JP2010178577A - Device for controlling charging generator for vehicles - Google Patents

Device for controlling charging generator for vehicles Download PDF

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JP2010178577A
JP2010178577A JP2009021092A JP2009021092A JP2010178577A JP 2010178577 A JP2010178577 A JP 2010178577A JP 2009021092 A JP2009021092 A JP 2009021092A JP 2009021092 A JP2009021092 A JP 2009021092A JP 2010178577 A JP2010178577 A JP 2010178577A
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mos transistor
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JP5286096B2 (en
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Hiroshi Yoneda
浩志 米田
Masatoshi Masumoto
正寿 桝本
Shuichi Kokubu
修一 國分
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To achieve a more inexpensive device for controlling a charging generator for vehicles, easy to correspond with both machine models using and not using a pressure rising circuit to reduce costs by the effect of mass production. <P>SOLUTION: The device for controlling the charging generator for vehicles has: a field coil wire 13 rotated by an engine to make a rotating magnetic field; an armature coil wire 11 that generates a current by the rotating magnetic field of the field coil wire 13 to charge a battery 16 via a rectifier 12; a voltage controlling IC regulator 14 that adjusts the voltage of the battery 16; an n-channel power MOS transistor used as a high-side switch; and a pressure rising circuit that generates the gate voltage for controlling the n-channel power MOS transistor so as to drive the pressure rising circuit when voltage supply to the drain terminal of the n-channel power MOS transistor is detected. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は車両用充電発電機の制御装置に関する。   The present invention relates to a control device for a charging generator for a vehicle.

従来、昇圧回路を用いた車両用充電発電機の制御装置としては、昇圧回路によりｎチャネルパワーＭＯＳトランジスタを駆動するものが知られている（例えば特許文献１参照）。   Conventionally, as a control device for a vehicle charging generator using a booster circuit, one that drives an n-channel power MOS transistor by a booster circuit is known (see, for example, Patent Document 1).

特開２００５−１０２１４７号公報Japanese Patent Laying-Open No. 2005-102147

しかしながら、従来技術では昇圧回路は常に稼動しているために待機電力を消費し、かつ、昇圧回路に使用しているチャージポンプ回路はノイズ源となる。昇圧回路はハイサイドスイッチとして働くｎチャネルパワーＭＯＳトランジスタを駆動するための回路であり、ハイサイドスイッチを使わないアプリケーションに対しても昇圧回路が動作してしまう。   However, in the prior art, the booster circuit is always in operation, so standby power is consumed, and the charge pump circuit used in the booster circuit becomes a noise source. The booster circuit is a circuit for driving an n-channel power MOS transistor that functions as a high-side switch, and the booster circuit operates even for an application that does not use the high-side switch.

本発明の目的は、昇圧回路を使う機種と使わない機種の両方への対応を容易にし量産効果によるコスト低減を得やすく、車両用充電発電機の制御装置として、より安価な制御装置を実現することである。   An object of the present invention is to realize a cheaper control device as a control device for a charging generator for a vehicle by facilitating the correspondence to both a model that uses a booster circuit and a model that does not use a booster, and to easily obtain a cost reduction due to a mass production effect That is.

本発明は、エンジンによって回転され、回転磁界をつくる界磁巻線と、界磁巻線による回転磁界によって電流を発生し整流器を介してバッテリを充電する電機子巻線と、バッテリの電圧を調整する電圧調整手段と、ハイサイドスイッチとして使われるｎチャネルパワーＭＯＳトランジスタとｎチャネルパワーＭＯＳトランジスタを制御するゲート電圧を発生させる昇圧回路と、を有し、ｎチャネルパワーＭＯＳトランジスタのドレイン端子に電圧が供給されたことを検知して昇圧回路が駆動される車両用充電発電機の制御装置である。   The present invention includes a field winding that is rotated by an engine to generate a rotating magnetic field, an armature winding that generates current by the rotating magnetic field generated by the field winding and charges the battery via a rectifier, and adjusts the voltage of the battery Voltage adjusting means, and an n-channel power MOS transistor used as a high-side switch and a booster circuit for generating a gate voltage for controlling the n-channel power MOS transistor, and the voltage is applied to the drain terminal of the n-channel power MOS transistor. This is a control device for a vehicular charging generator in which a booster circuit is driven upon detection of supply.

本発明によれば、昇圧回路を使う機種と使わない機種の両方への対応を容易にし量産効果によるコスト低減を得やすく、車両用充電発電機の制御装置として、より安価な制御装置を実現することができる。   According to the present invention, it is possible to easily cope with both a model using a booster circuit and a model not using it, and to easily obtain a cost reduction due to a mass production effect, and to realize a cheaper control device as a control device for a vehicle charging generator. be able to.

本発明の一実施例（回路図）。1 shows an embodiment (circuit diagram) of the present invention.

以下、本発明の実施形態を説明する。   Embodiments of the present invention will be described below.

本実施形態は車両用充電発電機の制御装置に係り、特に制御回路を１つの半導体素子に実装した１チップ形のＩＣレギュレータを使用した制御装置に関する。   The present embodiment relates to a control device for a vehicular charging generator, and more particularly to a control device using a one-chip IC regulator in which a control circuit is mounted on one semiconductor element.

本実施形態は、昇圧回路を有し、昇圧回路の駆動スイッチを決められた端子の電位に連動させることで各顧客のニーズにあった仕様を提供する。昇圧回路を必要とする機種と昇圧回路を必要としない機種の両方に対応しながら、使用者側ではそれを意識せずに扱うことができ、量産効果によるコスト低減を得やすく、車両用充電発電機の制御装置として、より安価な制御装置が構成可能となる。   The present embodiment has a booster circuit, and provides specifications that meet the needs of each customer by interlocking the drive switch of the booster circuit with the potential of a predetermined terminal. While compatible with both models that require a booster circuit and models that do not require a booster circuit, users can handle it without being aware of it, making it easier to reduce costs due to mass production effects, and charging power generation for vehicles As a control device for the machine, a cheaper control device can be configured.

本実施形態は、昇圧回路を使う機種と使わない機種の両方への対応を容易にし量産効果によるコスト低減を得やすく、車両用充電発電機の制御装置として、より安価な制御装置を実現する。すなわち、エンジンの回転により回転し回転磁界をつくる界磁巻線と、界磁巻線を受けて電流を発生し整流器を介してバッテリを充電する電機子巻線と、バッテリの電圧を調整する電圧調整手段と、外部の電気負荷スイッチを駆動するハイサイドスイッチとして使われるｎチャネルパワーＭＯＳトランジスタとｎチャネルパワーＭＯＳトランジスタを制御するゲート電圧を発生させる昇圧回路とを備え、ｎチャネルパワーＭＯＳトランジスタのドレイン端子と昇圧回路の電源端子が接続される。   This embodiment makes it easy to deal with both models that use a booster circuit and models that do not use it, and can easily achieve cost reduction due to mass production effects, and realizes a cheaper control device as a control device for a vehicle charging generator. That is, a field winding that rotates by the rotation of the engine to generate a rotating magnetic field, an armature winding that receives the field winding to generate a current and charges the battery via a rectifier, and a voltage that adjusts the voltage of the battery And an n-channel power MOS transistor used as a high-side switch for driving an external electrical load switch and a booster circuit for generating a gate voltage for controlling the n-channel power MOS transistor. The terminal and the power supply terminal of the booster circuit are connected.

本実施形態はハイサイドスイッチとして使われるｎチャネルパワーＭＯＳトランジスタとｎチャネルパワーＭＯＳトランジスタを制御するゲート電圧を発生させる昇圧回路を使わない機種に適用した場合には昇圧回路を容易に停止することができ、使用者が意識することなくニーズに合った仕様を提供することができるため２種類のアプリケーションに同じ半導体素子が使えるので量産効果によるコスト低減を得やすく、車両用充電発電機の制御装置として、より安価な制御装置を構成することが可能となる。   When this embodiment is applied to an n-channel power MOS transistor used as a high-side switch and a model that does not use a booster circuit that generates a gate voltage for controlling the n-channel power MOS transistor, the booster circuit can be easily stopped. It is possible to provide specifications that meet the needs without the user's awareness, so the same semiconductor element can be used for two types of applications, so it is easy to obtain cost reduction due to mass production effects, and as a control device for a vehicle charging generator Therefore, it is possible to configure a cheaper control device.

以下、本発明の一実施例をなす車両用充電発電機の制御装置について、図面を参照しながら詳細に説明する。   Hereinafter, a control device for a charging generator for a vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

図１は自動車用発電機の充電系統を示す制御回路図である。   FIG. 1 is a control circuit diagram showing a charging system of an automobile generator.

まず構成部品を説明する。１１は電気子巻線、１２は全波整流用ダイオードであり、１２１，１２２，１２３，１２４，１２５，１２６のパワーツエナーダイオードで構成される。１３は界磁巻線、１４は電圧制御用ＩＣレギュレータであり、制御部，パワー駆動部を１つのＩＣで構成している。この電圧制御用ＩＣレギュレータ１４はｎチャネルパワーＭＯＳトランジスタ１４１，１４３，１４４とフライホイールダイオード１４２と電圧制御部１５７から構成されている。なお、この電圧制御用ＩＣレギュレータ１４は誘電体分離型半導体で構成されているため、パワー素子部と制御部を１つの半導体基板上に実装している。電圧制御用ＩＣレギュレータ１４に入力されているＳ端子はバッテリ端子電圧を検出するための端子であり、Ｐ端子は電気子巻線１１に発生した電圧を検出して充電発電機が発電を開始したか判断する。充電発電機が発電を開始した後、Ｌ端子に接続された充電表示灯１５の電流供給を遮断することで充電表示灯１５が消灯するとともにリレースイッチ１７をオンする。ここでは発光ダイオード１５１と抵抗１５２で充電表示灯１５を構成している。２０はキースイッチであり、１６はバッテリ、電気負荷が１８であり、リレースイッチが１７で構成されている。１９は雑音防止用フィルムコンデンサである。   First, components will be described. Reference numeral 11 denotes an electric coil, and reference numeral 12 denotes a full-wave rectifying diode, which includes 121, 122, 123, 124, 125, and 126 power Zener diodes. Reference numeral 13 denotes a field winding, and reference numeral 14 denotes an IC regulator for voltage control. The control unit and the power drive unit are configured by one IC. The voltage control IC regulator 14 includes n-channel power MOS transistors 141, 143, 144, a flywheel diode 142, and a voltage control unit 157. Since the voltage control IC regulator 14 is composed of a dielectric isolation type semiconductor, the power element portion and the control portion are mounted on one semiconductor substrate. The S terminal input to the voltage control IC regulator 14 is a terminal for detecting the battery terminal voltage, and the P terminal detects the voltage generated in the armature winding 11 and the charging generator starts generating power. Judge. After the charging generator starts generating power, the charging indicator lamp 15 is turned off and the relay switch 17 is turned on by cutting off the current supply of the charging indicator lamp 15 connected to the L terminal. Here, the charging indicator lamp 15 is constituted by the light emitting diode 151 and the resistor 152. 20 is a key switch, 16 is a battery, 18 is an electrical load, and 17 is a relay switch. Reference numeral 19 denotes a noise prevention film capacitor.

以下本構成部品での動作を説明する。   The operation of this component will be described below.

界磁巻線１３は、図示しない回転子に装着され、エンジンの回転と同期して回転し回転磁界を発生する。   The field winding 13 is mounted on a rotor (not shown) and rotates in synchronization with the rotation of the engine to generate a rotating magnetic field.

界磁巻線１３に並列に接続されたフライホイールダイオード１４２はスイッチングノイズを吸収するために接続されている。   A flywheel diode 142 connected in parallel to the field winding 13 is connected to absorb switching noise.

回転子と空隙を持って対向する固定鉄心（図示せず）に巻装された電機子巻線１１は、界磁巻線１３のつくる回転磁界の大きさに応じて交流波形をもった電圧を出力する。該交流出力は三相全波整流器１２を構成する整流用パワーツエナーダイオード１２１，１２２，１２３，１２４，１２５，１２６で全波整流される。   The armature winding 11 wound around a fixed iron core (not shown) facing the rotor with a gap has a voltage having an AC waveform according to the magnitude of the rotating magnetic field generated by the field winding 13. Output. The AC output is full-wave rectified by rectifying power Zener diodes 121, 122, 123, 124, 125, 126 constituting the three-phase full-wave rectifier 12.

三相全波整流器１２の出力は出力端子“Ｂ”を介してバッテリ１６が充電される。また同時に三相全波整流器１２の出力はこの出力端子“Ｂ”からリレースイッチ１７を介して電気負荷１８に供給される。   The output of the three-phase full-wave rectifier 12 is charged by the battery 16 via the output terminal “B”. At the same time, the output of the three-phase full-wave rectifier 12 is supplied from the output terminal “B” to the electric load 18 via the relay switch 17.

電圧制御部１５７はバッテリ電圧を検出端子“Ｓ”から検出し、界磁巻線１３に流れる電流を制御することで、発電機出力電圧を一定電圧に制御する。   The voltage control unit 157 detects the battery voltage from the detection terminal “S”, and controls the current flowing through the field winding 13 to control the generator output voltage to a constant voltage.

充電表示灯１５はキースイッチ２０を閉じることにより、ｎチャネルパワーＭＯＳトランジスタ１４３がＯＮするために充電表示灯１５が点灯する。なお、電圧制御部１５７の“Ｐ”端子は電機子巻線１１が発生する、交流波形を検出し、電圧制御部１５７にてその交流波形からエンジンの回転と同期して回転する回転子（図示しない）の回転数を検出し、エンジン回転数がアイドリング回転数近傍でｎチャネルパワーＭＯＳトランジスタ１４３をＯＦＦするとともにｎチャネルパワーＭＯＳトランジスタ１４４をオンすることで、充電表示灯１５を消灯させ、充電発電機が発電を開始したことを知らせ、リレースイッチ１７をオンすることにより電気負荷１８へ給電される。   When the charge indicator lamp 15 closes the key switch 20, the n-channel power MOS transistor 143 is turned on so that the charge indicator lamp 15 is turned on. The “P” terminal of the voltage control unit 157 detects an AC waveform generated by the armature winding 11, and the voltage control unit 157 rotates a rotor (illustrated) from the AC waveform in synchronization with engine rotation. ) Is detected, the n-channel power MOS transistor 143 is turned off and the n-channel power MOS transistor 144 is turned on when the engine rotational speed is in the vicinity of the idling rotational speed, thereby turning off the charging indicator lamp 15 and charging power generation. It is notified that the machine has started power generation, and power is supplied to the electrical load 18 by turning on the relay switch 17.

ここでｎチャネルパワーＭＯＳトランジスタ１４４は昇圧回路として使用しているチャージポンプ回路によってゲート電圧が少なくともバッテリの電圧以上に昇圧されている。ここでチャージポンプ回路の電源はＩＧ端子から供給されている。   Here, the gate voltage of the n-channel power MOS transistor 144 is boosted to at least the voltage of the battery by a charge pump circuit used as a booster circuit. Here, the power of the charge pump circuit is supplied from the IG terminal.

通常チャージポンプの電圧は２０Ｖ前後である。   Usually, the voltage of the charge pump is around 20V.

なお、チャージポンプの電源はＩＧ端子から供給されているため、リレースイッチを使用しない使われ方の場合、ＩＧ端子は使用せず、その結果チャージポンプ回路は動作を停止し、無駄なチャージポンプ回路の消費電力及びチャージポンプ回路が動作することによるノイズの発生が無い。   Since the power of the charge pump is supplied from the IG terminal, if the relay switch is not used, the IG terminal is not used, and as a result, the charge pump circuit stops operating and is a useless charge pump circuit. Power consumption and no noise due to the operation of the charge pump circuit.

また、電圧制御部１５７は発電機出力電圧を一定電圧に制御するだけでなく、以下の理由でエンジンに急激な負担をかけないように界磁電流をゆっくり増加させる機能（以下ＬＲＣと称する）を有している。このＬＲＣ機能がない場合、大きな電気負荷が投入された時に充電発電機がその電気負荷分の電流を供給しようとして、電圧制御部１５７は界磁巻線１３に即界磁電流を増加させる指示を与えることで生じる該回転子の駆動トルクの急増により、ベルトを介してエンジンに急激な負荷を与えることとなり、特にエンジン回転数の低いアイドル時にエンジンの回転数が不安定かつ、エンジンから不快な振動を発生させる。最悪の場合、エンストしてしまう。なお、このＬＲＣ機能は既に述べたアイドル時の電気負荷急変時のエンジン回転数安定化に有効であるが、反面先に述べたように界磁電流をゆっくり増加させるために、このＬＲＣ機能が動作している間、要求された電気負荷に対応する十分な電流が供給されず、結果として、バッテリ電圧が低下してしまう。   The voltage control unit 157 not only controls the generator output voltage to a constant voltage, but also has a function (hereinafter referred to as LRC) for slowly increasing the field current so as not to apply a sudden load to the engine for the following reason. Have. Without the LRC function, the voltage generator 157 instructs the field winding 13 to increase the immediate field current in an attempt to supply the current corresponding to the electrical load when a large electrical load is applied. Due to the sudden increase in the driving torque of the rotor caused by the application, an abrupt load is applied to the engine via the belt, and the engine speed is unstable at idle when the engine speed is low and the vibration is uncomfortable from the engine. Is generated. In the worst case, it will stall. This LRC function is effective for stabilizing the engine speed when the electric load suddenly changes during idling, as described above. However, as described above, this LRC function operates to increase the field current slowly. During this time, a sufficient current corresponding to the requested electric load is not supplied, and as a result, the battery voltage decreases.

エンジンのトルクが大きい車種では、エンジンの回転不調は起こりづらいため、どちらかといえば、ＬＲＣ機能による電圧低下を嫌がり、ＬＲＣ機能を設けることを避ける場合がある。   In a vehicle type with a large engine torque, it is difficult for the engine to malfunction. Therefore, there is a case where the LRC function is disliked and the provision of the LRC function is avoided.

電圧制御部１５７は上記ＬＲＣ機能の他にバッテリ電圧が規定値以上（通常１６Ｖ以上）になった場合にオーバチャージ状態と判断し、パワーＭＯＳトランジスタ１４３をＯＮすることで、充電表示灯１５を点灯させオーバチャージ状態を警報する機能や、電圧検出端子“Ｓ”が車両側で断線した場合に、“Ｓ”端子の電圧低下（通常１２Ｖ以下）を検出し、パワーＭＯＳトランジスタ１４３をＯＮすることで、充電表示灯１５を点灯することで警報する端子外れ警報機能を有する。電圧制御部１５７は“Ｓ”端子が断線した場合、警報すると共に、電圧検出端子を“Ｂ”に変更することで、バッテリに充電する電圧を一定に制御する。   In addition to the above LRC function, the voltage control unit 157 determines that the battery voltage is over the specified value (usually 16 V or more) and determines that the battery is overcharged, and turns on the power MOS transistor 143 to turn on the charging indicator lamp 15. The function to alarm the overcharge state, or when the voltage detection terminal “S” is disconnected on the vehicle side, the voltage drop (usually 12V or less) of the “S” terminal is detected and the power MOS transistor 143 is turned on. , It has a terminal disconnection alarm function for alarming by turning on the charging indicator lamp 15. When the “S” terminal is disconnected, the voltage control unit 157 gives an alarm and changes the voltage detection terminal to “B”, thereby controlling the voltage charged in the battery to be constant.

本実施例ではｎチャネルパワーＭＯＳトランジスタ１４４をハイサイドスイッチとして使用するために昇圧回路としてのチャージポンプ回路により電源電圧よりも高いゲート電圧を得ている。さらに前記ｎチャネルパワーＭＯＳトランジスタ１４４のドレイン端子と前記チャージポンプの電源端子は接続され、端子“ＩＧ”としてキースイッチを介してバッテリに接続される。尚、前記チャージポンプの電源は電圧制御部１５７の電源とは分けられて独立している。ゆえに、ハイサイドスイッチを使用しないアプリケーションにおいては端子“ＩＧ”をＯＰＥＮにすることでチャージポンプの機能を停止できる。これにより電流消費を抑え、ノイズ低減が期待できる。さらに、端子“ＩＧ”は前記ｎチャネルパワーＭＯＳトランジスタ１４４のドレイン端子、つまりハイサイドスイッチの電源端子であるから、ハイサイドスイッチを使う場合は必然的に端子“ＩＧ”を電源と接続することになり、ハイサイドスイッチを使わない場合は端子“ＩＧ”はＯＰＥＮとすればよい。よって、本発明による車両用充電発電機の電圧制御用ＩＣレギュレータを使用する者は、特に意識せずとも異なるアプリケーションに対応でき、ノイズ低減等の効果を享受できる。   In this embodiment, in order to use the n-channel power MOS transistor 144 as a high side switch, a gate voltage higher than the power supply voltage is obtained by a charge pump circuit as a booster circuit. Further, the drain terminal of the n-channel power MOS transistor 144 and the power supply terminal of the charge pump are connected, and the terminal “IG” is connected to the battery via a key switch. The power source of the charge pump is separated from the power source of the voltage controller 157 and is independent. Therefore, in an application not using the high side switch, the function of the charge pump can be stopped by setting the terminal “IG” to OPEN. As a result, current consumption can be suppressed and noise reduction can be expected. Further, since the terminal “IG” is the drain terminal of the n-channel power MOS transistor 144, that is, the power supply terminal of the high side switch, the terminal “IG” is necessarily connected to the power supply when the high side switch is used. Thus, when the high-side switch is not used, the terminal “IG” may be set to OPEN. Therefore, a person who uses the IC regulator for controlling the voltage of the charging generator for a vehicle according to the present invention can cope with different applications without being particularly aware of it, and can enjoy the effects such as noise reduction.

１１ 電機子巻線
１２ 整流器
１３ 界磁巻線
１４ 電圧制御用ＩＣレギュレータ
１６ バッテリ
１７ リレースイッチ
１８ 電気負荷
２０ キースイッチ
１４１，１４３，１４４ パワーＭＯＳトランジスタ
１４２ フライホイールダイオード
１５７ 電圧制御部 DESCRIPTION OF SYMBOLS 11 Armature winding 12 Rectifier 13 Field winding 14 Voltage control IC regulator 16 Battery 17 Relay switch 18 Electric load 20 Key switch 141,143,144 Power MOS transistor 142 Flywheel diode 157 Voltage control part

Claims (3)

エンジンによって回転され、回転磁界をつくる界磁巻線と、
前記界磁巻線による回転磁界によって電流を発生し整流器を介してバッテリを充電する電機子巻線と、
前記バッテリの電圧を調整する電圧調整手段と、
ハイサイドスイッチとして使われるｎチャネルパワーＭＯＳトランジスタと前記ｎチャネルパワーＭＯＳトランジスタを制御するゲート電圧を発生させる昇圧回路と、を有し、
前記ｎチャネルパワーＭＯＳトランジスタのドレイン端子に電圧が供給されたことを検知して前記昇圧回路が駆動される車両用充電発電機の制御装置。 A field winding that is rotated by the engine to create a rotating magnetic field;
An armature winding for generating a current by a rotating magnetic field generated by the field winding and charging the battery via a rectifier;
Voltage adjusting means for adjusting the voltage of the battery;
An n-channel power MOS transistor used as a high-side switch, and a booster circuit for generating a gate voltage for controlling the n-channel power MOS transistor,
A control device for a vehicular charging generator in which the booster circuit is driven by detecting that a voltage is supplied to the drain terminal of the n-channel power MOS transistor. 請求項１記載の車両用充電発電機の制御装置であって、
前記ｎチャネルパワーＭＯＳトランジスタのドレイン端子と前記昇圧回路の電源端子が前記バッテリに接続されたキースイッチを介して接続されている車両用充電発電機の制御装置。 A control device for a charging generator for a vehicle according to claim 1,
A control device for a vehicle charging generator, wherein a drain terminal of the n-channel power MOS transistor and a power supply terminal of the booster circuit are connected via a key switch connected to the battery. 請求項１または２記載の車両用充電発電機の制御装置であって、
前記バッテリの電圧を調整する前記電圧調整手段とｎチャネルパワーＭＯＳトランジスタが絶縁物分離型集積回路に集積されている車両用充電発電機の制御装置。 A control device for a charging generator for a vehicle according to claim 1 or 2,
A control device for a vehicle charging generator, wherein the voltage adjusting means for adjusting the voltage of the battery and an n-channel power MOS transistor are integrated in an insulator-separated integrated circuit.
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US10050283B2 (en) 2012-06-22 2018-08-14 Centre National De La Recherche Scientifique (C.N.R.S) Process for preparing nanoparticles of a catalyst for cathodic reduction of dioxygen in the presence of methanol

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JPH02158212A (en) * 1988-12-10 1990-06-18 Hitachi Ltd Load drive circuit and ic regulator using n-channel power mosfet
JP2002058173A (en) * 2000-08-07 2002-02-22 Denso Corp Voltage controller of vehicle alternator
JP2003316455A (en) * 2002-04-19 2003-11-07 Denso Corp Semiconductor device for driving load

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Publication number Priority date Publication date Assignee Title
JPH02158212A (en) * 1988-12-10 1990-06-18 Hitachi Ltd Load drive circuit and ic regulator using n-channel power mosfet
JP2002058173A (en) * 2000-08-07 2002-02-22 Denso Corp Voltage controller of vehicle alternator
JP2003316455A (en) * 2002-04-19 2003-11-07 Denso Corp Semiconductor device for driving load

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10050283B2 (en) 2012-06-22 2018-08-14 Centre National De La Recherche Scientifique (C.N.R.S) Process for preparing nanoparticles of a catalyst for cathodic reduction of dioxygen in the presence of methanol

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