Fuel gas mixer

Abstract: A fuel gas mixer and a method for controlling a fuel gas mixer comprising a throttle valve (4) provided for opening and closing an air intake passage (2) of an engine, and a fuel gas supply passage (6) connected to said air intake passage at a position upstream of said throttle valve (4). A fuel gas control valve (5) for opening and closing said air intake passage (6) is provided in said air intake passage at a position upstream of the position at which said fuel gas supply passage (6) is connected to said air intake passage. A fuel gas control valve controlling means (13,14) is provided for varying the degree of opening of said fuel gas control valve (5) according to the operating state of said engine. Said fuel gas control valve controlling means (13,14) comprises an electronic control unit (13) and a step motor (14) for opening and closing said fuel gas control valve (5).

Description: The present invention relates to a fuel gas mixer for use in an engine using a fuel gas such as LPG or natural gas as its fuel. The present invention also relates to a method for controlling a fuel gas mixer. One conventional fuel gas mixer is a fixed venturi type mixer generally having a structure shown in Fig. 13. A throttle valve 32 is provided in an air intake passage 31 connected to an engine for opening and closing the air intake passage 31. A main venturi (throttle part) 33 is formed upstream of the throttle valve 32. A main fuel gas passage 34 is connected to the main venturi 33 and a flow control valve 36 driven by a step motor 35 is provided in the main fuel gas passage 34. A gas injector 37 is provided closely downstream of the throttle valve 32. In a low-load operation range, the opening of the throttle valve 32 is small and a suction negative pressure is hardly created at the main venturi 33. Thus, high-pressure fuel gas is injected from the gas injector 37 and the air-fuel ratio is controlled by adjusting the injection time. In an intermediate- or high-load operation range, the opening of the throttle valve 32 is large and a suction negative pressure is created at the main venturi 33. Thus, the air-fuel ratio is controlled by adjusting the cross-sectional area of the main fuel gas passage 34 with the step motor 35. In the case of the fixed venturi type mixer, the venturi diameter (passage diameter) is limited by the flow rate characteristic of the gas injector 37 and thus has a low degree of freedom. Namely, in order to prevent a range where the air-fuel ratio is low from being generated between an operation range where the fuel is supplied from the gas injector 37 and an operation range where the fuel is supplied from the main venturi part, the fuel must start to be supplied from the main venturi part when the flow rate of the gas injector 37 gets close to the maximum. Thus, the venturi diameter is limited by the flow rate characteristic of the injector 37. As a result, in order to enlarge the main venturi diameter so as to be suitable for a large-displacement engine or a high-power engine, a plurality of injectors are needed, resulting in increase in costs. Additionally, it is necessary to control air-fuel ratios of the two systems: a main system for supplying fuel from the main venturi part and a slow system for supplying fuel from the gas injector. This makes the control system complicated and increases costs. The present invention has been made in view of the above problems of the prior arts and it is, therefore, an object of the present invention to provide a fuel gas mixer which does not need a main venturi and a gas injector, and thus is simple in structure and capable of reducing costs and which can be applicable from a small-displacement engine to a large-displacement engine. Said objective is solved by a fuel gas mixer having the features of independent claim 1. Preferred embodiments are laid down in the dependent claims. Moreover, said objective is also solved by a method for controlling a fuel gas mixer having the features of independent claim 5. Preferred embodiments are laid down in the dependent claims. The embodiments teach a fuel gas mixer comprising an air intake passage connected to an engine, a throttle valve provided in the air intake passage for opening and closing the air intake passage, and a fuel gas supply passage connected to the air intake passage at a position upstream of the throttle valve, characterized in that a fuel gas control valve for opening and closing the air intake passage is provided in the air intake passage at a position upstream of the position at which the fuel gas supply passage is connected to the air intake passage and in that fuel gas control valve controlling means is provided for varying the degree of opening of the fuel gas control valve according to the operating state of the engine. A specific embodiment teaches a fuel gas mixer wherein the fuel gas control valve controlling means comprises a link mechanism connecting the fuel gas control valve to the throttle valve, and the link mechanism is adapted to fully open the fuel gas control valve before the throttle valve is fully opened. A specific embodiment teaches a fuel gas mixer wherein an air passage is connected partway along the fuel gas supply passage, in which the amount of fuel gas to be supplied is controlled by controlling the cross-sectional area of the air passage. A specific embodiment teaches a fuel gas mixer wherein the fuel gas control valve controlling means comprises a step motor for opening and closing the fuel gas control valve. A specific embodiment teaches a fuel gas mixer wherein the amount of the fuel gas to be supplied is controlled by controlling the opening of the fuel gas control valve in at least a low-load operation range. Hereinafter the present invention is illustrated and explained by means of embodiments in conjunction with the accompany drawings. In the drawings wherein: Fig. 1 is a structural view of a system of a fuel gas mixer according to a first embodiment, which does not form part of the invention but represents background art and is useful for understanding the invention; Fig. 2 is a schematic structural view of the mixer; Fig. 3 is a graph showing opening characteristics of a fuel gas control valve of the mixer; Fig. 4 is a flowchart for explaining an operation of the mixer; Fig. 5 is a flowchart for explaining an operation of the mixer; Fig. 6 is a flowchart for explaining an operation of the mixer; Fig. 7 is maps for explaining operations of the mixer; Fig. 8 is a structural view of a system of a fuel gas mixer according to a second embodiment which shows the teaching of the independent claims; the mixer of Fig. 9 is a schematic structural view of the mixer of the second embodiment; Fig. 10 is a flowchart for explaining an operation of the mixer of the second embodiment; Fig. 11 is a flowchart for explaining an operation of the mixer of the second embodiment; Fig. 12 is a flowchart for explaining an operation of the mixer of the second embodiment; and Fig. 13 is a schematic structural view of a conventional fuel gas mixer. Fig. 1 to Fig. 7 are views for explaining a first embodiment which does not form part of the invention but represents background art and is useful for understanding the invention. Fig. 1 is a view illustrating a driving system of a fuel gas mixer of this embodiment, Fig. 2 is a schematic view of a link mechanism of the mixer, Fig. 3 is a view showing opening characteristics of a fuel gas control valve, Fig. 4 to Fig.6 are flowcharts for explaining operations of the mixer and Fig. 7 shows maps of various types. In Fig. 1 and Fig. 2, designated as 1 is a fuel gas mixer connected to an engine. In an air intake passage 2 of the mixer 1, a butterfly type throttle valve 4 and a fuel gas control valve 5 for opening and closing the air intake passage 2 are provided downstream and upstream, respectively, of a main venturi part 3 narrowing the air intake passage 2. The air intake passage 2 has an upstream end to which an air cleaner is connected. At the main venturi part 3, a discharge port 6a of a fuel gas passage 6 is opened. In fuel gas passage 6, an orifice (throttle) 6b is formed in the vicinity of the discharge port 6a. The fuel gas passage 6 is connected to a fuel gas source via a fuel cutoff valve 6c. An air passage 7 is connected to the fuel gas passage 6 upstream of the orifice 6b. The air passage 7 has an upstream end to which an air cleaner is connected. An orifice 7a is formed in the air passage 7 and there is provided an air bleed control valve 8 for varying the opening area of the orifice 7a. The air bleed control valve 8 is driven to move back and forth by a step motor 9 to control the flow rate of air passing therethrough. The throttle valve 4 has a valve shaft 4a having an outer end to which a driving pulley 10 is secured. The driving pulley 10 is connected via a throttle cable to a throttle pedal in the driver's compartment, although not shown. The throttle valve 4 is rotated in accordance with the amount by which the driver depresses the pedal. The fuel gas control valve 5 has a valve shaft 5a connected to the valve shaft 4a of the throttle valve 4 by a link mechanism 11. More specifically, the valve shaft 4a of the throttle valve 4 is connected to a throttle arm 11a such that they are incapable of rotating relative to each other, and the throttle arm 11a is in turn connected to a control arm 11c of the fuel gas control valve 5 by a connecting link 11b. The fuel gas control valve 5 abuts on a stopper when fully opened. The control arm 11c is connected to the valve shaft 5a of the fuel gas control valve 5 such that they are rotatable relative to each other and rotationally urged to its minimum open position by an urging spring. Thereby, the control arm 11c can be rotated following the movement of the throttle valve 4 and the connecting link 11b connected thereto even after the fuel gas control valve 5 is fully opened. When the throttle pedal is not stepped on, the throttle valve 4 and the fuel gas control valve 5 are maintained in their minimum open positions. The opening of the throttle valve 4 is increased in general proportion to the amount by which the throttle pedal is depressed. The fuel gas control valve 5 is fully opened when the opening of the throttle valve 4 becomes about 20-30 % and maintained in its full open position thereafter (see the characteristic curve A in Fig. 3). It is possible to omit the main venturi 3 from the air intake passage 2. In this case, the fuel gas control valve 5 is adapted to open not fully but by 40-50 % at the maximum as shown in the characteristic curve B in Fig. 3. Thereby, a suction negative pressure can be created at the connecting part of the fuel gas passage 6 without a main venturi. The opening of the throttle valve 4 is detected and inputted into the ECU 13 by a throttle position sensor 12. Also inputted into the ECU 13 are various signals such as a signal representing an oxygen concentration in exhaust gas from an O 2 sensor, a crank angle signal, a top signal representing the upper dead center, a suction pressure signal, a water temperature signal, and a catalyst temperature signal. From the ECU 13 are outputted various signals such as a driving signal to the step motor 9, an ignition timing signal, an OTP warning lamp signal for indicating that the catalyst is at an overheat temperature, and a radiator fan driving signal. Description will be next made of the operations and effects of this embodiment. A controlling operation by the ECU 13 will be first described by a flowchart in Fig. 4. When the ignition key is turned on, the temperature of the engine cooling water is read and the opening of the air bleed control valve 8 is set to a value in a start table (see Fig. 7(b)) depending upon the engine cooling water temperature at the moment (Steps S1 to S3). When cranking of the engine is started, a crank angle signal is read. When the crank angle signal is inputted, a fuel cutoff valve in a fuel gas supply system is opened and the rotational speed of the engine is read (Steps S4 to S8). When the thus read engine rotational speed is not lower than the start judging rotational speed and the idle switch is off, the engine rotational speed and the suction pressure are read. Then, based on the engine rotational speed and the suction pressure, the opening of the air bleed control valve 8 is set to a value in a basic A/F map (see Fig. 7(a)) as a normal operation mode. Then, when an A/F feedback flag is on, an A/F feedback control is started (Steps S9 to S14). The idle switch is not off in Step S10, the engine cooling water temperature is read again. Then, the opening of the air bleed control valve 8 is set to a value in an idle table shown in Fig. 7(c) and the engine rotational speed is read (Steps S15 to S17). Then, when an A/F feedback flag is not on, the process goes back to Step S15. When an A/F feedback flag is on, an A/F feedback control is started (Steps S18 and S19). Then, when the engine rotational speed is lower than a fuel cutoff rotational speed, the process goes back to Step S5. When the engine rotational speed is not lower than the fuel cutoff rotational speed (such as when the engine brake is in operation), a deceleration fuel cutoff is performed until the engine rotational speed becomes lower than the fuel cutoff rotational speed (Steps S20 and S21). When the ignition key is turned off (Step S22) or when a crank angle signal is not inputted in Step S6, the air bleed control valve 8 is fully opened and an initial setting thereof (correction of the initial value) is executed, whereby the air bleed control valve 8 is moved to a position of the designated step value (Steps S23 to S25). Hereupon, the fuel cutoff valve is closed and the power source of the ECU is turned off (Steps S26 and S27). Specifically, the A/F feedback control is performed as shown in Fig. 5. When the engine cooling water temperature is read and it is not lower than a temperature for starting an A/F feedback control, an O 2 sensor signal is read (Steps S31 to S33). When the O 2 sensor signal is a rich signal, the air bleed control valve 8 is opened at a specific rate selected from a map shown in Fig. 7 (e) based on the suction pressure and the engine rotational speed at the moment and by a specific degree selected in the same manner from a map shown in Fig. 7 (f) at a time until the rich signal is changed to a lean signal. Hereupon, the air bleed control valve 8 is closed at a specific rate selected in the same manner as above from a map shown in Fig. 7 (g) and by a specific degree selected in the same manner from a map shown in Fig. 7 (h) at a time until the O 2 sensor signal is changed to a rich signal (Steps S34 to S37). Then, when a rich signal is outputted from the O 2 sensor, the process goes to Step S35. When a rich signal is not outputted from the O 2 sensor, the process goes to Step S37 (Step S38). Specifically, the deceleration fuel cutoff control is performed as shown in Fig. 6. When the opening of the throttle is read and it is an idle opening, the engine rotational speed in read. When the thus read engine rotational speed is not lower than the deceleration fuel cutoff rotational speed (such as when the engine brake is in operation), the air bleed control valve 8 is opened to a value in a deceleration fuel cutoff table shown in Fig. 7(d) (Steps S41 to S45). Thereby, the amount of bleed air introduced is increased and the amount of fuel gas is decreased. Then, the process goes back to Step S41. The supply of the fuel gas may be cut off by closing the fuel cutoff valve 6c instead of opening the air bleed control valve 8. When the opening of the throttle is not the idle opening in Step S42, the opening of the air bleed control valve 8 is set to a value in a basic A/F map as a normal operation mode in Step S46. Then, the process goes back to Step S41. When the engine rotational speed is lower than the deceleration fuel cutoff rotational speed in Step S44, the opening of the air bleed control valve 8 is set to a value in the idle table map shown in Fig. 7(c) (Step S47). As described above, in the fuel gas mixer of this embodiment, since the fuel gas control valve 5, whose opening is adapted to vary depending upon the opening of the throttle valve 4 so that, in an operation range in which the opening of the throttle valve 4 is small, the opening of the fuel gas control valve 5 may be also small, is provided in the air intake passage 2 upstream of the connecting part of the fuel gas supply passage 6, it is possible to create a suction negative pressure, by which the flow rate of the fuel can be arbitrarily controlled, at the opening 6a of the fuel gas passage 6. The fuel gas mixer does not need a high-pressure gas injector as seen in a conventional device and thus receives no limitation caused by the characteristics of the injector. It is thus unnecessary to provide more than one mixer even in an engine with a large capacity per cylinder, so that an A/F feedback control can be performed with a simple control. Also, since a slow fuel system is unnecessary, it is only necessary to provide a main fuel system (the fuel gas passage 6). Thus, an A/F feedback control can be achieved over the entire operation range only by controlling the main fuel system. Additionally, in this embodiment, the fuel gas control valve 5 is connected to the throttle valve 4 by the link mechanism 11, thereby constituting the means for controlling the opening of the fuel gas control valve 5. Thus, it is possible to create a suction negative pressure by which the fuel flow rate can be controlled at the opening 6a of the fuel gas passage 6 by reducing the opening of the fuel gas control valve 5 when the opening of the throttle valve 4 is small with a simple structure. Moreover, since the link mechanism 11 is so constituted that the fuel gas control valve 5 is fully opened prior to the throttle valve 4 being fully opened, it is possible to prevent the fuel gas control valve 5 from being a resistance to the intake air flow because the fuel gas control valve 5 has fully been opened when the engine enters an intermediate- or high-load operation range in which the opening of the throttle valve 4 is large. Furthermore, since the air passage 7 is connected partway along the fuel gas supply passage 6 and the cross-sectional area of the air passage 7 is adapted to be controlled, the amount of the fuel gas to be supplied can be controlled more accurately and easily as compared with the case of being controlled only by the fuel gas control valve 5. The main venturi 3 can be omitted when the opening characteristic of the fuel gas control valve 5 is controlled to draw a characteristic curve like the curve B shown in Fig. 3. In this case, since a throttling loss of intake air caused by the main venturi 3 is not created, the amount of intake air at the time when the throttle valve 4 is fully opened can be increased, making it possible to obtain a high power. Fig. 8 to Fig. 12 are views for explaining a second embodiment, which shows the teaching of the independent claims, in which similar parts are designated by the same numerals as in Fig. 1 to Fig. 7. In the second embodiment, the fuel gas control valve 5 is rotatably driven directly by the step motor 14. The opening of the fuel gas control valve 5 is detected by an opening sensor 15 and a signal representing the opening of the fuel gas control valve 5 from the opening sensor 15 is inputted into the ECU 13. The operations of the second embodiment will be described by flowcharts shown in Fig. 10 and Fig. 11. The basic operations are the same as those of the first embodiment. In the first embodiment, the opening of the air bleed control valve 8 is controlled, whereas the opening of the fuel gas control valve 5 is controlled in the second embodiment. When an ignition key is turned on and the temperature of the engine cooling water is read (Steps S1 and S2), the opening of the fuel gas control valve 5 is set to a value in a start table (the table shown in Fig. 7(b) is utilized), in which the lower the temperature of the engine cooling water is, the smaller the opening of the fuel gas control valve 5 is, depending upon the engine cooling water temperature at the moment (Step S3'). When the engine is cranked and a crank angle signal is inputted, the fuel cutoff valve 6c is opened and the engine rotational speed is read. When the engine rotational speed is not lower than a start judging rotational speed and an idle switch is off (Steps S4 to S10), the engine rotational speed and the suction pressure are read. Then, based on the engine rotational speed and the suction pressure, the opening of the fuel gas control valve 5 is set to a value in a basic A/F map as a normal operation mode (the map shown in Fig. 7(a) is utilized) (Steps S11 and S12'). Then, when an A/F feedback flag is on, an A/F feedback control is started (Steps S13 and S14). When the idle switch is not off in Step S10, the engine cooling water temperature is read again (Step S15) and the opening of the fuel gas control valve 5 is set to a value in an idle table (the map shown in Fig. 7(c) is utilized) (Step S16'). Then, the engine rotational speed is read. When an A/F feedback flag is not on, the process returns to Step S15. When an A/F feedback flag is on, an A/F feedback control is started (Steps S17 to S19). Then, when the engine rotational speed is lower than the fuel cutoff rotational speed, the process returns to Step S5. When the engine rotational speed is not lower than the fuel cutoff rotational speed (such as when the engine brake is in operation), a deceleration fuel cutoff is performed until the engine rotational speed becomes lower than the fuel cutoff rotational speed (Steps S20 and S21). When the ignition key is turned off (Step S22) or when a crank angle signal is not inputted in Step S6, the fuel gas control valve 5 is fully opened (Step S23'). Then, the opening of the fuel gas control valve 5 detected by the opening sensor 15 is read (Step S24'), and the initial value of the opening sensor is corrected (Step S25'). Hereupon, the fuel cutoff valve is closed, and an ECU power source is turned off (Steps S26 and S27). Specifically, the A/F feedback control is performed as shown in Fig. 11. When the engine cooling water temperature is not lower than the A/F feedback control starting temperature and the O 2 sensor signal is a rich signal (Steps S31 to S34), the fuel gas control valve 5 is opened at a specific rate selected from a map obtained utilizing the map shown in Fig. 7 (e) based on the suction pressure and the engine rotational speed at the moment and by a specific degree selected in the same manner from a map obtained utilizing the map shown in Fig. 7 (f) at a time until the rich signal is changed to a lean signal (Step S35'). Then the fuel gas control valve 5 is closed at a specific rate selected in the same manner as above from the map obtained utilizing the map shown in Fig. 7 (g) and by a specific degree selected in the same manner from a map obtained utilizing the map shown in Fig. 7 (h) at a time until the O 2 sensor signal is changed to a lean signal (Steps S36 and S37'). Then, when a rich signal is outputted from the O 2 sensor, the process goes to Step S35'. When a rich signal is not outputted from the O 2 sensor, the process goes to Step S37' (Step S38). Specifically, the deceleration fuel cutoff control is performed as shown in Fig. 12. When the opening of the throttle is an idle opening, the engine rotational speed is read (Steps S41 to S43). When the thus read engine rotational speed is not lower than the deceleration fuel cutoff rotational speed (such as when the engine brake is in operation) (Step S44), the fuel gas control valve 5 is opened to a value in a deceleration fuel cutoff table (the table shown in Fig. 7(d) is utilized) (Step S45'). Thereby, the negative pressure exerted at the opening 6a is decreased and the amount of fuel gas sucked out therefrom is decreased. Then, the process goes back to Step S41. At this time, the supply of the fuel gas may be cut off by closing the fuel cutoff valve 6c instead of opening the fuel gas control valve 5. When the opening of the throttle is not the idle opening in Step S42, the opening of the fuel gas control valve 5 is set to a value in a basic A/F map (the map shown in Fig. 7 (a) is utilized) as a normal operation mode (Step S46'). Then, the process goes back to Step S41. When the engine rotational speed is lower than the deceleration fuel cutoff rotational speed in Step S44, the opening of the fuel gas control valve 5 is set to a value in an idle table map obtained utilizing the map shown in Fig. 7(c) (Step S47'). It is needless to say that since the values indicated in the maps shown in Fig. 7(a) to Fig. 7(h) are for setting the opening and so on of the air bleed control valve 8, the values must be changed to values for the openings and so on of the fuel gas control valve 5 when the maps are applied to the fuel gas control valve 5. According to the second embodiment, since the fuel gas control valve is opened and closed by the step motor 15, the opening of the fuel gas control valve 5 can arbitrarily be controlled to a desired degree with accuracy. Especially in an operation range in which the opening of the throttle valve is small (a low-load operation range), a suction negative pressure can arbitrarily be created by controlling the opening of the fuel gas control valve 5 and the amount of fuel to be supplied can be controlled with accuracy by the thus created suction negative pressure. As above, since the amount of fuel to be supplied can be controlled only by controlling the opening of the fuel gas control valve 5, the fuel supply system can be simplified in structure. INDUSTRIAL APPICABILITY According to the embodiments, since a fuel gas control valve, whose opening is adapted to vary depending upon the operating state of the engine, is provided in an air intake passage upstream of the connecting part of a fuel gas supply passage, a suction negative pressure, by which the flow rate of the fuel can arbitrarily be controlled, can be created at the connecting part of the fuel gas supply passage by reducing the opening of the fuel gas control valve in an operation range in which the opening of the throttle valve is small. This makes a main venturi unnecessary and thus can eliminate a throttling loss of intake air caused by the main venturi, making it possible to obtain a high power. Also, since there is no need to provide more than one mixer even in an engine having a large capacity per cylinder, an A/F feedback operation can be performed with a simple control. Additionally, since a slow fuel system is unnecessary, it is only necessary to provide a main fuel system. Thus, an A/F feedback control can be achieved over the entire operation range by controlling only the main fuel system. Moreover, since a high pressure gas injector is also unnecessary, a high pressure gas system including a regulator can be omitted, resulting in simplification of the structure and decrease in costs. According to an embodiment, since the fuel gas control valve is connected to the throttle valve by a link mechanism, it is possible to create a suction negative pressure by which the fuel flow rate can be controlled at the connecting part of the fuel gas passage by reducing the opening of the fuel gas control valve when the opening of the throttle valve is small with a simple structure. Also, since the link mechanism is so constituted that the fuel gas control valve is fully opened prior to the throttle valve being fully opened, it is possible to prevent the fuel gas control valve from being a resistance to intake air flow in an intermediate- or high-load operation range in which the opening of the throttle valve is large. According to an embodiment, since the air passage is connected partway along the fuel gas supply passage and the cross-sectional area of the air passage is adapted to be controlled, the amount of fuel gas to be supplied can be controlled with accuracy and ease. According to an embodiment, since the fuel gas control valve is opened and closed by a step motor, the opening of the gas control valve can be controlled to any degree with accuracy. Especially, as in the invention of Claim 5, the amount of fuel to be supplied can be controlled with accuracy by a suction negative pressure created depending upon the opening of the fuel gas control valve in at least a low-load operation range.

Claims: A fuel gas mixer comprising an air intake passage (2) connected to an engine, a throttle valve (4) provided in said air intake passage (2) for opening and closing said air intake passage (2), and a fuel gas supply passage (6) connected to said air intake passage (2) at a position upstream of said throttle valve (4), a fuel gas control valve (5) for opening and closing said air intake passage (2) is provided in said air intake passage (2) at a position upstream of the position at which said fuel gas supply passage (6) is connected to said air intake passage (2), and a fuel gas control valve controlling means (13,14) is provided for varying the degree of opening of said fuel gas control valve (5) according to the operating state of said engine, wherein said fuel gas control valve controlling means comprises an electronic control unit (13) and a step motor (14) for opening and closing said fuel gas control valve (5). A fuel gas mixer according to claim 1, wherein the amount of the fuel gas to be supplied is controlled by controlling the opening of said fuel gas control valve (5) in at least a low-load operation range. A fuel gas mixer according to claim 1 or 2, wherein a fuel cut-off valve (6c) is provided in said fuel gas supply passage (6) at a position between said air intake passage (2) and a fuel gas source A fuel gas mixer according to at least one of the claims 1 to 3, wherein a an opening sensor (15) is provided for detecting an opening of said fuel gas control valve (5). A method for controlling a fuel gas mixer comprising an air intake passage (2) connected to an engine, a throttle valve (4) provided in said air intake passage (2) for opening and closing said air intake passage (2), and a fuel gas supply passage (6) connected to said air intake passage (2) at a position upstream of said throttle valve (4), a fuel gas control valve (5) for opening and closing said air intake passage (2) is provided in said air intake passage (2) at a position upstream of the position at which said fuel gas supply passage (6) is connected to said air intake passage (2), a fuel gas control valve controlling means comprising an electronic control unit (13) and a step motor (14) for opening and closing said fuel gas control valve (5), said method comprises the steps of: varying the degree of opening of said fuel gas control valve (5) according to the operating state of said engine. A method for controlling a fuel gas mixer according to claim 5, further comprising: controlling the opening of said fuel gas control valve (5) in accordance with an engine cooling water temperature, when an ignition key is turned on. A method for controlling a fuel gas mixer according to claims 6, further comprising setting said fuel gas control valve (5) in a fully open position when the ignition key is turned off or a crank angle signal is not inputted. A method for controlling a fuel gas mixer according to claim 7, wherein a an opening sensor (15) is provided for detecting an opening of said fuel gas control valve (5) and reading a signal from said opening sensor (15) when the fuel gas control valve (5) is set in the fully open position and correcting said signal from said opening sensor (15) to the fully open position of the fuel gas control valve (5) A method for controlling a fuel gas mixer according to at least one of the claims 5 to 8, further comprising: controlling the opening of said fuel gas control valve (5) in accordance with an engine rotational speed and a suction pressure, when the rotational speed is not lower than a start judging rotational speed and the engine is not in idle condition. A method for controlling a fuel gas mixer according to claim 9, further comprising: controlling the opening of said fuel gas control valve (5) in accordance with an air/fuel ratio detected by an 02 sensor, wherein said fuel gas control valve (5) is opened at a specific rate based the engine rotational speed and the suction pressure, when a rich signal is detected by said O2 sensor until the signal of said O2 sensor changes from the rich signal to a lean signal, and said fuel gas control valve (5) is closed at a specific rate based the engine rotational speed and the suction pressure, when a lean signal is detected by said O2 sensor until the signal of said O2 sensor changes from the lean signal to a rich signal.

Inventors: IIDA YOSHIKATSU, IIDA, YOSHIKATSU
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 2001
Main classification: F02M21
IPC codes: F02M21