201237260 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種引擎熄火啟動機構，尤指一種適用 於機車引擎之熄火啟動機構。 【先前技術】 >飞機車所排放的廢氣是造成空氣污染及溫室效應的主 要因素之一’而機車在怠速中（如十字路口紅燈暫停）所排放 的廢氣濃度是正常行駛中的好幾倍，因此若要有效防止機 車在怠速中排放廢氣，最好的方法就是將引擎熄火。 此外’礙於環保法規日益嚴苛要求下，各國環保相關 單位逐漸要求汽、機車於等待紅綠燈、塞車、及路邊暫停 等情況下’亦即怠速超過一定時間（如3分鐘）時，必須強制 引擎熄火。因此如何控制引擎於怠速下熄火，俾抑制汽、 機車之氣體排放量、及減少汽油燃料之消耗量，實為各車 輛生產廠商所急欲解決之問題。 般機車熄火方式大多利用錄匙轉動機車鎖頭使引擎 熄火，若要重新啟動引擎時，則必須先以鑰匙反方向轉動 機車鎖頭，再按壓引擎啟動開關才能啟動引擎，對機車騎 乘者而言，在引擎熄火與啟動過程中，右手必須在機車把 手與鎖頭間來回程動，操作上十分繁瑣不便，並非十分理 想。 有些近幾年才上市販賣之機車，則利用噴射引擎的電 子控制單元（Electronic Control Unit : ECU)與偵測機車把手 201237260 是否被握持之握把感知器及量測機車引擎油門開度之油門 感知器電連接，當機車引擎處於熄火狀態時，而握把感知 器偵測到把手被握持及油門感知器量測機車引擎之油門開 度非為零時，控制單元則輸出一訊號以控制啟動馬達運 轉，並使其轉速達到可啟動引擎之門檻轉速，用以發動機 車引擎。亦即，當機車於怠速且引擎熄火之狀態下可運 用握把感知器與油門感知器之偵測訊號而控制啟動馬達運 轉、進而發動引擎。 此種方式雖可較精確判斷並幫助駕駛者完成熄火動 作，但需裝設許多感知器來量測多種不同且又必需判讀之 訊息，使得零組件數量增加，整體機車之成本上升，且對 駕駛者而言，電子控制單元將引擎熄火是突如其來的動 作’並不符合駕駛者直覺意志，並非十分理想。 此外，請參閱圈1及圖2,其分別為習知機車油門把手 之立體圓及移除外套之分解圖，其油門把手之外套9〇内套 設有一具有卡合部95之套管91 ,油門線94之一端則卡合於 卡合部95上，並藉由上半殼體92與下半殼體93將卡合部％ 與部分油門線94包覆於内。有機車業者利用上述習知油門 把手結構，在機車左側之煞車把手上設置有一與機車控制 單元連線之觸控開關，當機車於怠速中，騎乘者可按壓該 觸控開關，控制單元會輸出訊號而使引擎熄火以防止機 車於怠速時排放廢氣，當欲重新啟動時，騎乘者可連續按 壓該觸控開關二次，控制單元則會輸出訊號驅動啟動馬 達，而再次啟動引擎。惟，此種啟動方式，若騎乘者右手 4 201237260 正好轉動機車把手’易於再次啟動時發生 十分理想，尚有改善之空間。 ，亦非 發明人緣因於此，本於積極發明之精神1田 :=問題之引擎熄火啟動機構，幾― 【發明内容】 俾的係在提供—種引擎媳火啟動機構， 2解決機車引擎於熄火後再次啟動時1於發生爆衝之 俥目的係在提供—種引擎熄火啟動機構， υ Α騎乘者手㈣車把手，亦能單手啟動引擎。 述目的，本發明之引擎熄火啟動機構係組設 :=手上，包括有:一外套管、-内套管、-殼體、 油門線及-啟動線。其中’外套管固設有—㈣部及— 反向棘輪；内套管套設於外套管内，並固設有-與外套总 之反向棘輪相互對應之正向棘輪及_卡合部；殼體包括二 2-半殼體及-第二半殼體’殼體包覆反向棘輪與正向 :輪：油門線之-端卡合於内套管之卡合部上； y殼體内。當該外套管往上旋轉—預定角产 時，外套管之頂掣部頂掣啟動線之端緣，另當該外套管： ::;轉時’則帶動内套管-同往下旋轉，進而帶動油門線 )月移。 201237260 上述油門線可穿設於第—半殼體，或是穿設於第二半 殼體；啟動線也是同樣地可穿設 J牙°又於第一半殼體，或是穿設 於第二半殼體。 上述殼趙内可具有二環¢0摊 哀凹槽’二環凹槽可分別容納正 向棘輪與反向棘輪，俾可方便外套管、内套管、及殼體之 相互固定。 上述第-半殼體及第二半殼體可藉由複數鎖固件相互 鎖合固定’進而固定外套管與内套管，俾可方便固定定位。 又’外套管與内套管可同向凸伸出殼體外。 【實施方式】 請參閱圊3、圖4及圖5’其分別為本發明一較佳實施例 之機車上視圖、機車把手之分解圏及殼體分解圖。本實施 例之引擎熄火啟動機構係組設於一機車6〇之把手丨上，包括 有.一外套管10、_内套管20、_殼體3〇、__油門線4〇及 一啟動線50。 如圖所示，外套管10固設有一頂掣部12及一反向棘輪 11 ;内套管20套設於外套管10内，内套管2〇固設有一與外 套管10之反向棘輪11相對應之正向棘輪21及複數卡合部 22(繪於圖6);殼體30係由一第一半殼體32及一第二半殼體 34所組成，殼體30可包覆外套管1〇之反向棘輪丨丨與内套管 2〇之正向棘輪21，油線之一端則卡合於内套管2〇之複數 卡合部22其中之一；而啟動線5〇之一端固設於殼體3〇内， 啟動線50之另一端則連接至啟動裝置55。 201237260 在本實施例中，該油門線4〇及啟動線50皆穿設於第_ 半殼體32。 此外’殼體30内包括有二環凹槽3 1，分別容納内套管 20之正向棘輪21與外套管1〇之反向棘輪Η，且外套管1〇與 内套管20同向凸伸出殼體3〇外，可方便於外套管1〇、内套 管20、及殼體3〇之相互固定。 在本實施例中’第一半殼體32及第二半殼體34係呈半 球狀並藉由複數鎖固件38相互鎖合固定成一殼體3〇，該殼 體30進而固定外套管1〇與内套管2〇。 請參閱圖6係本發明一較佳實施例之外套管與啟動線 作動示意圖，並請一併參閱圖4。當外套管1〇往上旋轉一預 定角度，外套管1〇之頂掣部12會頂掣啟動線5〇端緣之作用 部51。換言之’本實施例於引擎熄火狀態時，騎乘者可旋 轉外套管10往上一預定角度，促使外套管10之頂掣部12頂 掣啟動線50端緣之作用部5丨，啟動線5〇進而輸出一訊號控 制啟動裝置55啟動引擎。藉此，本實施例於啟動引擎時， 因外套管10係往上旋轉，此時外套管1〇不會往下旋轉而帶 動油門線40，故可解決機車引擎於熄火後再次啟動時易 發生爆衝之問題；且騎乘者也不需手握煞車把手亦能單 手啟動引擎。 。月再參閱圖7係本發明一較佳實施例之内套管與油門 線作動:意圖，並請·併參閱圖4。#外套fi峰下旋轉， 則外套官1G利用其反向棘輪⑽内套管2()之正向棘輪川目 互嘲合’故外套管10可帶動内套管20-同往下旋轉，而油 201237260 緣之卡合塊41係卡合於内套㈣之卡合部22,故 下旋轉時，可進而帶動油門線40滑移，進而 =制油門大小’此即為習知之油門結構作動方式，不^ 上述實施例僅係為了方便說明而舉例而已，本發明所 主張之權㈣圍自應以中請專利範圍所述為準而非僅限 於上述實施例》， 【圖式簡單說明】 圖1係習知機車油門把手之立體圓。 圖2係習知機車油門把手移除外套之分解圖。 圖3係本發明一較佳實施例之機車上視圖。 圖4係本發明一較佳實施例之機車把手之分解圖。 圖5係本發明一較佳實施例之機車把手之殼體分解圖。 圖6係本發明一較佳實施例之外套管與啟動線作動示意圖。 圖7係本發明一較佳實施例之内套管與油門線作動示意圖。 【主要元件符號說明】 1 把手 10 外套管 11 反向棘輪 12 頂掣部 20 内套管 21 正向棘輪 22 卡合部 30 殼體 31 環凹槽 32 第一半殼體 34 第一半殼體 38 鎖固件 8 201237260 40 油門線 41 卡合塊 50 啟動線 51 作用部 55 啟動裝置 60 機車 90 外套 91 套管 92 上半殼體 93 下半殼體 94 油門線 95 卡合部201237260 VI. Description of the Invention: [Technical Field] The present invention relates to an engine flameout starting mechanism, and more particularly to a flameout starting mechanism suitable for a locomotive engine. [Prior Art] > Exhaust gas from aircraft vehicles is one of the main factors causing air pollution and the greenhouse effect' while the locomotive emits several times the concentration of exhaust gas during idle speed (such as the red light at the crossroads). Therefore, the best way to effectively prevent the locomotive from emitting exhaust gas at idle speed is to turn off the engine. In addition, due to the increasingly stringent requirements of environmental protection regulations, environmental protection related units in various countries are gradually demanding that steam and locomotives wait for traffic lights, traffic jams, and roadside suspensions, etc., that is, when the idle speed exceeds a certain period of time (such as 3 minutes), it must be mandatory. The engine is off. Therefore, how to control the engine to turn off at idle speed, suppress gas emissions from steam and locomotives, and reduce the consumption of gasoline fuel is an issue that every vehicle manufacturer is eager to solve. Most of the locomotive flameout methods use the key to turn the locomotive lock to turn off the engine. To restart the engine, you must first turn the locomotive lock in the opposite direction of the key, and then press the engine start switch to start the engine, which is for the locomotive rider. In the engine's flameout and start-up process, the right hand must move back and forth between the handlebar and the lock of the locomotive. The operation is very cumbersome and inconvenient, which is not very ideal. Some locomotives that have been on the market in recent years have used the electronic control unit (ECU) of the jet engine and the grip sensor that detects whether the locomotive handle 201237260 is being held and the throttle of the engine throttle opening. The sensor is electrically connected. When the locomotive engine is in the flameout state, and the gripper sensor detects that the handle is gripped and the throttle sensor measures the throttle opening of the locomotive engine to be non-zero, the control unit outputs a signal to control Start the motor and bring it to the threshold of the starter engine for the engine of the engine. That is, when the locomotive is idle and the engine is turned off, the detection signals of the gripper and the throttle sensor can be used to control the starter motor to run, and then the engine is started. Although this method can accurately judge and help the driver to complete the flameout action, many sensors need to be installed to measure a variety of different and necessary information, so that the number of components increases, the cost of the overall locomotive increases, and the driving For example, the electronic control unit's flameout of the engine is a sudden action that does not meet the driver's intuitive will, and is not ideal. In addition, please refer to the circle 1 and FIG. 2, which are respectively an exploded view of the stereoscopic circle of the conventional locomotive throttle handle and the removal of the outer sleeve, and the outer sleeve 9 of the throttle handle is sleeved with a sleeve 91 having a engaging portion 95. One end of the throttle line 94 is engaged with the engaging portion 95, and the engaging portion % and the partial throttle line 94 are covered by the upper housing half 92 and the lower housing half 93. The organic vehicle manufacturer uses the above-mentioned conventional throttle handle structure to provide a touch switch connected to the locomotive control unit on the brake handle on the left side of the locomotive. When the locomotive is in idle speed, the rider can press the touch switch, and the control unit will The output signal causes the engine to be turned off to prevent the locomotive from emitting exhaust gas when idling. When the vehicle is to be restarted, the rider can continuously press the touch switch twice, and the control unit outputs a signal-driven starter motor to start the engine again. However, this kind of starting method, if the rider's right hand 4 201237260 just turns the locomotive handle ‘easy to start again, it is ideal, there is room for improvement. It is not the inventor's reason for this. It is based on the spirit of active invention. 1 Field: = The engine of the problem is turned off, and several parts are invented. When starting again after the flameout, the main reason for the explosion is to provide an engine start-stop mechanism, a rider's hand (four) handle, and one-handed start of the engine. For the purpose, the engine flameout starting mechanism of the present invention is composed of: = hand, including: an outer casing, an inner casing, a - casing, a throttle line and a starting line. Wherein the outer sleeve is fixed with (four) and the reverse ratchet; the inner sleeve is sleeved in the outer sleeve and is fixed with a forward ratchet and a snap portion corresponding to the reverse ratchet of the outer jacket; The two-half-shell and the second-half-shell are covered with a reverse ratchet and a forward: wheel: the end of the throttle line is engaged with the engaging portion of the inner sleeve; y is inside the housing. When the outer sleeve is rotated upwards - when the predetermined angle is produced, the top end of the outer sleeve is at the edge of the starting line of the top line, and when the outer sleeve is: ::; when it is turned, the inner sleeve is driven to rotate downward. In turn, the throttle line is moved to move. 201237260 The above throttle line can be worn in the first half of the housing or in the second half of the housing; the starting line can also be worn in the same manner as the first half or the first half or the first half. Two half shells. The above-mentioned shell may have a two-ring ¢0 pleading groove. The two-ring groove can accommodate the forward ratchet and the reverse ratchet respectively, and the outer casing, the inner sleeve and the casing can be fixed to each other. The first-half-shell and the second-half-shell can be fixed and fixed by a plurality of fasteners to fix the outer sleeve and the inner sleeve, so that the fixing can be conveniently fixed. Further, the outer sleeve and the inner sleeve can protrude from the outside of the housing in the same direction. [Embodiment] Please refer to FIG. 3, FIG. 4 and FIG. 5', respectively, which are a top view of a locomotive, an exploded view of a handlebar of a locomotive, and an exploded view of a casing according to a preferred embodiment of the present invention. The engine flame-extinguishing mechanism of the embodiment is assembled on the handlebar of a locomotive, including an outer casing 10, an inner casing 20, a _ casing 3 〇, a __ throttle line 4 〇, and a starter. Line 50. As shown in the figure, the outer sleeve 10 is fixed with a top portion 12 and a reverse ratchet 11; the inner sleeve 20 is sleeved in the outer sleeve 10, and the inner sleeve 2 is fixedly provided with a reverse ratchet with the outer sleeve 10. 11 corresponds to the forward ratchet 21 and the plurality of engaging portions 22 (shown in FIG. 6); the housing 30 is composed of a first partial housing 32 and a second partial housing 34, and the housing 30 can be covered The reverse ratchet of the outer sleeve 1〇 and the forward ratchet 21 of the inner sleeve 2〇, one end of the oil line is engaged with one of the plurality of engaging portions 22 of the inner sleeve 2〇; and the starting line 5〇 One end is fixed in the casing 3, and the other end of the starting wire 50 is connected to the starting device 55. 201237260 In this embodiment, the throttle line 4〇 and the starting line 50 are all disposed through the first half housing 32. In addition, the housing 30 includes a two-ring groove 31 for receiving the reverse ratchet 21 of the inner sleeve 20 and the opposite ratchet rim of the outer sleeve 1 , respectively, and the outer sleeve 1 同 is convex with the inner sleeve 20 Extending out of the casing 3, it is convenient to fix the outer casing 1〇, the inner casing 20, and the casing 3 to each other. In the present embodiment, the first half-shell 32 and the second half-shell 34 are hemispherical and are fixed to each other by a plurality of fasteners 38 to form a casing 3, which in turn fixes the outer casing 1〇. 2 with the inner sleeve. Please refer to FIG. 6 for a schematic diagram of the operation of the sleeve and the starting line according to a preferred embodiment of the present invention, and please refer to FIG. 4 together. When the outer sleeve 1 is rotated upward by a predetermined angle, the top portion 12 of the outer sleeve 1 swells the action portion 51 of the end edge of the start line 5 . In other words, in the present embodiment, when the engine is in the flameout state, the rider can rotate the outer sleeve 10 to a predetermined angle to urge the top portion 12 of the outer sleeve 10 to act on the end portion of the end line 50 of the starting line 50, the starting line 5 Then, a signal control starting device 55 is output to start the engine. Therefore, in the embodiment, when the engine is started, since the outer casing 10 is rotated upward, the outer casing 1〇 does not rotate downward to drive the throttle line 40, so that the locomotive engine is likely to occur when it is restarted after the flameout. The problem of blasting; and the rider does not need to hold the handlebars to start the engine with one hand. . Referring again to Figure 7, the inner casing and throttle line actuation of a preferred embodiment of the present invention is intended, and please refer to Figure 4. #外套fiThe peak is rotated, then the jacket 1G uses its reverse ratchet (10) inner sleeve 2 () the forward ratchets to sneer at each other's outer casing 10 can drive the inner sleeve 20 - rotates downwards, and Oil 201237260 The edge of the card block 41 is engaged with the engaging portion 22 of the inner sleeve (4). Therefore, when the lower rotation is performed, the throttle line 40 can be further moved to slide, and then the throttle door size is determined, which is the conventional throttle structure actuation mode. The above-mentioned embodiments are merely examples for convenience of explanation, and the claims (4) claimed in the present invention are based on the above-mentioned patent scope and are not limited to the above embodiments, [simplified illustration] 1 is a three-dimensional circle of the locomotive throttle handle. Figure 2 is an exploded view of the conventional locomotive throttle handle removal jacket. 3 is a top view of a locomotive in accordance with a preferred embodiment of the present invention. Figure 4 is an exploded view of the locomotive handle of a preferred embodiment of the present invention. Figure 5 is an exploded view of the handle of the locomotive handle of a preferred embodiment of the present invention. Fig. 6 is a schematic view showing the operation of the sleeve and the starting line in accordance with a preferred embodiment of the present invention. Figure 7 is a schematic view showing the operation of the inner casing and the throttle line in accordance with a preferred embodiment of the present invention. [Main component symbol description] 1 Handle 10 Outer casing 11 Reverse ratchet 12 Top cymbal 20 Inner casing 21 Forward ratchet 22 Engagement portion 30 Housing 31 Ring groove 32 First half housing 34 First half housing 38 Locking hardware 8 201237260 40 Throttle line 41 Engagement block 50 Starting line 51 Actuator 55 Starting device 60 Locomotive 90 Jacket 91 Sleeve 92 Upper half housing 93 Lower half housing 94 Throttle line 95 Engagement