An engine carburettor

Abstract

The utility model discloses an engine carburetor relates to engine technical field, including middle casing, lower casing and upper casing, three inside be equipped with intercommunication air chamber, and lower casing is double air chamber, and middle casing and upper casing are single air chamber. Lower casing inside is rotatively connected air intake adjustment module through bearing seat, and this module contains valve rod, the valve disc symmetrically installed in valve rod through -hole, the first torsional spring of valve rod and the swing arm fixed in valve rod, and the convex handle of valve rod other end is clamped the seat body, and the seat body sets up second torsional spring to cooperate reset. Lower casing installs angle sensor detection module open -close angle, and its front surface symmetry is equipped with fuel solenoid valve for spraying fuel. This carburetor is through double air chamber, double torsional spring and angle sensor and the cooperation of solenoid valve, realizes the accurate matching of air intake and fuel supply, improves engine operation stability, fuel economy and emission performance.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine carburetor. Background Technology

[0002] During engine operation, the carburetor, as the core component for mixing air and fuel, directly affects the engine's power output, fuel economy, and emission stability. Traditional engine carburetors mostly adopt a single-chamber structure, which has limited precision in intake volume adjustment and insufficient uniformity of air-fuel mixing, making it difficult to adapt to the engine's power demands under different operating conditions.

[0003] Meanwhile, existing carburetors' intake adjustment mechanisms mostly rely on a single elastic element for reset, resulting in slow reset response and poor stability. This can easily lead to valve disc jamming or angle deviation, causing inaccurate intake volume control. Furthermore, traditional carburetors lack real-time detection of the intake adjustment angle, making it impossible to accurately reflect the intake status. This makes it difficult to dynamically match fuel supply with intake volume, reducing engine combustion efficiency and increasing fuel consumption and pollutant emissions. Utility Model Content

[0004] To address the technical problems existing in the background art, this utility model proposes an engine carburetor.

[0005] This utility model discloses an engine carburetor, including a middle housing, a lower housing installed at the bottom of the middle housing, and an upper housing installed at the top. An intake adjustment module is rotatably connected inside the lower housing. The intake adjustment module includes a valve stem rotatably connected inside the lower housing. A valve disc is symmetrically installed inside the valve stem. A first torsion spring is sleeved on the outside of the valve stem, and a rocker arm is fixedly installed. The two ends of the first torsion spring abut against the lower housing and the rocker arm, respectively, so as to allow the rocker arm, valve stem, and valve disc to be reset as a whole.

[0006] Furthermore, the middle shell, lower shell, and upper shell are all provided with interconnected air chambers. The middle shell and upper shell are single air chambers, and the lower shell is a double air chamber.

[0007] Furthermore, an angle sensor is also installed inside the lower housing. The detection end of the angle sensor is connected to the air intake adjustment module to detect the opening and closing angle of the air intake adjustment module inside the lower housing.

[0008] Furthermore, fuel solenoid valves are symmetrically installed on the front of the lower housing to spray fuel into the air chamber of the lower housing and mix it with air.

[0009] Furthermore, the lower housing and the valve stem are rotatably connected by symmetrically arranged bearing seats.

[0010] Furthermore, the valve stem has symmetrical through holes inside, and the valve disc is fixedly installed inside the through holes.

[0011] Furthermore, a lower limit groove is provided at the bottom of the swing arm, and an upper limit groove is provided at the bottom of the lower housing. The two ends of the first torsion spring are located inside the lower limit groove and the upper limit groove, respectively.

[0012] Furthermore, the end of the valve stem opposite to the first torsion spring is connected to a flat convex shank, and the outside of the convex shank is engaged with a seat body through a shank groove.

[0013] Furthermore, a second torsion spring is sleeved on the outside of the seat body, and the two ends of the second torsion spring are inserted into the corresponding insertion holes opened inside the seat body and the lower housing to cooperate with the first torsion spring to reset.

[0014] Furthermore, a pre-drilled hole is provided at the top of the swing arm to connect the rope that drives the swing arm to rotate.

[0015] The beneficial effects of this utility model are as follows: By cooperating with the dual air chambers of the lower housing and the symmetrical valve disc, combined with the real-time detection of the intake opening and closing angle by the angle sensor and the precise injection control of the fuel solenoid valve, and with the double torsion spring cooperative reset structure and the bearing seat drag reduction design, dynamic and precise matching of intake volume and fuel supply is achieved, so that the combustible mixture is mixed more fully, while improving the smoothness of intake regulation and reset stability, effectively optimizing engine power output, fuel economy and emission performance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the disassembled structure of this utility model; Figure 2 This is a schematic diagram of the disassembled structure of the intake adjustment module in this utility model; Figure 3 This is a schematic diagram of the assembly structure of the intake adjustment module in this utility model; Figure 4 This is a structural schematic diagram of the present invention from the bottom view after assembly; Figure 5 This is a half-sectional view of the assembled version of this utility model.

[0017] In the diagram: 1. Middle housing; 2. Lower housing; 21. Upper limit slot; 3. Upper housing; 4. Intake adjustment module; 41. Valve stem; 42. Through hole; 43. Valve disc; 44. First torsion spring; 45. Swing arm; 451. Lower limit slot; 452. Reserved hole; 46. Protruding shank; 47. Seat; 471. Shank slot; 48. Second torsion spring; 49. Bearing seat; 5. Angle sensor; 6. Fuel solenoid valve. Detailed Implementation

[0018] Reference Figure 1-5The present invention proposes an engine carburetor, which consists of a middle housing 1, a lower housing 2, and an upper housing 3. The three are assembled from top to bottom to form a complete housing assembly, providing a mounting carrier and protective space for the internal functional components. The middle housing 1, the lower housing 2, and the upper housing 3 are all provided with interconnected air chambers. The middle housing 1 and the upper housing 3 are single-chamber designs, which mainly serve to guide air flow and extend the channel. The lower housing 2 is a dual-chamber structure, which is the core working area for air and fuel mixing and intake volume adjustment. The dual-chamber design allows for a more complete mixing process and meets the air supply requirements of the engine under different operating conditions. The lower housing 2 is rotatably connected to an intake adjustment module 4. This module is the core actuator for adjusting the intake volume, which directly affects the engine's power output and operational stability. The intake adjustment module 4 is specifically composed of a valve stem 41, a through hole 42, a valve disc 43, a first torsion spring 44, a rocker arm 45, a convex shank 46, a seat 47, a second torsion spring 48, and a bearing seat 49. The valve stem 41 serves as the core support shaft of the module and is rotatably connected to the interior of the lower housing 2 through symmetrically arranged bearing seats 49. The bearing seats 49 can reduce the frictional resistance when the valve stem 41 rotates, ensuring the smoothness and flexibility of the rotation. The valve stem 41 has symmetrically opened through holes 42 inside, which correspond one-to-one with the dual air chambers of the lower housing 2. The valve disc 43 is fixedly installed inside the through holes 42. The opening and closing angle of the valve disc 43 directly determines the ventilation cross-sectional area of ​​the air chamber, thereby achieving precise control of the intake volume. A first torsion spring 44 is sleeved on the outside of the valve stem 41, and a rocker arm 45 is also fixedly installed on the valve stem 41. A lower limit groove 451 is opened at the bottom of the rocker arm 45, and an upper limit groove 21 is opened at the bottom of the lower housing 2. The two ends of the first torsion spring 44 are respectively embedded in the lower limit groove 451 and the upper limit groove 21. The constraint of the limit groove ensures that the installation position of the first torsion spring 44 is stable, preventing it from shifting or falling off during operation. The two ends of the first torsion spring 44 abut against the lower housing 2 and the rocker arm 45 respectively, and always remain in a charged state. When the external driving force disappears, it can drive the rocker arm 45, the valve stem 41 and the valve disc 43 to reset as a whole through its own elastic restoring force, so that the air intake channel returns to its initial open and closed state. A reserved hole 452 is opened at the top of the rocker arm 45. The reserved hole is used to connect the rope that drives the rocker arm 45 to rotate. The rope pulls and drives the rocker arm 45 to rotate around the axis of the valve stem 41, thereby realizing the opening and closing adjustment of the valve disc 43. The valve stem 41 has a flat convex shank 46 integrally formed at the end opposite to the first torsion spring 44. The outside of the convex shank 46 is engaged with the seat body 47 through the shank groove 471. This engagement structure can ensure that the convex shank 46 and the seat body 47 rotate synchronously, and at the same time facilitate assembly, disassembly and maintenance. The outside of the seat body 47 is fitted with a second torsion spring 48. The two ends of the second torsion spring 48 are inserted into the corresponding insertion holes opened inside the seat body 47 and the lower housing 2, forming a bidirectional reset structure. When the rocker arm 45 drives the valve stem 41 to rotate, the first torsion spring 44 and the second torsion spring 48 deform and store force at the same time. When resetting, the two work together to provide a smoother and faster restoring force, avoiding jamming or impact when the valve disc 43 resets, and improving the stability of intake regulation. An angle sensor 5 is also installed inside the lower housing 2. The detection end of the angle sensor 5 is connected to the valve stem 41 of the intake adjustment module 4. It can detect the rotation angle of the valve stem 41 in real time, and then accurately obtain the opening and closing angle of the valve disc 43 in the dual air chamber of the lower housing 2. The angle sensor 5 transmits the detected angle signal to the engine control system, providing key data support for the system to judge the engine operating condition and adjust the fuel supply, realizing the dynamic matching of intake volume and fuel supply, and improving the fuel economy and emission performance of the engine. Fuel solenoid valves 6 are symmetrically installed on the front of the lower housing 2. The injection port of the fuel solenoid valve 6 faces the inside of the dual air chamber of the lower housing 2. The engine control system controls the opening degree and injection duration of the fuel solenoid valve 6 according to the air intake signal transmitted by the angle sensor 5, so as to atomize and spray a certain amount of fuel into the air chamber. The atomized fuel is fully mixed with the air passing through the air chamber to form a combustible mixture of appropriate concentration. Then, it is transported to the engine cylinder through the air chamber passage of the middle housing 1 and the upper housing 3 to provide energy source for engine combustion. In actual operation, when the engine needs to increase power, the external drive device pulls the swing arm 45 through the rope. After overcoming the resistance of the torsion spring, the swing arm 45 drives the valve stem 41 to rotate around the bearing seat 49. The valve disc 43 rotates synchronously with the valve stem 41, increasing the communication area between the through hole 42 and the air chamber of the lower housing 2, thus increasing the intake air volume. At the same time, the angle sensor 5 detects the increase in the opening angle of the valve disc 43 and feeds the signal back to the control system. The control system controls the fuel solenoid valve 6 to increase the fuel injection volume to ensure a stable air-fuel mixture concentration. When the engine load decreases or the engine stops, the pulling force of the rope disappears. Under the action of the elastic restoring force, the first torsion spring 44 and the second torsion spring 48 drive the swing arm 45, valve stem 41 and valve disc 43 to quickly reset, reducing the intake air volume. The fuel solenoid valve 6 synchronously reduces or stops the fuel injection, allowing the engine to smoothly transition to a low-load operating state or a stopped state. The entire structure is compact and highly coordinated, effectively improving the engine's operating stability, power performance and fuel economy.

[0019] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. An engine carburetor, comprising a middle housing (1), a lower housing (2) mounted at the bottom of the middle housing (1), and an upper housing (3) mounted at the top, characterized in that, The lower housing (2) is rotatably connected to an air intake adjustment module (4). The air intake adjustment module (4) includes a valve stem (41) rotatably connected inside the lower housing (2). A valve disc (43) is symmetrically installed inside the valve stem (41). A first torsion spring (44) is sleeved on the outside of the valve stem (41), and a swing arm (45) is fixedly installed. The two ends of the first torsion spring (44) abut against the lower housing (2) and the swing arm (45) respectively, so as to allow the swing arm (45), valve stem (41), and valve disc (43) to be reset as a whole.

2. The engine carburetor according to claim 1, characterized in that, The middle shell (1), lower shell (2), and upper shell (3) are all provided with interconnected air chambers. The middle shell (1) and upper shell (3) are single air chambers, and the lower shell (2) is a double air chamber.

3. The engine carburetor according to claim 1, characterized in that, An angle sensor (5) is also installed inside the lower housing (2). The detection end of the angle sensor (5) is connected to the air intake adjustment module (4) to detect the opening and closing angle of the air intake adjustment module (4) inside the lower housing (2).

4. The engine carburetor according to claim 2, characterized in that, Fuel solenoid valves (6) are symmetrically installed on the front of the lower housing (2) to spray fuel into the air chamber of the lower housing (2) and mix it with air.

5. The engine carburetor according to claim 1, characterized in that, The lower housing (2) and the valve stem (41) are rotatably connected by symmetrically arranged bearing seats (49).

6. The engine carburetor according to claim 1, characterized in that, The valve stem (41) has symmetrical through holes (42) inside, and the valve disc (43) is fixedly installed inside the through holes (42).

7. The engine carburetor according to claim 1, characterized in that, The bottom of the swing arm (45) is provided with a lower limit groove (451), and the bottom of the lower housing (2) is provided with an upper limit groove (21). The two ends of the first torsion spring (44) are located inside the lower limit groove (451) and the upper limit groove (21), respectively.

8. The engine carburetor according to claim 1, characterized in that, The valve stem (41) is connected to a flat convex shank (46) at the end away from the first torsion spring (44), and the convex shank (46) is engaged with a seat (47) through a shank groove (471).

9. The engine carburetor according to claim 8, characterized in that, The outer side of the seat (47) is fitted with a second torsion spring (48), and the two ends of the second torsion spring (48) are inserted into the insertion holes opened inside the seat (47) and the lower shell (2) to cooperate with the first torsion spring (44) to reset.

10. The engine carburetor according to claim 1, characterized in that, The top of the swing arm (45) is provided with a reserved hole (452) to connect the rope that drives the swing arm (45) to rotate.

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