DESC:FIELD
The present disclosure relates to the field of internal combustion engines. More particularly, the present disclosure relates to a smart carburettor for an internal combustion engine.
DEFINITION
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicates otherwise.
SMART CARBURETTOR: The " smart carburettor" refers to an advanced fuel-air mixing mechanism for internal combustion engines that integrates electronic controls to optimize performance. Unlike traditional carburettors that rely on mechanical linkages, a smart carburettor utilizes an electronic control unit (ECU), and actuators to dynamically regulate airflow and fuel delivery based on real-time engine conditions. By continuously adjusting the air-fuel mixture in response to throttle input and operational parameters, the smart carburettor enhances fuel efficiency, improves throttle response, and reduces emissions during transient condition (switch between fuels).
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Two-wheeler and three-wheeler vehicles primarily employ two types of fuel delivery systems: a fuel injector-based system and a carburettor-based fuel injection system. Carburettors have traditionally been used in internal combustion engines to mix air and fuel in the correct proportion before delivering the mixture to the combustion chamber. Conventional carburettors operate based on mechanical linkages and vacuum pressure, making them less precise in fuel metering compared to modern fuel injection systems. As a result, they often suffer from inefficiencies, such as excessive fuel consumption, incomplete combustion, increased emissions, and inconsistent throttle response.
One major drawback of conventional carburettors is the lack of precise fuel control during transient conditions (i.e., rapid acceleration and deceleration). In scenario such as during acceleration, an excessive amount of fuel is often delivered to the air passage due to the mechanical delay in metering, leading to a rich fuel mixture, which reduces fuel efficiency and increases emissions. Further, during deceleration, the conventional carburettor continues to supply fuel even when the throttle is fully closed, leading to fuel wastage and increased unburnt hydrocarbon emissions. In the conventional carburettor, there is no means or mechanism, to cut off the fuel supply when the accelerator is disengaged. It is observed that approximately 10-12% of fuel is wasted during city travel, where frequent deceleration occurs. Additionally, fuel still passes into the combustion chamber due to residual pressure differences in the air passage, even when the accelerator is not engaged. This leads to incomplete combustion, reducing overall fuel efficiency and contributing to increased environmental pollution.
Additionally, conventional carburettors do not effectively prevent fuel backflow and pressure buildup within the fuel chamber, which may lead to fuel flooding, power losses, or unstable idling.
To mitigate the problem of fuel wastage during the disengaged state of the accelerator, a pump was incorporated with the conventional carburettor to regulate fuel flow, but this approach is not economically viable. Integrating a pump complicates the carburettor configuration and significantly increases the cost of the fuel delivery system.
Further, in multi-fuel engine systems, where vehicles operate on both petrol and alternative fuels (such as LPG, CNG, or hydrogen), the transition between fuels presents additional challenges. Typically, when switching from petrol to an alternative fuel, residual petrol may still enter the combustion chamber, causing engine knocking, damage, and increased emissions during the transition period. Conventional carburettors lack the ability to completely shut off fuel flow during the changeover, leading to inefficient fuel transitions.
Hence, there is a felt need for a carburettor that alleviates the aforementioned drawbacks.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a smart carburettor for an internal combustion engine that dynamically adjusts fuel flow in real-time.
Another object of the present disclosure is to provide a smart carburettor capable of cutting off the fuel supply when the accelerator is not engaged or when the engine is idling.
Yet another object of the present disclosure is to provide a smart carburettor that facilitates complete combustion of the fuel.
Still another object of the present disclosure is to provide a smart carburettor that enhances transient response by optimizing the air-fuel mixture during acceleration and deceleration.
Another object of the present disclosure is to provide a smart carburettor that improves fuel efficiency in both steady-state operation and transient conditions.
Yet another object of the present disclosure is to provide a smart carburettor that operates with a multi-fuel engine, enabling a seamless transition between petrol and alternative fuels such as LPG, CNG, or hydrogen.
Still another object of the present disclosure is to provide a smart carburettor that provides an actuating means-based mechanism to selectively open or cut-off the fuel outlet orifice.
Another object of the present disclosure is to provide a smart carburettor that provides a synchronized cutoff mechanism that works in coordination with the actuating means to prevent back pressure buildup and fuel flooding.
Yet another object of the present disclosure is to provide a smart carburettor that can be retrofitted in existing carburettors.
Still another object of the present disclosure is to provide a smart carburettor that is cost-effective and features a relatively simpler configuration.
Another object of the present disclosure is to provide a smart carburettor that supports regulatory compliance and emission control by reducing hydrocarbon emissions and particulate matter.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a smart carburettor for an internal combustion engine. The smart carburettor comprises a fuel chamber, a throttle control assembly, at least one Sensor, an electronic control unit (ECU), and at least one actuating means.
The fuel chamber is configured to store fuel and supply a metered quantity of fuel to an air passage of the smart carburettor.
The throttle control assembly is configured to be operatively disposed in communication with the air passage. Further, the throttle control assembly comprises a linearly displaceable piston configured to regulate airflow.
The Sensor is configured to be operatively coupled to the throttle control assembly and further configured to generate a position signal corresponding to the displacement of the piston.
The electronic control unit (ECU) is configured to be in communication with the Sensor. The ECU is configured to receive and process the position signal to generate a corresponding actuator control signal.
The actuating means is configured to be in communication with the ECU and, is disposed in proximity to at least one outlet orifice of the fuel chamber. The actuating means is configured to selectively open or close the outlet orifice to dynamically regulate fuel flow in the air passage in response to the actuator control signal.
The ECU is configured to control the actuating means based on the detected displacement of the piston, such that the actuating means modulates the air-fuel mixture supplied to the combustion chamber in synchronization with accelerator movement, thereby optimizing fuel delivery and minimizing fuel wastage.
In an embodiment, the Sensor is configured to generate a position signal corresponding to at least one of:
o an acceleration state, when the piston moves from a resting position (or closed position) to a fully open position, or
o a deceleration state, when the piston moves from an open position to a resting position.
In another embodiment, the ECU is configured to generate a first actuator control signal upon detecting the acceleration state, to facilitate linear displacement of the actuating means from an operatively closed position of the outlet orifice to an operatively open position, thereby allowing the metered fuel flow in the air passage in synchronization with accelerator movement.
In yet another embodiment, the ECU is configured to generate a second actuator control signal upon detecting a deceleration state, to facilitate linear displacement of the actuating means from an operatively open position of the outlet orifice to an operatively closed position, thereby restricting the fuel flow in the air passage during deceleration.
In still another embodiment, the ECU is configured to dynamically calibrate and optimize the fuel supply to the engine transient conditions, wherein during transient conditions, including acceleration and deceleration states. The ECU dynamically modulates the movement of the actuating means in synchronization with piston actuation to prevent fuel lag or fuel cut-off delay, thereby enhancing fuel efficiency, reducing unburnt fuel emissions, and preventing engine knocking.
In another embodiment, the Sensor is typically a throttle position Sensor (TPS).
In yet another embodiment, the vehicle includes at least one accelerator position Sensor. The ECU is configured to receive a signal from the accelerator position Sensor and process the accelerator position data in correlation with the throttle position Sensor to precisely control the air-fuel mixture.
In still another embodiment, the smart carburettor is configured to operate in a multi-fuel engine. The ECU is configured to receive a fuel-type transition signal and generate an actuator control signal to maintain the actuating means in an operatively closed position when an alternative fuel is in use.
In another embodiment, the ECU is configured to maintain the actuating means in an operatively closed position for a predetermined period during fuel transition to prevent unburned residual fuel from entering the combustion chamber.
In yet another embodiment, the throttle control assembly includes a throttle valve configured to facilitate the opening and closing of the air passage in relation to the displacement of the accelerator, thereby dynamically regulating airflow to maintain an optimal air-fuel mixture.
In still another embodiment, the throttle valve is configured to be operatively coupled to the accelerator via a mechanical or electronic linkage, allowing real-time modulation of airflow based on accelerator position.
In another embodiment, the ECU is configured to function with existing carburetted engines, wherein the actuating means and the ECU are adaptable for integration into existing vehicle, allowing for retrofitting in the conventional carburettor of the engine.
In yet another embodiment, the carburettor includes a float assembly. The float assembly includes a float disposed within the fuel chamber in communication with a fuel inlet. The float is configured to be displaced in response to the displacement of the actuating means. The float is configured to be displaced to allow or restrict fuel flow in the fuel chamber through the fuel inlet.
In still another embodiment, the smart carburettor includes an auxiliary orifice, configured to provide a controlled fuel supply during specific engine operating conditions, including idling, acceleration, and deceleration.
In an embodiment, the actuating means configured to be fitted with a plunger having at least one sealing means, integrated with at least one sealing element. The plunger is configured to establish a sealed engagement in the fuel chamber, effectively sealing both the outlet orifice and the auxiliary orifice to prevent residual fuel entry or leakage into the air passage during transition or deceleration states. The actuating means may be selected from a group consisting of a solenoid actuator, a motor, and any combination thereof.

In another embodiment, the ECU is configured to dynamically regulate the auxiliary orifice during acceleration to provide an additional metered fuel supply, to prevent lean fuel conditions.
In yet another embodiment, the ECU is configured to gradually decrease the fuel supply through the auxiliary orifice as the throttle opening increases to ensure that the primary fuel flow through the main outlet orifice.
In still another embodiment, during deceleration, the ECU is configured to adjust the opening of the auxiliary orifice to supply a minimal yet controlled fuel quantity, to prevent engine stalling and maintain stable combustion.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A smart carburettor for an internal combustion engine, of the present disclosure will now be described with the help of the accompanying drawings in which:
Figure 1 illustrates a cross-sectional view of a smart carburettor of the present disclosure;
Figure 2 illustrates an isometric view of the smart carburettor of the present disclosure;
Figure 3 illustrates a front view of the smart carburettor of the present disclosure; and
Figure 4 illustrates a rear view of the smart carburettor of the present disclosure.
LIST OF REFERENCE NUMERALS
100 smart carburettor of the present disclosure
102 fuel chamber
102a outlet orifice
102b auxiliary orifice
104 piston
106 Sensor
108a plunger
108b sealing means
108c sealing element
110 body
110a inlet
110b air passage
110c outlet
112 electronic control unit (ECU)
114 fuel inlet
116 float
DETAILED DESCRIPTION
The present disclosure relates to the field of internal combustion engines. More particularly, the present disclosure relates to a smart carburettor for an internal combustion engine.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
When an element is referred to as being "mounted on," “engaged to,” "connected to," or "coupled to" another element, it may be directly on, engaged, connected or coupled to the other element.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner,” “outer,” "beneath," "below," "lower," "above," "upper," and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Two-wheeler and three-wheeler vehicles predominantly rely on carburettor-based fuel delivery systems, where a carburettor regulates the air-fuel mixture supplied to the engine. Carburettors have traditionally been used in internal combustion engines to mix air and fuel in the correct proportion before delivering the mixture to the combustion chamber. However, conventional carburettors operate through mechanical linkages and vacuum pressure, making them less precise in fuel metering when compared to modern fuel injection systems. Consequently, they often exhibit inefficiencies such as excessive fuel consumption, incomplete combustion, increased emissions, and inconsistent throttle response.
A significant drawback of conventional carburettors is their inability to precisely control fuel flow during transient conditions, such as rapid acceleration and deceleration. During acceleration, mechanical delays in metering often result in the delivery of excessive fuel to the air passage, creating a rich fuel mixture that reduces fuel efficiency and increases emissions. Conversely, during deceleration, conventional carburettors continue to supply fuel even when the throttle valve is fully closed, leading to unnecessary fuel wastage and increased unburnt hydrocarbon emissions. Conventional carburettors lack a mechanism to cut off the fuel supply when the accelerator is disengaged, resulting in approximately 10-12% of the fuel being wasted during city travel due to frequent deceleration. Moreover, residual pressure differences in the system may allow fuel to enter the combustion chamber even when the accelerator is not engaged, causing incomplete combustion, reduced fuel efficiency, and increased environmental pollution.
Conventional carburettors are also ineffective in preventing fuel backflow and pressure buildup within the fuel chamber, which can lead to fuel flooding, power losses, and unstable idling. Attempts to integrate a pump to regulate fuel flow have proven economically unviable, as they complicate the carburettor configuration and significantly increase system costs.
In multi-fuel engine systems, where vehicles operate on both petrol and alternative fuels such as LPG, CNG, or hydrogen, transitioning between fuels introduces additional challenges. During the switch from petrol to an alternative fuel, residual petrol may still enter the combustion chamber, leading to engine knocking, potential damage, and increased emissions. Conventional carburettors are unable to completely shut off fuel flow during this transition period, resulting in inefficient fuel changeovers and compromised engine performance. These inefficiencies further contribute to increased operational costs and harmful emissions.
To address the limitations of conventional carburettors, the present disclosure envisages a smart carburettor (100) for an internal combustion engine of a vehicle. The smart carburettor (100) of the present disclosure will now be described with reference to the accompanying figures 1 to 4.
The smart carburettor (100) defined by a body (110), comprises a fuel chamber (102), a throttle control assembly, at least one Sensor (106), an electronic control unit (ECU) (112), and actuating means. Figure 1 illustrates a cross-sectional view of the smart carburettor, while Figures 2 - 4 illustrate different views of the smart carburettor as disclosed herein.
The body (110) defines an air passage (110b) configured to facilitate the flow of air through the smart carburettor (100). The air passage (110b) has an inlet (110a) positioned at one end of the body (110) and an outlet (110c) at the opposite end. The inlet (110a) is configured to be in fluid communication with an air filter for receiving filtered air. A venturi portion is disposed downstream of the inlet (110a) facilitating optimal air-fuel mixing before directing the mixture to the outlet (110c), which connects to the engine intake. The air passage (110b) provides a structured pathway to ensure controlled air as well as fuel delivery for combustion towards the engine.
The fuel chamber (102) is configured to be operatively mounted on the body (110) and fluidly communicates with the venturi portion of the air passage (110b). The fuel chamber (102) stores fuel and includes at least one outlet orifice (102a) that extends from the fuel chamber (102) to the venturi portion to enable metered fuel flow. The outlet orifice (102a) has an aperture at an operative end thereof, allowing fuel stored in the fuel chamber (102) to flow into the venturi portion.
The throttle control assembly is operatively disposed in communication with the air passage (110b), which controls the flow of air therethrough.
In an embodiment, the throttle control assembly includes a piston (104), that undergoes linear displacement to regulate airflow dynamically through the air passage. The proposed configuration thus facilitates dynamic control of the air-fuel mixture supplied to the engine. The actuation of the piston (104) to close (also refers to a resting position) or open the opening of the air passage (110b) is regulated by a motor in response to accelerator input. The use of the motor for the actuation of the piston does not limit the scope of the present disclosure.
In another embodiment, the throttle control assembly includes a throttle valve configured to facilitate the opening and closing of the air passage (110b) based on the displacement of the accelerator or the accelerator input. The throttle valve is operatively coupled to the accelerator through a mechanical or electronic linkage, allowing real-time modulation of airflow based on the accelerator position.
The Sensor (106) is operatively coupled to the throttle control assembly and is configured to sense at least an acceleration or deceleration state of the piston (104) and generate a corresponding position signal. The Sensor (106) detects the acceleration state when the piston (104) moves from a resting position to a fully open position and the deceleration state when the piston (104) moves from an open position to a resting position.
In an embodiment, the Sensor (106) is a throttle position Sensor (TPS), which continuously monitors the position and displacement of the piston (104) for precise fuel injection adjustments.
The ECU (112) is configured to be in communication with the Sensor (106) to receive position signals corresponding to either the acceleration or deceleration state. Upon receiving the position signal, the ECU (112) processes the position signal and generates a corresponding actuator control signal. When the ECU (112) detects an acceleration state, it generates a first actuator control signal. Similarly, when the ECU (112) detects a deceleration state, it generates a second actuator control signal to regulate fuel flow dynamically.
Further, the actuating means is configured to be operatively coupled with the ECU (112) and is disposed in proximity to the outlet orifice (102a) of the fuel chamber (102). The actuating means comprises a plunger (108a) fitted with at least one sealing means (108b), integrated with at least one sealing element (108c), which seals the aperture of the outlet orifice (102a) to modulate fuel supply. When the engine is activated but the accelerator is not engaged, the ECU (112) transmits the second actuator control signal to the actuating means, causing the plunger (108a) to temporarily seal the aperture of the outlet orifice (102a) to restrict fuel flow in the air passage (110b). Conversely, when the accelerator is engaged, the actuating means receives the first actuator control signal from the ECU (112), causing the plunger (108a) to retract, thereby opening the aperture and allowing fuel to flow in the air passage (110b).
Further, the actuating means regulates the fuel supply through the fuel inlet (114) by controlling the movement of the float (116) in response to an actuator control signal. When the ECU (112) detects an acceleration state, it generates a first actuator control signal, causing the actuating means to retract and open the aperture, allowing the float (116) to open the fuel inlet (114) in the fuel chamber (102). Conversely, when the ECU (112) detects a deceleration state, it generates a second actuator control signal, causing the actuating means to temporarily move in an upward direction to seal the aperture of the outlet orifice (102a) while simultaneously pushing the float (116) to close the fuel inlet (114) of the fuel chamber (102). This dynamic regulation ensures precise control of fuel flow within the fuel chamber (102), optimizing fuel delivery based on real-time engine demands.
In an embodiment, the sealing means (108b) is typically a conical head or similar head geometry to seal at least one fuel orifice. The shape of the sealing means (108b) does not limit the scope of the present disclosure.
In an embodiment, the sealing element (108c) is typically a rubber seal to resiliently seal the aperture of the orifice. Any other type of sealing element can be used to seal the aperture of the orifice.
In addition to the main outlet orifice (102a), the smart carburettor (100) is provided with an auxiliary orifice (102b), which ensures a controlled fuel supply during specific engine operating conditions such as idling, acceleration, and deceleration. Therefore, during acceleration, the ECU (112) dynamically adjusts the plunger (108a) position to optimize fuel delivery, to ensure a smooth increase in power while preventing fuel wastage. Simultaneously, the ECU (112) regulates the auxiliary orifice (102b) to provide an additional metered fuel supply, thereby preventing hesitation or lean fuel conditions that may affect engine performance. As the throttle opening increases, the ECU (112) gradually decreases the contribution of the auxiliary orifice (102b), to ensure that the primary fuel flow through the main outlet orifice (102a) remains dominant. Conversely, during deceleration, when the throttle is suddenly released, the ECU (112) signals the actuating means to partially or fully engage the plunger (108a) with the outlet orifice (102a), thereby restricting fuel supply to minimize excessive fuel consumption and unburned emissions. In parallel, the ECU (112) adjusts the auxiliary orifice (102b) to supply a minimal yet controlled fuel quantity, to prevent engine stalling and maintain stable combustion during rapid deceleration. The engagement of the plunger (108a) with the aperture of the outlet orifice (102a) effectively prevents any residual fuel from leaking in the air passage (110b), thereby maintaining optimal fuel efficiency and preventing unnecessary emissions.
During transient conditions, such as acceleration and deceleration states, the ECU (112) is configured to dynamically calibrate and optimize the fuel supply to the engine. During these conditions, where rapid changes in the accelerator position occur, the air-fuel mixture requirements fluctuate significantly. To address these variations, the ECU (112) continuously monitors the displacement of the piston (104), which corresponds to the movement of the accelerator, and dynamically modulates the position of the actuating means in synchronization with the actuation of the piston (104) and other said components. By dynamically modulating the movement of the actuating means in real-time and synchronizing its movement with piston (104) displacement, the ECU (112) maintains precise control over the air-fuel mixture during transient conditions. The ECU (112) ensures that the engine receives an optimized air-fuel mixture under all operating conditions, enhancing fuel efficiency, minimizing unburnt fuel emissions, and preventing engine knocking, thereby improving overall engine performance and longevity.
In an embodiment, other said components may refer to various elements within the air-fuel regulation mechanism that work alongside the ECU (112) and actuating means to optimize combustion. These components may include the Sensor (106), which detects the real-time position of the piston (104) and provides feedback to the ECU (112) for precise control, the air passage (110b) through which airflow is regulated, and the fuel chamber (102), which includes the outlet orifice (102a) and auxiliary orifice (102b), the float assembly, that work in coordination with airflow modulation.
In one embodiment, the actuating means is selected from a group consisting of a solenoid actuator, a motor, and any combination thereof.
In a preferred embodiment, the actuating means is typically a motor, which controls the displacement of the plunger (108a) with the help of ECU (112).
In an embodiment, the ECU (112) monitors the rapid changes in the accelerator position by means of at least one accelerator position Sensor, which senses the position of the accelerator and generates a corresponding signal indicative of the accelerator's position. The accelerator position Sensor detects the degree of depression or release of the accelerator, providing real-time data on the driver's throttle input. The generated signal is transmitted to the ECU (112), which processes this signal data in correlation with the position signal generated by the Sensor (106), monitoring the position and movement of the piston (104) within the air passage (110b). By analyzing and correlating these data inputs, the ECU (112) dynamically adjusts the displacement of the piston (104) to regulate the size of the opening, ensuring an optimal air-fuel ratio based on varying engine operating conditions. This precise control improves engine performance, enhances fuel efficiency, and reduces emissions by minimizing the risk of rich or lean air-fuel mixtures under different driving conditions.
In another embodiment, the ECU (112) is configured to dynamically adjust the displacement of the actuating means based on engine load conditions and real-time air intake measurements. By continuously processing these parameters, the ECU (112) modulates the actuating means to regulate fuel flow and enhance fuel efficiency under varying operating conditions.
Further, the smart carburettor (100) is configured to operate in a multi-fuel engine, capable of running on petrol and alternative fuels such as LPG, CNG, or hydrogen. The ECU (112) is configured to receive a fuel-type transition signal indicating a switch between petrol and an alternative fuel. Upon receiving the fuel-type transition signal, the ECU (112) generates a second actuator control signal, causing the plunger (108a) to be linearly displaced to seal the outlet orifice (102a), thereby preventing fuel from flowing through the outlet orifice (102a) while the engine operates on the alternative fuel. Additionally, the ECU (112) regulates the auxiliary orifice (102b) to ensure that minimal residual fuel is metered into the air passage (110b), to prevent sudden lean conditions that could cause combustion instability. This configuration ensures that residual petrol is not supplied to the combustion chamber during the transition period, effectively preventing engine knocking, potential damage, and increased emissions.
Additionally, when the engine transitions back to petrol mode, the ECU (112) detects the fuel-type transition signal and generates the first actuator control signal. This prompts the plunger (108a) to retract, allowing petrol to flow through the outlet orifice (102a) and mix with incoming air for combustion. The ECU (112) ensures that this switching process is instantaneous and precise, preventing fuel starvation or excessive fuel injection, which could otherwise affect engine performance.
During idling conditions, sealing the main outlet orifice (102a) would typically cut off the fuel supply, potentially stalling the engine. To address this, the ECU (112) continuously monitors engine parameters, including throttle position, RPM, and fuel type, to regulate fuel flow dynamically. When the engine is idling in petrol mode, the ECU (112) detects an idling signal from the accelerator position Sensor or engine speed Sensor and selectively modulates the actuating means to regulate the auxiliary orifice (102b), to maintain a calibrated flow rate. The actuating means with the help of ECU (112) is configured to dynamically adjust the sealing and unsealing of the auxiliary orifice (102b) to ensure an optimized fuel supply based on engine load conditions and fuel type, thereby preventing excessive fuel wastage or starvation. If the idling speed drops below a preset threshold, the ECU (112) further adjusts the auxiliary orifice (102b) to maintain stable engine operation. Further, the ECU (112) dynamically adjusts the actuating means to ensure that the auxiliary orifice (102b) is sealed when the engine transitions to an alternative fuel mode, thereby preventing unintended petrol entry and ensuring a smooth transition between fuel types.
Therefore, by synchronizing the movement of the actuating means with real-time engine parameters, the ECU (112) optimizes the idling fuel supply, preventing fuel overlap between petrol and alternative fuels. This configuration improves fuel economy, minimizes emissions, and enhances overall engine efficiency, particularly during transient operating conditions such as idling and fuel transition periods.
In an embodiment, the ECU (112) is configured to dynamically modulate the actuating means to precisely meter fuel through the auxiliary orifice (102b) based on real-time engine conditions.
During idling and fuel transition conditions, improper regulation of fuel flow can result in adverse effects such as back pressure buildup and fuel flooding, which can significantly impact engine performance, efficiency, and emissions. To mitigate these issues, particularly during the transition between petrol and alternative fuels such as LPG, CNG, or hydrogen, the ECU (112) of the present disclosure generates the second actuator control signal, which actuates the plunger (108a) to seal the main outlet orifice (102a) and the auxiliary orifice (102b) when the engine transitions to an alternative fuel mode. This controlled sealing effectively prevents any residual petrol from inadvertently entering the combustion chamber during the transition phase, thereby eliminating the risk of unburnt fuel accumulation.
Moreover, by restricting fuel flow through the outlet orifice (102a), the actuating means also prevents the residual fuel from being forced into the air passage (110b) due to back pressure. By dynamically controlling the fuel cut-off through precise actuating means movements, the smart carburettor (100) of the present disclosure ensures that excess fuel does not leak in the air passage (110b), thereby restricting the flow of unburnt residual fuel in air passage (110b) due to back pressure, which could otherwise lead to flooding, incomplete combustion, or increased hydrocarbon emissions.
In an embodiment, the ECU (112) is configured to adjust the timing and displacement of the actuating means to gradually transition fuel flow, to avoid abrupt pressure changes that could contribute to back pressure buildup within the air passage (110b).
Advantageously, the smart carburettor (100) of the present disclosure is configured with the modular ECU (112) and the actuating means which can be retrofitted in existing carburettors without requiring significant modifications to the engine structure. This retrofit capability makes the smart carburettor (100) a cost-effective solution for improving fuel efficiency and reducing emissions in older vehicles to meet BS-IV and BS-VI norms.
The smart carburettor (100) offers a cost-effective solution by eliminating the need for an additional pump to regulate fuel flow during the disengaged state. Instead, it utilizes an actuator-based mechanism to precisely control fuel supply, minimizing fuel wastage and enhancing overall efficiency without increasing system complexity or cost.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described hereinabove has several technical advantages including, but not limited to, the realization of a smart carburretor for an internal combustion engine, that :
- dynamically adjusts fuel flow based on real-time;
- capable of cutting off the fuel supply when the accelerator is not engaged or when the engine is idling, thereby reducing fuel wastage;
- facilitates complete combustion of the fuel;
- enhances transient response by optimizing the air-fuel mixture during acceleration and deceleration;
- improves fuel efficiency in both steady-state operation and transient conditions;
- operates with a multi-fuel engine, enabling a seamless transition between petrol and alternative fuels such as LPG, CNG, or hydrogen;
- provides an actuating means-based mechanism to selectively open or cut-off the fuel outlet orifice;
- provides a synchronized cutoff mechanism that works in coordination with the actuating means to prevent back pressure buildup and fuel flooding;
- can be retrofitted in existing carburettors;
- is cost-effective and features a relatively simpler configuration; and
- supports regulatory compliance and emission control by reducing hydrocarbon emissions and particulate matter.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Any discussion of devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. A smart carburettor (100) of an internal combustion engine, said smart carburettor (100) comprising:
o a fuel chamber (102) configured to store fuel and supply a metered quantity of fuel to an air passage (110b) of the smart carburettor (100);
o a throttle control assembly configured to be operatively disposed in communication with the air passage (110b), said throttle control assembly comprising a linearly displaceable piston (104) to regulate airflow;
o at least one Sensor (106) configured to be operatively coupled to said throttle control assembly and further configured to generate a position signal corresponding to the displacement of the piston (104);
o an electronic control unit (ECU) (112) configured to be in communication with said Sensor (106), said ECU (112) configured to receive and process the position signal to generate a corresponding actuator control signal;
o at least one actuating means configured to be in communication with said ECU (112) and disposed in proximity to at least one outlet orifice (102a) of said fuel chamber (102), said actuating means configured to selectively open or close the outlet orifice (102a) to dynamically regulate fuel flow in the air passage (110b) in response to said actuator control signal;
wherein said ECU (112) is configured to control said actuating means based on the detected displacement of the piston (104), such that said actuating means modulates the air-fuel mixture supplied to the combustion chamber in synchronization with accelerator movement, thereby optimizing fuel delivery and minimizing fuel wastage.
2. The smart carburettor (100) as claimed in claim 1, wherein said Sensor (106) is configured to generate a position signal corresponding to at least one of :
o an acceleration state, when the piston (104) moves from a resting position to a fully open position, or
o a deceleration state, when the piston (104) moves from an open position to a resting position.
3. The smart carburettor (100) as claimed in claim 2, wherein said ECU (112) is configured to generate a first actuator control signal upon detecting the acceleration state, to facilitate linear displacement of said actuating means from an operatively closed position of the outlet orifice (102a) to an operatively open position, thereby allowing the metered fuel flow in the air passage (110b) in synchronization with accelerator movement.
4. The smart carburettor (100) as claimed in claim 2, wherein said ECU (112) is configured to generate a second actuator control signal upon detecting a deceleration state, to facilitate linear displacement of said actuating means from an operatively open position of the outlet orifice (102a) to an operatively closed position, thereby restricting the fuel flow in the air passage (110b) during deceleration.
5. The smart carburettor (100) as claimed in claim 4, wherein said ECU (112) is configured to dynamically calibrate and optimize the fuel supply to the engine during transient conditions, wherein during transient conditions, including acceleration and deceleration states, said ECU (112) dynamically modulates the movement of said actuating means in synchronization with piston (104) actuation to prevent fuel lag or fuel cut-off delay, thereby enhancing fuel efficiency, reducing unburnt fuel emissions, and preventing engine knocking.
6. The smart carburettor (100) as claimed in claim 1, said Sensor (106) is typically a throttle position Sensor (TPS).
7. The smart carburettor (100) as claimed in claim 1, wherein the vehicle includes at least one accelerator position Sensor, configured to be in communication with said ECU, wherein said ECU (112) is configured to receive a signal from the accelerator position Sensor and process the accelerator position data in correlation with said throttle position Sensor to precisely control fuel-air mixture.
8. The smart carburettor (100) as claimed in claim 1, wherein the smart carburettor (100) is configured to operate in a multi-fuel engine, said ECU (112) is configured to receive a fuel-type transition signal and generate an actuator control signal to maintain said actuating means in an operatively closed position when an alternative fuel is in use.
9. The smart carburettor (100) as claimed in claim 8, wherein said ECU (112) is configured to maintain the actuating means in an operatively closed position for a predetermined period during fuel transition to prevent unburned residual fuel from entering the combustion chamber.
10. The smart carburettor as claimed in claim 1, wherein said throttle control assembly includes a throttle valve configured to facilitate the opening and closing of the air passage in relation to the displacement of the accelerator, thereby dynamically regulating airflow to maintain an optimal air-fuel mixture.
11. The smart carburettor as claimed in claim 10, wherein said throttle valve is configured to be operatively coupled to the accelerator of the vehicle via a mechanical or electronic linkage to allow real-time modulation of airflow based on accelerator position.
12. The smart carburettor as claimed in claim 1, wherein said ECU (112) is configured to function with existing carburetted engines, wherein said actuating means and said ECU (112) are adaptable for integration in existing vehicle to allow retrofitting in a conventional carburettor of the engine.
13. The smart carburettor as claimed in claim 1, wherein said carburettor includes a float assembly, said float assembly includes a float (116) disposed within said fuel chamber (102) in communication with a fuel inlet (114), said float (116) is configured to be displaced in response to the displacement of said actuating means, said float (116) is configured to be displaced to allow or restrict fuel flow in said fuel chamber (102) through said fuel inlet (114).
14. The smart carburettor as claimed in claim 1, wherein said smart carburettor (100) includes an auxiliary orifice (102b), configured to provide a controlled fuel supply during specific engine operating conditions, including idling, acceleration, and deceleration.
15. The smart carburettor (100) as claimed in claim 14, wherein said actuating means is configured to be fitted with a plunger (108a) having at least one sealing means (108b) integrated with at least one sealing element (108c), said plunger (108a) is configured to seal both said outlet orifice (102a) and said auxiliary orifice to prevent residual fuel entry or leakage in said air passage (110b) during transition or deceleration states, wherein said actuating means is selected from a group consisting of a solenoid actuator, a motor and any combination thereof.
16. The smart carburettor as claimed in claim 14, wherein said ECU (112) is configured to dynamically regulate said auxiliary orifice (102b) during acceleration to provide an additional metered fuel supply, to prevent lean fuel conditions.
17. The smart carburettor as claimed in claim 16, wherein said ECU (112) is configured to gradually decrease the fuel supply through said auxiliary orifice (102b) as the throttle opening increases to ensure that the primary fuel flow through said main outlet orifice (102a).
18. The smart carburettor as claimed in claim 14, wherein during deceleration, said ECU (112) is configured to adjust the opening of said auxiliary orifice (102b) to supply a minimal yet controlled fuel quantity, to prevent engine stalling and maintain stable combustion.

Dated this 02nd Day of April 2025

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
OF R. K. DEWAN & CO.
AUTHORIZED AGENT OF APPLICANT

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT MUMBAI