JPS6046262B2 - Valve chamber circuit switching device for fuel saving in internal combustion engines - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention appropriately selects several fuel-saving valve chambers in order to supply additive fluid and secondary air according to intake pipe negative pressure to the fuel-saving valve chambers of an internal combustion engine. I made it possible to
This invention relates to a circuit switching device for a valve chamber.

It has already been recognized that the fuel economy of internal combustion engines is improved by adding secondary air and additives to the fuel mixture. A piston valve fixed to a diaphragm that operates depending on the magnitude of the intake pipe negative pressure can supply the appropriate amount of secondary air and additive fluid according to the intake pipe. An attempt was made to obtain secondary air and additive liquid by opening and closing the inflow and outflow ports for secondary air and additive liquid.

This method is limited to 27 operational ranges depending on the operating conditions, such as idling and high speed.In order to respond to all operating conditions, the number of cylinder chambers must be increased, and the increased number of cylinder chambers must be opened and closed. This creates a need to control timing. However, controlling the cylinder chamber using the diaphragm makes it extremely difficult or impossible to actually operate the piston valve due to the nature of the diaphragm, which has a small stroke. The problem could not be solved by increasing the number of rooms.

In order to supply additive liquid and secondary air under all operating conditions, the present invention determines that the most important point is to increase the number of valve chambers, and in order to solve the above problems, each valve chamber An object of the present invention is to provide a circuit switching device for a fuel-saving valve chamber of an internal combustion engine, which can control the timing of supply of mixed gas to save fuel consumption of a mixed gas.

Embodiments of the present invention will be described with reference to the drawings. 1st
2 is a plan view of the device of the present invention, FIG. 2 is a sectional view showing a negative pressure detection mechanism and a circuit selection mechanism, and FIG. 3 is a sectional view taken along the line in FIG. 1. The negative pressure detection mechanism 1 includes an intake pipe negative pressure outlet 16 provided in a cylinder chamber 15 having a piston 14 that operates against a spring 13, and the circuit selection mechanism 2 includes a rack fixed to the tip of the piston 14. 17, a pinion gear 18 meshing with the rack 17 is driven, and a switch plate 19 corresponds to the engine load condition that the pinion gear 18 comes into contact with when being displaced by driving.

The switch board 19 is set from the left side when accelerating C1 when driving at a constant speed B
They are spaced apart in the order of 1 during idling A and during deceleration D, and convert the displacement of the pinion gear 18 into an electric circuit to generate an electric signal. The electric signal is used to operate solenoid valves 12 in each valve chamber, which will be described later. The valve chamber 6 includes an additive liquid inflow boat 3 into which the additive liquid from the additive liquid tank flows due to the cylinder negative pressure, an air inflow boat 4 into which the secondary air that has passed through the secondary air filter directly flows, and these additive liquid and It has a common outflow boat 5 through which secondary air flows out, and a pressurized valve chamber 9 has a pressurized additive liquid into which the additive liquid pressurized by the additive liquid pressurizer flows from the additive liquid tank. It has an inflow boat 7 and a pressurized additive liquid outflow boat 8 from which it flows out. The various valve chambers communicate with each other through a passage that passes the valve chamber 6 and pressurized valve chamber 9 parts to the outflow boat, and the various valve chambers are provided with solenoid valves 12, which are connected to the circuit selection mechanism. The circuit opens and closes using electrical signals. The inflow boat 10 and outflow boat 11 for pressurized secondary air are provided separately from the inflow and outflow paths of the various valve chambers, but in front of the inflow boat there is a solenoid valve that is energized simultaneously with the solenoid valve of the pressurized valve chamber. 1
2 is provided in the pressurized valve chamber C''.The valve chamber 6,
6 has check valves 20, 20. This prevents the pressurized additive liquid from leaking into the valve chamber 6 boat when the pressurized valve chamber 9 is open circuit. Needle valves 21, N1 to 3, N5, and N6 are provided in front of the inflow boats of various valve chambers to adjust the flow rate of additive liquid, secondary air, and pressurized additive liquid, and also to adjust the flow rate of pressurized and pressurized secondary air. Therefore, a needle valve N4 is installed in front of the pressurized outflow boat.
and C1 for constant running and B1 for idling A. In addition, the drawing numbers are pressurized additive liquid inlet, 23 is pressurized secondary air inlet, 24 is additive liquid inlet, 25 is secondary air inlet, and 26 is pressurized as well as additive liquid and secondary air. The supply port 26 is a supply port for supplying additive liquid and pressurized secondary air to the cab or manifold, and the supply port 26 is connected to a nozzle through a suitable conduit, and the nozzle is installed in the cab or manifold.

The present invention has the above structure, and its operation will be explained next with reference to FIGS. 4 and 5.

First, the intake pipe negative pressure outlet 16 is connected to the lower part of the throttle valve of the carburetor through a suitable pipe. The pressurized additive liquid inlet 22 is connected to an additive liquid pressurizer 28 that pressurizes the additive liquid in the additive liquid tank 27 through appropriate piping. The pressurized secondary air inlet 23 is connected to a secondary air pressurizer 30 that pressurizes the secondary air that has passed through the air filter 29 through appropriate piping. Additive liquid inlet 24 is connected to additive liquid tank 2
Connect 7 with appropriate piping. Secondary air inlet 25. is directly connected to the air filter 29. Reference numeral 31 denotes a nozzle. The nozzle is provided in the manifold, but by attaching it close to the cylinder, it ensures the supply to each cylinder, especially in the case of six cylinders or eight cylinders.

The nozzle 31 is formed of a double cylinder, with the upper part of the outer cylinder 33 serving as an inlet for the pressurized additive liquid, the additive liquid, and secondary air, and the inner cylinder 34
The side part of the cylinder serves as an inlet for pressurized secondary air. Outer cylinder 33
A discharge hole 36 is provided around the lower end so that a reservoir 35 for pressurized additive liquid, additive liquid, and secondary air can be provided. The pressurized additive liquid in the reservoir is generated by the pressurized secondary air from the jet hole 37 at the lower end of the inner cylinder 34 jetting out the pressurized additive liquid in the form of a spray, and by the negative pressure in the intake pipe. They are sucked in and released in droplets, each of which is added to the gas mixture. Next, to explain the operation of the device of the present invention, the engine suction negative pressure is large during idling, but becomes small when accelerating uphill, and the supply of additive fluid and air cannot be achieved at normal pressure. Therefore, supplying pressurized additive liquid and pressurized secondary air to the manifold, and adding the additive liquid to the mixed gas in the form of a spray leads to fuel savings, so pressurized secondary air is always supplied to the manifold. Air is supplied to the inner cylinder and produces a blowout effect.

Each valve chamber opens when the contact signal (Vl2 power supply) between the solenoid boat and the pinion gear and the switch plate energizes each solenoid valve. Engine suction negative pressure is -400~ at idling
Since it is in the -500Hg range, the piston 14 is pulled to the left from the solid line position shown in the figure, and the rack 17 also moves to the left accordingly.

The pinion gear 18 rotates clockwise, and the head contact contacts the switch plate A during idling. The contact opens the solenoid boat in valve chamber A, and the additive liquid and secondary air are sent into valve chamber A through needle valves N3 and N6. As the negative pressure changes from idling to constant running as shown in the figure, the negative pressure becomes smaller, and the pinion gear 18 is in an open circuit until the power is cut off from the end of the switch plate A, and at the same time the power is cut off, the right end of the switch plate B The pinion gear 18 rotates toward the left end of the switch plate B as the suction negative pressure becomes smaller. When the switch plate B comes into contact, the additive liquid and secondary air are fed into the valve B through the needle valves N2 and N5. Furthermore, when accelerating uphill, the engine suction negative pressure is in the range of 0 to -200 wrmHg, and the pinion gear rotates counterclockwise from switch plate B very weakly and contacts switch plate C. This contact causes the valve chamber C''
and C solenoid boats open at the same time, and the pressurized additive liquid is sent to the pressurized valve chamber, and the pressurized air is sent to the pressurized valve chamber C''. When the engine decelerates, the engine suction negative pressure decreases to -65
With a large negative pressure of 0rwtHg, the piston 14 rotates to the right,
Since the head contact is not provided with a solenoid valve that energizes the switch plate D during deceleration, the supply of additive liquid and secondary air is reliably stopped. As stated above, the device of the present invention uses engine suction pipe negative pressure as a signal source and operates a piston-operated negative pressure detection mechanism that operates only when the negative pressure is high or low, and detects subtle negative pressure fluctuations. It's something to catch.

Therefore, since we have made it possible to select the circuit of the valve chamber by driving the rack and pinion gear, the valve chamber can be
What was previously limited to conventional units can now be expanded, and by expanding the system, it has become possible to use pressurized secondary air via a separate route to atomize the additive liquid. Note that it is possible to directly convert the suction negative pressure using an IC circuit.

[Brief explanation of the drawing]

Fig. 1 is a plan view of the present invention, Fig. 2 is a cross-sectional view showing the negative pressure detection mechanism and circuit selection mechanism, Fig. 3 is a cross-sectional view taken along line A and A in Fig. 1, and Fig. 4 is the operation of the device of the present invention. Explanatory drawing, FIG. 5 is a sectional view of the nozzle. 1... Negative pressure detection mechanism, 2... Circuit selection mechanism, 3... Additive liquid inflow boat, 4... Air inflow boat, 5... Addition Liquid and air outflow boat, 6... valve chamber, 7... pressurized additive liquid inflow boat, 8... pressurized additive liquid outflow boat, 9...
... Pressurized valve chamber, 10 ... Pressurized air inflow boat, 11 ... Pressurized air outflow boat, 12
...Solenoid valve.

Claims (1)

[Claims] 1. A negative pressure detection mechanism that detects negative pressure fluctuations in the intake pipe of an internal combustion engine, and a circuit selection mechanism that operates based on a value detected by the detection mechanism.
An appropriate number of valve chambers each having three types of ports: an additive liquid inlet port, an air inlet port, and an additive liquid and air outlet port, and an appropriate number of pressurized valves each having a pressurized additive liquid inlet port and a pressurized additive liquid outlet port. a separate pressurized air inflow port and a pressurized air outflow port that open the circuit simultaneously with the valve chamber, and a solenoid that can open the circuit of any one of the various valve chambers by a circuit selection mechanism. A fuel-saving circuit switching device for an internal combustion engine, which automatically switches the operation of solenoid valves in each valve chamber according to intake pipe negative pressure.