U.S. patent number 3,690,305 [Application Number 04/863,175] was granted by the patent office on 1972-09-12 for fuel supply control system for automobile engines.
This patent grant is currently assigned to Hitachi, Ltd., Toyo Kogyo Company Limited. Invention is credited to Mitsuru Nagai, Mitsuo Ohfuji, Toshiyuki Sasaki, Hiroshi Shimada.
United States Patent |
3,690,305 |
Shimada , et al. |
September 12, 1972 |
FUEL SUPPLY CONTROL SYSTEM FOR AUTOMOBILE ENGINES
Abstract
A fuel supply control system for automobile engines having a
fuel cutoff means provided in the carburetor to prevent a great
deal of harmful exhaust gas from being discharged during the
braking with the motor, and in which use is made of an auxiliary
fuel supply system for correcting any delay in the recovery of
fuel, in addition to the ordinary main and idle fuel supply systems
provided to the carburetor, so as to ensure the automobile to shift
from its coasting operation to its accelerating operation, whereby
fuel may be supplied from the auxiliary fuel supply system for a
predetermined time to shift the automobile from coating to fast
running and thus the engine can rotate smoothly in quick response
to variations in the running condition of the vehicle.
Inventors: |
Shimada; Hiroshi
(Hiroshima-ken, JA), Nagai; Mitsuru (Hiroshima-shi,
JA), Ohfuji; Mitsuo (Katsuta-shi, JA),
Sasaki; Toshiyuki (Hitachi-shi, JA) |
Assignee: |
Hitachi, Ltd. (Tokyo,
JA)
Toyo Kogyo Company Limited (Aki-gun, Hiroshimaken,
JA)
|
Family
ID: |
13471166 |
Appl.
No.: |
04/863,175 |
Filed: |
October 2, 1969 |
Foreign Application Priority Data
|
|
|
|
|
Oct 4, 1968 [JA] |
|
|
43/71806 |
|
Current U.S.
Class: |
123/325; 123/333;
123/438; 261/42; 123/326; 123/352; 261/41.5 |
Current CPC
Class: |
F02M
3/045 (20130101); F02M 7/133 (20130101) |
Current International
Class: |
F02M
7/00 (20060101); F02M 3/045 (20060101); F02M
7/133 (20060101); F02M 3/00 (20060101); F02d
031/00 (); F02d 011/10 () |
Field of
Search: |
;261/DIG.19,41,41.4,42
;123/119,102,97B |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Cox; Ronald B.
Claims
We claim:
1. In an automobile engine comprising a carburetor having an air
inlet passage, a throttle valve disposed in said air inlet passage,
a fuel bowl and a fuel passage through which said fuel bowl
communicates with said air inlet passage; and an intake manifold
coupled to said carburetor; a fuel supply control system for the
automobile engine comprising: an auxiliary fuel passage
interconnecting said fuel bowl and said intake manifold, a first
electromagnetic valve disposed in said fuel passage, a second
electromagnetic valve disposed in said auxiliary fuel passage, a
first solenoid of said first electromagnetic valve being connected
to a power source through a change-over switch coupled to means for
detecting a decelerating state of said engine so that said first
solenoid is denergized upon deceleration of said engine to cause
said first electromagnetic valve to close said fuel passage, a
second solenoid of said second electromagnetic valve being
connected to said power source through said change-over switch
coupled to said means for detecting a decelerating state of said
engine, switching means and timer means which is associated with
said change-over switch and said switching means so that said
second solenoid of said second electromagnetic valve is energized
upon termination of said decelerating state of said engine for a
period of time determined by said timer means to cause said second
solenoid valve to open said auxiliary fuel passage, wherein said
timer means comprises a monostable multivibrator connected in
parallel with said power source through said change-over switch
with respect to said second solenoid.
2. A fuel supply control system for an internal combustion engine
comprising:
a carburetor having
an air inlet passage,
a throttle valve disposed in said air inlet passage,
a fuel reservoir,
a first fuel passage providing fuel communication between said
reservoir and said air inlet passage, and
an intake manifold coupled to said carburetor, said fuel supply
control system comprising:
a second fuel passage, in addition to said first fuel passage, for
providing fuel communication between said reservoir and said intake
manifold;
first valve means, disposed in said first passage, for controlling
the quantity of fuel flowing from said reservoir to said air inlet
passage;
second valve means, disposed in said second fuel passage for
controlling the quantity of fuel flowing from said reservoir into
said intake manifold; and
means for effecting the closure of said first fuel passage by said
first valve means in response to the commencement of deceleration
of said engine and for effecting the opening of said second valve
means for a predetermined period of time in response to the
termination of deceleration of said engine,
said effecting means comprises means, switchably connectable with
each of said first and second valve means, for supplying first and
second control signals thereto for effecting the opening and
closing thereof and means, responsive to the pressure in said
intake manifold, for effecting the supplying of said control
signals to said first and second valve means by said first switch
means, in accordance with the deceleration condition of said
engine, and
said control signal supplying means comprises a source of electric
power, a first switch means, having an input terminal and first and
second output terminals, coupled to said source of electric power
at the input terminals thereof, for supplying said first control
signal to said first valve means at the first output terminal
thereof and said second control signal to said second valve means
at the second output terminal thereof, the application of said
control signals to said first and second valve means from said
output terminals being effected by said pressure-responsive means
and means, coupled to said second output terminal of said first
switch means and said second valve means, for maintaining the
application of said second control signal to said second valve
means for said predetermined period of time,
said maintaining means comprises a storage circuit coupled to said
second output terminal and switchably coupled to said second valve
means, for generating said second control signal upon the
termination of deceleration of said engine, said storage means
comprising a capacitor connected between said second output
terminal and a source of reference potential,
whereby the delay in the supplying of fuel from said fuel supply
subsequent to the deceleration of the engine is compensated so as
to maintain the air-fuel mixture ratio at a suitable level.
3. A fuel supply control system for an internal combustion engine
comprising:
a carburetor having
an air inlet passage,
a throttle valve disposed in said air inlet passage,
a fuel reservoir,
a first fuel passage providing fuel communication between said
reservoir and said air inlet passage, and
an intake manifold coupled to said carburetor, said fuel supply
control system comprising:
a second fuel passage, in addition to said first fuel passage, for
providing fuel communication between said reservoir and said intake
manifold;
first valve means, disposed in said first fuel passage, for
controlling the quantity of fuel flowing from said reservoir to
said air inlet passage;
second valve means, disposed in said second fuel passage for
controlling the quantity of fuel flowing from said reservoir into
said intake manifold; and
means for effecting the closure of said first fuel passage by said
first valve means in response to the commencement of deceleration
of said engine and for effecting the opening of said second valve
means for a predetermined period of time in response to the
termination of deceleration of said engine,
said effecting means comprises means, switchably connectable with
each of said first and second valve means, for supplying first and
second control signals thereto for effecting the opening and
closing thereof and means, responsive to the pressure in said
intake manifold, for effecting the supplying of said control
signals to said first and second valve means by said first switch
means, in accordance with the deceleration condition of said
engine, and
said control signal supplying means comprises a source of electric
power, a first switch means, having an input terminal and first and
second output terminals, coupled to said source of electric power
at the input terminals thereof, for supplying said first control
signal to said first valve means at the first output terminal
thereof and said second control signal to said second valve means
at the second output terminal thereof, the application of said
control signals to said first and second valve means from said
output terminals being effected by said pressure-responsive means
and means coupled to said second output terminal of said first
switch means and said second valve means, for maintaining the
application of said second control signal to said second valve
means for said predetermined period of time,
said maintaining means comprises a storage circuit coupled to said
second output terminal and switchably coupled to said second valve
means, for generating said second control signal upon the
termination of deceleration of said engine, said storage means
including a timing circuit connected between said second output
terminal and said second valve means and including a capacitor
connected between said second output terminal and a source of
reference potential,
whereby the delay in the supplying of fuel from said fuel supply
subsequent to the deceleration of the engine is compensated so as
to maintain the air-fuel mixture ratio at a suitable level.
4. A fuel supply control system for an internal combustion engine
comprising:
a carburetor having
an air inlet passage,
a throttle valve disposed in said air inlet passage,
a fuel reservoir,
a first fuel reservoir,
a first fuel passage providing fuel communication between said
reservoir and said air inlet passage, and
an intake manifold coupled to said carburetor, said fuel supply
control system comprising:
a second fuel passage, in addition to said first fuel passage, for
providing fuel communication between said reservoir and said intake
manifold;
first valve means, disposed in said first fuel passage, for
controlling the quantity of fuel flowing from said reservoir to
said air inlet passage;
second valve means, disposed in said second fuel passage, for
controlling the quantity of fuel flowing from said reservoir into
said intake manifold; and
means for effecting the closure of said first fuel passage by said
first valve means in response to the commencement of deceleration
of said engine and for effecting the opening of said second valve
means for a predetermined period of time in response to the
termination of deceleration of said engine,
said effecting means comprises means, switchably connectable with
each of said first and second valve means, for supplying first and
second control signals thereto for effecting the opening and
closing thereof and means, responsive to the pressure in said
intake manifold, for effecting the supplying of said control
signals to said first and second valve means by said first switch
means, in accordance with the deceleration condition of said
engine, and
said control signal supplying means comprises a source of electric
power, a first switch means, having an input terminal and first and
second output terminals, coupled to said source of electric power
at the input terminals thereof, for supplying said first control
signal to said first valve means at the first output terminal
thereof and said second control signal to said second valve means
at the second output terminal thereof, the application of said
control signals to said first and second valve means from said
output terminals being effected by said pressure responsive means
and means, coupled to said second output terminal of said first
switch means and said second valve means, for maintaining the
application of said second control signal to said second valve
means for said predetermined period of time,
said maintaining means comprises a storage circuit coupled to said
second output terminal and switchably coupled to said second valve
means, for generating said second control signal upon the
termination of deceleration of said engine, said storage means
including a timing circuit comprising a monostable multivibrator
switchably coupled between the second output terminal of said first
switch means and second valve means,
whereby the delay supplying of fuel from said fuel supply
subsequent to the deceleration of the engine is compensated so as
to maintain the air-fuel mixture ratio at a suitable level.
5. In a automobile engine comprising a carburetor having an air
inlet passage, a throttle valve disposed in said air inlet passage,
a fuel bowl and a fuel passage through which said fuel bowl
communicates with said air inlet passage; and an intake manifold
coupled to said carburetor; a fuel supply control system for the
automobile engine comprising: an auxiliary fuel passage
interconnecting said fuel bowl and said intake manifold, a first
electromagnetic valve disposed in said fuel passage, a second
electromagnetic valve disposed in said auxiliary fuel passage, a
first solenoid of said first electromagnetic valve being connected
to a power source through a change-over switch coupled to means for
detecting a decelerating state of said engine so that said first
solenoid is deenergized upon deceleration of said engine to cause
said first electromagnetic valve to close said fuel passage, a
second solenoid of said second electromagnetic valve being
connected to said power source through said change-over switch
coupled to said means for detecting a decelerating state of said
engine, switching means and timer means which is associated with
said change-over switch and said switching means so that said
second solenoid of said second electromagnetic valve is energized
upon termination of said decelerating state of said engine for a
period of time determined by said timer means to cause said second
solenoid valve to open said auxiliary fuel passage, wherein said
timer means comprises a capacitor connected in parallel with said
power source through said change-over switch with respect to said
second solenoid.
6. A system according to claim 2, wherein each of said first and
second valve means comprises means, responsive to the application
of electrical signals thereto, for opening and closing said fuel
passages.
7. A system according to claim 6, wherein said valve means
comprises electro-magnetic valve means, the solenoid of said first
valve means being connected to said first output terminal of said
first switch means and the solenoid of said second valve means
being connected to said maintaining means.
8. A system according to claim 4, wherein said timing circuit
further includes a first transistor switching circuit connected
between said monostable multivibrator and said second output
terminal and an output driving circuit for supplying the output of
said monostable multivibrator to said second valve means.
9. A system according to claim 8, wherein said timing circuit
further includes a capacitor connecting said first transistor
switching circuit to said monostable multivibrator.
10. A system according to claim 9, wherein said valve means
comprise electro-magnetic valve means, the solenoid of said first
valve means being connected to the first output terminal of said
first switch means and the solenoid of said second valve means
being connected to said output driving circuit.
11. A system according to claim 10, wherein said timing circuit
further includes a voltage regulator circuit connected between said
source of electric power and said reference potential.
12. A system according to claim 11, further including a switch
connected between said source of electric power and the input
terminal of said first switch means.
13. A system according to claim 3, wherein said timing circuit
further includes a switch connected between said second terminal of
said switch means and said second valve means, said switch being
responsive to said pressure responsive means.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a fuel supply control system for
automobile engines, and more particularly to improvements in or
relating to a fuel supply control system which can prevent the
unnecessary waste of a great deal of fuel and discharge of much
harmful exhaust gas resulting from a high suction which develops in
an intake manifold when an automobile is coasting or running while
braking with the motor.
2. Description of the Prior Art
According to the prior art, the fuel supply control system of this
type has a fuel cutoff valve provided in the idle or main fuel
passage of the carburetor so that the fuel passage may be closed by
the high suction in the intake manifold to thereby interrupt the
fuel supply.
However, such a fuel supply control system resorting to fuel
interruption for the control of fuel supply causes a delay in the
recovery of fuel to take place due to such factors as a difference
between the normal fuel level of the fuel bowl and the fuel level
of the fuel passage, volume and resistance of the fuel passage,
etc. when the fuel supply from the idle port needs to be recovered,
or more particularly, when the automobile shifts from a slow speed
to faster speed or when the clutch is released to change the speed
of the vehicle from a reduced speed. In other words, the idle fuel
passage is so arranged that the intermediate part thereof extends
at a level higher than the normal fuel level of the fuel bowl, and
this arrangement causes the fuel in the fuel bowl to be equal to or
lower than the normal fuel level when the fuel passage is closed.
In order that fuel may be discharged through the idle port, the
fuel passage must be filled with fuel to such a degree as to cover
the quantity corresponding to the aforementioned difference in
level. On the other hand, the quantity of air introduced varies so
quickly that a temporary scarcity of fuel mixture takes place to
cause knocking which would greatly spoil the running or may
sometimes stop the engine.
SUMMARY OF THE INVENTION
It is the primary object of the present invention to provide a fuel
supply control system having means for cutting fuel when an
automobile is coasting, and which is adapted to quickly supply fuel
to the engine in response to its requirement for fuel after the
speed reduction of the automobile, thereby ensuring smooth rotation
of the engine in such a reduced speed condition.
According to the present invention, the carburetor is provided not
only with means for closing the ordinary main and idle fuel supply
systems in the reduced speed condition of an automobile, but also
with an auxiliary fuel supply system which is operated for a
predetermined time after the termination of the reduced speed
condition of the automobile so as to compensate for any delay of
fuel supply which may arise from fuel cut.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a combined longitudinal sectional view and electric
circuit diagram showing an example of the fuel supply control
system according to the present invention; and
FIG. 2 is a similar view and diagram showing another example of the
fuel supply control system according to the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1, there is shown a carburetor 1 which includes a
fuel reservoir such as a bowl 2, an air inlet passage 3, a throttle
valve 4, a main fuel system 5, and an idle fuel supply system 6.
The fuel bowl 2 communicates with a fuel pump 8 through a fuel pipe
7. The main fuel system 5 is provided with a main fuel passage 9
and a main nozzle 10. The idle fuel supply system 6 includes an
idle fuel passage 11 divided from the main fuel passage 9, a jet
12, an air bleed 13, an adjust screw 14 and an idle port 15. A fuel
cutoff valve 16 is provided in the idle fuel passage 11 and this
valve is opened and closed by a first solenoid 17 which is
connected with a battery 20 through a change-over switch 18 and an
ignition switch 19. There is also provided an auxiliary fuel supply
system 21 which comprises an auxiliary fuel passage 23
communication the fuel bowl 2 with an intake manifold 22, and an
auxiliary fuel valve 24. The open end of the auxiliary fuel passage
23 is located adjacent to the inlet port of an combustion chamber.
A second solenoid 25 to open and close the auxiliary fuel valve 24
is connected with the change-over switch 18 through an auxiliary
switch 26, and in parallel therewith is connected a capacitor 27. A
diaphragm device 28 comprising a diaphragm 29 and a spring 30
mounted therein is connected, on the one hand, with a movable
contact 31 of the change-over switch 18 through a rod shown by a
dotted line, and on the other hand with the intake manifold 22
through an unnumbered pipe. The diaphragm device 28 is so arranged
that the force of the spring 30 and the suction in the intake
manifold 22 are both exerted on the left-hand side of the diaphragm
29 as viewed in FIG. 1. The change-over switch 18 consists of a
fixed contact 32 connected with the first solenoid 17, a fixed
contact 33 connected with the second solenoid 25, and the
aforementioned movable contact 31. This movable contact 31 is
adapted to engage the contact 32 when the suction in the intake
manifold 22 does not exceed a level corresponding to the engine
idling, and to engage the contact 33 when the said suction exceeds
the said level. Also, the switch 26 is associated with the movable
contact 31 so that it is closed when the contact 31 engages the
contact 32.
With the above-described arrangement of the present invention,
within the normal range of engine operation, the movable contact 31
of the change-over switch 18 engages the contact 32 to excite the
solenoid 17 to thereby open the fuel cutoff valve 16. At this time,
the second solenoid 25 is not excited so that the auxiliary fuel
valve 24 closes the auxiliary fuel passage 23.
If the automobile reduces its speed to shift into a coasting state,
the suction in the intake manifold 22 rises to thereby move the
diaphragm 29 against the tension of the spring 30. Thereupon, the
change-over switch 18 opens its contact 31 so that the first
solenoid 17 is de-energized to thereby close the fuel cutoff valve
16 and accordingly the idle fuel passage 11. This prevents an
increase in amount of harmful emition of the exhaust gas which
would otherwise take place due to an oversupply of fuel resulting
from an increased suction in the intake manifold 22.
On the other hand, the movable contact 31 associated with the
diaphragm 29 engages the contact 33 to open the auxiliary switch 26
to thereby charge the capacitor 27.
When the automobile shifts from its coasting state into an
accelerated state or when the clutch is released for speed change,
the suction in the intake manifold 22 falls to displace the
diaphragm 29 so as to engage the movable contact 31 of the
change-over switch 18 with the contact 32 and accordingly close the
auxiliary switch 26. This causes the capacitor 27 to discharge
through the second solenoid 25, which is thereby excited for a
predetermined time and during that period the auxiliary fuel valve
24 is open so that fuel is supplied into the intake manifold 22
through the auxiliary fuel passage 23. The open end of the
auxiliary fuel passage 23 is located adjacent to the inlet port of
the combustion chamber as previously mentioned, and a differential
fuel pressure corresponding to the difference between the fuel
level in the fuel bowl 2 and the open end of the auxiliary passage
23 has already forced the fuel to reach the auxiliary fuel valve 24
by the time that the valve 24 is opened. Therefore, the opening of
the auxiliary fuel valve 24 causes the fuel to be quickly admitted
into the combustion chamber through the intake manifold 22. While
the auxiliary fuel supply system 21 is in operation, the suction in
the intake manifold 22 acts on the idle fuel passage 11 so that
fuel may be admitted into the intake manifold 22 in spite of the
difference between the normal fuel level of the fuel bowl and the
level of the open end of the auxiliary passage and other factors.
The auxiliary fuel supply system 21 remains operative until the
fuel from the idle fuel supply system 6 is supplied to the
combustion chamber. In this way, smooth rotation of the engine is
ensured at all times when the automobile shifts from its coasting
state into any other running condition.
FIG. 2 illustrates another embodiment of the present invention
whereby the opening time of auxiliary fuel valve 24 can be easily
set to take any value within a wider range of time. Basically, the
function of this embodiment is identical with that of the
embodiment of FIG. 1.
In other words, according to the embodiment of FIG. 1, when the
diaphragm 29 is actuated by the intake manifold vacuum so that the
movable contact 31 of the change-over switch 18 is disengaged from
the fixed contact 33, the charge beforehand stored on the capacitor
27 is discharged into the coil of the second solenoid 25 to open
the auxiliary fuel valve 24 for a predetermined time.
On the other hand, according to another embodiment shown in FIG. 2,
when the movable contact 31 of the change-over switch 18 is
disengaged from the fixed contact 33, this operation is detected by
a control portion 51 to open the auxiliary fuel valve 24 for a
predetermined time.
In other words, this control section 51 is so constructed as stated
hereunder. The change-over switch 18 is identical with that shown
in the embodiment of FIG. 1, and its fixed contact 33 is connected
through a resistor 57 to a base of a transistor 52 in the control
portion 51. An emitter of the transistor 52 is grounded via a lead
74 and a collector thereof is connected to the positive terminal of
the battery 20 through a resistor 58 and the ignition switch 19.
Thus, the transistor 52 is turned on when the movable contact 31
and the fixed contact 33 of the change-over switch 18 engage with
each other, while it is turned off when these contacts are
disengaged from each other. These states of the transistor 52 are
transmitted to a monostable multivibrator circuit comprising
transistors 53 and 54 through a differentiation circuit comprising
a capacitor 60 and a resistor 65 which are connected to the
collector of the transistor 52.
One end of the resistor 59 is connected to the collector of the
transistor 52 and also to the base of the transistor 53 in the
monostable multivibrator circuit via the capacitor 60 and a diode
64, and the other end thereof is connected to ground through the
lead 74. One end of a resistor 65 is connected to the junction
point between the capacitor 60 and the diode 64, and the other end
is grounded through the lead 74. The emitter of the transistor 53
is grounded through the lead 74 together with the emitter of the
transistor 54, and the collector of the transistor 53 is connected
to one end of a resistor 61 and to one end of a capacitor 62. The
other end of the capacitor 62 is connected to a base of the
transistor 54 and also to one end of a resistor 63 whose other end
is connected together with the other end of the resistor 61 to the
positive terminal of the battery 20 through a resistor 73 and the
ignition switch 19.
The base of the transistor 53 is connected to a collector of the
transistor 54 through a resistor 68 and to the ground through a
capacitor 67 and the lead 74. The collector of the transistor 54 is
connected to the positive terminal of the battery 20 through
resistors 69 and 73 and the ignition switch 19, and it is also
connected to a base of a transistor 55 via a resistor 70. The
transistor 55 has its emitter connected to the base of a transistor
56 and its collector connected to the collector of the transistor
56. The transistor 56 has its emitter connected to the ground
through the lead 74 and its collector connected to the positive
terminal of the battery 20 through the coil of the second solenoid
25 for actuating the auxiliary fuel valve 24 and the ignition
switch 19.
On the other hand, a parallel connection of a Zener diode 71 and a
capacitor 72 forms a kind of voltage regulator circuit. The Zener
diode 71 has its cathode side connected to the junction point
between the resistors 69 and 73 and its anode side connected to
ground through the lead 74 to thereby maintain a source voltage
supplied to the control section 51 at a constant value.
With the construction described above, the control section 51
operates in the following manner.
When the intake manifold vacuum causes the movable contact 31 of
the change-over switch 18 to engage with the fixed contact 32, the
fixed contact 33 is left open and thus there is no current flowing
into the base of the transistor 52 so that the transistor 52
remains nonconductive.
At this time, the capacitor 60 is charged to have positive polarity
on its electrode on the side of the collector of the transistor 52
and negative polarity on its electrode on the other side. There is
no current flowing through the resistor 65, and there is no change
in the state of the succeeding circuitry, thereby maintaining a
steady state. The resistors 61, 63, 66, 68 and 69 are designed to
have such values that, in the steady state of the monostable
multivibrator circuit comprising the transistors 53 and 54, the
transistor 53 is nonconducting and the transistor 54 is conducting.
In this state the capacitor 62 is charged to have positive polarity
on its electrode on the side of the collector of the transistor 53
and negative polarity on the side of the base of the transistor 54.
The monostable multivibrator circuit is so designed that when a
positive voltage is applied to the base of the transistor 53, the
transistors 53 and 54 are caused to change their respective states
to remain in the changed states until the capacitor 62 completely
discharges its stored charge.
Thus, in the steady state of the monostable multivibrator circuit
the transistor 54 is conducting, and the potential of the collector
of the transistor 54 is substantially zero so that the transistors
55 and 56 are rendered nonconductive, because no base currents flow
into their bases. In this state, there is no current flowing
through the coil of the second solenoid 25 for actuating the
auxiliary fuel valve 24, and hence the auxiliary fuel valve 24
remains closed.
Under these conditions, if the engine is decelerated, the intake
manifold vacuum goes higher to retract the diaphragm 29 so that the
movable contact 31 is disengaged from the fixed contact 32 and
engages with the fixed contact 33, thereby supplying a base current
to the transistor 52 to turn it conductive. When this happens, the
charge beforehand stored in the capacitor 60 will be discharged
through the transistor 52 and the resistor 65. In this case,
however, a negative voltage is applied to the anode of diode 64 so
that no change takes place in the monostable multivibrator circuit
and thereafter, thereby maintaining the same state.
Then, upon changing of the operating state of the engine from
deceleration to acceleration, the intake manifold vacuum is lowered
to switch the movable contact 31 of the change-over switch 18 from
the side of the fixed contact 33 to the side of the fixed contact
32.
This causes the conducting transistor 52 to become nonconductive
and the potential of the collector of the transistor 52 rises to
thereby supply a charging current to the capacitor 60 and to apply
a positive voltage to the base of the transistor 53. Consequently,
the transistor 53 becomes conductive and the charge beforehand
charged in the capacitor 62 is discharged to apply a reverse bias
between the base and emitter of the transistor 54 so that the
transistor 54 is maintained nonconductive until the capacitor 62
finishes discharging. This in turn results in a rise in the
potential of the collector of the transistor 54 so that the
transistors 55 and 56 are rendered conductive and a current flows
into the coil of the second solendoid 25 from the positive terminal
of the battery 20 through the transistor 56, thereby opening the
auxiliary fuel valve 24 to directly supply fuel into the intake
manifold. In this way, a delay in fuel supply which tends to occur
during a great acceleration can be eliminated to improve engine
performance.
If an arrangement is made so that the fuel of the auxiliary fuel
supply system is introduced directly from the fuel pump 8, instead
of through the fuel bowl 2, then the higher pressure provided by
the pump 8 will enable the fuel to be admitted into the intake pipe
22 more rapidly and more finely when the auxiliary fuel valve 24 is
opened, and this will substantially eliminate any delayed supply of
fuel to the intake manifold 22.
Also, the means for operating the auxiliary fuel valve 24 may be
any other suitable means than that shown and described with respect
to the foregoing embodiments.
* * * * *