JP5712308B1 - Vehicle energy consumption rate improving apparatus and vehicle energy consumption rate improving method - Google Patents

Abstract

An improvement in the energy consumption rate of a vehicle. An energy consumption improvement device includes a control unit, a fuse box mounting unit, a battery side wiring, and a ground wiring. The control unit 11 and the fuse box mounting unit 12 are connected by a battery side wiring 13. The fuse box mounting portion 12 is mounted on a fuse mounting portion in the fuse box. A ground terminal 141 is coupled to the tip of the ground wiring 14 and is connected to the vehicle body (metal part). [Selection] Figure 2

Description

  The present invention relates to a technique for improving an energy consumption rate in a vehicle.

  In a vehicle provided with an internal combustion engine as a whole or a part of a power source, a vehicle-mounted battery is used when starting the internal combustion engine. In addition, when the vehicle is running and when it is stopped, power is supplied to various electrical components of the vehicle by power generation using an on-vehicle battery and an alternator. Therefore, when the performance of the on-vehicle battery decreases with the passage of years of use, there is a problem that the startability of the internal combustion engine decreases and the operating state of various electrical components of the vehicle becomes unstable.

  Here, in order to keep the state of the battery in a predetermined state over a long period of time, a battery performance maintaining device that is used by being directly attached to the battery has been put into practical use.

Japanese Patent No. 3902212

  However, the conventional battery performance maintenance device is mainly intended to maintain the performance of the lead-acid battery, that is, to extend the battery life, improve the energy consumption rate of the vehicle, problems when mounting to the vehicle, and mounting to the vehicle. The convenience of was not considered.

  Therefore, there is a demand for a technique for suppressing a decrease in battery performance and improving the energy consumption rate of the vehicle. Even in an electric vehicle that uses only a battery as a travel energy source, there is a problem in that the performance of the battery decreases due to repeated charging and discharging of the battery. Therefore, there is a demand for improvement in the fuel consumption rate in vehicles equipped with an internal combustion engine as a power source, and the power consumption rate in vehicles using a motor as all or part of the power source.

  The present invention has been made to solve at least a part of the above-described problems, and aims to improve the energy consumption rate in a vehicle. It is another object of the present invention to provide a small device that can be easily mounted on a vehicle and is used for improving the energy consumption rate.

  In order to solve at least a part of the above problems, the present invention adopts the following various aspects.

  A 1st aspect provides the energy consumption rate improvement apparatus for vehicles. A vehicle energy consumption rate improving apparatus according to a first aspect is a control unit, and generates a pulse waveform drive signal using a positive electrode terminal and a negative electrode terminal, and a current extracted from an in-vehicle power supply via the positive electrode terminal. A drive signal generator, a resistor for adjusting the current extracted from the in-vehicle power supply via the positive terminal to a current of 300 mA or more, and the drive signal generator and the resistor connected to the generated pulse A switching unit that operates in response to a waveform drive signal, the control unit comprising a switching unit that supplies back electromotive force and reverse current to the in-vehicle power supply in synchronization with a falling edge of the pulse waveform drive signal; A fuse that is mounted in a fuse box on the vehicle side and electrically connects the positive electrode of the in-vehicle power source and the positive electrode terminal of the control unit via the fuse box. And a box's mounting portion.

  According to the vehicle energy consumption rate improving apparatus according to the first aspect, the counter electromotive force and the reverse current are supplied to the in-vehicle power source in synchronization with the falling edge of the pulse waveform drive signal. Can be improved. In addition, it is possible to shorten the time required for removing the electrode coating in the in-vehicle power source, and it is possible to improve the energy consumption rate in the vehicle at an early stage. Furthermore, since the fuse box mounting portion is provided, the mounting of the vehicle energy consumption rate improving device on the vehicle can be facilitated.

  A 2nd aspect provides the energy consumption rate improvement apparatus for vehicles. A vehicle energy consumption rate improving apparatus according to a second aspect is a control unit, and generates a pulse waveform drive signal using a positive electrode terminal and a negative electrode terminal, and a current extracted from an in-vehicle power supply via the positive electrode terminal. A drive signal generator, a resistor for adjusting the current extracted from the in-vehicle power supply via the positive terminal to a current of 300 mA or more, and the drive signal generator and the resistor connected to the generated pulse A switching unit that operates in response to a waveform drive signal, the control unit comprising a switching unit that supplies back electromotive force and reverse current to the in-vehicle power supply in synchronization with a falling edge of the pulse waveform drive signal; A positive-side vehicle connecting portion for electrically connecting the positive terminal and the positive electrode of the in-vehicle power source via a vehicle-side fuse box, A positive-side vehicle connecting portion having a fuse box mounting portion having a fuse shape for mounting to a fuse box, and a negative-side vehicle connecting portion for electrically connecting the negative electrode terminal and the negative electrode of the in-vehicle battery. .

  According to the vehicle energy consumption rate improving apparatus according to the second aspect, the counter electromotive force and the reverse current are supplied to the in-vehicle power source in synchronization with the falling edge of the pulse waveform drive signal. Can be improved. In addition, it is possible to shorten the time required for removing the electrode coating in the in-vehicle power source, and it is possible to improve the energy consumption rate in the vehicle at an early stage. Furthermore, since the fuse box mounting portion is provided, the mounting of the vehicle energy consumption rate improving device on the vehicle can be facilitated.

  In the vehicle energy consumption rate improving apparatus according to the first or second aspect, the fuse box mounting portion is connected to the positive electrode of the in-vehicle power source, and is connected to the in-vehicle power source side connecting portion of the fuse box. A positive terminal connected to the positive terminal, and an electrical component side terminal connected to the electrical component side connection part of the fuse box, the electrical terminal side being connected to the electrical component side. good. In this case, the energy consumption rate in the vehicle can be improved without depending on the fusing of the fuse.

  In the vehicle energy consumption improvement apparatus according to the first or second aspect, the fuse box mounting portion may include a fuse mounting portion for mounting a fuse. In this case, an existing fuse can be mounted, and the fuse box mounting portion can be mounted at a desired position of the fuse box regardless of the fuse capacity.

  In the vehicle energy consumption rate improving apparatus according to the first or second aspect, the fuse box mounting portion may incorporate a fuse element. In this case, the mounting of the vehicle energy consumption rate improving device on the vehicle can be completed only by mounting the fuse box mounting portion on the fuse box.

  In the vehicle energy consumption rate improving apparatus according to the first or second aspect, the drive signal generating unit has the pulse waveform driving signal having a pulse width at which the rising temperature of the vehicle energy consumption rate improving apparatus is equal to or lower than a predetermined temperature. May be generated. In this case, it is possible to reduce the time required for removing the electrode coating from the in-vehicle power source while suppressing heat generation in the vehicle energy consumption rate improving device (control unit).

In the vehicular energy consumption rate improving apparatus according to the first or second aspect, the drive signal generation unit is configured such that when the known rising temperature with respect to the known pulse width Pwbase is Tbase and the allowable rising temperature is Tmax, You may generate | occur | produce the said pulse waveform drive signal of the pulse width below the pulse width calculated | required by the following formula | equation. In this case, the rising temperature of the vehicle energy consumption rate improving device (control unit) can be made equal to or lower than the allowable rising temperature.

  In the vehicle energy consumption rate improving apparatus according to the first or second aspect, the drive signal generation unit generates a pulse waveform drive signal having a small pulse width as the output voltage of the in-vehicle power source increases. May be. In this case, heat generation at the time of removing the r electrode coating in the in-vehicle power source can be suppressed according to the output voltage of the in-vehicle power source.

  In the vehicle energy consumption rate improving apparatus according to the first or second aspect, the drive signal generation unit generates the pulse waveform drive signal having a frequency of 15000 Hz to 20000 Hz and a pulse width of 1 μsec to 2 μsec. The resistor unit may adjust the current extracted from the in-vehicle power source to a current of 300 to 500 mA. In this case, it is possible to reduce the time required for removing the electrode coating while suppressing heat generation during the removal of the electrode coating in the in-vehicle power source.

  A 3rd aspect provides the energy consumption rate improvement method for vehicles. According to a third aspect of the present invention, there is provided a vehicle energy consumption rate improving method in which a fuse box mounting portion having a fuse shape for electrically connecting a positive electrode terminal of a vehicle energy consumption rate improvement device and a positive electrode of an in-vehicle power source is provided on the vehicle side. Mounted on the fuse box of the vehicle, the vehicle body grounding is connected to the negative electrode side vehicle connection portion for electrically connecting the negative electrode terminal of the vehicle energy consumption rate improving device and the negative electrode of the in-vehicle battery, and the vehicle energy consumption rate improvement A pulse waveform drive signal is generated using the current extracted from the in-vehicle power source by the apparatus, and the current extracted from the in-vehicle power source is adjusted to a current of 300 mA or more by the vehicle energy consumption rate improving apparatus. The energy consumption rate improving device synchronizes with the falling edge of the pulse waveform driving signal to cause the 300 mA or more. Supplying a back electromotive force and a reverse current caused by the current of the current to the in-vehicle power source, generating the pulse waveform drive signal, adjusting the current, and supplying the back electromotive force and the back current to the in-vehicle power source. Comprising repeatedly executing the supply.

  According to the third aspect of the vehicle energy consumption rate improving method, the counter electromotive force and the reverse current are supplied to the in-vehicle power source in synchronization with the falling edge of the pulse waveform drive signal. Can be improved. In addition, it is possible to shorten the time required for removing the electrode coating in the in-vehicle power source, and it is possible to improve the energy consumption rate in the vehicle at an early stage. Furthermore, since the fuse box mounting portion may be mounted on the fuse box, the vehicle energy consumption rate improving device can be easily mounted on the vehicle, and the improvement of the energy consumption rate in the vehicle can be simplified.

  According to the third aspect, the energy consumption rate improvement method for a vehicular vehicle can be realized as a vehicle energy consumption rate improvement program, and can also be realized as a computer-readable medium in which the vehicle energy consumption rate improvement program is recorded.

Explanatory drawing which shows the outline of the vehicle with which the energy consumption rate improvement apparatus which concerns on a present Example was mounted | worn. Explanatory drawing which shows schematically the external appearance of the energy consumption rate improvement apparatus which concerns on a 1st Example. Explanatory drawing which shows the detailed structure of the fuse box mounting part of the energy consumption rate improvement apparatus which concerns on a 1st Example. Explanatory drawing which shows schematically the external appearance of the energy consumption rate improvement apparatus which concerns on a 2nd Example. Explanatory drawing which shows the detailed structure of the fuse box mounting part of the energy consumption rate improvement apparatus which concerns on a 2nd Example. Explanatory drawing which shows schematic structure of the fuse box as an example used for a present Example. The block diagram which shows functionally the circuit structure of the control part which the energy consumption rate improvement apparatus which concerns on a present Example has. Explanatory drawing which shows the equivalent circuit of the waveform shaping circuit with which the energy consumption rate improvement apparatus which concerns on a present Example is provided. Explanatory drawing which shows an example of the pulse waveform drive signal produced | generated by the pulse generation circuit with which the energy consumption rate improvement apparatus which concerns on a present Example is provided. Explanatory drawing which shows an example of the sawtooth waveform drive signal produced | generated by the waveform shaping circuit with which the energy consumption rate improvement apparatus which concerns on a present Example is provided. It is explanatory drawing which shows typically the electric current change between the energy consumption rate improvement apparatus which concerns on a present Example, and a vehicle-mounted battery. Explanatory drawing which shows the result of the fuel consumption effect test equipped with the energy consumption rate improvement apparatus which concerns on a present Example. Explanatory drawing which shows the result of the fuel consumption effect test when not mounting | wearing with the energy consumption rate improvement apparatus which concerns on a present Example. Explanatory drawing which shows the improvement result of the battery capacity by the energy consumption rate improvement apparatus which concerns on a present Example. It is explanatory drawing which shows the verification result of the performance recovery of the lead acid battery by the sulfate film removal apparatus as a comparative example. Explanatory drawing which shows the verification result of the performance recovery of the lead acid battery by the energy consumption rate improvement apparatus which concerns on a present Example. It is explanatory drawing which shows the temperature change at the time of operation | movement of the sulfate film removal apparatus as a comparative example. Explanatory drawing which shows the temperature change at the time of operation | movement of the energy consumption rate improvement apparatus which concerns on a present Example.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a vehicle energy consumption rate improving apparatus according to the present invention will be described based on examples with reference to the drawings. In an internal combustion engine vehicle (hereinafter also simply referred to as “normal vehicle”) that uses only the internal combustion engine as a power source, the internal combustion engine is started by the in-vehicle battery, and power is supplied to various electrical components of the vehicle by the in-vehicle battery and the alternator. Is realized. Since the alternator is driven by the internal combustion engine, a part of the power output by the internal combustion engine is consumed by the drive of the alternator. Therefore, the drive of the alternator affects the energy consumption rate of the vehicle.

  Therefore, a charge control technique for improving the energy consumption rate (fuel consumption rate) of the vehicle by driving the alternator mainly during deceleration of the vehicle has been put into practical use. Equipped with start / stop control technology that suppresses fuel consumption during idling by, for example, automatically stopping / starting the internal combustion engine when the vehicle stops / starts to meet the demand for further improvement in energy consumption rate In general, a hybrid vehicle that includes a motor in addition to an internal combustion engine, supplements a low-efficiency travel region of the internal combustion engine by the motor, and recovers energy generated during vehicle braking has been put into practical use.

  However, in a normal vehicle equipped with start / stop control technology, fuel consumption during idling is suppressed, but charging / discharging to the in-vehicle battery is performed in a short period of time when the start / stop control is frequently executed. As a result of being repeatedly performed, the load of the in-vehicle battery becomes high, and the degree of deterioration of the in-vehicle battery performance is large as compared with the case where the start / stop control is not executed.

  In a hybrid vehicle, although there is a difference that a large-capacity battery for driving a motor can be used for starting an internal combustion engine, a large-capacity battery accompanies repeated start / stop of the internal combustion engine and repeated driving / regenerative control of the motor. In the point that charging / discharging is repeatedly performed on the battery, it is the same as the vehicle-mounted battery in a normal vehicle.

  The inventor of the present application has obtained the knowledge that, when the battery performance is lowered in any vehicle, the charging efficiency and the discharging efficiency are lowered, and the energy consumption rate of the vehicle is lowered. Below, based on the said knowledge, the energy consumption rate improvement apparatus for improving the energy consumption rate of a vehicle by suppressing or improving the performance fall of a vehicle-mounted battery and a high capacity | capacitance battery is demonstrated.

  FIG. 1 is an explanatory diagram showing an outline of a vehicle 50 equipped with an energy consumption rate improving apparatus 10 according to this embodiment. The vehicle 50 is an internal combustion engine vehicle that uses the internal combustion engine 51 as a power source, and incorporates a start / stop control technology that automatically executes stop / start of the internal combustion engine 51 in response to temporary stop / start of the vehicle. It may be a vehicle.

  In addition to the internal combustion engine 51, the vehicle 50 includes an alternator 52, four wheels 55, a fuse box 20, and an in-vehicle battery 30. The vehicle 50 may be a vehicle having a start / stop control technology or a vehicle not having a start / stop control technology.

  The in-vehicle battery 30 includes a positive electrode (terminal) 31 and a negative electrode (terminal) 32, and is a lead-acid battery in this embodiment. The positive electrode 31 is connected to the fuse box 20 via the power supply wiring 311, and the negative electrode 32 is grounded to the vehicle body via the ground wire 321. In the example of FIG. 1, the in-vehicle battery 30 is disposed in the engine room, but may be disposed in a trunk room other than the engine room or a vehicle interior. In the present specification, the on-vehicle power source means a battery that can be repeatedly charged and discharged.

  The fuse box 20 is disposed on an electrical path between the in-vehicle battery 30 and an electrical component (not shown), and houses a plurality of fuses for preventing an excessive current from flowing into the electrical component. It is. The fuse box 20 is equipped with the energy consumption rate improving apparatus 10 according to the present embodiment. Power is supplied to the fuse box 20 from the positive electrode 31 of the in-vehicle battery 30 via the power supply wiring 21, and the supplied power is supplied to each of the electrical component side wirings 22 connected to the respective electrical components. Supplied to electrical components. In the example of FIG. 1, the fuse box 20 is disposed in the passenger compartment, but may be disposed at other positions in the vehicle such as in an engine room and a trunk room other than the passenger compartment. Details of the fuse box 20 will be described later with reference to FIG.

  The alternator 52 is mechanically connected to a crankshaft, which is an output shaft of the internal combustion engine 51, via a timing belt, and is driven by the internal combustion engine 51 to supply electric power for charging the in-vehicle battery 30 and vehicle electrical components. Generate (generate) power to be supplied. The battery-side terminal of the alternator 52 is connected to the positive electrode 31 of the battery via the battery line 521, and the ground terminal is grounded to the body of the vehicle 50 via the ground line 522. The alternator 52 may be an alternator that reduces the power generation load of the internal combustion engine 51 by generating power only when the vehicle is unloaded or lightly loaded. The alternator 52 may function as a starter device that restarts the internal combustion engine 51 in a vehicle having a start / stop control technology.

  FIG. 2 is an explanatory diagram schematically showing the appearance of the energy consumption rate improving apparatus 10a according to the first embodiment. The energy consumption rate improving apparatus 10 a includes a control unit 11, a fuse box mounting unit 12 a, a battery side wiring 13, and a ground wiring 14. The controller 11 and the fuse box mounting portion 12a are connected by a battery side wiring 13. It is desirable that the battery side wiring 13 is provided with a fuse in order to prevent an excessive current from flowing into the control unit 11. A ground terminal 141 for connecting to the vehicle body (metal part) is coupled to the tip of the ground wiring 14. Note that the fuse box mounting portion 12a and the battery side wiring 13 can also be collectively referred to as a positive side vehicle connection portion.

  The fuse box mounting portion 12a includes a fuse mounting portion 121 for mounting a fuse, and two metal terminals 122 for engaging with connection terminals of the fuse box 20, for example, a resin material similar to the fuse 60 It is produced by molding using The fuse box mounting portion 12a is a terminal portion used for mounting the energy consumption rate improving device 10a to the fuse box 20. The energy consumption rate improving device 10a according to the first embodiment is mounted on the fuse box 20. The existing fuse is removed and used by being mounted on the fuse mounting portion 121. A detailed configuration of the fuse box mounting portion 12a will be described with reference to FIG.

  The metal terminals 122 of the fuse box mounting portion 12a are a battery side terminal 122a and an electrical component side terminal 122b. The battery side terminal 122 a is connected to the power supply terminal 21 in the fuse box 20, and the electrical component side terminal 122 b is connected to the electrical component side wiring 22 of the fuse box 20. The fuse box mounting portion 12a may be formed integrally with the control portion 11. In this case, at least the battery side wiring 13 is not exposed to the outside, and the battery side terminal 122a and the positive side terminal T1 (described later) of the control unit 11 are connected inside the housing including the control unit 11 and the fuse box mounting unit 12a. It ’s fine. Or when the battery side terminal 122a and the positive side terminal T1 of the control part 11 are connected by the internal wiring (board | substrate wiring), the battery side wiring 13 does not need to be provided.

  The battery side wiring 13 that connects the control unit 11 and the fuse box mounting unit 12a is connected to the battery side terminal 122a via the control unit connection unit 125. A fuse mounting portion 123a for engaging one terminal 61a of the fuse 60 is formed on the upper side of the battery side terminal 122a. A fuse mounting portion 123b for engaging the other terminal 61b of the fuse 60 is formed on the upper portion of the electrical component side terminal 122b.

  The battery side terminal 122 a and the electrical component side terminal 122 b are electrically connected via the terminals 61 a and 61 b of the fuse 60 and the fuse element 62. Since the energy consumption rate improving apparatus 10a is supplied with power from the battery side terminal 122a (control unit connection unit 125), it can operate normally even if the fuse element 62 is disconnected.

  FIG. 4 is an explanatory diagram schematically showing the appearance of the energy consumption rate improving apparatus 10b according to the second embodiment. The energy consumption rate improving device 10b according to the second embodiment has the same configuration except that the form of the fuse box mounting portion 12b is different from the fuse box mounting portion 12a in the energy consumption rate improving device 10a according to the first embodiment. I have. Therefore, the same code | symbol as the code | symbol used in the energy consumption rate improvement apparatus 10a which concerns on a 1st Example is attached | subjected to the same structure, and detailed description is abbreviate | omitted. The energy consumption rate improving apparatus 10b according to the second embodiment includes a control unit 11, a fuse box mounting unit 12b, a battery side wiring 13, and a ground wiring 14. The control unit 11 and the fuse box mounting unit 12b are connected by a battery side wiring 13. A ground terminal 141 for connecting to the vehicle body (metal part) is coupled to the tip of the ground wiring 14.

  The fuse box mounting portion 12b has the same external shape as the fuse 60, and includes a battery side terminal 122a, an electrical component side terminal 122b, and a fuse element 62. The fuse box mounting portion 12b can be manufactured by molding resin molding in the same manner as the normal fuse 60. The fuse box mounting portion 12b is a terminal portion used for mounting the energy consumption rate improving device 10b to the fuse box 20. In the energy consumption rate improving apparatus 10b according to the second embodiment, the existing fuse mounted on the fuse box 20 is removed, and the fuse box mounting portion 12b functions as a fuse. The detailed configuration of the fuse box mounting portion 12b will be described with reference to FIG.

  The battery side terminal 122 a of the fuse box mounting portion 12 b is connected to the power supply terminal 21 in the fuse box 20, and the electrical component side terminal 122 b is connected to the electrical component side wiring 22 of the fuse box 20.

  A battery side wiring 13 that connects the control unit 11 and the fuse box mounting unit 12b is connected to the battery side terminal 122a via the control unit connection unit 123. The battery side terminal 122a and the electrical component side terminal 122b are electrically connected via a built-in fuse element 62. Since the energy consumption rate improving apparatus 10b is supplied with power from the battery side terminal 122a, it can operate normally even if the fuse element 62 is disconnected.

  FIG. 6 is an explanatory diagram showing a schematic configuration of a fuse box 20 as an example used in the present embodiment. The fuse box 20 includes a power supply terminal 21 connected to the positive electrode 31 of the in-vehicle battery 30 via the power supply wiring 311 and a plurality of mounting portions 23 for mounting the fuse 60. Each mounting portion 23 includes a first fuse mounting terminal 232 connected to the power supply terminal 21 via the wiring 231 and a second fuse mounting terminal 233 connected to each electrical component via the electrical component side wiring 22. It has. In the following description, the energy consumption rate improving devices 10a and 10b according to the first and second embodiments are collectively referred to as the energy consumption rate improving device 10, and the fuse box mounting portion 12 is also referred to as “a, b”. "May be comprehensively described without using the symbol". "

  In the example of FIG. 6, the energy consumption rate improving apparatus 10 is mounted on the mounting portion 23a at the lowermost left end. Specifically, the fuse box mounting portion 12 is used as the mounting portion 23a, and the battery side terminal 122a and the electrical component side terminal 122b are connected to the first and second fuse mounting terminals 232 and 233, respectively. The control unit 11 is supplied with electric power from the in-vehicle battery 30 through the fuse box mounting unit 12 and the battery side wiring 13, and the control unit 11 is grounded to the body of the vehicle 50 through the ground wiring 14.

  With reference to FIG. 7, the structure of the control part 11 which the energy consumption rate improvement apparatus 10 which concerns on a present Example has is demonstrated in detail. FIG. 7 is a block diagram functionally illustrating the circuit configuration of the control unit 11 included in the energy consumption rate improving apparatus 10 according to the present embodiment. The control unit 11 functions as a sulfate film removal device, and includes a power supply circuit 111, a pulse generation circuit 112, a waveform shaping circuit 113, a switching circuit 114, a protection circuit 115, a positive terminal T1, and a negative terminal T2. A battery side wiring 13 is coupled to the positive side terminal T1 and is connected to the fuse box mounting portion 12 via the battery side wiring 13. The positive side terminal T1 is connected to the power supply circuit 111 via a drive signal current line Ld that supplies the current obtained from the positive electrode 31 of the in-vehicle battery 30 to the power supply circuit 111, and is also obtained from the positive electrode 31 of the in-vehicle battery 30. The generated current is connected to the switching circuit 114 via a power supply current line Lp that supplies the switching circuit 114. A diode D1 for preventing a backflow of current from the power supply circuit 111 to the positive terminal T1 is disposed on the drive signal current line Ld. The power supply current line Lp is provided with a diode D2 for preventing a backflow of current from the switching circuit 114 to the positive terminal T1, and a resistor R1 for adjusting the current supplied to the switching circuit 114 to a predetermined value. Yes. The control unit 11 may be provided with an indicator lamp 116 made up of, for example, a light emitting diode, which is turned on when the energy consumption rate improving apparatus 10 is energized (operating).

  The power supply circuit 111 is connected to the pulse generation circuit 112 through a signal line, and the pulse generation circuit 112 is connected to the waveform shaping circuit 113 through a signal line. The waveform shaping circuit 113 is connected to the switching circuit 114 via the signal line, and the switching circuit 114 is connected to the power supply current line Lp as described above. A protection circuit 115 is connected to the waveform shaping circuit 113. The negative terminal T2 is grounded to the body via the ground wiring 14 and the ground terminal 141. In FIG. 7, only the switching circuit 114 is explicitly signal-grounded, but it goes without saying that the other circuits are similarly signal-grounded.

  The power supply circuit 111 is a DC / DC converter for stepping down the voltage (12V to 48V) supplied from the in-vehicle battery 30 to 10V, which is a drive signal voltage (control circuit voltage). The drive signal current stepped down by the power supply circuit 111 is supplied to the pulse generation circuit 112. The pulse generation circuit 112 is a circuit that generates a pulse signal waveform for driving the switching circuit 114 using the drive signal current supplied from the power supply circuit 111. The pulse generation circuit 112 includes an oscillator inside and is predetermined. A pulse waveform drive signal having a predetermined number of rectangular waves having a predetermined pulse width is output. That is, a rectangular wave signal having a predetermined pulse width is continuously output at a predetermined period (1 / frequency).

  In this embodiment, the pulse generation circuit 112 generates a pulse waveform drive signal having a pulse width at which the rising temperature of the energy consumption rate improving apparatus 10 is equal to or lower than a predetermined temperature. More specifically, when the known rising temperature with respect to the frequency 15000 to 20000 Hz and the known pulse width Pwbase is Tbase, and the allowable rising temperature is Tmax, a pulse having a pulse width equal to or smaller than the pulse width obtained by the following equation: A waveform drive signal is generated.

  As a specific pulse width value, a pulse waveform drive signal having a pulse width of 1 to 2 μsec, more specifically, a pulse width of about 1.4 to 1.7 μsec is generated. For example, when the known pulse width Pwbase = 1.6, the known rising temperature Tbase = 28 ° C., and the allowable rising temperature Tmax = 60 ° C., about 3.4 μsec is the maximum allowable pulse width.

  The waveform shaping circuit 113 shapes the pulse waveform drive signal generated by the pulse generation circuit 112 into a sawtooth waveform and outputs it. FIG. 8 is an explanatory diagram showing an equivalent circuit of a waveform shaping circuit provided in the energy consumption rate improving apparatus (control unit) according to the present embodiment. FIG. 9 is an explanatory diagram illustrating an example of a pulse waveform drive signal generated by a pulse generation circuit included in the energy consumption rate improving apparatus (control unit) according to the present embodiment. FIG. 10 is an explanatory diagram illustrating an example of a sawtooth waveform drive signal generated by a waveform shaping circuit included in the energy consumption rate improving apparatus (control unit) according to the present embodiment.

  The waveform shaping circuit 113 is a known circuit, and includes, for example, two resistors R21 and R22 connected in parallel, a capacitor C1 connected in parallel to the resistor R22, and a diode D3 connected in series to the resistor R22. ing. According to the waveform shaping circuit 113, the pulse waveform shown in FIG. 9 can be shaped into the sawtooth waveform shown in FIG. That is, it is possible to generate a waveform having a gradual rise and a steep fall. Therefore, a switch operation of a circuit that operates with a falling edge as a trigger, for example, the switching circuit 114 can be quickly executed.

  The switching circuit 114 is a circuit that realizes an on / off operation by the shaped pulse waveform drive signal. In this embodiment, the switching circuit 114 takes out a current from the battery via the power source current line Lp during the on operation, and the battery during the off operation. Stop taking out current from. Therefore, the switching circuit 114 can cause a pulse current to flow from the battery. As the switching circuit 114, for example, a field effect transistor (FET) or other switching element can be used.

  When the pulse waveform drive signal output from the waveform shaping circuit 113 is always in a high state (a signal level state instructing the switching circuit 114 to perform an ON operation), the protection circuit 115 burns out the resistor R1. It is a circuit for protecting from a malfunction. For example, it is realized by a circuit using a Zener diode and a transistor, as is well known to those skilled in the art.

  The resistor R1 is used to adjust the value of the power supply current supplied to the switching circuit 114, and the resistance value is selected according to the voltage of the battery BT to be used so as to have a current value of 300 to 500 mA. In the following, a current of 500 mA is used.

  Operation | movement of the energy consumption rate improvement apparatus 10 (control part 11) which concerns on a present Example is demonstrated. FIG. 11 is an explanatory diagram schematically showing a current change between the energy consumption rate improving apparatus according to this embodiment and the in-vehicle battery. The energy consumption rate improving apparatus 10 operates using a current supplied from the in-vehicle battery 30. That is, the current extracted from the in-vehicle battery 30 via the positive terminal T1 is supplied to each circuit via the drive signal current line Ld.

  As described above, the energy consumption rate improving apparatus 10 can extract a pulsed current from the battery in accordance with the pulse waveform drive signal. That is, when the switching circuit 114 is turned on according to the pulse waveform drive signal, a current of 500 mA by the resistor R1 flows from the switching circuit 114 to the ground, and when the switching circuit 114 is turned off according to the pulse waveform drive signal, The current flow of 500 mA is stopped. As a result, a pulsed current is extracted from the in-vehicle battery 30. When the energy consumption rate improving apparatus 10 (switching circuit 114) stops taking out the current in response to the falling edge of the pulse waveform drive signal, the fuse box mounting portion 12, the battery side wiring 13, the ground wiring 14, the in-vehicle battery 30, and the in-vehicle battery 30 The back electromotive force and the reverse current due to the inductance component including each wiring between the battery 30 and the fuse box 20 are generated and are negative with respect to the in-vehicle battery 30 (in-vehicle battery 30 Spike-like voltage and current are applied). For example, a spike-like current as shown in FIG. In this embodiment, the pulse waveform drive signal input to the switching circuit 114 is shaped by the waveform shaping circuit 113 so as to have a sawtooth waveform, so that the switching circuit 114 shifts to the on state relatively slowly during the on operation. During the off operation, the state immediately changes to the off state. As a result, a spike-like current and voltage having a high peak (height) and a short width can be provided to the in-vehicle battery 30. The value of the spike-like reverse current supplied to the in-vehicle battery 30 is, for example, 2 to 3 A, and takes a larger value as the use current (power supply current) increases. The current waveform in FIG. 11 can be obtained by connecting a resistor in series to the electrode of the in-vehicle battery 30 and measuring the voltage waveform across the resistor.

When the spike-like current and voltage act on the positive electrode and the negative electrode of the in-vehicle battery 30, the coating deposited on the positive electrode and the negative electrode (lead sulfate coating in a lead-acid battery) is peeled off and separated from each electrode in a molecular form. Of the surface area of each electrode covered by the charging, the charging area related to charging is restored to the initial charging area. The molecular coating separated in the electrolytic solution is decomposed when the vehicle-mounted battery 30 is charged, and is dissolved in the electrolytic solution as lead ions and sulfate ions. In addition, the generation of H ₂ O generated during discharging of the in-vehicle battery 30 during charging is stopped, and as a result, the electrolyte specific gravity of the in-vehicle battery 30 that is a lead storage battery recovers toward a favorable value of 1.280.

Verification result Hereinafter, the verification result when not using the energy consumption rate improvement apparatus 10 which concerns on a present Example and the energy consumption rate improvement apparatus as a comparative example is demonstrated. FIG. 12 is an explanatory diagram showing the results of a fuel consumption effect test in which the energy consumption rate improving apparatus 10 according to this embodiment is mounted. FIG. 13 is an explanatory diagram showing the results of a fuel efficiency test when the energy consumption rate improving apparatus 10 according to the present embodiment is not installed. FIG. 14 is an explanatory diagram showing a result of battery capacity improvement by the energy consumption rate improving apparatus 10 according to the present embodiment.

In the fuel efficiency test, the 1997 Nissan Silvia (model E-S14, prime mover model SR20, total displacement 1.99 liters, 200 kPa both before and after tire pressure) was used as the test vehicle, and the chassis dynamometer: Banzai VST was used as the measuring instrument. -3600-4W, fuel flow rate sensor: OVAL MODEL LS4150 1p / cc. The battery used is GS 40B19R manufactured by GS Yuasa.
The test conditions were based on the 10.15 mode fuel consumption measurement program, in a mode in which the engine was restarted immediately after the engine was stopped when stopped.

1. Before installation Weather: Sunny, Temperature: 24 to 25 ° C., Humidity: 64 to 70%, Atmospheric pressure: 1037 hPa In the environment of 1037 hPa, the energy consumption rate improvement apparatus 10 according to the present example is not installed, and measurement is performed three times. It was. As shown in FIG. 13, the fuel consumption rate obtained as a result of the measurement was in the range of 9.96 to 10.33 (km / L), and the average fuel consumption rate was 10.13 (km / L).

2. After installation After the installation of the energy consumption rate improving apparatus 10 according to the present embodiment to the fuse box, after 7 months, the weather is fine, the temperature is 28 to 29 ° C., the humidity is 43 to 48%, and the atmospheric pressure is 1009 hPa. Three measurements were taken. As shown in FIG. 12, the fuel consumption rate obtained as a result of the measurement was in the range of 10.70 (km / L), and the average fuel consumption rate was 10.70 (km / L).

  As described above, by attaching the energy consumption rate improving apparatus 10 according to the present example to the fuse box, it was confirmed that the fuel efficiency was improved by 5.7%.

Battery capacity measurement:
Battery capacity measurement is as follows: 1 and 2. Each battery was fully charged at the time of measurement, and a cold cranking ampere (CCA) value was used as a judgment value of the battery deterioration level. As one of the factors that degrade the performance of lead-acid batteries, sulfate coating (sulfation) generated on the positive and negative electrodes of the lead-acid battery is known. The sulfate coating is formed on both electrodes by using the following electrochemical reaction between the dilute sulfuric acid electrolyte solution and the positive electrode (lead oxide electrode) and negative electrode (lead electrode) when using (discharging) lead acid batteries. Is done. In addition, a reverse electrochemical reaction occurs during charging.
PbO ₂ + 4H ⁺ + SO ₄ ²⁻ + 2e ⁻ → PbSo ₄ + 2H ₂ O (positive electrode)
Pb + SO ₄ ²⁻ → PbSo ₄ + 2e ⁻ (Negative electrode)
The surface of the positive electrode and the negative electrode (electrode surface that contributes to charging) is covered with a sulfate (lead sulfate) coating, which inhibits the intended electrochemical reaction that occurs between each electrode and the electrolyte solution. The charging performance and discharging performance will be reduced.

  As shown in FIG. Although the battery deterioration degree during the measurement of the battery was deteriorated to 85% of the capacity when new, It was confirmed that the battery deterioration degree at the time of the measurement was recovered to 97% of the capacity when new. That is, as a result of attaching the energy consumption rate improving apparatus 10 for 7 months, it was confirmed that the salt adhering to the positive and negative electrodes of the battery was almost removed.

  The fuel consumption rate improvement by the energy consumption rate improvement apparatus 10 according to the present embodiment described above is as follows. A decrease in battery performance, that is, an increase in the internal resistance of the battery due to the adhesion of salt to the positive and negative electrodes causes a power loss with respect to the discharge, so that a large amount of electric power is required when starting the internal combustion engine. For example, when a normal battery is used, the internal combustion engine can be started with a discharge capacity of about 250 Ah, but when a deteriorated battery is used, a discharge capacity of about 400 Ah is required. Therefore, compared with a normal battery, the amount of electric power required to restore the battery capacity to a predetermined capacity is increased, and the operation period of the alternator becomes longer.

  The increase in internal resistance also becomes a resistance when charging a battery, the charging time for a deteriorated battery is longer than the charging period required to restore the same amount of battery capacity to a normal battery, and the alternator runs extra I have to let it.

  In a normal vehicle, the on-vehicle battery 30 is charged by the alternator 52 driven by the internal combustion engine 51 as described above. Therefore, if the operation period of the alternator 52 becomes longer, in addition to the fuel required for running the vehicle, the period during which the internal combustion engine 51 consumes fuel to drive the alternator 52 becomes longer, and the energy consumption rate of the vehicle, that is, The fuel consumption rate decreases.

  According to the energy consumption rate improving apparatus 10 according to the present embodiment, the performance degradation of the in-vehicle battery 30 can be improved (recovered), so that the in-vehicle battery 30 can be charged without extra driving of the alternator 52. The required amount of fuel can be reduced. As a result, the energy consumption rate of the vehicle, that is, the fuel consumption rate can be improved in this demonstration test. In particular, in a vehicle equipped with start / stop control technology, for driving a cell motor (starter motor) when restarting the internal combustion engine, for example, a large current of about 300 A is required, and the load on the in-vehicle battery 30 becomes large. 30 performance degradation is promoted. Even under such conditions, according to the energy consumption rate improving apparatus 10 according to the present embodiment, the performance degradation of the in-vehicle battery 30 can be suppressed or prevented, so that the fuel consumption rate of the vehicle can be improved. .

  Moreover, the energy consumption rate improving apparatus 10 according to the present embodiment can improve the fuel consumption rate within a short period of 7 months, and can restore the performance of the in-vehicle battery 30. As shown in the supplementary verification test results regarding battery recovery described later, the energy consumption rate improving apparatus 10 according to the present embodiment has the performance of recovering the performance of the battery three months after being installed. Thus, the energy consumption rate of the vehicle can be improved in a period of about 3 months, which is shorter than 7 months.

  Furthermore, since the energy consumption rate improving apparatus 10 according to the present embodiment includes the fuse box mounting part 12 that can be directly mounted on the fuse mounting part of the fuse box 20, the energy consumption rate improving apparatus 10 can be easily mounted. it can. Since the fuse box mounting portion 12a according to the first embodiment can be used by mounting an existing fuse to the fuse mounting portion 121, it can be used at any position of the fuse box 20 without being limited by the fuse capacity. Can be installed. Since the fuse box mounting portion 12b according to the second embodiment incorporates a fuse, the energy consumption rate improving apparatus 10 can be mounted more easily without requiring the existing fuse to be removed.

  Hereinafter, various verification results obtained when the energy consumption rate improving apparatus 10 is directly connected to the battery according to the present embodiment will be described supplementarily from the viewpoint of improving and preventing the battery performance deterioration.

Battery performance recovery:
FIG. 15 is an explanatory view showing a verification result of performance recovery of a lead storage battery by a sulfate film removal apparatus as a comparative example. FIG. 16 is an explanatory diagram showing verification results of performance recovery of the lead storage battery by the energy consumption rate improving apparatus according to the present embodiment. The verification conditions are as follows.
Comparative example: pulse frequency: 20000 Hz, current value: 200 mA, battery: GS Yuasa 48V battery,
Example: Pulse frequency: 20000 Hz, current value: 500 mA, battery: 48V battery manufactured by GS Yuasa.

  According to this verification, it is confirmed that the specific gravity value is restored by the energy consumption rate improving apparatus 10 according to the present embodiment, and the mechanism of removal and dissolution of the sulfate film by the spike-like current described above is proved.

  In the comparative example shown in FIG. 15, the initial value of the average electrolyte specific gravity value is 1.255, the average electrolyte specific gravity value after 34 days from the start of installation is 1.266, and the average electrolyte after 87 days from the start of installation. The specific gravity value is 1.280. In general, the specific gravity value of a lead-acid battery is 1.28, which is a good value, and is achieved after 87 days. On the other hand, paying attention to the improvement rate of the average specific gravity value relative to the initial value, that is, the specific gravity increase rate, it is 1.0087 at the time of 34 days, 1.0199 at the time of 87 days, The specific gravity increase rate stops at 1.0199. In contrast, in this example, the initial value of the average electrolyte specific gravity value is 1.219, and the average electrolyte specific gravity value after 20 days from the start of mounting is 1.268. On the other hand, paying attention to the improvement rate of the average specific gravity value with respect to the initial value, it is 1.040 when 20 days have elapsed, and the specific gravity increase rate when 1.0 month has passed has reached 1.040.

  The difference between the example and the comparative example lies in the current value, and according to the energy consumption rate improving apparatus 10 according to the present example having a large current value, about 1/3 to 1 with respect to the sulfate film removing apparatus of the comparative example. The battery performance can be recovered in a period of / 4. When the period required for obtaining the improvement result is as long as 3 to 4 months, there is a problem that it is difficult for the apparatus user to effectively verify the improvement effect. However, according to the energy consumption rate improving apparatus 10 according to the present embodiment, there is a problem. For example, it is possible to verify the improvement effect from about half a month to about a month and meet the demands of the device user.

  The above verification results show that a good improvement result can be obtained when the current value applied to the battery is large. However, when the current value applied to the battery is simply increased, the sulfate film removal device is in operation. The problem arises that the temperature rises (resistance is damaged).

Temperature change:
FIG. 17 is an explanatory view showing a temperature change during operation of the sulfate film removal apparatus as a comparative example. FIG. 18 is an explanatory diagram showing a temperature change during the operation of the energy consumption rate improving apparatus 10 according to the present embodiment. The verification was performed by measuring the temperature of the case main body and the current adjustment resistor of the energy consumption rate improving apparatus 10 with an infrared thermometer. The comparative example shown in FIG. 17 is obtained as a result of increasing the current supplied to the switching circuit of the sulfate film removal device from 200 mA to 500 mA under the conditions of the pulse frequency: 20000 Hz and the pulse width of the pulse waveform drive signal of 4 μsec. The measured temperature change is shown. From the results of FIG. 18, the case temperature increased as the current value increased. At 500 mA, the case temperature reached 47 ° C. and the increase temperature reached 19 ° C. In addition, the temperature of the resistance as the heat source reaches 114 ° C. Therefore, when it is used by being mounted on a battery or a fuse box arranged in the engine room of an automobile, it is used under the condition that the use environment temperature is about 60 to 70 ° C., and the resistance temperature is If the resistance for general use is used, the possibility that the resistance is damaged increases.

  On the other hand, the energy consumption rate improving apparatus 10 according to the present embodiment is driven by a pulse waveform drive signal having a pulse width of 1.6 μsec and a frequency of 20000 Hz. In the verification illustrated in FIG. 18, the energy consumption rate improvement device 10 is mounted on 36V battery and 48V battery, and verification is performed for the case where the current supplied to the switching circuit 114 is 200 mA and 500 mA.

  In the comparative example with a power supply of 200 mA, the case temperatures were 31 ° C. and 34 ° C. and the rising temperatures were 6 ° C. and 8 ° C. for 36V and 48V batteries, respectively. In contrast, in the examples with a current of 500 mA, the case temperatures were 32 ° C. and 35 ° C., and the rising temperatures were 5 ° C. and 8 ° C. for 36V and 48V batteries, respectively. Therefore, in the comparative example shown in FIG. 17, it was possible to reduce the temperature rise of 19 ° C. to 8 ° C., and it was realized to suppress the temperature rise to the same level as when using a 200 mA current in the comparative example.

  Here, the pulse width of 1.6 μsec is only a value selected to realize a temperature increase comparable to the conventional temperature increase, and a smaller pulse width is used to further reduce the temperature increase. If the request for reducing the temperature rise is loose, a larger pulse width may be used. In addition, since the amount of heat generated at the resistor R1 decreases when the current used is less than 500 mA, a larger pulse width may be used, and when the current used is larger than 500 mA, the amount of heat generated at the resistor R1 also increases. It is desirable that a smaller pulse width be used. Further, since the amount of heat generated in the resistor R1 increases as the battery voltage increases, a smaller pulse width may be used as the battery voltage increases.

  As described above, according to the energy consumption rate improving apparatus 10 according to the present embodiment, the current value that was 200 mA in the past is set to 500 mA, so that the period required for the performance recovery of the battery is reduced to 1/3 to 1 in the conventional method. The period can be shortened to / 4. That is, the sulfate film deposited on the battery electrode can be removed more strongly than the conventional sulfate film removal apparatus.

  Further, regarding the temperature rise of the energy consumption rate improving apparatus 10 (resistor R1) which becomes a problem by using a current of 500 mA, the pulse width of the pulse waveform drive signal is 1.6 μsec, which is about 1 / 2.5 of the conventional one. By doing so, the temperature rise of the energy consumption rate improving apparatus 10 when using a current of 500 mA can be suppressed to the same level as when using a current of 200 mA. Therefore, according to the energy consumption rate improving apparatus 10 according to the present embodiment, it is possible to reduce the time required for removing the sulfate film while suppressing the heat generation at the time of removing the sulfate film. Even if it is arranged in the engine room, the energy consumption rate of the vehicle without causing damage to the resistance due to the thermal environment in the engine room and the heat generation of the energy consumption rate improving apparatus 10 (control unit 11). Can be improved.

・ Modification:
(1) In the above embodiment, the fuse box 20 provided in the passenger compartment has been described as an example. However, the fuse box 20 may be provided in other places such as an engine room, a trunk room, and a service room. Even in this case, the energy consumption rate improving apparatus 10 can improve (improve) the energy consumption rate of the vehicle, and can be easily mounted on the fuse box 20 by the fuse box mounting portion 12. be able to.

(2) In the above embodiment, the description has been given by taking an example of a normal vehicle including the engine 51 as a power source. However, the vehicle 50 may be a hybrid vehicle that can use a motor as part or all of the power source, or a motor (battery). It may be an electric vehicle using only as a power source. In the case of a hybrid vehicle, an internal vehicle battery for an electrical accessory or a large capacity battery for vehicle travel is used for starting or restarting the internal combustion engine. It is the same as a normal vehicle in that it is charged by driving an alternator or a motor generator. Therefore, if the energy consumption rate improving apparatus 10 of this embodiment is attached to the fuse box that is electrically connected to the in-vehicle battery or the large capacity battery, it is consumed in the internal combustion engine 10 for power generation (charging). The fuel amount can be reduced or reduced, and the energy consumption rate of the vehicle can be improved.

  In the case of an electric vehicle, although the fuel consumption in the internal combustion engine cannot be reduced, the charging efficiency is improved when charging the battery during regeneration by improving or preventing the deterioration of the performance of the large capacity battery, and for driving It is possible to improve the discharge efficiency when the motor is driven. As a result, the amount of energy required for battery capacity recovery is reduced, and the energy consumption rate as the power consumption rate, so-called power consumption, can be improved.

(3) Although the above embodiment has been described on the assumption that the vehicle equipped with the start / stop control technology is used, the fuel consumption rate can be similarly improved in a vehicle not equipped with the start / stop control technology. Even in a non-mounted vehicle, charging to the in-vehicle battery is performed by an alternator, and the amount of fuel consumed in the internal combustion engine 10 for power generation (charging) is reduced or reduced by reducing or preventing performance deterioration of the in-vehicle battery. This makes it possible to reduce the energy consumption rate of the vehicle.

(4) In the above embodiment, the lead-acid battery has been described as an example of the in-vehicle battery 30. However, the present embodiment also includes other batteries such as a lithium ion battery and a nickel metal hydride battery. With the energy consumption rate improving apparatus 10, the formation of a film on the electrode is suppressed / prevented, or the film formed on the electrode is removed, and an effect of improving the energy consumption rate of the vehicle is obtained.

(5) The control part 11 of the energy consumption rate improvement apparatus 10 in the said Example is realizable by what kind of aspect. For example, the power supply circuit 111, the pulse generation circuit 112, the waveform shaping circuit 113, the switching circuit 114, and the protection circuit 115 may be mounted on the substrate by discrete components, or the power supply circuit 111, the pulse generation circuit 112, the waveform shaping At least a part of the circuit 113, the switching circuit 114, and the protection circuit 115 may be integrated into one chip. When at least some of the circuits are integrated into one chip, the energy consumption rate improving apparatus 10 can be reduced in size, and can be more easily attached to the fuse box 20. In the case of one chip, for example, the substrate is divided into four layers, and the space between the drain terminal and the GND pattern is widened in order to reduce the parasitic capacitance of the substrate (the parasitic capacitance between the drain terminal of the high voltage FET and the substrate GND). It is also desirable to have a structure in which the GND pattern is hollowed out. Moreover, the control part 11 of the energy consumption rate improvement apparatus 10 made into 1 chip | tip has a dimension of 18-16 mm long x 22-20 mm wide, thickness 4-5 mm, or a smaller dimension, for example. Is desirable. When the control unit 11 has such a small size, for example, the control unit 11 can be arranged on the fuse box mounting unit 12 or the energy consumption rate improving apparatus 10 having the same size as the fuse 60 can be manufactured. It becomes possible, and it becomes possible to arrange | position the energy consumption rate improvement apparatus 10 freely.

(6) In the energy consumption rate improving apparatus 10 in the above embodiment, the ground wiring 14 and the ground terminal 141 are grounded (connected) to the vehicle 50 (body) without passing through the fuse box 20, but the fuse box 20 is connected to the vehicle. When the fuse box grounding terminal 50 is provided, it may be connected to the fuse box grounding terminal. In this case, the energy consumption rate improving apparatus 10 can be more easily attached to the vehicle 50.

(7) In the above embodiment, the fuse box 20 is grounded to the mounting portion for mounting the energy consumption improvement device 10, that is, the power terminal connected to the positive electrode 31 of the in-vehicle battery 30 and the vehicle 50. When the mounting portion having the fuse box ground terminal is provided, the fuse box mounting portion 12 may be provided with terminals connected to the battery side wiring 13 and the ground wiring 14 respectively. In this case, by simply mounting the fuse box mounting portion 12 to the mounting portion of the fuse box 20, the connection of the power supply and the ground is completed, and the mounting of the energy consumption rate improving apparatus 10 to the vehicle 50 is ensured and further performed. Can be easily.

(8) In the above embodiment, the example using the pulse waveform drive signal having a frequency of 20000 Hz is verified, but the frequency may be less than 20000 Hz or higher than 20000 Hz.

(9) In the above embodiment, the case where the current value is 500 mA has been described as an example, but a current larger than 300 to 500 mA or 500 mA may be used.

(10) In the above embodiment, the pulse width of the pulse waveform drive signal generated by the pulse generation circuit 112 is constant, but it may be changed to a plurality of values by a switch operation. In the above embodiment, the resistor R1 is a resistor having a fixed resistance value, but may be a variable resistor that can be changed to a plurality of values by a switch operation. In these cases, by changing the resistance value according to the voltage of the battery, the single energy consumption rate improving device 10 can cope with a plurality of battery voltages. Further, the current can be appropriately changed according to the voltage of the battery, and the user can find and set a desired setting value according to the use environment, thereby improving the usability of the energy consumption rate improving apparatus 10. be able to.

  As mentioned above, although this invention was demonstrated based on the Example and the modification, Embodiment mentioned above is for making an understanding of this invention easy, and does not limit this invention. The present invention can be changed and improved without departing from the spirit and scope of the claims, and equivalents thereof are included in the present invention.

DESCRIPTION OF SYMBOLS 10, 10a, 10b ... Energy consumption rate improvement apparatus 11 ... Control part 111 ... Power supply circuit 112 ... Pulse generation circuit 113 ... Waveform shaping circuit 114 ... Switching circuit 115 ... Protection circuit 116 ... Indicator lamp 12, 12a, 12b ... Fuse box installation Part 121: Fuse mounting part 122 ... Metal terminal 122a ... Battery side terminal 122b ... Electrical component side terminal 123a, 123b ... Fuse mounting part 125 ... Control part connection part 13 ... Battery side wiring 14 ... Grounding wiring 141 ... Grounding terminal 20 ... Fuse box 21 ... Power supply terminal 22 ... Electrical component side wiring 23, 23a ... Mounting portion 232 ... First fuse mounting terminal 233 ... Second fuse mounting terminal 30 ... Vehicle battery 31 ... Positive electrode 311 ... Power supply wiring 32 ... Negative electrode 321 ... Ground wire 50 ... vehicle 51 ... internal combustion engine 52 ... ol Tanner 521 ... Battery wire 522 ... Earth wire 55 ... Wheel 60 ... Fuse 61a, 61b ... Terminal 62 ... Fuse element C1 ... Capacitor D1, D2, D3 ... Diode Ld ... Current line for drive signal Lp ... Power supply current line R1, R21, R22: Resistance T1: Positive terminal T2: Negative terminal

Claims (10)

A vehicle energy consumption improvement device,
A control unit,
A positive terminal and a negative terminal;
A drive signal generation unit that generates a pulse waveform drive signal using a current extracted from an in-vehicle power supply via the positive electrode terminal;
A resistor for adjusting the current taken from the in-vehicle power source through the positive terminal to a current of 300 mA or more;
A switching unit that is connected to the drive signal generation unit and the resistor unit and operates in accordance with the generated pulse waveform drive signal, wherein the counter electromotive force and the reverse voltage are synchronized with a falling edge of the pulse waveform drive signal. A control unit comprising a switching unit for supplying current to the in-vehicle power supply;
A vehicle energy consumption rate improving apparatus, comprising: a fuse box mounting portion that is mounted on a vehicle-side fuse box and electrically connects the positive electrode of the in-vehicle power supply and the positive electrode terminal of the control unit via the fuse box. . A vehicle energy consumption improvement device,
A control unit,
A positive terminal and a negative terminal;
A drive signal generation unit that generates a pulse waveform drive signal using a current extracted from an in-vehicle power supply via the positive electrode terminal;
A resistor for adjusting the current taken from the in-vehicle power source through the positive terminal to a current of 300 mA or more;
A switching unit that is connected to the drive signal generation unit and the resistor unit and operates in accordance with the generated pulse waveform drive signal, wherein the counter electromotive force and the reverse voltage are synchronized with a falling edge of the pulse waveform drive signal. A control unit comprising a switching unit for supplying current to the in-vehicle power supply;
A positive-side vehicle connecting portion for electrically connecting the positive-electrode terminal and the positive electrode of the in-vehicle power source via a vehicle-side fuse box, and a fuse shape to be attached to the vehicle-side fuse box A positive-side vehicle connection portion having a fuse box mounting portion having
A negative electrode side vehicle connecting portion for electrically connecting the negative electrode terminal and the negative electrode of the in-vehicle power source ;
A vehicle energy consumption rate improving apparatus comprising: The vehicle energy consumption rate improvement device according to claim 1 or 2,
The fuse box mounting part is
The positive terminal connected to the in-vehicle power supply side connection part of the fuse box connected to the positive electrode of the in-vehicle power supply, the positive terminal connected to the positive terminal,
An electrical component side terminal connected to the electrical component side connected to the electrical component side connection portion of the fuse box;
Vehicle energy consumption rate improvement device. In the vehicle energy consumption rate improvement apparatus in any one of Claim 1 to 3,
The vehicle energy consumption rate improving apparatus, wherein the fuse box mounting portion includes a fuse mounting portion for mounting a fuse. In the vehicle energy consumption rate improvement apparatus in any one of Claim 1 to 3,
A vehicle energy consumption rate improving device, wherein the fuse box mounting portion incorporates a fuse element. In the vehicle energy consumption rate improvement device according to any one of claims 1 to 4,
The vehicle energy consumption rate improvement device, wherein the drive signal generation unit generates the pulse waveform drive signal having a pulse width at which the rising temperature of the vehicle energy consumption rate improvement device is a predetermined temperature or less. The vehicle energy consumption rate improving device according to claim 6,
The drive signal generation unit generates the pulse waveform drive signal having a pulse width equal to or smaller than a pulse width obtained by the following equation when the known rising temperature with respect to the known pulse width Pwbase is Tbase and the allowable rising temperature is Tmax. A vehicle energy consumption rate improvement device that generates

The vehicle energy consumption rate improving device according to claim 7,
The vehicle energy consumption rate improving device, wherein the drive signal generation unit generates a pulse waveform drive signal having a small pulse width as the output voltage of the in-vehicle power supply increases. In the vehicle energy consumption improvement device according to any one of claims 1 to 7,
The drive signal generation unit generates the pulse waveform drive signal having a frequency of 15000 Hz to 20000 Hz and a pulse width of 1 μsec to 2 μsec,
The resistor unit adjusts the current taken from the in-vehicle power source to a current of 300 to 500 mA.
Vehicle energy consumption rate improvement device. A vehicle energy consumption improvement method,
A fuse box mounting portion having a fuse shape for electrically connecting the positive electrode terminal of the vehicle energy consumption improvement device and the positive electrode of the in-vehicle power source is mounted on the fuse box on the vehicle side,
Car body grounding a negative electrode side vehicle connection portion for electrically connecting the negative electrode terminal of the vehicle energy consumption improvement device and the negative electrode of the in-vehicle power source ,
The vehicle energy consumption rate improving device generates a pulse waveform drive signal using a current extracted from the in-vehicle power source,
By the vehicle energy consumption rate improving device, the current extracted from the in-vehicle power source is adjusted to a current of 300 mA or more,
Supplying the back electromotive force and the reverse current caused by the current of 300 mA or more to the in-vehicle power source in synchronization with a falling edge of the pulse waveform drive signal by the vehicle energy consumption rate improving device;
A vehicle energy consumption rate improvement method of repeatedly generating the pulse waveform drive signal, adjusting the current, and supplying the back electromotive force and reverse current to the in-vehicle power source.

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