Carburetor

Abstract

The utility model provides a carburetor which comprises a carburetor body, a choke valve plate and a throttle valve plate. The carburetor body is provided with a first gas inlet channel, a fuel gas cavity and a through main gas channel, the first gas inlet channel is communicated with the fuel gas cavity, and the first gas inlet channel supplies fuel gas to the fuel gas cavity; the main gas passage is communicated with the gas cavity through a first gas inlet hole and a second gas inlet hole; a choke valve plate and a throttle valve plate are rotationally arranged at the two ends of the main air channel correspondingly to control opening and closing of the main air channel. After the engine operates to generate negative pressure, air is sucked from the main air channel, air in the main air channel flows to generate negative pressure, and fuel gas in the fuel gas cavity is sucked into the main air channel through the first air inlet hole and the second air inlet hole to be mixed with the air and then conveyed into the engine to be combusted. The flow of gas flowing through the main gas channel is controlled through opening changes of the choke valve plate and the throttle valve plate, so that the gas inflow at the first gas inlet hole and the second gas inlet hole is controlled, and under long-term use, the structure is reliable, and the failure rate is low.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, concretely relates to a carburetor. BACKGROUND

[0002] The carburetor can provide the engine under different working conditions with the mixed gas of fuel gas and air in a proper proportion. In the prior art, the carburetor disclosed in CN221256958U can be referred to, which controls the amount of fuel gas intake by a control assembly to make the mixed ratio of fuel gas and air suitable under various working conditions, thereby stabilizing the operation of the engine. However, the control assembly is arranged on the carburetor, which is structurally complicated, and the carburetor has a certain failure rate under long-term operation, which is not conducive to the long-term stable operation of the carburetor. SUMMARY

[0003] In view of the deficiencies in the prior art, the utility model provides a carburetor, so as to solve or at least alleviate one or more of the above problems and other problems in the prior art.

[0004] The utility model provides a carburetor, which comprises:

[0005] A carburetor body is provided with a first air inlet, a fuel gas cavity and a main air passage penetrating therethrough, and the fuel gas cavity and the first air inlet are in communication;

[0006] A choke valve plate is rotatably arranged at one end of the main air passage and used for controlling the opening and closing of the main air passage; and

[0007] A throttle valve plate is rotatably arranged at the end of the main air passage away from the choke valve plate and used for controlling the opening and closing of the main air passage.

[0008] The carburetor body is further provided with a first air inlet hole, a second air inlet hole and an idling air supplement hole; the two ends of the first air inlet hole are in communication with the fuel gas cavity and the main air passage, respectively; the two ends of the second air inlet hole are in communication with the fuel gas cavity and the main air passage, respectively; one end of the idling air supplement hole is in communication with the fuel gas cavity, and the other end of the idling air supplement hole is in communication with the main air passage and located outside the throttle valve plate.

[0009] Preferably, the main air passage comprises a throat portion which is inwardly recessed in the middle; and the end portions of the first air inlet hole and the second air inlet hole are located on the throat portion.

[0010] Preferably, one end of the first air inlet in communication with the fuel gas cavity is the output end thereof; the end portion of the second air inlet in communication with the fuel gas cavity is located between the output end of the first air inlet and the end portion of the first air inlet hole in communication with the fuel gas cavity; and the diameter of the second air inlet is smaller than that of the first air inlet.

[0011] Preferably, the fuel cavity is located above the main air passage; the first air inlet hole is vertically arranged; one end of the first air inlet hole communicating with the main air passage is located on the upper wall of the main air passage; the rotation center lines of the choke valve plate and the throttle valve plate are parallel to the axis of the first air inlet hole; the second air inlet hole and the first air inlet hole are circumferentially arranged with the axis of the main air passage as the center line.

[0012] Preferably, a second air passage is further formed in the carburetor body; and the upper end of the second air passage communicates with the main air passage.

[0013] Preferably, a cylindrical atomizing head is connected to the lower inner wall of the main air passage; the axis of the atomizing head is parallel to the axis of the main air passage; the inner wall of one end of the atomizing head facing the choke valve plate gradually expands outward to form a conical surface; and the upper end of the second air passage communicates with the middle inner cavity of the atomizing head after passing through the lower end of the atomizing head.

[0014] Preferably, the atomizing head is arranged in the throat pipe part.

[0015] Preferably, the inner wall of one end of the atomizing head facing the throttle valve plate gradually expands outward to form a conical surface.

[0016] Preferably, an arc-shaped air inlet gap is formed in the upper part of one end of the atomizing head close to the choke valve plate.

[0017] Preferably, an arc-shaped air outlet gap is formed in the upper part of one end of the atomizing head close to the throttle valve plate.

[0018] Compared with the prior art, the utility model has the following beneficial effects:

[0019] In the utility model, the engine inhales air from the main air passage after generating negative pressure, the air in the main air passage flows to generate negative pressure, the fuel gas in the fuel cavity is sucked into the main air passage through the first air inlet hole and the second air inlet hole, mixed with air, and then delivered to the engine for combustion. By changing the opening degree of the choke valve plate and the throttle valve plate, the air flow through the main air passage is controlled, thereby controlling the fuel gas intake of the first air inlet hole and the second air inlet hole. Compared with the prior art, the control assembly controls the air intake, and the structure is reliable and has a lower failure rate after long-term use. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the specific embodiments of the utility model or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or the prior art description. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, each element or part is not necessarily drawn according to the actual proportion.

[0021] Figure 1 is a sectional view of the fuel gas cavity in the carburetor of the embodiment of the present utility model;

[0022] Figure 2 is Figure 1 a sectional view of the second air inlet hole in the carburetor of the embodiment of the present utility model;

[0023] Figure 3 is Figure 2 a top view of the carburetor of the embodiment of the present utility model;

[0024] Figure 4 is Figure 3 a sectional view of the second air inlet hole in the carburetor of the embodiment of the present utility model;

[0025] Figure 5 is Figure 1 a schematic diagram of the internal structure of the main air passage of the carburetor of the embodiment of the present utility model;

[0026] Figure 6 is Figure 5 a left view of the atomizing head of the carburetor of the embodiment of the present utility model.

[0027] Reference signs:

[0028] 10, carburetor body; 11, first air inlet passage; 12, fuel gas cavity; 13, main air passage; 131, throat section; 14, first air inlet hole; 15, second air inlet hole; 16, idling air supplement hole; 17, second air inlet passage;

[0029] 20, choke valve plate;

[0030] 30, throttle valve plate;

[0031] 40, atomizing head; 41, arc-shaped air inlet gap; 42, arc-shaped air outlet gap. DETAILED DESCRIPTION

[0032] The embodiments of the technical scheme of the present utility model will be described in detail below with reference to the drawings. The following embodiments are only used to more clearly illustrate the technical scheme of the present utility model, and therefore only serve as examples, and cannot limit the protection scope of the present utility model.

[0033] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in the present application should be the usual meanings understood by the technical personnel in the field to which the present utility model belongs.

[0034] In the description of the present application, it needs to be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0035] In addition, the terms "first", "second", and the like are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified and limited.

[0036] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above-mentioned terms in the present application can be understood according to the specific circumstances.

[0037] In the present application, unless otherwise explicitly specified and limited, the first feature "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0038] Referring to Figures 1 to 6 The embodiment provides a carburetor, which comprises a carburetor body 10, a choke valve plate 20 and a throttle valve plate 30.

[0039] A first air inlet 11, a fuel gas chamber 12 and a main air passage 13 penetrating through the carburetor body 10 are formed on the carburetor body 10, and the fuel gas chamber 12 and the first air inlet 11 are communicated. The first air inlet 11 supplies fuel gas to the fuel gas chamber 12.

[0040] The choke plate 20 is rotatably mounted at one end of the main air duct 13 to control the opening and closing of the main air duct 13. The throttle plate 30 is rotatably mounted at the end of the main air duct 13 away from the choke valve to control the opening and closing of the main air duct 13. Specifically, both the choke plate 20 and the throttle plate 30 are rotatably mounted within the main air duct 13, with reference to prior art. Their rotation controls the opening of the main air duct 13.

[0041] The carburetor body 10 is also provided with a first air inlet 14, a second air inlet 15, and an idle air supply hole 16. The first air inlet 14 is connected to the combustion chamber 12 and the main air passage 13 at both ends. The second air inlet 15 is connected to the combustion chamber 12 and the main air passage 13 at both ends. The idle air supply hole 16 is connected to the combustion chamber 12 at one end and to the main air passage 13 at the other end. The idle air supply hole 16 is located outside the throttle plate 30, which is the side of the throttle plate 30 facing away from the choke plate 20. Specifically, the idle air supply hole 16 allows the combustion gas in the combustion chamber 12 to flow directly into the engine without passing through the throttle plate 30, thereby ensuring gas supply during engine idle conditions. Correspondingly, the choke plate 20 is provided with a through hole that provides air to the engine during idle conditions.

[0042] In this embodiment, when the engine is running and negative pressure is generated, air is drawn from the main air passage 13. The air flow within the main air passage 13 generates negative pressure, and the gas within the combustion chamber 12 is drawn into the main air passage 13 through the first and second air intake holes 14 and 15. The gas is mixed with the air and then delivered to the engine for combustion. By varying the openings of the choke plate 20 and the throttle plate 30, the amount of air flowing through the main air passage 13 is controlled, thereby controlling the amount of gas entering the first and second air intake holes 14 and 15. Compared to conventional methods of controlling the air intake through control components, this design offers a reliable structure with a lower failure rate over long-term use.

[0043] In one embodiment, the main air passage 13 includes a throat portion 131 with a constricted middle portion; ends of the first air inlet 14 and the second air inlet 15 are both located on the throat portion 131 .

[0044] In this embodiment, one end of the first air inlet hole 14 and the second air inlet hole 15 connected to the main air duct 13 is located on the throat portion 131, so that the first air inlet hole 14 and the second air inlet hole 15 can obtain a large negative pressure when the engine is running, thereby stably drawing gas from the combustion chamber 12.

[0045] In one embodiment, the end of the first air inlet 11 that communicates with the combustion chamber 12 is its output end. The end of the second air inlet 15 that communicates with the combustion chamber 12 is located between the output end of the first air inlet 11 and the end of the first air inlet 14 that communicates with the combustion chamber 12. The diameter of the second air inlet 15 is smaller than that of the first air inlet 14.

[0046] In this embodiment, the output end of the first air intake duct 11 inputs gas into the combustion chamber 12. The gas input from the first air intake duct 11 first passes through the second air intake hole 15 before reaching the first air intake hole 14. When the engine is operating at low load, the throttle plate 30 and the choke plate 20 are relatively open, generating a negative pressure within the main air duct 13. Because the diameter of the second air intake hole 15 is smaller than that of the first air intake hole 14, the negative pressure generated within the second air intake hole 15 is greater than that generated within the first air intake hole 14. The second air intake hole 15 is located between the first air intake hole 14 and the first air intake duct 11. At this time, the gas primarily enters the main air duct 13 through the second air intake hole 15. When the engine is running at high load, the opening of the throttle plate 30 and the choke plate 20 increases, the negative pressure generated in the main air duct 13 increases, and the first air inlet hole 14 and the second air inlet hole 15 both suck the gas in the combustion chamber 12, thereby extracting more gas from the main air duct 13 to mix with the air, and then the mixed gas is input into the engine for combustion, so that the engine can work stably when running at high load.

[0047] In one embodiment, the combustion chamber 12 is located above the main air passage 13; the first air inlet 14 is vertically disposed; the end of the first air inlet 14 communicating with the main air passage 13 is located on the inner wall directly above the main air passage 13; the rotational centerline of the choke plate 20 and the throttle plate 30 is parallel to the axis of the first air inlet 14; and the second air inlet 15 and the first air inlet 14 are circumferentially arranged around the axis of the main air passage 13. Specifically, the end of the second air inlet 15 communicating with the main air passage 13 is located on the side surface of the top of the main air passage 13. Specifically, the trajectory of the gas flowing from the first air inlet 11 through the second air inlet 15 to the first air inlet 14 is approximately perpendicular to the axis of the main air passage 13.

[0048] In this embodiment, when the engine load increases, the choke plate 20 and the throttle plate 30 rotate, and the outside air enters the main air duct 13 from both sides of the choke plate 20. At this time, the amount of air flowing through the first air inlet 14 located directly above the main air duct 13 is small, while the amount of air flowing through the second air inlet 15 located on the upper side of the main air duct 13 is large, thereby making the negative pressure at the second air inlet 15 larger, so that the second air inlet 15 can draw more gas from the combustion chamber 12, and as the opening of the choke plate 20 and the throttle plate 30 increases, the gas in the combustion chamber 12 enters the main air duct 13 mainly from the second air inlet 15 at the beginning, and then the gas enters the main air duct 13 from the first and second air inlet 14, 15, until the choke plate 20 and the throttle plate 30 are opened to the maximum, and the gas mainly enters the main air duct 13 from the first inlet 14. That is, the gas intake amount can be controlled relatively linearly by changing the opening of the choke plate 20 and the throttle plate 30 in conjunction with the position setting and diameter difference of the second air intake hole 15 and the first air intake hole 14 .

[0049] In one embodiment, a second air inlet 17 is formed in the carburetor body 10; the upper end of the second air inlet 17 communicates with the main air passage 13. The second air inlet 17 is used to deliver fuel gas to the main air passage 13.

[0050] In this embodiment, the fuel gas is delivered to the main air passage 13 from the upper and lower sides through the first air inlet 11 and the second air inlet 17 respectively, which can make the fuel gas mix more uniformly with the air in the main air passage 13.

[0051] In one embodiment, a cylindrical atomizing head 40 is connected to the inner wall of the lower side of the main air passage 13; the axis of the atomizing head 40 is parallel to the axis of the main air passage 13; the end of the atomizing head 40 facing the inner wall of the choke plate 20 gradually expands outward to form a conical surface; the upper end of the second air inlet 17 communicates with the middle part of the inner cavity of the atomizing head 40 after passing through the lower end of the atomizing head 40.

[0052] In this embodiment, the inner diameter of the end of the atomizing head 40 facing the inner wall of the choke plate 20 gradually increases to form a conical surface, which increases the flow rate of the air flowing into this end of the atomizing head 40, thereby increasing the negative pressure and sucking the fuel gas in the second air inlet 17, so that the fuel gas in the second air inlet 17 can flow out stably.

[0053] In one embodiment, the atomizing head 40 is arranged in the throat portion 131. With the negative pressure formed by the increased air flow rate in the throat portion 131, the atomizing head 40 can enhance the suction force of the fuel gas in the second air inlet 17, thereby realizing stable air intake.

[0054] In one embodiment, the end of the atomizing head 40 facing the inner wall of the throttle plate 30 gradually expands outward to form a conical surface. Specifically, the middle part of the inner cavity of the atomizing head 40 gradually increases in inner diameter towards both ends.

[0055] In this embodiment, the air flowing through the conical surface of the inner cavity of the atomizing head 40 near the choke plate 20 is accelerated, and then the fuel gas is sucked out of the second air inlet 17. Then, the mixed gas of the fuel gas and the air diffuses uniformly outward through the conical surface of the atomizing head 40 near the throttle plate 30, so that the mixed gas is further mixed uniformly with the air in the main air passage 13, which is helpful for the subsequent fuel gas to burn fully in the engine.

[0056] In one embodiment, an arc-shaped air inlet gap 41 is formed in the upper part of the end of the atomizing head 40 near the choke plate 20.

[0057] In this embodiment, the atomizing head 40 is located in the lower part of the main air passage 13, and the air flow entering the main air passage 13 from both sides of the choke plate 20 is relatively higher in height than the entire atomizing head 40. The arc-shaped air inlet gap 41 can increase the range of air inlet, so that more air enters the atomizing head 40, thereby increasing the negative pressure in the middle part of the atomizing head 40 and then stably sucking out the fuel gas in the second air inlet 17.

[0058] In one embodiment, the upper end of the atomizing head 40 near the throttle plate 30 is provided with an arc-shaped air outlet gap 42.

[0059] In this embodiment, the air flows out after mixing with the gas when passing through the atomizing head 40. Since the atomizing head 40 is located at the lower part of the main gas passage 13, the arc-shaped air outlet gap 42 can make the gas mixed with the air in the atomizing head 40 spread to the upper side of the main gas passage 13, so that the mixed gas is more evenly mixed with the air in the main gas passage 13.

[0060] In the description of the present application, a large number of specific details are explained. However, it can be understood that the embodiments of the present application can be practiced without these specific details. In some examples, well-known methods, structures and techniques are not shown in detail in order not to obscure the understanding of the present application.

[0061] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should be covered in the scope of the claims and the description of the present application.

Claims

1. A carburetor, characterized in that: include: A carburetor body (10), wherein the carburetor body (10) is provided with a first air inlet passage (11), a combustion chamber (12) and a main air passage (13) extending therethrough, wherein the combustion chamber (12) is in communication with the first air inlet passage (11); a choke plate (20) rotatably disposed at one end of the main air passage (13) for controlling the opening and closing of the main air passage (13); and A throttle plate (30) is rotatably arranged at one end of the main air passage (13) away from the choke valve, and is used to control the opening and closing of the main air passage (13); The carburetor body (10) is further provided with a first air inlet hole (14), a second air inlet hole (15) and an idle air supply hole (16); the two ends of the first air inlet hole (14) are respectively communicated with the gas chamber (12) and the main air passage (13); the two ends of the second air inlet hole (15) are respectively communicated with the gas chamber (12) and the main air passage (13); one end of the idle air supply hole (16) is communicated with the gas chamber (12), and the other end of the idle air supply hole (16) is communicated with the main air passage (13) and is located outside the throttle plate (30).

2. A carburetor according to claim 1, characterized in that: The main air channel (13) comprises a throat portion (131) with a constricted middle portion; the ends of the first air inlet (14) and the second air inlet (15) are both located on the throat portion (131).

3. A carburetor according to claim 2, characterized in that: The end of the first air inlet (11) communicating with the combustion chamber (12) is its output end; the end of the second air inlet (15) communicating with the combustion chamber (12) is located between the output end of the first air inlet (11) and the end of the first air inlet (14) communicating with the combustion chamber (12); the diameter of the second air inlet (15) is smaller than that of the first air inlet (14).

4. A carburetor according to claim 3, characterized in that: The combustion chamber (12) is located above the main air passage (13); the first air inlet hole (14) is vertically arranged; one end of the first air inlet hole (14) communicating with the main air passage (13) is located on the inner wall directly above the main air passage (13); the rotation centerline of the air choke plate (20) and the throttle plate (30) is parallel to the axis of the first air inlet hole (14); the second air inlet hole (15) and the first air inlet hole (14) are circumferentially arranged with the axis of the main air passage (13) as the centerline.

5. A carburetor according to any one of claims 2 to 4, characterized in that: A second air inlet passage (17) is also provided on the carburetor body (10); the upper end of the second air inlet passage (17) is in communication with the main air passage (13).

6. A carburetor according to claim 5, characterized in that: A cylindrical atomizing head (40) is connected to the lower inner wall of the main air duct (13); the axis of the atomizing head (40) is parallel to the axis of the main air duct (13); the inner wall of one end of the atomizing head (40) facing the air choke plate (20) gradually expands outward to form a conical surface; the upper end of the second air inlet duct (17) passes through the lower end of the atomizing head (40) and communicates with the middle part of its inner cavity.

7. A carburetor according to claim 6, characterized in that: The atomizing head (40) is arranged on the throat portion (131).

8. A carburetor according to claim 7, characterized in that: The inner wall of one end of the atomizing head (40) facing the throttle plate (30) gradually expands outward to form a conical surface.

9. A carburetor according to claim 8, characterized in that: An arc-shaped air inlet notch (41) is provided on the upper portion of one end of the atomizing head (40) close to the air choke plate (20).

10. A carburetor according to claim 9, characterized in that: An arc-shaped air outlet notch (42) is provided on the upper portion of one end of the atomizing head (40) close to the throttle plate (30).

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