JP2006348895A - General internal combustion engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a general internal combustion engine control device for executing after-processing such as the operation of a device or the writing of information when stopping an engine while lowering withstand voltage required for a switch to stop the engine. <P>SOLUTION: The control device comprises a conductor 106 for inputting a current generated by a power coil 40 to an ECU 94, a conductor 118 for outputting the current input to the ECU 94 via the conductor 106 from the ECU 94 and inputting it to the ECU 94 again, and the combination switch 96 for conducting or cutting off the current flowing in the conductor 118 in response to the operation of an operator. The ECU 94 executes stopping processing ignition cut of the engine and uses the current input via the conductor 106 for actuating after-processing electric motors 68, 70 when the current to be input via the conductor 118 is cut off. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a general-purpose internal combustion engine.

In general-purpose internal combustion engines used as drive sources in various applications such as generators and agricultural machines, it has recently been proposed to control various devices (for example, an electric motor for opening and closing a throttle valve) with an electronic control unit. Yes. A general-purpose internal combustion engine including an electronic control unit includes at least one of a power generation coil and a battery as an operation power supply (see, for example, Patent Document 1).
JP 2003-314346 A

  A general-purpose internal combustion engine provided with an electronic control unit is provided with a combination switch for starting and stopping the engine. FIG. 6 shows an example of a conventional combination switch. FIG. 6 is an explanatory diagram showing the configuration of a combination switch of a general-purpose internal combustion engine according to the prior art.

  As shown in FIG. 6, the combination switch 200 includes first to fourth switches 200a, 200b, 200c, and 200d. The electronic control unit (ECU) 202 is connected to the power generation coil 204 via the first switch 200a and is connected to the battery 206 via the second switch 200b. In addition, a spark plug 210 is connected to the electronic control unit 202 via an ignition coil 208. The primary coil of the ignition coil 208 and the electronic control unit 202 are grounded via the third switch 200c. A fuel cut solenoid valve (specifically, its coil) 212 arranged in a carburetor (not shown) is a power generation coil that supplies an operating current to the fuel cut solenoid valve 212 via the fourth switch 200d. (Hereinafter referred to as “FS coil”) 214.

  The combination switch 200 can be operated to an on position, an off position, and a start position by an operator. In FIG. 6, the switches 200a, 200b, 200c, and 200d when the combination switch 200 is operated to the off position are indicated by solid lines, and those when the combination switch 200 is operated to the on position are indicated by imaginary lines.

  As shown in the figure, when the combination switch 200 is in the on position, the first switch 200a is turned on, and the electronic control unit 202 and the power generation coil 204 are conducted. Further, the second switch 200b and the fourth switch 200d are turned on, and the electronic control unit 202 and the battery 206 are connected, and the fuel cut solenoid valve 212 and the FS coil 214 are electrically connected. Further, the third switch 200c is turned off, and the ignition coil 208 and the electronic control unit 202 are conducted.

  When the combination switch 200 is operated to the on position, the electronic control unit 202 is activated upon receipt of an operating current supplied from the battery 206, and the ignition coil 208 and the electronic control unit 202 are electrically connected to ignite. Is ready. When the combination switch 200 is operated from the on position to the start position, the battery 206 and a starter motor (not shown) are brought into conduction, and the starter motor operates to rotate the flywheel 216. The FS coil 214 starts power generation with the rotation of the flywheel 216 and supplies an operating current to the fuel cut solenoid valve 212. The fuel cut solenoid valve 212 opens when an operating current is supplied, and stops the fuel cut. As a result, the engine is started.

  On the other hand, when the combination switch 200 is operated to the off position, the first switch 200a and the second switch 200b are turned off, the supply of operating power to the electronic control unit 202 is cut off, and the electronic control unit 202 is turned off. Be stopped. In addition, the third switch 200c and the fourth switch 200d are turned off, the current supplied to the ignition coil 208 is dropped to the ground to perform the ignition cut, and the operation power supply to the fuel cut solenoid valve 212 is switched off. Supply is cut off and fuel cut is executed.

  In a general-purpose internal combustion engine equipped with an electronic control unit, it is desirable that when the engine is stopped, post-processing such as device operation and information writing can be executed to prepare for the next start. However, the conventional technique has a problem in that post-processing cannot be executed when the engine is stopped because the operation power supply to the electronic control unit is cut off at the same time when the combination switch is operated to the off position.

  Also, when the ignition is cut to stop the engine, the current supplied to the ignition coil is dropped to the ground via the combination switch, so that the withstand voltage of the combination switch is set to a high voltage (for example, 200V or more), and there was room for improvement in terms of cost.

  Accordingly, the object of the present invention is to solve the above-described problems, enable post-processing such as device operation and information writing when the engine is stopped, and reduce the withstand voltage required for the engine stop switch. An object of the present invention is to provide a control device for a general-purpose internal combustion engine.

  In order to solve the above-mentioned object, in claim 1, an electronic control unit that controls the operation of a general-purpose internal combustion engine, and the electric control unit that generates electric power as the output shaft of the internal combustion engine rotates and operates in the electronic control unit In a control device for a general-purpose internal combustion engine comprising a power generation coil for supplying a current, a first conductive wire for inputting a current generated by the power generation coil to the electronic control unit, and the first conductive wire through the first conductive wire The second conductive line that outputs the current input to the electronic control unit from the electronic control unit and re-inputs the electronic control unit, and the second conductive line are arranged according to the operation of the operator, A switch for conducting or cutting off the current flowing through the second conductive line, and the electronic control unit is configured to cut off a current input through the second conductive line. When, configured to execute the stop process of the internal combustion engine.

  In the control device for a general-purpose internal combustion engine according to claim 1, a first conductive line for inputting the electric power generated by the power generation coil to the electronic control unit, and an input to the electronic control unit via the first conductive line A second conductive line for outputting the generated current from the electronic control unit and re-inputting the current to the electronic control unit, and a switch for conducting or blocking the current flowing through the second conductive line according to the operation of the operator. The electronic control unit is configured to execute the stop process of the internal combustion engine when the current input through the second conductive line is interrupted. Therefore, even after the engine stop process is executed, Until the rotation of the output shaft stops, the current generated by the power generation coil is supplied to the electronic control unit via the first conductive wire, so that post-processing such as device operation and information writing is executed. It is possible.

  Since the internal combustion engine is stopped when the current input through the second conductive line is cut off, a switch for conducting or cutting off the current flowing through the second conductive line is provided. This is a switch for stopping the engine. This switch is connected at both ends to the electronic control unit, and the voltage of the flowing current can be made lower than that supplied to the ignition coil. Therefore, the engine stop switch according to the present application can reduce a required withstand voltage as compared with the conventional switch arranged between the ignition coil and the ground.

  The best mode for carrying out the control apparatus for a general-purpose internal combustion engine according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is an overall view of a control apparatus for a general-purpose internal combustion engine according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a general-purpose internal combustion engine (hereinafter referred to as “engine”). The engine 10 is an air-cooled four-cycle single-cylinder OHV type engine (with a displacement of 400 cc, for example), and is used as a drive source in various applications such as a generator and an agricultural machine.

  A piston 14 is accommodated in a cylinder (cylinder block) 12 of the engine 10 so as to be capable of reciprocating. A cylinder head 16 is attached to the upper part of the cylinder 12. The cylinder head 16 is provided with a combustion chamber 18 formed at a position facing the top of the piston 14, and an intake port 20 and an exhaust port 22 communicating with the combustion chamber 18. It is done. The cylinder head 16 is provided with an intake valve 24 that opens and closes between the combustion chamber 18 and the intake port 20, and an exhaust valve 26 that opens and closes between the combustion chamber 18 and the exhaust port 22. A temperature sensor 28 is provided that produces an output indicating

  A crankcase 30 is attached to the lower portion of the cylinder 12. A crankshaft (output shaft) 32 is rotatably accommodated in the crankcase 30. The crankshaft 32 is connected to the lower part of the piston 14 via a connecting rod 34.

  A load (not shown) such as a generator is connected to one end of the crankshaft 32, and a flywheel 36 and a cooling fan 38 are attached to the other end. A power coil (power generation coil) 40 is disposed inside the flywheel 36, and a pulsar coil 42 and a fuel cut solenoid valve coil (shown in FIG. 3 to be described later, hereinafter referred to as "FS coil") are disposed on the outside. Is done. The power coil 40, the pulsar coil 42, and the FS coil generate an output (alternating current) synchronized with the rotation of the crankshaft 32. Further, a recoil starter 44 that allows the engine 10 to be started manually by an operator is attached to the crankshaft 32.

  A camshaft 46 is rotatably accommodated in the crankcase 30. The camshaft 46 is disposed in parallel with the axis of the crankshaft 32 and is connected to the crankshaft 32 via a gear mechanism 48. The camshaft 46 includes an intake side cam 50 and an exhaust side cam 52, and opens and closes the intake valve 24 and the exhaust valve 26 through push rods and rocker arms 54 and 56 (not shown).

  A carburetor 60 is connected to the intake port 20.

  FIG. 2 is an enlarged view (sectional view) of the carburetor 60.

  As shown in FIG. 2, the carburetor 60 integrally includes an intake passage 62, a motor case 64, and a carburetor assembly 66. The motor case 64 houses a throttle electric motor 68 and a choke electric motor 70. The throttle electric motor 68 and the choke electric motor 70 are specifically stepping motors, and include a stator and a rotor around which coils are wound.

  The intake passage 62 has a downstream side connected to the intake port 20 via an insulator 72 and an upstream side connected to an air cleaner (not shown) via an air cleaner elbow 74.

  A throttle valve 76 is disposed in the intake passage 62. The rotation shaft 78 of the throttle valve 76 is connected to the output shaft of the throttle electric motor 68 through the reduction gear mechanism 80. Further, a choke valve 82 is disposed upstream of the throttle valve 76 in the intake passage 62. The rotation shaft 84 of the choke valve 82 is connected to the output shaft of the choke electric motor 70 via the reduction gear mechanism 86. Accordingly, by controlling the operations of the throttle electric motor 68 and the choke electric motor 70, the opening degrees of the throttle valve 76 and the choke valve 82 are adjusted. The intake passage 62 is reduced in diameter between the throttle valve 76 and the choke valve 82 to form a venturi 88.

  Although not shown, the carburetor assembly 66 has a float chamber connected to the fuel tank, a main nozzle connected to the float chamber via a main jet and a main fuel passage, and a slow fuel passage branched from the main fuel passage. It has an idle port and a slow port to be connected. The main nozzle is disposed at a position facing the venturi 88, while the idle port and the slow port are disposed at a position facing the vicinity of the throttle valve 76.

  When the opening degree of the throttle valve 76 is large, fuel is injected from the main nozzle by the negative pressure of the intake air passing through the venturi 88, and an air-fuel mixture is generated. On the other hand, when the opening degree of the throttle valve 76 is small, fuel is injected from the idle port or the slow port by the negative pressure of the intake air passing through the throttle valve 76. Further, when the choke valve 82 is closed, the negative pressure in the intake passage 62 generated by the lowering of the piston 14 increases, so the fuel injection amount increases and the air-fuel ratio is enriched.

  In the figure, reference numeral 90 denotes a fuel cut solenoid valve. A valve portion (not shown) of the fuel cut solenoid valve 90 is disposed between the float chamber and the main jet, and closes when the coil (shown in FIG. 3 described later) is energized to block the passage of fuel. .

  Returning to the description of FIG. 1, the air-fuel mixture generated as described above is sucked into the combustion chamber 18 through the intake port 20 and the intake valve 24. The air-fuel mixture sucked into the combustion chamber 18 is ignited and burned by a spark plug (shown in FIG. 3 described later), and the resulting combustion gas passes through an exhaust valve 26, an exhaust port 22, a silencer (not shown), and the like. It is discharged outside the engine 10.

  Further, a rotation speed setting volume 92 is disposed at a position that can be operated by the operator. The rotation speed setting volume 92 generates an output indicating the target engine rotation speed in accordance with the operation of the operator. The outputs of the temperature sensor 28, the power coil 40, the pulsar coil 42, and the rotation speed setting volume 92 are input to an electronic control unit (hereinafter referred to as “ECU”) 94 composed of a microcomputer.

  A combination switch 96 is arranged at a position where it can be operated by the operator. The combination switch 96 is connected to the ECU 94. The ECU 94 controls the operation of the engine 10 (for example, the operation of the throttle electric motor 68 and the choke electric motor 70) based on the operation of the combination switch 96 and various inputs by the operator.

  FIG. 3 is an explanatory diagram showing the configuration of the ECU 94 and the combination switch 96.

  As shown in FIG. 3, the ECU 94 includes a rectifier circuit 100, an NE (engine speed) detection circuit 102, and a control circuit 104. The output of the power coil 40 (alternating current generated with the rotation of the crankshaft 32) is input to the rectifier circuit 100 of the ECU 94 via the conductive wire 106 (first conductive wire) and full-wave rectified. And converted into a DC current of 12V. This direct current is supplied as an operating current to each part of the engine 10 including the ECU 94 via a circuit (not shown).

  The output of the power coil 40 is also input to the NE detection circuit 102, and after half-wave rectification, it is converted into a pulse signal having an appropriate value as a threshold level. The pulse signal generated by the NE detection circuit 102 is input to the control circuit 104. Since the frequency of the alternating current generated by the power coil 40 is proportional to the rotational speed of the crankshaft 32, the control circuit 104 can detect the engine rotational speed based on the pulse signal obtained from the output of the power coil 40. .

  The ECU 94 further includes a signal shaping circuit 108 and an ignition circuit 110. The output of the pulsar coil 42 is input to the signal shaping circuit 108 via the conductive wire 112, where an ignition signal synchronized with the rotation of the crankshaft 32 is generated. The ignition signal generated by the signal shaping circuit 108 is input to the ignition circuit 110 and the control circuit 104.

  The combination switch 96 includes a first switch 96a and a second switch 96b. The first switch 96a is disposed on the conductive wire 116 that connects the FS coil 114 and the fuel cut solenoid valve (specifically, the coil) 90, and conducts or cuts off the current flowing through the conductive wire 116. The second switch 96b is disposed on the conductive line 118 (second conductive line), and conducts or cuts off the current flowing through the conductive line 118.

  The conduction line 118 outputs a 12V DC current generated from the output of the power coil 40 from the ECU 94 and re-inputs the ECU 94 via the second switch 96b. That is, both ends of the second switch 96 b are connected to the ECU 94 by the conductive wire 118. The current re-input to the ECU 94 is input to the control circuit 104 and the DC / DC converter 120. The current input to the DC / DC converter 120 is boosted and charged to the capacitor 122. The capacitor 122 is connected to the primary coil of the ignition coil 124. A spark plug 128 is connected to the secondary coil of the ignition coil 124. Note that an operating current is supplied to the control circuit 104 via a circuit (not shown).

  The ignition circuit 110 energizes the gate of the thyristor 126 according to the ignition signal input from the signal shaping circuit 108 or the control circuit 104. As a result, the capacitor 122 is discharged, a current flows through the primary coil of the ignition coil 124, a high voltage is generated in the secondary coil, and the spark plug 128 generates a spark.

  The control circuit 104 is connected to the temperature sensor 28 and the rotation speed setting volume 92 described above. The control circuit 104 determines the target opening of the throttle valve 76 and the choke valve 82 based on the outputs of the temperature sensor 28, the rotation speed setting volume 92, and the NE detection circuit 102, and a control signal corresponding to the determined target opening. To the motor drivers 130 and 132 to operate the throttle electric motor 68 and the choke electric motor 70 to open and close the valves 76 and 82 to adjust the engine speed. The control circuit 104 also adjusts the ignition timing based on various inputs.

  The combination switch 96 can be freely operated between an on position and an off position by an operator. In FIG. 3, the switches 96a and 96b when the combination switch 96 is operated to the off position are indicated by solid lines, and when the combination switch 96 is operated to the on position, they are indicated by imaginary lines.

  When the combination switch 96 is operated to the on position, the first switch 96a is turned off, and the supply of the operating current to the fuel cut solenoid valve 90 is cut off. The fuel cut solenoid valve 90 is a normally open type, and enables fuel injection from the carburetor 60 when the supply of operating current is interrupted. On the other hand, the second switch 96b is turned on, and the current flowing through the conductive line 118 is conducted.

  When the recoil starter 44 is operated when the combination switch 96 is in the on position, the power coil 40 and the pulsar coil 42 generate outputs as the crankshaft 32 rotates. As a result, a DC current of 12 V and an ignition signal are generated, the ECU 94 is started, and the engine 10 is started.

  On the other hand, when the combination switch 96 is operated to the off position, the first switch 96a is turned on, and the FS coil 114 and the fuel cut solenoid valve 90 are conducted. At this time, if the crankshaft 32 is rotating, the fuel cut solenoid valve 90 is supplied with an operating current from the FS coil 114 and is closed to execute fuel cut. Further, the second switch 96b is turned off, and the current flowing through the conductive line 118 is interrupted.

  When the combination switch 96 is operated to the off position, the control circuit 104 executes a stop process of the engine 10 and a post process for preparing for the next start.

  FIG. 4 is a flowchart showing stop processing and post-processing of the engine 10. The illustrated program is executed by the ECU 94 (specifically, the control circuit 104) at a predetermined cycle (for example, every 10 msec).

  In the following description, it is first determined in S10 whether or not the combination switch 96 has been operated to the off position. This process is performed by determining whether or not there is a current input to the control circuit 104 via the conductive line 118, that is, whether or not the current input via the conductive line 118 is interrupted by the second switch 96b. Is called.

  When the result in S10 is affirmative (when it is determined that the current input from the conductive wire 118 is cut off and the combination switch 96 is operated to the off position), the process proceeds to S12, and the engine 10 is stopped. Specifically, an ignition cut signal is sent to the ignition circuit 110 to perform ignition cut, and the engine 10 is stopped.

  Even if the ignition cut is performed, the rotation of the crankshaft 32 does not stop immediately, so the power generation of the FS coil 114 is continued. Therefore, when the combination switch 96 is operated to the off position (the first switch 96a is turned on), the FS coil 124 and the fuel cut solenoid valve 90 are electrically connected, whereby the fuel cut solenoid valve 90 is connected. Is supplied with an operating current, and the fuel cut is executed simultaneously with the ignition cut.

  Further, while the crankshaft 32 is rotating, a current generated by the power coil 40 is supplied to the ECU 94 via the conductive wire 106. The ECU 94 uses the current to execute post-processing for preparing for the next start. Specifically, the operation of the electric motor 68 for throttle is controlled so that the throttle valve 76 is fully opened in S14, and the operation of the electric motor 70 for choke is controlled so that the choke valve 82 is fully closed in S16. . Further, in S18, various information, for example, the current opening degree of the throttle valve 76 and the choke valve 82, and the like are written in the EEPROM 134 (shown in FIG. 3) provided in the ECU 94.

  When the result in S10 is negative (that is, when the combination switch 96 is operated to the on position), the processes after S12 are skipped.

  Thus, in the control apparatus for a general-purpose internal combustion engine according to the first embodiment of the present invention, the conductive wire 106 for inputting the current generated by the power coil 40 to the ECU 94 and the ECU 94 via the conductive wire 106. A conductive wire 118 that outputs an input current from the ECU 94 and re-inputs to the ECU 94, and a combination switch 96 (specifically, a conductive switch 118 that conducts or cuts off the current flowing through the conductive wire 118 according to the operation of the operator) And the ECU 94 is configured to execute a stop process (ignition cut) of the engine 10 when the current input via the conductive wire 118 is cut off. Even after the stop process is executed, the current generated by the power coil 40 remains until the rotation of the crankshaft 32 stops. To be supplied to the ECU94 through an electric wire 106, it may perform post-processing such as writing operation and information device (the electric motor 68, 70).

  In addition, since the engine 10 is stopped when the current input through the conductive line 118 is cut off, the combination switch 96 that conducts or cuts off the current flowing through the conductive line 118 is provided in the engine. This is a stop switch. Both ends of the combination switch 96 are connected to the ECU 94, and the voltage of the flowing current can be made lower than that supplied to the ignition coil 124. Therefore, the engine stop switch according to the present application can reduce a required withstand voltage as compared with the conventional switch arranged between the ignition coil and the ground.

  Next, a general-purpose internal combustion engine control apparatus according to a second embodiment of the present invention will be described.

  FIG. 5 is an explanatory view similar to FIG. 3 showing the configuration of the ECU and the combination switch in the control apparatus for a general-purpose internal combustion engine according to the second embodiment.

  Hereinafter, differences from the first embodiment will be described. In the second embodiment, a battery 140 and a starter motor 142 are provided as shown in FIG. The battery 140 is connected to the emitter of a PNP transistor 146 provided in the ECU 94 via a conductive wire 144. The collector of the transistor 146 is connected to the conductive line 118, and the base is connected to the control circuit 104. In addition, the same code | symbol is attached | subjected to the structure similar to 1st Example, and description is abbreviate | omitted.

  The combination switch 150 includes a third switch 150c in addition to the first switch 150a and the second switch 150b similar to those in the first embodiment. The third switch 150c is disposed on the conductive line 144, and conducts or cuts off the current flowing through the conductive line 144.

  The combination switch 150 can be operated to an off position, an on position, and a start position. In FIG. 5, the switches 150a, 150b, and 150c when the combination switch 150 is operated to the off position are indicated by solid lines, and those when the combination switch 150 is operated to the on position are indicated by imaginary lines.

  When the combination switch 150 is operated to the on position, the first switch 150a is turned off while the second switch 150b is turned on. Further, the third switch 150c is turned on, and the battery 140 and the emitter of the transistor 146 are conducted. Thereby, the operating power is supplied from the battery 140 to the ignition system (DC / DC converter 120, capacitor 122, etc.) and the control circuit 104 via the switch 150c, the transistor 146, and the switch 150c.

  When the combination switch 150 is operated beyond the ON position to the start position, an operating current is supplied from the battery 140 to the starter motor 142 via the third switch 150c. The starter motor 142 operates when the operating current is supplied, and starts the engine 10.

  When the control circuit 104 detects the start of the engine 10 based on the engine speed or the like, the control circuit 104 turns off the transistor 146 and cuts off the supply of operating power from the battery 140. That is, after the engine 10 is started, the operating power of the ECU 94 is switched from the battery 140 to the power coil 40.

  On the other hand, when the combination switch 150 is operated to the off position, the first switch 150a is turned on, while the second switch 150b and the third switch 150c are turned off. Is cut off. The ECU 94 (control circuit 104) executes processing after S12 in the flowchart of FIG. 4 (stop processing for the engine 10 and post-processing for the next start) when the current input through the conductive wire 118 is interrupted. To do. Therefore, even in the second embodiment, the same effect as in the first embodiment can be obtained.

  As described above, in the first and second embodiments of the present invention, the electronic control unit (ECU 94) for controlling the operation of the general-purpose internal combustion engine (engine 10) and the output shaft (crank) of the internal combustion engine (10) are described. In a control device for a general-purpose internal combustion engine that includes a power generation coil (power coil 40) that generates electric power with the rotation of the shaft 32 and supplies an operating current to the electronic control unit (94), the power generation coil (40) generates electric power. A first conductive line (106) for inputting the measured current to the electronic control unit (94), and a current input to the electronic control unit (94) via the first conductive line (106). A second conductive wire (118) that is output from the electronic control unit (94) and re-input to the electronic control unit (94), and disposed on the second conductive wire (118) The electronic control unit (94) includes a switch (combination switch 96, 150) that conducts or cuts off a current flowing through the second conductive line (118) according to an operation by an operator. When the current input through the second conductive line (118) is cut off, the internal combustion engine (10) is stopped (ignition cut) (S10, S12 in the flowchart of FIG. 4). .

  In the above description, the ignition cut is exemplified as the stop process of the engine 10, but the fuel cut may also be performed according to an instruction from the ECU 94. Further, as post-processing for the next start-up of the engine 10, the opening / closing of the throttle valve 76 and the choke valve 82 and the writing of the opening of each valve 76, 82 have been illustrated, but other processing may be executed. Needless to say.

FIG. 1 is an overall view of a control apparatus for a general-purpose internal combustion engine according to a first embodiment of the present invention. It is an enlarged view (sectional drawing) of the carburetor shown in FIG. It is explanatory drawing showing the structure of the electronic control unit and combination switch shown in FIG. It is a flowchart showing the engine stop process etc. which are performed by the electronic control unit shown in FIG. It is explanatory drawing similar to FIG. 3 showing the structure of an electronic control unit and a combination switch among the control apparatuses of the general purpose internal combustion engine which concerns on 2nd Example of this invention. It is explanatory drawing showing the structure of the combination switch of the general purpose internal combustion engine which concerns on a prior art.

Explanation of symbols

10: General-purpose internal combustion engine (engine), 32: Crankshaft (output shaft), 40: Power coil (power generation coil), 94: ECU (electronic control unit), 96, 150: Combination switch (switch), 106: Conductive Line (first conductive line), 118: Conductive line (second conductive line)

Claims (1)

In a control apparatus for a general-purpose internal combustion engine, comprising: an electronic control unit that controls the operation of the general-purpose internal combustion engine; and a power generation coil that generates electric power as the output shaft of the internal combustion engine rotates and supplies an operating current to the electronic control unit.
A first conductive wire for inputting a current generated by the power generation coil to the electronic control unit;
A second conductive line that causes a current input to the electronic control unit via the first conductive line to be output from the electronic control unit and re-input to the electronic control unit;
And a switch that is disposed on the second conductive line, and that conducts or cuts off a current flowing through the second conductive line in accordance with an operation of an operator,
And the electronic control unit executes a stop process of the internal combustion engine when a current input through the second conductive line is interrupted.

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