JP2746444B2 - Engine starter - Google Patents

Description

The present invention relates to a starting device for an engine, and more particularly to a mechanism for preventing the starting device from being forcibly driven by the reverse rotation of the engine and destroyed.

(B) Conventional technology The starting mechanism of a conventional four-cycle gasoline engine is
The configuration was as shown in FIGS. 19 to 22.

19 is a side sectional view showing a power transmission state in which a damper 6 'is interposed between the driving member 34 and the large deceleration gear 33, and FIG. 20 is an engagement clutch body when the engine is started.
FIG. 21 is a side view of a state in which the engagement protrusion 34a of the driving member 34 is engaged with 35, and the rotation of the rope 29 or the starter motor 16 is transmitted to the driven member 25, and FIG. 21 is a view of the crankshaft 22 and the driven member 25. FIG. 22 is a side view showing a state where the engine is rotating at a high speed due to an increase in the rotation speed of the engine. It is a side view which shows the inconvenient state which rotates the side.

As shown in FIG. 3, the engagement clutch body 35 is constantly urged by an urging spring 35a to a side where it engages with the engagement projection 34a. The centrifugal force exceeding the urging spring 35a acts on the engagement clutch body 35, and as shown in FIG. 21, the centrifugal force retreats to a position larger in diameter than the rotation outer circumference of the driving member 34.

However, the reverse rotation of the engine is in the low rotation speed region, and the driving member 34 is rotated in the reverse direction because the engagement clutch body 35 is engaged with the engagement projection 34a by the force of the biasing spring 35a. The reverse rotation is a direction in which the one-way clutch 36 interposed between the large reduction gear 33 and the starter wheel 30 is engaged, the rotation cannot be lost, and an excessive load is applied to the rope 29. Destroy it.

Further, the direction in which the one-way clutch 47 interposed between the starter wheel 30 and the starter motor 16 is also engaged,
The reverse rotation cannot be escaped, and in this case also, the reverse rotation at a slight angle requires the starter motor 16 interposed with the gear train that has become the speed increasing gear circuit, and suddenly requires high speed rotation, The drive system and the starter motor 16 are destroyed.

Conventionally, as shown in FIG. 19, a damper 6 'is interposed between the large deceleration gear 33 and the driving member 34. The damper 6' is made of a hard elastic body. The reverse rotation transmitted from the engine side to the driving member 34 is directly passed through the large deceleration gear 33, so that the starter wheel
It was easy to transmit to 30 and starter motor 16.

(C) Problems to be Solved by the Invention The reason why such reverse rotation of the engine occurs is as follows.

First, when the rope 29 is pulled at the time of starting, the inertia force of the flywheel 24 cannot maintain the energy required to surmount the position of the compression top of the cylinder without generating sufficient pulling force. .

Secondly, when the working machine driven by the engine is set and the working machine is suddenly overloaded in the power transmission state and the working machine stops rotating, the engine tries to rotate. During this time, the belt that is transmitting power is in a tension state during this time, and if the engine generates an engine stall due to overload, then the tensioned belt rotates the engine in reverse to release the tension. And so on.

In the present invention, in the low-speed rotation range, the engagement clutch body 35
The urging spring 3 is moved in a direction in which
5a describes a biased starting device, but as another configuration, there is a starting device in which the engagement clutch body and the driving member are engaged only when the starting device is operated. is there.

However, in the case of the engagement method only at the time of starting, when the rope is pulled or when the starter motor 16 is started, the engagement between the engagement clutch body and the driving member is also performed at the same time.
The impact and the load at the time of starting are increased, and it cannot be used for a device that can be started with a light touch starting operation of 350 rpm or less.

The present invention has a configuration in which the engagement clutch body 35 and the drive member 34 are always engaged in the low-speed rotation range of the engine, the impact at the time of starting is small, and the starting mechanism capable of starting at a low speed has the following features. It provides a protection function for the starting device in the vehicle.

(D) Means for Solving the Problem The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

In an engine starter configured to always engage and drive the engine-side engagement clutch body 35 and the starter-side drive member 34 when the rotation speed is equal to or less than a predetermined rotation range, a damper of the starter-side drive member 34 is provided. A damper space is formed between the projecting portion 34b and the damper projecting portion 33a of the large deceleration gear 33, and the damper 6 is disposed while leaving a play space in the damper space. When the motor is stopped and when rotating at high speed, the urging spring 5 is disposed so that the damper projections 34b and 33a are in contact with each other, and the remaining angle α forms a space without the damper 6, and the reverse rotation from the engine side is performed. In the rotation, during the first angle α, the reverse rotation is released by the space, and while the reverse rotation is absorbed in the space of the angle α, the engagement between the engagement clutch body 35 and the engagement protrusion 34a is performed. In order to remove the state, the outer periphery of the shaft 28 of the driving member 34 The reverse rotation preventing cam 1 is loosely fitted via the one-way clutch 2, and the one-way clutch 2 rotates freely in the normal rotation direction of the engine, but is engaged in the reverse rotation direction. If the engine starts to rotate in the reverse direction, the return to the first angle α is absorbed in the space where the damper 6 is not provided, and then the engagement clutch body 35 returns. When performing rotation, the one-way clutch 2 is made unrotatable,
The engagement clutch body 35 rides on the push-up cam surface of the reverse rotation prevention cam 1 so that the engagement state between the engagement clutch body 35 and the drive member 34 is released.

(E) Embodiment FIGS. 1 and 2 are front views of the entire engine showing an embodiment of the present invention, and show an inclined type in which a cylinder center line Q is inclined in an oblique direction with respect to a crankshaft center P. It is a 4-cycle gasoline engine.

A fuel tank 12 is mounted above the engine body 11 immediately above the center P of the crankshaft, and an exhaust silencer 13 is mounted above the cylinder head on the side thereof. A fan case 19 is mounted on one side of the crankshaft center P direction, and a recoil starter 14 is mounted on a further side.

A starter motor 16 is provided between the air cleaner 15 disposed above the center P of the crankshaft and on the side of the cylinder head on the same side as the recoil starter 14, and a battery 17 is further provided below the air cleaner 15. Is attached.

Further, a handle 18 for pulling the starting rope protrudes from an upper side of the recoil starter 14.

FIG. 3 shows the recoil starter 14 and the fan case.
19 shows the internal structure. A flywheel provided with a cooling fan is attached to an end of a crankshaft 22 protruding from the engine body 11.

The driven member 25 has bolts 26
A dish-shaped recoil starter case 27 fixed by
It protrudes into.

At the center of the side surface of the recoil starter case 27, a starter wheel 30 around which a rope 29 is wound is fixed to a shaft portion 28 projecting from the center of the side surface, and the shaft portion 28 and the starter wheel 30 are integrally rotatable. It is said to be.

Further, a large reduction gear 33 and a driving member 34 are engaged with a shaft 32 fixed to an end surface of the shaft portion 28 via a screw 31 via a damper 6 described later so as to engage and rotate integrally. It is loosely fitted.

The drive member 34 and the driven member 25 are linked to each other via an engagement clutch body 35 which is a one-way clutch.

Further, the large deceleration gear 33 and the starter wheel 30 are interlocked with each other via a one-way clutch 36.

An intermediate shaft 37 is supported by bearings at an obliquely upper portion of the center P of the crankshaft shown in FIG. 1, and has a small-diameter intermediate pinion 38 which always meshes with the large reduction gear 33,
Another driven intermediate gear 39 is arranged.

Although the intermediate shaft 37 and the driven intermediate gear 39 are integrated,
A one-way clutch 47 is provided between the intermediate pinion 38 and the intermediate shaft 37.
Is interposed.

The starter motor 16 has a motor body 41 inside a motor case 40 formed integrally with the recoil starter case 27, and a motor shaft protruding from the motor body 41.
A drive pinion 43 is attached to the tip of 42.

The drive pinion 43 meshes with a gear 45 on a driven shaft 44 supported and supported between the motor case 40 and an extension of the recoil starter case 27, and a pinion 46 mounted on the driven shaft 44 also The driven intermediate gear 39 on the shaft 37 meshes with the driven intermediate gear 39.

In the configuration of FIG. 3, when the starter motor 16 is driven, the drive pinion 43 on the motor shaft 42 causes the gears 45 and 46 on the driven shaft 44 and the driven intermediate gear 39 on the intermediate shaft 37 to move.
The rotation is transmitted while being decelerated in the order of the intermediate pinion 38, and further transmitted from the intermediate pinion 38 on the intermediate shaft 37 to the large deceleration gear 33 while being greatly reduced. The rotation is transmitted to the side of the crankshaft 22 via the engagement clutch body 35 therebetween, and the engine is started.

When the engine is in the starting state and the rotation speed exceeds a certain range, the engagement clutch body 35 is swung outward against the urging spring 35a due to centrifugal force, and the engagement portion with the drive member 34 is disengaged. The engagement clutch body 35 is automatically disconnected.

Therefore, the drive member 34 is not rotated from the crankshaft 22 side in the rotation range above a certain rotation speed range.

However, in the low rotation range such as when starting with rope 29,
In a certain case, when the driven member 25 rotates in the reverse direction, the engagement clutch body 35 engages with the drive member 34 and forcibly rotates, thereby destroying each part of the recoil starter 14.

 The present invention has improved this point.

When starting with the starter motor 16, the one-way clutch 47 is in a continuous state,
Is a one-way clutch that does not transmit power from the large reduction gear 33 to the starter wheel 30, so that power is not transmitted to the manual starter wheel 30.

On the other hand, when the puller 18 is pulled to pull out the rope 29, the starter wheel 30 rotates, and this rotation is transmitted from the one-way clutch 36 to the large reduction gear 33, and the crankshaft 22 is further moved from the engagement clutch body 35. It is rotated to start.

At this time, the rotation is transmitted from the large reduction gear 33 to the intermediate pinion 38 meshing therewith, but since the one-way clutch 47 between the intermediate pinion 38 and the intermediate shaft 37 is interposed, the recoil starter 14 When starting with the rope 29 of
The starter motor 16 is not rotated.

Next, the configuration of the present invention will be described with reference to FIGS.

The present invention is different from the conventional configuration of the embodiment shown in FIGS. 19 to 22 in the following points.

First, in a damper space formed between the driving member 34 and the large deceleration gear 33, a damper 6 'conventionally formed of a hard elastic material is fully interposed, but in the present invention, A half width damper 6 is provided in the damper space.
And that the urging spring 5 is provided to bring the damper projection 34b of the drive member 34 into contact with the damper projection 33a of the large reduction gear 33 when the engine is stopped and when the engine is rotating at high speed. is there.

As described above, the damper 6 in the damper space is made of a half elastic body, and the remaining angle α is left as a play space. Therefore, in the reverse rotation from the engine side, only the space between the first angle α is used. The reverse rotation can be escaped by using the starter wheel 30 or starter motor.
Up to 16 parts do not transmit reverse rotation.

However, if a space having an angle α is left in the damper 6, vibration occurs between the damper projection 34b and the damper projection 33a when the engine is stopped or during high-speed rotation. In order to solve the problem, the urging spring 5 is interposed, and the damper protrusion 34b and the damper protrusion 33a are configured to maintain the contact state except for the reverse rotation.

Also, while absorbing the reverse rotation in the space of angle α,
The reverse rotation prevention cam 1 described below releases the engagement state between the engagement clutch body 35 and the engagement projection 34a, and the reverse rotation is performed by the starter wheel 3.
The transmission to 0 and the starter motor 16 is eliminated.

As shown in FIG. 3, the reverse rotation preventing cam 1 is loosely fitted via a one-way clutch 2 to a shaft 32 fixed to a shaft portion 28 of a recoil starter case 27 by a screw 31.

The one-way clutch 2 rotates freely in the normal rotation direction of the engine, but is engaged in the reverse rotation direction, and the one-way clutch 2 is integrated with the recoil starter case 27 to rotate. It has the role of making it impossible.

The reverse rotation preventing cam 1 is engaged by an engagement pin 4a, 4b protruding from the side surface of the driving member 34 through an elongated hole rotatable by a certain angle β. And smaller.

Then, when the engine starts to reversely rotate, as shown in FIG. 11, the engagement clutch body 35 engages with the engagement protrusion 34a of the drive member 34 and starts pushing back while rotating backward. is there.

In the present invention, the push-back up to the initial angle α due to the reverse rotation of the engagement clutch body 35 is absorbed by the gap between the dampers 6, and thereafter, when the engagement clutch body 35 further attempts to return rotation, Since the one-way clutch 2 rotates in the reverse direction, the one-way clutch 2 is integrated with the recoil starter case 27 and starts to engage in the direction, and the reverse rotation prevention cam 1 is fixed. Therefore, the push-up cam surface of the reverse rotation prevention cam 1 in the fixed state. Then, the engagement clutch body 35 rides on and the engagement state between the engagement clutch body 35 and the drive member 34 is released as shown in FIG.

The dimensional configuration is such that the engagement clutch body 35 is always disengaged from the drive member 34 while the engagement pins 4a, 4b move in the slot of the reverse rotation preventing cam 1.

Further, during rotation of the starting operation from the rope 29 or the starter motor 16, the reverse rotation prevention cam 1 is pushed by the engagement clutch body 35 as shown in FIG. The engagement pins 4a and 4b are positioned, and at such a position of the drive member 34 and the reverse rotation prevention cam 1, the pushing cam surface of the reverse rotation prevention cam 1 is retracted behind the engagement protrusion 34a. The engagement state between the engagement clutch body 35 and the drive member 34 does not come off.

In this case, the rotation preventing cam 1 is rotated with the rotation of the driving member 34.
Also need to rotate, but the reverse rotation prevention cam 1 and the shaft
Since the one-way clutch 2 interposed between 32 is free in the normal rotation direction at the time of starting, the one-way clutch 2 rotates in the state shown in FIG.

With this configuration, no further reverse rotation is transmitted.

When the engine is rotating at a high speed in the forward rotation direction, the engagement clutch body 35 is rotated at a position where the driving member 34 does not interfere with the outer periphery of the reverse rotation prevention cam 1 as shown in FIG. Therefore, the reverse rotation prevention cam 1 does not interfere.

In addition, in this configuration, as shown in FIG. 3, since a conventional cantilever state, when a load is applied, it tends to fall down, and a donut is provided on the flywheel side of the large deceleration gear 33 where disengagement has occurred. A fall prevention plate 3 having a shape is arranged, and one end of the fall prevention plate 3 is in contact with the inner surface of the large deceleration gear 33 and is supported in a sliding state to prevent the fall.

On the flywheel side of the fall prevention plate 3, a bearing support plate 3a integrally fixed to the recoil starter case 27 is provided, and the inside of the donut-shaped fall prevention plate 3 is fitted and supported on the bearing support plate 3a. I have.

FIG. 13 shows another embodiment of the mechanism that does not transmit the reverse rotation of the engine to the starting device.

That is, the portion of the driven member 25 attached to the flywheel is divided into two parts to form 25a and 25b. The driven members 25a, 25b
The spacer 7 is interposed therebetween, and the limit clutch plate 9 and the friction plates 10, 10 engaged with the driven member 25a are interposed in a sandwiched state.

Further, an adjustment bolt 8 for providing an appropriate frictional force to the limit clutch plate 9 and the friction plates 10, 10 is provided.

The frictional force adjusted by the adjusting bolt 8 is larger than the starting torque transmitted to the flywheel by the starting device. Conversely, the reverse rotation applied to destroy the fixed starting device by the reverse rotation of the engine. It is configured to be smaller than the breaking torque at the time.

Therefore, when trying to rotate the flywheel by the rope 29 or the starter motor 16 at the time of starting, the friction plate 1
The rotation is transmitted as an integrated unit without slipping between the 0, 10 and the limit clutch plate 9.

However, when a torque enough to destroy the starting device due to reverse rotation of the engine is applied from the engine side to the starting device side, the portion of the limit clutch plate 9 slips and the breaking torque is released.

Next, by finger touch in FIGS. 14 to 18,
A configuration that enables light starting at low rotation will be described.

As is well known, in order to rotate the crankshaft of the engine at the time of starting, it is necessary to survive the compression step near the top dead center of the piston, which requires a very large force.

In order to solve this, it is necessary to forcibly open the exhaust valve or the intake valve to release the compression, and in the present invention, an automatic decompression device that automatically releases the compression at low speed rotation is provided. By using this, the required capacity of the starter motor 16 can be reduced.

Such an automatic decompression device is disclosed in, for example,
There is a centrifugal automatic decompression device as in No. 156976.

This device is a centrifugal weight that is displaced with the rotation of the camshaft, moves the pin in the diameter direction of the shaft, and pushes up the tappet in the direction of decompression with this pin. Since it moves in the release direction, decompression at the time of starting can be obtained without performing any special operation.

Next, FIG. 14 shows an electric circuit of the ignition power supply device used in the present invention.

In the figure, the secondary coil 66 of the ignition coil 65
And the ignition plug 67 are connected in series. On the other hand, at both ends of the primary coil 68, terminals on the collector and emitter sides of the transistor 69 are connected in parallel with the primary coil 68.

Similarly, the anode / cathode end of the thyristor 70 is connected in parallel to both ends of the transistor 69, and furthermore, the thyristor
The anode side of 70 is connected to the base of transistor 69.

Both terminals of the Zener diode 71 are connected in parallel to the anode / cathode side terminal of the thyristor 70, and the anode side of the Zener diode 71 is also connected to the gate terminal of the thyristor 70.

FIG. 15 shows a voltage waveform generated in the primary coil 68.

Voltage generator used in this embodiment is of the flywheel magnet type which generates an AC voltage in accordance with the rotation of the flywheel, the generation voltage is the Zener diode 71, the operating voltage V ₀ following states , A voltage is loaded on the base side of the transistor 69, and the transistor
A current flows between the collector and emitter of 69.

When the generated voltage exceeds the V _0, the voltage to the gate terminal of the thyristor 70 is loaded, a current flows between the anode and cathode of the thyristor 70 (dashed arrow direction in the drawing),
The base voltage of the transistor 69 decreases, and the current flowing between the collector and the emitter of the transistor 69 is cut off.

Therefore, a large secondary voltage is generated in the secondary coil 66,
The ignition plug 67 fires.

As shown in FIG. 15, the voltage generated in the primary coil 68 changes depending on the engine speed. For example, when the engine speed is about 250 rpm, the generated voltage is the operating voltage V of the Zener diode 71. Lower than ₀ .

Therefore, the current flowing through the transistor 69 is not interrupted,
A large voltage cannot be generated in the secondary coil 66.

Therefore, in the present embodiment, a capacitor 72 as shown in the figure is provided in parallel with the Zener diode 71, and a signal for releasing the conduction of the transistor 69 is generated at the peak point P of the voltage due to the conversion of charge and discharge of the capacitor 72. First, the current of the primary side coil 68 is cut to enable ignition.

Next, in order to prevent reverse rotation at the time of low rotation, in the present embodiment, in the flywheel magnet type ignition device, the shape of the iron core 73 around which the ignition coil 65 is wound is changed to the second shape.
The ignition timing at the time of low-speed rotation is retarded by configuring as shown in FIG.

That is, the magnet of the flywheel 24 in FIG.
Opposite lip 75, 7
The U-shaped iron core 73 provided with 6 is fixed, and the ignition coil 65 is wound around the iron core 73.In this embodiment, the length l of the lip 75 located on the rear side in the rotation direction of the flywheel is set. _1, and greater than the length l ₂ of the other lip 76, whereby, the waveform of the generated voltage of the primary coil 68 a
By deforming as shown in FIG. 17, the retard amount at low rotation is made larger than that in FIG.

Then, as shown in FIGS. 14 and 15, the operating voltage
In the case of pulling at about 250 rpm below V ₀ , the peak point P of the voltage is detected and the cutoff signal is generated, but in the waveform of FIG. 17, the peak point P ₁ of the first voltage is detected. Then, two peak points of the peak point P2 of the _second voltage appear.

In this case, when it is cut off at the peak point P ₁ of the first voltage is not yet sufficient retard amount relative to the firing angle theta ₁ at the maximum rotation, the peak point P ₂ of the second voltage It is necessary to take a cutoff signal, thereby increasing the retardation amount at the time of low rotation with respect to the maximum rotation range, Δθ = θ ₂ −θ _1, and a sufficient retardation amount such that the reverse rotation as described above does not occur. Can be taken.

The detection of the peak point P2 of the _second voltage is performed by, for example, a determination unit that determines whether the peak point is the first peak point or the second peak point, and a determination result of the determination unit. Based on the above, it can be easily realized by using a microcomputer provided with control means for generating a cutoff signal of the transistor at the peak point P2 of the _second voltage.

Incidentally, the specific retardation amount Δθ with respect to the maximum rotation performed in the example was 7 degrees.

In order to improve the ignition performance at low revolutions, in this embodiment, the voltage of the secondary coil 66 for igniting the ignition plug 67 is further increased from the conventional 8 KV / 250 rpm, thereby increasing the ignition performance. Improve.

Further, even if the ignition can be performed at a low rotation speed without causing reverse rotation, it is not possible to supply a fuel amount having an appropriate air-fuel ratio into the cylinder from the carburetor during the low rotation speed. If it does, it cannot be ignited.

Therefore, in this embodiment, in order to obtain an appropriate air-fuel ratio sufficient to ignite at a low rotation speed of 350 rpm or less,
The diameter D ₁ of the venturi section 79 of the carburetor 78 as shown in FIG made smaller than the conventional, increases the inflow velocity of this portion, so that occupied reliably performed wicking of fuel from nozzle 80 .

Also, depending on the selection of the proper combination of the take-out position of the air jet 81 and the shape of the nozzle 80, an appropriate air-fuel ratio can be obtained at low revolutions, and it is possible to start reliably even in cold conditions without performing choke operation Becomes

By using such means in combination with all or some of them as appropriate, it is possible to start with a small torque in a low rotation range of 350 rpm or less, and accordingly, the required capacity of the starter motor 16 is reduced. Can be made much smaller and the battery can be made smaller as well.

(F) Effects of the Invention The present invention is configured as described above, and has the following effects.

When a reverse rotation force acts on the engine side, the engine is started when a reverse rotation force acts on the engine side rotating body and the starting device via a one-way clutch mechanism that always meshes when the rotation speed is below a predetermined rotation range. A mechanism is provided to prevent the reverse rotation force from acting on the drive system on the device side, so that when the engine is rotated in the reverse direction due to the reverse rotation that occurs when the engine rotates at a low speed, the start-up becomes a fixed state The problem that excessive torque is applied to the device and the transmission system from the starter motor 16 and the support portion of the rope 29 are broken can be solved.

[Brief description of the drawings]

FIG. 1 is a front view of an entire engine showing an embodiment of the present invention,
2 is a side view, FIG. 3 is a cross-sectional plan view of a recoil starter and a fan case, and FIG. 4 is a damper 6 and an urging spring interposed between an engagement clutch body 35 and a large reduction gear 33. FIG. 5 is a cross-sectional view of the portion 5 at the start of the start, and FIG. 5 also shows a state in which the engagement protrusion 34a of the drive member 34 and the engagement clutch body 35 are in the engaged state immediately after the start of the start operation, and the bias is applied to the damper 6. FIG. 6 is a cross-sectional view showing the state of the spring 5, FIG. 6 is a cross-sectional view showing the state of the damper 6 and the urging spring 5 when the engine is rotating at high speed, and FIG. 7 is a damper 6 at the start of reverse rotation from the engine side.
FIG. 8 is a side view showing the state of the engagement clutch body 35, the engagement projection 34a, and the reverse rotation preventing cam 1 at the start of starting, and FIG. 9 is an engagement clutch. FIG. 10 is a side view when the engine 35 is engaged with the engagement protrusion 34a and the start rotation is started, and FIG. 10 shows a state of the engagement clutch body 35, the engagement protrusion 34a, and the reverse rotation prevention cam 1 when the engine is rotating at a high speed. FIG. 11 is a side view showing the state of the engagement clutch body 35, the engagement projection 34a, and the reverse rotation prevention cam 1 at the start of reverse rotation of the engine, and FIG.
FIG. 13 is a side view showing a state in which the engagement between the engagement clutch body 35 and the engagement protrusion 34a is disengaged by the action of FIG. 13. FIG. 13 shows another embodiment of a mechanism that does not transmit rotation to the starting device at the time of engine reverse rotation Sectional view, FIG. 14 is a power supply circuit diagram of the ignition device of the present invention,
FIG. 15 is a graph showing a change in a generated voltage of an ignition device for igniting by a flywheel magnet system, FIG. 16 is a schematic explanatory view of a flywheel magnet type power generation unit, and FIG. 17 is a power generation device of FIG. FIG. 18 is a vertical cross-sectional view of a main part of the carburetor, and FIG. 19 is a motive power having a damper 6 ′ interposed between a driving member 34 and a large reduction gear 33. Side sectional view showing the transmission state,
FIG. 20 is a side view of a state in which the engagement protrusion 34a of the drive member 34 is engaged with the engagement clutch body 35 at the time of engine start, and the rotation of the rope 29 or the starter motor 16 is transmitted to the driven member 25. FIG. 21 is a side view showing a state in which the crankshaft 22 and the driven member 25 are rotating at a high speed due to an increase in the engine speed, and FIG. FIG. 15 is a side view showing a troublesome state in which the starting device is forcibly rotated by engaging with a portion a. DESCRIPTION OF SYMBOLS 1 ... Reverse rotation prevention cam 2 ... One-way clutch 3 ... Fall prevention plate 4 ... Engagement pin 5 ... Urging spring 6 ... Damper 8 ... Adjustment bolt 9 ... Limit clutch plate 10 ... Friction plate 34 ... Drive member 34a ... Engagement projection 35 ... Engagement clutch body

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02N 15/02 F02N 15/02 N 15/04 15/04

Claims (1)

(57) [Claims] An engine starting device configured to always engage and drive an engagement clutch body on an engine side and a drive member on a starting device side when a rotation speed is equal to or lower than a predetermined rotation range. A damper projection 34b of the drive member 34,
A damper space is formed between the damper projection 33a of the large reduction gear 33, and a damper 6 is disposed in the damper space while leaving a play space. At times, projections for both dampers
The biasing spring 5 for bringing the 34b and 33a into contact with each other is arranged, and the remaining angle α constitutes a space without the damper 6, and in the reverse rotation from the engine side, the space between the first angle α depends on the space. While releasing the reverse rotation and further absorbing the reverse rotation in the space of the angle α, the outer periphery of the shaft 28 of the driving member 34 is disengaged in order to disengage the engagement state between the engagement clutch body 35 and the engagement protrusion 34a. The reverse rotation preventing cam 1 is loosely fitted via the one-way clutch 2, and the one-way clutch 2 rotates freely in the normal rotation direction of the engine, but is engaged in the reverse rotation direction. When the engine starts to rotate in the reverse direction, the push-back to the first angle α is absorbed in the space where the damper 6 is not provided.
When the reverse rotation is performed, the one-way clutch 2 is made non-rotatable, the engagement clutch body 35 rides on the push-up cam surface of the reverse rotation prevention cam 1, and the engagement state between the engagement clutch body 35 and the drive member 34. An engine starting device characterized in that the starting device is detached.