JP4165515B2 - Starter - Google Patents

Description

  The present invention relates to a constant mesh starter in which a pinion gear is always meshed with a gear on an engine side.

Conventionally, a general electromagnetic push-in starter that pushes out the pinion gear and meshes with the ring gear on the engine side is not engaged with the ring gear except at the time of starting. The generated driving force is transmitted from the pinion gear to the ring gear to drive the engine, and after the engine is started, the pinion gear is detached from the ring gear by returning the ignition switch from the START position to the ON position.
In this electromagnetic push-in type starter, even if the engine is stopped before the engine stops (when the engine is coasting), the ring gear on the engine side rotates at high speed, and the pinion gear meshes with the ring gear. It is difficult to restart the engine before it stops.

  On the other hand, there is known an always-meshing starter in which an engine-side ring gear and a starter-side pinion gear are always meshed directly or via an intermediate gear or the like (see Patent Document 1). In this constantly meshing starter, after the engine is driven, the pinion gear does not disengage from the ring gear and is always meshed, so that it can be restarted before the engine stops. Further, in the electromagnetic push-in type starter, a meshing sound is generated when the pinion gear meshes with the ring gear. However, since the meshing sound is not generated in the constant meshing type starter, it is excellent in terms of quietness.

By the way, in the electromagnetic push-in type starter described above, when the ignition switch is in the START position, that is, when the pinion gear is engaged with the ring gear, the engine is completely exploded, and the engine speed exceeds the starter speed. The pinion gear is turned to the ring gear.
Similarly, even in the constant mesh starter, the pinion gear is always meshed with the ring gear. Therefore, when the engine is completely exploded and the engine speed exceeds the starter speed, the pinion gear is rotated to the ring gear.

At this time, the armature of the starter motor has a rotational speed (generally, about a ring gear: about 8 to 15 with respect to a pinion gear: 1 to a ring gear: about 15 to 15). The rotation speed is multiplied by the reduction ratio), which causes the armature to be damaged by centrifugal force.
In order to prevent this, a one-way clutch is provided in the starter or on the ring gear side. The one-way clutch has a function of idling when the engine speed exceeds the starter speed and not transmitting the engine speed to the armature.
JP 2004-225544 A

  However, a one-way clutch that runs idle when the engine speed exceeds the starter speed is engaged when the engine rotates in the reverse direction under certain conditions (described later). In the type starter, the rotational force generated in the reverse rotation direction is transmitted from the engine side to the starter side. As a result, the armature is rotated at the number of revolutions multiplied by the gear ratio (reduction ratio) between the ring gear and the pinion gear (in a starter having an internal reduction gear, the number of revolutions multiplied by the internal reduction ratio). There is a concern that the service life may be reduced and the armature may be damaged by centrifugal force.

  Here, the first of the above certain conditions is swinging when the engine is stopped. In general, when the engine stops, the piston in the cylinder repeatedly stops and finally stops at a stable position. In conjunction with the reciprocating motion of the piston, the crankshaft of the engine swings in the forward rotation direction and the reverse rotation direction. When the swing of the crankshaft is transmitted to the starter side via the pinion gear meshing with the ring gear, the rotational force in the forward rotation direction is not transmitted by the function of the one-way clutch, and as a result, only the rotational force in the reverse rotation direction is obtained. Is transmitted.

  Depending on where the one-way clutch is set, the relationship between the oscillating gear and the gear that transmits only the rotational force in the reverse rotation direction changes, but when considering the torque transmission path, the armature farthest from the engine is Since it is arranged behind the one-way clutch when viewed from the engine side, it is rotated in the reverse rotation direction by swinging when the engine is stopped. The reverse rotation phenomenon of the armature does not occur in the electromagnetic push-in starter in which the pinion gear is detached from the ring gear after the engine is driven, and is limited to the constantly meshing starter in which the pinion gear is always meshed with the ring gear.

  As described above, when an armature reversal phenomenon occurs when the engine is stopped, the brush slides on the commutator every time the engine is stopped, which also affects the brush life. As a result, measures such as increasing the size of the brush are required. It is also conceivable that the sliding sound generated when the brush slides on the commutator gives the user an uncomfortable feeling.

  The second of the above certain conditions is when the engine stalls on a slope start. That is, when the vehicle-side transmission gear is a forward gear on the climbing road, when the vehicle stalls and the vehicle moves backward on the climbing path, the rotational force in the reverse rotation direction is transmitted from the wheels to the engine. At this time, since the one-way clutch is engaged, the rotational force is sequentially transmitted from the ring gear on the engine side to the pinion gear on the starter side → the armature, and the armature is also rotated in the reverse rotation direction. The rotation of the armature is higher than the rotation speed of the wheel due to the final reduction ratio, the transmission ratio, the gear ratio (reduction ratio) between the ring gear and the pinion gear, and the internal reduction ratio of the starter. Is feared to be damaged by centrifugal force.

This second condition can be avoided by stepping on the brake pedal to stop the vehicle from moving backward, or stepping on the clutch pedal of the manual vehicle to cut off the power transmission. This corresponds to the case where the vehicle keeps moving backward.
Also, the armature reversal phenomenon caused by the second condition, like the first condition, requires that a torque transmission path be formed from the engine to the armature even when the engine is stopped. It does not occur in the starter and is limited to a constant mesh starter in which the pinion gear is always meshed with the ring gear.

  The present invention has been made on the basis of the above circumstances, and its purpose is to provide a starter having a function capable of suppressing an armature reversal phenomenon that occurs when the engine is stopped or when the vehicle retreats due to an engine stall. It is to provide.

(Invention of Claim 1)
The present invention includes a starter motor that receives a current to generate a rotational force in an armature, an output shaft to which the rotation of the armature is transmitted, and an engine side gear (referred to as a ring gear) disposed on the output shaft. And a pinion gear that is always meshed with each other, and transmits the rotational force generated in the armature to the ring gear from the pinion gear to drive the engine, allowing the armature to rotate when the engine is driven, A reverse rotation-preventing clutch that restricts the rotation of the armature when a reverse rotational force is transmitted to the armature is provided.

  According to the above configuration, since the rotation of the armature is allowed when the engine is driven, the rotational force generated in the armature can be transmitted from the pinion gear to the ring gear to drive the engine. On the other hand, when the crankshaft swings when the engine is stopped, or when the vehicle reverses due to an engine stalled on a climbing road, the reverse rotation preventing clutch is transmitted when the rotational force in the direction opposite to that when the engine is driven is transmitted to the armature. Since the rotation of the armature is restricted by this, the armature can be prevented from rotating in the direction opposite to that when the engine is driven.

(Invention of Claim 2)
The starter according to claim 1, further comprising a reduction device that is provided between the armature and the output shaft and decelerates the rotation of the armature and transmits the reduced rotation to the output shaft. The armature shaft is arranged on the armature shaft (referred to as an armature shaft), and the rotation of the armature shaft is restricted when the rotational force in the direction opposite to that when the engine is driven is transmitted to the armature shaft via the reduction gear.

  According to the above configuration, since the speed reduction device is provided between the armature shaft and the output shaft, the rotation generated in the armature is reduced by the reduction ratio and transmitted to the output shaft, and the torque increases by the reduction ratio. Is transmitted to the output shaft. Conversely, for the input from the engine side to the starter, the rotation transmitted to the output shaft is increased by the reduction ratio and transmitted to the armature, and the torque is decreased by the reduction ratio and transmitted to the armature.

  Thereby, even when rotation in the reverse direction to that during engine driving is input to the starter from the engine side, the input torque can be reduced by the reduction ratio. As a result, when the reverse rotation prevention clutch is arranged on the armature shaft, even if the allowable torque of the reverse rotation prevention clutch is reduced, the rotation of the armature is restricted and the rotational force in the direction opposite to that during engine driving is stopped. Therefore, the physique of the clutch can be reduced.

(Invention of Claim 3)
The starter according to claim 2, wherein the reverse rotation preventing clutch is disposed between a clutch outer fixed in a non-rotatable manner, a clutch inner provided on the armature shaft, and between the clutch outer and the clutch inner. A clutch member that intermittently transmits torque between the clutch outer and the clutch inner when the engine is driven, allowing the armature shaft to rotate and allowing the armature shaft to rotate via the speed reducer. The clutch member is engaged with the clutch outer and the clutch inner to restrict the rotation of the armature shaft when the rotational force in the direction opposite to that when the engine is driven is transmitted.

  According to the above configuration, when the engine is driven, the clutch member idles and allows the armature shaft to rotate, so that the rotation of the armature is transmitted to the output shaft via the reduction gear, and is arranged on the output shaft. The rotational force can be transmitted from the pinion gear to the ring gear to drive the engine. On the other hand, when a rotational force in the opposite direction to that when the engine is driven is transmitted to the armature shaft through the reduction gear, the clutch member regulates the rotation of the armature shaft, so that the armature is in the direction opposite to that when the engine is driven. It can be prevented from rotating.

(Invention of Claim 4)
The starter according to any one of claims 1 to 3, wherein the starter is provided between the armature and the output shaft. When excessive torque is transmitted from the engine side to the output shaft, the excessive torque is absorbed into the armature. An impact absorbing device that cuts off torque transmission is provided.
In the starter of the present invention in which reverse rotation of the armature can be prevented by the reverse rotation prevention clutch, the reverse rotation of the armature is restricted when rotation in the reverse direction to that during engine driving is input from the engine side. As if it has infinite inertia, there is a concern that a large input torque is generated compared to that which does not restrict the reverse rotation of the armature.

When the above input torque is transmitted to the torque transmission path from the ring gear to the armature shaft, when trying to secure the strength of the components (shaft, gear, etc.) of the torque transmission path so as to withstand the input torque, It is necessary to increase the physique and strength of the component parts.
On the other hand, in the invention according to claim 4, since the shock absorbing device is provided between the armature and the output shaft, when the excessive torque is transmitted from the engine side to the output shaft, the excessive torque is absorbed. Can be absorbed by the device. As a result, it is not necessary to increase the physique and strength of the components of the torque transmission path, and high reliability can be obtained.

(Invention of Claim 5)
5. The starter according to claim 4, wherein the speed reducer according to claim 2 includes a sun gear provided on the armature shaft, an internal gear arranged concentrically with the sun gear, and a planetary gear meshing with both gears. And when the sun gear rotates due to the rotation of the armature, the planetary gear rotates and revolves, and the revolving motion is transmitted to the output shaft.
The shock absorbing device according to claim 4 is a rotating disk that is engaged with an internal gear and is rotatably provided with the internal gear, and a friction plate that is frictionally engaged with the rotating disk and is non-rotatable. When the excessive torque exceeding the stationary torque of the rotating disk obtained by frictional engagement with the friction plate is applied to the internal gear, the rotating disk slides against the friction plate to absorb the excessive torque. It is characterized by that.

According to said structure, a speed reducer functions by the rotation of an internal gear being controlled via an impact-absorbing device. That is, when the sun gear is rotated by the rotation of the armature, the planetary gear rotates and revolves while meshing with the sun gear and the internal gear, and the revolving motion is transmitted to the output shaft.
In addition, if excessive torque exceeding the static torque of the rotating disk used in the shock absorber is applied to the internal gear, the excessive torque applied to the internal gear is absorbed by the rotating disk sliding (rotating) against the friction plate. Is done.

(Invention of Claim 6)
6. The starter according to claim 1, wherein a one-way clutch is disposed integrally with the pinion gear on the output shaft, and the one-way clutch transmits rotation of the output shaft to the pinion gear when the engine is driven. When the rotational speed of the pinion gear exceeds the rotational speed of the output shaft by starting, the torque transmission from the pinion gear to the output shaft is cut off.
According to the above configuration, when the engine is started and the rotation speed of the ring gear exceeds the rotation speed of the output shaft, the torque transmission from the pinion gear to the output shaft is interrupted by the action of the one-way clutch. Is not transmitted to the output shaft, and overrun of the armature can be prevented.

(Invention of Claim 7)
The starter according to any one of claims 1 to 6 is used for an engine automatic stop / restart system that automatically controls stop and restart of the engine.
In the starter of the present invention, the pinion gear does not disengage from the ring gear after the engine is started and is always meshed. Therefore, the starter can be suitably restarted by using the automatic engine stop / restart system.

  In other words, in the electromagnetic push-in starter described in the above-mentioned “Background Art”, the pinion gear is released from the ring gear after the engine is started. On the other hand, in the starter of the present invention, since the pinion gear is always meshed with the ring gear, it is not necessary to push out the pinion gear when the engine is restarted, and the engine can be restarted in a short time. Furthermore, when the engine automatic stop / restart system is adopted, the frequency of armature reversal phenomenon that occurs each time the engine is stopped increases significantly, which affects the brush life and the brush on the commutator. Although the number of times that the sliding sound generated when sliding causes discomfort to the user increases, the starter of the present invention prevents the reverse rotation of the armature, thus eliminating these effects. Can do.

  The best mode for carrying out the present invention will be described in detail with reference to the following examples.

FIG. 1 is a half sectional view of a constant mesh starter 1.
As shown in FIG. 1, the starter 1 according to the first embodiment includes a starter motor 3 that receives energization and generates a rotational force on the armature 2, and a main contact (not shown) provided in the energization circuit of the motor 3. ), The speed reducer 6 that decelerates the rotation of the armature 2 and transmits it to the output shaft 5, the pinion gear 7 supported by the output shaft 5, and the armature 2 opposite to when the engine is driven. The reverse rotation preventing clutch 8 (see FIG. 3) and the like for preventing rotation in the direction.

The motor 3 includes a field magnet configured by arranging a plurality of permanent magnets 10 at equal intervals in the circumferential direction on the inner circumference of a yoke 9 forming a magnetic circuit, and an electric machine arranged rotatably on the inner circumference of the field magnet. When the main contact is closed and controlled by the electromagnetic relay 4, the power is supplied from an in-vehicle battery (not shown). Thus, a rotational force is generated in the armature 2. Note that a field coil can be used instead of the permanent magnet 10 for the field.
The electromagnetic relay 4 has a built-in solenoid (not shown) energized from the battery via a starter relay (not shown), and opens and closes the main contact using an electromagnetic force generated by energizing the solenoid.

  As shown in FIG. 2, the speed reduction device 6 is rotationally restricted via a sun gear 14 formed on a rotating shaft of the armature 2 (hereinafter referred to as an armature shaft 13) and an impact absorbing device 18 described below. This is a well-known planetary gear reduction device including an internal gear 15 and a plurality of planetary gears 16 meshing with both gears 14 and 15. In the reduction gear 6, when the armature 2 rotates in a state where the rotation of the internal gear 15 is constrained, the rotation of the armature 2 is transmitted from the sun gear 14 to the planetary gear 16, and the planetary gear 16 rotates. While revolving around the sun gear 14. The revolution movement of the planetary gear 16 is transmitted to the output shaft 5 via the gear shaft 17 that rotatably supports the planetary gear 16.

As shown in FIG. 2, the shock absorbing device 18 is configured using a center case 20 whose rotation is restricted to the inner periphery of the front housing 19. Specifically, a fixed disk 21 whose rotation is restricted by the center case 20, a rotating disk 22 that is sandwiched between the center case 20 and the fixed disk 21 and engages with the internal gear 15 of the reduction gear 6, The disc 22 is constituted by a disc spring 23 or the like that presses the rotating disc 22 toward the center case 20 (the left side in the figure) via the fixed disc 21. Rotation is restricted by frictional engagement.
When an excessive torque exceeding the stationary torque of the rotating disk 22 is applied to the internal gear 15, the shock absorbing device 18 slides (rotates) the rotating disk 22, so that the internal gear 15 is allowed to rotate and is excessive. Torque can be absorbed.

The output shaft 5 is arranged coaxially with the armature shaft 13, one end side is rotatably supported by the front housing 19 via the bearing 24, and the other end side is connected to the armature shaft 13 via the speed reduction device 6. ing.
The pinion gear 7 is splined to the outer periphery of the output shaft 5 so as to be rotatable integrally with the output shaft 5 and is always meshed with the ring gear 25 of the engine.

  The reverse rotation preventing clutch 8 includes a clutch outer 26 fixed between the center case 20 and the yoke 9 so as not to rotate, a clutch inner 27 provided on the armature shaft 13, and a clutch outer 26 and a clutch inner 27. A clutch roller 29 disposed in a cam chamber 28 (see FIG. 3) formed therebetween, a spring 30 (see FIG. 3) for urging the clutch roller 29 in the narrow direction of the cam chamber 28, and the like. . As shown in FIG. 3A, the cam chamber 28 has a gap formed between the inner peripheral surface of the clutch outer 26 and the outer peripheral surface of the clutch inner 27 on one side in the circumferential direction (right side in the figure). Is formed in a wedge shape that gradually becomes narrower toward the other side, and is formed wider than the roller diameter on one side in the circumferential direction and narrower than the roller diameter on the other side in the circumferential direction.

According to the above configuration, as shown in FIG. 3B, when the clutch inner 27 rotates in the clockwise direction indicated by the arrow in the drawing, the clutch roller 29 moves to one side (wide side) of the cam chamber 28. As a result, the clutch inner 27 is allowed to rotate.
On the other hand, as shown in FIG. 4, when the clutch inner 27 rotates in the counterclockwise direction indicated by the arrow in the figure, the clutch roller 29 moves to the other side (narrow side) of the cam chamber 28, and the clutch outer 26 and the clutch inner are moved. 27, the rotation of the clutch inner 27 is restricted.

  The reverse rotation preventing clutch 8 used in the starter 1 of this embodiment is configured in such a direction that the clutch roller 29 idles and the rotation of the clutch inner 27 is allowed when the engine is driven. That is, when the engine is driven, the rotation of the clutch inner 27 is allowed, so that the rotation of the armature 2 is transmitted to the output shaft 5 via the reduction gear 6. On the other hand, when a rotational force in the direction opposite to that when the engine is driven is transmitted to the armature 2, the clutch roller 29 is locked and the rotation of the clutch inner 27 is restricted, so that the armature 2 is reverse to that when the engine is driven. Prevents rotating in the direction.

Next, the operation of the starter 1 will be described.
When the main contact of the motor 3 is controlled to be closed by the electromagnetic relay 4, the armature 2 is energized from the battery, and a rotational force is generated in the armature 2. When the engine is driven, the clutch roller 29 of the reverse rotation prevention clutch 8 idles, so that the rotation of the armature 2 is not restricted by the reverse rotation prevention clutch 8 and is transmitted to the output shaft 5 via the reduction gear 6. The rotation of the output shaft 5 is transmitted from the pinion gear 7 to the ring gear 25 to drive the engine.

After the engine is started, for example, the ring gear 25 is separated from the crankshaft by a one-way clutch (not shown) provided between the engine crankshaft (not shown) and the ring gear 25 (the rotation of the crankshaft causes the ring gear to rotate). Thus, the engine rotation is not transmitted to the output shaft 5 and the overrun of the armature 2 can be prevented.
Further, when a rotational force in the direction opposite to that when the engine is driven is transmitted from the engine side to the output shaft 5, the rotation of the clutch inner 27 is restricted by the reverse rotation prevention clutch 8, so that the armature 2 is driven when the engine is driven. Rotation in the opposite direction can be prevented.

(Effect of Example 1)
In the starter 1 described in the first embodiment, the direction from the engine side to the output shaft 5 is opposite to that when the engine is driven, such as when the vehicle moves backward due to crankshaft swing or climbing path stall that occurs when the engine stops. When the rotational force is transmitted, the reverse rotation preventing clutch 8 can prevent the armature 2 from rotating in the reverse direction. Thereby, the rotation of the engine is not accelerated by the reduction gear 6 and transmitted to the armature 2, damage to the armature 2 due to centrifugal force can be prevented, and the opportunity for the brush 12 to slide on the commutator 11 is reduced. As a result, the life of the brush 12 can be extended.

  Further, in the first embodiment, since the speed reduction device 6 is provided between the armature shaft 13 and the output shaft 5, the rotational force in the direction opposite to that during engine driving is transmitted from the engine side to the output shaft 5. In addition, the rotational force (input torque) is reduced by the reduction ratio of the reduction gear 6 and transmitted to the armature 2. For this reason, by disposing the reverse rotation preventing clutch 8 on the armature shaft 13, even if the allowable torque of the reverse rotation preventing clutch 8 is reduced, the rotation of the armature 2 is restricted and the direction opposite to that when the engine is driven. Therefore, it is possible to reduce the physique of the clutch.

  Furthermore, in the starter 1 described in the first embodiment, the rotation of the internal gear 15 used in the speed reducer 6 is restricted via the impact absorbing device 18. According to this configuration, when an excessive torque (an excessive torque exceeding the stationary torque of the rotating disk 22) is transmitted from the engine side to the output shaft 5, the excessive torque can be absorbed by the impact absorbing device 18, and therefore output from the ring gear 25. It is not necessary to increase the physique and strength of the components (output shaft 5, pinion gear 7 and the like) used in the torque transmission path to the shaft 5, and high reliability can be obtained.

In the starter 1 described in the first embodiment, since the pinion gear 7 is always meshed with the ring gear 25, an automatic engine stop / restart system (also called an idle stop, an eco-run system, or the like) that automatically controls stop and restart of the engine. ), It is possible to suitably restart the engine.
In this system, the engine is automatically stopped due to a red light or traffic jam, and then the engine is automatically restarted when starting. To increase. When the starter 1 of the first embodiment is adopted in this system, it is not necessary to push out the pinion gear 7 and mesh with the ring gear 25 unlike the conventional electromagnetic push-in type starter, so that the engine can be restarted in a short time. In addition, since the meshing sound between the pinion gear 7 and the ring gear 25 is not generated, it is excellent in terms of quietness.

  Further, when the engine automatic stop / restart system is employed, the frequency of the reverse phenomenon of the armature 2 that occurs each time the engine is stopped is greatly increased, which affects the life of the brush 12 or the commutator 11. Although the number of times that the sliding sound generated when the brush 12 slides gives an unpleasant feeling to the user increases, in the starter 1 of the present invention, the reverse rotation of the armature 2 is caused by the reverse rotation prevention clutch 8. Therefore, the above influence can be eliminated.

  In the first embodiment, the one-way clutch is provided between the crankshaft and the ring gear 25. However, the one-way clutch can be provided on the starter 1 side. For example, a one-way clutch can be disposed integrally with the pinion gear 7 on the output shaft 5. The one-way clutch transmits the rotation of the output shaft 5 to the pinion gear 7 when the engine is driven, and from the pinion gear 7 to the output shaft 5 when the rotation speed of the pinion gear 7 exceeds the rotation speed of the output shaft 5 by starting the engine. By interrupting the torque transmission of the armature 2, overrun of the armature 2 can be prevented.

  Further, as described in the first embodiment, when the one-way clutch is disposed between the crankshaft and the ring gear 25, the pinion gear 7 can be provided integrally with the output shaft 5. That is, in the first embodiment, the pinion gear 7 is provided separately from the output shaft 5 and the pinion gear 7 is splined to the outer periphery of the output shaft 5. However, like the electromagnetic push-in starter, the pinion gear 7 is connected to the output shaft 5. Therefore, it is not necessary to move the pinion gear 7 in the axial direction, so that the pinion gear 7 can be provided integrally with the output shaft 5.

(Example 1) which is a half sectional view of a constant meshing starter. It is an expanded sectional view which shows the structure of a reduction gear, an impact-absorbing device, and a reverse rotation prevention clutch. (A) Partial cross-sectional view of the reverse rotation prevention clutch, (b) Cross sectional view of the reverse rotation prevention clutch showing the operation when the engine is driven. It is sectional drawing of the clutch for reverse rotation which shows an action | operation when an armature rotates to the reverse direction at the time of engine drive.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Starter 2 Armature 3 Starter motor 5 Output shaft 6 Reduction gear (planetary gear reduction gear)
7 Pinion gear 8 Reverse rotation prevention clutch 13 Armature shaft (rotary shaft of armature)
14 sun gear 15 internal gear 16 planetary gear 18 shock absorber 21 fixed disk (friction plate)
22 Rotating disc 25 Ring gear (engine side gear)
26 Clutch outer 27 Clutch inner 29 Clutch roller (clutch member)

Claims (7)

A starting motor that receives energization and generates a rotational force in the armature;
An output shaft to which rotation of the armature is transmitted;
A starter that is disposed on the output shaft and includes a pinion gear that is always meshed with an engine-side gear (referred to as a ring gear), and that transmits a rotational force generated in the armature from the pinion gear to the ring gear to drive the engine. Because
A rotation preventing clutch that allows rotation of the armature when the engine is driven and restricts rotation of the armature when a rotational force in a direction opposite to that when the engine is driven is transmitted to the armature; A characteristic starter. The starter according to claim 1,
A reduction device that is provided between the armature and the output shaft and decelerates the rotation of the armature and transmits it to the output shaft;
The reverse rotation prevention clutch is disposed on a rotating shaft (referred to as an armature shaft) of the armature, and when a rotational force in a direction opposite to that when the engine is driven is transmitted to the armature shaft through the reduction gear. A starter that restricts rotation of the armature shaft. The starter according to claim 2,
The reverse rotation prevention clutch is disposed between a clutch outer fixed in a non-rotatable manner, a clutch inner provided on the armature shaft, and between the clutch outer and the clutch inner, and transmits torque between them. An intermittent clutch member, and when the engine is driven, the clutch member idles between the clutch outer and the clutch inner to allow the armature shaft to rotate, and the armature shaft via the speed reducer When a rotational force in the direction opposite to that when the engine is driven is transmitted to the clutch, the clutch member engages with the clutch outer and the clutch inner to restrict the rotation of the armature shaft. The starter according to any one of claims 1 to 3,
An impact absorbing device that is provided between the armature and the output shaft and absorbs the excessive torque when the excessive torque is transmitted from the engine side to the output shaft, thereby interrupting the torque transmission to the armature. A starter comprising: The starter according to claim 4, wherein
The speed reduction device according to claim 2 includes a sun gear provided on the armature shaft, an internal gear arranged concentrically with the sun gear, and a planetary gear meshing with both gears, When the sun gear is rotated by the rotation of a child, the planetary gear rotates and revolves, and the revolving motion is transmitted to the output shaft.
According to a fourth aspect of the present invention, the shock absorbing device is provided so as to be able to rotate with the internal gear and to rotate together with the internal gear, and to be non-rotatable by frictional engagement with the rotary disk. When the excessive torque exceeding the stationary torque of the rotating disk obtained by frictional engagement with the friction plate is applied to the internal gear, the rotating disk slides on the friction plate. A starter that absorbs the excessive torque. In any starter according to claims 1-5,
A one-way clutch is disposed on the output shaft integrally with the pinion gear. The one-way clutch transmits the rotation of the output shaft to the pinion gear when the engine is driven, and the rotation speed of the pinion gear is increased when the engine is started. A starter that cuts off torque transmission from the pinion gear to the output shaft when the rotational speed of the output shaft is exceeded. The starter according to any one of claims 1 to 6,
A starter used for an engine automatic stop / restart system for automatically controlling engine stop and restart.

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