JPH09289704A - Power feeder for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform power supply without casting a burden upon a generator and a battery, to the electrical load which consumes electric energy as heat energy. SOLUTION: The electric energy generated by the inertial energy at braking is charged in an electric double-layer capacitor 6 through a relay switch 3 which is turned on when a break switch 8 is on, and in a control circuit 9, the temperature range is specified based on the output voltage of a cooling water temperature sensor 10 and a cabin temperature sensor 11, and when any electrical load of a catalyst warming-up device 12, each kind of heaters 13, and a Peltier cooler 14 is belonging to the said electrical load, and the said electrical load is supplied with electric energy charged in the electric double-layer capacitor 6. Moreover, the quantity of electricity of the electric double-layer capacitor 6 is controlled by the Zener voltage of a Zener diode 7, and when the terminal voltage of the electric double-layer capacitor 6 goes higher than the Zener voltage, the relay switch 3 is turned off, and the charge is stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle power supply device that stores inertial energy during braking as electric energy and supplies the stored electric energy to a specific electric equipment load.

[0002]

2. Description of the Related Art Generally, electric loads mounted on a vehicle include normal loads such as a starter and an ignition coil, which are indispensable for maintaining an operating condition of an engine, headlights, brake lights, blinkers, horns. There is a so-called thermoelectric load that uses electric energy as a heat source in addition to a necessary load such as a wiper motor that does not directly affect engine operation but is essential for safe driving. Examples of the thermoelectric load include, for example, a catalyst warming device that directly or secondarily heats the catalyst in order to improve the exhaust gas purification performance in a cold state, various heating that heats the seat, steering, rear glass, etc. in winter. There is a device, or a so-called Peltier cooling device such as a cooler box used in the summer, and these thermoelectric loads are not always used like the above-mentioned normal load or necessary load, but cold start, When it is desired to directly utilize the heat energy from the engine, such as during warm-up operation,
Alternatively, it is used when a short time auxiliary cooling is required at a high temperature, the operating region is determined depending on the outside air temperature and the engine temperature, and the operating time is relatively short, It requires a large amount of heat energy in a short time.

Conventionally, this type of thermoelectric load was supplied from a battery or a generator, but since the power consumption is large, the capacities of the battery and generator become large, which causes a cost increase. Not only that, but it also caused deterioration of fuel efficiency.

Therefore, the applicant of the present invention has filed in Japanese Patent Application Laid-Open No. 7-264.
In addition to the normally used in-vehicle battery, a large-capacity capacitor typified by an electric double layer capacitor having an output per weight (Kw / Kg) extremely higher than that of a secondary battery such as a normal lead storage battery is provided in Japanese Patent No. 708. Then, a technology has been proposed in which the large-capacity capacitor is charged with electric energy generated by regenerating inertial energy during braking, and the electric energy charged in the large-capacity capacitor heats an electrical load such as a catalyst heater. .

[0005]

However, in the above prior art, not only the large capacity capacitor is charged with the electric energy generated by the inertia energy at the time of braking, but also the electric load is supplied and the voltage converter is supplied. After converting to low voltage, the power is supplied to the in-vehicle battery and low voltage load, so the capacity of a general on-vehicle generator will be insufficient, and a dedicated generator will be required, which will increase the cost accordingly. .

In view of the above circumstances, the present invention makes it possible to recover inertia energy during braking as electric energy by using a general vehicle-mounted generator with a simple structure.
Moreover, it is an object of the present invention to provide a power supply device for a vehicle which is excellent in economy.

[0007]

To achieve the above object, a vehicle power supply device according to a first aspect of the present invention includes a large-capacity capacitor that regenerates inertial energy during braking to charge the generated electric energy, and an ambient temperature. And an electric load that depends on the engine temperature, and a control circuit that supplies electric power from the large-capacity capacitor to the electric load when the electric load belongs to a temperature range specified based on the environmental temperature and the engine temperature. It is characterized by including.

According to a second aspect of the present invention, there is provided a vehicle power supply device, which has a large-capacity capacitor that regenerates inertial energy during braking and charges the generated electric energy, an electrical load that depends on environmental temperature and engine temperature, and When the electrical load belongs to a temperature range specified based on the environmental temperature and the engine temperature, a control circuit that supplies power from the large-capacity capacitor to the electrical load and the amount of electricity of the large-capacity capacitor reaches a predetermined value. And an electric quantity control circuit for stopping the charging of the large-capacity capacitor when the electric capacity is reached.

According to a third aspect of the present invention, there is provided a vehicular power feeding apparatus as set forth in claim 2, wherein the electricity quantity control circuit includes a generator for generating electric power by inertia energy during braking and the large-capacity capacitor. A zener diode is interposed between the generator and the large-capacity capacitor in the opposite direction.

A vehicle power feeder according to a fourth aspect of the present invention is the vehicle power feeder according to any one of claims 1 to 3, wherein the electrical load is set for each temperature range determined by the environmental temperature and the engine temperature. A plurality of temperature control units are provided, the control circuit specifies a temperature range based on the environmental temperature and the engine temperature, and power is supplied from the large-capacity capacitor to the electrical load belonging to the temperature range.

That is, in the vehicle power supply device according to the first aspect of the present invention, the electric energy generated by regenerating the inertia energy during braking is charged into the large-capacity capacitor such as the electric double layer capacitor in a necessary amount. Further, the control circuit specifies the current temperature range based on the environmental temperature and the engine temperature, and when the electrical load depending on the environmental temperature and the engine temperature belongs to the above temperature range, the above-mentioned large load is applied to the electrical load. Power is supplied from a capacitor.

In the power supply device for a vehicle according to the second aspect of the invention, the large-capacity capacitor is charged with the required amount of electric energy generated by regenerating the inertia energy during braking. Then, when the amount of electricity of the large capacity capacitor at the time of charging reaches a predetermined value, the charging is stopped. Further, the control circuit specifies the current temperature range based on the environmental temperature and the engine temperature, and when the electrical load depending on the environmental temperature and the engine temperature belongs to the above temperature range, the above-mentioned large load is applied to the electrical load. Power is supplied from a capacitor.

According to a third aspect of the present invention, there is provided the vehicle power feeding device according to the second aspect, wherein the electricity amount control circuit includes a generator for generating electric power by inertia energy during braking and the large-capacity capacitor. In the meantime, since the Zener diode is provided in the reverse direction from the generator to the large capacity capacitor, the amount of electricity charged in the large capacity capacitor is controlled by the Zener voltage of the Zener diode.

According to a fourth aspect of the present invention, there is provided a vehicle power supply device including:
In the vehicle power supply device according to any one of claims 3 to 3, an electric load is provided for each temperature region determined based on the environmental temperature and the engine temperature, and the electric device belonging to the current temperature region specified based on the environmental temperature and the engine temperature is included. When there is a load, electric power is supplied to the electrical load from the large-capacity capacitor.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a circuit diagram of the vehicle power supply device.

Reference numeral 1 in the figure is an on-vehicle AC generator such as an alternator connected to an output shaft of an engine or a power train, and the AC voltage generated is voltage controlled by a built-in voltage regulator. At the same time, it is full-wave rectified by the rectifier and output as a DC rated voltage.

The vehicle-mounted AC generator 1 includes a battery 2
And the relay contact of the relay switch 3 are connected in parallel. A diode 4 connected to the relay contact of the relay switch 3 in the forward direction with respect to the relay contact, and a resistor 5
Is connected to the positive electrode of an electric double layer capacitor 6, which is an example of a large capacity capacitor. The electric double layer capacitor 6 has a power density (Kw / Kg) that is 10 times or more higher than that of a normal secondary battery such as a lead storage battery, and is not accompanied by an electrochemical change unlike a secondary battery. Therefore, it has a semi-permanent life, and in addition, since the internal resistance is small, the charging / discharging efficiency is high. Therefore, rapid charging / discharging is possible, and the power generated in a short time can be efficiently charged,
The battery 2 can also supply power to an electrical load that consumes a large amount of power and cannot be directly supplied with power.

Further, one end of the relay coil of the relay switch 3 is turned on when the brake pedal is depressed, together with the Zener diode 7 interposed in the reverse direction with respect to the relay coil.
It is connected to the output side of the vehicle-mounted generator 1 via the operating brake switch 8, while the other end of the relay coil is connected to the positive electrode of the electric double layer capacitor 6. Here, the Zener diode 7 constitutes an electricity quantity control circuit for controlling the electricity quantity charged in the electric double layer capacitor 6. The Zener voltage of the Zener diode 7 is set based on the electrostatic capacity of the electric double layer capacitor 6, the short-term rated voltage of the vehicle-mounted AC generator 1, and the like.

When a reverse voltage higher than the Zener voltage is applied from the vehicle-mounted generator 1 to the Zener diode 7 when the brake switch 8 is turned on, a reverse current flows through the relay coil of the relay switch 3, The relay coil is excited, the relay contact is turned on, and the electric double layer capacitor 6 is charged with the electric energy generated by the vehicle-mounted generator 1. When the amount of electricity charged in the electric double layer capacitor 6 reaches a predetermined value, that is, when the terminal voltage Vc of the electric double layer capacitor 6 becomes higher than the Zener voltage of the Zener diode 7,
Even when the brake switch 8 is in the ON state, the reverse current does not flow from the Zener diode 7, the excitation of the relay coil of the relay switch 3 is released, the relay switch 3 is turned off, and the electric double layer capacitor 6 is released.
Charging is stopped. Therefore, the amount of electricity charged in the electric double layer capacitor 6 can be properly set only by changing the Zener voltage of the Zener diode 7, and the consumed amount of electricity can be automatically charged. The Zener diode 7 allows the electric quantity of the electric double layer capacitor 6 to be constantly controlled.

On the other hand, reference numeral 9 is a control circuit, and a cooling water temperature sensor 10 for detecting a positive electrode of the electric double layer capacitor 6 and a cooling water temperature (Tw) which is a representative engine temperature at an input terminal of the control circuit 9. And a vehicle interior temperature sensor 11 that detects a vehicle interior temperature (Tr) that is a representative of the ambient temperature, and a catalyst warm-up device 12 that is an example of an electrical load that consumes electrical energy as heat energy at its output terminal. The various heating devices 13 and the Peltier cooling device 14 are connected. The catalyst warm-up device 12 is an electrical load that directly or secondarily heats the catalyst in order to improve the exhaust gas purification performance in the cold state, and the various heating devices 13 are seat warmers 13a and steering warmers 13b used in cold conditions. , The electrical load such as the defogger 13c, the Peltier cooling device 14,
For example, it is an electric load such as a cooler box used in summer, and the temperature regions in which the electric loads operate are almost the same and are different from each other (details will be described later).

In the control circuit 9, based on the cooling water temperature signal Vw output from the cooling water temperature sensor 10 and the vehicle room temperature signal Vr output from the vehicle compartment temperature sensor 11, the electrical loads 12, 13, 14 are loaded. Which of the two is supplied with the voltage Vc of the electric double layer capacitor 6 is determined. As shown in FIG. 3, the temperature range in which power is supplied to each of the electrical loads 12, 13, and 14 is cooling water temperature (Tw) and vehicle compartment temperature (T
r) and is determined.

That is, (1) in the catalyst warm-up region in which power is supplied to the catalyst warm-up device 12, in the present embodiment, the upper limit set temperature Tw1 of the cooling water temperature Tw is 30 ° C. and the lower limit set temperature Tw4 is 10 ° C. Also, the upper limit set temperature Tr of the vehicle compartment temperature Tr
1 is 50 ° C., the lower limit set temperature Tr4 is 10 ° C., and the catalyst warm-up region is Tw4 <Tw ≦ Tw1 and Tr4 <Tr ≦
It is set to Tr1.

(2) On the other hand, in the various heating areas for supplying power to the various heating devices 13, the upper limit set temperatures Tw3 and Tr3 are set.
Is set to be slightly higher than the lower limit set temperatures Tw4 and Tr4 of the catalyst warm-up region, and a temperature region below that (Tw ≦ Tw
By setting 3 and Tr ≦ Tr3) as various heating areas, power supply to the various heating devices 13 is limited only to cold conditions. (3) Further, in the Peltier cooling region that supplies power to the Peltier cooling device 14, the lower limit set temperatures Tw2 and Tr2 are
It is set slightly lower than the upper limit set values Tw1 and Tr1 of the catalyst warm-up region, and a temperature region higher than that (Tw2 <Tw,
Moreover, Tr2 <Tr) is set as a Peltier cooling region.

If it is assumed that the vehicle compartment temperature Tr is almost the same as the outside air temperature, the vehicle compartment temperature Tr is a long-term variable factor depending on the environmental temperature, and the cooling water temperature Tw is stopped from the engine start. Is a short-term variable.

FIG. 2 shows a concrete example of the control circuit 9. The control circuit 9 includes the cooling water temperature Tw and the set temperatures Tw1 to Tw1.
There are provided first to fourth comparators 21 to 24 for comparing Tw4 and fifth to eighth comparators 25 to 28 for comparing the vehicle compartment temperature Tr with the set temperatures Tr1 to Tr4.

The inverting input terminals of the first to fourth comparators 21 to 24 are connected by a predetermined voltage division between the resistors R1 to R5 connected in series, and the set temperature T is set to each inverting input terminal.
The reference voltages Vw1 to Vw4 corresponding to w1 to Tw4 are input, respectively. Further, the cooling water temperature signal Vw proportional to the cooling water temperature Tw output from the cooling water temperature sensor 10 is input to each non-inverting input terminal of each of the first to fourth comparators 21 to 24.

On the other hand, the fifth to eighth comparators 25 to 28 described above
Each inverting input terminal of each resistor R6 to R connected in series
A predetermined partial pressure connection is made between 10 and the set temperature Tr1.
The reference voltages Vr1 to Vr4 corresponding to Tr4 are input. Further, the vehicle room temperature signal Vr proportional to the vehicle compartment temperature Tr output from the vehicle compartment temperature sensor 11 is input to each non-inverting input terminal of each of the fifth to eighth comparators 25 to 28.

The output terminals of the comparators 21 to 28 are
The catalyst warm-up region determination AND circuit 33, various heating region determination AND circuits 34, and Peltier cooling region determination AND circuits 35 are selectively connected to respective input terminals.

The catalyst warm-up region determination AND circuit 33 has four input terminals, one output terminal of which is connected to the output terminal of the first comparator 21 through the inverter circuit 29, and the other one. The output terminal of the fourth comparator 24 is connected to the input terminal, and the fifth comparator 2 is connected to the other one input terminal.
5 output terminals are connected via an inverter circuit 31,
The output terminal of the eighth comparator 28 is connected to the remaining input terminals. Further, the output terminal of the third comparator 23 and the seventh comparator 27 are connected to the input terminals of the various heating area determination AND circuits 34 via inverter circuits 30 and 32, respectively. Further, the input terminal of the Peltier cooling area determination AND circuit 35 is connected to the output terminal of the second comparator 22 and the sixth terminal.
The output terminals of the comparators are connected respectively.

On the other hand, an AND circuit 33 for determining the catalyst warm-up area
Is connected to the base of the transistor 36 for driving the catalyst warming device, the output terminal of each AND circuit 34 for determining various heating regions is connected to the base of the transistor 37 for driving various heating devices, and further for determining the Peltier cooling region. The output terminal of the AND circuit 35 is connected to the base of the Peltier cooling device driving transistor 38.

The emitters of the transistors 36 to 38 are grounded and the collectors correspond to the relay switches 39.
Is connected to a constant voltage source via relay coils 41 to 41. Further, one end of the relay contact of each of the relay switches 39 to 41 is connected in parallel to the positive electrode of the electric double layer capacitor 6, and the other end is connected to the catalyst warming device 12, various heating devices 13, and Peltier cooling device 14. Each is connected.

Next, the operation of the embodiment having the above configuration will be described.

When the brake pedal is depressed during traveling, the brake switch 8 shown in FIG. 1 is turned on, and when the generated voltage from the generator 1 is higher than the Zener voltage of the Zener diode 7, the relay coil of the relay switch 3 is operated as described above. The relay switch 3 is turned on by being excited by the current flowing in the opposite direction from the Zener diode 7. Then, the electric energy generated by the inertia energy during braking is charged in the electric double layer capacitor 6 via the diode 4 and the resistor 5. By setting the generated voltage of the generator 1 at this time higher than usual, the inertial energy during braking can be efficiently recovered as electric energy.

Terminal voltage V of the electric double layer capacitor 6
c is increased by a time constant determined by the product of the resistance 5 and the electrostatic capacitance of the electric double layer capacitor 6, and when the terminal voltage Vc becomes higher than the Zener voltage of the Zener diode 7, the Zener diode 7 No current flows in the opposite direction, the excitation of the relay coil of the relay switch 3 is released, and the relay switch 3 turns off.
Then, the charging of the electric double layer capacitor 6 is stopped. Therefore, the amount of electricity of the electric double layer capacitor 6 is automatically controlled by the Zener voltage of the Zener diode 7, and only the consumed amount of electricity is automatically charged to the electric double layer capacitor 6. Become.

As described above, in the present embodiment, the relay coil of the relay switch 3 and the brake switch 8 are
Not only can the amount of electricity to the electric double layer capacitor 6 be managed by a simple circuit configuration in which a Zener diode 7 is connected in series between the electric double layer capacitor 6 and It is possible to appropriately variably set the amount of electricity for.

When the relay switch 3 is turned off by releasing the brake pedal or the terminal voltage Vc of the electric double layer capacitor 6 becomes equal to or higher than the Zener voltage of the Zener diode 7 as described above, the generator 1 is turned on. The battery 2 is charged with the electric energy generated in step 1, and the generator 1 appropriately supplies power to the normal load such as the ignition coil. When the relay switch 3 is ON, the battery 2 supplies power to the normal load.

The electric quantity of the electric double layer capacitor 6 is appropriately discharged to the control circuit 9. As shown in FIG. 2, in the control circuit 9, based on the cooling water temperature signal Vw output from the cooling water temperature sensor 10 and the vehicle room temperature signal Vr output from the vehicle interior temperature sensor 11, the electric double layer capacitor 6 Which of the catalyst warm-up device 12, the various heating devices 13 and the Peltier cooling device 14 is to be supplied with this electric energy is determined.

That is, the cooling water temperature signal Vw from the cooling water temperature sensor 10 is input to the non-inverting input terminals of the first to fourth comparators 21 to 24, while the fifth to eighth comparators 25 to 25 are input.
The vehicle room temperature signal Vr from the vehicle compartment temperature sensor 11 is input to the non-inverting input terminal 28. Also, the first to fourth comparators 2
Cooling water temperatures Tw1 to Tw are provided to the inverting input terminals 1 to 24.
The reference voltages Vw1 to Vw4 corresponding to No. 4 are input respectively, while the reference voltages Vr corresponding to the vehicle compartment temperatures Tr1 to Tr4 are input to the inverting input terminals of the fifth to eighth comparators 25 to 28.
1 to Vr4 are input respectively.

Then, in the first to fourth comparators 21 to 24, the reference voltages Vw1 to Vw input to the inverting input terminals.
w4 and the cooling water temperature signal Vw input to the non-inverting input terminal are respectively compared, and when the cooling water temperature signal Vw is lower than each of the reference voltages Vw1 to Vw4 (Vwi (i = 1,2,3,4) ≧ V
w), when the L signal is output from the output terminals of the corresponding comparators 21 to 24 and the cooling water temperature signal Vw is higher than the reference voltages Vw1 to Vw4 (Vwi (i = 1,2,3,4) < Vw),
The H signal is output from the output terminals of the corresponding comparators 21-24.

On the other hand, in the fifth to eighth comparators 25 to 28, the reference voltages Vr1 to Vr input to the inverting input terminals.
4 is compared with the vehicle room temperature signal Vr input to the non-inverting input terminal, and when the vehicle room temperature signal Vr is lower than each of the reference voltages Vr1 to Vr4 (Vri (i = 1,2,3,4) ≧ Vr) , The L signal is output from the output terminals of the corresponding comparators 25 to 28, and the vehicle room temperature signal Vr is output from the reference voltages Vr1 to Vr4.
Is high (Vri (i = 1,2,3,4) <Vr), an H signal is output from the output terminals of the corresponding comparators 25 to 28. To the input terminal of the AND circuit 33 for catalyst warm-up region determination The signals from the output terminals of the fourth and eighth comparators 24 and 28 are input, and the signals from the output terminals of the first and fifth comparators 21 and 25 are inverted by the inverter circuits 29 and 31. Is entered and entered. Therefore, when the current temperature region is in the catalyst warm-up region (see FIG. 3), the input terminals of the catalyst warm-up region determination AND circuit 33 are connected to the fourth and eighth comparators 2.
Since the H signal is output from the output terminals of 4, 4 and the L signal is output from the output terminals of the first and fifth comparators 21 and 25, the H signal is output to the base of the transistor 36 for driving the catalyst warm-up device. Outputs a signal and turns on the transistor 36
Then, the relay coil of the relay switch 39 is excited,
The relay contact is turned on, and electric power is supplied from the electric double layer capacitor 6 to the catalyst warm-up device 12. On the other hand, when the current temperature region is out of the catalyst warm-up region, the L signal is output from either the output terminal of the fourth comparator 24 or the eighth comparator 28, or the first signal. Since the H signal is output from any one of the output terminals of the comparator 21 and the fifth comparator 25, the L signal is output from the output terminal of the catalyst warm-up region determination AND circuit 33, and the catalyst is The warm-up device driving transistor 36 is turned off, and therefore the relay switch 39 is turned off, and the power supply to the catalyst warm-up device 12 is stopped.

The output signals of the output terminal of the third comparator 23 and the output terminal of the seventh comparator 27 are applied to the input terminals of the AND circuits 34 for determining various heating areas as inverter circuits 30, 3.
Inverted input via 2. Therefore, when the current temperature region is in various heating regions (see FIG. 3), the L signal is output from the output terminals of the third and seventh comparators 23 and 27, so that the above-mentioned various heating region determinations are made. The H signal from the output terminal of the AND circuit 34 is supplied to various heating device driving transistors 37.
Is output to the base of, and this transistor 37 turns on,
The relay coil of the relay switch 40 is excited, the relay contact is turned on, and electric power is supplied from the electric double layer capacitor 6 to the various heating devices 13. On the other hand, when the current temperature region is out of the various heating regions, the H signal is output from the output terminal of either the third comparator 23 or the seventh comparator 27, so that the various heating regions are heated. The L signal is output from the output terminal of the area determination AND circuit 34, the various heating device driving transistors 37 are turned off, the relay switch 40 is turned off, and the power supply to the various heating devices 13 is stopped.

The output signals of the output terminal of the second comparator 22 and the output terminal of the sixth comparator 26 are input to the input terminals of the AND circuit 35 for determining the Peltier cooling region. Therefore, when the current temperature region is in the Peltier cooling region (see FIG. 3), the H signal is output from the output terminals of the second and sixth comparators 22 and 26, and therefore the Peltier cooling region determination AND An H signal is output from the output terminal of the circuit 35 to the base of the Peltier cooling device driving transistor 38,
The transistor 38 is turned on, the relay coil of the relay switch 41 is excited, the relay contact is turned on, and electric power is supplied from the electric double layer capacitor 6 to the Peltier cooling device 14. On the other hand, when the temperature region is out of the Peltier cooling region, the second comparator 22 and the sixth comparator 2 are
Since the L signal is output from any of the output terminals of 6 and
The L signal is output from the output terminal of the Peltier cooling area determination AND circuit 35, and accordingly, the relay switch 41 turns off.
Then, the power supply to the Peltier cooling device 14 is stopped.

By the way, assuming that the vehicle compartment temperature Tr depends on the outside air temperature,
It can be considered that the vehicle compartment temperature Tr is substantially constant. Therefore, the cooling water temperature Tw is a dominant factor during engine operation, and each temperature region is specified. That is, FIG.
As shown in, when the vehicle interior temperature Tr is lower than the lower limit setting value Tr4 of the catalyst warm-up region (Tr <Tr4), it does not belong to the catalyst warm-up region even if the cooling water temperature Tw rises. No power is supplied to the device 12. Similarly,
When the vehicle compartment temperature Tr is in a relatively warm state between the upper limit set value Tr3 of various heating regions and the lower limit set value Tr2 of Peltier cooling regions (Tr3 <Tr ≦ Tr2), power supply to various heating devices 13 is not required. Therefore, power is supplied to the catalyst warming device 12 only when the cooling water temperature Tw belongs to the catalyst warming region. The power supply to the catalyst warm-up device 12 is
A time adjustment circuit or the like may be provided so that the power is automatically cut off after a lapse of a predetermined time from the start of power supply.

Further, when the passenger compartment temperature Tr is in a relatively high temperature state higher than the upper limit set value Tr1 in the catalyst warm-up region (Tr>
Tr1), power is supplied to the Peltier cooling device 14 only when the cooling water temperature Tw belongs to the Peltier cooling region.

As a result, the temperature range to which the engine currently belongs is determined by the cooling water temperature Tw as a dominant factor, so that the various heating areas and the catalyst warming area are determined. And the time when the catalyst warm-up region and the Peltier cooling region overlap become short, and moreover, the various heating regions and the Peltier cooling region do not belong simultaneously in one engine operating state,
Therefore, the amount of electricity of the electric double layer capacitor 6 charged by the inertia energy during braking can sufficiently supply the electric power to the electrical loads of the catalyst warming device 12, the various heating devices 13, and the Peltier cooling device 14.

[0046]

According to the first aspect of the invention, a large-capacity capacitor is charged with electric energy generated by inertial energy during braking, and the electrical load that depends on the environmental temperature and the engine temperature is charged from the large-capacity capacitor. Since the electric power is supplied to the vehicle, it is possible to effectively use the inertial energy that is originally consumed as heat energy, which not only improves fuel efficiency but also reduces the burden on the vehicle battery. Moreover, since the large-capacity capacitor is charged only during braking, the burden on the generator is small,
Moreover, it is possible to charge using a conventional vehicle-mounted generator without using a dedicated generator, which is economical.

According to the second aspect of the invention, when the amount of electricity of the large capacity capacitor reaches a predetermined value, the charging of the large capacity capacitor is stopped.
In addition to the effects described above, only the amount of electricity consumed is charged to the large-capacity capacitor, and the amount of electricity to the large-capacity capacitor can be properly managed.

According to the invention described in claim 3, in the invention described in claim 2, a Zener diode is interposed between the generator and the large-capacity capacitor in the reverse direction from the generator to the large-capacity capacitor. Since the electric quantity control circuit is configured by, the structure is simple, and moreover, by changing the Zener voltage of the Zener diode, the electric quantity charged in the large-capacity capacitor can be appropriately controlled,
Not only the setting of the amount of electricity is easy, but, for example, even in the case of adding an electrical load that consumes a large amount of power, it is possible to easily cope with it by simply replacing the Zener diode.

According to the invention described in claim 4,
In the invention described in claim 3, a plurality of types of the electric component loads are provided for each temperature region, and in the control circuit, any of the electric component loads belongs to a temperature region specified based on the environmental temperature and the engine temperature. Since the electric power is supplied from the large-capacity capacitor to the electric load when the electric load is present, even if a plurality of electric load is provided for each temperature region, the electric power is supplied to each electric load by one large load. Capacitance capacitors can fully cover the cost, and the system can be simplified.

[Brief description of drawings]

FIG. 1 is a circuit diagram of a vehicle power supply device.

FIG. 2 is a specific circuit diagram of a control circuit.

FIG. 3 is a diagram showing an operating region of an electrical load.

[Explanation of symbols]

 1 ... Generator 6 ... Large-capacity capacitor (electric double layer capacitor) 7 ... Electric quantity control circuit (Zener diode) 9 ... Control circuit 12, 13, 14 ... Electrical load Tr ... Environmental temperature (cabin temperature) Tw ... Engine temperature (Cooling water temperature)

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI Technical indication location H02J 7/14 H02P 9/14 G H02P 9/14 H01G 9/00 301Z

Claims (4)

[Claims] 1. A large-capacity capacitor for charging the electric energy generated by regenerating inertial energy during braking, an electrical load dependent on the environmental temperature and the engine temperature, and based on the environmental temperature and the engine temperature. A power supply device for a vehicle, comprising: a control circuit that supplies power from the large-capacity capacitor to the electrical load when the electrical load belongs to the specified temperature range. 2. A large-capacity capacitor for charging electric energy generated by regenerating inertial energy during braking, an electrical load dependent on environmental temperature and engine temperature, and based on the environmental temperature and the engine temperature. When the electrical load belongs to the specified temperature range, a control circuit for supplying electric power from the large-capacity capacitor to the electrical load, and charging the large-capacity capacitor when the amount of electricity of the large-capacity capacitor reaches a predetermined value An electric power supply device for a vehicle, comprising: 3. A Zener diode in which said electricity quantity control circuit is interposed between a generator for generating electric power by inertia energy during braking and said large capacity capacitor in the reverse direction from said generator toward said large capacity capacitor. The power supply device for a vehicle according to claim 2, wherein 4. A plurality of the electrical loads are provided for each temperature region determined by the environmental temperature and the engine temperature, and the control circuit specifies the temperature region based on the environmental temperature and the engine temperature, The electric power supply apparatus for a vehicle according to claim 1, wherein electric power is supplied from the large-capacity capacitor to the electrical load belonging to a region.