JPS58144658A - Variable venturi carburetor - Google Patents

Variable venturi carburetor

Info

Publication number
JPS58144658A
JPS58144658A JP2753282A JP2753282A JPS58144658A JP S58144658 A JPS58144658 A JP S58144658A JP 2753282 A JP2753282 A JP 2753282A JP 2753282 A JP2753282 A JP 2753282A JP S58144658 A JPS58144658 A JP S58144658A
Authority
JP
Japan
Prior art keywords
negative pressure
piston
atmosphere
valve
vacuum
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2753282A
Other languages
Japanese (ja)
Inventor
Norihiko Nakamura
徳彦 中村
Takashi Kato
孝 加藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2753282A priority Critical patent/JPS58144658A/en
Publication of JPS58144658A publication Critical patent/JPS58144658A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
    • F02M7/14—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel spray nozzle
    • F02M7/16—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel spray nozzle operated automatically, e.g. dependent on exhaust-gas analysis
    • F02M7/17—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves with means for controlling cross-sectional area of fuel spray nozzle operated automatically, e.g. dependent on exhaust-gas analysis by a pneumatically adjustable piston-like element, e.g. constant depression carburettors

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)

Abstract

PURPOSE:To prevent abrupt torque rise at the time of acceleration and to thereby obtain a comfortable feeling of acceleration, by connecting a pipe communicated with the atmosphere to a vacuum chamber of a suction piston, and providing, in said pipe communicated with the atmosphere, a vacuum-operated value that is opened when the suction vacuum is dropped rapidly. CONSTITUTION:A variable venturi carburetor of this invention comprises a suction piston 3 that is moved to the left when the negative pressure produced at a venturi portion 8 by the air flow through an intake passage is transmitted into a vacuum chamber 18 via a port 18, and fuel is ejected into the intake passage 2 from a nozzle 23 at a rate corresponding to the opening area between a needle 4 and a metering jet 21 formed integrally with the suction piston 3. Here, the vacuum chamber 15 is formed to be capable of communicating with the atmosphere via a vacuum-operated valve 25 and a pipe 24 communicated with the atmosphere, and the vacuum-operated valve 25 is designed to open against the force of a spring 31 when the suction vacuum in the intake passage 2 on the downstream side of a throttle valve 6 is dropped rapidly. By thus introducing the atmosphere into the vacuum chamber 15, it is enabled to carry out abrupt leftward movement of the piston 3.

Description

【発明の詳細な説明】 本発明は可変ベンチュリ型気化器に関する。[Detailed description of the invention] The present invention relates to variable venturi type carburetors.

可変ベンチエリ型気化器は過渡応答性が良いという優れ
た％徽ｆ：有しているが急加速時にはこの特徴が悪い方
向に作用し、トルクの立上がりが急激となるために加速
シ冒ツクが発生したシ、或いは加速初期にトルクが立ち
上がシすぎて加速後半のトルク上外がないためにｉ１転
者に快適な加速感管与えることが困難であるという問題
がある。このような問題を解決するために従来よシナク
シ１ンピストンにオイルダンノ４ｆ設けて急加速時にサ
クシ冒ンピストンをゆつ（ル移動させるという方法が提
案されているがこの方法では可変ベンチエリ型気化器の
優れた特徴である過渡応答性を悪化させるはかシでなく
、寒冷地においてけダン／４オイルの粘性か高くなるた
めにサクシ璽ンピストンが十分に開かず、機関出力か低
下するという問題を生ずる。The variable bench ellipse type carburetor has an excellent % f: good transient response, but during sudden acceleration this characteristic acts in a negative direction, causing a sudden rise in torque and an acceleration shock. There is a problem in that it is difficult to provide a comfortable acceleration feeling to the driver due to the torque rising too much in the early stages of acceleration and no torque fluctuation in the latter half of the acceleration. In order to solve this problem, a method has been proposed in the past in which an oil damper 4F is provided on the cylinder piston and the piston is moved slowly during sudden acceleration. Not only does this deteriorate the transient response characteristic of the engine, but also the viscosity of the KIDAN/4 oil increases in cold regions, causing the problem that the piston does not open sufficiently, resulting in a reduction in engine output.

本発明は急加速運転以外のときには良好な応答性を確保
し、急加速運転時には急激なトルクの立上が９を阻止し
て運転者に快適な刀口速感を与えるようにした可変ベン
チエリ型気化器を提供することにある。The present invention is a variable bench ellipse type carburetor that ensures good responsiveness during operations other than sudden acceleration, and prevents a sudden rise in torque during sudden acceleration to give the driver a comfortable sense of speed. It is about providing the equipment.

以下、添附図面を参照して本発明の詳細な説明する。Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Ｉ！１図を参照すると、ｌは気化器本体、２は垂直方向
に延びる吸気通路、３は吸気通路２内管横方向に移動す
るサクシ１ンピストン、４はサクシロンピストン３の先
端面に取付けられたニードル、５はサクシロンピストン
３の先端面に対向して吸え通路２の内壁面上に固定てれ
たスペーサ、６はサクシロンピストン３下流の吸気通路
２内に設けられたスロットル弁、７は気化器フロート室
を夫々示し、サクシロンピストン３の先端面とスペーサ
５の間にはペンチエリ部８が形成される。気化器本体１
には中空円筒状のケーシング９が固定され、このケーシ
ング９にはケーシング９の内部でケーシング９の軸線方
向に延びる案内スリーブｌＯが取付けられる。案内スリ
ーブ１０内には多数のボール１１を具えた軸受１２が挿
入され、また案内スリーブ１０の外端部は盲蓋１３によ
って閉鎖される。一方、サクシロンピストン３には案内
ロッド１４が固定され、この案内ロッド１４は軸受１２
内に案内ロッド１４の軸線方向に移動可能に挿入される
。このようにサクシロンピストン３＃′ｉ軸受１２を介
してケーシング９によシ支持されるのでサクシロンピス
トン３はその軸線方向に滑らかに移動することができる
。ケーシング９の内部はサクシロンピストン３によって
負圧室１５と大気圧室１６とに分割され、負圧室１５内
にはサクシロンピストン３を常時ペンチ為り［８に向け
て押圧する圧縮はね１７が挿入される。負圧室１５はサ
クシロンピストン３に形成されたサクシ璽ン孔１８’ｉ
介してベンチュリ部８に連結され、大気圧室１６は気化
器本体１に形成され次空気孔１９を介してサクシロンピ
ストン３上流の吸気通路２内に連結される。I! Referring to Figure 1, l is the carburetor main body, 2 is an intake passage extending in the vertical direction, 3 is a piston that moves laterally within the intake passage 2, and 4 is attached to the tip surface of the succilon piston 3. A needle, 5 is a spacer fixed on the inner wall surface of the suction passage 2 facing the tip surface of the SAXILON piston 3, 6 is a throttle valve provided in the intake passage 2 downstream of the SAXILON piston 3, and 7 is a Each of the carburetor float chambers is shown, and a pentier portion 8 is formed between the tip end surface of the succilon piston 3 and the spacer 5. Vaporizer body 1
A hollow cylindrical casing 9 is fixed to the casing 9, and a guide sleeve 10 extending in the axial direction of the casing 9 inside the casing 9 is attached. A bearing 12 with a number of balls 11 is inserted into the guide sleeve 10, and the outer end of the guide sleeve 10 is closed by a blind cover 13. On the other hand, a guide rod 14 is fixed to the SAXILON piston 3, and this guide rod 14 is connected to the bearing 12.
The guide rod 14 is inserted into the guide rod 14 so as to be movable in the axial direction. Since the saxilon piston 3 is thus supported by the casing 9 via the bearing 12, the saxilon piston 3 can move smoothly in its axial direction. The inside of the casing 9 is divided by the SAXILON piston 3 into a negative pressure chamber 15 and an atmospheric pressure chamber 16, and inside the negative pressure chamber 15 there is a compression force that constantly pushes the SAXILON piston 3 toward the pliers [8]. 17 is inserted. The negative pressure chamber 15 is connected to a slit hole 18'i formed in the saxilon piston 3.
The atmospheric pressure chamber 16 is formed in the carburetor body 1 and connected to the intake passage 2 upstream of the succilon piston 3 through an air hole 19 .

一方、気化器本体１円にはニードル４が侵入可能なよう
にニードル４の軸艙方向に延びる燃料通路２０が形成さ
れ、この燃料通路２０内には計量ジ１ット２１、が設け
られる。計量ジェット２１上流の燃料通路２０は下方に
延びる燃料パイプ２２を介してフロート室７に連結され
、フロート室７内の燃料りこの燃料パイｆ２２を介して
燃料通路２０内に送ル込まれる。頁に、スペーサ５には
燃料通路２０と共軸的に配置嘔れた中空円筒状のノズル
２３が固定される。このノズル２３＃−１ｔスペーサ５
の゛内壁面からベンチエリ部８内に突出し、しかもノズ
ル２３の先端部の上半分は下半分から更にサクシロンピ
ストン３に向けて突出している。On the other hand, a fuel passage 20 extending in the axial direction of the needle 4 is formed in the carburetor main body so that the needle 4 can enter therein, and a metering hole 21 is provided in the fuel passage 20. The fuel passage 20 upstream of the metering jet 21 is connected to the float chamber 7 via a fuel pipe 22 extending downward, and the fuel in the float chamber 7 is fed into the fuel passage 20 via a fuel pipe f22. A hollow cylindrical nozzle 23 disposed coaxially with the fuel passage 20 is fixed to the spacer 5 . This nozzle 23#-1t spacer 5
The nozzle 23 protrudes from the inner wall surface into the bench area 8, and the upper half of the tip of the nozzle 23 further protrudes from the lower half toward the succilon piston 3.

ニードル４はノズル２３並ひに計量ジェン）２１内を貫
通して延び、燃料はニードル４と計量ジェット２１間に
形成される環状間隙により計量された後にノズル２３か
ら吸気通路２内に供給される。The needle 4 extends through the nozzle 23 as well as the metering jet 21, and the fuel is metered by the annular gap formed between the needle 4 and the metering jet 21 and then supplied from the nozzle 23 into the intake passage 2. .

第１図に足場れるように負圧室１５は大気連通管２４管
介して負圧応動弁２５に連結される。この負圧応動弁２
５は負圧ダイアフラム装置２６ａと弁筺２６ｂからなシ
、負圧ダイアフラム装置２６ａはダイアフラム２７によ
って隔離された第１負王室２８と第２負圧室２９とを具
備する。ダイアフラム２７には第１負圧室２８と第２負
圧室２９を連通する絞シ３０が形成され、第２負圧室２
９内にはダイアフラム押圧用圧縮ばね３１が挿入される
。ｊＫｌ負圧室２８は常時スロットル弁６後流の吸気通
路２内に開口する負圧ボート３２に負圧導管３３管介し
て接続される。一方、第２負圧室２９祉負圧導管３４を
介して負圧ポート３２に接続嘔れ、この負圧導管３４内
に第２負圧室２９から負圧４−　）　３２に向けて流通
可能な逆止弁３５が配置される。弁１ｉ２６ｂ内に蝶弁
ポート３６を具えた弁室３７が形成され、この弁室３７
は一方では計量ジェット３８並びに大気連通管２４を介
して負圧室１５内に接続され、他方では弁ポート３６並
びにエアフィルタ３９’ｉ介して大気に連通せしめられ
る。更に、弁室３７内には弁ポート３９の開閉制御をす
る弁体４０が設けられ、この弁体４０は弁ロッド４１ｔ
−介してダイアフラム２７に連結される。As shown in FIG. 1, the negative pressure chamber 15 is connected to a negative pressure responsive valve 25 via an atmosphere communication pipe 24. This negative pressure responsive valve 2
5 consists of a negative pressure diaphragm device 26a and a valve housing 26b, and the negative pressure diaphragm device 26a includes a first negative pressure chamber 28 and a second negative pressure chamber 29 separated by a diaphragm 27. A constriction 30 is formed in the diaphragm 27 to communicate the first negative pressure chamber 28 and the second negative pressure chamber 29.
A compression spring 31 for pressing the diaphragm is inserted into the spring 9 . The jKl negative pressure chamber 28 is always connected to a negative pressure boat 32 that opens into the intake passage 2 downstream of the throttle valve 6 via a negative pressure conduit 33 . On the other hand, the second negative pressure chamber 29 is connected to the negative pressure port 32 via a negative pressure conduit 34, and the negative pressure can flow from the second negative pressure chamber 29 to the negative pressure 4-) 32 within this negative pressure conduit 34. A check valve 35 is provided. A valve chamber 37 with a butterfly valve port 36 is formed within the valve 1i26b;
is connected on the one hand to the negative pressure chamber 15 via a metering jet 38 and an atmosphere communication pipe 24, and on the other hand to the atmosphere via a valve port 36 and an air filter 39'i. Further, a valve body 40 for controlling opening and closing of the valve port 39 is provided in the valve chamber 37, and this valve body 40 is connected to a valve rod 41t.
- connected to the diaphragm 27 via.

スロットル弁６の開度が一定に保持されているときには
＃！ｌ負圧室２８と第２負圧室２９内は同−負圧となっ
ておシ、またスロットル弁６が閉弁するときには逆止弁
３５が開弁するので１１ｇ１負王室２８と第２負圧室２
９内は同一負圧となっている。このとき、弁体４０はｗ
Ｊ１図に示すように弁ポート３６″を閉鎖している。一
方、スロットル弁６がゆつくりと開弁せしめられている
ときには第１負圧室２８内の負圧が第２負圧室２９内の
負圧よ）も若干大きくなるが両負圧室２８．２９間の圧
力差は小さく、斯くして弁体４０が弁／−）３６を閉鎖
している。これに対してスロットル弁６が急激に開弁ぜ
しめられると逆止弁３５が閉弁するために第２負圧室２
９内の負圧はスロットル弁６開升前の負圧に維持され、
一方第１負圧室２８内の負圧は急激に小さくなる。その
結果、ダイアフラム２７が第２負圧室２９側に移動する
ために弁体４０が弁ポート３６を開口し、斯くして負圧
室１５の負圧が小さくなってｆｌぼ大気圧となる。When the opening degree of the throttle valve 6 is held constant, #! The inside of the negative pressure chamber 28 and the second negative pressure chamber 29 are at the same negative pressure. Also, when the throttle valve 6 closes, the check valve 35 opens. Pressure chamber 2
9 has the same negative pressure. At this time, the valve body 40 is
As shown in Figure J1, the valve port 36'' is closed. On the other hand, when the throttle valve 6 is slowly opened, the negative pressure in the first negative pressure chamber 28 is reduced to the second negative pressure chamber 29. Although the negative pressure in the negative pressure chambers 28 and 29 increases slightly, the pressure difference between the two negative pressure chambers 28 and 29 is small, and the valve body 40 closes the valve /-) 36. In contrast, the throttle valve 6 The second negative pressure chamber 2 closes when the check valve 35 is suddenly opened.
The negative pressure in the throttle valve 9 is maintained at the negative pressure before the opening of the throttle valve 6,
On the other hand, the negative pressure within the first negative pressure chamber 28 decreases rapidly. As a result, the diaphragm 27 moves toward the second negative pressure chamber 29, causing the valve body 40 to open the valve port 36, and thus the negative pressure in the negative pressure chamber 15 decreases to nearly atmospheric pressure fl.

第１図に示すようにスペーサ５の上端部に社吸気通路２
内に向けて水平方向に突出する***壁４２が形成され、
この***壁４２と、サクシ璽ンピストン３の先端部間に
おいて流量制御が行なわれる。As shown in FIG.
A raised wall 42 is formed that projects inward in the horizontal direction,
Flow rate control is performed between this raised wall 42 and the tip of the swivel piston 3.

機関運転が開始されると空気は吸気通路２内を下方に向
けて流れる。このとき空気流はサクシ四ンピストン３と
***壁４２間において絞られるためにペンチエリ部８に
は負圧が発生し、この負圧がサクシ１ン孔１８を介して
負圧室１５内に導ひかれる。サクシ冒ンピストン３は負
圧室１５と大気圧室１６との圧力差が圧縮はね１７のば
ね力により定まるほぼ一定圧となるように移動する。When engine operation is started, air flows downward in the intake passage 2. At this time, since the airflow is restricted between the swivel piston 3 and the raised wall 42, negative pressure is generated in the pentier section 8, and this negative pressure is led into the negative pressure chamber 15 through the swivel hole 18. Ru. The piston 3 moves so that the pressure difference between the negative pressure chamber 15 and the atmospheric pressure chamber 16 becomes a substantially constant pressure determined by the spring force of the compression spring 17.

機関を加速すべくスロットル弁６が急激に開弁せしめら
れると前述したように弁体４０が弁ポート３６を開口す
るので負圧室１５内の負圧が小さくなる。その結果、サ
クシｌンピストン３ｆ：右方に向けて押圧する押圧力が
増大するためにサクシ１ンピストン３の左方に向かう急
激な移動が阻止される。従って、吸入空気流がサクシ璽
ンピストン３によって絞られるために加速初期における
急激な出力トルクの増大金阻止でき、斯くして加速シ曹
ツクの発生を阻止することができる。一方、スロットル
弁６が開弁せしめられると第１負圧室２８内の負圧が小
さくなるがｗ、１負王室２８内の空気が絞シ３０Ｙｒ介
して第１負圧室２９内に流入するために第１員圧室２８
内の負圧は次第に太きくなシ、その結果スロットル弁６
が開弁せしめられて暫らくするとダイアフラム３０が第
１負圧室２８＠に移動して弁体４０が弁ポート３６を閉
鎖する。従って加速後半にはサクシランピストン３が左
方に移動してベンチュリ部８の面積を増大するので出力
トルクが増大し、斯くして良好な加速感を運転者に与え
ることができる。When the throttle valve 6 is suddenly opened to accelerate the engine, the valve element 40 opens the valve port 36 as described above, and the negative pressure in the negative pressure chamber 15 becomes smaller. As a result, the pressing force pressing the sling piston 3f toward the right increases, so that a rapid movement of the sling piston 3 toward the left is prevented. Therefore, since the intake air flow is throttled by the spool piston 3, a rapid increase in output torque at the initial stage of acceleration can be prevented, and thus the occurrence of acceleration shock can be prevented. On the other hand, when the throttle valve 6 is opened, the negative pressure in the first negative pressure chamber 28 decreases, but the air in the first negative pressure chamber 28 flows into the first negative pressure chamber 29 through the throttle valve 30Yr. Therefore, the first member pressure chamber 28
The negative pressure inside the throttle valve 6 gradually increases.
After a while after the valve is opened, the diaphragm 30 moves to the first negative pressure chamber 28@, and the valve body 40 closes the valve port 36. Therefore, in the latter half of acceleration, the saccilane piston 3 moves to the left to increase the area of the venturi portion 8, thereby increasing the output torque and thus providing a good acceleration feeling to the driver.

第２図に別の実・施例を示す。この冥施例ではケーシン
グ９の円筒状内周壁面上に互に間隔を隔てて一対のボー
）５０．５１が形成される。ボート５０は大気連通管２
４′ｔ−介して弁室３７に連結され、ポート５１Ｆｉ大
気連通管５２並ひに弁ボート３６を介して弁室３７に連
結される。また、ボート５０はサクシランピストン３の
リフト量が大きなときにサクシ冒ンピストン３によって
閉鎖される位置に設けられ、ボート５１はサクシ璽ンピ
ストン３のリフト量が小さなときにサクシ冒ンピストン
３によって閉鎖される位置に設けられる。ボー）５０．
５１のいずれか一方がサクシ璽ンピストン３によって閉
鎖されれば負圧応動弁２５の弁体４０が弁ポート３６を
開口しても大気連通管２４から負圧室１５丙に空気が供
給されることはない。FIG. 2 shows another implementation/example. In this embodiment, a pair of bows 50 and 51 are formed on the cylindrical inner peripheral wall surface of the casing 9 at intervals. Boat 50 is atmospheric communication pipe 2
It is connected to the valve chamber 37 through the port 51Fi, the atmosphere communication pipe 52, and the valve boat 36. Further, the boat 50 is provided at a position where it is closed by the opening piston 3 when the lift amount of the opening piston 3 is large, and the boat 51 is provided at a position where it is closed by the opening piston 3 when the lift amount of the opening piston 3 is small. It is installed in a position where Beau) 50.
51 is closed by the piston 3, air is supplied from the atmosphere communication pipe 24 to the negative pressure chamber 15 even if the valve body 40 of the negative pressure responsive valve 25 opens the valve port 36. There isn't.

従ってこの実施例ではサクシ曹ンピストン３の拡大摺動
部３ａが両ポー）５０．５１間にあるとき、即ち吸入空
気量が中間量のときにスロットル弁６が急激に開弁せし
められた場合に出力トルクの急上昇が抑制される。Therefore, in this embodiment, when the enlarged sliding portion 3a of the piston 3 is between the two ports 50 and 51, that is, when the intake air amount is an intermediate amount, when the throttle valve 6 is suddenly opened. A sudden increase in output torque is suppressed.

＄３図に更に別の実施例を示す。この実施例では第２負
圧室２９と負圧導管３３とが負圧導管５０を介して互に
連結され、この負圧導管５０内に機関冷却水５１の温度
に応動する感温切換弁５２が設けられる。この感温切換
９Ｐ５２は機関冷却水温が所定温度以上になるとバイメ
タル素子５３によって負圧導管５０の流通路を閉鎖し、
このときはｗＪ１図に示す実施例と同じ作用管なす。こ
れに対して機関冷却水温が所定温度以下のときにはパイ
１１に５３が逆向きに彎曲するために負圧導’ｆ５０は
流通状態に保持され、斯くしてこのときには弁体４０が
弁／　−）　３６を閉鎖し続ける。暖機完了前の急加速
時にはそれほど出力トルクが急に上昇せず、出力トルク
の増大を抑制するとかえって加速感が悪くなるので上述
のように暖機完了前には負圧感温弁２５會作動させない
ようにしている。Another example is shown in Figure $3. In this embodiment, the second negative pressure chamber 29 and the negative pressure conduit 33 are connected to each other via a negative pressure conduit 50, and a temperature-sensitive switching valve 52 is installed in the negative pressure conduit 50 in response to the temperature of the engine cooling water 51. is provided. This temperature-sensitive switching 9P52 closes the flow path of the negative pressure conduit 50 by the bimetal element 53 when the engine cooling water temperature exceeds a predetermined temperature.
In this case, the same working pipe as in the embodiment shown in Fig. wJ1 is used. On the other hand, when the engine cooling water temperature is below a predetermined temperature, the negative pressure guide 'f50 is maintained in a flowing state because the pipe 11 is curved in the opposite direction, so that at this time the valve body 40 is the valve /-) 36 will remain closed. During sudden acceleration before the warm-up is complete, the output torque does not increase so suddenly, and suppressing the increase in the output torque will actually worsen the acceleration feeling, so as mentioned above, do not operate the negative pressure temperature-sensitive valve 25 before the warm-up is complete. That's what I do.

第４図に更に別の実施例を示す。この実施例では第２負
圧室２９と負圧導管３３とを連結する負圧導管３３内に
電磁遮断弁６０が設けられる。この電磁遮断弁６０のソ
レノイド６１は電子制御ユニッ）６２に接続され、電子
制御ユニット６２０入力端子には車速センサ６３が取付
けられる。電ｆｆｉ遮断弁６０は車速センサ６３の出力
信号によって作動せしめられ、例えば単速か予め定めら
れた速度以下のとき閉弁し、車速が予め定められた速度
以上のとき開弁する。従ってこの場合には単速か予め足
められた速度以下のときの急加速運転時に負圧応動弁２
５の弁体４０が弁／　−）　３６を開口するので出力ト
ルクの急激な立上りか抑制される。FIG. 4 shows yet another embodiment. In this embodiment, an electromagnetic cutoff valve 60 is provided in the negative pressure conduit 33 that connects the second negative pressure chamber 29 and the negative pressure conduit 33. A solenoid 61 of this electromagnetic cutoff valve 60 is connected to an electronic control unit 62, and a vehicle speed sensor 63 is attached to an input terminal of the electronic control unit 620. The electric ffi cutoff valve 60 is actuated by the output signal of the vehicle speed sensor 63, and is closed when the vehicle speed is single speed or below a predetermined speed, and opens when the vehicle speed is above a predetermined speed. Therefore, in this case, during sudden acceleration operation at single speed or below a preset speed, the negative pressure responsive valve 2
Since the valve body 40 of No. 5 opens the valve /-) 36, a sudden rise in the output torque is suppressed.

以上述べたように本発明によれは急加速運転時にサクシ
ョンピストンか急激に開くのを阻止することにより加速
シｌツクが発生するの會阻止でき、加速後半ではサクシ
ョンピストンが開くので快適な加速感を運転者に与える
ことができる。また、オイルダンパを用いていないので
ダンパオイルの粘性低下によるサクションピストンの作
動不良が生ずること鳴なく、更に急加速運転時以外のと
きには可変ベンチニリ型気化器の特徴である良好な応答
性を確保することができる。As described above, according to the present invention, by preventing the suction piston from suddenly opening during sudden acceleration, it is possible to prevent the occurrence of acceleration shock, and in the latter half of acceleration, the suction piston opens, resulting in a comfortable acceleration feeling. can be given to the driver. In addition, since an oil damper is not used, there is no risk of malfunction of the suction piston due to a decrease in the viscosity of the damper oil, and the good responsiveness that is characteristic of a variable ventilator carburetor is ensured when not operating under sudden acceleration. be able to.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明による可変ペンチ、　リ型気化器の側面
断面図、第２図は別の実施例の側面断面図、第３図は更
に別の実施例の側面断面図、第４図は更に別の実施例の
側面断面図である。 １・・・気化器本体、３・・・サクションピストン、４
・・・ニードル、６・・・スロットル弁、７・・・フロ
ート室、２０・・・燃料通路、２１・・・計量ジェット
、２３・・・ノズル、２４・・・大気連通管、２５・・
・負圧応動弁、２８・・・＃！ｌ負圧室、２９・・・＃
！２負圧室、３ｏ・・・絞シ、３５・・・逆止弁、４０
・・・弁体。Fig. 1 is a side sectional view of the variable pliers and re-type carburetor according to the present invention, Fig. 2 is a side sectional view of another embodiment, Fig. 3 is a side sectional view of yet another embodiment, and Fig. 4 is FIG. 7 is a side cross-sectional view of yet another embodiment. 1... Carburetor body, 3... Suction piston, 4
... Needle, 6... Throttle valve, 7... Float chamber, 20... Fuel passage, 21... Metering jet, 23... Nozzle, 24... Atmospheric communication pipe, 25...
・Negative pressure response valve, 28...#! lNegative pressure chamber, 29...#
! 2 negative pressure chamber, 3o... throttle valve, 35... check valve, 40
...valve body.

Claims (1)

【特許請求の範囲】[Claims] 吸入空気量に応動してペンチエリ面積を変化させるサク
シ１ンピストンと該サクシ冒ンピストンに連結さｎたニ
ードルと、該ニードルが侵入可能なように該ニードルの
軸線方向に延びる燃料通路と、該燃ｌ＃＋通路内に設け
られて該ニードルと協働する計重ジェットを、該サクシ
冒ンピストン後流の吸気通路内に設けられたスロットル
弁とを具備した可変ベンチュリ型気化器において、大気
に遅過可能な大気連通Ｖｔ−上記サクシ画ンピストンの
負圧室に接続し、上記スロットル弁後流の吸気通路内の
負圧に応動して該負圧が急激に小て（なったときに該大
気連通管を大気に連通せしめる負圧応動弁を該大気連通
管内に設けた可変ベンチュリ型気化器。A swivel piston that changes a penetrating area in response to the amount of intake air; a needle connected to the swivel piston; a fuel passage extending in the axial direction of the needle so that the needle can enter; In a variable venturi type carburetor comprising a metered jet disposed in the #+ passage and cooperating with the needle, and a throttle valve disposed in the intake passage downstream of the succinct piston, Possible atmospheric communication Vt - Connected to the negative pressure chamber of the above-mentioned succinct piston, and in response to the negative pressure in the intake passage downstream of the throttle valve, the atmospheric communication is established when the negative pressure suddenly decreases. A variable venturi type vaporizer in which a negative pressure responsive valve for communicating the pipe with the atmosphere is provided in the atmosphere communication pipe.
JP2753282A 1982-02-24 1982-02-24 Variable venturi carburetor Pending JPS58144658A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2753282A JPS58144658A (en) 1982-02-24 1982-02-24 Variable venturi carburetor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2753282A JPS58144658A (en) 1982-02-24 1982-02-24 Variable venturi carburetor

Publications (1)

Publication Number Publication Date
JPS58144658A true JPS58144658A (en) 1983-08-29

Family

ID=12223714

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2753282A Pending JPS58144658A (en) 1982-02-24 1982-02-24 Variable venturi carburetor

Country Status (1)

Country Link
JP (1) JPS58144658A (en)

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