Automatic throttle adjusting mechanism for carburetor

Abstract

The utility model relates to carburetor technical field discloses a kind of carburetor's air door automatic regulating mechanism, including carburetor shell, the shell is equipped with the gas inlet hole and mounting hole of intercommunication, air door is equipped in gas inlet hole;Rotary shaft in mounting hole one end is fixed with air door, and the other end is fixed and swings arm to stretch out;Swing arm articulates lever, and the other end of lever is connected drive part;Mechanism also contains reset unit, it can be with drive part cooperation drive lever reciprocating motion, directly drive swing arm and rotary shaft synchronous rotation, to realize the opening or closing of air door;Wherein, reset unit can be integrated in the inside of drive part and / or independently set in outside.This mechanism simplifies traditional multistage transmission into one-stage transmission, reduces the number of parts and assembly cumulative error, improves the control precision and response speed of air door opening degree, and compact and reliable structure, reduces the risk of jamming, enhances the working condition adaptability.

Description

Technical Field

[0001] This utility model relates to the field of carburetor technology, specifically to an automatic damper adjustment mechanism for a carburetor. Background Technology

[0002] The carburetor in a gasoline engine mixes air and fuel in a specific ratio to form a combustible mixture for the engine. During a cold start, the choke opening needs to be reduced to decrease the intake air volume and increase the fuel concentration in the mixture, thus facilitating ignition. After the engine starts and warms up, the choke needs to be opened wider to restore the normal intake air ratio, ensuring combustion efficiency and operational stability.

[0003] Traditional gasoline engines mostly use manual choke adjustment, typically controlled directly by the operator via a fork or lever mechanism. This manual adjustment method is not only inconvenient to operate, but also difficult to achieve quick and accurate adjustments during frequent starts and stops or environmental changes, affecting starting efficiency and operational stability.

[0004] To overcome the shortcomings of manual adjustment, some automatic damper adjustment solutions have emerged in the prior art. For example, Chinese patent CN223634742U discloses an automatic damper adjustment mechanism, which uses a driving component such as an electromagnet or cylinder on a shift fork to drive the shift fork to rotate, and then controls the rotation of the damper shaft through a connecting structure to achieve automatic opening and closing of the damper. Although this solution achieves remote or automatic control, the mechanism consists of a transmission chain composed of multiple components such as a shift fork, extension rod, pivot pin, and slide groove. This not only results in a complex structure, high assembly precision requirements, and high cost, but also leads to insufficient damper opening control precision due to the cumulative error between multiple transmission stages, especially prone to positioning deviations during frequent adjustments. At the same time, because the clearance between the damper and the damper hole is extremely small, the transmission deviation is easily affected by factors such as vibration and contamination, further increasing the risk of damper jamming and affecting the normal operation of the mechanism. Utility Model Content

[0005] To address the shortcomings of existing technologies, the purpose of this invention is to provide an automatic choke adjustment mechanism for carburetors. The technical problem this invention aims to solve is how to overcome the defects of existing automatic adjustment mechanisms, such as large cumulative errors, easy jamming, low precision, high cost, and inconvenient maintenance caused by complex multi-stage transmissions. The invention provides an automatic choke adjustment mechanism with a simplified transmission chain, compact structure, precise control, reliable response, and strong environmental adaptability, thereby effectively improving the reliability, operational stability, and overall service life of gasoline engines during cold starts.

[0006] The objective of this utility model can be achieved through the following technical solution: an automatic damper adjustment mechanism for a carburetor, comprising a carburetor housing, wherein an air inlet and a mounting hole are provided on the carburetor housing, and a rotatable damper is provided in the air inlet; a rotating shaft is rotatably disposed in the mounting hole, one end of the rotating shaft extends into the air inlet and is fixedly connected to the damper, and the other end of the rotating shaft extends to the outside of the mounting hole and is fixedly connected to a swing arm; a lever is hinged on the swing arm, and the other end of the lever is connected to a driving component; the automatic damper adjustment mechanism further comprises a reset unit, wherein the driving component cooperates with the reset unit to drive the lever to reciprocate, thereby driving the swing arm and the rotating shaft to rotate synchronously, so as to realize the opening or closing of the damper; wherein the reset unit is configured to be integrated inside the driving component and / or independently disposed outside the driving component.

[0007] This solution directly connects the drive unit, lever, rocker arm, and rotating shaft in series, and incorporates a built-in or external reset unit to form an extremely simplified linear transmission chain. This design fundamentally eliminates the cumulative errors and jamming risks associated with multi-stage transmissions, significantly improving control accuracy and response reliability. Its compact structure and strong environmental adaptability not only effectively ensure the stability and success rate of cold starts for gasoline engines, but also reduce costs and facilitate maintenance due to fewer components, ultimately contributing to an extended overall engine lifespan.

[0008] Furthermore, the reset unit includes a torsion spring, which is sleeved on the outside of the rotating shaft. One end of the torsion spring is fixed to the carburetor housing, and the other end is fixed to the swing arm. The reset unit employs a structure where the torsion spring is directly sleeved on the rotating shaft. Its function is to create a direct, efficient, and seamless reset torque by fixing the two ends of the torsion spring to the carburetor housing and the swing arm, respectively. This design ensures that the choke automatically, accurately, and quickly returns to its initial closed position after the drive mechanism is de-energized. This not only simplifies the structure and reduces potential failure points, but its fully mechanical connection also significantly improves the mechanism's environmental adaptability under complex operating conditions and its long-term operational reliability, providing a fundamental guarantee for the carburetor's stable reset function.

[0009] Furthermore, the swing arm includes a fixing hole and a hinge hole arranged axially along the rotation axis. One end of the lever extends into the hinge hole and forms a clearance fit therewith. The hinge hole is used to connect the lever, and the clearance fit ensures flexible transmission while reducing wear.

[0010] Furthermore, a first limiting block and a second limiting block are integrally formed on the swing arm along the radial direction, and a limiting post is fixedly provided on the carburetor housing. The limiting post is located between the first limiting block and the second limiting block, and the limiting post cooperates with the first limiting block and the second limiting block respectively to limit the rotation angle range of the swing arm.

[0011] Furthermore, the included angle formed between the opposing inner surfaces of the first and second limiting blocks is less than or equal to 90 degrees. The transverse cross-section of the damper and the air inlet is consistent or forms a certain angle. The cooperation between the limiting post, the first limiting block, and the second limiting block provides a reliable angular mechanical limit for the rotation of the swing arm, ensuring precise and consistent control of the damper opening and avoiding damage or malfunction of the mechanism due to over-rotation. Controlling the included angle between the inner surfaces of the two limiting blocks to less than or equal to 90 degrees further optimizes the effective adjustment stroke of the damper, enabling it to achieve rapid and stable opening and closing actions within a reasonable angle range, thereby improving the overall reliability, durability, and control accuracy of the mechanism. The included angle between the inner surfaces of the two limiting blocks is preferably 85° to 90°.

[0012] Furthermore, the swing arm includes a fixed part and a limiting part extending radially from the fixed part, with both the fixing hole and the hinge hole penetrating through the fixed part; a first limiting rod and a second limiting rod are fixedly mounted on the carburetor housing, and the limiting part is located between the first limiting rod and the second limiting rod. This design facilitates adjustment and calibration during assembly, thereby further improving the angle control accuracy, stability, and maintainability of the entire mechanism during long-term use.

[0013] Furthermore, the driving component includes a driving rod, and the lever has a fixing ring at one end of the driving component. The fixing ring is sleeved on the driving rod and fixed by an adjustment mechanism.

[0014] Furthermore, the reset unit includes a reset spring, which is fixedly sleeved on the drive rod.

[0015] Furthermore, the lever is in a curved shape, and includes a first straight section and a first horizontal section that are perpendicular to each other. One end of the first straight section is located in a hinge hole, and one end of the first horizontal section is connected to a drive member. The lever also includes a second horizontal section and a third horizontal section. One end of the third horizontal section is perpendicularly connected to the first straight section. An arch section is connected between the second and third horizontal sections, and a second straight section is perpendicularly connected between the first and second horizontal sections.

[0016] The lever in this design adopts a multi-segment, integrally molded, curved design. Through the vertical connections and transitions between the first straight segment, the first horizontal segment, the second horizontal segment, the third horizontal segment, the arch segment, and the second straight segment, the lever as a whole forms a composite configuration that combines spatial avoidance and structural flexibility. On the one hand, this configuration can flexibly adapt to the compact installation environment outside the carburetor housing, realizing non-linear spatial transmission between the drive component and the swing arm, effectively avoiding interference from other components. On the other hand, its multi-segment curved structure can provide appropriate elastic deformation and buffering when transmitting push and pull forces, absorbing some vibration and impact, reducing motion jamming, while maintaining sufficient overall rigidity to ensure accurate and reliable transmission action, thereby improving the adaptability, smoothness, and durability of the mechanism under complex working conditions.

[0017] Furthermore, the driving component is an electromagnet, a linear motor, a cylinder, or a hydraulic cylinder.

[0018] Compared with existing technologies, the technical advantages of this utility model are as follows: First, by directly connecting the drive component, lever, swing arm, and rotating shaft in series, and cooperating with a resetting unit that can be built-in or external, an extremely simplified linear transmission chain is formed. Its compact structure and strong environmental adaptability not only effectively ensure the stability and success rate of cold starts for gasoline engines, but also reduce costs and facilitate maintenance due to fewer components, ultimately helping to extend the overall service life of the engine. Second, the tortuous lever design achieves non-linear spatial transmission between the drive component and the swing arm, cleverly avoiding the compact installation environment around the carburetor. Its multi-segment configuration, while ensuring transmission rigidity, has a moderate elastic buffering effect, which can absorb some vibration and impact, making the movement smoother, further reducing the probability of jamming, and improving the overall adaptability and smoothness of operation of the mechanism to different installation conditions and complex working conditions. Attached Figure Description

[0019] Figure 1 This is a three-dimensional embodiment of the present utility model. Figure 1 .

[0020] Figure 2 This is a three-dimensional embodiment of the present utility model. Figure 2 .

[0021] Figure 3 This is a perspective view of the carburetor housing according to Embodiment 1 of this utility model.

[0022] Figure 4 This is a perspective view of the damper, swing arm, and rotation of Embodiment 1 of this utility model.

[0023] Figure 5 This is a perspective view of the lever in Embodiment 1 of this utility model.

[0024] Figure 6 This is a perspective view of Embodiment 2 of this utility model.

[0025] Drawing number markings: 1. Carburetor housing; 11. Air inlet; 12. Mounting hole; 13. Limiting post; 14. First limiting rod; 15. Second limiting rod; 2. Choke; 21. Flow limiting hole; 3. Rotating shaft; 4. Swing arm; 41. Fixing hole; 42. Hinge hole; 43. First limiting block; 44. Second limiting block; 45. Fixing protrusion; 46. Fixing part; 47. Limiting part; 5. Toggle lever; 51. First straight section; 52. Third horizontal section; 53. Arch section; 54. Second horizontal section; 55. Second straight section; 56. First horizontal section; 57. Fixing ring; 6. Driving component; 61. Driving rod; 62. Return spring; 7. Adjusting mechanism; 71. First adjusting nut; 72. Second adjusting nut; 8. Fixing plate; 9. Torsion spring. Detailed Implementation

[0026] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0027] It should be noted that the descriptions of "up", "down", "left", "right", "top", "bottom", etc. in this utility model are defined based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device must be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0028] Example 1: According to Figures 1 to 5 As shown, an automatic damper adjustment mechanism for a carburetor mainly includes a carburetor housing 1, a damper 2, a rotating shaft 3, a swing arm 4, a lever 5, and a drive component 6.

[0029] The carburetor housing 1 has an air intake port 11 and a mounting hole 12 that are interconnected. A damper 2 is disposed within the air intake port 11 and rotates around the axis of the mounting hole 12 to adjust the cross-sectional area of ​​the air intake passage. A rotating shaft 3 is rotatably disposed within the mounting hole 12. One end of the rotating shaft 3 extends into the air intake port 11 and is fixedly connected to the damper 2, preferably via a key connection, interference fit, bolt fixing, or welding. The other end of the rotating shaft 3 extends outside the mounting hole 12. A rocker arm 4 is fixedly connected to the exposed end of the rotating shaft 3, enabling the rocker arm 4, the rotating shaft 3, and the damper 2 to rotate synchronously. One end of a lever 5 is hinged to the rocker arm 4, and the other end is connected to the output end of a drive unit 6. The drive unit 6 drives the lever 5 to reciprocate, thereby rotating the rocker arm 4 and the rotating shaft 3, ultimately opening or closing the damper 2.

[0030] The swing arm 4 includes a fixed hole 41 and a hinge hole 42 extending through it along its axial direction. The exposed end of the rotating shaft 3 is fixed to the fixed hole 41 by means of a set screw, pin, or interference fit. One end of the lever 5 extends into the hinge hole 42 and forms a clearance fit with the hinge hole 42, allowing the lever 5 to rotate freely relative to the swing arm 4 while transmitting push and pull forces.

[0031] To precisely limit the rotation angle of the damper 2, a first limiting block 43 and a second limiting block 44 are integrally formed radially on the swing arm 4. Correspondingly, a limiting post 13 is fixedly provided on the outer surface of the carburetor housing 1. The limiting post 13 is connected by threads, press-fitted, or integrally formed with the carburetor housing 1. The limiting post 13 is located between the first limiting block 43 and the second limiting block 44. When the drive unit 6 drives the swing arm 4 to rotate, the first limiting block 43 or the second limiting block 44 will contact the limiting post 13, thereby preventing the swing arm 4 from continuing to rotate, thus achieving mechanical limiting of the opening or closing position of the damper 2.

[0032] Preferably, the included angle α formed between the opposing inner surfaces of the first limiting block 43 and the second limiting block 44 is less than or equal to 90 degrees, preferably between 85° and 90°. When the damper 2 is closed, it forms a certain angle with the transverse section of the air inlet 11, or the damper 2 remains consistent with the transverse section of the air inlet 11 when closed. The included angle formed between the opposing inner surfaces of the first limiting block 43 and the second limiting block 44 controls the damper 2 within a reasonable angle range, preventing jamming. A fixing protrusion 45 is also integrally formed on the swing arm 4. This fixing protrusion 45 is located between the first limiting block 43 and the second limiting block 44 and is connected to both, forming an approximately "W"-shaped reinforced structure. The hinge hole 42 is provided on this fixing protrusion 45. This "W"-shaped structure enhances the stiffness and strength of the swing arm 4 in the stress area, effectively dispersing the concentrated load transmitted from the lever 5, reducing stress concentration and deformation after long-term use, and improving the stability and durability of the mechanism.

[0033] The lever 5 is a one-piece molded metal rod designed with a zigzag shape to fit the compact space around the carburetor and achieve non-linear spatial transmission. Specifically, the lever 5 includes a first straight section 51, a third horizontal section 52, an arch section 53, a second horizontal section 54, a second straight section 55, and a first horizontal section 56. One end of the first straight section 51 extends into the hinge hole 42 of the swing arm 4, forming a hinge point. One end of the third horizontal section 52 is perpendicularly connected to the other end of the first straight section 51. The two ends of the arch section 53 are respectively connected to the other end of the third horizontal section 52 and one end of the second horizontal section 54. The arch section 53 is arc-shaped or U-shaped, providing necessary structural flexibility and clearance space. The other end of the second horizontal section 54 is perpendicularly connected to one end of the second straight section 55. The other end of the second straight section 55 is perpendicularly connected to the first horizontal section 56. The end of the first horizontal section 56 is connected to the output end of the drive unit 6. This multi-segment, tortuous design allows the lever 5 to absorb some vibration and impact through its structural elasticity while transmitting push and pull forces, making the movement smoother and effectively avoiding interference with other components on the carburetor housing 1.

[0034] The automatic damper adjustment mechanism also includes a reset unit. The reset unit can be integrated inside the drive component, independently located outside the drive component, or have reset units both inside and outside the drive component. For example... Figure 1 As shown, the reset unit can be only the torsion spring 9 or only the reset spring 62, or the reset unit can be built into the drive unit 6. The reset unit can also be a combination of the torsion spring 9 and the reset spring 62, or a combination of the torsion spring 9 and the reset component inside the drive unit 6. The torsion spring is sleeved outside the rotating shaft, with one end of the torsion spring fixed to the carburetor housing and the other end fixed to the swing arm.

[0035] The driving component 6 includes a driving rod 61, and a return spring 62 is fixedly sleeved on the driving rod and located on the outside of the driving component 6, or the return spring 62 is built into the driving component 6. The return element built into the driving component 6 can also be a piston.

[0036] The lever 5, located at one end of the drive member 6, also has a retaining ring 57. The retaining ring 57 is sleeved on the drive rod 61 and fixed by the adjusting mechanism 7. The drive member 6 is adjustablely fixed on the fixing plate 8. The fixing plate 8 is fixed to the gasoline engine. The fixing plate 8 has two slotted holes, and the fastening bolts adjust the drive member 6 through the adjusting holes. The adjusting mechanism 7 may include a first adjusting nut 71 and a second adjusting nut 72. The first adjusting nut 71, the retaining ring 57, and the second adjusting nut 72 are sequentially sleeved on the drive rod 61 for adjustment and fixation. The return spring 62 is preferably a spring. The drive member 6 enables the drive rod 61 to perform push-pull reciprocating motion. In this embodiment, an electromagnet is preferably used. Electromagnets have advantages such as fast response speed, precise control, simple structure, and easy integration with the engine electronic control system.

[0037] like Figure 1, Figure 2 As shown, the driving component is an electromagnet. The electromagnet is energized by the electronic control unit, causing the drive rod 61 to push the damper 2 to close, as shown in the figure where the damper 2 is in the closed state. At this time, when the engine starts cold, the lever 5 pushes the swing arm 4 to rotate to the limit position, closing the damper 2. The damper 2 has a flow-limiting hole 21 communicating with the air intake 11. After the engine starts and warms up, the electronic control unit de-energizes the electromagnet, and the drive rod 61 is reset under the action of the return spring 62 and / or torsion spring 9. The drive rod 61 pulls the swing arm 4 clockwise, opening the damper 2. Of course, the relative positions of the swing arm 4 and the damper 2 can be adjusted as needed to allow the drive rod 61 to pull the lever 5 to close the damper 2.

[0038] The aforementioned drive component 6 can also be replaced by a linear motor, cylinder, or hydraulic cylinder, etc.

[0039] During a cold start, lever 5 pushes the rocker arm 4 and rotating shaft 3 to rotate synchronously. The choke 2 rotates accordingly, reducing its opening with the intake port 11 or closing it completely, allowing air to enter only through the flow-limiting orifice 21 on the choke 2. This flow-limiting orifice 21 reduces the intake volume and increases the fuel concentration in the air-fuel mixture, facilitating ignition and starting. At this time, the first limit stop 43 on the rocker arm 4 contacts the limit post 13, limiting the minimum opening position. After the engine has successfully started and run for a period of time, the drive unit 6 receives a reverse control signal or is powered off and reset, pulling the rocker arm 4 in the opposite direction via lever 5. The choke 2 then opens wider until the second limit stop 44 contacts the limit post 13, reaching the fully open position, restoring the normal intake ratio, and ensuring efficient and stable engine operation.

[0040] Example 2: According to Figure 6 As shown, the swing arm 4 includes a fixed part 46 and a limiting part 47 extending radially from the fixed part 46. The fixed hole 41 and the hinge hole 42 are both provided in the fixed part 46. A first limiting rod 14 and a second limiting rod 15 are fixedly provided on the carburetor housing 1. The limiting part 47 is located between the first limiting rod 14 and the second limiting rod 15.

[0041] This invention replaces the traditional multi-stage linkage fork mechanism with a single-stage direct drive via the drive component 6, lever 5, and damper 2 shaft. This significantly shortens the transmission chain, reduces cumulative error, and provides high precision and fast response in damper 2 opening control. The integrated damper 2 shaft with limit stop and the zigzag lever 5 design make the structure more compact, rigid, and anti-interference, effectively reducing the risk of jamming in harsh environments such as vibration and contamination. The overall mechanism has fewer parts, simpler assembly, lower cost, easier maintenance, and stronger reliability and environmental adaptability, making it suitable for various gasoline engine equipment requiring frequent start-stop or variable operating conditions.

[0042] The above embodiments are merely preferred embodiments of the present utility model and are not intended to limit the scope of protection of the present utility model. Therefore, all equivalent changes made to the structure, shape, and principle of the present utility model should be covered within the scope of protection defined by the claims of the present utility model.

Claims

1. An automatic damper adjustment mechanism for a carburetor, comprising a carburetor housing, wherein the carburetor housing has an air inlet and a mounting hole that communicate with each other, and a rotatable damper is disposed within the air inlet; characterized in that: A rotating shaft is rotatably disposed within the mounting hole. One end of the rotating shaft extends into the air inlet and is fixedly connected to the damper. The other end of the rotating shaft extends outside the mounting hole and is fixedly connected to a swing arm. A lever is hinged to the swing arm, and the other end of the lever is connected to a driving component. The damper automatic adjustment mechanism also includes a reset unit. The driving component cooperates with the reset unit to drive the lever to reciprocate, thereby driving the swing arm and the rotating shaft to rotate synchronously, so as to realize the opening or closing of the damper. The reset unit is configured to be integrated inside the driving component and / or independently disposed outside the driving component.

2. The automatic damper adjustment mechanism for a carburetor according to claim 1, characterized in that: The reset unit includes a torsion spring, which is sleeved outside the rotating shaft, with one end fixed to the carburetor housing and the other end fixed to the swing arm.

3. The automatic damper adjustment mechanism for a carburetor according to claim 1, characterized in that: The swing arm includes a fixed hole and a hinge hole arranged axially along the rotation axis, and one end of the lever extends into the hinge hole and forms a clearance fit therewith.

4. The automatic damper adjustment mechanism for a carburetor according to claim 3, characterized in that: The swing arm has a first limiting block and a second limiting block integrally formed along the radial direction. A limiting post is fixedly provided on the carburetor housing. The limiting post is located between the first limiting block and the second limiting block. The limiting post cooperates with the first limiting block and the second limiting block respectively to limit the rotation angle range of the swing arm.

5. The automatic damper adjustment mechanism for a carburetor according to claim 4, characterized in that: The angle formed between the opposing inner surfaces of the first limiting block and the second limiting block is less than or equal to 90 degrees.

6. The automatic damper adjustment mechanism for a carburetor according to claim 3, characterized in that: The swing arm includes a fixed part and a limiting part extending radially from the fixed part. The fixed hole and the hinge hole are both disposed through the fixed part. A first limiting rod and a second limiting rod are fixedly disposed on the carburetor housing. The limiting part is disposed between the first limiting rod and the second limiting rod.

7. The automatic damper adjustment mechanism for a carburetor according to any one of claims 1 to 6, characterized in that: The driving component includes a driving rod, and the lever has a fixing ring at one end of the driving component. The fixing ring is sleeved on the driving rod and fixed by an adjustment mechanism.

8. The automatic damper adjustment mechanism for a carburetor according to claim 7, characterized in that: The reset unit includes a reset spring, which is fixedly sleeved on the drive rod.

9. The automatic damper adjustment mechanism for a carburetor according to claim 7, characterized in that: The lever is in a curved shape and includes a first straight section and a first horizontal section that are perpendicular to each other. One end of the first straight section is located in a hinge hole, and one end of the first horizontal section is connected to a drive member. The lever also includes a second horizontal section and a third horizontal section. One end of the third horizontal section is perpendicularly connected to the first straight section. An arch section is connected between the second horizontal section and the third horizontal section, and a second straight section is perpendicularly connected between the first horizontal section and the second horizontal section.

10. The automatic damper adjustment mechanism for a carburetor according to claim 1, characterized in that: The driving component is an electromagnet, a linear motor, a cylinder, or a hydraulic cylinder.

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