JP5986062B2 - General-purpose engine control device - Google Patents

Description

  The present invention relates to a general-purpose engine control device, and more particularly to a general-purpose engine control device including an electric actuator that opens and closes a throttle valve that is energized by a power generation coil and disposed in an intake passage.

  Conventionally, in an engine control device having an electric actuator (stepping motor) that opens and closes a throttle valve or the like disposed in an intake passage of the engine, an actual step position of the electric actuator and an ECU (Electronic Control Unit). There has been proposed a technique in which so-called initialization processing is performed to correct a deviation from a step position recognized by (see, for example, Patent Document 1).

  The technique described in Patent Document 1 is to perform an initialization process for an electric actuator that opens and closes an ISC (idle speed control) valve after the engine has stopped.

JP-A-6-307267

  By the way, the initialization process is usually performed immediately after the engine is started or after the engine is stopped. However, in a general-purpose engine that does not have a power source such as a battery, electric power for operating the ECU and the electric actuator necessary for the initialization process is attached to the flywheel. Must be obtained from a generator coil.

  However, since it is difficult to generate a large amount of power from a low rotation (of the flywheel) in a power generation coil, it is necessary to devise measures such as increasing the number of windings of the power generation coil and the number of electromagnetic steel sheets used as iron cores. To get a lot of power. However, as a result, the inconvenience of increasing the weight and cost of the apparatus has occurred.

  Accordingly, an object of the present invention is to provide a general-purpose engine control device that solves the above-described problems and reduces the power supplied to the electric actuator.

  In order to achieve the above object, according to the first aspect of the present invention, a power generation coil, a control means that operates by being energized by the power generation coil, and a throttle valve that is energized by the power generation coil and disposed in the intake passage are provided. An electric actuator that opens and closes, a voltage generation means that generates at least a first voltage and a second voltage that is set higher than the first voltage based on the output of the power generation coil, and the electric actuator according to a command from the control means In a general-purpose engine control device, comprising: an energized voltage supply means for supplying either the first voltage or the second voltage as the energized voltage to the electric actuator. When the detected engine speed is less than a predetermined speed, the first voltage is Energizing voltage control means for controlling the energizing voltage supply means so as to supply the second voltage to the electric actuator when the detected engine speed is equal to or higher than the predetermined speed while being supplied to the electric actuator. It was configured to provide.

  In the control apparatus for a general-purpose engine according to claim 2, the predetermined rotation speed is configured to be a work rotation speed when a work machine connected to the general-purpose engine performs work or a rotation speed in the vicinity thereof. .

  In the general-purpose engine control apparatus according to claim 3, the predetermined rotational speed is configured to be an idle rotational speed or a rotational speed in the vicinity thereof.

  In the general-purpose engine control apparatus according to claim 4, the predetermined rotational speed is configured to be a complete explosion rotational speed at which the start of the general-purpose engine is completed or a rotational speed in the vicinity thereof.

  In the control device for a general-purpose engine according to claim 1, when the engine speed of the general-purpose engine is detected and the detected engine speed is less than a predetermined speed, the first voltage is applied as the energization voltage to the electric actuator. Since the second voltage set higher than the first voltage is supplied to the electric actuator as the energization voltage to the electric actuator when the detected engine speed is equal to or higher than the predetermined speed while being supplied to the electric actuator, When the engine rotational speed is less than the predetermined rotational speed, it is possible to supply the low voltage first voltage to the electric actuator, and to reduce the electric power supplied to the electric actuator. As a result, the number of windings of the power generation coil and the number of electromagnetic steel sheets serving as iron cores can be reduced, and the weight and cost of the apparatus are not increased.

  In the control device for the general-purpose engine according to claim 2, since the predetermined rotation speed is configured to be the work rotation speed when the work implement connected to the general-purpose engine performs work or a rotation speed in the vicinity thereof, In addition to the effects described above, when the engine speed is less than the work speed, a low first voltage is supplied to the electric actuator, while at the time of the work speed, a second voltage set higher than the first voltage is supplied to the electric actuator. The electric actuator can be supplied, and the electric power supplied to the electric actuator can be reduced, and the electric actuator can generate torque necessary for the operation at the time of operation rotation.

  In the control device for the general-purpose engine according to the third aspect, since the predetermined rotational speed is configured to be the idle rotational speed or a rotational speed in the vicinity thereof, in addition to the effect described in the first aspect, the engine rotational speed is When the rotational speed is lower than the idling speed, a low voltage first voltage is supplied to the electric actuator, while when the idling speed is equal to or higher, the second voltage set higher than the first voltage can be supplied to the electric actuator. In addition, the electric actuator can generate torque necessary for work during work rotation while reducing power supplied to the electric actuator.

  In the control device for the general-purpose engine according to claim 4, the predetermined engine speed is configured to be the complete explosion engine speed at which the start of the general-purpose engine is completed or the engine speed in the vicinity thereof. In addition to the effect, when the engine speed is less than the complete explosion speed, a low first voltage is supplied to the electric actuator, and when the engine speed is greater than the complete explosion speed, the second voltage set higher than the first voltage is supplied. Can be supplied to the electric actuator, and while the electric power supplied to the electric actuator is reduced, the electric actuator can generate torque required for the operation at the time of the operation rotation.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing a general-purpose engine control apparatus according to a first embodiment of the present invention. It is explanatory drawing which shows the structure of the electronic control unit shown in FIG. It is a flowchart which shows operation | movement of the electronic control unit shown in FIG. It is a graph which shows the relationship between the engine speed of the general purpose engine shown in FIG. 1, and the electric power which generate | occur | produces in a power generation coil. It is a flowchart which shows operation | movement of the electronic control unit of the control apparatus of the general purpose engine which concerns on 2nd Example of this invention.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments for implementing a general-purpose engine control apparatus according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view generally showing a general-purpose engine control apparatus according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates a general-purpose engine (a general-purpose internal combustion engine; hereinafter simply referred to as “engine”). The engine 10 is an air-cooled four-cycle single-cylinder OHV engine that uses gasoline as fuel, and has an engine displacement of, for example, about 440 cc.

  A single piston 14 is accommodated in a cylinder (cylinder) formed inside the cylinder block 12 of the engine 10 so as to be capable of reciprocating. A cylinder head 16 is attached to an upper portion of the cylinder block 12, and 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 are provided. . An intake valve 24 is provided near the intake port 20, and an exhaust valve 26 is provided near the exhaust port 22.

  A crankcase 30 is attached to the lower part of the cylinder block 12, and a crankshaft 32 is rotatably accommodated therein. The crankshaft 32 is connected to the lower part of the piston 14 via a connecting rod 34. A load (for example, a work machine such as a snow remover or a high pressure washer) 36 is connected to one end of the crankshaft 32, and the engine 10 outputs power to the load 36.

  A flywheel 38, a cooling fan 40, and a start recoil starter 42 are attached to the other end of the crankshaft 32. A power coil (power generation coil) 44 is attached to the crankcase 30 inside the flywheel 38, and a magnet (permanent magnet) 46 is attached to the back surface of the flywheel 38. The power coil 44 and the magnet 46 constitute a multipolar generator and generate an output synchronized with the rotation of the crankshaft 32.

  An exciter coil 48 is attached to the crankcase 30 outside the flywheel 38, and a magnet (permanent magnet) 50 is attached to the surface of the flywheel 38. The exciter coil 48 generates an output every time the magnet 50 passes.

  A camshaft 52 is rotatably accommodated in the crankcase 30 in parallel with the axis of the crankshaft 32 and is connected to and driven by the crankshaft 32 via a gear mechanism 54. The cam shaft 52 includes an intake side cam 52a and an exhaust side cam 52b, and drives the intake valve 24 and the exhaust valve 26 via push rods and rocker arms 56 and 58 (not shown).

  A carburetor 60 is connected to the intake port 20. The carburetor 60 is integrally provided with an intake passage 62, a motor case 64, and a carburetor assembly 66. A throttle valve 68 and a choke valve 70 are disposed in the intake passage 62.

  The motor case 64 houses a throttle electric motor (electric actuator) 72 that drives the throttle valve 68 and a choke electric motor 74 that drives the choke valve 70. The throttle electric motor 72 and the choke electric motor 74 are stepping motors.

  The carburetor assembly 66 receives fuel supplied from a fuel tank (not shown), injects an amount of fuel corresponding to the opening degree of the throttle valve 68 and the choke valve 70, and mixes it with the intake air flowing through the intake passage 62 to generate an air-fuel mixture. To do.

  The generated air-fuel mixture is sucked into the combustion chamber 18 through the intake port 20 and the intake valve 24, and is ignited through the ignition device and burned. Exhaust generated by the combustion is discharged to the outside of the engine 10 through an exhaust valve 26, an exhaust port 22, a silencer (not shown), and the like.

  A throttle opening sensor 76 is disposed in the vicinity of the throttle valve 68 and outputs a signal corresponding to the opening of the throttle valve 68 (hereinafter referred to as “throttle opening”), and a thermistor or the like is provided at an appropriate position of the cylinder block 12. A temperature sensor 78 consisting of is provided to produce an output indicative of the temperature of the engine 10.

  The outputs of the throttle opening sensor 76, the temperature sensor 78, the power coil 44 and the exciter coil 48 are sent to the ECU 84. The ECU 84 includes a microcomputer including a CPU, a ROM, a memory, an input / output circuit, and the like.

  FIG. 2 is an explanatory diagram showing the configuration of the ECU 84.

  As shown in FIG. 2, the ECU 84 converts the output (AC power) of the power coil 44 into a DC power source (12V), and converts the 12V power generated by the rectifier circuit 90 into a 5V power source. A power supply circuit 92 that performs the operation, a NE detection circuit 94 that generates a pulse signal for detecting the engine speed NE based on the output of the power coil 44, a CPU 96 that controls the entire ECU, and an electric motor 72 for the throttle. A motor driver 98 and the like are provided.

  The output (AC power) of the power coil 44 is full-wave rectified by the rectifier circuit 90 and converted into a 12V DC power source, and used as an operating power source (energized voltage) for the electric motor 72 for throttle and the like. The 12V generated by the rectifier circuit 90 is further converted into a 5V DC power by the power circuit 92 and used as an operating power source for the CPU 96 and the like.

  The output of the power coil 44 is also input to the NE detection circuit 94, 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 94 is input to the CPU 96. Since the frequency of the alternating current generated by the power coil 44 is proportional to the rotational speed of the crankshaft 32, the CPU 96 is based on the input pulse signal. The engine speed NE is detected.

  Further, the rotation speed setting volume 100 is connected to the CPU 96. The CPU 96 determines the target opening of the throttle valve 68 and the choke valve 70 based on the output of the rotation speed setting volume 100, the NE detection circuit 94, and the like, and sends a control signal corresponding to the determined target opening to the motor driver 98, etc. And the throttle electric motor 72 and the choke electric motor 74 (only the throttle electric motor 72 is shown in FIG. 2) are operated to open and close the throttle valve 68 and the choke valve 70 to adjust the engine speed NE. Perform governor control.

  The 12V power supply and the 5V power supply generated by the rectifier circuit 90 and the power supply circuit 92 are connected to the power supply terminal of the electric motor 72 for throttle. Specifically, the 12V line 102 and the 5V line 104 are connected in parallel to the power supply terminal of the electric motor 72 for throttle.

  The 12V line 102 is provided with a thyristor 106, and the gate G of the thyristor 106 is connected to the CPU 96. Therefore, while the anode A and the cathode C of the thyristor 106 are non-conductive, the 12V power is not supplied to the power terminal of the electric motor 72 for throttle, but the 5V power is supplied from the 5V line 104. When a predetermined signal (current value) is transmitted to the gate G, the anode A and the cathode C of the thyristor 106 are brought into conduction, and 12V power is supplied to the power terminal of the electric motor 72 for throttle. In this way, by controlling the signal transmitted to the gate G of the thyristor 106 by the CPU 96, the power supplied to the throttle electric motor 72 can be switched from 5V to 12V.

  The above is the configuration of the control device for the engine 10 according to the embodiment of the present invention. Next, the operation of the ECU 84, more specifically, the control of the operating power supplied to the electric motor 72 for throttle will be described.

  FIG. 3 is a flowchart showing the operation of the ECU 84. The illustrated program is executed when the ECU 84 is started by energization by the power coil 44 after the engine is started (the recoil starter 42 is operated and the power coil 44 starts power generation).

  When the ECU 84 is activated, the anode A and the cathode C of the thyristor 106 of the 12V line 102 are in a non-conductive state, so that 5V power is supplied from the 5V line 104 to the power supply terminal of the electric motor 72 for throttle. Therefore, as long as a predetermined signal is transmitted from the CPU 96 to the gate G of the thyristor 106 so that the anode A and the cathode C of the thyristor 106 do not conduct, the throttle electric motor 72 is driven by the 5V power source.

  The flow chart of FIG. 3 will be described below. It is determined whether or not the engine speed NE detected in S (step) 10 is equal to or higher than the complete explosion speed. The complete explosion speed is a speed at which the recoil starter 42 can determine that the start of the engine 10 has been completed, and is set to, for example, 800 rpm.

  When the result in S10 is negative, the process does not proceed until the engine speed NE is determined to be equal to or higher than the complete explosion speed, whereas when the result is affirmative, the process proceeds to S12, and whether the engine speed NE is equal to or higher than the idle speed. Judge whether or not. The idle speed is set to 1400 rpm, for example.

  When the result in S12 is negative, the process does not proceed to the next process until it is determined that the engine speed NE is equal to or higher than the idle speed, whereas when the result is affirmative, the process proceeds to S14 and electronic governor control is executed. Electronic governor control means that the throttle opening is controlled so as to keep the engine speed NE at the target speed.

  Next, in S16, it is determined whether or not the engine speed NE is equal to or higher than the work speed. The work rotation speed is the rotation speed when the work machine connected to the engine 10 performs work, and is set to, for example, 3000 rpm.

  When the result in S16 is negative, the process returns to S14. When the result is affirmative, the process proceeds to S18, and a predetermined signal (voltage switching command) is transmitted to the gate G of the thyristor 106. As a result, the anode A and the cathode C of the thyristor 106 are brought into conduction, and the 12 V power is supplied to the throttle electric motor 72. As described above, when the engine speed NE becomes equal to or higher than the work speed, the operating voltage supplied to the throttle electric motor 72 is switched from 5V to 12V. A suitable torque can be generated.

  Next, in S20, it is determined whether or not the engine 10 has been stopped, that is, whether or not it has been detected that an engine switch (not shown) has been turned off. When the result in S20 is negative, the process returns to the process at S14 and the electronic governor control is continued, whereas when the result is affirmed, the process is terminated.

  FIG. 4 is a graph showing the relationship between the engine speed NE and the electric power generated in the power coil 44.

  A curve indicated by a broken line in FIG. 4 is a graph showing the relationship between the engine speed NE and the electric power generated in the power coil 44 when the voltage supplied to the electric motor 72 for throttle is fixed at 12V (prior art).

  When the throttle electric motor 72 is driven with the voltage value fixed as in the prior art, the voltage value needs to be set in accordance with the maximum required torque, that is, the torque at the time of work rotation. That is, it is necessary to set the voltage value so that a necessary torque can be obtained at the time of work rotation. Therefore, as shown in the figure (broken line), the amount of intake air is large even in idling rotation that does not require as much torque as the work rotation (specifically, the intake air amount is substantially proportional to the load of the engine 10). Therefore, the air resistance due to the intake air applied to the throttle valve 68 connected to the throttle electric motor 72 is also small during idle rotation and large during work rotation, so the required torque required for the throttle electric motor 72 The power coil 44 generates power enough to generate a torque required for work rotation, while the power coil 44 increases the engine speed NE. Due to the increased output, it generates more power than the power that generates the required torque during actual work rotation.This extra power ΔWa generated during the work rotation is wasted power and is consumed by heat radiation by the thyristor 106 or the like.

  On the other hand, the curve shown by the solid line in FIG. 4 is a graph showing the relationship between the engine speed NE of the control device according to the present invention and the electric power generated in the power coil 44. As described above, as shown in FIG. Since the voltage supplied to the motor 72 is switched in accordance with the engine speed NE, the power coil 44 generates less electric power than the prior art during idle rotation, while it corresponds to the required torque during work rotation. Just generate power. However, no wasted power is generated at the time of rotating the work as in the prior art.

  Thus, since the required torque required at the time of idle rotation is smaller than the required torque required at the time of work rotation, a large amount of electric power is not required for generating the torque required at the time of work rotation at the time of idle rotation. Therefore, 5V power is supplied to the electric motor 72 for the throttle until the engine speed NE reaches the work speed or a speed in the vicinity thereof, and the engine speed NE becomes the work speed or the speed in the vicinity thereof. When it became, 12V power was supplied. As a result, as shown in the figure (solid line), power can be reduced at the time of complete explosion rotation immediately after engine startup or at idle rotation, and power corresponding to the necessary torque can be supplied during operation rotation to generate the necessary torque. On the other hand, no wasted power is generated.

  Therefore, since the control device for the engine 10 according to the present invention can use the power coil 44 having a smaller power generation output, an increase in weight and cost due to an increase in the number of windings and the number of electromagnetic steel sheets serving as iron cores. Up can be suppressed. Moreover, since no wasteful power is generated, wasteful heat dissipation by the ECU 84 can be suppressed. Even if the power coil 44 having a small power generation output is used, if the engine speed NE increases, the power generation output also increases accordingly. For example, during work rotation, the electric power corresponding to the required torque is supplied to the electric motor 72 for the throttle. can do.

  As described above, in the first embodiment of the present invention, the power generation coil (power coil) 44, the control means (CPU) 96 operated by being energized by the power generation coil, and the power generation coil being energized. Based on the output of the electric actuator (throttle electric motor) 72 that opens and closes the throttle valve 68 disposed in the intake passage 62 and the output of the power generation coil, at least the first voltage (for example, 5 V) is set higher than the first voltage. In addition, the voltage generation means (rectifier circuit 90, power supply circuit 92) for generating a second voltage (for example, 12V) and the energization voltage (operating power supply) to the electric actuator according to the command (voltage switching command) of the control means A general-purpose energy supply unit including an energized voltage supply means (thyristor) 106 for supplying either the first voltage or the second voltage to the electric actuator. In the control device for the gin (engine) 10, the control means includes engine speed detection means (power coil 44, NE detection circuit 94, CPU 96) for detecting the engine speed NE of the general-purpose engine, and the detected engine. When the rotational speed is less than a predetermined rotational speed, the first voltage is supplied to the electric actuator, while when the detected engine rotational speed is equal to or higher than the predetermined rotational speed, the second voltage is supplied to the electric actuator. As described above, the power supply voltage control means (CPU 96, S16, S18) for controlling the power supply voltage supply means is provided. Therefore, when the engine speed NE is less than the idle speed, for example, 5V power is supplied to the electric actuator 72. And power supplied to the electric actuator 72 can be reduced.As a result, the number of windings of the power coil 44 and the number of electromagnetic steel sheets serving as iron cores can be reduced, and the weight and cost of the apparatus are not increased.

  Further, since the predetermined rotational speed is configured as the working rotational speed when the working machine connected to the general-purpose engine performs work or the rotational speed in the vicinity thereof (S16), the engine rotational speed NE is set as the working rotational speed. When the power is less than, for example, 5V power is supplied to the electric actuator 72, while 12V power can be supplied to the electric actuator 72 at the time of work rotation. Necessary torque can be generated in the electric actuator 72.

  FIG. 5 is a flowchart showing the operation of the ECU 84 of the general-purpose engine control apparatus according to the second embodiment.

  A general-purpose engine control apparatus according to a second embodiment will be described with reference to FIG.

  The description will be focused on the difference from the first embodiment. In the second embodiment, the power supplied to the electric motor for throttle is switched when the engine speed NE exceeds the idle speed. did.

  The flow chart of FIG. 5 will be described below. In S100 to S102, the same processing as S10 to S12 of the flow chart of FIG. 3 of the first embodiment is performed. A predetermined signal (voltage switching command) is transmitted to As a result, the anode A and the cathode C of the thyristor 106 are brought into conduction, and 12V power is supplied to the throttle electric motor 72. Accordingly, when the engine rotational speed NE becomes equal to or higher than the idle rotational speed, the drive voltage supplied to the throttle electric motor 72 is switched from 5V to 12V, and thereafter the throttle electric motor 72 is driven at 12V.

  Thus, since the voltage supplied to the electric motor for throttle 72 is switched to 12V when the engine speed NE becomes equal to or higher than the idle speed, the working speed or Driving throttle electric motor 72 at 5 V up to the rotation speed in the vicinity is effective when a necessary torque is insufficient between the idle rotation speed and the work rotation speed.

  Therefore, for the same reason, for example, when the necessary torque is insufficient between the complete explosion speed and the idle speed, when the engine speed NE becomes equal to or higher than the complete explosion speed, the electric actuator 72 for throttle is used. The supplied voltage may be switched from 5V to 12V.

  Next, the process proceeds to S106 to execute electronic governor control, and then the process proceeds to S108 to determine whether or not the engine 10 has been stopped, that is, whether or not it has been detected that an engine switch (not shown) has been turned off. When the result in S108 is negative, the process returns to the process at S106 to continue the electronic governor control, while when the result is affirmative, the process is terminated.

  As described above, in the second embodiment of the present invention, the predetermined rotational speed is configured to be the idle rotational speed or a rotational speed in the vicinity thereof (S102). Therefore, the engine rotational speed NE is set to the idle rotational speed. If it is less than 5V, 5V power is supplied to the electric actuator 72, while if it is equal to or higher than the idling speed, 12V power can be supplied to the electric actuator 72. In some cases, the electric actuator 72 can generate torque necessary for the work.

  Further, since the predetermined rotational speed is configured to be a complete explosion rotational speed at which the start of the general-purpose engine is completed or a rotational speed in the vicinity thereof, when the engine rotational speed NE is less than the complete explosion rotational speed, the 5V power source is electrically driven. While supplying to the actuator 72, when the complete explosion speed is exceeded, it becomes possible to supply 12V power to the electric actuator 72, reducing the electric power supplied to the electric actuator 72 and providing the torque required for the work during the work rotation. It can be generated by the electric actuator 72.

  Since the remaining configuration and effects are the same as those of the first embodiment, description thereof is omitted.

  As described above, in the first and second embodiments, the power generation coil (power coil) 44, the control means (CPU) 96 that operates by being energized by the power generation coil, and the intake air that is energized by the power generation coil. An electric actuator (throttle electric motor) 72 that opens and closes the throttle valve 68 disposed on the path 62, and at least a first voltage (for example, 5V) and higher than the first voltage are set based on the output of the power generation coil. Voltage generating means (rectifier circuit 90, power supply circuit 92) for generating a second voltage (for example, 12V), and the first energization voltage (operating power supply) to the electric actuator according to a command (voltage switching command) of the control means General-purpose engine provided with energized voltage supply means (thyristor) 106 for supplying either the voltage or the second voltage to the electric actuator In the control device of the (engine) 10, the control means includes engine speed detection means (power coil 44, NE detection circuit 94, CPU 96) for detecting the engine speed NE of the general-purpose engine, and the detected engine speed. When the number is less than a predetermined number of revolutions, the first voltage is supplied to the electric actuator, and when the detected engine speed is equal to or greater than the predetermined number of revolutions, the second voltage is supplied to the electric actuator. And an energizing voltage control means (CPU 96, S16, S18) for controlling the energizing voltage supply means.

  The predetermined rotational speed is configured to be the working rotational speed when the working machine connected to the general-purpose engine performs work or a rotational speed in the vicinity thereof (S16).

  In the second embodiment, the predetermined rotational speed is configured to be the idle rotational speed or a rotational speed in the vicinity thereof (S102).

  The predetermined rotational speed is configured to be a complete explosion rotational speed at which the start of the general-purpose engine is completed or a rotational speed in the vicinity thereof.

  In the embodiment, the voltage supplied to the throttle electric motor 72 is switched from 5V to 12V. However, the low voltage side is not necessarily limited to 5V, and the high voltage side is not limited to 12V, and other values are used. May be. Further, the switching of the voltage is not 5V to 12V, but may be performed in three or more steps according to the engine speed NE, for example, 5V → 8V → 12V. By doing in this way, generation | occurrence | production of useless electric power can be reduced further.

  Further, in the embodiments, the engine 10 has been shown with specific numerical values for the displacement, the complete explosion speed, the idle speed, the work speed, etc., but these numerical values are illustrative and not limited.

  10 engine (general purpose engine), 44 power coil (power generation coil), 68 throttle valve, 72 electric motor for throttle (electric actuator), 76 throttle opening sensor, 84 ECU (electronic control unit), 90 rectifier circuit, 92 power circuit 94 NE detection circuit, 96 CPU, 106 thyristor

Claims (4)

  Based on the output of the power generation coil, the control means that operates by being energized by the power generation coil, the electric actuator that is energized by the power generation coil and opens and closes the throttle valve disposed in the intake passage, A voltage generating means for generating a voltage and a second voltage set higher than the first voltage; and according to a command from the control means, either the first voltage or the second voltage as the energization voltage to the electric actuator In the general-purpose engine control device including an energization voltage supply means for supplying to the electric actuator, the control means includes an engine speed detection means for detecting an engine speed of the general-purpose engine, and the detected engine speed is When the number of revolutions is less than the predetermined number of rotations, the first voltage is supplied to the electric actuator, while the detection is performed. A general-purpose engine control device comprising: energized voltage control means for controlling the energized voltage supply means so as to supply the second voltage to the electric actuator when the engine speed is equal to or higher than the predetermined speed. .   The general-purpose engine control device according to claim 1, wherein the predetermined rotational speed is a working rotational speed when a working machine connected to the general-purpose engine performs work or a rotational speed in the vicinity thereof.   2. The general-purpose engine control device according to claim 1, wherein the predetermined rotational speed is an idle rotational speed or a rotational speed in the vicinity thereof.   2. The general-purpose engine control device according to claim 1, wherein the predetermined rotational speed is a complete explosion rotational speed at which the start of the general-purpose engine is completed or a rotational speed in the vicinity thereof.

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