Fuel gas supplementing carburetor for engine

Abstract

According to the fuel gas supplementing carburetor for the engine, the auxiliary air inlet channel is additionally arranged in the main air inlet channel, so that the air inlet channel can provide fuel gas for the mixing cavity or / and the engine air inlet channel under different working conditions, the mixing proportion of the fuel gas and air is optimized, the mixed gas reaches the optimal air-fuel ratio, combustion efficiency is improved, and the fuel gas supplementing carburetor for the engine has the advantages of being energy-saving and environment-friendly. The problem of incomplete combustion is avoided, hydrocarbon emission is reduced, the adaptability of the engine to different working conditions is enhanced, the stability of the engine is improved, the fuel utilization rate is increased, and the purposes of energy conservation and environmental protection are achieved.

Description

Technical Field

[0001] This utility model relates to the field of carburetor structure technology, and in particular to a fuel injection carburetor for engines. Background Technology

[0002] A traditional carburetor is a mechanical device that mixes fuel and air in a certain proportion under the vacuum generated by the engine. A dual-fuel carburetor is a new type of carburetor developed from the traditional carburetor. It adds a fuel supply structure to the traditional carburetor structure to mix fuel and air, meeting the needs of engines using natural gas, liquefied petroleum gas, or other fuels. It features strong fuel adaptability, improved engine performance, lower cost, and improved environmental performance.

[0003] However, in the existing dual-fuel carburetor's gas intake structure, there is only one separate main gas intake passage. The main gas intake passage connects the intake chamber to the throat of the carburetor body. Utilizing Bernoulli's principle, when air passes through the carburetor throat, the air velocity increases and the pressure decreases due to the smaller cross-sectional area of ​​the throat, forming a negative pressure area. In this negative pressure area, gas is drawn into the throat to achieve gas-air mixing. Since there is only one separate main gas intake passage, its size cannot be changed once the matching intake orifice model is determined. This results in poor adaptability under different operating conditions, leading to insufficient or excessive gas intake, reducing engine combustion efficiency, and affecting the normal operation of the engine.

[0004] Therefore, it is necessary to improve the existing carburetor gas intake structure to not only adapt to different operating conditions, but also improve engine combustion efficiency, reduce fuel costs, and achieve the goal of energy conservation and environmental protection. Utility Model Content

[0005] In view of the shortcomings of the current carburetor gas intake structure, the purpose of this utility model is to provide a gas-fuel-assisted carburetor for engines, which can not only adapt to different operating conditions, but also improve the combustion efficiency of the engine, reduce fuel costs, and achieve the goal of energy conservation and environmental protection.

[0006] To achieve the purpose of this utility model, this utility model provides a gas-fuel-injection carburetor for an engine, including a carburetor body, wherein the carburetor body is provided with an air intake passage, and the air intake passage includes a throat and a mixing chamber located behind the throat.

[0007] A gas passage and a fuel passage are connected to the intake passage. The gas passage includes a main intake passage and an auxiliary intake passage. The main intake passage is connected to the vicinity of the throat, and the auxiliary intake passage is connected to the mixing chamber and / or located after the throttle valve and connected to the engine intake passage.

[0008] Furthermore, the auxiliary air intake duct introduces auxiliary air into the engine air intake duct and into the mixing chamber.

[0009] Furthermore, the auxiliary air intake includes a first auxiliary air intake and a second auxiliary air intake. The first auxiliary air intake is directly connected to the mixing chamber to introduce the first auxiliary air into the mixing chamber, and the second auxiliary air intake introduces the second auxiliary air into the engine air intake.

[0010] Furthermore, the first auxiliary air intake duct introduces the first auxiliary air intake into the mixing chamber approximately perpendicular to the mixing chamber wall; the outlet of the second auxiliary air intake duct introduces the second auxiliary air intake into the engine air intake duct through an enlarged slotted buffer hole.

[0011] Furthermore, the inlets of the first auxiliary air intake and the second auxiliary air intake are located in the main air intake.

[0012] Furthermore, the opening of the grooved buffer hole faces the flow direction of the engine air intake, and the outlet of the second auxiliary air intake is located at the bottom of the grooved buffer hole.

[0013] Furthermore, a transition chamber is formed on the intake passage behind the throttle valve, and the grooved buffer hole is opened in the transition chamber or on the end face of the carburetor body corresponding to the transition chamber and close to the inner circle of the transition chamber.

[0014] Furthermore, the main intake duct includes a front section and a rear section. The front section of the main intake duct introduces the combustion gas into the throat at approximately a vertical angle, and the front section and the rear section of the main intake duct are connected at approximately 90°.

[0015] Furthermore, the front section of the main air intake is provided with a first auxiliary air intake recess and a second auxiliary air intake recess corresponding to the first auxiliary air intake and the second auxiliary air intake.

[0016] The first auxiliary air intake duct introduces fuel gas through the first auxiliary air intake sub-hole, and the second auxiliary air intake duct introduces fuel gas through the second auxiliary air intake sub-hole.

[0017] Furthermore, a notch is formed between the sidewall of the front section of the main intake manifold and the axially extending position of the rear section of the main intake manifold, and the carburetor body is detachably provided with a sealing plug at the notch.

[0018] The beneficial effects of this utility model are as follows: The gas-air supplement carburetor of this utility model adds an auxiliary intake passage to the main intake passage, which enables the intake passage to supply gas to the mixing chamber and / or the engine intake passage under different operating conditions. This optimizes the gas-air mixing ratio, achieves the optimal air-fuel ratio, improves combustion efficiency, avoids incomplete combustion, reduces hydrocarbon emissions, enhances the engine's adaptability to different operating conditions, improves engine stability, increases fuel utilization, and achieves the goals of energy conservation and environmental protection. Attached Figure Description

[0019] Figure 1 This is a longitudinal sectional view of the present invention;

[0020] Figure 2 This is a schematic diagram of the structure of this utility model;

[0021] Figure 3 This is a rear view of the present invention;

[0022] Figure 4 This is a schematic diagram of the structure of the first auxiliary air intake.

[0023] Figure 5 Schematic diagram of the second auxiliary air intake.

[0024] Figure 6 This is a top view of the present invention.

[0025] Reference numerals: 1. Carburetor body; 101. Throttle valve; 102. Notch formed by the side wall of the front section of the main intake manifold and the axial extension of the rear section of the main intake manifold; 103. Removable, sealed plug; 2. Intake passage; 3. Throat; 4. Mixing chamber; 5. Gas passage; 501. Main intake manifold; 5011. Front section of the main intake manifold; 5012. Rear section of the main intake manifold; 502. Auxiliary intake manifold; 5021. First auxiliary intake manifold; 50211. First auxiliary intake manifold countersunk hole; 50212. Outlet of the first auxiliary intake manifold; 5022. Second auxiliary intake manifold; 50221. Second auxiliary intake manifold countersunk hole; 50222. Outlet of the second auxiliary intake manifold; 6. Fuel passage; 7. Engine intake manifold; 8. Transition chamber; 801. Enlarged groove-shaped buffer hole. Detailed Implementation

[0026] The following is in conjunction with the appendix Figure 1-6 The present invention will be described in further detail below.

[0027] This utility model discloses a fuel-air combustor for an engine, comprising a carburetor body 1. The carburetor body 1 is provided with an intake passage 2, which includes a throat 3 and a mixing chamber 4 located behind the throat 3. When the engine is running, when air passes through the throat 3, the air velocity increases and the pressure decreases due to the smaller cross-sectional area of ​​the throat 3, forming a negative pressure area. In the negative pressure area, fuel gas is drawn into the throat 3 and then into the mixing chamber 4 to achieve preliminary mixing of fuel gas and air. This will not be elaborated further. The mixing chamber 4 is usually a relatively large cavity, providing sufficient space for fuel gas and fuel, which is conducive to guiding the flow of fuel gas and fuel, so that fuel gas and fuel are fully mixed. This will not be elaborated further.

[0028] A gas passage 5 and a fuel passage 6 are connected to the intake passage 2. The gas passage 5 includes a main intake passage 501 and an auxiliary intake passage 502. The main intake passage 501 is connected near the throat 3, and the auxiliary intake passage 502 is connected to the mixing chamber 4 and / or located after the throttle valve 101 and connected to the engine intake passage 7. The gas passage 5 is divided into a main intake passage 501 and an auxiliary intake passage 502. The main intake passage 501 is connected near the throat 3, where the air velocity is high and the negative pressure is large, which can better draw in the gas and mix it with the air. When the auxiliary intake passage 502 is connected to the mixing chamber 4, it can enter the engine after the mixture has been initially formed. The fuel supply system replenishes fuel in one step and adjusts the mixture concentration to meet the engine's mixture requirements under different operating conditions. Connected to the throttle valve 101, it can replenish fuel in a timely manner based on the engine's actual intake volume and operating conditions; details will not be elaborated further here. The fuel passage 6 is a dedicated fuel delivery channel in the carburetor. Typically, one end is connected to a fuel storage device, such as a fuel tank or float chamber, while the other end leads to the engine intake manifold 7, connected to the throat 3 or mixing chamber 4. The fuel passage 6 usually has fuel injectors or nozzles at the connection point with the engine intake manifold 7; their size, number, and shape are determined according to actual needs, and will not be elaborated further here.

[0029] In this embodiment, the auxiliary air intake duct 502 introduces auxiliary air into the engine intake duct 7 and the mixing chamber 4. The auxiliary air intake duct 502 can introduce auxiliary air into the engine intake duct 7 and the mixing chamber 4 respectively. This design improves the engine's air intake under different engine operating conditions. Introducing auxiliary air into the engine intake duct 7 increases the amount of gas intake, thereby improving the engine's power output. Introducing auxiliary air into the mixing chamber 4 can better regulate the concentration of the air-fuel mixture, allowing the gas and air to mix more fully, achieving a better combustion effect, thereby improving engine performance and fuel economy. Further details are omitted here.

[0030] In this embodiment, the auxiliary air intake duct 502 includes a first auxiliary air intake duct 5021 and a second auxiliary air intake duct 5022. The first auxiliary air intake duct 5021 is directly connected to the mixing chamber 4, introducing the first auxiliary air intake into the mixing chamber 4. The second auxiliary air intake duct 5022 introduces the second auxiliary air intake into the engine air intake duct 7. The first auxiliary air intake duct 5021, being directly connected to the mixing chamber 4, can supplement combustion gas during the initial formation stage of the mixture. The addition of combustion gas can further adjust the ratio of the mixture to better meet the combustion requirements of the engine under specific operating conditions. The pipe shape and size of the first auxiliary air intake duct 5021 will be optimized according to the overall design of the carburetor and actual working requirements, which will not be elaborated here. The second auxiliary air intake duct 5022 is connected to the engine air intake duct 7. When the engine is in a medium-high speed gear, it can supplement the mixture... The gas requirements are more complex. The second auxiliary intake duct 5022 supplements an appropriate amount of gas into the engine intake duct 7 according to the actual situation. The gas is fully mixed with the mixture from the mixing chamber 4 before entering the engine intake duct 7. This design can better adapt to the engine's changing requirements for mixture composition and flow rate under different operating conditions, thereby improving the engine's combustion efficiency and fuel economy. By supplementing the mixing chamber 4 and the engine intake duct 7 with gas through the first auxiliary intake duct 5021 and the second auxiliary intake duct 5022 respectively, it helps to optimize the uniformity of the mixture. Gas supplementation at different locations can make the gas more evenly distributed in the mixture throughout the intake process, avoiding the problem of local mixtures being too rich or too lean. A uniform mixture is conducive to improving combustion efficiency, reducing pollutant emissions from incomplete combustion, and achieving the goal of energy conservation and environmental protection.

[0031] In this embodiment, the first auxiliary air intake duct 5021 introduces the first auxiliary air intake into the mixing chamber 4 approximately perpendicular to the wall of the mixing chamber 4; the outlet 50222 of the second auxiliary air intake duct introduces the second auxiliary air intake into the engine intake duct 7 through an enlarged slotted buffer hole 801. The first auxiliary air intake duct 5021 introduces the first auxiliary air intake into the mixing chamber 4 approximately perpendicular to the wall of the mixing chamber 4, so that the first auxiliary air intake forms a large angle with the original air-fuel mixture in the mixing chamber 4, thereby generating a stronger turbulence effect, which helps to make the fuel more... The mixture is evenly dispersed in the air, making the composition of the air-fuel mixture more uniform and improving combustion efficiency. Under different operating conditions, such as idling or medium-to-high speed gears, the engine has different requirements for the concentration and intake volume of the air-fuel mixture. The first auxiliary intake air is introduced through the first auxiliary intake duct 5021, adjusting the amount of fuel entering the mixing chamber 4 according to the actual operating conditions, thereby optimizing the air-fuel mixture ratio and ensuring good engine performance under various operating conditions. Simultaneously, the vertically introduced first auxiliary intake air can impact fuel particles within the mixing chamber 4, further purifying the fuel... The fuel is atomized into smaller particles. Smaller fuel particles have a larger contact area with air, allowing for faster evaporation and mixing, thus improving the combustion process and reducing fuel waste and pollutant emissions. Further details are omitted here. The enlarged grooved buffer hole 801 acts as a buffer and pressure stabilizer, making the pressure of the second auxiliary intake air entering the engine intake manifold 7 more stable. This avoids sudden changes in intake pressure from adversely affecting the engine's intake process, ensuring smooth engine intake. At medium and high speeds, the main intake manifold 501 alone cannot meet the engine's fuel demand. The second auxiliary intake manifold 5022 serves as a supplementary intake channel, introducing second auxiliary intake air into the engine intake manifold 7 as needed, ensuring sufficient fuel even under high loads to maintain good combustion and power output. By rationally designing the shape and position of the grooved buffer hole 801, the second auxiliary intake air is more evenly distributed within the engine intake manifold 7, thereby improving the uniformity of engine intake and enhancing overall engine performance and stability.

[0032] In this embodiment, the inlets of the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022 are located in the main air intake duct 501. This design makes the layout of the gas passage 5 more compact and reasonable. The main air intake duct 501, as the main air intake passage, concentrates the inlets of each auxiliary air intake duct 502, which facilitates the integration and management of the entire gas passage 5, reduces the complexity and space occupied by the intake pipe, and is conducive to the miniaturization and lightweight design of the carburetor body 1 and the entire engine system. Setting the inlets of the first and second auxiliary air intake ducts in the main air intake duct... 501 can utilize the airflow state and pressure distribution within the main intake duct 501. During the flow process, the airflow within the main intake duct 501 will form a certain pressure field and velocity distribution. The first auxiliary intake duct 5021 and the second auxiliary intake duct 5022 can draw fuel gas from the main intake duct 501, which can better cooperate with the airflow of the main intake duct 501. At the same time, this design also has certain conveniences in manufacturing and assembly, making it easier to process and install each intake pipe, reducing the difficulty and error in the assembly process, and also facilitating later maintenance and repair, reducing maintenance costs and time.

[0033] In this embodiment, the opening of the slotted buffer hole 801 faces the flow direction of the engine intake duct 7, and the outlet 50222 of the second auxiliary intake duct is located at the bottom of the slotted buffer hole 801. The slotted buffer hole 801's opening facing the flow direction of the engine intake duct 7 allows it to receive the mainstream airflow direction and influence from the engine intake duct 7. This design allows the second auxiliary intake air to enter the airflow environment of the engine intake duct 7 in a specific manner. When the second auxiliary intake air enters the slotted buffer hole 801 from the outlet 50222 of the second auxiliary intake duct, the pressure and velocity of the second auxiliary intake air can be buffered and regulated to a certain extent due to the slotted structure and the mainstream airflow. The mainstream airflow forms a relatively stable flow at the slotted buffer hole 801. The defined flow area avoids the pressure surges and airflow turbulence that occur when the second auxiliary air intake directly enters the engine intake duct 7, making the second auxiliary air intake into the engine intake duct 7 more stable. This helps maintain the stability of the engine intake duct 7, providing a smooth air-fuel mixture supply to the engine and ensuring stable engine operation. The design of the grooved buffer hole 801 and the setting of its outlet position facilitate better mixing of the second auxiliary air intake with the mainstream airflow in the engine intake duct 7. When the second auxiliary air intake enters the grooved buffer hole 801 from the outlet 50222 of the second auxiliary air intake duct, it forms a certain intersection angle and mixing space with the mainstream airflow, which can promote the full mixing of the two airflows, making the composition of the mixture more uniform. This helps the engine achieve more complete and stable combustion, thereby improving engine power performance, fuel economy, and reducing exhaust emissions.

[0034] In this embodiment, a transition chamber 8 is formed on the intake passage 2 after the throttle valve 101. The slotted buffer hole 801 is opened in the transition chamber 8 or on the end face of the carburetor body 1 corresponding to the transition chamber 8 and close to the inner circle of the transition chamber 8. The transition chamber 8 is provided outside the throttle valve 101. The transition chamber 8 provides a buffer and transition space for the flow of gas and the formation of the air-fuel mixture, avoiding the problem of unstable or uneven airflow when directly entering the engine intake passage 7. This will not be elaborated further here. When the slotted buffer hole 801 is opened in the transition chamber 8, the second auxiliary intake air enters the transition chamber 8 through the slotted buffer hole 801 and can be fully mixed with the air-fuel mixture in the transition chamber 8, which can effectively adjust the air-fuel mixture ratio. The relatively large space of the transition chamber 8 is conducive to the diffusion and mixing of airflow, improving the mixing effect and thus enhancing the combustion performance of the engine. When the slotted buffer hole 801 is opened on the end face of the carburetor body 1 corresponding to the transition chamber 8 and close to the inner circle of the transition chamber 8, the slotted buffer hole 801 can introduce the second auxiliary intake air at a position close to the inner circle of the transition chamber 8. The position close to the inner circle of the transition chamber 8 allows the second auxiliary intake air to contact and mix with the mainstream airflow in the transition chamber 8 more quickly, reducing the mixing time and distance. It also facilitates a reasonable layout in the structural design of the carburetor body 1, avoiding excessive changes to the internal structure of the transition chamber 8, while achieving effective introduction and mixing of the second auxiliary intake air. Further details are omitted here.

[0035] In this embodiment, the main intake duct 501 includes a front section 5011 and a rear section 5012. The front section 5011 introduces the combustion gas into the throat 3 approximately vertically. The front section 5011 and the rear section 5012 are connected at approximately 90°. The front section 5011 typically has a cylindrical or near-cylindrical structure, and its axis is parallel to the axis of the throat 3. The air intake line should be kept as vertical as possible to reduce resistance and energy loss during gas flow. One end of the main intake duct front section 5011 is reliably connected to the gas source, typically using flange or welding methods to ensure a tight seal and prevent gas leakage; details will not be elaborated further here. The main intake duct rear section 5012 needs to connect to the main intake duct front section 5011 at approximately 90°, usually using a curved pipe structure. This is to reduce pressure loss and eddy current generation at the bend. The radius of curvature of the curved section needs to be set according to parameters such as the flow rate and velocity of the gas and the diameter of the pipe, which will not be elaborated here. This design allows for more flexible arrangement of the gas passage 5 when the space of the carburetor or the overall engine layout is limited, effectively utilizing space and avoiding space waste caused by the gas passage 5 being too long or having an unreasonable shape, which is conducive to achieving a compact design. When the gas passes through a vertical turn, a certain amount of turbulence will be formed, which helps the gas in the main intake duct 501 to mix better with the auxiliary intake air introduced from the auxiliary intake duct 502, making the mixture more uniform, thereby improving the combustion efficiency and performance of the engine. It can also regulate the speed and pressure of the airflow to a certain extent to adapt to the intake requirements of the engine under different operating conditions. When the gas turns, some larger impurity particles may be more easily separated from the airflow due to inertia and adhere to the wall of the main intake duct 501, playing a certain filtering role, reducing impurities entering the engine and protecting the internal components of the engine.

[0036] In this embodiment, the front section 5011 of the main air intake duct is provided with a first auxiliary air intake recess 50211 and a second auxiliary air intake recess 50221 corresponding to the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022. The first auxiliary air intake duct 5021 introduces fuel gas through the first auxiliary air intake recess 50211, and the second auxiliary air intake duct 5022 introduces fuel gas through the second auxiliary air intake recess 50221. The first auxiliary air intake recess 50211 and the second auxiliary air intake recess 50221 are provided in the front section 5011 of the main air intake duct, which can play a certain role in buffering and stabilizing pressure, so that the fuel gas entering the first auxiliary air intake duct 5022 from the front section 5011 of the main air intake duct can be effectively controlled. The airflow between the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022 is more stable, avoiding direct impact of the airflow on the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022, reducing airflow turbulence and pressure fluctuations, and ensuring that the auxiliary air intake enters the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022 in a relatively stable state, which helps to improve the stability and reliability of the air intake. The size of the aperture of the first auxiliary air intake countersunk hole 50211 and the second auxiliary air intake countersunk hole 50221 needs to be larger than the corresponding outlet aperture size. Due to the larger intake area, the gas can be introduced into the first auxiliary air intake duct 5021 and the second auxiliary air intake duct 5022 more smoothly, which will not be elaborated here.

[0037] In this embodiment, a notch 102 is formed at the position where the side wall of the front section 5011 of the main intake duct extends axially to the rear section 5012 of the main intake duct. The carburetor body 1 is provided with a detachable sealing plate 103 at the notch 102. According to the shape and size of the notch 102, a detachable sealing plate 103 is provided that matches the notch 102. The sealing plate 103 can completely cover the notch 102, forming a good sealing and isolation effect. It can effectively prevent external dust and impurities from entering the main intake duct 501, avoid foreign objects from damaging the gas passage 5 and other internal components of the carburetor, and ensure the cleanliness of the gas and the normal operation of the carburetor. This design also facilitates the maintenance of the carburetor. When it is necessary to inspect, clean or replace the internal parts of the main intake duct 501, the sealing plate 103 can be easily removed to directly contact the internal space of the main intake duct 501. The operation is simple and convenient.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A fuel-air combustor for an engine, characterized in that: Includes a carburetor body, the carburetor body having an air intake passage, the air intake passage including a throat and a mixing chamber located behind the throat; A gas passage and a fuel passage are connected to the intake passage. The gas passage includes a main intake passage and an auxiliary intake passage. The main intake passage is connected to the vicinity of the throat, and the auxiliary intake passage is connected to the mixing chamber and / or located after the throttle valve and connected to the engine intake passage.

2. A fuel-air combustor for an engine according to claim 1, characterized in that: The auxiliary air intake duct introduces auxiliary air into the engine air intake duct and into the mixing chamber.

3. A fuel-air combustor for an engine according to claim 2, characterized in that: The auxiliary air intake includes a first auxiliary air intake and a second auxiliary air intake. The first auxiliary air intake is directly connected to the mixing chamber and introduces the first auxiliary air into the mixing chamber. The second auxiliary air intake introduces the second auxiliary air into the engine air intake.

4. A fuel-air combustor for an engine according to claim 3, characterized in that: The first auxiliary air intake duct introduces the first auxiliary air intake into the mixing chamber approximately perpendicular to the mixing chamber wall; the outlet of the second auxiliary air intake duct introduces the second auxiliary air intake into the engine air intake duct through an enlarged slotted buffer hole.

5. A fuel-air combustor for an engine according to claim 3, characterized in that: The inlets of the first auxiliary air intake and the second auxiliary air intake are located in the main air intake.

6. A fuel-air combustor for an engine according to claim 4, characterized in that: The opening of the grooved buffer hole faces the flow direction of the engine air intake, and the outlet of the second auxiliary air intake is located at the bottom of the grooved buffer hole.

7. A fuel-air combustor for an engine according to claim 6, characterized in that: The intake passage forms a transition chamber behind the throttle valve. The grooved buffer hole is opened in the transition chamber or on the end face of the carburetor body corresponding to the transition chamber and close to the inner circle of the transition chamber.

8. A fuel-air combustor for an engine according to claim 1, characterized in that: The main intake duct includes a front section and a rear section. The front section of the main intake duct introduces the combustion gas into the throat at approximately a vertical angle, and the front section and the rear section of the main intake duct are connected at approximately 90°.

9. A fuel-air combustor for an engine according to claim 8, characterized in that: The front section of the main air intake is provided with a first auxiliary air intake recess and a second auxiliary air intake recess corresponding to the first auxiliary air intake and the second auxiliary air intake. The first auxiliary air intake duct introduces fuel gas through the first auxiliary air intake sub-hole, and the second auxiliary air intake duct introduces fuel gas through the second auxiliary air intake sub-hole.

10. A fuel-air combustor for an engine according to claim 8, characterized in that: The side wall of the front section of the main intake manifold forms a notch at the axial extension of the rear section of the main intake manifold, and the carburetor body is provided with a detachable sealing plate at the notch.

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