JP2005105861A

JP2005105861A - Internal combustion engine starting device

Info

Publication number: JP2005105861A
Application number: JP2003337093A
Authority: JP
Inventors: Masahiko Osada; 正彦長田; Yoshikazu Yokochi; 良和横地; Tsutomu Nakamura; 中村　　勉
Original assignee: Denso Corp; Nippon Soken Inc
Current assignee: Denso Corp; Soken Inc
Priority date: 2003-09-29
Filing date: 2003-09-29
Publication date: 2005-04-21

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starter 1 for compensating for voltage drop of a main power supply 2 following the start of a DC motor 3 without increasing the capacity of the main power supply 2 and using a booster means for boosting the main power supply 2. <P>SOLUTION: The starter 1 comprises the DC motor 3 as a compound motor, a capacitor 7 connected in series to a shunt coil 6, and a H-type control device 8 for change-over between a first energizing direction for charging the capacitor 7 and a second energizing direction for discharging the capacitor 7 to the shunt coil 6. Before starting the DC motor 3, it is energized in the first energizing direction, and when starting the DC motor 3, its energizing direction is changed over from the first energizing direction into the second energizing direction by the H-type control device 8. Thus, the starter 1 compensates for voltage drop of the main power supply 2 following the start of the DC motor 3 and secures required torque. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、内燃機関始動装置に関するものである。 The present invention relates to an internal combustion engine starting device.

近年、内燃機関始動装置（以降、スタータと呼ぶ）のトルクや回転数を可変にするため、主電源から電力の供給を受ける分巻コイルにより励磁を行う分巻電動機や複巻電動機をスタータへ用いる検討がなされている。ところで、電動機の電機子コイルには、通電時に数百アンペアもの大電流が流れるため、主電源は、スタータへの通電時に数ボルト程度の電圧降下を生じる。このため、分巻コイルを用いたスタータは、必要なトルクや回転数を得ることができず、小トルクで始動できる小排気量車に使用が限定されている。また、同じ主電源から電力の供給を受ける車両負荷も、電圧降下による影響を受けるため作動を停止させるなどの処置が必要となっている。 In recent years, in order to make the torque and rotation speed of an internal combustion engine starter (hereinafter referred to as a starter) variable, a shunt motor or a multi-turn motor that is excited by a shunt coil that receives power supplied from a main power source is used for the starter. Consideration has been made. By the way, a large current of several hundred amperes flows through the armature coil of the electric motor when energized, so that the main power supply causes a voltage drop of about several volts when the starter is energized. For this reason, the starter using the shunt coil cannot obtain the required torque and rotation speed, and its use is limited to a small displacement vehicle that can be started with a small torque. In addition, a vehicle load that receives power supply from the same main power source is also affected by a voltage drop, so that measures such as stopping the operation are required.

このような問題を解決するため、主電源の容量を大きくしてスタータのトルクおよび車両負荷の作動を確保する方法が考えられるが、コスト的に問題がある。また、ＤＣ／ＤＣコンバータにより電源の電圧を昇圧してキャパシタに充電しておき、必要に応じて放電する方法も考案されている（例えば、特許文献１および特許文献２参照）。しかし、この方法では、ＤＣ／ＤＣコンバータのような昇圧手段が別途必要になる。また、電気自動車のように昇圧手段を予め備えている場合でも、別途スタータと連結されることにより、昇圧手段の主用途において不都合が生じる懸念がある。
特開平１１−３３２０１２号公報特開平１１−３３２０１３号公報 In order to solve such a problem, a method of enlarging the capacity of the main power supply to ensure the operation of the starter torque and the vehicle load can be considered, but there is a problem in terms of cost. In addition, a method has been devised in which a voltage of a power source is boosted by a DC / DC converter to charge a capacitor and then discharged as necessary (see, for example, Patent Document 1 and Patent Document 2). However, this method requires additional boosting means such as a DC / DC converter. Further, even when the booster is provided in advance as in an electric vehicle, there is a concern that inconvenience may occur in the main use of the booster by being connected to the starter separately.
Japanese Patent Laid-Open No. 11-332012 Japanese Patent Laid-Open No. 11-332013

本発明が解決しようとする課題は、主電源の容量を大きくすることもなく、主電源の電圧を昇圧手段により昇圧することもなく、スタータの必要トルクおよび車両負荷の作動を確保することができるスタータを提供することにある。 The problem to be solved by the present invention is that the required torque of the starter and the operation of the vehicle load can be ensured without increasing the capacity of the main power supply and without boosting the voltage of the main power supply by the boosting means. To provide a starter.

〔請求項１の手段〕
請求項１に記載の発明によれば、スタータは、分巻コイルを有する直流電動機と、電機子コイルと並列に接続され、かつ分巻コイルと直列に接続されたキャパシタと、主電源から電力を供給させてキャパシタを充電する第１通電方向とキャパシタから放電させて分巻コイルへ電力を供給する第２通電方向とを切り替える通電方向切替手段とを備える。そして直流電動機の始動前に第１通電方向に通電され、直流電動機の始動時に通電方向切替手段により第１通電方向から第２通電方向へ切り替えられる。
これにより、直流電動機の始動前に分巻コイルを電圧調整抵抗としてキャパシタを充電させることができる。また、直流電動機の始動時にキャパシタから分巻コイルへ放電させることができる。このため、電機子コイルへの通電に伴う主電源の電圧降下を補償して、スタータの必要トルクを確保することができる。 [Means of Claim 1]
According to the first aspect of the present invention, the starter receives power from a DC motor having a shunt coil, a capacitor connected in parallel with the armature coil and connected in series with the shunt coil, and a main power source. An energization direction switching unit that switches between a first energization direction for supplying and charging the capacitor and a second energization direction for discharging the capacitor and supplying power to the shunt coil. Then, the DC motor is energized in the first energizing direction before starting the DC motor, and is switched from the first energizing direction to the second energizing direction by the energizing direction switching means when the DC motor is started.
As a result, the capacitor can be charged using the shunt coil as a voltage adjusting resistor before starting the DC motor. Further, the capacitor can be discharged to the shunt coil when the DC motor is started. For this reason, the voltage drop of the main power supply accompanying energization to the armature coil can be compensated, and the necessary torque of the starter can be ensured.

〔請求項２の手段〕
請求項２に記載の発明によれば、スタータは、第１通電方向に通電させる時間および第１通電方向に流す電流を、内燃機関の状態および主電源の状態に応じて変更することができる。
これにより、内燃機関の状態および主電源の状態に応じて、キャパシタの充電電圧を変更することができる。また、内燃機関の状態および主電源の状態に応じて、充電時間を最短化することもできる。 [Means of claim 2]
According to the second aspect of the present invention, the starter can change the time of energization in the first energization direction and the current flowing in the first energization direction according to the state of the internal combustion engine and the state of the main power source.
Thereby, the charging voltage of the capacitor can be changed according to the state of the internal combustion engine and the state of the main power source. Further, the charging time can be minimized according to the state of the internal combustion engine and the state of the main power source.

〔請求項３の手段〕
請求項３に記載の発明によれば、スタータは、第１通電方向に通電させる時間および第１通電方向に流す電流を、内燃機関始動モードに応じて変更することができる。
これにより、例えば交差点等で自動車が停止した時に内燃機関を自動停止・再始動させるエコランモード、および通常の始動モードなどの各種の内燃機関始動モードに応じて、キャパシタの充電電圧を変更したり、充電の要否を決めたりすることができる。 [Means of claim 3]
According to the third aspect of the present invention, the starter can change the time of energization in the first energization direction and the current flowing in the first energization direction according to the internal combustion engine start mode.
Thereby, for example, according to various internal combustion engine start modes such as an eco-run mode in which the internal combustion engine is automatically stopped and restarted when an automobile stops at an intersection or the like, and a normal start mode, You can decide whether or not to charge.

〔請求項４の手段〕
請求項４に記載の発明によれば、キャパシタの静電容量は、直流電動機への電力供給に伴う主電源の電圧降下を補償できる値である。
これにより、必要以上に高性能なキャパシタを用いずに主電源の電圧降下を補償できる。すなわち、必要以上に高性能なキャパシタを用いずに、必要トルクを得るための分巻コイルへの通電電流を確保できる。また、エコランモードでの再始動時間が遅延するのを防止できる。 [Means of claim 4]
According to the fourth aspect of the present invention, the capacitance of the capacitor is a value that can compensate for the voltage drop of the main power source accompanying the power supply to the DC motor.
Thereby, the voltage drop of the main power supply can be compensated without using a capacitor having higher performance than necessary. That is, an energization current to the shunt coil for obtaining a required torque can be ensured without using a capacitor with higher performance than necessary. Further, it is possible to prevent the restart time in the eco-run mode from being delayed.

〔請求項５の手段〕
請求項５に記載の発明によれば、スタータは、分巻コイルを有する直流電動機と、電機子コイルと並列に接続され、かつ分巻コイルと直列に接続されたキャパシタと、直流電動機以外の車両負荷とキャパシタとを電気的に接続する外部リード線と、主電源から電力を供給させてキャパシタを充電する第１通電方向とキャパシタから放電させて分巻コイルへ電力を供給する第２通電方向およびキャパシタから放電させて外部リード線を通して車両負荷へ電力を供給する第３通電方向とを切り替える通電方向切替手段とを備える。そして、直流電動機の始動前に第１通電方向に通電され、直流電動機の始動時に通電方向切替手段により第１通電方向から第２通電方向および第３通電方向へ切り替えられる。
これにより、直流電動機の始動前に分巻コイルを電圧調整抵抗としてキャパシタを充電させることができる。また、直流電動機の始動時にキャパシタから分巻コイルおよび車両負荷へ放電させることができる。このため、電機子コイルへの通電に伴う主電源の電圧降下を補償して、スタータの必要トルクおよび車両負荷の作動を確保することができる。 [Means of claim 5]
According to the invention described in claim 5, the starter includes a DC motor having a shunt coil, a capacitor connected in parallel with the armature coil and connected in series with the shunt coil, and a vehicle other than the DC motor. An external lead wire for electrically connecting the load and the capacitor; a first energization direction for supplying power from the main power supply to charge the capacitor; a second energization direction for discharging power from the capacitor and supplying power to the shunt coil; Energization direction switching means for switching between a third energization direction for discharging the capacitor and supplying electric power to the vehicle load through the external lead wire. Then, the DC motor is energized in the first energizing direction before starting the DC motor, and is switched from the first energizing direction to the second energizing direction and the third energizing direction by the energizing direction switching means when starting the DC motor.
As a result, the capacitor can be charged using the shunt coil as a voltage adjusting resistor before starting the DC motor. Further, when starting the DC motor, the capacitor can be discharged to the shunt coil and the vehicle load. For this reason, the voltage drop of the main power supply accompanying energization to the armature coil can be compensated, and the required torque of the starter and the operation of the vehicle load can be ensured.

〔請求項６の手段〕
請求項６に記載の発明によれば、スタータは、直流電動機の電機子コイルと並列に接続されたキャパシタと、直流電動機以外の車両負荷とキャパシタとを電気的に接続する外部リード線と、主電源から電力を供給させてキャパシタを充電する第１通電方向と、キャパシタから放電させて外部リード線を通して車両負荷へ電力を供給する第３通電方向とを切り替える通電方向切替手段とを備える。そして、直流電動機の始動前に第１通電方向に通電され、直流電動機の始動時に通電方向切替手段により第１通電方向から第３通電方向へ切り替えられる。
これにより、直流電動機の始動前にキャパシタを充電させて、直流電動機の始動時にキャパシタから車両負荷へ放電させることができる。このため、電機子コイルへの通電に伴う主電源の電圧降下を補償して、車両負荷の作動を確保することができる。 [Means of claim 6]
According to the invention described in claim 6, the starter includes a capacitor connected in parallel with the armature coil of the DC motor, an external lead wire for electrically connecting a vehicle load other than the DC motor and the capacitor, An energization direction switching unit that switches between a first energization direction in which electric power is supplied from the power source to charge the capacitor and a third energization direction in which electric power is discharged from the capacitor and supplied to the vehicle load through an external lead wire is provided. Then, the DC motor is energized in the first energizing direction before starting the DC motor, and is switched from the first energizing direction to the third energizing direction by the energizing direction switching means when the DC motor is started.
As a result, the capacitor can be charged before the DC motor is started and discharged from the capacitor to the vehicle load when the DC motor is started. For this reason, the operation of the vehicle load can be ensured by compensating the voltage drop of the main power supply accompanying the energization of the armature coil.

〔請求項７の手段〕
請求項７に記載の発明によれば、スタータは、第１通電方向に通電させる時間および第１通電方向に流す電流を、車両負荷の状態に応じて変更することができる。
これにより、車両負荷の状態に応じて、キャパシタの充電電圧を変更することができる。また、車両負荷の状態に応じて、充電時間を最短化することもできる。 [Means of Claim 7]
According to the invention described in claim 7, the starter can change the time of energization in the first energization direction and the current flowing in the first energization direction according to the state of the vehicle load.
Thereby, the charging voltage of the capacitor can be changed according to the state of the vehicle load. In addition, the charging time can be minimized according to the state of the vehicle load.

〔請求項８の手段〕
請求項８に記載の発明によれば、スタータは、直流電動機の始動時以外にも、第３通電方向への通電を行わせることができる。
これにより、車両負荷の状態に応じて、随時、車両負荷への通電を行うことができる。 [Means of Claim 8]
According to the eighth aspect of the present invention, the starter can be energized in the third energization direction other than when the DC motor is started.
Thereby, the vehicle load can be energized at any time according to the state of the vehicle load.

主電源の容量を大きくすることもなく、主電源の電圧を昇圧手段により昇圧することもなく、直流電動機の始動に伴う主電源の電圧降下を補償するという課題を、分巻コイルと直列にキャパシタを接続し、スタータの始動前にキャパシタを充電しておき、始動時に通電方向を切り替えて放電することにより解決した。 There is no need to increase the capacity of the main power supply, to boost the voltage of the main power supply by the boosting means, and to compensate for the voltage drop of the main power supply accompanying the start of the DC motor. The capacitor was charged before starting the starter, and the problem was solved by switching the energization direction at the start and discharging.

〔実施例１の構成〕
本実施例のスタータ１の構成を図面に基づいて説明する。本実施例のスタータ１は、内燃機関（図示せず）の始動装置であり、例えば自動車等の車両に搭載されている。スタータ１は、図１に示すごとく、主電源２、主電源２から電力の供給を受けることにより内燃機関を始動するのに必要なトルク（以降、単に必要トルクと呼ぶ）を発生させる直流電動機３、直流電動機３の電機子コイル４への電力供給を開始または停止するリレー５、直流電動機３の分巻コイル６に充電電力を供給するキャパシタ７、キャパシタ７への充電とキャパシタ７からの放電とを切り替えるＨ型制御装置８、直流電動機３、リレ５ー、キャパシタ７、およびＨ型制御装置８などの作動を制御する制御装置９（以降、ＥＣＵ９と呼ぶ）などを備える。 [Configuration of Example 1]
The configuration of the starter 1 of this embodiment will be described with reference to the drawings. The starter 1 of the present embodiment is a starting device for an internal combustion engine (not shown) and is mounted on a vehicle such as an automobile. As shown in FIG. 1, the starter 1 includes a main power source 2 and a DC motor 3 that generates torque necessary for starting an internal combustion engine (hereinafter simply referred to as necessary torque) by receiving power supply from the main power source 2. A relay 5 for starting or stopping power supply to the armature coil 4 of the DC motor 3, a capacitor 7 for supplying charging power to the shunt coil 6 of the DC motor 3, charging to the capacitor 7, and discharging from the capacitor 7 H type control device 8, DC motor 3, relay 5-, capacitor 7, and control device 9 (hereinafter referred to as ECU 9) for controlling the operation of H type control device 8 and the like.

直流電動機３は、電機子コイル４と直列に接続された直巻コイル１０、および電機子コイル４と並列に接続された分巻コイル６が励磁電流の供給を受けることにより、必要トルクを発生させる複巻電動機である。すなわち、直巻コイル１０と分巻コイル６とは、リレー５が閉じているときに極性が同一となるように配置され、直巻コイル１０による起磁力と分巻コイル６による起磁力とが相加わるように接続されている。そして、直巻コイル１０による起磁力と分巻コイル６による起磁力とにより、電機子コイル４が電磁力を得て、必要トルクが発生する。 The DC motor 3 generates a necessary torque by receiving supply of excitation current from a series-wound coil 10 connected in series with the armature coil 4 and a shunt coil 6 connected in parallel to the armature coil 4. It is a compound motor. That is, the series-wound coil 10 and the shunt coil 6 are arranged so that the polarities are the same when the relay 5 is closed, and the magnetomotive force of the series-wound coil 10 and the magnetomotive force of the shunt coil 6 are in phase. Connected to join. The armature coil 4 obtains an electromagnetic force by the magnetomotive force generated by the series-wound coil 10 and the magnetomotive force generated by the shunt coil 6, and necessary torque is generated.

リレー５は、ソレノイド１１への通電により閉じられる常開型マグネットスイッチであり、直巻コイル１０および電機子コイル４への電力供給を開始または停止する。リレー５は、直巻コイル１０および分巻コイル６へ向かう分岐点と直巻コイル１０との間に設けられている。そして、リレー５が閉じられると主電源２から直巻コイル１０および電機子コイル４への電力の供給が始まり、直流電動機３が始動される。 The relay 5 is a normally open magnet switch that is closed by energizing the solenoid 11, and starts or stops the power supply to the series winding coil 10 and the armature coil 4. The relay 5 is provided between the branch point toward the series winding coil 10 and the shunt coil 6 and the series winding coil 10. When the relay 5 is closed, power supply from the main power supply 2 to the series winding coil 10 and the armature coil 4 starts, and the DC motor 3 is started.

キャパシタ７は、コンデンサやバッテリなどの周知の充電手段であり、主電源２から電力の供給を受けて充電され、この充電された電力を分巻コイル６に供給する。なお、本実施例では、キャパシタ７としてコンデンサを用いている。キャパシタ７は、電機子コイル４と並列に接続され、かつ分巻コイル６と直列に接続されている。 The capacitor 7 is a well-known charging unit such as a capacitor or a battery, is charged by receiving power from the main power supply 2, and supplies the charged power to the shunt coil 6. In this embodiment, a capacitor is used as the capacitor 7. The capacitor 7 is connected in parallel with the armature coil 4 and connected in series with the shunt coil 6.

そして、キャパシタ７は、直流電動機３の始動前に主電源２から電力の供給を受けることにより、分巻コイル６を電圧調整抵抗として充電され、この充電された電力は、直流電動機３の始動後に放電される。この放電により、分巻コイル６は直流電動機３の始動前と逆方向に電力の供給を受ける。キャパシタ７の静電容量は、直流電動機３への電力供給に伴う主電源２の電圧降下を補償できる値である。例えば、主電源２の電圧降下を２ボルトとすると、キャパシタ７からの放電による分巻コイル６への通電電流を１０アンペア以上とし、エコランモードでの始動時間を１秒以下とするため、５ファラド以上に設定されている。 The capacitor 7 is charged with the shunt coil 6 as a voltage adjusting resistor by receiving power supply from the main power supply 2 before the DC motor 3 is started. The charged power is supplied after the DC motor 3 is started. Discharged. Due to this discharge, the shunt coil 6 is supplied with electric power in the direction opposite to that before the DC motor 3 is started. The capacitance of the capacitor 7 is a value that can compensate for the voltage drop of the main power supply 2 that accompanies power supply to the DC motor 3. For example, if the voltage drop of the main power supply 2 is 2 volts, the energizing current to the shunt coil 6 due to the discharge from the capacitor 7 is 10 amperes or more, and the start-up time in the eco-run mode is 1 second or less. It is set above.

Ｈ型制御装置８は、キャパシタ７への充電とキャパシタ７からの放電とを切り替える通電方向切替手段である。Ｈ型制御装置８は、トランジスタやリレーなどの制御素子１２、１３、１４、１５、および制御素子１２、１３、１４、１５の１端子が接続されたドライバ１６を備える。なお、本実施例では制御素子１２、１３、１４、１５として、トランジスタを用いている。また、Ｈ型制御装置８は、Ｈ字の中央横線に分巻コイル６およびキャパシタ７を配し、Ｈ字の上下左右の四端に制御素子１２、１３、１４、１５を配した構造を有する。 The H-type control device 8 is energization direction switching means for switching between charging the capacitor 7 and discharging from the capacitor 7. The H-type control device 8 includes a control element 12, 13, 14, 15 such as a transistor or a relay, and a driver 16 to which one terminal of the control element 12, 13, 14, 15 is connected. In the present embodiment, transistors are used as the control elements 12, 13, 14, and 15. The H-type control device 8 has a structure in which a shunt coil 6 and a capacitor 7 are arranged on an H-shaped central horizontal line, and control elements 12, 13, 14, and 15 are arranged at four ends of the upper, lower, left and right sides of the H-shape. .

そして、ドライバ１６からの出力に応じて、制御素子１２、１３、１４、１５の作動が切り替えられ、分巻コイル６およびキャパシタ７への通電方向が切り替えられる。すなわち、主電源２から電力を供給させてキャパシタ７を充電する第１通電方向と、キャパシタ７から放電させて分巻コイル６へ電力を供給する第２通電方向との間で通電方向が切り替えられる。ここで、図２に示すごとく、制御素子１２、１４は、第１通電方向に通電が行われるときに作動し、主電源２→制御素子１２→分巻コイル６→キャパシタ７→制御素子１４の方向に電流が流れる。また、制御素子１３、１５は、第２通電方向に通電が行われるときに作動し、主電源２→制御素子１３→キャパシタ７→分巻コイル６→制御素子１５の方向に電流が流れる。 Then, according to the output from the driver 16, the operation of the control elements 12, 13, 14, 15 is switched, and the energization direction to the shunt coil 6 and the capacitor 7 is switched. That is, the energization direction is switched between a first energization direction in which power is supplied from the main power supply 2 to charge the capacitor 7 and a second energization direction in which the power is supplied from the capacitor 7 to the shunt coil 6. . Here, as shown in FIG. 2, the control elements 12 and 14 are activated when energization is performed in the first energization direction, and the main power source 2 → control element 12 → dividing coil 6 → capacitor 7 → control element 14. Current flows in the direction. The control elements 13 and 15 operate when energization is performed in the second energization direction, and current flows in the direction of the main power source 2 → the control element 13 → the capacitor 7 → the shunt coil 6 → the control element 15.

また、第１通電方向への通電時間はドライバ１６の設定値に応じて決められ、第１通電方向に流す電流はドライバ１６の制御値に応じて決められる。なお、ドライバ１６の設定値および制御値は、キャパシタ７の目標充電電圧（以降、キャパシタ所定電圧と呼ぶ）に応じて決められる。 The energization time in the first energization direction is determined according to the set value of the driver 16, and the current passed in the first energization direction is determined according to the control value of the driver 16. Note that the set value and control value of the driver 16 are determined according to a target charging voltage of the capacitor 7 (hereinafter referred to as a capacitor predetermined voltage).

ＥＣＵ９は、入力装置、出力装置、中央演算処理装置、記憶装置などにより構成される周知のコンピュータである。ＥＣＵ９は、直流電動機３、リレ５ー、キャパシタ７、およびＨ型制御装置８などの作動を制御する。例えば、ＥＣＵ９は、ドライバ１６を介して第１通電方向と第２通電方向との切替を行う。また、スイッチ１７の切替を行うことにより直流電動機３の始動および停止を行う。ここで、スイッチ１７は、ＯＦＦ端子、ＯＮ端子、およびＳＴ端子の３つの端子を有する切替スイッチである。そして、ＯＮ端子が閉じられているときは主電源２とドライバ１６との間が接続され、ＳＴ端子が閉じられているときは主電源２とソレノイド１１、および主電源２とドライバ１６との間が接続される。これにより直流電動機３が始動する。 The ECU 9 is a known computer including an input device, an output device, a central processing unit, a storage device, and the like. The ECU 9 controls operations of the DC motor 3, the relay 5-, the capacitor 7, the H-type control device 8, and the like. For example, the ECU 9 switches between the first energization direction and the second energization direction via the driver 16. In addition, the DC motor 3 is started and stopped by switching the switch 17. Here, the switch 17 is a changeover switch having three terminals: an OFF terminal, an ON terminal, and an ST terminal. When the ON terminal is closed, the main power supply 2 and the driver 16 are connected. When the ST terminal is closed, the main power supply 2 and the solenoid 11 are connected, and the main power supply 2 and the driver 16 are connected. Is connected. As a result, the DC motor 3 is started.

なお、ＥＣＵ９は、内燃機関の状態、主電源２の状態、およびエコランモードまたは通常モードなどの内燃機関始動モードに応じて、ドライバ１６の制御値と設定値とを変更することができる。すなわち、内燃機関の状態、主電源２の状態、およびエコランモードまたは通常モードなどの内燃機関始動モードに応じて、キャパシタ所定電圧を変更することができる。また、ＥＣＵ９は、以下に述べるスタータ１の始動方法を記憶している。 The ECU 9 can change the control value and the set value of the driver 16 according to the state of the internal combustion engine, the state of the main power supply 2, and the internal combustion engine start mode such as the eco-run mode or the normal mode. That is, the capacitor predetermined voltage can be changed according to the state of the internal combustion engine, the state of the main power supply 2, and the internal combustion engine start mode such as the eco-run mode or the normal mode. In addition, the ECU 9 stores a starter start method described below.

〔実施例１の始動方法〕
本実施例のスタータ１の始動方法を、図１ないし図３に基づいて説明する。
例えばエコランモードにおいて内燃機関が停止すると、キャパシタ充電信号がＥＣＵ９に入力される（Ｓｔｅｐ１）。そして、スイッチ１７のＯＮ端子が閉じられて、制御素子１２、１４が作動する（Ｓｔｅｐ２）。これにより、第１通電方向に通電が行われて、主電源２→制御素子１２→分巻コイル６→キャパシタ７→制御素子１４の方向に電流が流れる。そして、ドライバ１６の制御値および設定値に応じてキャパシタ７がキャパシタ所定電圧まで充電される（Ｓｔｅｐ３）。なお、ドライバ１６の制御値および設定値は、キャパシタ充電信号がＥＣＵ９に入力されるまでに、内燃機関の状態、主電源２の状態、および内燃機関始動モードに応じて変更されている。そして、キャパシタ７がキャパシタ所定電圧まで充電されると、制御素子１２、１４の作動が停止する（Ｓｔｅｐ４）。 [Starting Method of Example 1]
A method for starting the starter 1 of this embodiment will be described with reference to FIGS.
For example, when the internal combustion engine stops in the eco-run mode, a capacitor charging signal is input to the ECU 9 (Step 1). Then, the ON terminal of the switch 17 is closed, and the control elements 12 and 14 are activated (Step 2). Thus, energization is performed in the first energization direction, and current flows in the direction of the main power source 2 → the control element 12 → the divided coil 6 → the capacitor 7 → the control element 14. Then, the capacitor 7 is charged up to a predetermined capacitor voltage in accordance with the control value and the set value of the driver 16 (Step 3). Note that the control value and the set value of the driver 16 are changed according to the state of the internal combustion engine, the state of the main power source 2 and the internal combustion engine start mode until the capacitor charging signal is input to the ECU 9. Then, when the capacitor 7 is charged to the capacitor predetermined voltage, the operation of the control elements 12 and 14 is stopped (Step 4).

次に、乗員の操作などにより、内燃機関を始動する始動信号が出力されＥＣＵ９に入力されると（Ｓｔｅｐ５）、制御素子１３、１５が作動して（Ｓｔｅｐ６）、第２通電方向に通電が行われる。この通電により、主電源２→制御素子１３→キャパシタ７→分巻コイル６→制御素子１５の方向に電流が流れ、キャパシタ７から分巻コイル６への放電が行われる。そして、スイッチ１７のＳＴ端子が閉じられてソレノイド１１に通電が行われ、リレー５が閉じられると（Ｓｔｅｐ７）、直流電動機３が始動しスタータ１による内燃機関の始動が行われる。内燃機関が始動すると（Ｓｔｅｐ８）、スイッチ１７が開かれて、ソレノイド１１への通電が停止されてリレー５が開かれる（Ｓｔｅｐ９）。そして制御素子１３、１５の作動が停止する（Ｓｔｅｐ１０）。 Next, when a start signal for starting the internal combustion engine is output by the occupant's operation or the like and is input to the ECU 9 (Step 5), the control elements 13 and 15 are operated (Step 6), and energization is performed in the second energization direction. Is called. By this energization, a current flows in the direction of the main power source 2 → the control element 13 → the capacitor 7 → the divided coil 6 → the control element 15, and the capacitor 7 is discharged to the divided coil 6. When the ST terminal of the switch 17 is closed and the solenoid 11 is energized and the relay 5 is closed (Step 7), the DC motor 3 is started and the starter 1 starts the internal combustion engine. When the internal combustion engine is started (Step 8), the switch 17 is opened, the energization to the solenoid 11 is stopped, and the relay 5 is opened (Step 9). Then, the operation of the control elements 13 and 15 is stopped (Step 10).

〔実施例１の効果〕
本実施例のスタータ１は、直流電動機３が複巻電動機であり、分巻コイル６と直列に接続されたキャパシタ７と、第１通電方向と第２通電方向とを切り替えるＨ型制御装置８とを備える。そして、直流電動機３の始動前に第１通電方向に通電され、直流電動機３の始動時にＨ型制御装置８により第１通電方向から第２通電方向へ切り替えられる。
これにより、直流電動機３の始動前に分巻コイル６を電圧調整抵抗としてキャパシタ７を充電させることができる。また、直流電動機３の始動時にキャパシタ７から分巻コイル６へ放電させることができる。このため、電機子コイル４への通電、すなわち直流電動機３の始動に伴う主電源２の電圧降下を補償して、スタータ１の必要トルクを確保することができる。 [Effect of Example 1]
In the starter 1 of the present embodiment, the DC motor 3 is a double-winding motor, a capacitor 7 connected in series with the shunt coil 6, and an H-type control device 8 that switches between a first energization direction and a second energization direction; Is provided. Then, the DC motor 3 is energized in the first energization direction before the DC motor 3 is started, and is switched from the first energization direction to the second energization direction by the H-type control device 8 when the DC motor 3 is started.
Thereby, the capacitor 7 can be charged with the shunt coil 6 as a voltage adjusting resistor before the DC motor 3 is started. Further, the DC motor 3 can be discharged from the capacitor 7 to the shunt coil 6 when the DC motor 3 is started. For this reason, the required torque of the starter 1 can be ensured by compensating the energization of the armature coil 4, that is, the voltage drop of the main power supply 2 accompanying the start of the DC motor 3.

また、本実施例のスタータ１は、ドライバ１６の設定値（第１通電方向に通電させる時間）および制御値（第１通電方向に流れる電流）を、内燃機関の状態、主電源２の状態、および内燃機関始動モードに応じて変更することができる。
これにより、内燃機関の状態、主電源２の状態、およびエコランモードや通常の始動モードなどの各種の内燃機関始動モードに応じて、キャパシタ７の充電電圧を変更することができる。また、充電時間の最短化を図ることができるとともに、充電の要否を決めることもできる。 In addition, the starter 1 of the present embodiment uses the setting value of the driver 16 (time for energization in the first energization direction) and the control value (current flowing in the first energization direction) as the state of the internal combustion engine, the state of the main power supply 2, And can be changed according to the internal combustion engine start mode.
Thereby, the charging voltage of the capacitor 7 can be changed according to the state of the internal combustion engine, the state of the main power supply 2, and various internal combustion engine start modes such as the eco-run mode and the normal start mode. In addition, the charging time can be minimized, and whether or not charging is necessary can be determined.

さらに、本実施例のキャパシタ７の静電容量は、直流電動機３への電力供給に伴う主電源２の電圧降下を補償できる値である。
これにより、必要以上に高性能なキャパシタを用いずに主電源２の電圧降下を補償できる。すなわち、必要以上に高性能なキャパシタを用いずに、必要トルクを得るための分巻コイル６への通電電流を確保できる。また、エコランモードでの再始動時間が遅延するのを防止できる。 Furthermore, the capacitance of the capacitor 7 of this embodiment is a value that can compensate for the voltage drop of the main power supply 2 that accompanies power supply to the DC motor 3.
Thereby, the voltage drop of the main power supply 2 can be compensated without using a capacitor with higher performance than necessary. That is, it is possible to secure an energization current to the shunt coil 6 for obtaining a required torque without using a capacitor with higher performance than necessary. Further, it is possible to prevent the restart time in the eco-run mode from being delayed.

〔実施例２の構成〕
本実施例のスタータ１の構成を図面に基づいて説明する。なお、実施例１と重複する部分は、図１または図２に示す符号と同一符号を用いる。また、実施例１と重複する説明も省略する。 [Configuration of Example 2]
The configuration of the starter 1 of this embodiment will be described with reference to the drawings. In addition, the same code | symbol as the code | symbol shown in FIG. 1 or FIG. 2 is used for the part which overlaps with Example 1. FIG. Also, the description overlapping with that of the first embodiment is omitted.

本実施例では、図４に示すごとく、分巻コイル６とキャパシタ７との間から外部リード線１８が引き出され、キャパシタ７と車両負荷１９とを電気的に接続している。車両負荷１９は、主電源２から電力の供給を受ける機器であって直流電動機３以外の機器であり、例えば、ナビゲーションまたはオーディオなどのシステムや、ＥＣＵ９などの各種制御装置である。また、車両負荷１９は、図示しない別途のリード線により主電源２と、直接、接続されており、主電源２からの電力供給を開始または停止するスイッチを内蔵している。なお、図４では、車両負荷１９とＥＣＵ９は別体として図示している。また、外部リード線１８には、車両負荷１９からキャパシタ７または分巻コイル６へ向かう逆流を防止するためダイオード２０が備えられている。以上により、車両負荷１９は、主電源２から電力の供給を受けることができるとともに、キャパシタ７からも電力の供給を受けることができる。 In the present embodiment, as shown in FIG. 4, an external lead wire 18 is drawn from between the shunt coil 6 and the capacitor 7, and the capacitor 7 and the vehicle load 19 are electrically connected. The vehicle load 19 is a device that is supplied with electric power from the main power supply 2 and is a device other than the DC motor 3, and is, for example, a system such as navigation or audio, or various control devices such as the ECU 9. Further, the vehicle load 19 is directly connected to the main power source 2 by a separate lead wire (not shown), and has a built-in switch for starting or stopping the power supply from the main power source 2. In FIG. 4, the vehicle load 19 and the ECU 9 are illustrated as separate bodies. In addition, the external lead wire 18 is provided with a diode 20 for preventing a reverse flow from the vehicle load 19 toward the capacitor 7 or the shunt coil 6. As described above, the vehicle load 19 can receive power from the main power supply 2 and can also receive power from the capacitor 7.

また、本実施例では、ドライバ１６からの出力に応じて、第１通電方向と、第２通電方向およびキャパシタ７から放電させて外部リード線１８を通して車両負荷１９へ電力を供給する第３通電方向との間で通電方向が切り替えられる。すなわち、ＥＣＵ９は、ドライバ１６を介して、第１通電方向と第２通電方向および第３通電方向との切替を行う。制御素子１３、１５は、第２通電方向および第３通電方向に通電が行われるときに作動し、主電源２→制御素子１３→キャパシタ７→分巻コイル６→制御素子１５の方向と、主電源２→制御素子１３→キャパシタ７→外部リード線１８→ダイオード２０→車両負荷１９の方向とに電流が流れる。 In the present embodiment, the first energization direction, the second energization direction, and the third energization direction that discharges from the capacitor 7 and supplies power to the vehicle load 19 through the external lead wire 18 in accordance with the output from the driver 16. The energization direction is switched between That is, the ECU 9 switches between the first energization direction, the second energization direction, and the third energization direction via the driver 16. The control elements 13 and 15 operate when energization is performed in the second energization direction and the third energization direction, and the main power source 2 → the control element 13 → the capacitor 7 → the divided coil 6 → the direction of the control element 15, A current flows in the direction of power source 2 → control element 13 → capacitor 7 → external lead 18 → diode 20 → vehicle load 19.

また、直流電動機３の始動は、図４のＡ位置における電圧（ａ電圧と呼ぶ）、すなわち主電源２の電圧とキャパシタ７の電圧の和が、直流電動機３の始動に伴う主電源２の電圧降下を補償できる電圧（Ｖボルトとする）よりも大きくなってから行われる。また、ＥＣＵ９は、内燃機関の状態、主電源２の状態、内燃機関始動モード、および車両負荷１９の状態に応じて、ドライバ１６の制御値と設定値とを変更することができる。すなわち、内燃機関の状態、主電源２の状態、内燃機関始動モード、および車両負荷１９の状態に応じて、キャパシタ所定電圧を変更することができる。また、ＥＣＵ９は、以下に述べるスタータ１の始動方法を記憶している。 Further, the starting of the DC motor 3 is performed by the voltage at the position A in FIG. 4 (referred to as a voltage), that is, the sum of the voltage of the main power supply 2 and the voltage of the capacitor 7 is the voltage of the main power supply 2 accompanying the starting of the DC motor 3. This is performed after the voltage becomes higher than the voltage (V volts) that can compensate for the drop. Further, the ECU 9 can change the control value and the set value of the driver 16 according to the state of the internal combustion engine, the state of the main power supply 2, the internal combustion engine start mode, and the state of the vehicle load 19. That is, the capacitor predetermined voltage can be changed according to the state of the internal combustion engine, the state of the main power supply 2, the internal combustion engine start mode, and the state of the vehicle load 19. In addition, the ECU 9 stores a starter start method described below.

〔実施例２の始動方法〕
本実施例のスタータ１の始動方法を、図４ないし図５に基づいて説明する。
例えばエコランモードにおいて内燃機関が停止すると、キャパシタ充電信号がＥＣＵ９に入力される（Ｓｔｅｐ１１）。そして、スイッチ１７のＯＮ端子が閉じられて、制御素子１２、１４が作動する（Ｓｔｅｐ１２）。これにより、第１通電方向に通電が行われて、主電源２→制御素子１２→分巻コイル６→キャパシタ７→制御素子１４の方向に電流が流れる。そして、ドライバ１６の制御値および設定値に応じてキャパシタ７がキャパシタ所定電圧まで充電される（Ｓｔｅｐ１３）。なお、ドライバ１６の制御値および設定値は、キャパシタ充電信号がＥＣＵ９に入力されるまでに、内燃機関の状態、主電源２の状態、内燃機関始動モード、および車両負荷１９に応じて変更されている。そして、キャパシタ７がキャパシタ所定電圧まで充電されると、制御素子１２、１４の作動が停止する（Ｓｔｅｐ１４）。 [Starting Method of Example 2]
A method for starting the starter 1 of this embodiment will be described with reference to FIGS.
For example, when the internal combustion engine stops in the eco-run mode, a capacitor charging signal is input to the ECU 9 (Step 11). Then, the ON terminal of the switch 17 is closed, and the control elements 12 and 14 are activated (Step 12). Thereby, energization is performed in the first energization direction, and a current flows in the direction of the main power source 2 → the control element 12 → the divided coil 6 → the capacitor 7 → the control element 14. Then, the capacitor 7 is charged up to a predetermined capacitor voltage according to the control value and the set value of the driver 16 (Step 13). The control value and the set value of the driver 16 are changed according to the state of the internal combustion engine, the state of the main power supply 2, the internal combustion engine start mode, and the vehicle load 19 until the capacitor charging signal is input to the ECU 9. Yes. Then, when the capacitor 7 is charged to the capacitor predetermined voltage, the operation of the control elements 12 and 14 is stopped (Step 14).

次に、乗員の操作などにより、内燃機関を始動する始動信号が出力されＥＣＵ９に入力されると（Ｓｔｅｐ１５）、制御素子１３、１５が作動して（Ｓｔｅｐ１６）、第２通電方向と第３通電方向とに通電が行われる。この通電により、主電源２→制御素子１３→キャパシタ７→分巻コイル６→制御素子１５の方向に電流が流れ、キャパシタ７から分巻コイル６への放電が行われる。また、主電源２→制御素子１３→キャパシタ７→外部リード線１８→ダイオード２０→車両負荷１９の方向に電流が流れ、車両負荷１９への放電が行われる。このとき、ａ電圧がＶボルトよりも小さい場合（Ｓｔｅｐ１７でＹＥＳの場合）は、一旦、制御素子１３、１５の作動が停止する（Ｓｔｅｐ１８）。そして、制御素子１２、１４が作動して（Ｓｔｅｐ１９）、再度、第１通電方向に通電が行われキャパシタ７が充電される。その後、制御素子１２、１４の作動が停止して、再度、制御素子１３、１５が作動する（Ｓｔｅｐ１６）。 Next, when a start signal for starting the internal combustion engine is output by the occupant's operation or the like and is input to the ECU 9 (Step 15), the control elements 13 and 15 are operated (Step 16), and the second energization direction and the third energization are performed. Energization is performed in the direction. By this energization, a current flows in the direction of the main power source 2 → the control element 13 → the capacitor 7 → the divided coil 6 → the control element 15, and the capacitor 7 is discharged to the divided coil 6. In addition, a current flows in the direction of the main power source 2 → the control element 13 → the capacitor 7 → the external lead 18 → the diode 20 → the vehicle load 19, and the vehicle load 19 is discharged. At this time, if the voltage a is smaller than V volts (YES in Step 17), the operations of the control elements 13 and 15 are temporarily stopped (Step 18). And the control elements 12 and 14 act | operate (Step 19), and electricity supply is performed again in the 1st electricity supply direction, and the capacitor 7 is charged. Thereafter, the operation of the control elements 12 and 14 is stopped, and the control elements 13 and 15 are activated again (Step 16).

ａ電圧がＶボルト以上の場合（Ｓｔｅｐ１７でＮＯの場合）、スイッチ１７のＳＴ端子が閉じられてソレノイド１１に通電が行われ、リレー５が閉じられる（Ｓｔｅｐ２０）。これにより、直流電動機３が始動しスタータ１による内燃機関の始動が行われる。内燃機関が始動すると（Ｓｔｅｐ２１）、スイッチ１７が開かれて、ソレノイド１１への通電が停止されてリレー５が開かれ（Ｓｔｅｐ２２）、制御素子１３、１５の作動が停止する。 When the voltage a is equal to or higher than V volts (NO in Step 17), the ST terminal of the switch 17 is closed, the solenoid 11 is energized, and the relay 5 is closed (Step 20). Thereby, the DC motor 3 is started and the internal combustion engine is started by the starter 1. When the internal combustion engine is started (Step 21), the switch 17 is opened, the energization to the solenoid 11 is stopped, the relay 5 is opened (Step 22), and the operation of the control elements 13 and 15 is stopped.

〔実施例２の効果〕
本実施例のスタータ１は、直流電動機３が複巻電動機であり、分巻コイル６と直列に接続されたキャパシタ７と、車両負荷１９とキャパシタ７とを電気的に接続する外部リード線１８と、第１通電方向と第２通電方向および第３通電方向とを切り替えるＨ型制御装置８とを備える。そして、直流電動機３の始動前に第１通電方向に通電され、直流電動機３の始動時にＨ型制御装置により第１通電方向から第２通電方向および第３通電方向へ切り替えられる。
これにより、直流電動機３の始動前に分巻コイル６を電圧調整抵抗としてキャパシタ７を充電させることができる。また、直流電動機３の始動時にキャパシタ７から分巻コイル６および車両負荷１９へ放電することができる。このため、電機子コイル４への通電、すなわち直流電動機３の始動に伴う主電源２の電圧降下を補償して、スタータ１の必要トルクおよび車両負荷１９の作動を確保することができる。 [Effect of Example 2]
In the starter 1 of this embodiment, the DC motor 3 is a double-winding motor, the capacitor 7 connected in series with the shunt coil 6, and the external lead wire 18 that electrically connects the vehicle load 19 and the capacitor 7. And an H-type control device 8 that switches between the first energization direction, the second energization direction, and the third energization direction. Then, the DC motor 3 is energized in the first energization direction before the DC motor 3 is started, and is switched from the first energization direction to the second energization direction and the third energization direction by the H-type control device when the DC motor 3 is started.
Thereby, the capacitor 7 can be charged with the shunt coil 6 as a voltage adjusting resistor before the DC motor 3 is started. Further, when the DC motor 3 is started, the capacitor 7 can be discharged to the shunt coil 6 and the vehicle load 19. For this reason, it is possible to compensate for the energization of the armature coil 4, that is, the voltage drop of the main power supply 2 due to the start of the DC motor 3, and ensure the necessary torque of the starter 1 and the operation of the vehicle load 19.

また、本実施例のスタータ１は、ドライバ１６の設定値（第１通電方向に通電させる時間）および制御値（第１通電方向に流れる電流）を、内燃機関の状態、主電源２の状態、内燃機関始動モード、および車両負荷１９の状態に応じて変更することができる。
これにより、内燃機関の状態、主電源２の状態、内燃機関始動モード、および車両負荷１９の状態に応じて、キャパシタ７の充電電圧を変更することができる。また、充電時間の最短化を図ることができるとともに、充電の要否を決めることもできる。 In addition, the starter 1 of the present embodiment uses the setting value of the driver 16 (time for energization in the first energization direction) and the control value (current flowing in the first energization direction) as the state of the internal combustion engine, the state of the main power supply 2, It can be changed according to the internal combustion engine start mode and the state of the vehicle load 19.
Thereby, the charging voltage of the capacitor 7 can be changed according to the state of the internal combustion engine, the state of the main power supply 2, the internal combustion engine start mode, and the state of the vehicle load 19. In addition, the charging time can be minimized, and whether or not charging is necessary can be determined.

〔変形例〕
実施例１および実施例２のスタータ１の直流電動機３は複巻電動機であったが、電機子コイル４と並列に接続された分巻コイル６のみが励磁電流の供給を受けることにより必要トルクを発生させる分巻電動機に、本発明を適用してもよい。
実施例１では、第１通電方向と第２通電方向とが切り替えられ、実施例２では、第１通電方向と第２通電方向および第３通電方向とが切り替えられたが、第１通電方向と第３通電方向とが切り替えられるようにしてもよい。
また、第３通電方向への切替が可能な構成のスタータ１であれば、直流電動機３の始動時以外にも、第３通電方向への通電を行わせることができるようにしてもよい。この場合、車両負荷１９の状態に応じて、随時、車両負荷１９への通電を行うことができる。 [Modification]
The DC motor 3 of the starter 1 according to the first and second embodiments is a double-winding motor. However, only the shunt coil 6 connected in parallel with the armature coil 4 is supplied with an excitation current, so that the necessary torque can be obtained. The present invention may be applied to a shunt motor that is generated.
In Example 1, the first energization direction and the second energization direction are switched. In Example 2, the first energization direction, the second energization direction, and the third energization direction are switched. The third energization direction may be switched.
In addition, if the starter 1 has a configuration that can be switched to the third energization direction, the energization in the third energization direction may be performed not only when the DC motor 3 is started. In this case, the vehicle load 19 can be energized at any time according to the state of the vehicle load 19.

実施例１のスタータを示す回路図である。FIG. 3 is a circuit diagram illustrating a starter according to the first embodiment. 実施例１の通電方向の切替を示す部分回路図である。FIG. 3 is a partial circuit diagram illustrating switching of the energization direction according to the first embodiment. 実施例１のスタータの始動方法を示すフロー図である。It is a flowchart which shows the start method of the starter of Example 1. 実施例２のスタータを示す回路図である。FIG. 6 is a circuit diagram illustrating a starter according to a second embodiment. 実施例２のスタータの始動方法を示すフロー図である。It is a flowchart which shows the start method of the starter of Example 2.

Explanation of symbols

１スタータ（内燃機関始動装置）
２主電源
３直流電動機
４電機子コイル
６分巻コイル
７キャパシタ
８Ｈ型制御装置（通電方向切替手段）
９ＥＣＵ、制御装置（制御手段）
１８外部リード線
１９車両負荷 1 Starter (Internal combustion engine starter)
2 Main power source 3 DC motor 4 Armature coil 6 Divider coil 7 Capacitor 8 H-type control device (energization direction switching means)
9 ECU, control device (control means)
18 External lead wire 19 Vehicle load

Claims

A DC motor having a shunt coil connected in parallel with the armature coil;
A capacitor connected in parallel with the armature coil and connected in series with the shunt coil;
A main power supply for supplying power to the capacitor and the DC motor;
Energization direction switching means for switching between a first energization direction for supplying power from the main power supply to charge the capacitor and a second energization direction for discharging power from the capacitor and supplying power to the shunt coil;
An internal combustion engine comprising: a control unit configured to energize the first energization direction before starting the DC motor, and to switch the energization direction switching unit from the first energization direction to the second energization direction when the DC motor is started. Engine starter.

The internal combustion engine starter according to claim 1,
The internal combustion engine starter characterized in that the control means can change the time of energization in the first energization direction and the current flowing in the first energization direction according to the state of the internal combustion engine and the state of the main power source.

The internal combustion engine starter according to claim 1,
The internal combustion engine starter characterized in that the control means can change the time of energization in the first energization direction and the current flowing in the first energization direction according to the internal combustion engine start mode.

The internal combustion engine starter according to any one of claims 1 to 3,
The internal combustion engine starter according to claim 1, wherein the capacitance of the capacitor is a value capable of compensating for a voltage drop of the main power supply accompanying power supply to the DC motor.

A DC motor having a shunt coil connected in parallel with the armature coil;
A capacitor connected in parallel with the armature coil and connected in series with the shunt coil;
While supplying power to this capacitor and the DC motor, a main power source that supplies power to a vehicle load other than the DC motor;
An external lead wire for electrically connecting the vehicle load and the capacitor;
A first energization direction in which power is supplied from the main power supply to charge the capacitor; a second energization direction in which electric power is discharged from the capacitor and supplied to the shunt coil; and the external lead is discharged from the capacitor. Energization direction switching means for switching a third energization direction for supplying electric power to the vehicle load through a line;
Before starting the DC motor, the first energization direction is energized, and when the DC motor is started, the energization direction switching means switches the first energization direction to the second energization direction and the third energization direction. An internal combustion engine starter comprising control means.

A capacitor connected in parallel with the armature coil of the DC motor;
While supplying power to this capacitor and the DC motor, a main power source that supplies power to a vehicle load other than the DC motor;
An external lead wire for electrically connecting the vehicle load and the capacitor;
Energization direction switching means for switching between a first energization direction in which electric power is supplied from the main power source to charge the capacitor and a third energization direction in which electric power is discharged from the capacitor and supplied to the vehicle load through the external lead wire. When,
An internal combustion engine comprising: a control unit configured to energize the first energization direction before starting the DC motor, and to switch the energization direction switching unit from the first energization direction to the third energization direction when the DC motor is started. Engine starter.

In the internal combustion engine starting device according to claim 5 and claim 6,
The internal combustion engine starter according to claim 1, wherein the control means can change a time for energization in the first energization direction and a current to flow in the first energization direction according to the state of the vehicle load.

In the internal combustion engine starting device according to claim 5 and claim 6,
The internal combustion engine starter according to claim 1, wherein the control means is capable of energizing in the third energization direction other than when the DC motor is started.