• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1530908 Spray carburetters HONDA GIKEN KOGYO KK 5 Nov 1975 [6 Nov 1974] 45949/75 Heading F1H A carburetter passage 10 for supplying mixture to at least one main engine combustion chamber 67 and a passage 11 for supplying a richer mixture to at least one pre-combustion chamber 68 have respective choke valves 12 and 13. A lever 22 fixed to the choke shaft 21 has an abutment 25 which is urged into engagement with a lever 23 rotatable on the shaft and having a lost-motion connection 58, 59 to a lever 51 rotatable on the choke shaft 48. The lost-motion connection may be provided by a bi-metal coil (76), Fig. 3 (not shown), having a shoulder (80) engaging the lever 23 and an outer end (79) engageable with the rod 58. A lever 24 rotatable on the shaft 21 and engageable with the abutment 25 is connected to a diaphragm actuator 36 subject to the vacuum in the passage 10 downstream of the throttle valve 14 to ensure at least partial opening of the valves 12 and 13 on steady running of the engine with the throttle valve undepressed, the lever 23 being connected to a lever 52 rotatable on the shaft 48 and engageable with an abutment 53 on a lever 50 fixed to the shaft. The abutment 53 is urged into engagement with the lever 52 by the spring 54. The lever 23 is operable by the knob 34 and wire 35 from a position d in which the valve 12 is maintained open by the spring 29 to a position e in which the valve is fully closed. From position e to position f the spring 26 permits further movement of lever 23 and the rod 58 moves lever 51 to fully close the valve 13 via the spring 54. Movement to position g loads the springs 26 and 54. Abutment 40 in the actuator 36 provides predetermined openings of the valves 12 and 13 from their fully closed positions.
    公开号:SU1075993A3
    申请号:SU752187200
    申请日:1975-11-05
    公开日:1984-02-23
    发明作者:Цуцуи Казухико；Миура Хейхачи；Мияно Юкио
    申请人:Хонда Гикен Когио Кабусики Кайся (Фирма)；
    IPC主号:
    专利说明:

    This invention relates to mechanical engineering, in particular to a carburetor for an internal combustion engine. Carburetors for internal combustion engines are known, comprising a housing with main and additional flow channels forming the mixing chambers, a main air damper located in the base of the nominal flow channel on the main axis, equipped with a first lever mounted on it her . a second lever, a lock with a stop for the first lever, and a spring interacting with the first and second arms, an additional air damper located in an additional flow channel on an additional axis equipped with a third lever fixed on it with a fourth lever having a stop for the third lever, and a spring interacting with the third and fourth levers, a kinematic connection between the first and second E-bars, formed by a thrust and a freewheel, and a vacuum servo motor Ivod connected to the throttling space of the main flow channel and kinematically connected with the second lever ij. However, in known carburetors, although the position of the dampers changes depending on the ambient temperature, the efforts to close the dampers do not change depending on the degree of decrease in temperature, in connection with which the carburetors do not have optimal characteristics and the reliability of the engine start deteriorates. The aim of the invention is to improve the performance of the -carburetor under conditions of low ambient temperature. This goal is achieved by the fact that in the carburetor for an internal combustion engine, comprising a housing with main and additional flow channels forming a mixing, main air damper located in the main flow channel on the main axis, provided freely installed. the first lever fixed on it, the second lever rigidly fixed on it, having an emphasis for the first lever, and the spring interacting with the first and second levers, an additional valve valve located in the additional flow channel on the additional axis equipped with a third lever freely mounted on it, rigidly secured thereto by a fourth lever having a stop for the third lever, and a spring interacting with the third and fourth arms, a kinematic connection between the first and third arms with a freewheel, and a vacuum servo connected to the throttling space of the main flow channel and kinematically connected with the second lever, the main axis is provided with an additional lever and the fifth lever freely mounted on it connected to the kinematic connection between the vacuum servo and the second lever and configured to interact with the stop of the second lever, the fifth lever being kinematically connected through an additional link to the additional axis. In addition, the additional axis is provided with a fifth lever freely mounted on it, which is adapted to cooperate with the stop of the fourth lever and is associated with the additional pull. Figure 1 shows schematically the proposed carburetor for an internal combustion engine; Figure 2 is a perspective view; Fig. A variant of its implementation. The carburetor for the internal combustion engine comprises a housing 1 with main and additional flow channels 2, and 3, a main air damper 4 located in the main flow channel 2 on the main axis 5, an additional air damper b located in the additional flow channel 3 on the additional axis 7 , and kinematically interconnected by means of the gland 8 main and additional throttle valves 9 and 10, placed respectively in the main and additional flow channels 2 and 3, forming together with The diffusers 11 and 12, mixed in them, mix carburetor chambers. The main flow channel 2 serves to prepare the lean air-fuel mixture and is connected via pipe 13 to the main engine combustion chamber 14 provided with an intake valve 15, and the additional flow channel 3 serves to prepare an enriched fuel air mixture and is connected by means of a 16 sec pipe prechamber 17 communicated with the main combustion chamber 14 by means of channel 18 and provided with a spark plug 19 and an inlet valve 20. The main combustion chamber 14 is made in a cylinder 21 in which The piston 22, which is connected progressively, is connected by means of a connecting rod 23 to the shaft of the Sne (shown) of the engine. The main & b equipped 1fig.2) freely mounted on it the first lever 24, rigidly mounted on it
    a second lever 25 having an abutment 26 for the first lever 24, a torsion spring 27, the ends 28 and 29 of which interact with the first and second levers 24 and 25, ensuring their elastic connection, and a torsion spring 30, one end 31 of which is associated with a protrusion 32 housing 1, and the other end 33 with the second lever 25. The force of the torsion spring 30 is directed toward the opening of the main air damper 4. The additional axis 6 is provided with a third lever 34 freely mounted on it, a fourth lever 35 fixed on it, having an emphasis 36 for third lever 34, torsion spring 37, the ends 38 and 39 of which are engaged with the third and fourth levers 34 and 35, providing their elastic connection, and the torsion spring 4Q, which force is directed towards the opening of the additional air damper 6. The first and third levers 24 and 34 are kinematically connected with each other by means of the gig 41 and a freewheel hinge formed by a slot 42 made in the first lever 24.
    The main axis 5 is also provided with a freely mounted fifth arm 43 on it, having a protrusion 44 for interacting with the anvil 26, and an additional leg 45 pivotally connected with the fifth lever 43 and with the sixth lever 46 freely mounted on the additional axis 7 | And having a protrusion 47 for interacting with the stop 36 of the fourth lever 35. The fifth lever 43 is pivotally connected with the stem 48 of the vacuum servo 49 having a spring-loaded diaphragm 50 rigidly connected with the stem 48 and forming with the housing 51 of the vacuum servo 49 a working chamber 52, which when n The power of the pipeline 53 with the throttle 54 is connected to the throttling space of the main flow channel 2. The main and additional axes 5 and 7 are placed eccentrically relative to their flow channels 2 and 3. The main axis 5 is equipped with a rotation limiter 55, which interacts with the protrusion 56 on the housing 1, and an additional axis 7 - rotation limiter 57, interacting with the protrusion 58 on the housing 1.
    The first lever 24 is connected by a cable 59 with a manual control knob 60. A stop 61 is made on the housing 51 of the vacuum servo 49 to restrict the movement of the diaphragm 50.
    The carburetor works as follows.
    During the operation of the engine during the suction stroke, the depleted fuel-air mixture prepared in the main flow channel 2 enters through the pipeline 13 into the cylinder 2) and the enriched fuel-air mixture prepared in the additional flow channel 3 enters the prechamber 17 through the pipeline 16 (final kpapan 15 and 20 at this time are open). During the subsequent compression stroke (when the inlet valves 15 and 20 are closed), a certain amount of the lean mixture enters through the channel 18 into the prechamber 17, in which by the time the spark is applied a candle 19 forms an easily combustible combustible mixture. The overall composition of the mixture, filed in the engine cylinders, is poorer than the stoichiometric ratio of fuel to air.
    When the engine is not working, the pressure in the working chamber 52 of the vacuum servo 49 is equal to atmospheric and when the handle 60 is positioned (Fig. 2, line A), the main and additional air dampers 6 and 4 are in the fully open position (i.e., vertically). The first lever 24 is in contact with the stop 26 under the action of the force of the torsion spring 27, the third lever 34 with the stop 36 under the action of the torsion spring 37.
    When the engine is not working. And the handle moves from position A to position B, the first lever 24 is moving counterclockwise, the ton 41 remains stationary due to its movement along the slot 42, and the second lever 25 under the action of a torsion spring 27 that overcomes the force the torsion spring 30 rotates with the main axis 5, providing a constant contact of the stop 26 with the first lever 24, in connection with which the main air damper 4 moves from the full open position to the closed position of the main flow channel 2. Additional The air damper 6 remains fully open.
    When the engine is not working and the handle 60 moves from position B to position C, the first lever 24 moves further counterclockwise, at 9 a time as axis 5 remains stationary, since in position B of handle 60 the main air damper 4 is completely closed. In this connection, the lever 24 moves away from the seal. Twisting the torsion spring 27 twists, increasing the closing force of the main air damper 4. At the same time, as the whole free stroke is sampled in the slot 42, the second 41 moves, moving the third lever 34, | And due to contact 36; the lever 36 rotates the lever 35, which biases the additional axis 7 to the position of closing the additional air damper b against the force of the spring 40; When the engine is not working and the handle moves from position C to position G, then When the primary and secondary air dampers 5 and 7 are in the closed position, the first lever 24 will move counterclockwise to increase the closing forces on the air dampers 5 and 7 due to the increase in the torsion springs 30 and 40. When the engine starts, the handle 6 is between A and B, and the main air damper 4 is in the partial close position, the mixture is generally richer in the main flow channel 2 than with the fully open main air damper and If, during engine start-up, knob 60 is between positions B and and the main air damper is in the fully closed position, the additional air damper 6 is partially closed, then the mixture prepared in the main flow channel 2 is more enriched and also enriched by the mixture prepared in the additional flow channel 2. If, during engine start-up, the handle 60 is between the positions C and D, it increases with. completely closed main and air interlocks 4 and 6, their closing force, as a result of which the mixture prepared in both flow channels 2 and 3 is further enriched. Thus, by changing the position of the handle 60, the engine is started reliably in a wide range of low temperatures. When, after starting the engine, the SRI, due to combustion in the cylinder of the fuel-air mixture, has a self-idling mode, a vacuum will be established in the main flow channel 2, which is transferred to the working chamber 52 through conduit 53. As a result, the aperture 50 is retracted into the housing 51 until it is installed on the stop 61, and the fifth lever is moved through the rod 48, 43 and then through the additional bar 45 - the sixth lever 46 clockwise. If by this moment the main and additional air dampers 4 and 6 were in the closed position, then the fifth and sixth levers 43, 46, contacting respectively with the stops 26 and 36, move the axes 5 and 7 with the air dampers 4 and 6, respectively. the position of opening the latter against the force of their torsion springs 27 and 37. The stop 61 provides a predetermined angle for opening the air dampers 4 and 6, in connection with which the mixture fed to the engine cylinders is lean, but its composition remains richer than with fully open air dampers. This achieves optimum engine warming up at low ambient temperatures. When the engine temperature reaches the operating range, the knob 60 is turned to position A, with the result that the first and third levers 24 and 34 are turned clockwise, reducing the twisting force of the force springs 27 and 37, and both air dampers 4 and 6 are turned to full open, so that the initial lean mixture is supplied through pipeline 1.3 and enriched - through pipeline 16. The carburetor with sequential closing of the main and additional air dampers 4 and 6 ensures regulation with leaving the mixture directed into the cylinder when the engine is started in a wide range of fuel-air ratio, therefore, the carburetor performance is improved under conditions of low ambient temperature and reliable engine start is achieved, and when the latter reaches the independent idle stroke of the valve 4 and 6 open at a predetermined angle, improving engine warming conditions and preventing incomplete combustion of the fuel, which reduces the toxicity of the exhaust. gases. In the embodiment (FIG. 3) of the carburettor, the air dampers 4 and 6 are automatically controlled by means of a bimetallic spiral element 62. On the body 1 (identical elements with the carburetor of FIGS. 1 and 2 are denoted by the same positions, an annular box 6.3 is installed. The inner end 64 of the bimetallic element 62 is fixed on the box 63, and the free outer end 65 is adapted to move along the inner cylindrical surface of the box 63 and is provided with two stops 66 and 67. On the axis 5 directly Close to element 62, a first lever 68 is installed, and a second lever 69, rigidly connected to axis 5, is mounted at its outer end, the fifth lever 70 being located between the torsion spring 27 and the first lever. The third lever 71 is mounted on axis 7 in close to housing 1, and the fourth lever 72, rigidly connected to axis 5, is located at its outer end, with the sixth lever 73 being placed between the torsion spring 37 and the fourth-fourth
    lever 72. The third lever 71 is associated with a pull 74. which has a protruding end 75 inside the box 63, forming together with the stops 66 and 67 a hinge of a free move.
    The carburetor works (fig.Z) as follows.
    When the ambient temperature decreases, the outer end 65 together with the stop 67 moves counterclockwise around the axis 5, as a result of which the first lever 68 rotates in the same direction. Therefore, through the torsion spring 27 and the second lever 69, the main air damper 4 moves towards the closing of the main flow channel 2. Then, when the air damper 4 moves to the fully closed position (and the Ambient temperature continues to decrease), the spiral bimetallic element 62 with its outer end 65 moves the first lever 68 counterclockwise, increasing
    closing force on the main air damper 4 and at the same time due to the impact on the protruding end of 75 tons of 74 turns the third lever 71 through the latter, moving the additional air damper 6 to the closed position. This ensures that the engine starts reliably at low ambient temperatures.
    0
    When the engine is started and has self-idling speed, the vacuum servo 49 simultaneously opens both air flaps 4 and 6. Otherwise, 5, the carburetor of FIG. 3 is similar to the carburetor of FIGS. 1 and 2.
    Thus, such an embodiment of the carburettor provides for the start-up of the engine under conditions of low temperature by the surrounding medium and the required ratio of fuel-air mixture, therefore, the characteristics of the carburetor are improved.
     nf
     26
    权利要求:
    Claims (2)
    [1]
    1. CARBURETOR FOR THE INTERNAL COMBUSTION ENGINE, comprising a housing with a main and additional flow channels forming mixing chambers, a main air damper located in the main flow channel on the main axis, provided with a first lever freely mounted thereon, a second lever rigidly fixed thereto, having an emphasis for the first lever, and a spring interacting with the first and second levers, an additional air damper located in the additional flow channel on the additional axis, is equipped with a third lever freely mounted on it, a fourth lever rigidly fixed on it, having a stop for the third lever, and a spring interacting with the third and fourth levers, a kinematic connection between the first and third levers, formed by a rod and a freewheel, and a vacuum servo, connected to the throttle space of the main flow channel and kinematically connected to the second lever, characterized in that, in order to improve the performance of the carburetor in low ambient conditions medium, the main axis is equipped with additional traction and a fifth lever freely mounted on it, included in the kinematic connection between the vacuum servo drive and the second lever and configured to interact with the stop of the second lever, with Λ the fifth lever kinematically connected through additional traction with an additional 5 axle.
    [2]
    2. The carburetor according to claim 1, characterized in that the additional axis is equipped with a sixth lever freely mounted on it, configured to interact with a fourth lever stop and associated with an additional rod.
    1075JA.Z A
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    同族专利:
    公开号 | 公开日
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    CH591630A5|1977-09-30|
    AU8583075A|1977-04-21|
    DE2549661B2|1978-04-06|
    GB1530908A|1978-11-01|
    US4060062A|1977-11-29|
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    NL168298B|1981-10-16|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3443552A|1966-12-13|1969-05-13|Ernest A Von Seggern|Internal combustion engine,fuel supply system and process|
    US3659564A|1968-11-01|1972-05-02|Toyoda Chuo Kenkyusho Kk|Internal combustion engine with sub-combustion chamber|
    US3785624A|1970-10-12|1974-01-15|Ethyl Corp|Carburetor|
    JPS5139287B2|1973-03-19|1976-10-27|
    US3837322A|1973-07-30|1974-09-24|Honda Motor Co Ltd|Carburetor choke|
    JPS5224603B2|1973-11-07|1977-07-02|Honda Motor Co Ltd|
    US3941105A|1973-11-08|1976-03-02|Honda Giken Kogyo Kabushiki Kaisha|Exhaust gas recirculation for three-valve engine|
    JPS5316850B2|1973-12-11|1978-06-03|US4449505A|1977-03-12|1984-05-22|Yamaha Hatsudoki Kabushiki Kaisha|Internal combustion engine|
    JPS5519936A|1978-07-28|1980-02-13|Toyota Motor Corp|Automatic choke device|
    FR2493921B1|1980-11-07|1984-04-20|Renault|
    JPS6229621B2|1981-12-11|1987-06-26|Matsuda Kk|
    GB8522106D0|1985-09-05|1985-10-09|Motaproducts Automotive Ltd|Automatic/manual choke conversion|
    JP3818562B2|1999-02-01|2006-09-06|ＴＩＷａｌｂｒｏＪａｐａｎ株式会社|Layered scavenger|
    US6591794B2|2000-10-24|2003-07-15|Zama Japan|Air-fuel ratio control system for a stratified scavenging two-cycle engine|
    JP2000282874A|1999-03-29|2000-10-10|Nippon Walbro:Kk|Carbureter provided with throttle valve and air valve for two-cycle internal combustion engine|
    DE20012919U1|2000-07-26|2001-12-06|Dolmar Gmbh|Carburetor with a starter|
    US6928996B2|2002-07-03|2005-08-16|Walbro Japan, Inc.|Stratified scavenging mechanism of a two-stroke engine|
    US6708958B1|2002-10-04|2004-03-23|Electrolux Home Products, Inc.|Air valve mechanism for two-cycle engine|
    JP2004176634A|2002-11-27|2004-06-24|Walbro Japan Inc|Carburetor for stratified scavenging|
    JP4061252B2|2003-08-11|2008-03-12|ザマ・ジャパン株式会社|Two-cycle engine carburetor|
    JP2005146915A|2003-11-12|2005-06-09|Komatsu Zenoah Co|Transmitting coupling mechanism|
    US7104253B1|2005-03-30|2006-09-12|Walbro Engine Management, L.L.C.|Stratified scavenging carburetor|
    US7523922B2|2007-03-16|2009-04-28|Zama Japan Kabushiki Kaisha|Carburetor for stratified charge two-cycle engine|
    US8453998B2|2010-08-17|2013-06-04|Walbro Engine Management, L.L.C.|Air scavenging carburetor|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP12771674A|JPS5332456B2|1974-11-06|1974-11-06|
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