is too thin, there is a risk that it will wear out, due to which the magnetic force will increase excessively. Preferably, the spacing material is a polymer with a thickness of 0.3 to 3 mm, more preferably 0.5 to 2 mm.

The rear section 55 of the plunger 41 is preferably cylindrical with a diameter in the range of 2 to 12 mm, more preferably 3 to 8 mm, and preferably with a length that is greater than the diameter.

The electromagnetic drive means 48a, 48b is formed by two solenoid coils 48a, 48b that are wound around a valve body 52 extending along the axis of the chamber 43. The solenoid coils 48a, 48b are wound with opposite directions of the windings, the first 48a of the two solenoid coils 48a, 48b made to switch from open to closed position, and the second 48b to switch from closed to open position. One or more solenoid coils 48a, 48b wound in the same direction can be used, and instead of switching the current direction, switch between two positions. It should be noted that it is not necessary to energize the solenoid coils 48a, 48b to hold the plunger 41 in either of two stable positions, so that the air bypass valve 40 is bistable.

The energy consumption of the air bypass valve remains low, since voltage should only be applied to it if there is a switch between closed and open positions. Having a bistable air bypass valve, which consumes little energy, it can be actively used during idle to compensate for the impact on the engine performance of various conditions, such as, for example, fuel quality, air pressure, air filter condition, internal friction, etc. P. When starting a machine using an air bypass valve, you can help start by keeping the air bypass valve open. It is also certain that the presence of a bistable air bypass valve, as described above, is an advantageous device for the energy consumption in which it is used.

Throttle position sensor

Now with reference to FIG. 1-8 and 10a-q, the throttle position sensor 30 will be explained in more detail. As shown in FIG. 2-3 and 5-8, the throttle position sensor 30 of the first embodiment of the present invention includes a movable portion 34, which is essentially in the form of a cap divided into halves along a central plane. The movable portion 34 is movable with respect to the fuel supply unit 1 and the stationary portion 33 shown in FIG. 2-6 and 8, wherein the movable portion 34 is connected to the throttle rod 8, as shown in FIG. 8. The throttle rod 8 is fixedly connected to the plate 9 of the throttle valve 8, 9 of the carburetor of the internal combustion engine. Instead of carburetors, another type of fuel supply unit 1 can be used, for example, low pressure injection systems. The throttle position sensor 30 is preferably connected to the protruding end of the throttle rod 8 on one side of the fuel supply unit 1, as shown in FIG. 8. However, the throttle position sensor 30 may also be connected to the two ends of the throttle rod 8 or some other means that pivots in response, for example, to the action of the throttle lever.

The damper rod 8 is a part of the throttle valve 8, 9 and is fixedly connected to the throttle plate 9. The throttle valve 8, 9 shown in FIGS. 1 and 8 is a two-leaf type valve and has two end positions, which are open and closed positions, and these positions, in turn, correspond to the idling and full opening of the internal engine throttle combustion. In the first embodiment of the present invention, the end positions are separated by an angular distance of approximately 75 °, although it is obvious that this distance can be changed. Between the two end positions is the range of the partial throttle opening state.

The movable portion 34 and the shutter shaft 8 can be fixedly connected or connected through motion transmission elements so as to have a coordinated movement. This means that between the damper rod 8 and the movable portion 34 there may be gears or other elements for transmitting the movement of the damper rod 8, allowing the movable portion 34 to rotate a larger or smaller angular distance relative to the damper rod 8. The movable portion 34, for example, can be placed to rotate 180 ° between the two end positions of the damper rod 8 and the throttle valve 8, 9. Such motion transmission elements are not shown in the drawings.

The fixed portion 33 is fixed relative to the movable portion 34 and is provided with pairs of one magnetic flux generating means 31 and one magnetic flux sensing element 32. The magnetic touch element 32 is magnetically activated by the magnetic flux generating means 31 from the same pair if the magnetic flux is not obscured by the magnetic flux guide 35.

The magnetic flux guide 35 is connected to the movable portion 34 or to a part thereof. The magnetic flux guide 35 of the aforementioned embodiment of the present invention includes five teeth 36a-e, as shown in FIG. 7a-b, and rotates with the movable portion 34 between the two end positions of the throttle valve 8, 9 along a substantially circular path. Alternatively, the path may be arranged so as to be substantially linear. The teeth 36a-e of the magnetic flux guide 35 obscure and thus weaken the magnetic induction on the sensor magnetic element 32 from the magnetic flux coming from the magnetic flux generating means 31. Alternatively, prongs 36a-e may be placed to enhance magnetic induction on the magnetic sensor element 32. In this configuration, the magnetic flux generating means 31 and the magnetic sensor elements 32 can be located on the same side of the path of the magnetic guide 35 flow. In such a configuration, the sensor magnet 32 is activated when the prong 36a-e is in a position in which the prong 36a-e forms a magnetic circuit together with the magnetic flux generating means 31. Magnetic induction increases due to the reduced magnetic resistance of the magnetic circuit when passing the tooth 36a-e instead of the air gap. The sensor magnetic element 32 is arranged so as to be activated by amplified magnetic flux for some positions of the magnetic flux guide 35 and, therefore, also for some positions of the butterfly valve 8, 9.

The sensor magnetic element 32 is a digital Hall sensor 32, which is configured to generate one of two possible output signals, activated or inactive, depending on the magnetic flux density, that is, generating a digital value '1' for the flux density above the threshold value and '0 'for a flux density below a threshold value.

As shown in FIG. 6, the first embodiment of the throttle position sensor 30 includes three magnets 31 and three digital Hall sensors 32, which are arranged in three pairs, each pair including one magnet 31 and one digital Hall sensor 32. Each Hall sensor 32 is configured to generate one of two possible values, activated or non-activated. Alternatively, the pair may include more than one magnet 31 and more than one Hall sensor 32, for example, for increased reliability. Magnets 31 and Hall sensors 32 are mounted on a fixed portion 33 of the throttle position sensor 30. Thus, the tooth 36a of the magnetic flux guide 35 moves with the throttle rod 8 and relative to the fixed portion 33. The magnetic flux guide 35 has a trajectory through each of three pairs consisting of one magnet 31 and one Hall sensor 32. When the tooth 36a-e is located between the magnet 31 and the Hall sensor 32 of such a pair, the magnetic flux is obscured and attenuated so much at the Hall sensor 32 so that the Hall sensor 32 changes from an activated state to an inactive state. Each detected position of the throttle position sensor 30 corresponds to the state of the throttle position sensor 30. The state is formed by the states of all Hall sensors 32 together. The states corresponding to idle and full throttle opening are the only ones, but the states corresponding to the partial throttle opening range are not unique, which means that the same state can occur several times within the partial throttle opening range. However, each state from each set of three consecutive states within the range of partial throttle opening is unique with respect to two other states. This allows you to detect the direction of change within the range of partial throttle opening. Thus, the throttle position sensor 30 according to this embodiment of the present invention allows to indicate the idle state, the state of full throttle opening and the state of the partially open throttle, as well as the direction of change within the state of the partially open throttle.

If an activated Hall sensor 32 is indicated by a digital value of '1' and not an activated Hall sensor 32 by a digital value of '0', then the throttle position sensor 30 with three Hall sensors 32 and three magnets 31 can have three possible states, ranging from '000' to '111', the values being the values of the first, second and third Hall sensors 32. With three magnets 31 and three Hall sensors 32, as well as a magnetic flux guide 35 with five teeth 36 a-e, at least thirteen states can be obtained. The two single states of the two end positions of the butterfly valve 8, 9 are '000' and '111' for the aforementioned embodiment of the present invention, although they can be converted or changed in other ways. The first Hall sensor 32, represented by the leftmost value, has a value of '0' only for idle and full throttle states. This is the traditional way to ensure single states of the throttle position sensor 30. However, this means that the states '010' and '001' are not used. In an alternative embodiment, the configuration is modified to use these states as well. The partial throttle opening state range corresponds to the following eleven states:

'100 101 111 110

100 101 111 110

100 101 111 '

Two complete sequences of four different states of '100 101 111 110' can be found. A configuration with a six-prong magnetic flux guide 35 would add one of these sequences, a seven-prong magnetic flux guide 35 would add two sequences, etc. The opposite will be used to remove the teeth 36a-e. A magnetic flux guide 35 with four teeth 36a-e will imply that the number of sequences will decrease by one, while for three teeth 36a-e the number of sequences will decrease by two.

In FIG. 10a-q show a schematic view of a magnetic flux guide 35 with six teeth 36a-e and five gaps, with five gaps represented by five holes. In FIG. 10a-q further show 17 positions of the magnetic flux guide 35, each position being a possible state of the throttle position sensor 30, and the three lines indicated by S1-S3 are the positions of three pairs of one Hall sensor 32 and one magnet 31. Line across the hole implies that the Hall sensor 32 is not obscured from the magnet 31 and is therefore activated, which, in addition, means that the Hall sensor 32 generates a digital value of '1'. In FIG. 10a shows the rightmost position of the magnetic flux guide 35, which corresponds to the idle mode. When the magnetic flux guide 35 then moves to the left, the throttle position sensor 30 passes the partial throttle opening state shown in FIG. 10b-p. The leftmost position of the magnetic flux guide 35, which is shown in FIG. 10q, corresponds to the state of full throttle opening. Thus, 10a-q correspond to the following 17 possible states of the throttle position sensor 30:

'000

100 101 111 110

100 101 111 110

100 101 111 110

100 101 111

011 '

The following conditions are possible for magnetic flux guide 35 with three prongs 36a-e:

'000

100 101 111

011 '

For the three prongs 36a-e, all five states are the only ones, which may be preferable to perform accurate positioning also within the range of partial throttle opening. If the use of one or two teeth 36a-e, three magnets 31 and three Hall sensors 32 is not necessary, then a configuration with two magnets 31 and two Hall sensors 32 is more desirable, which together with one or two teeth 36a-e can be placed to create four states, for example '11 10 00 10 '.

In the very simple configuration of the first embodiment of the present invention, only one prong 36a-e is used in combination with two magnets 31 and two Hall sensors 32 and positioned to generate only two states, idle and full throttle opening.

In another configuration, magnets 31 and Hall sensors 32 are mounted on the movable portion 34, with the magnetic flux guide 35 mounted on the fixed portion 33.

The more teeth 36a-e, the better resolution is possible, which means that the slightest change can be detected within the range of partial throttle opening.

It should be understood that the configuration of the magnetic flux guide 35 can be changed in many ways to obtain a different order of possible states or to have more possible states or fewer possible states. The configuration can, for example, be reversed, that is, the teeth 36a-e in FIGS. 7a-7b can be replaced by gaps, while the gaps can be changed to the teeth 36a-e, due to which the possible states of the position sensor 30 also change throttle body.

In a second embodiment of the throttle position sensor 30, magnets 31 are mounted on the movable portion 34, while the digital Hall sensors 32 are mounted on the fixed portion 33, and the magnetic flux guide 35 is not used. The movable portion 34 may have a shape similar to that of FIG. 7a-b, in which each tooth 36a-e can be changed to a magnet 31, or a magnet 31 can be mounted on each tooth 36a-e, but preferably the movable portion 34 has a more disk-shaped configuration. Each Hall sensor 32 is configured to generate one value for the magnetic flux density above a threshold value and a second value below said threshold value. The magnetic induction on the Hall sensor 32 is above the threshold when the magnet 31 and the Hall sensor 32 are in certain positions relative to each other, it is preferable if the magnet 31 and the Hall sensor 32 are separated by the shortest distance or the shortest possible distance. In order to be able to detect two unique positions of the throttle shaft 8 and the throttle valve 8, 9 with this configuration, corresponding to the idle and full throttle states of the internal combustion engine, two digital Hall sensors 32 and at least one magnet 31. More magnets 31 are preferably used, for example five, and three Hall sensors 32. The number of possible states of such a configuration of an embodiment of the present invention corresponds to the number of possible states of the throttle position sensor 30 according to the first embodiment of the throttle position sensor 30. In the configuration with the movable portion 34, similar to the configuration in FIG. 7a-b, but with magnets 31 mounted on each of the five prongs 36a-e, a set of 13 possible states for the throttle position sensor 30 is easily obtained. As the movable portion 34 moves along its path between its two end positions, the Hall sensors 32, which are mounted on the fixed portion 33, become alternately activated and inactive since they are affected by different magnetic flux densities as soon as the magnets 31 pass by. Thirteen possible states for a configuration with three Hall sensors 32 and five magnets 31, without a magnetic flux guide 35:

111

011 010 000 001

011 010 000 001

011 010 000

one hundred

The first state '111' and the last state '100' are the only ones and correspond to the end positions of the throttle valve 8, 9, idle states and the fully open throttle of the internal combustion engine. The states are the reverse of the states of the first embodiment of the present invention.

However, the possible states of the throttle position sensor 30 can be easily placed in a different order, the states can be added, removed or reversed, and the throttle position still has at least the first and second only states representing the two end positions of the throttle valve 8, 9, and therefore also the idle state and the full opening of the throttle valve of the internal combustion engine. Preferably, the throttle position sensor 30 has a sequence of possible states corresponding to the partially open throttle range, allowing the throttle position sensor 30 to indicate idle, partially open throttle, fully open throttle and the direction of change within the partially open throttle range.

In a third embodiment of the throttle position sensor 300 shown in FIGS. 11 and 12, the touch magnet 320 is an analog Hall device 320 mounted on a fixed portion 33, this fixed portion is not shown in FIG. 11 and 12. The analog Hall device has a Hall element 321 that is configured to generate an output voltage that is proportional to magnetic induction through the Hall element 321. The Hall effect device 320 may have an integrated circuit, for example, to compensate for various conditions, such as temperature changes. The movable portion 340 has a substantially disk-shaped shape and is attached to the throttle rod 8 in its center, with two magnets 310 that are polarized in a direction preferably perpendicular to the fixed portion. However, the movable section 340 can be made in another way, for example, to have a triangular shape or to be equipped with only one magnet 310 or more than two magnets 310. The magnets 310 are attached to the movable section 340 at some distance from the axis of rotation, while the magnets are approximately separated from each other 75 °. In addition, the two magnets 310 are polarized in the opposite direction relative to each other so as to create magnetic induction through the Hall element 321 of the Hall effect device 320, which is substantially proportional to the amount of rotation of the movable portion 340 and the throttle shaft 8. Therefore, the analogue Hall sensor 320 generates an output voltage that is approximately linear with respect to the amount of rotation of the throttle shaft 8 and the throttle valve 8, 9. With this kind of device using the Hall effect, the exact position of the throttle valve 8, 9 can also be obtained and within the range of a partially open throttle.

A processing unit for processing information may be integrated into the throttle position sensor 300 or the unit may be separated from the sensor. Thus, the output of the throttle position sensor 300 may vary in various embodiments or configuration of the throttle position sensor 300. Preferably, the throttle position sensor 300 is arranged to transmit information to the electronic control unit 100, where most of the processing or all processing can be performed. The output of the throttle position sensor 300, which may also be referred to as the status of the throttle position sensor 300, is preferably the Hall voltage of the Hall element 321 of the Hall effect device 320. The value of the output signal can be processed together, for example, with the rotation speed of the internal combustion engine, the measured value of the air / fuel mixture and / or temperature and the like, in order to optimize the air / fuel mixture for the internal combustion engine.

In the preferred configuration of the third embodiment of the throttle position sensor 300, an adaptability feature is integrated into the electronic control unit 100 in order to at least increase the accuracy of determining the closed or fully open state of the throttle valve. The electronic control unit 100 controls two threshold values that will change during engine operation to adapt to real values corresponding to the closed and fully open state of the throttle valve 8, 9, these real values, in turn, correspond to the maximum and minimum values of the output signal throttle position sensor 300 and may be indicated by Vmax and Vmin. However, Vmax and Vmin will change under the influence of various conditions, such as different temperatures or scattered magnetic fields. Therefore, the electronic control unit 100 is arranged to measure Vmax and Vmin during engine operation. There are several ways to conclude whether the measured value corresponds to the maximum or minimum value of the throttle position sensor 300. The electronic control unit 100, for example, can use information about the engine speed and / or how long the engine speed has been constant to conclude that the maximum or minimum value of the throttle position sensor 300 has been reached. Alternatively, the electronic control unit 100 only corrects the maximum value if a value has been measured that is larger than the largest value already measured, and corrects the minimum value if a lower value is detected than the already measured lowest value. Thresholds are recalculated to adapt to the measured real values. The output of the throttle position sensor 300 is within the interval, S = Vmax-Vmin, where S is the length of the interval. The difference between the threshold value and the corresponding real value is preferably less than 10% S. When starting the engine, the electronic control unit 100 uses the default threshold values, which means that the difference between the threshold value and the corresponding real value is larger at engine start and some time later. When the output of the throttle position sensor 300 is greater than the largest threshold value, the closed throttle position is determined, and when the output signal is smaller than the smallest threshold value, the fully open throttle position is determined. However, for example, by changing the polarity of the magnets 310, the largest threshold value will correspond to the fully open position, while the smallest threshold value will correspond to the closed position.

Alternatively, the electronic control unit 100 controls three threshold values that are obtained from Vmax and Vmin during engine operation; the third threshold value, for example, is in the middle of the interval S, so as to divide the interval into four sub-intervals, two of which are used to determine the states of full throttle opening and idle, while the other two are used to determine the lower part of the state of partial throttle opening and the upper part of the partial throttle opening state. Preferably, the electronic control unit 100 controls more than three threshold values so as to create more than four discrete positions, for example ten discrete positions. The more discrete positions, the better the accuracy in determining the position of the throttle.

Alternatively, an adaptability attribute is used to obtain a continuous output value. This can be done because the relationship between the value of the output signal, which is preferably the Hall voltage, and the angular displacement of the throttle valve is essentially linear and therefore is described by the equation V = kD + h or D = (Vh) / k, where V represents is the value of the output signal of the throttle position sensor, D is the angular displacement of the throttle valve, and h and k are constant. Knowing the maximum and minimum values of the output signal of the throttle position sensor 300 and the fact that they correspond to the known minimum and maximum values of the angular displacement, D, imply that the constants h and k can be easily obtained. Thus, by measuring the maximum and minimum values of the output signal of the throttle position sensor 300 during engine operation, the accuracy of determining the angular displacement, D, within the range of partial throttle opening can also be improved.

The adaptability feature is very useful because it compensates not only for conditions such as temperature changes or scattered magnetic fields, but also for differences between the throttle position sensors. The throttle position sensors will vary from block to block due to manufacturing tolerances. Adaptability provides less tight tolerances, which in turn provide less expensive blocks.

Ignition system

A preferred embodiment of the ignition system includes a flywheel with magnets and an electromagnetic conversion means that is configured to convert magnetic energy into electrical energy used both for ignition and for supplying the means 30; 300, 40, 60, 100 in the control unit 2 or at least one of the means 30; 300, 40, 60, 100 in the control unit 2, and / or also constituent elements not placed in the control unit 2. Preferably, the flywheel comprises first and second magnets 180 ° apart. The magnets periodically energize the first electromagnetic conversion means, preferably the primary coil, as soon as the flywheel rotates and the magnet moves near the coil. The primary coil preferably provides energy to a second electromagnetic conversion means, a secondary coil, which has a winding with a large number of turns of wire compared to the primary coil. Thus, adding a load to the secondary coil provides a very high voltage suitable for ignition. Preferably, the electric energy for power is taken from the primary coil, after the energy is supplied to it by at least the first of the two magnets, but preferably also to which the energy from the second magnet is supplied, while the electric energy for ignition is taken from the secondary coil which was supplied with energy from the primary coil.

Alternatively, the flywheel is provided with only one magnet or more than two magnets, which can be separated by less than 180 °, while at least one electromagnetic conversion means may have other configurations, but with the possibility of converting magnetic energy into electrical energy both for ignition and power.

According to one embodiment of the present invention, the voltage of the output signal of the at least one electromagnetic conversion means in the ignition system is used to power at least one of the means 30; 300, 40, 60, 100, moreover, the energy of at least one of the magnetic groups is supplied to this electromagnetic conversion means, and the electric energy for power is taken from the ignition system so that the amount of energy for ignition is not reduced.

According to one embodiment of the present invention, the flywheel has first and second magnetic groups, the first magnetic group comprising a first magnet and the second magnetic group a second magnet, the first and second magnets being separated by an angular distance of at least 90 ° at this magnetic energy from the first magnet is used for ignition, and magnetic energy from at least one of the first and second magnets is used to power at least one of the means 30; 300, 40, 60, 100.

The ignition system of the internal combustion engine may at least partially include or be in communication with the electronic control unit 100, the ignition system may adjust the ignition timing for the internal combustion engine.

The ignition system can be arranged to receive information from the electronic control unit 100 about the status of at least one of the means 30; 300, 40, 60 and can be configured to adjust the ignition timing at least with respect to the status of at least one of the means 30; 300, 40, 60.

The ignition system can be configured to adjust the ignition timing, at least taking into account the status of the means 30; 300 determine the position of the throttle.

The ignition system can be configured to adjust the idle speed by adjusting the ignition timing of the internal combustion engine.

Claims (56)

1. An electrically controlled fluid valve for controlling fluid flow in a fluid channel in a fuel supply unit (1), for example a carburetor or low pressure injection system, of an internal combustion engine, the fluid valve (40, 60) including in itself:
an axial-movable plunger (41, 61), including a permanent magnet (42, 62), having its magnetic direction oriented along the axis, creating a front pole (42a, 62a) and a rear pole (42b, 62b);
passing along the axis of the chamber (43, 63) with two opposite valve seats (44, 45; 64, 65), restricting the movement of the plunger (41, 61) along the axis, with the front valve seat (44, 64) facing the front pole ( 42a, 62a), and the rear valve seat (45, 65) faces the rear pole (42b, 62b);
at least one front ferromagnetic element (46, 66) on the front valve seat (44, 64) and a rear ferromagnetic element (47, 67) on the rear valve seat (45, 65), providing two stable valve positions, closed position, when the plunger (41, 61) rests on the front valve seat (44, 64), preventing the flow of fluid into the fluid channel, and the open position when the plunger (41, 61) rests on at least one rear valve seat (45, 65), allowing fluid to flow in the fluid channel by creating forces between with a magnet (42, 62) and, accordingly, a ferromagnetic element (46, 47; 66, 67) so that the magnetic force between the front pole (42a, 62a) and the front ferromagnetic element (46, 66) is greater than the magnetic force between the back pole (42b, 62b) and the rear ferromagnetic element (47, 67) when the plunger (41, 61) is located on the front valve seat (44, 64), and so that the magnetic force between the back pole (42b, 62b) and the rear ferromagnetic element (47, 67) is greater than the magnetic force between the front pole (42a, 62a) and the front ferromagnetic element (46, 66) when gers (41; 61) is located on the rear valve seat (45, 65), and
electromagnetic drive means (48a, 48b; 68a, 68b) for holding along the axis of the plunger (41, 61) between two stable valve positions when voltage is applied, characterized in that in the closed and correspondingly open position the magnet (42, 62) of the plunger (41 , 61) and the ferromagnetic element (46, 47; 66, 67) of the corresponding valve seat (44, 45; 64, 65) are distanced from direct contact with each other. 2. The valve according to claim 1, characterized in that at least one of the valve seats (44, 45; 64, 65) contains a spacing non-magnetic material (49, 50; 69, 70) facing the plunger (41, 61), preferably a polymeric material. 3. The valve according to claim 2, characterized in that the thickness of the spacing non-magnetic material (49, 50; 69, 70) facing the plunger (41; 61) is in the range from 0.3 to 3 mm, preferably from 0, 5 to 2 mm. 4. The valve according to any one of claims 1 to 3, characterized in that the magnet (42, 62) is at least a section of the plunger (41, 61), preferably is cylindrical and has a diameter in the range from 2 to 12 mm more preferably 3 to 8 mm. 5. The valve according to any one of claims 1 to 3, characterized in that the magnet (42; 62) has a length that exceeds the diameter. 6. A valve according to any one of claims 1 to 3, characterized in that the electromagnetic drive means (48a, 48b; 68a, 68b) is formed by at least one solenoid coil (48a, 48b; 68a, 68b) wound around at least one section of the plunger (41; 61), which includes a magnet (42, 62). 7. The valve according to claim 6, characterized in that two solenoid coils (48a, 48b; 68a, 68b) are wound around at least one section of the plunger (41, 61), which includes a magnet (42, 62) , with the direction of the windings opposite to each other, while the first (48a, 68a) of two solenoid coils (48a, 48b; 68a, 68b) is designed to switch from open to closed position, and the second of two solenoid coils (48b, 68b ) is intended for switching from closed to open position. 8. The valve according to claim 6, characterized in that at least one solenoid coil (48a, 48b; 68a, 68b) is at least two solenoid coils wound in the same direction, while switching from open to closed and from closed to open position is achieved by switching the direction of the current supplying at least two solenoid coils (48a, 48b; 68a, 68b). 9. A valve according to any one of claims 1 to 3, characterized in that the fluid valve (40, 60) is a fuel valve (60) for controlling the supply of fuel to the main air channel (3) of the fuel supply unit (1). 10. The valve according to claim 9, characterized in that the fluid channel is formed between at least one inlet channel (27) and at least one outlet channel (71) to the chamber (63), both of which at least two channels (71, 72) are located at the front end of the chamber (63). 11. The valve of claim 10, wherein the front valve seat (64) includes at least one exhaust channel (71) from the channels (71, 82), while the front end of the plunger (61) has a transverse a section covering at least one outlet channel (71). 12. The valve according to claim 11, characterized in that the first channel (71) is a channel of circular cross section, while the front ferromagnetic element (66) at least partially surrounds the channel, preferably in the form of a tube around the channel. 13. The valve according to claims 1 to 3, characterized in that the valve (40, 60) for the fluid is an air bypass valve (40) for air bypass above a closed throttle valve (8, 9) installed in the main air channel ( 3) a fuel supply unit (1), wherein the throttle valve (8, 9) includes a rotatable shaft (8) and has a valve plate (9) fixed centrally to the valve shaft (8). 14. The valve according to item 13, wherein the fluid channel is an opening (25) of the damper plate in the rim of the damper plate (9), wherein the plunger (41) includes a front end (53), which is made with the possibility of filling essentially the hole (25) of the damper plate when the plunger (41) and the throttle valve (8, 9) are in their closed position, the front end (53) being withdrawn from the hole (25) of the damper plate when the plunger ( 41) is in its open position. 15. Valve according to claim 14, characterized in that the area of the hole (25) of the damper plate is from 1 to 12 mm ² , preferably from 2 to 8 mm ² . 16. The valve according to claim 14 or 15, characterized in that the front end (53) of the plunger (41) enters the main air channel (3) through the bore hole (26) in the fuel supply unit (1). 17. The valve according to item 13, wherein the plunger (41) moves substantially transverse to the direction of air flow in the main air channel (3). 18. The valve according to item 13, wherein the plunger (41) includes a rear section (42) and a front section (54) having a front end (53), while the rear section (42) includes a magnet ( 42), the front section (54) protrudes through the hole (51) of the valve seat in the front valve seat (44) and has a smaller cross section than the rear section (42), while the hole (51) in the valve seat has a cross section, it is enough large so that the front section (53) protrudes through it, but small enough to prevent the rear section (42) from protruding. 19. The valve according to claim 18, characterized in that the front ferromagnetic element (66) at least partially surrounds the hole (51) of the valve seat, preferably in the form of a tube of ferromagnetic material. 20. The valve according to item 13, wherein the front section (53) of the plunger (41) is made of non-magnetic material, preferably of a polymeric material. 21. The fuel supply unit (1), for example a carburetor or low pressure injection system, of an internal combustion engine, characterized in that it contains:
the main air channel (3) having a throttle valve (8, 9) installed in it, including a valve rod (8) passing between two, from one to the other, opposite sides (6, 7) of the rod, and a module (2) a control for supplying (2) fuel mounted on one (7) of the sides of the shaft (6, 7), the control module (2) including:
means (30; 300) for determining the position of the throttle valve for determining the position of the throttle valve (8, 9) and means (60) of the fuel valve according to any one of claims 9-12 for controlling the supply of fuel to the main air channel (3). 22. The control module (2) for the fuel supply unit (1), for example a carburetor or low-pressure injection system, of an internal combustion engine, characterized in that it contains:
means (30; 300) for determining the position of the throttle valve for determining the position of the throttle valve (8, 9) installed in the main air channel (3) of the fuel supply unit (1), and means (60) of the fuel valve according to any one of claims 9- 12, to control the fuel supply to the main air channel (3). 23. The control module (2) according to claim 22, characterized in that it further comprises an air bypass valve (40) according to any one of claims 13-20 for controlling the air bypass over the throttle valve (8, 9) in the main channel ( 3) for air bypass when the throttle valve (8, 9) is closed. 24. The throttle position sensor (30) for determining the position of the throttle valve (8, 9) and the throttle shaft (8) in the fuel supply unit (1), for example, a carburetor or a low pressure fuel injection system, an internal combustion engine, the combustion has idle and fully open throttle, and the sensor (30) of the throttle position contains:
at least one means (31) creating a magnetic flux, such as a magnet, for creating a magnetic flux,
at least one sensor magnetic element (32), such as a digital Hall sensor for detecting magnetic induction created by means (31) creating a magnetic flux, wherein the sensor magnetic element (32) is configured to generate one of two possible values depending whether magnetic induction has reached a threshold value or not,
a fixed portion (33), which is fixed relative to the fuel supply unit (1),
a movable portion (34) that is movable relative to the stationary portion (33) and the fuel supply unit (1), the movable portion (34) that moves with the shutter rod (8) when it is rotated, a sensor magnetic element (32) and so on in the same way, the throttle position sensor (30) is configured to generate a single value when they are activated by the magnetic flux generating means (31) in the first end position of the movable portion (34) corresponding to the end position of the damper rod (8) and the throttle valve (8.9), characterized in that the valve rod (8) and the movable section (34) are fixedly connected to each other through motion transmission elements with the possibility of coordinated movement, and each sensor magnetic element (32) is configured to generate one of two possible values depending on magnetic induction, and at least two sensor magnetic elements (32) are installed on either of the two sections (33, 34), that is, on a fixed section (33) or on a moving section (34) , and at least one medium your (31), creating a magnetic flux, is installed on the other of the two sections mentioned (33, 34),
so that for the sensor magnetic elements (32) and due to this also for the sensor (30) the throttle position to produce unique values for both the first and second end positions of the moving section (34), and the final positions of the moving section (34) correspond two predetermined end positions of the damper rod (8) and the throttle valve (8, 9), which, in turn, correspond to the idle and full throttle states of the internal combustion engine. 25. The sensor (30) according to paragraph 24, characterized in that at least two sensor magnetic elements (32) are installed on a fixed area (33), and at least one means (31) that creates a magnetic flux installed on a moving site. 26. The sensor (30) according to claim 25, characterized in that at least two sensor magnetic elements (32) are mounted on a movable section (34), and at least one means (31) generating a magnetic flux mounted on a fixed area (33). 27. The sensor (30) according to claim 25 or 26, characterized in that it comprises at least two means (31) creating a magnetic flux, preferably three such means. 28. The sensor (30) according to claim 25 or 26, characterized in that it comprises at least four means (31) that create a magnetic flux, preferably five such means. 29. The sensor (30) according to claim 25 or 26, characterized in that it comprises at least three sensor magnetic elements (32). 30. The sensor (30) according to paragraph 24, wherein at least two means (31) that create a magnetic flux, and at least two sensor magnetic elements (32) are installed on a fixed section (33) and grouped in pairs of one sensor magnetic element (32) and one tool (31) that creates a magnetic flux, and each sensor magnetic element (32) of such a pair is configured to generate one of two possible values, which depends on which is activated whether the current sensing magnetic element (32) means (31) generating a magnetic flux from the same pair or not activated, while the magnetic flux guide (35) is fixedly connected to the movable portion (34) or is part of the movable portion (34), and the magnetic flux guide (35), in this way, it also moves together with the damper rod (8) and the throttle valve (8, 9) along a predetermined path of motion, while the magnetic flux guide (35) includes at least one tooth (36a-e), this, at least one tooth (36A-e), depending on the position of the tooth (36A-e) and, after Accordingly, also from the position of the valve rod (8) and the throttle valve (8, 9), it allows either activating or not activating the sensor magnetic element (32) from the pair using the means (31) that creates the magnetic flux from the same pair . 31. The sensor (30) according to paragraph 24, wherein all of the at least two means (31) that create the magnetic flux, and at least two sensor magnetic elements (32) are mounted on a movable section ( 34)
moreover, the magnetic flux guide (35) is fixedly connected to the fixed portion (33) or is part of the fixed portion (33), the magnetic flux guide (35) includes at least one tooth (36a-e), which allows in any In the case of activating or not activating the sensor magnetic element (32) from a pair consisting of one means (31) creating a magnetic flux and one sensor magnetic element (32), means (31) creating a magnetic flux from the same pair. 32. The sensor (30) according to claim 30, characterized in that the path of movement of the magnetic flux guide (35) is substantially circular, wherein the angle between the two end positions of the magnetic flux guide is from 30 to 360 °. 33. The sensor (30) according to claim 30, wherein the path of the magnetic flux guide (35) is substantially linear. 34. The sensor (30) according to claims 30, 32 or 33, characterized in that at least two means (31) that create the magnetic flux are located on the first side of the path of the magnetic flux guide (35), and, according to at least two sensor magnetic elements (32) are located on the second side, while at least one tooth (36a-e) of the magnetic flux guide (35) is configured to attenuate the magnetic flux on the sensor magnetic element (32), for example when at least one tooth (36a-e) is located between the sensor magnetic element m (32) and means (31) that creates the magnetic flux. 35. The sensor (30) according to claims 30, 32 or 33, characterized in that at least one means (31) generating a magnetic flux and at least one sensor magnetic element (32) are arranged in a pair on the same side of the motion path of the magnetic flux guide (35), at least one tooth (36a-e) of the magnetic flux guide (35) is configured to amplify the magnetic flux on the sensor magnetic element (32). 36. The sensor (30) according to any one of claims 30-33, wherein the magnetic flux guide (35) includes at least two teeth (36a-e), preferably three teeth. 37. The sensor (30) according to any one of claims 30-33, wherein the magnetic flux guide (35) includes at least four teeth (36a-e), preferably five teeth. 38. The sensor (30) according to any one of paragraphs.30-33, characterized in that it contains at least three means (31) that create a magnetic flux, and at least three sensor magnetic elements (32). 39. The sensor (30) according to any one of paragraphs.24-26, characterized in that it is capable of distinguishing at least three positions of the valve stem (8) and the throttle valve (8, 9), for which, at least at least two positions correspond to the unique states of the throttle position sensor (30) and represent the two end positions of the throttle shaft (8) and, as a result, also the end positions of the throttle valve (8, 9), and the other at least one position represents a state range of a partially open throttle combustion engine shutters. 40. The sensor (30) according to any one of paragraphs.24-26, characterized in that it is made with the possibility of distinguishing at least four or preferably at least five positions of the valve stem (8) and throttle valve (8, 9), for which at least two positions correspond to the unique states of the throttle position sensor (30) and are two end positions of the throttle shaft (8) and, as a result, also the end positions of the throttle valve (8, 9), and others at least two or preferably three positions n represent the state range of a partially open throttle valve of an internal combustion engine. 41. The sensor (30) according to any one of paragraphs.24-26, characterized in that it is arranged to distinguish at least nine or preferably thirteen positions of the valve stem (8) and the throttle valve (8, 9), for which at least two positions correspond to the unique states of the throttle position sensor (30) and represent the two end positions of the throttle shaft (8) and, as a result, also the end positions of the throttle valve (8, 9), the others of at least seven or preferably eleven dstavlyayut a range of partially open state of the internal combustion engine throttle valve. 42. The sensor (30) according to any one of paragraphs.24-26, characterized in that any single state in any possible sequence of at least three consecutive states of the throttle position sensor (30) is unique in relation to others, at least at least two states, with at least three states corresponding to at least three consecutive positions of the valve rod (8) and the throttle valve (8, 9). 43. The sensor (30) according to any one of paragraphs.24-26, characterized in that the means (31) that creates the magnetic flux includes at least one magnet (31), and wherein the sensor is a magnetic element (32 ) includes at least one Hall sensor (32). 44. The throttle position sensor (300) for determining the position of the throttle valve (8, 9) and its throttle shaft (8) in the fuel supply unit (1), for example, a carburetor or low-pressure injection system, of an internal combustion engine, wherein the combustion has idle and fully open throttle, and the sensor (300) throttle position contains:
a fixed portion (33) that is stationary relative to the fuel supply unit (1),
a movable section (34), which is movable relative to the fixed section (33) and the fuel supply unit (1) and moves with the valve rod (8) when it is rotated,
at least one means (310) creating a magnetic flux, such as a magnet, for creating a magnetic flux,
a magnetic sensor element (320), such as an analog Hall sensor, for detecting a magnetic flux generated by means (310) generating a magnetic flux, wherein the magnetic sensor element (320) and magnetic flux generating means (310) are arranged so that the magnetic the induction on the sensor magnetic element (320) varies essentially linearly with the angular displacement of the movable portion (340), and therefore also with the angular displacement of the valve rod (8) and the butterfly valve (8, 9), characterized in that shutter rod (8) and movable part the drain (340) is fixedly connected to each other or connected through motion transmission elements with the possibility of coordinated movement, moreover, the means (310) that create the magnetic flux are installed on either of the two sections (33, 340), that is, on the stationary (33) or on the movable section (340), and the sensor magnetic element (320) is installed on any of the two sections (33, 340) so that for the sensor magnetic element (320), as well as for the sensor (300) throttle position to generate values depending on pos Nia movable portion (340) and therefore also the position of the rod (8) and the throttle flap valve (8, 9). 45. The sensor (300) according to claim 44, characterized in that it comprises at least two means (31) that create a magnetic flux. 46. The sensor (300) according to claim 44 or 45, characterized in that the means (means) (310) that create (create) the magnetic flux are installed (installed) on the movable section (340), while the sensor magnetic element (320 ) mounted on a fixed area (33). 47. The sensor (300) according to claim 44 or 45, characterized in that the means (means) (310) that create (create) the magnetic flux are installed (installed) on a fixed area (33), while the sensor magnetic element (320 ) mounted on a movable section (340). 48. The sensor (300) according to item 44 or 45, characterized in that the highest and lowest values of the sensor magnetic element (320) correspond to two end positions of the valve rod (8) and the butterfly valve (8, 9), which, in in turn, correspond to the idling and full opening of the throttle valve of the internal combustion engine. 49. The sensor (300) according to item 44 or 45, characterized in that the sensor magnetic element (320) includes one analog Hall sensor, while the means (310) creating a magnetic flux includes one magnet. 50. The sensor (300) according to claim 44 or 45, characterized in that the throttle position sensor (300) is in communication with the electronic control unit (100), wherein the electronic control unit (100) is configured to process the value of the sensor output signal (300) the throttle position and is configured to at least selectively memorize the highest and lowest values of the throttle position sensor (300), and of these two values, the first value corresponds to the closed throttle position valve (8, 9), and the second value corresponds to the fully open position of the throttle valve (8, 9), while the electronic control unit (100) compares the highest value of the throttle position sensor (300) with the highest threshold value and the lowest value throttle position sensor (300) with the lowest threshold value, the threshold values dynamically increasing or decreasing during engine operation to adapt the highest and lowest throttle position sensor (300) so that the highest threshold value is lower than the highest value of the throttle position sensor (300) and the lowest threshold value is higher than the lowest value of the throttle position sensor (300), the value of the throttle position sensor (300) above the highest threshold value or below the lowest threshold value will be interpreted by the electronic control unit (100) as one or the closed position or the fully open position of the throttle valve (8, 9). 51. The sensor (300) according to claim 50, characterized in that the electronic control unit (100) controls at least three threshold values so as to divide the output signal of the throttle position sensor (300) into four sub-intervals, each the sub-interval is the position of the throttle position sensor (300). 52. The sensor (300) according to item 44 or 45, characterized in that the ratio between the value obtained from the sensor (300) of the throttle position and the angular displacement of the throttle valve (8, 9) is essentially linear and is described by the equation V = kD + h or D = (Vh) / k, where V is the value of the output signal of the throttle position sensor; D is the angular displacement of the throttle valve (8, 9); and h and k are constants, wherein the throttle position sensor (300) is in communication with the electronic control unit (100), which is configured to at least selectively measure the upper and lower values of the throttle position sensor (300), wherein these values correspond to the two end positions of the throttle valve (8, 9) and allow the electronic control unit (100) to recalculate the constants h and k during engine operation, while the electronic control unit (100) is adapted to be measured th value of the angular displacement of the throttle valve (8, 9) to the existing conditions. 53. The sensor (30; 300) according to item 44 or 45, characterized in that it is in communication with the electronic control unit (100), which is part or connected to the control module (2), the electronic control unit (100) is part or in communication with the ignition system with an adjustable ignition timing, while the electronic control unit (100) is configured to send the current status of the throttle position sensor (30; 300) to the ignition system, which is configured to adjust the rarefaction ignition with the status sensor (30; 300), throttle position, at least for the idle state in order to adjust the idle speed. 54. A fuel supply unit (1), for example a carburetor or a low pressure injection system of an internal combustion engine, characterized in that it comprises:
the main air channel (3) having a throttle valve (8, 9) installed in it, and including a valve rod (8) passing between two, from one to the other, opposite sides (6, 7) of the rod, and a control module (2) for supplying (2) fuel mounted on one (7) of the sides of the shaft (6, 7), wherein the control module (2) includes:
means (60) of a fuel valve for controlling the supply of fuel to the main air channel (3), and
a throttle position sensor (30; 300) according to any one of paragraphs.24-53 for monitoring the position of the throttle valve (8, 9). 55. The control module (2) for the fuel supply unit (1), for example a carburetor or low pressure injection system, internal combustion engine, characterized in that it contains:
means (60) of a fuel valve for controlling the supply of fuel to the main air channel (3) and
a throttle position sensor (30; 300) according to any one of paragraphs.24-53 for monitoring the position of the throttle valve (8, 9) installed in the main air channel (3) of the fuel supply unit (1). 56. The ignition system of the internal combustion engine connected to the electronic control unit (100), characterized in that it is configured to adjust the ignition timing for the internal combustion engine and is configured to receive information from the electronic control unit (100) about the status, at least one of the means (30; 300, 40, 60), while the ignition system is configured to adjust the ignition timing, at least taking into account the status of the means (30; 300) for determining the position rosselnoy damper according to claim pp.24-53.

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