JPH0429866B2 - - Google Patents

Description

Claim 1: A carburetor housing 12 comprising an intake port 18 and a mixture discharge port 22; and a carburetor housing 12 that extends through the carburetor housing 12 between the intake port 18 and the mixture discharge port 22; The partial vacuum created by the actuation of the air inlet 18 draws air into the air inlet 18 and causes this air to discharge a metered amount of fuel, and then the resulting mixture is transferred to the air mixture outlet 18. 22 and into the internal combustion engine in response to a partial vacuum, the air-fuel mixture passage 16 defines the direction of flow of air that is drawn into the internal combustion engine and passes through the carburetor housing 12 as the direction of flow;
a fuel distribution rod 200 extending in a direction transverse to the mixture mixing passage 16 and the flow direction; a central flow passage 204 extending through the fuel distribution rod 200 in its longitudinal direction; Passage 204
a fuel distribution device 8 attached to the carburetor housing 12, comprising a number of fuel distribution slits 210 extending from the fuel distribution rod 200 through the fuel distribution rod 200 and opening in a direction transverse to the flow direction;
2; disposed within the central flow passage 204 and movable in the axial or longitudinal direction within the central flow passage 204 to variably open the fuel distribution slit 210; a spool shaft 212 for regulating the flow of fuel from the central flow passage 204 through the central fuel transfer passage 214;
A number of distribution orifices 21 extend from the central fuel transfer passage 214 through the spool shaft 212 and allow fuel to flow from the central fuel transfer passage 214 into the flow passages 204 in the fuel distribution rods 200.
8, the spool shaft 212 is moved in its longitudinal direction in response to a change in the volume of the metered fuel in the central fuel transfer passage 214 of the spool shaft 212, thereby increasing the fuel pressure in the flow passage 204. a displacement means 84 for maintaining a constant; a fuel flow metering means 78 for metering fuel into the central fuel transfer passageway 214 of the spool shaft 212; and a throttle and internal combustion engine partial vacuum. Variable passage throttling means 42, 44 in the air-fuel mixture passage 16 that variably opens or closes the air-fuel mixture passage 16 in response to fluctuations; and when the variable passage throttling means 42, 44 are opened; increasing the flow of fuel by the fuel flow metering means 78 and the variable passage restricting means 24, 26;
connection means 402, 414 between variable passage restrictor means 24, 26, 42, 44 and fuel flow metering means 78 for reducing the flow of fuel by fuel flow metering means 78 when 42, 44 are closed; 420; a carburetor for an internal combustion engine that controls the mixing of air and fuel from a storage tank in response to actuation of a throttle;

2 The fuel dispersion rod 200 has a flat ordinary diamond cross-sectional shape, and this diamond cross-sectional shape has a suction end point facing the intake port 18, a discharge end point facing the air-fuel mixture discharge port 22, and an apex region of a pair of intermediate curves. and the fuel dispersion slit 21
2. The carburetor according to claim 1, wherein the dots 0 are arranged at positions spaced apart from each other along the apex regions of the pair of intermediate curves.

3 the central flow passageway 204 has a first diameter, while the spool shaft 212 has at least two enlarged diameter cylindrical regions 220 spaced apart along the length of the spool shaft 212; Each enlarged diameter cylindrical region 220 defines the central flow passageway 220.
4, the spool shaft 212 within the central flow passage 204 is longitudinally movable, and the enlarged diameter cylindrical region 220 extends along the central flow passage 204. The dispersion orifice 2 above prevents fuel from flowing out.
2. The carburetor according to claim 1, wherein 18 is disposed in the longitudinal direction of the spool shaft 212 and between the enlarged diameter cylindrical region 220.

4. The moving means 84 for moving the spool shaft 212 in its longitudinal direction is connected to the carburetor housing 12.
The housing chamber 232 is divided into a pressure adjustment chamber 234 and a pressure adjustment chamber 236. a diaphragm 230 that moves the diaphragm 212 longitudinally thereof and the pressure adjustment that maintains a constant and adjustable force on the diaphragm 230 to maintain a substantially constant fuel pressure within the central flow passageway 204; Pressure regulating means 23 in chamber 236
7,238. The carburetor according to claim 1, characterized in that the carburetor comprises: 7,238.

5 The variable passage restricting means 24, 26, 42, 4
4 is a mixture passage 16 adjacent to the intake port 18;
variable bench lily means 2 movably connected to the carburetor housing 12 within the carburetor housing 12 for adjusting the amount of fuel discharged into the mixture passageway 16 and connected to the fuel flow metering means 78 via the connection means;
4, 26 and are connected to the carburetor housing 12 in the air-fuel mixture passage 16 laterally adjacent to the fuel distribution slit 210 of the fuel distribution rod 200 and are normally close to the fuel distribution slit 210 of the fuel distribution rod 200. to block the flow of air across the fuel distribution rod 200 and to variably open the fuel distribution rod 200.
A throat 20 is defined in the region of the air-fuel mixture passage 16 between the throttle valve 42 and the throttle valve 42, 44, and the flow velocity of the air passing through the carburetor is maximized at the point where it passes through the throat 20 and crosses the fuel distribution slit 210. Throttle valve means 4 corresponding to movement of the throttle
2, 44, and the variable bench lily means 24, 26
and the throttle valves 42, 44, and the variable bench lily means 24, 26 is opened corresponding to the throttle valves 42, 44 only when the throttle valve means 42, 44 are suddenly opened, and in other cases. Throttle valve links 714, 720 for opening variable vent lily means 24, 26 in air-fuel mixture passage 16 depending on the degree of partial vacuum created by the internal combustion engine. The carburetor according to item 4.

6 The variable bench lily means 24 and 26 are connected to the intake port 18 attached to the carburetor housing 12.
6. The carburetor according to claim 5, comprising a pair of air valve plates which are opened by rotating inwardly toward the fuel dispersion device 82 while being separated from the air valve plate.

7 The throttle valve links 714 and 720 are
The throttle valve means 42 and 44 are interconnected to the variable bench lily means 24 and 26, and the throttle valve means 4 is connected to the variable bench lily means 24 and 26.
at least two links 71 which open the variable bench lily means 24, 26 more abruptly than the throttle valve means 42, 44 when the valves 2, 44 are opened suddenly;
6. A carburetor according to claim 5, characterized in that the carburetor is made of 4,720.

8. An on-off operating valve 72 is connected between the storage tank and the fuel reservoir 76, which allows fuel to flow from the storage tank to the fuel reservoir 76 when the variable vent lily means 24, 26 are opened. A carburetor according to claim 5.

9. According to claim 8, a fuel pressure regulator 70 is connected between the storage tank and the on-off operating valve 72 to maintain a constant fuel pressure of the fuel flowing into the carburetor. carburetor.

10 A cam shaft 36 of a pivot cam 520 is pivotally mounted so as to rotate in response to opening of the variable bench lily means 24 and 26, and this cam shaft 36 has a flat cam surface 521 on one side and a cylindrical cam on the other side. surface 52
2, the on-off operating valve 72 includes a valve housing 500, a fuel passage 506 passing through the valve housing 500, a constriction 510 extending into the fuel passage 506, and a constriction 510 extending into the fuel passage 506. an O-ring valve 512 disposed within 506 and sealable against the constriction 510 to block the flow of fuel through the fuel passage 506;
The O-ring valve 512 has one end connected to the O-ring valve 512, and has a second end that abuts an end of the flat cam surface 521 close to the cylindrical cam surface 522 when the variable bench lily means 24, 26 is opened. Lever the O-ring valve 512 into the constriction 5 of the fuel passage 506.
10 and supports the cylindrical cam surface 522 when the camshaft 36 is rotated in response to opening of the variable bench lily means 24 and 26, and the O-ring valve 51
2 from the seated position to the open position to allow fuel to flow out through the on-off operating valve 72.
15 and an on-off operation that seats the O-ring valve 512 in the constriction 510 of the fuel passage 506 when the second end of the actuating rod 515 is brought into contact with the flat cam surface 521 relative to the camshaft 36. 9. The carburetor according to claim 8, further comprising a valve spring 524.

11 The fuel flow metering means 78 has metering valve closing adjusting means, and the metering valve closing adjusting means has a central metering passage 438 passing through the center thereof. a valving sleeve 440 defining a tapered cylindrical closing surface 444 and having a bottom end and a top end and slidably disposed within the fuel outlet 80; a second spring 446 that presses against the bottom end of the valve adjustment sleeve 440; a first end that is pivotally mounted within the fuel reservoir 76; and a central region 452, 454 that is positioned to press against the top end of the valve adjustment sleeve 440 a valve closure adjustment arm 448 that extends into and is adjustable within the fuel reservoir 76 and includes a valve closure adjustment arm 448 that is adjustable within the fuel reservoir 76;
8 by variably pushing the second end of the valve closing adjustment arm 4.
48 about its first end to variably push the central regions 452, 454 against the top end of the valve adjustment sleeve 440 to adjustably move the valve adjustment sleeve 440 to the fuel outlet 80. The metering valve 432 and the tapered cylindrical closing surface 44
Claims 1 and 4 further include a valve closing adjustment shaft 462 that changes the distance between the
The carburetor according to any one of item 1 and item 5.

12 The reservoir housing 400 has an orifice 470 passing through the reservoir housing 400 proximate the first end of the valve closure adjustment arm 448, and the carburetor has a valve closure adjustment proximate the orifice 470 of the reservoir housing 400. Adjustment arm 4
Valve closing adjustment arm 448 having a contact flange 471 extending from 48 and adapted to thermal utilization;
Reference numeral 73 denotes an arm rotation means housing 474 which is attached to the fuel reservoir housing 400 at the orifice 470 and has a longitudinal opening extending therethrough and is expandable in the longitudinal direction according to heat utilization; arm rotation means housing 47 having one end attached to one end of means housing 474;
4 and has the other end extending through the other end of the arm pivoting means housing 474 and the contact flange 471 within the fuel reservoir 76 of the carburetor.
A first rod 482 that is in contact with the rod and remains relatively non-expandable over a predetermined operating temperature range, and is wound around the arm rotation means housing 474 to heat the arm rotation means housing 474 and rotate the arm. a heating wire 486 capable of longitudinally expanding the means housing 474 and moving the first rod 482 relative to the contact flange 471 and rotating the valve closing adjustment arm 448; A carburetor according to any one of claims 1, 4, and 5.

13 The fuel flow metering means 78 includes a ball valve 432.
and a metered valve closure adjustment means for adjustably moving the tapered cylindrical closing surface 444 relative to the ball valve 432 to variably increase and decrease the spacing between the tapered cylindrical closing surface 444 and the ball valve 432. The carburetor according to any one of claims 1, 4, and 5, characterized in that the carburetor has:

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a carburetor for an internal combustion engine, and more particularly to a fuel metering device and a fuel distribution device for controlling an air-fuel mixture within the carburetor.

A carburetor metering system is employed to maintain a constant air-fuel ratio over a wide range of throttle positions. For example, in U.S. Pat. No. 1,974,286 to Monosmith et al., an air valve is coupled to a fuel flow valve so that an increase in air flow rate causes a proportional increase in the total amount of fuel injected. Become. However, because this carburetor does not use a spool valve in the carburetor's mixing chamber to adjust fuel injection, this carburetor is not capable of accurate fuel metering. Furthermore, the Monosmith et al. patent does not provide a structure in which fuel is injected into the air stream at the portion of maximum air velocity, ie, the narrowest portion or the exit of the mixture passage. Monosmith et al. incorporate a device similar to a dart pot to increase the air-fuel ratio during rapid acceleration or cold starts.

U.S. Pat. No. 2,236,595 to Fish provides a fixed bench lily region and a throttle plate pivotally connected to the mixture passage of a carburetor. However, the presence of the fuel outlet in the pivoted throttle member makes it impossible for fuel to be dispersed at all throttle positions and at the narrowest portion of the mixture passage as in the present invention. Additionally, fuel metering is provided by a pivot arm attached to a throttle plate extending into the fuel chamber. Connecting one end of the pivot arm radially such that the passage from the throttle plate bore varies apart from the carburetor wall, the orifice area increases as the pivot arm is rotated, allowing for greater fuel flow. It allows for flow. In such carburetors, the rate of fuel delivery is matched to the position of the throttle plate. However, this carburetor has the disadvantage that the bench lily is fixed (at a given throttle setting) and therefore the airflow is not responsive to engine demands.

A carburetor with adjustable fuel metering means similar to the carburetor disclosed in this Huishu patent is also disclosed in U.S. Pat. No. 3,291,464 to Hammerschmidt et al.
Disclosed in the issue.

Other fuel conditioning systems are disclosed in US Pat. No. 3,284,062 to Obermeyer, Jr. and US Pat. No. 3,342,462 to Mick. Each of these fuel metering devices includes a link between the air valve and the fuel flow control mechanism so that the greater the opening of the air valve, the greater the amount of fuel injected into the mixture passage. The number will increase. Although each of these fuel metering devices has some advantages, each fuel metering device has the precision necessary to provide optimal air-fuel mixture over a wide range of operating conditions. Optimal fuel metering is not achieved, and each fuel metering device therefore produces more pollution than necessary and some less than optimal fuel efficiency. Furthermore, fuel injection does not occur at the portion of maximum air flow velocity throughout the throttle opening as in the present invention, ie, at the narrowest portion or at the exit of the mixture passage.

Prior to attempting to solve the above problems and provide a more precise fuel metering system, the inventors of the present invention invented a carburetor, which is fully detailed in U.S. Pat. No. 3,752,451. The carburetor has a fuel injection rod in a mixing passage between a pair of bench lily plates in an upstream portion of the mixing passage of the carburetor and a pair of throttle plates in a downstream portion of the mixing passage. . A fuel distribution pivot pick-up arm supplies fuel to the fuel injection rods in the mixing passage, and the fuel distribution pivot pick-up arm maintains a fuel metering interval between the fuel distribution pivot pick-up arm and the metering lamp. The fuel chamber is calibrated and moved across the calibrating metering lamp. The rotatable bench lily plate and the pick-up arm are formed and connected so that both can rotate at the same time. The lamp in the fuel chamber is variable apart from the opening of the pick-up arm, and the lamp in the fuel chamber is linked to the pick-up arm so that the fuel metering interval is variable rather than linearly, so that the air in the mixing chamber is variable. - The fuel ratio is kept constant. However, also
Fuel is injected above the throat of the carburetor (between the throttle plates), an area where the air velocity is less than the maximum.

According to the advantages of the invention, float valves and the like are not necessary. This is because the system takes advantage of fuel pressure and further incorporates control to distribute fuel into the mixture passage. What's even more special is that the fuel that initially enters the carburetor enters through a pressure regulator that maintains the fuel pressure at a constant pressure of approximately 4 pounds per square inch (0.28 kg/cm ² ). . The fuel in this device, and in particular in the fuel reservoir, will therefore be under pressure. The fuel is then metered by a fuel distribution device. The fuel distribution system includes fuel distribution rods in flow passages extending laterally across the carburetor chamber. The fuel distribution rod has a cylindrical flow passage having a plurality of cylindrical flow passages extending radially outwardly from a flow passage extending into the mixture passage in a direction transverse to the direction of air flow through the carburetor. It has a fuel dispersion slit. A spool shaft extends through this flow passage and
The spool shaft has a number of fuel distribution slits that can be varied to open or close, thereby varying the amount of fuel distributed into the mixture passageway in response to the fuel flow diaphragm. The fuel flow diaphragm is moving in response to the volume and pressure of fuel passing through the carburetor.

Since the throttle plate is placed next to the fuel distribution rod, that is, on the side surface, close to the opposing apexes, the flow velocity of the air passing through the carburetor is maximum at the fuel injection point in the air-fuel mixture passage. ing.

Fuel distribution may be by rectangular orifices,
The fuel pressure control device ensures that the fuel discharged from the fuel distribution device is constantly discharged. In particular, fuel passing between the interior surface of the central fuel transfer passageway and the connecting rod is acted upon against one side of the diaphragm. The other side of the diaphragm has a compression spring that is applied with a predetermined force so that as the volume of fuel entering the distribution rod increases, the diaphragm is pushed to open the spool shaft. This also allows more fuel to be discharged through the fuel distribution slit, thereby maintaining the fuel pressure at a constant value. On the other hand, if the fuel flow decreases, the diaphragm is biased in the opposite direction, thereby closing the fuel distribution slit. The spool shaft therefore allows the carburetor according to the invention to more accurately discharge fuel into the mixture mixing chamber.

Tests using carburetors made in accordance with the present invention have shown that substantially higher air-to-fuel ratios are possible and can be achieved similar to the performance provided by conventional carburetors, that fuel efficiency is greatly increased, and that unnecessary It has been shown that contamination is greatly reduced.

The invention provides that the fuel distribution orifice is located across opposite ends of a pair of throttle plates, which throttle plate is the narrowest point along the air-fuel mixture passage of all throttle locations; We offer such carburetors. This ensures that fuel is always injected into the air stream through the carburetor at the point of maximum air flow velocity.

Furthermore, the present invention has a variable metering cam whose radius can be changed, and this variable metering cam can change the ball valve to open or close according to the opening or opening of the pair of bench lily plates. allows fuel to pass from the fuel reservoir to the fuel distribution device. The contour of the cam surface of the variable radius metering cam against which the ball valve device rests is selected experimentally over a range of operating conditions so that the amount of fuel metered into the fuel distribution device is The profile of the variable radius metering cam is optimized at each of the multiple positions of the resulting throttle. Furthermore, by incorporating a valve adjustment sleeve, the steady closed position of the ball valve is adjusted. This valve adjustment sleeve is moved upward or downward in accordance with the rotation of the valve closing adjustment shaft, thereby increasing or decreasing the steady ball valve opening. Such a device provides substantially more precision without the need for many precision parts.

The invention also includes a unique on-off controlled flow valve that allows fuel to flow into the fuel sump following initial rotation of only one side of the vent lily plate. Only a slight initial rotation of the bench lily plate in one direction is required to activate the on-off fuel flow control valve to the fully open position, thereby
Fuel can flow into the fuel sump.

SUMMARY OF THE INVENTION A carburetor according to the invention is responsive to a throttle controlled by an operator to mix air and fuel from a storage tank and inject the air and fuel mixture into the intake manifold of an internal combustion engine. There is. This carburetor has a carburetor housing, and this carburetor housing has a mixture mixing passage that penetrates this carburetor housing, and is attached to the carburetor housing within this mixture mixing passage and passes through this mixture mixing passage. and a fuel distribution rod extending transversely to the direction of the air pocket. The fuel distribution rod has a number of fuel distribution openings or slits through which fuel is discharged in the mixture passage in a direction transverse to the direction of air flow past the carburetor. A spool shaft is also provided within the fuel distribution rod to adjust the flow of fuel passing through the fuel distribution opening. Since the spool shaft is actuated in response to changes in the volume of metered fuel within the fuel distribution rod,
Fuel pressure remains substantially constant. A pair of bench lily plates are positioned upstream of the fuel distribution rods in proximity to the intake in the mixture passageway and are opened and closed in response to the upstream vacuum of the vehicle's throttle valve, thereby Fuel delivery is regulated within the air flow. Also, the throttle valve is pivoted in immediate lateral proximity to the fuel distribution rod within the mixture passageway and can be opened and closed so that the slit and the surface of the pair of throttle valves are connected to each other. The distance between can be changed. Furthermore, this carburetor has a fuel reservoir, and this fuel reservoir has an inlet and an outlet, and the amount of outflow flowing from the fuel reservoir to the fuel distribution rod can be varied depending on the amount by which the vent lily plate is opened or closed. and a metering valve device for adjusting.

According to the invention, the carburetor also has an on-off flow control valve connected between the fuel storage tank and the fuel sump and configured to rotate the vent lily plate. It will be opened according to the situation. Additionally, a fuel pressure regulator, which is not directly related to this invention, connects the fuel storage tank and the on-off flow control valve to regulate the pressure of fuel entering the carburetor through the on-off flow control valve. connected between.

Also, again not directly related to this invention, but used in conjunction with this invention, an anticipator link is provided between the vent lily plate and the throttle valve to allow for a richer air-fuel mixture when rapid acceleration is desired. established in In particular, because the anticipator link is interconnected to the throttle valve and the vent lily plate, a sudden movement of the throttle valve causes the vent lily plate to open and to open with a greater amount of travel. However, if the throttle valve is opened slowly, the antique painter link will not cause movement of the bench lily plate. Rather, the movement of the bench lily plate will be subject to upstream control of the vacuum airflow of the throttle valve.

[Brief explanation of drawings]

The invention, as well as other advantages and features of the invention, may be obtained from a consideration of the following detailed description of the preferred embodiments, taken in conjunction with the accompanying drawings.

FIG. 1 is an elevational view of a carburetor according to the present invention, FIG. 2 is a cross-sectional side view through the center of the carburetor showing the spool valve fuel control mechanism and fuel metering device, and FIG. 3A is a cross-sectional side view through the center of the carburetor. , FIG. 3B is a side cross-sectional view taken along line 3--3 of FIG. 2 with the bench lily plate and throttle valve in the closed position, and FIG. 3B is a side sectional view taken along line 3-3 of FIG. Line 3-3 in Figure 2
FIG. 4 is a side sectional view showing a cross section in the direction, and FIG. 4 shows the fuel metering device, and the line 4 in FIG.
FIG. 5 is a partial side view of an on-off flow control valve for use with the present invention; FIGS. FIG. 7 is a partial side sectional view taken through line 6--6 of FIG. 2 is a cross-sectional end view showing a cross section taken along line 7-7 of FIG. 2; FIG. 8 is a partial cross-sectional end view showing the connection of the throttle valve; and FIG. FIG. 10 is a cross-sectional side view showing a metering ball valve control mechanism during cold starting used in conjunction with the present invention.

DETAILED DESCRIPTION Referring first to FIGS. 1 and 2, a carburetor 10 according to the present invention includes a plurality of mounting flanges 14.
The carburetor 10 has a carburetor housing 12 with
is attached to the internal combustion engine's suction manifold (not shown). Carburetor housing 12
has a mixing passage 16 in the carburetor housing 12 which initially connects an air inlet 18 at the top of the carburetor 10 to the mixing passage 1.
Air-fuel mixing area (throat) in the center of 6 20
and a mixture discharge port 22 at the bottom of the carburetor housing 12 adjacent to the mounting flange 14.

In operation, air enters through the air inlet 18;
Air enters the mixing passage 16 where it is mixed and atomized and vaporized within the mixture mixing region 20 . This resulting air-fuel mixture is discharged from the air-fuel outlet 22 and passes through the intake manifold and then to the cylinders of the internal combustion engine.

Also, a pair of air valves, referred to herein as bench lily plates 24, 26, are pivotally mounted within the mixing passage 16 adjacent the air inlet 18. 1st
Referring to FIGS. 3A and 3B in conjunction with FIG. We are prepared. A flashback flap 32 is attached to the top side of the rigid plate 28 and includes a number of grooves 3.
It covers 0. The flashback flap 32 and rigid plate 28 are attached to the air valve shaft 34 using suitable screws or the like.
The air valve shaft 34 faces a side surface of the carburetor housing 12 and extends through the carburetor housing 12 to the upper portion of the mixing passage 16, as shown in FIG. As the air valve shafts 34 are interlocked to rotate counterclockwise as shown in FIGS. 3A and 3B, the rigid plate 28 pivots downwardly, thereby causing the bench lily plate 24 to pivot downwardly. is variably opened to allow air to flow into and pass through the mixing passage 16. A similar structure is formed in the bench lily plate 26, which includes a rigid plate 38 and a flashback flap 40 attached to the rigid plate 38.
are attached to the air valve shaft 36 on opposite sides of the mixing passage 16 opposite the location of the air valve shaft 34.

In operation, the air valve shafts 34, 36 are coupled to rotate in opposite directions, so that when one air valve shaft 34 rotates counterclockwise, the other air valve shaft 36 rotates clockwise. Rotate.

When backfire occurs through the carburetor 10,
Rotation of the resilient flashback flaps 32, 40 upwardly away from the rigid plates 28, 38 causes back pressure to be applied to the bench lily plates 24 or 26.
escape through the ditch without causing any damage.

In addition to the bench lily plates 24 and 26, the carburetor 10 is provided with a pair of pivotally mounted throttle valves 42 and 44, and these throttle valves 42 and 44 are interlocked to rotate with each other. When the throttle valve 42 rotates counterclockwise, the throttle valve 44 rotates clockwise.
These throttle valves 42, 44 are directly interconnected to the vehicle throttle and are connected to the throat 20 of the mixing passage 16.
changing the width of Throat 20 used here
means that the mixture passageway 16 is at its narrowest point and the air velocity is generally greatest, ie, along the mixture passageway between the ends of the throttle plate.

Referring to FIG. 4, a suitable fuel pump (not shown) delivers fuel from the storage tank through a fuel pressure regulator 70 to an on-off valve 72. This on-off operating valve 72 is closed when the bench lily plates 24, 26 are closed, that is, when the engine is stopped. However, if the vent lily plates 26, 24 are even slightly rotated due to sudden opening of the throttle valve or negative air pressure upstream of the throttle valve due to the operation of the internal combustion engine, the on-off operating valve 72 opens and fuel A flow occurs.

Fuel exiting through the on-off valve 72 exits into a fuel intake passage 74 and is discharged into a fuel reservoir 76. This fuel is metered by a fuel metering device 78 from the fuel reservoir 76 to a fuel distribution device 82 which distributes the fuel into the throat of the air-fuel mixing passage 16. A spool shaft extending through the fuel distribution device 82 controls the flow rate of fuel exiting the fuel distribution device 82.

5, one unique on-off actuated valve 72 utilized in accordance with the present invention has a valve housing 500 that is mated or inwardly spiraled. The fuel inlet boss 504 has an outwardly spiraled first spiral end that is inserted into a spiral hole 13 in the carburetor housing 12, and an inwardly spiraled fuel inlet boss 504.
A passageway 506 extends through the valve housing 500. When the on-off actuated valve 72 is opened, a plurality of radially extending outlets 508 allow the
Fuel exits through passage 506 into fuel intake passage 74 .

A constriction 510 is provided in the passageway 506 between the fuel inlet boss 504 and the outlet 508, and a suitable ring valve 51 is disposed within the passageway 506.
2 is provided. Since the ring valve 512 has a ring seal 514 located in the passage 506, the rig seal 514 seats against the constriction 510 to close the passage 506 and prevent fuel from flowing out. The ring valve 512 is connected to one end of an actuating rod 515.
extends through the spiral hole 13 of the carburetor housing 12, and the actuating rod 515
has a preferred O-ring seal 516 that is located within groove 517 of actuating rod 515 to provide a seal between actuating rod 515 and carburetor housing 12. This prevents fuel from flowing into the area between the two.

At the other end of the actuating rod 515, opposite the ring valve 512, a ball bearing 518 is mounted, which abuts a cam region 520 of the air valve shaft 36.
According to a preferred embodiment, the bench lily plate 24
Cam region 5 is configured such that ring valve 512 can be opened from a closed position with only a slight rotation of
20 has a half-moon shape, that is, a semicircular cross-section, having a flat cam surface 521 and a circular cam surface 522. When the bench lily plate is rotated to the fully closed position, the ball bearing 518 is positioned against one end of the flat cam surface 521. In this position, spring 524 maintains ring seal 514 in a sealed closed position against the surface of waist 510.

When the bench lily plate is rotated to the open position, the air valve shaft 36 is rotated counterclockwise as shown in FIG.
8 and thereby actuating rod 51
5 is moved in the longitudinal direction of the spiral hole 13. This longitudinal movement of actuating rod 515 moves ring seal 514 away from waist 510, thereby opening on-off actuating valve 72. As the air valve shaft 36 continues to rotate, the ball bearing 518 engages the circular cam surface 52.
2, but the ring valve 512
will remain in the open position without being moved.
Since the spring 524 is compressed, when the air valve shaft 36 is rotated clockwise, the spring 524 is compressed.
24, the ball bearing 518 is first pressed against the circular cam surface 522, after which the ball bearing 518 reaches said one end, and upon reaching this end, the actuating rod 515 snaps inwardly. , the ring seal 514 will again contact the surface of the constriction 510, thereby causing the on-off actuated valve 72
is closed. Due to the initial orientation of ball bearing 520 relative to the end of flat cam surface 520, with only a slight rotational movement of air valve shaft 34, substantial longitudinal movement of actuating rod 514 will cause ring valve 512 to fully open. This will cause you to

Referring to Figures 2 and 4, the fuel is on-
The fuel is discharged through the off-operation valve 72 into the fuel intake passage 74 . This fuel intake passage 74 has an outlet within a fuel reservoir 76 . This fuel reservoir 76 is chambered inside the metering valve housing 400. Additionally, the fuel metering device 78 includes a metering cam 402 that is secured to a pivot shaft 404 that is mounted on the carburetor housing 12 using a suitable press-fit bearing 406. Rotatably attached to one end. An upper gear attached to the air valve shaft 34 meshes with a lower gear 410, which is rotatable about a fixed mounting shaft 412. A connecting link 414 is rotatably attached to a mounting flange 416 extending from one end of the lower gear 410. This connecting link 414
are pivotally interconnected to a connecting flange 418 extending from one side of the disc of metering cam 402 and located at a suitable location. Therefore pneumatic valve shaft 3
4 rotates clockwise, the upper gear 40
8, the lower gear 410 is rotated counterclockwise, thereby moving the connecting link 414 in the upper longitudinal direction and moving the metering cam 402 counterclockwise as shown in FIG. It turns out.

The interconnection of air valve shaft 34 and air valve shaft 36 allows bench lily plates 24, 26 to be aligned with each other (one clockwise and the other counterclockwise).
To be moved, the additional connecting link 420 aligns the preferred position of the metering cam 402 and the air valve shaft 36.
and one end of a second connecting link 422 that is fixed to and rotates. Therefore, if the metering cam 402 is rotated counterclockwise by clockwise rotation of the air valve shaft 34,
The additional connecting link 420 is moved to the right, thereby causing the second connecting link 422 to rotate counterclockwise, thereby causing the air valve shaft 36 to rotate counterclockwise. become.
The sizes of the upper gear 408 and the lower gear 410 and the directions and sizes of the connecting link 414, the additional connecting link 420 and the second connecting link 422 are such that the bench lily plates 24, 26 rotate in opposite directions to is selected to cause an opening to flow into the carburetor.

Metering cam 402 has a fuel metering surface 422 along its peripheral edge. This fuel metering surface 42
2 variable radius surface, which allows the pivot axis of the pivot shaft 404 and the fuel metering surface 42 to
The distance between any point along 2 can be changed. As will be discussed in more detail below, the fuel metering surface 422 is a cam surface that opens or closes the metering valve to allow fuel to flow from the fuel reservoir 76 to the fuel distribution device. Ru.

6A and 6B, metering rod 4 extends through metering valve housing 400.
24 has a trochanter 425 which is in a supporting position at one end against a fuel metering surface 422. Ring seal 428 is the metering rod 4
24 in one or more annular grooves 429 to form a seal between the metering valve housing 400 and the metering rod 424, which seal prevents fuel from escaping from the fuel reservoir 76. ing.

The end 430 of metering rod 424 extending into fuel reservoir 76 is generally concave in shape. Gyokuben 4
32 is fitted into a recessed recess in end 430 by a suitable ball valve compression spring between ball valve 432 and metering passage 438. Metering passage 438 provides an outlet for fuel from fuel reservoir 76 .

According to a preferred embodiment of the invention, a valving sleeve 440 is slidably inserted into the sleeve insertion cavity 439. The valve adjustment sleeve 440 is
It is a cylindrical member having an outer diameter slightly smaller than the inner diameter of the sleeve insertion cavity 439, thereby allowing the valve adjustment sleeve 440 and the sleeve insertion cavity 4 to
39. In addition, the metering passage 4
38 extends through the valve adjustment sleeve 440 and along the central axis of the valve adjustment sleeve 440. The interior surface 444 of the metering passage 438 is tapered with a large diameter opening that culminates inside the bottom 436 of the metering passage 438.

A spring 446 is located between the bottom 436 of the metering passage and the lower surface 447 of the valving sleeve 440.

Referring to FIG. 4 in conjunction with FIGS. 6A and 6B, the valve closure adjustment arm 448 is connected to the fuel reservoir by a pin 450 passing through one end of the valve closure adjustment arm.
6 is pivotally mounted within the metering valve housing 400 of No.6. The valve closing adjustment arm 448 has a central orifice 451 extending through the valve closing adjustment arm, and the central orifice 451 is connected to the valve adjustment sleeve 440.
The central orifice 451 has a pair of contact protrusions 452, 454 extending down each side of the central orifice 451 to contact the top ring surface 456 of the central orifice 451. The other end of the valve closing adjustment arm has a pair of upper surface contact protrusions 458.
This upper contact protrusion 458 has a contact disc 46 fixed to the center of the valve closing adjustment shaft 462.
It is supported by contacting with respect to 0. Valve closure adjustment shaft 462 extends through metering valve housing 400 and has an adjustment end 464 extending through the top of metering valve housing 400 and a lower helical end 466 . This lower spiral end 466 is connected to the fuel reservoir 76
is screwed into a helical hole 467 extending in the metering valve housing 400 at the bottom of the metering valve housing 400 .

As the valve closure adjustment arm 448 having the upper surface contact protrusion 458 is pushed up, the helical end 466 passes through the raised end of the valve closure adjustment arm 448 and is screwed into the metering valve housing 400 .

During operation, fuel is transferred from the fuel reservoir 76 to the metering passage 438.
and exits through a plurality of sleeve outlets 470 of valving sleeve 440 to outlet passageway 472 . This outlet passage 472 is connected to a fuel distribution device 82 as described below. The flow rate of fuel that can pass through metering passage 438 is based on the distance of separation between ball valve 432 and interior surface 444 of metering passage 438. Therefore, when the metering rod 424 is placed in its normal raised position, as shown in FIG. More is drained from the reservoir 76 into the metering passage 438 and discharged via the fuel outlet 472. For comparison, when the metering rod 424 is moved downwardly, the ball valve 432 is moved downwardly into a position closer to the cylindrical, tapered inner surface 444, thereby reducing the adjustment. quantity passage 43
The flow rate of fuel that can flow to 8 and be released via outlet passage 472 is limited.

As can be seen from FIG.
The vertical position of 4 is defined by a point along fuel metering surface 422, and since the radius of fuel metering surface 422 is variable, the trochanter 425 is in contact at said point. Therefore, when the metering cam 402 is in a position where the metering cam 402 is rotated clockwise to the maximum length of the metering cam 402, the metering rod 424 is pushed toward the fuel reservoir 76, causing the ball valve 432 to rotate into the ball valve. The area of the opening between 432 and interior surface 444 will be limited. This position corresponds to an idle or engine stopped condition, whereby only a limited flow of fuel is provided to the fuel distribution device 82.
It has been leaked to. When the metering cam 402 is rotated counterclockwise to the maximum extreme angular position, the metering rod 424 is rotated by the ball valve 432 and also by the metering rod 42.
4 will be moved upward in response to the force of the ball valve compression spring 433 acting on the ball valve compression spring 433. The position of this ball valve 432 is shown in FIG. 6B.

In a special embodiment of this invention,
The radius of fuel metering direction 422 is 2/10 of 1 inch.
(0.5 cm), so the measuring rod 4
24 will move within a range of 2/10 of an inch. Naturally, the specific contour of the fuel metering surface 422 and
It will be appreciated that the amount of longitudinal movement that the metering rod 424 is capable of moving will vary according to the particular vehicle and carburetor geometry. Engine efficiency tests obtained from variations in the position of the ball valve with various throttle openings have determined that the specific shape of the fuel metering surface 422 is quite optimal.

In addition to changing the shape of the fuel metering surface 422, the valve adjustment sleeve 440 is adjusted relative to the sleeve insertion cavity 439 by rotating the valve closing shaft 462 at the adjustment end 464. Due to such rotation, the valve closing adjustment shaft 462 is moved inwardly or outwardly with respect to the metering valve housing 400, and this movement also causes the valve closing adjusting arm 4 to move inwardly or outwardly with respect to the metering valve housing 400.
48 is rotated clockwise or counterclockwise about a pin 450 serving as a pivot. Referring to FIG. 6A, for example, as the valve closure adjustment arm 448 is rotated counterclockwise about the pivot pin 450, the valve closure adjustment arm 448 with contact protrusions 452, 454 becomes annular. surface 456
It will move upward away from you. However,
Due to the force exerted by spring 446 against the bottom of valve adjustment sleeve 440 , all valve adjustment sleeves 440 will also move upwardly relative to sleeve insertion cavity 439 . Naturally, this is the inner surface 44
4 closer to the surface of the ball valve 432 , which allows the spacing between the ball valve and the interior surface to be relatively close to allow the flow from the fuel reservoir 76 to the metering passage 43 .
This restricts the flow of fuel that flows out to 8. Therefore, the valve closing adjustment shaft 462 can be adjusted in one direction or the other.
By rotating the fuel reservoir 76, the steady flow of fuel flowing from the fuel reservoir 76 into the metering passage 438 is regulated.

Referring to FIG. 4 in conjunction with FIG. 10, a cold start mechanism 473 is incorporated for use with the present invention, although not part of this invention. When the engine is cooled, this cold start mechanism 473
Valve closure adjustment arm 448 is pivoted about pivot pin 450 to increase the opening between ball valve 432 and interior surface 444 to allow more fuel to flow into metering passage 438 (FIG. 6A). It is. Also, if the engine becomes warm afterwards,
This cold air starting mechanism 473
48 is rotated back to a more restricted normal position.

To incorporate such a cold start mechanism 473, a flange or other upwardly protruding portion 471 is integrally formed with or coupled to the valve closure adjustment arm 448 proximate the pivot pin 450.
Next, to accommodate this cold start mechanism 473, an inwardly spiraled orifice 470 is provided through the metering valve housing 400.

Referring to FIG. 10, the cold start mechanism 473 includes a cylinder body or housing 474 made of a heat-sensitive plastic material, such as Delrin®, which expands when heated and contracts when cooled. It is completed. This cylinder body 474
is an outer spiral boss 476 spiraled outward at one of both ends of this cylinder body, and
74. A central passageway 478 extends through 74. One end of the central passageway 478 spaced from this outer helix bolt has an inner helix 479 into which a set screw 480 is inserted. Next, Rod 482
One end contacts the set screw 480 and the set screw 48
0 and one end of this rod 482 extends into the central passageway 478 and through the outer helical boss. Preferably, the rod 482 is comprised of tungsten, which allows the rod 482 to not expand significantly when compared to the expansion characteristics of the cylinder body 474. The tungsten rod 482 is spaced from the interior surface of the plastic cylinder body 474 along its length. Also,
A spacing 484 extends between the outer surface of the tungsten rod 482 and the plastic cylinder body 474 adjacent the boss 476.

Furthermore, a heating wire 486 is wound around the plastic cylinder body 474. The heating wire may be any of a number of well known materials. One end of this heating wire 486 is connected to the ignition switch, so that whenever the ignition switch is turned on, electricity flows between the heating wires, causing
The plastic cylinder body 474 is heated. The other end of this heating wire is grounded to the carburetor body.

Referring again to FIG. 4, the cold start mechanism 473
The outer helical boss 476 of the helical orifice 4
70 and the end 485 of the tungsten rod 482 presses against the flange 472.

In operation, as the engine is cooled and the set screw 480 is being adjusted, the end 485 of the tungsten rod 482 pushes against the flange 471, causing the valve closure adjustment arm 448 to move against the pin 450. clockwise, thereby increasing the opening between the ball valve 432 and the inner surface 444 of the metering passage 438. Therefore, when the engine is cooled, more fuel is forced out of the fuel reservoir 76 by the fuel distribution device, and more fuel is injected into the mixture passage 16, thereby The air-fuel mixture will then be enriched. However, when the ignition switch is turned on, the heating wire begins to warm the plastic cylinder body 474 of the cold start mechanism 473.
The plastic cylinder body 474 is expanded. As the cylinder body 474 expands, the setscrew 480 is moved outwardly away from the carburetor body, thus pulling the end 485 of the tungsten rod 482 back away from the flange 472 and closing the valve. Adjustment arm 448 is rotated in a counterclockwise direction. This rotation causes the inner surface 4 of the valve 432 and metering passage 438 to
44 is reduced. Then less fuel is injected into the mixture passage 16, so that the air
The fuel mixture will become leaner. However, by this time the engine has warmed up and cold start mechanism 473 is no longer needed.

Also referring to FIG. 8, the cold start mechanism 473 described above automatically increases the idle ratio while the engine is cooling, and then gradually reduces the idle speed as the engine warms up. It can be used in place of the idling screw 724. In this case, the cold starting mechanism 473
is attached to the side of the carburetor so that a tungsten rod 482 bears against and supports the stop flange 720.

Referring again to FIG. 2, fuel passing through metering valve assembly 78 enters outlet passage 80 which communicates with fuel distribution apparatus 82. Referring again to FIG. The fuel distribution device 82 has a distribution rod 200 that extends across the throat 20 of the mixing chamber 16 transversely to the direction of air flow through the mixing chamber 16. There is. Referring to FIGS. 3A and 3B in conjunction with FIG. 2, the dispersion rod 200 has a vertical width along the direction of air flow through the mixing chamber 16 than a width across the direction of the air flow through the mixing chamber 16. It has a general diamond-shaped cross section with a large width. Since the distribution rod 200 is located within the airflow passage, the distribution rod 200 facing the air intake 18
Air hitting the front surface of 00 will have its flow velocity accelerated. This is because the area of the opening through which air passes becomes narrower.

Flow control passage 204 extends through the center of dispersion rod 200 . The flow control passage 204 is open at both ends, and one end is connected to the outlet passage 80, the connection utilizing a suitable liquid tight seal such as O-rings 206, 208. The other end of the flow control passage 204 is open to a fuel pressure control device 84, as described below, and is provided with a suitable O-ring seal 2.
08 prevents liquid leakage. This dispersion rod 2
00 has a plurality of fuel distribution slits 210 located at spaced apart locations along the lateral vertices 66, 68 of the distribution rod 200. The fuel distribution slits 210 are oriented transversely to the flow of air through the mixing passage 16 to discharge fuel into the throat of the air-fuel mixing passage. The slit 210 is configured to extend through the dispersion rod 200 until it reaches the flow control passage 204 .

Flow control passage 204 by controlling the flow of fuel through a rectangular fuel distribution slit 210
so that the fuel pressure within the
A suitable spool valve body is incorporated into flow control passage 204. In particular, the spool valve body includes a spool shaft 212 having a central fuel transfer passageway 214 extending therethrough. Both ends of this spool shaft 212 are opened so that fuel can flow out. A first end 216 of spool shaft 212 is positioned adjacent the end of outlet passage 80 for expropriating fuel from outlet passage 80. Fuel exiting this fuel transfer passageway 214 is transferred through a suitable distribution orifice 218 to a portion of the flow control passageway 204 of the distribution rod 200. The distribution orifice 218 extends through the spool shaft 212 at spaced apart locations along the distribution orifice.

The spool shaft 212 also has a number of spaced increasing diameter regions that have an outer diameter that is very slightly smaller than the inner diameter of the flow control passageway 204. The enlarged diameter region 220 prevents fuel passing through the distribution orifice 218 from exiting longitudinally along the flow control passage 204. The length of these cylindrical areas of increased diameter 220 is sufficiently long that these cylindrical areas of increased diameter 220 are moved longitudinally to cover the fuel distribution slits 210 and thereby pass through the fuel distribution slits 210. This prevents the flow of fuel. Furthermore, the movement of the cylindrical enlarged diameter region along the spool axis 212 is colinear with the fuel distribution slits, so that all of the fuel distribution slits are opened and opened at the same time.
Closed or equally partially opened as a result of movement of spool shaft 212 within flow control passage 204 .

As discussed above, spool shaft 212 is positioned for longitudinal movement within flow control passageway 204 . To effectuate such longitudinal movement, a suitable sleeve 222 is provided in the flow control passageway 204.
The flow control passageway 204 may be inserted into the
In this case, the sleeve 222 has a polished inner surface on which the cylindrical enlarged area slides smoothly.

One end of the connecting rod 224 extends into the fuel transfer passageway 214.
It is pivotally supported on the second end 208 of the spool shaft 212 using a pin 226 . This connecting rod 224
Since the outer diameter of the fuel transfer passage 214 is set smaller than the inner diameter of the fuel transfer passage 214, the fuel in the fuel transfer passage 214 is connected to the inner surface of the fuel transfer passage 214 and the connecting rod 22.
It can flow between 4 and 4.

The other end of connecting rod 224 is conventionally connected to diaphragm 230, which is part of fuel pressure control system 84.
connected to the surface of Furthermore, this fuel pressure control device 84 has a housing 232, and this housing 232 is divided by a diaphragm 230 defining a pressure adjustment chamber 234 and a pressure adjustment chamber 236. A spring 237 between the back side of the diaphragm opposite the surface to which the connecting rod 224 is attached and one end of the adjusting screw 238 is in the pressure adjusting chamber 236 and the adjusting screw 238
can be rotated clockwise or counterclockwise to adjust the compression of spring 237.

Housing 23 facing this adjustment screw 238
The front part of the carburetor housing 12 has a spiral boss 244 spiraled outwardly.
It is screwed together with the inner underlay spiral hole. The helical boss 244 has an internal passageway so that fuel can flow from the fuel transfer passageway 214 into the internal passageway of the helical boss 244, thereby exerting fuel pressure against the diaphragm 230.

Therefore, the fuel pressure in the fuel transfer passage 214 is maintained at a constant value by the spool valve body. Clockwise or counterclockwise adjustment screw 23
8 will cause an increase or decrease in the compression of the spring against the back side of the diaphragm 230.

In operation, when an increase in the flow of fuel entering the fuel transfer passage 214 occurs, the diaphragm 230 is biased in the direction towards the adjustment screw 238, thus causing the cylindrical enlarged area to move to the right. , the fuel is distributed through the fuel dispersion slit 21
It will be leaked through 0.

Referring to FIGS. 7 and 8, the connection between the vehicle throttle and throttle valves 42, 44 is shown. In particular, the vehicle throttle is interconnected by suitable coupling means, such as a cable or the like (not shown), to a throttle link 700, which is attached to a shaft 702, which ,
One end of the carburetor housing 12 to which the fuel adjustment device 78 is fixed is pivotally mounted on the outside of the other end of the carburetor housing opposite to the other end. Further, a first fan-shaped gear 704 is rotatably fixed to the shaft 702. This first fan-shaped gear 70
4 meshes with a second sector gear 706, and this second sector gear 706 is connected to the carburetor housing 1.
The throttle mounting shaft is fixed to one end of a throttle mounting shaft that extends through the other end of the throttle mounting shaft. Throttle link 700
is rotatably mounted between the end region of the first sector gear 704 and the pivot link 710;
A suitable connecting pin 712 allows this pivot link 7
10 is attached to one end of the throttle attachment shaft 52. Like throttle mounting shaft 50, throttle mounting shaft 52 extends through the other end of the carburetor housing.

A connecting link 714 extends from the pivot link, and one end of an anticipator 716 is attached to the connecting link 714.
The other end of this anticipator 716 is connected to one end of an anticipator link 718,
The other end of the anticipator link 718 is secured to one end of an air valve shaft 36 that extends through the other end of the carburetor housing 12.

In order to be able to open the bench lily plate more quickly than the throttle plate (in operating conditions where rapid acceleration is desired), the length b of the connecting link 714 is
is selected to be longer than the length a of the anticipator link 718. Antisipator link 718 is approximately 2 times longer than connecting link 714 length b.
It is set to double. As a result, when the throttle is suddenly opened, the bench lily plate is opened at approximately twice the speed of the throttle valve. Naturally, the ratio of the length of connecting link 714 to the length of anticipator link 718 may be varied.

Referring to FIG. 9, the anticipator 716
As shown in FIG. 7, the anticipator 716 may have a mechanism similar to a plunger, and the antisipator 716 has a housing 750, and a plunger 752 extends in contact with the housing 750. The plunger 752 has a connecting shaft 754 that extends through one end of the housing 750 and a seal 756 that extends through the housing 750.
50 and connecting shaft 754 prevents fluid 758 within housing 750 from leaking out of housing 750. The other end of this connecting shaft 754 has a cylindrical band 760,
The cylindrical band 760 divides the interior of the housing 750 into a first section 766 and a second section 768 to substantially prevent fluid flow between the two interior chambers of the housing 750. A one-way ball valve 762 is then disposed within a passageway 764 that extends through the plunger 752. The one-way ball valve 762 prevents fluid 762 from flowing from the first section 766 to the second section 768, but allows the fluid 762 to flow from the second section 768 to the second section 768 of the interior chamber of the housing 750. 1 portion 766. Therefore, substantially more tensile resistance occurs when pushing plunger 752 and housing 750 apart than when pushing plunger 752 and housing 750 together. The bench lily plate will therefore move in response to the vacuum created by the engine, unless the throttle is moved suddenly and the vent lily plate is opened even more rapidly as described above. .

First sector gear 704 as shown in FIG.
has a stop flange 720 on a part of the side surface. The throttle stop pin 722 is the carburetor 10
An idle screw 724 is adjustably inserted to extend through a helical bore in the throttle stop pin 722. Since this throttle stop pin 722 is located at one end of the carburetor housing 12, the end of the idle screw 724 is attached to the stop flange 722 of the first sector gear 704.
is in contact with.

The idle screw 724, throttle stop pin 722 and stop flange 720 allow adjustment of the closed position of the throttle valves 42, 44.
Therefore, by screwing the idling screw 724 onto the throttle stop pin 722 with respect to the stop flange 720, the first sector gear 704 is rotated counterclockwise, thereby causing the throttle valve 4 to rotate.
2, 44 are opened, that is, the throttle valves 42, 4
4 will be rotated clockwise and counterclockwise, respectively.

One end of the throttle spring 726 has a flange 730 extending from one side of the second sector gear 706.
The other end of the throttle spring 726 is fixed to a connecting pin 732 between the throttle link 708 and the rotation link 710. The throttle spring 726 is maintained in tension so that when pressure is released from the vehicle's throttle, the throttle valves 42, 44 will return to the closed position. Therefore, unless the throttle operation of the vehicle is unilaterally increased or decreased, the throttle valves 42 and 44 will be normally rotated to the closed position.

Operation The operation of the carburetor described above is as follows.

When the vehicle throttle is first pressed to actuate or move the throttle to increase the operating speed during the internal combustion period, the throttle link 700 shown in FIG. 7 is rotated in a counterclockwise direction. As a result, the first sector gear 704 is rotated counterclockwise, the second sector gear 706 is rotated clockwise, and the throttle valve 42 is rotated clockwise. Throttle link 708
By pushing against the rotation link 710, the rotation link 710 and the throttle valve 44 are rotated counterclockwise. Such movement will increase the tension on throttle spring 726.

As the pivot link 710 is pivoted counterclockwise, the connecting flange 714 is lowered relative to the anticipator 716, which is pulled against the anticipator link 18 when the throttle is moved quite suddenly. , the anticipator link 718 is rotated clockwise, which causes the vent lily plate 24 to rotate downwardly in a clockwise direction to begin injecting fuel into the mixture passageway and starting the internal combustion engine. . Otherwise, the vent lily plate 26 is moved only in response to the vacuum in the air/fuel mixture passage.

Referring to FIG. 4, a number of sector gears and coupling means 408, 410, 414, 402, 402,
420 and 422 are interconnected, so that the bench lily plate 26 is simultaneously rotated in the counterclockwise direction.

Therefore, when the throttle link 700 is rotated counterclockwise, the throttle valves 42, 44 are rotated from their respective closed positions to increasingly open positions, thus increasing the mixing speed as shown in FIG. 3B. The throat of the gas mixing passage is opened. The bench lily plate is likewise opened due to the partial vacuum created by the internal combustion engine. Therefore, as the bench lily plate 26 is rotated in a counterclockwise direction, the air valve shaft 36 to which the bench lily plate is fixed is rotated, thereby causing the cam area, i.e. the flat cam surface 521 (the fifth ) is rotated pushing the flat cam surface 521 against the ball bearing 518, which causes the O-ring valve 512 to open.

Therefore, fuel flows out through the O-ring valve 512 into the passageway 506 and further into the fuel intake passageway;
Fuel fills the fuel reservoir 76 (FIG. 4). At the same time, the fuel metering surface 422 is moved relative to the rotor 425 by the metering cam 402 (FIG. 4) in proportion to the amount that the air valve shafts 34, 36 are rotated, thereby causing the metering The metering rod 424 (FIG. 6A) is gradually moved from the fully inserted position to the open position.

Therefore, the pool of fuel passing through the fuel metering device 78 is increased as the position of the throttle is increased. The fuel then exits through outlet passage 472 to fuel distribution device 82 (FIGS. 2 and 3A), where the fuel is mixed through fuel distribution slits 210 of fuel distribution rods 200. It flows out into the narrowest part or throat of the gas mixing passage. Therefore, it will be appreciated that the greater the degree of rotation of the bench lily plates 24, 26, the more fuel will be transferred to the fuel distribution device 82.

Further, the amount of fuel passing through the fuel distribution slit 210 is accurately controlled by the spool valve body described above. Thus, the fuel distribution slit 210 can be opened or closed in response to changes in the volume of fuel available to the fuel pressure control device 84. Therefore, the fuel discharged from this fuel distribution slit 210 is always discharged at a constant pressure. In one embodiment, the preferred fuel pressure is 4 pounds per square inch while the fuel pressure control spring compression force is in the range of 1 to 1 1/2 pounds.

Referring again to FIG. 7, the anticipator 7
16 provides an enrichment of the air-fuel mixture.
Particularly when rapid acceleration is desired, it is advantageous to increase the fuel to air ratio over a short period of time. Such fuel-air mixing is caused by the opening of the throttle valves 42, 44 on the bench lily plate 2.
This is achieved by accelerating the development of 4,26. Thus, for example, when a sudden acceleration is desired and the throttle link 700 is suddenly moved to a counterclockwise position, there will be an immediate sudden force applied to the anticipator 716; This force will pull the anticipator 716 downward at one end of the anticipator 716. By attaching one end of the throttle damper 716 to the anticipator link 718, one end of the anticipator 716 attached to the connecting flange 714 is immediately and subsequently moved. After a short period of time, the vacuum in the air flow causes one end of the anticipator attached to the anticipator link 718 to move upwardly, thereby stabilizing the bench lily plates 24, 26 in the proper operating position. I am made to do so.
However, since the antisipator 716 is provided to accelerate the rotation of the bench lily plates 24 and 26, the fuel flows through the air-fuel mixture passage without a perpendicular air flow between the bench lily plates 24 and 26. A lot can be squirted.