JP3000598B2 - Power supply for vehicles - Google Patents
Power supply for vehiclesInfo
- Publication number
- JP3000598B2 JP3000598B2 JP1298183A JP29818389A JP3000598B2 JP 3000598 B2 JP3000598 B2 JP 3000598B2 JP 1298183 A JP1298183 A JP 1298183A JP 29818389 A JP29818389 A JP 29818389A JP 3000598 B2 JP3000598 B2 JP 3000598B2
- Authority
- JP
- Japan
- Prior art keywords
- capacitor
- power supply
- vehicle
- battery
- voltage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は車両に搭載され、エンジン始動時にエンジン
スタータの電源となる車両用電源装置に関する。Description: TECHNICAL FIELD The present invention relates to a vehicle power supply device mounted on a vehicle and serving as a power supply for an engine starter when the engine is started.
（従来の技術） 従来から車両にはエンジンのスタータや他の補機類の
電源として鉛畜電池が搭載され、エンジン始動時にはス
タータに例えば100〜200A程度の大電流を短時間供給
し、この大電力によるスタータトルクによってエンジン
のクランク軸を回転せしめ、エンジンの始動を行ってい
る。(Prior Art) Conventionally, a vehicle is equipped with a lead-acid battery as a power supply for an engine starter and other auxiliary equipment. When starting the engine, a large current of, for example, about 100 to 200 A is supplied to the starter for a short time. The engine is started by rotating the crankshaft of the engine by the starter torque generated by the electric power.
そして、始動時に消費された大電力の充電は、走行中
の車両の発電機（オルタネータ）からの電力により鉛蓄
電池の充電が行われている。The large amount of power consumed at the time of starting the vehicle is charged by the electric power from the generator (alternator) of the running vehicle.
一方、自動車用電源装置の提案として、直流電源に対
し、エンジンスタータとスタータスイッチとの直列回路
と、単一方向性素子とコンデンサとの直列回路とを並列
接続し、該コンデンサの両端を負荷に接続して負荷に電
力を供給する提案が実開昭56−146644号公報に開示され
ている。On the other hand, as a proposal of an automobile power supply device, a series circuit of an engine starter and a starter switch and a series circuit of a unidirectional element and a capacitor are connected in parallel to a DC power supply, and both ends of the capacitor are connected to a load. A proposal for connecting and supplying power to a load is disclosed in Japanese Utility Model Laid-Open No. 56-146644.
そして、前述の鉛蓄電池の充電には長時間を要した
り、低電圧時の内部抵抗などの特性上の不具合や、後者
の公開公報に示される提案の電気二重層コンデンサの用
途がエンジン始動電源として考慮されていない問題など
から、本出願人はバッテリにより充電される電気二重層
コンデンサと、該コンデンサの電荷をエンジンスタータ
に通電して始動させようとする車両用電源装置の提案を
昭和63年特許願329846号によって出願している。The above-described lead-acid battery requires a long time to charge, a characteristic defect such as an internal resistance at a low voltage, and a use of the electric double-layer capacitor proposed in the latter publication. The applicant has proposed a double-layer capacitor charged by a battery and a power supply device for a vehicle in which electric charge of the capacitor is supplied to an engine starter to start the vehicle in 1988. The application is filed in Japanese Patent Application No. 329846.
（発明が解決しようとする課題） 上述の特許願における提案では、エンジンの始動時に
コンデンサから大電流を供給できる利点はあるが、車両
の電源系統の設計の変更が必要であり、また大容量コン
デンサの取付けスペースの考慮がされていないという問
題が生じている。(Problems to be Solved by the Invention) The proposal in the above-mentioned patent application has an advantage that a large current can be supplied from the capacitor at the time of starting the engine. However, there is a problem in that the space for mounting is not considered.
本発明はこのような問題に鑑みてなされたものであ
り、その目的は車両の電気回路を改造することなく容易
に搭載して接続できるような車両用電源装置を提供する
ことにある。The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle power supply device that can be easily mounted and connected without modifying the electric circuit of the vehicle.
（課題を解決するための手段） 本発明によれば、コンデンサに蓄えた車載バッテリか
らの電気エネルギをスタータに給電してエンジンを始動
させる車両用電源装置において、前記コンデンサと該コ
ンデンサの充電用制御回路とを結合して一体化した電源
機構を形成せしめ、該電源機構を前記バッテリに付設せ
しめたことを特徴とする車両用電源装置が提供される。(Means for Solving the Problems) According to the present invention, in a vehicle power supply device for starting an engine by supplying electric energy from a vehicle-mounted battery stored in a capacitor to a starter, the charging control of the capacitor and the capacitor is performed. A power supply device for a vehicle is provided, wherein a power supply mechanism integrated with a circuit is formed, and the power supply mechanism is attached to the battery.
（作用） 本発明では大容量の電気二重層コンデンサと、その充
電用制御回路を結合して一体化し、車載のバッテリに付
設させたので、車両とバッテリとを接続する＋，−のリ
ード線の結線を変更するのみにて回路変更が行われて本
発明装置が十分に作動し、バッテリの蓄電量が減少して
いるときでも、エンジンの始動が行われる。(Operation) In the present invention, a large-capacity electric double-layer capacitor and its charging control circuit are combined and integrated and attached to a vehicle-mounted battery, so that the + and-lead wires connecting the vehicle and the battery are connected. Even when the circuit is changed only by changing the connection and the device of the present invention operates sufficiently, the engine is started even when the charged amount of the battery is reduced.
（実施例） つぎに本発明の実施例について図面を用いて詳細に説
明する。Example Next, an example of the present invention will be described in detail with reference to the drawings.
第１図は本発明の一実施例の結線を示す回路図、第２
図は本実施例をバッテリに付設した斜視図、第３図は本
実施例の外観を示す斜視図である。FIG. 1 is a circuit diagram showing a connection according to an embodiment of the present invention.
FIG. 3 is a perspective view showing the present embodiment attached to a battery, and FIG. 3 is a perspective view showing the appearance of the present embodiment.
第１図において、Ｂは車両に搭載されたバッテリで、
通常、鉛蓄電池が使用されている。Ｃは大容量の電気二
重層コンデンサで、その蓄えた電荷により、スタータモ
ータを駆動してエンジンの始動の可能な程度の150F以上
の静電容量のコンデンサが使用されている。In FIG. 1, B is a battery mounted on the vehicle,
Usually, lead storage batteries are used. C is a large-capacity electric double-layer capacitor, and a capacitor having a capacitance of 150 F or more that can drive a starter motor and start an engine by using the stored electric charge is used.
CP1およびCP2はＣ−MOSICを用いた比較器であり、比
較器CP1の閾値VCP1が13.0〜13.5V程度となるように抵抗
R1,R2および抵抗R3、ツェナダイオードZD1,ZD2によって
設定されており、また比較器CP2は７〜8Vでオンとな
り、９〜10V程度でオフになるように抵抗R4によって設
定されている。CP 1 and CP 2 is a comparator using a C-MOSIC, resistance such that the threshold VCP 1 comparator CP 1 is about 13.0~13.5V
It is set by R 1 , R 2 and resistor R 3 , Zener diode ZD 1 , ZD 2 , and the comparator CP 2 is turned on by 7-8 V, and turned off by about 9-10 V by resistor R 4 . Is set.
D1,D2はダイオードで比較器CP1,CP2からの出力を抵抗
Ｒを介してパワーMOSFET（FET）に入力するもので、こ
のゲートへの入力によりFETがオンとなり、コンデンサ
Ｃの電極が−端子に接続されるものである。なおSWはセ
ットスイッチでプッシュスイッチが使用され、例えばコ
ンデンサＣが無電荷のときなどに数秒間押圧されること
によりバッテリＢによってコンデンサＣが充電されるも
のである。なおT1はトランジスタで、そのベース回路は
比較器CP2の出力に接続され、オンに制御されると抵抗R
2とR4とを並列接続させ、この合成抵抗値と抵抗R1との
比率を変化させる。D 1 and D 2 are diodes for inputting the outputs from the comparators CP 1 and CP 2 to the power MOSFET (FET) via the resistor R. The input to this gate turns on the FET, and the electrode of the capacitor C Are connected to the negative terminal. SW is a set switch, and a push switch is used. For example, when the capacitor C is pressed for several seconds when there is no charge, the capacitor C is charged by the battery B. Incidentally T 1 is a transistor, its base circuit is connected to the output of the comparator CP 2, and is controlled in the on-resistance R
A 2 and R 4 is connected in parallel, changing the ratio between the combined resistance value and the resistance R 1.
つぎに第４図は本実施例の回路の作動を示す曲線図で
セットスイッチSWを押してコンデンサＣを充電させた状
態であり、第４図によって本実施例の作動を説明する。Next, FIG. 4 is a curve diagram showing the operation of the circuit of this embodiment, in which the set switch SW is pressed to charge the capacitor C. The operation of this embodiment will be described with reference to FIG.
バッテリＢの電圧は車両の運転状態や負荷の変化によ
り変動するが、エンジンの停止時には端子電圧は約12.5
V程度である。The voltage of the battery B fluctuates depending on the driving state of the vehicle and changes in load.
It is about V.
そしてエンジンの始動時にスタータに電力を供給する
と通常、８〜9Vに降下し、エンジン負荷が大きい場合
や、バッテリが放電ぎみの場合は電圧が5V以下に低下す
ることがある。When power is supplied to the starter when the engine is started, the voltage usually drops to 8 to 9 V. When the engine load is large or the battery is almost discharged, the voltage may drop to 5 V or less.
ついでエンジンが始動すると、オルタネータの作動や
負荷によっても異なるが、ほぼ12〜14Vの範囲に端子電
圧が保持される。Then, when the engine starts, the terminal voltage is maintained in a range of approximately 12 to 14 V, depending on the operation and load of the alternator.
同図における実線は、通常のエンジン始動の場合を示
すもので、このときは比較器CP2は作動せず、エンジン
ラン後、バッテリＢの電圧が上昇すると比較器CP1が作
動してFETをオンとなし、バッテリＢの電圧とコンデン
サＣの電圧との差によってコンデンサＣがバッテリＢの
電圧まで充電されることになる。そしてエンジンの回転
数の低下や電気負荷の増大によりバッテリ電圧が比較器
CP1の閾値を割るとFETがオフになってコンデンサＣへの
充電は停止となる。The solid line in the figure, shows the case of a normal engine start, this time without the comparator CP 2 is actuated, after the engine run, the FET comparators CP 1 is operated with the voltage of the battery B rises On and off, the capacitor C is charged to the voltage of the battery B by the difference between the voltage of the battery B and the voltage of the capacitor C. The battery voltage decreases due to the decrease in engine speed and the increase in electrical load.
Dividing the threshold of CP 1 charging the capacitor C FET is turned off becomes stopped.
つぎに第４図における破線の部分はスタータ負荷が大
きいか又はバッテリＢが放電ぎみの場合であり、このと
きはエンジンの始動時にはバッテリＢの端子電圧は比較
器CP2のオン以下の７〜8V以下となる。このため比較器C
P2のオンによってFETがオンとなり、コンデンサＣから
の電荷がスタータに電力を供給してスタータを駆動し、
エンジンを始動させることになる。なお、この場合コン
デンサＣからの電荷はバッテリＢにも加わるが、その内
部抵抗の差や電位差のため、コンデンサＣからの電力の
大部分はスタータに供給される。Next dashed portion in FIG. 4 is a case or battery B starter load is large discharge Gimi, 7～8V terminal voltage of the following on the comparator CP 2 in this case the battery B is at the start of the engine It is as follows. Therefore, the comparator C
FET is turned on by the on of P 2, by driving the starter charge from the capacitor C supplies power to the starter,
The engine will be started. In this case, the electric charge from the capacitor C is also applied to the battery B, but most of the electric power from the capacitor C is supplied to the starter due to the difference in the internal resistance and the potential difference.
また、比較器CP2がオンになるとトランジスタT1にも
入力されてオンとなり、抵抗R2とR4とが並列接続される
ことにより、直列接続されたR1との電圧分配比率によっ
て比較器CP2のオフ電圧は見掛け上、高い電圧となる。Furthermore, the comparator CP 2 is also input to the transistors T 1 when turned on turned on, by the resistor R 2 and R 4 are connected in parallel, the comparator by a voltage distribution ratio of the R 1 that are connected in series The off-state voltage of CP 2 is apparently high.
つぎに第３図は本実施例の外観であるが、その高さや
長手方向の寸法をバッテリの寸法に準じて設定し、さら
に本実施例装置のターミナル位置やコンデンサとの接続
リード線をバッテリ端子の位置に対応して設定したの
で、第２図に示すように両者を係合させると一体になっ
てコンパクトな電源装置が得られることになり、さらに
図示していない筐体に収納することにより、更に使いや
すい装置が得られるものである。Next, FIG. 3 shows the appearance of the present embodiment, in which the height and the length in the longitudinal direction are set in accordance with the dimensions of the battery, and the terminal positions of the apparatus of the present embodiment and the connection lead wires to the capacitors are connected to the battery terminals. 2, a compact power supply unit is obtained by engaging them together as shown in FIG. 2, and is further housed in a housing (not shown). And a device which is easier to use.
第５図（Ａ）は本実施例の機構を示す分解斜視図であ
り、第５図（Ｂ）はそのセットスイッチ部分の断面図、
第５図（Ｃ）はFETの端子の接続や関連部材の組立の説
明図である。FIG. 5 (A) is an exploded perspective view showing the mechanism of the present embodiment, FIG. 5 (B) is a sectional view of a set switch portion thereof,
FIG. 5C is an explanatory view of connection of the terminals of the FET and assembly of related members.
これらの図面において、１は電気二重層コンデンサ
（コンデンサ）Ｃであり、11はその＋側電極板、12はコ
ンデンサ積層体、13は−側電極板で、コンデンサＣは前
記のバッテリＢの電圧に対応する耐電圧を有するように
複数個が積層されている。In these drawings, 1 is an electric double layer capacitor (capacitor) C, 11 is a + side electrode plate, 12 is a capacitor laminate, 13 is a − side electrode plate, and a capacitor C is a voltage of the battery B. A plurality is laminated so as to have a corresponding withstand voltage.
111は＋端子、112はバッテリへのリード線で、図示し
ていない車両からの＋側ケーブルを＋端子111に装着さ
せ、バッテリＢの＋端子にはリード線112を接続させる
ものである。Reference numeral 111 denotes a + terminal, and 112 denotes a lead wire to the battery. A + side cable from a vehicle (not shown) is attached to the + terminal 111, and the lead wire 112 is connected to the + terminal of the battery B.
−側端子板13の左側方には、大電流に耐え得るように
複数個のFETが配置され、第５図（Ｃ）に示すようにス
ペーサ26を介して−端子板２が取付けられるように形成
されている。そして−端子板２は上部に−端子21および
リード線22を備えるとともに、FETのゲートのリードを
絶縁ブッシュ23を介して貫通させるブッシュ孔24と、ソ
ースのリードをハンダ付する孔25が貫設されている。A plurality of FETs are arranged on the left side of the negative terminal plate 13 so as to withstand a large current, and the negative terminal plate 2 is attached via a spacer 26 as shown in FIG. Is formed. The terminal board 2 is provided with a terminal 21 and a lead wire 22 on an upper part thereof, and a bush hole 24 for penetrating a gate lead of the FET through an insulating bush 23 and a hole 25 for soldering a source lead are provided. Have been.
３は制御基板で、第１図の回路図に示す比較器、抵
抗、ダイオードなどの電子部品を配線するプリント基板
であり、第５図（Ｃ）に示すようにスペーサ31が使用さ
れ、締付ビス32によって−端子板２を覆うように−側電
極板13に締付けられており、FETのゲートのリードがハ
ンダ付にて結線されている。Reference numeral 3 denotes a control board, which is a printed board for wiring electronic components such as a comparator, a resistor, and a diode shown in the circuit diagram of FIG. 1, and uses a spacer 31 as shown in FIG. Screws 32 are fastened to the negative electrode plate 13 so as to cover the terminal plate 2, and the leads of the gate of the FET are connected by soldering.
なお第５図（Ａ）に示す−側電極板13の左側の上方の
折曲部14は、筐体４に収納時第５図（Ｂ）の断面図のよ
うに−端子板２の上面部分にセットスイッチSWの導板15
により電気的に接触させる部分であり、この接触によっ
てバッテリＢからの電流がコンデンサＣに通じて電荷が
蓄えられるものである。The upper bent portion 14 on the left side of the negative electrode plate 13 shown in FIG. 5 (A) has the upper part of the terminal plate 2 when housed in the housing 4 as shown in the sectional view of FIG. Set switch SW guide plate 15
The contact from the battery B causes the current from the battery B to pass through the capacitor C to accumulate electric charge.
以上、本発明を上述の実施例によって詳細に説明した
が、本発明の主旨の範囲内で種々の応用や変形が可能で
あり、これらの応用や変形を本発明の範囲から排除する
ものではない。As described above, the present invention has been described in detail by the above-described embodiment. However, various applications and modifications are possible within the scope of the present invention, and these applications and modifications are not excluded from the scope of the present invention. .
（発明の効果） 本発明によれば、車両の始動時のスタータを駆動でき
るような大静電容量のコンデンサと、その制御回路とを
一体化し、さらにバッテリの側面に取付自在にコンパク
トに構成したので、車両の電源系統の設計変更を行うこ
となく、また取付スペースの僅かな変更にて容易に取付
けられるという効果がある。そして本発明装置の取付け
には、車両のバッテリ接続用リード線の締付を変更する
のみで電気的な接続が終了し、手軽に取付けられる利点
がある。(Effects of the Invention) According to the present invention, a large-capacitance capacitor capable of driving a starter at the time of starting a vehicle and a control circuit thereof are integrated, and furthermore, a compact configuration is provided so as to be freely attached to a side surface of a battery. Therefore, there is an effect that the vehicle can be easily mounted without changing the design of the power supply system of the vehicle and with a slight change in the mounting space. The mounting of the device of the present invention has the advantage that the electrical connection is completed only by changing the tightening of the battery connection lead wire of the vehicle, and the device can be easily mounted.
また、本発明によれば制御回路には電力損失の少ない
MOSFETやＣ−MOSICなどを用いたので、スタンバイ電流
を減少させ得るとともに、パワー用のMOSFETの配置に際
し電気二重層コンデンサの電極板に直接に取付け、該電
極板を介して放熱させるので、放熱板が省略できるとい
う効果が生ずる。Further, according to the present invention, the control circuit has low power loss.
Since a MOSFET and C-MOSIC are used, the standby current can be reduced, and when arranging the power MOSFET, it is directly attached to the electrode plate of the electric double layer capacitor and heat is radiated through the electrode plate. Can be omitted.
なお、制御回路には比較器を２個使用し、車両停止時
のようにバッテリ電圧の範囲では、コンデンサが車両回
路から切離されて、コンデンサのリーク電流などによる
バッテリの放電が減ずるという利点もある。さらに手動
用のセットスイッチを設けたので、コンデンサの無電荷
の場合の充電時に、MOSFETの過負荷電流による破損が防
止できるという効果も生ずる。The control circuit uses two comparators, and the capacitor is disconnected from the vehicle circuit in the range of the battery voltage, such as when the vehicle is stopped, which also has the advantage of reducing battery discharge due to capacitor leakage current. is there. Furthermore, since the manual set switch is provided, there is also an effect that the damage due to the overload current of the MOSFET can be prevented when the capacitor is charged without charge.
第１図は本発明の一実施例の結線を示す回路図、第２図
は本実施例をバッテリに付設した斜視図、第３図は本実
施例を示す斜視図、第４図は本実施例の回路の作動を示
す曲線図、第５図（Ａ）は本実施例の機構を示す分解斜
視図、第５図（Ｂ）はそのセットスイッチ部分の断面
図、第５図（Ｃ）はFETの端子部分と関連部材の組立説
明図である。 １……コンデンサ、３……制御基板、11……コンデンサ
積層体、21……−端子、22……リード線、111……＋端
子、112……リード線、Ｂ……バッテリ、CP1,CP2……比
較器、FET……パワーMOSFET、SW……セットスイッチ。FIG. 1 is a circuit diagram showing the connection of an embodiment of the present invention, FIG. 2 is a perspective view showing the present embodiment attached to a battery, FIG. 3 is a perspective view showing the present embodiment, and FIG. FIG. 5 (A) is an exploded perspective view showing the mechanism of the present embodiment, FIG. 5 (B) is a sectional view of the set switch portion, and FIG. FIG. 3 is an explanatory view of assembling a terminal portion of a FET and related members. 1 ... capacitor, 3 ... control board, 11 ... capacitor laminate, 21 ...-terminal, 22 ... lead wire, 111 ... + terminal, 112 ... lead wire, B ... battery, CP 1 , CP 2 … Comparator, FET… Power MOSFET, SW… Set switch.
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) H02J 7/14 - 7/24 F02N 11/08 B60R 16/00 - 17/02 ──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. 7 , DB name) H02J 7 /14-7/24 F02N 11/08 B60R 16/00-17/02
Claims (7)
気エネルギをスタータに給電してエンジンを始動させる
車両用電源装置において、前記コンデンサを該コンデン
サの充電用制御回路とを結合して一体化した電源機構を
形成せしめ、該電源機構を前記バッテリに付設せしめた
ことを特徴とする車両用電源装置。An electric power source for a vehicle for starting an engine by supplying electric energy from a vehicle-mounted battery stored in a capacitor to a starter, wherein the capacitor is integrated with a control circuit for charging the capacitor. A power supply device for a vehicle, wherein a mechanism is formed, and the power supply mechanism is attached to the battery.
た電気二重層コンデンサであることを特徴とする請求項
（１）記載の車両用電源装置。2. The vehicle power supply device according to claim 1, wherein said capacitor is an electric double layer capacitor utilizing an electric double layer principle.
準ずる形状のそれぞれの端子を立設するとともに、バッ
テリに給電するそれぞれのリード線を備えたことを特徴
とする請求項（１）記載の車両用電源装置。3. The battery according to claim 1, wherein the power supply has a +. The vehicle power supply device according to claim 1, wherein each of the terminals has a shape similar to that of the terminal, and each of the terminals has a lead wire for supplying power to the battery.
の設定電圧より高いときコンデンサを充電する手段と、
バッテリ電圧が第２の設定電圧より低いときコンデンサ
への充電を停止する手段と、エンジン始動時にバッテリ
電圧が第３の設定電圧より低下したときコンデンサの電
荷をスタータに供給する手段とを備えたことを特徴とす
る請求項（１）記載の車両用電源装置。4. The charging control circuit according to claim 1, wherein the battery voltage is a first voltage.
Means for charging a capacitor when the voltage is higher than a set voltage of
Means for stopping charging the capacitor when the battery voltage is lower than the second set voltage, and means for supplying charge of the capacitor to the starter when the battery voltage drops below the third set voltage when the engine is started. The power supply device for a vehicle according to claim 1, wherein:
イオードロジックおよびMOSFETを有することを特徴とす
る請求項（１）または（４）記載の車両用電源装置。5. The vehicle power supply device according to claim 1, wherein the charging control circuit includes a C-MOS IC, a diode logic, and a MOSFET.
のセットスイッチを設けたことを特徴とする請求項
（１）記載の車両用電源装置。6. The vehicle power supply device according to claim 1, wherein the control mechanism includes a set switch for initial charging of the capacitor.
の電極板に直接取付け、スイッチング作動時の発熱を該
電極板を介して放散せしめることを特徴とする請求項
（５）記載の車両用電源装置。7. The power supply for a vehicle according to claim 5, wherein the MOSFET of the charging control circuit is directly mounted on the electrode plate of the capacitor to dissipate heat generated during the switching operation through the electrode plate. apparatus.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1298183A JP3000598B2 (en) | 1989-11-16 | 1989-11-16 | Power supply for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1298183A JP3000598B2 (en) | 1989-11-16 | 1989-11-16 | Power supply for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03159528A JPH03159528A (en) | 1991-07-09 |
| JP3000598B2 true JP3000598B2 (en) | 2000-01-17 |
Family
ID=17856292
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1298183A Expired - Fee Related JP3000598B2 (en) | 1989-11-16 | 1989-11-16 | Power supply for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3000598B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3516361B2 (en) * | 1995-01-17 | 2004-04-05 | 富士重工業株式会社 | Power supply for vehicles |
| JP3736300B2 (en) | 2000-06-19 | 2006-01-18 | 株式会社日立製作所 | Automobile and power supply device thereof |
| JP2006266087A (en) * | 2005-03-22 | 2006-10-05 | Mikuni Corp | Power supply control device and power supply control method in vehicle |
| JP2008101505A (en) * | 2006-10-18 | 2008-05-01 | Nikki Co Ltd | Electric power supply device for starting engine |
| WO2009025307A1 (en) * | 2007-08-22 | 2009-02-26 | Gs Yuasa Corporation | Aircraft and method of using aircraft |
| JP2011190735A (en) | 2010-03-15 | 2011-09-29 | Fujitsu Ten Ltd | Idling stop device, engine start system, and method for starting engine |
| JP2016012390A (en) * | 2012-10-29 | 2016-01-21 | 三洋電機株式会社 | On-vehicle battery system |
-
1989
- 1989-11-16 JP JP1298183A patent/JP3000598B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH03159528A (en) | 1991-07-09 |
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