JP2024009992A - Leaning vehicle - Google Patents

Abstract

To provide a lean vehicle which can start up an engine by a startup lithium ion battery within a wide temperature range.SOLUTION: A leaning vehicle 1 comprises: vehicle wheels 3a, 3b each having a tread face TR grounding on a road face, and formed in a circular arc shape in a cross section shape of the tread face TR; an engine 10 for outputting torque for driving the vehicle wheel 3b from a crankshaft 15; a permanent-magnet-type startup motor 20 having permanent magnets, and starting up the engine 10 by rotating the crankshaft 15; a startup lithium-ion battery 4 for supplying power to the permanent-magnet-type startup motor 20 at the startup of the engine 10; and an electric double-layer capacitor 71 constantly connected to the startup lithium-ion battery 4 in parallel therewith for supplying power to the permanent-magnet-type startup motor 20 at the startup of the engine 10, and having an electrostatic capacitance which can charge the battery with an amount of power sufficient for the engine 10 to be started up by the permanent-magnet-type startup motor 20 at least once.SELECTED DRAWING: Figure 1

Description

The present invention relates to lean vehicles.

2. Description of the Related Art Vehicles that are equipped with a lithium ion battery and drive a motor using electric power from the lithium ion battery are known.
For example, Patent Document 1 discloses a hybrid vehicle that includes an engine, a motor generator, and a power storage device. The hybrid vehicle in Patent Document 1 is, for example, a four-wheeled vehicle, a two-wheeled vehicle, or a three-wheeled vehicle. A starting lithium ion battery is used as the power storage device in Patent Document 1.
When the motor generator of Patent Document 1 functions as a generator, it receives rotational force from an engine or wheels to generate electricity, and the generated electricity is charged into a battery.
Further, the motor generator of Patent Document 1 rotates using a battery as a power source. The hybrid vehicle performs EV driving using the power of the motor generator. Further, during EV driving, the power of the motor generator is transmitted to the output shaft of the engine. This allows the engine to be started.

Lithium ion batteries have a higher energy density than, for example, lead batteries. Therefore, a lithium ion battery can store a large amount of electric power.

Patent No. 5753582

It is desired that a lean vehicle, in which the engine is started using electric power from a starting lithium ion battery, be able to start the engine in a wide temperature range while suppressing the increase in size of the vehicle.

An object of the present invention is to provide a lean vehicle that can start an engine using a starting lithium ion battery over a wide temperature range while suppressing the increase in size of the vehicle.

The present inventors have studied starting an engine using a starting lithium ion battery. As a result, the present inventors discovered the following.

A starting lithium ion battery has high energy density by utilizing the movement of lithium ions. However, starting lithium ion batteries tend to have increased resistance to movement of lithium ions in the electrolyte (diffusion resistance) and resistance to electrode reactions (charge transfer resistance) at low temperatures. In particular, the mobility of lithium ions tends to decrease at low temperatures. For this reason, the internal resistance of a starter lithium ion battery is more likely to increase at low temperatures than, for example, a lead battery. Therefore, the current output from the starting lithium ion battery tends to decrease at low temperatures.

In order to avoid prolonging the time it takes for the starter motor to start the engine using battery power at low temperatures, it is conceivable to install a large-capacity starting lithium-ion battery. For example, a four-wheel vehicle as a hybrid vehicle can be equipped with a large-capacity starting lithium ion battery.

However, in a lean vehicle such as a two-wheeled vehicle or a three-wheeled vehicle, posture control is performed by the rider's weight shift when traveling or turning. The wheels of lean vehicles have tread surfaces having an arcuate cross-sectional shape. A lean vehicle leans towards the center of the turn when turning. That is, a lean vehicle leans to the left during a left turn, and leans to the right when turning to the right. The body of a lean vehicle is preferably made lighter or smaller so that posture control can be performed smoothly by shifting the rider's weight. Therefore, in general, the installation space for the device within the body of a lean vehicle is severely limited. Since the battery is a relatively large and heavy load among the items mounted on a lean vehicle, the installation space for the device is severely limited. For example, as the battery becomes larger, the outer dimensions of the vehicle body frame that receives the battery become larger. As a result, the body of the lean vehicle becomes larger. For this reason, in lean vehicles, it is not easy to increase the capacity of the starting lithium ion battery to an extent that it can output sufficient power even at low temperatures.

Therefore, the present inventors have considered connecting an electric double layer capacitor in parallel to the starter lithium ion battery at all times in a lean vehicle, instead of increasing the capacity of the starter lithium ion battery. During this study, the present inventors discovered the following.

The power (current) that can be output from a lithium-ion battery per unit time at low temperatures is small. Therefore, in order to output enough power to start the engine, such as a cold start, in which the engine is started at ambient temperature, a larger lithium ion battery is required. Increasing the size of lithium-ion batteries will lead to larger lean vehicles.

However, if the electric double layer capacitor is always connected in parallel to the starting lithium ion battery, the electric double layer capacitor can be charged by the electric power output from the starting lithium ion battery before starting.
The starting lithium ion battery and the electric double layer capacitor are charged during the combustion operation of the engine. For example, because the period of combustion operation of the engine is short, the amount of charge in the electric double layer capacitor at the time of stopping the combustion operation may be insufficient to start the engine. Additionally, the output current of the starting lithium ion battery may decrease at low temperatures. However, even in such a case, the starting lithium ion battery outputs a voltage resulting from a chemical reaction of the electrodes within the battery. Therefore, the starting lithium ion battery can constantly charge the electric double layer capacitor connected in parallel. As a result, the electric double layer capacitor is charged with enough power to start the engine next time.
The electric double layer capacitor has a capacitance that can be charged with enough power to start the engine at least once. In this case, when starting the engine, the electric power charged in the electric double layer capacitor can be used to start the engine.
Electric double layer capacitors do not utilize chemical reactions between electrodes like batteries do. Therefore, the electric double layer capacitor has less increase in internal resistance at low temperatures than, for example, a battery. In addition, the electric double layer capacitor has enough capacitance to charge enough power to start the engine at least once, so when a large-capacity starting lithium-ion battery such as a four-wheeled vehicle is installed, for example. It can be made more compact compared to

For example, as a connection form of the capacitor and the battery, a configuration in which the capacitor and the battery are connected in series at the time of starting the engine instead of always connecting in parallel can be considered. However, with this configuration, if the battery is a lithium ion battery, it is not possible to suppress the increase in size while enabling startup even at low temperatures. The torque that a permanent magnet starter motor outputs when starting an engine depends primarily on current. When starting an engine, a current is required that corresponds to the torque required to start the engine.
If a capacitor is connected in series with the battery during engine starting, the voltage supplied to the permanent magnet starting motor can be increased. This voltage can influence the maximum rotational speed of the permanent magnet starter motor. However, even if the capacitor is connected in series with the battery when starting the engine, the current cannot be increased to the extent that the torque of the permanent magnet starter motor is increased. This is because all of the current that flows through the capacitor in series connection also flows through the battery.
When a capacitor and a battery are connected in series when starting an engine, the current in the battery is substantially equal to the current in the capacitor. With this configuration, the current in the capacitor is restricted when all of the charge in the capacitor is discharged when the engine is started. As a result, both the capacitor current and the battery current are suppressed. In other words, the capacitor prevents the use of battery power.
On the other hand, by always connecting in parallel, the interference caused by the capacitor for starting is suppressed, and the current output from the lithium-ion battery can also be utilized.

Further, for example, in the case of charging, a configuration different from the constant parallel connection may be considered. For example, a configuration can be considered in which the battery is first charged by the current of the generator, and when the voltage of the battery is equal to or higher than the full charge voltage, the capacitor is charged. That is, a configuration may be considered in which priority is given to charging the battery. However, with this configuration, for example, even if the engine starts, if the engine stops before the battery is fully charged, the capacitor will not be charged. In this case, the capacitor will not be utilized at the next start, and the engine will be started using battery power. In such a configuration, if the battery is a lithium ion battery, the battery needs to be larger in order to start the engine at low temperatures.
On the other hand, constant parallel connection prevents the capacitor from not being charged. Therefore, the engine can be started even at low temperatures while suppressing the increase in the size of the lithium ion battery.

Further, for example, it is conceivable to make the capacitance of the electric double layer capacitor smaller than the amount that can be charged with electric power for starting the engine once. For example, a configuration may be considered in which the drive circuit that simply drives the starter motor can be driven by electric power charged in a capacitor and/or battery. That is, although the power of the capacitor is smaller than the power needed to start the engine once, a configuration in which "the drive circuit can utilize the power charged in the capacitor and/or battery for driving" may be considered simply as a function of the drive circuit. However, when the batteries that are always connected in parallel are lithium ion batteries, if the current that can be output from the lithium ion batteries at low temperatures is restricted, there is a possibility that the engine cannot be started. Alternatively, larger batteries will be required.
In contrast, by setting the capacitance of the electric double layer capacitor to an amount that can be charged with enough power to start the engine at least once, it is possible to start the engine even when the current that can be output from the lithium-ion battery is limited at low temperatures. I can do it. Therefore, it is possible to suppress the increase in size of the lithium ion battery.

In addition to the electric double layer capacitor, a lithium ion capacitor may also be used as a capacitor that can be charged with enough power to start the engine. However, lithium ion capacitors utilize chemical reactions in some of the electrodes. For this reason, lithium ion capacitors have a tendency for output current to decrease at low temperatures due to the same principle as lithium ion batteries. Therefore, the lithium ion capacitor cannot play the role of reinforcing the output current of the starting lithium ion battery at low temperatures. Furthermore, a lower limit voltage greater than 0V is set for the lithium ion capacitor as the lower limit of the usable voltage range. For example, a typical lithium ion capacitor has a lower voltage limit of 2.5V, for example. In a lean vehicle, if the voltage of the lithium ion capacitor falls below the lower limit voltage due to battery deterioration or long-term storage, for example, the lithium ion capacitor itself may deteriorate. A battery is a component that is intended to be replaced depending on the period of time, but once a lithium ion capacitor deteriorates, the deterioration of the lithium ion capacitor will not be resolved, even if the battery is replaced, for example. Even if a voltage is applied to the lithium ion capacitor in a deteriorated state, charging of the lithium ion capacitor is prevented. For this reason, lithium ion capacitors cannot be said to be suitable for lean vehicles.
On the other hand, an electric double layer capacitor has a lower limit voltage of 0V. Therefore, even if the voltage of the electric double layer capacitor drops to 0V due to, for example, a failure in the peripheral circuit or discharge due to deterioration of the battery, the electric double layer capacitor itself does not deteriorate. In other words, even after the voltage reaches 0V, the electric double layer capacitor can be charged and discharged. Furthermore, as described above, electric double layer capacitors have less increase in internal resistance at low temperatures than, for example, lithium ion capacitors. Therefore, the electric double layer capacitor, which is always connected in parallel with the starting lithium-ion battery, is charged with enough power to start the engine, and based on the charged power, outputs a current enough to start the engine. I can do it.

The present inventors considered a configuration in which an electric double layer capacitor having a capacitance that can be charged with enough power to start an engine at least once is always connected in parallel with a starting lithium ion battery. The volume of the electric double layer capacitor is sufficient to charge enough power to start the engine of a lean vehicle at least once, so a large-capacity lithium-ion battery for starting a vehicle, such as a four-wheel vehicle, is installed. It can be made smaller compared to the case. Even when a starting lithium ion battery whose output current tends to be small at low temperatures is used to start the engine, it is possible to suppress the starting lithium ion battery from increasing in size. With this configuration, the present inventors have found that it is possible to start the engine in a wide temperature range while suppressing the increase in vehicle size in lean vehicles by taking advantage of the high energy density of the starting lithium-ion battery in lean vehicles. Ta.

The lean vehicle of the present invention, which was created based on the above findings, has the following configuration.

(1) A lean vehicle in which the vehicle leans to the left during a left turn and to the right during a right turn,
The lean vehicle is
A wheel having a tread surface for contacting with a road surface, the cross-sectional shape of the tread surface being arcuate;
an engine that has a crankshaft and outputs torque for driving the wheels from the crankshaft;
a permanent magnet starter motor that has a permanent magnet and rotates the crankshaft to start the engine;
a starting lithium ion battery that supplies power to the permanent magnet starter motor when starting the engine;
It is always connected in parallel with the starting lithium ion battery that supplies power to the permanent magnet starter motor when starting the engine, and the engine can be started by the electric power output from the starting lithium ion battery before starting. an electric double layer capacitor having a capacitance capable of being charged with enough power to start the engine at least once by the permanent magnet starting motor;
Equipped with.

The lean vehicle with the above configuration includes wheels, an engine, a permanent magnet starter motor, a starter lithium ion battery, and an electric double layer capacitor.
The wheel has a tread surface having an arcuate cross-section. Therefore, the lean vehicle can run so that the vehicle leans leftward during a left turn and the vehicle leans rightward during a right turn.
The starting lithium ion battery supplies power to the permanent magnet starting motor when starting the engine. The power (current) that can be output per unit time from a starting lithium ion battery at low temperatures is smaller than, for example, a lead battery having the same capacity. It is not easy to increase the capacity of the starting lithium ion battery in a lean vehicle that runs while leaning while turning.
The starting lithium ion battery included in the lean vehicle of this configuration is always connected in parallel with the electric double layer capacitor. Therefore, the electric double layer capacitor can be charged with the electric power output from the starting lithium ion battery before starting. Further, the electric double layer capacitor is always connected in parallel with the starting lithium ion battery. Therefore, when the engine is started, the starting lithium ion battery supplies power to the motor, and at the same time, the pre-charged electric double layer capacitor can also supply power to the motor. That is, the electric power charged in the electric double layer capacitor and the electric power of the starting lithium ion battery are supplied to the permanent magnet type starting motor.
Further, for example, even if the amount of charge of the starter lithium ion battery is less than the fully charged state, the starter lithium ion battery outputs a voltage due to the reaction of the electrodes. Therefore, even if the starting lithium ion battery is in a state where the amount of charge is small, it is possible to always charge the electric double layer capacitor connected in parallel, for example, before starting the engine.
The electric double layer capacitor connected in parallel with the starting lithium ion battery has a capacitance that can be charged with enough power to start the engine at least once. Electric double layer capacitors do not utilize chemical reactions between electrodes like batteries do. Therefore, the electric double layer capacitor has less increase in internal resistance at low temperatures than, for example, a battery. Therefore, the volume of the electric double layer capacitor required for the current that can be outputted is small. Further, the volume of the electric double layer capacitor corresponds to a capacitance that can be charged with enough power to start the engine at least once. Therefore, the electric double layer capacitor can be downsized. Furthermore, the volume of the starting lithium ion battery can be reduced compared to, for example, the case where the capacity of the starting electric double layer capacitor is maintained to the extent that the engine can be started at low temperatures without the starting electric double layer capacitor. Therefore, the lithium ion starter battery can be made smaller than, for example, the case where the lithium ion starter battery is mounted without the electric double layer capacitor that is always connected in parallel.

The configuration in which the capacitor is always connected in parallel with the battery is different from, for example, the configuration in which the capacitor is connected in series with the battery when the engine is started.
In a series connection, if the current through the battery is limited, the current through the capacitor is also limited. In other words, the torque of the permanent magnet type starting motor is limited. Therefore, in a configuration in which a capacitor is connected in series with a battery when starting an engine, the starting lithium ion battery is used to start the engine over a wide temperature range including low temperatures, so there is a need to increase the number of starting lithium ion batteries. As a result, the body of the lean vehicle becomes larger.

According to (1), electric double layer capacitors having a capacitance that can be charged with enough power to start the engine at least once are always connected in parallel. As a result, the engine can be started by the starting lithium ion battery in a wide temperature range including low temperatures without increasing the capacity of the starting lithium ion battery. Therefore, it is possible to start the engine using the starting lithium ion battery in a wide temperature range while suppressing the increase in size of the vehicle.

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.

(2) A lean vehicle according to (1),
The electric double layer capacitor has a capacitance of 30F or more.

According to the above configuration, the crankshaft can be rotated for a period that allows the engine to be started in a wide temperature range including low temperatures without increasing the capacity of the starting lithium-ion battery as in the case of, for example, a four-wheeled vehicle. I can do it.

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.
(3) A lean vehicle according to (1) or (2),
Five to seven electric double layer capacitors are connected in series.

According to the above configuration, the electric double layer capacitors connected in series can have a power storage capacity that allows the engine to be started even when the starting lithium ion battery provided in the lean vehicle does not function.

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.

(4) A lean vehicle according to any one of (1) to (3),
The electric double layer capacitor is attached to the vehicle body so as to maintain the state attached to the vehicle body when the starting lithium ion battery is removed from the vehicle body of the lean vehicle.

According to the above configuration, even if the starting lithium ion battery is removed from the vehicle body for replacement, for example, the electric double layer capacitor is attached to the vehicle body. For this reason, for example, even if the starting lithium-ion battery reaches the end of its lifespan, the engine can be started using the starting lithium-ion battery in a wide temperature range, including low temperatures, simply by replacing the starting lithium-ion battery in a lean vehicle. .

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.

(5) A lean vehicle according to any one of (1) to (4),
The permanent magnet type starting motor includes a rotor having a plurality of magnetic pole parts made of the permanent magnets;
A stator core having a plurality of teeth in which a plurality of slots are formed at intervals in a circumferential direction of the permanent magnet starter motor, and a stator having a winding provided to pass through the slots,
The number of the magnetic pole parts is greater than the number of the plurality of teeth.

According to the above configuration, it is possible to use, for example, a winding having a small electrical resistance in order to increase the starting torque of the permanent magnet starter motor while suppressing the loss when the permanent magnet starter motor generates electricity. . According to the above configuration, when starting the engine at low temperatures, it is possible to supply a large current that can accommodate a permanent magnet type starting motor. Therefore, it is easy to start the engine using the starting lithium ion battery in a wide temperature range including low temperatures.

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.

(6) A lean vehicle according to any one of (1) to (5),
The electric double layer capacitor is a lead type having a lead wire that functions as a terminal for connection to the outside.

According to the above configuration, by connecting the electric double layer capacitor to the substrate by soldering, for example, an array configuration can be manufactured in a shorter time than in the case of, for example, a bolt-type terminal.

According to one aspect of the present invention, a lean vehicle can adopt the following configuration.

(7) A lean vehicle according to any one of (1) to (6),
The starting lithium ion battery has a rectangular parallelepiped shape having a length, a width, and a height, and has a positive terminal and a negative terminal on an upper surface portion including the shortest length among the length, width, and height. is established,
The electric double layer capacitor has the shape of any one of five to seven columns connected in series, and has a diameter φ and a height Lc of the electric double layer capacitor, and the horizontal length of the upper surface portion. The relationship between Lb and the vertical length W is as shown in equations (A) and (B) below.
(Lb/7)≦φ≦ (Lb/5) (A)
Lc≦W (B)

The relationship between the diameter φ and height Lc of the cylindrical electric double layer capacitor and the horizontal length Lb and vertical length W of the upper surface of the rectangular parallelepiped starting lithium ion battery is expressed by the above equation (A) and In the case of (B), it is possible to arrange five to seven electric double layer capacitors in an area narrower than the bottom surface of the starter lithium ion battery. By connecting five to seven electric double layer capacitors in series, the electric double layer capacitor can have a maximum working voltage that can be operated with a starting lithium ion battery. Furthermore, since the electric double layer capacitor has the height Lc defined by the above equation, it is possible to charge the electric double layer capacitor with enough power to start the engine at least once.

In lean vehicle design, the dimensions of the starting lithium-ion battery are taken into account when arranging the battery's peripheral components. For example, when a cover is placed around a starter lithium ion battery, a space is provided inside the cover that takes into account the dimensions of the starter lithium ion battery.

Since the electric double layer capacitor has the relationship of formulas (A) and (B), it is possible to arrange the electric double layer capacitor by utilizing the space provided in consideration of the dimensions of the starting lithium ion battery. become. Therefore, it is possible to start the engine using the starting lithium ion battery in a wide temperature range while further suppressing the increase in size of the vehicle.

A lean vehicle is a type of straddle-type vehicle. A lean vehicle is a vehicle that is ridden in a horse riding style. The driver sits astride the saddle of the lean vehicle. Examples of lean vehicles include scooter type, moped type, off-road type, and on-road type motorcycles. Further, the lean vehicle is not limited to a motorcycle, and may be, for example, an ATV (All-Terrain Vehicle) or the like, or a tricycle. The tricycle may include two front wheels and one rear wheel, or may include one front wheel and two rear wheels.

"A wheel that has a tread surface for contacting the road surface, and the cross-sectional shape of the tread surface is an arc shape" is, for example, a wheel that has a tread surface (surface for contacting the road surface) that reaches the side of the wheel. It is configured. The cross-sectional shape of the tread surface of the wheel is a circular arc or a shape similar to a circular arc. Here, the cross section of the tread surface is a cross section passing through the rotational axis of the wheel.
The cross-sectional shape of the tread surface of the wheel may be such that the central portion in the vehicle width direction protrudes to form a ridgeline. The tread surface of the wheel may be configured such that the contact area with the road surface when turning is larger than the contact area with the road surface when driving straight. The wheels may be configured such that the area of contact with the road surface changes continuously, for example, depending on the inclination of the lean vehicle. For example, the tread surface of the wheel does not include a cylindrical surface centered on the axis of rotation of the wheel without contacting the road surface. For example, the cross-sectional shape of the outermost periphery of the wheel is not a straight line without contacting the road surface.
The tread surface is formed, for example, on a tire included in a wheel. When grooves are formed on the tread surface of a tire, the shape of the tread surface means a macroscopic shape that ignores the unevenness caused by the grooves. The wheel is, for example, a motorcycle wheel defined by ISO or JIS. On the other hand, wheels of vehicles other than lean vehicles (for example, automobiles) have flat tread surfaces with relatively flat contact surfaces with the road surface, and can be clearly distinguished from the wheels described above.

Permanent magnet starter motors have permanent magnets. For example, a configuration in which the rotor includes a coil instead of a permanent magnet is different from the motor in this configuration.
The magnetic starter motor is, for example, a magnetic starter generator. However, the magnetic starter motor may be a motor that is not used as a generator.
The motor of the engine starting device includes, for example, an outer rotor type motor, an inner rotor type motor, and an axial gap type motor. Further, examples of the motor of the engine starting device include a brush motor and a brushless motor with an inverter.
The permanent magnet starting motor starts the engine at least when the crankshaft is not rotating. In other words, the permanent magnet starting motor starts the engine at least when the lean vehicle is stopped. However, the permanent magnet type starting motor may start the engine while the crankshaft is rotating or when the vehicle is running on a lean basis.

A starting lithium ion battery is a battery used as an energy supply source for starting an engine. The starting lithium ion battery is a battery that can be charged and discharged. In other words, the battery is a storage battery. Batteries are secondary batteries that charge and discharge through chemical reactions between electrodes. Batteries are charged and discharged by oxidation and reduction reactions of electrodes. Batteries store charged electricity as chemical energy. Batteries convert stored chemical energy into electrical energy. The terminal voltage of a battery is not proportional to the amount of power stored in the battery. Lithium-ion starting batteries store electricity as chemical energy. Therefore, the charged electric power can be retained over a long non-charging period, for example, from the time when the engine is stopped until the next time when the engine is started. In this respect, starting lithium ion batteries differ from capacitors including lithium ion capacitors.
For example, the power charged in a capacitor is likely to be lost during a relatively short non-charging period. For example, even if a capacitor of a size that is mounted on a lean vehicle stores the power necessary to start an engine, the capacitor discharges the power in a shorter period than a lithium-ion battery for starting.
The maximum discharge rated current of a starting lithium-ion battery is smaller than the maximum charge rated current. However, as a starting lithium ion battery, a type in which the maximum discharge rated current is larger than the maximum charge rated current may also be adopted.
The starting lithium ion battery is a battery that stores electric power for starting the engine. The starting lithium ion battery is used at least to start the engine when the crankshaft is not rotating. That is, the starting lithium ion battery is used to start the engine at least when the lean vehicle is stopped. However, the starting lithium ion battery may be used to start the engine while the crankshaft is rotating or while the vehicle is running on a lean basis.

An electric double layer capacitor stores charged electric power as an electric charge. Electric double layer capacitors charge and discharge without involving chemical reactions of electrodes. The terminal voltage of the electric double layer capacitor is approximately proportional to the charged charge, that is, the amount of electric power.
The electric double layer capacitor has a capacity to store electric power that contributes to the rotation of the motor of the engine starter. Specifically, the electric double layer capacitor is a storage electric double layer capacitor. More specifically, an electric double layer capacitor has a larger equivalent series resistance (ESR) than a smooth electric double layer capacitor. An electric double layer capacitor has a larger series inductance (Equivalent Series Inductance: ESL) as a parasitic inductance than a smooth electric double layer capacitor.
Electric double layer capacitors are different from, for example, lithium ion capacitors. For example, an electric double layer capacitor has a lower limit voltage during discharge of 0V. The lower limit voltage during discharge is a voltage at which a lower voltage during discharge, including self-discharge, will cause significant irreversible deterioration of the battery.
The lower limit voltage during discharge of a lithium ion capacitor is greater than 0V. The lower limit voltage during discharge of a lithium ion capacitor is, for example, 2.5V. For this reason, for example, if a lean vehicle is equipped with a lithium ion capacitor, if the voltage of the lithium ion capacitor connected to the battery falls below the lower limit voltage during discharge due to battery failure or long-term storage, the lithium ion capacitor may deteriorate. Resulting in. Deterioration of lithium ion capacitors is irreversible. Therefore, even if the battery is replaced thereafter, the performance due to the parallel connection of the lithium ion capacitors cannot be restored.
On the other hand, electric double layer capacitors do not deteriorate even when the voltage is 0V. Therefore, by replacing the failed battery, the performance due to parallel connection can be restored.
In addition, electric double layer capacitors do not deteriorate even when the voltage is 0V, so for example, when removing a failed battery and starting the engine by the rider's kick operation, or electrically connecting it to another vehicle to generate electricity. If supplied, the minimum amount of power for starting the engine can be stored.

The starting lithium ion battery and the electric double layer capacitor are always connected in parallel. For example, a starting lithium ion battery and an electric double layer capacitor are connected without a switching device configured with a transistor. Therefore, the device including the connection structure is simple and compact.
However, the connection state is not limited to this, and the electric double layer capacitor may be connected to the starting lithium ion battery via a switch for temporarily changing the connection state, for example, during maintenance.
Further, for example, five to seven electric double layer capacitors are connected in series. However, the number connected in series is not particularly limited, and may be, for example, 4 or less, or 8 or more. Furthermore, a second set different from the first set may be connected in parallel to the first set of electric double layer capacitors connected in series. A third set may be further connected in parallel to the second set. Each of the second set and the third set is a series-connected capacitor. In other words, a series-parallel configuration can also be adopted. However, the units (groups) in the series-parallel configuration are connected in series, and a plurality of units are connected in parallel.

For example, when an electric double layer capacitor is connected in parallel with a battery when viewed from an engine starting device, the electric double layer capacitor is electrically connected so that the currents from both the electric double layer capacitor and the battery are combined and flow to the engine starting device. means that it has been Conversely, for example, all of the current from the electric double layer capacitor flows to the battery, and this current also flows to the engine starter, because the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starter. It is different from that. The state where the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starting device includes the state where the battery and the electric double layer capacitor are connected only by wiring. Further, the state in which the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starting device includes a state in which a device other than wiring is inserted between the battery and the electric double layer capacitor. For example, when an electric double layer capacitor is connected in parallel with a battery when viewed from an engine starting device, a connector (coupler) is used between the battery and the electric double layer capacitor to electrically switch the connection or disconnection state depending on the operation. Contains states that include. Further, for example, a state in which the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starting device includes a state in which an electrical component other than the connector is inserted between the battery and the electric double layer capacitor. Such electrical components include, for example, switches, relays, resistors, connection terminals, and fuses. Note that the wiring is, for example, a lead wire. However, the wiring is not limited to one lead wire, and may be a plurality of lead wires connected together. Further, wiring includes devices whose main function is conduction. For example, wiring includes connectors, switches, relays, resistors, connection terminals, and fuses.

The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention.
The term "and/or" as used herein includes any or all combinations of one or more of the associated listed components.
As used herein, the use of the terms "including,""comprising," or "having," and variations thereof, refer to the described features, steps, operations, Although identifying the presence of elements, ingredients, and/or equivalents thereof, may include one or more of steps, acts, elements, components, and/or groupings thereof.
As used herein, the terms "attached,""coupled," and/or their equivalents are used broadly to refer to both direct and indirect attachment, and coupling, unless otherwise specified. includes.
Unless defined otherwise, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
Terms such as those defined in commonly used dictionaries should be construed to have meanings consistent with the relevant art and their meanings in the context of this disclosure, and are not explicitly defined herein. It should not be interpreted in an ideal or overly formal sense unless it is
It is understood that a number of techniques and steps are disclosed in the description of the invention.
Each of these has individual benefits, and each can also be used with one or more, or in some cases all, of the other disclosed techniques.
Therefore, for the sake of clarity, this description refrains from unnecessarily repeating all possible combinations of individual steps.
Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the invention and claims.
A new lean vehicle is described herein.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the invention.
However, it will be apparent to one skilled in the art that the invention may be practiced without these specific details.
This disclosure is to be considered as illustrative of the invention and is not intended to limit the invention to the particular embodiments illustrated in the drawings or description below.

According to the present invention, it is possible to realize a lean vehicle that can start an engine using a starting lithium ion battery over a wide temperature range.

1 is a diagram schematically showing a lean vehicle according to an embodiment of the present invention. 2 is a diagram schematically showing a lean vehicle and an electrical system as a first application example of the embodiment shown in FIG. 1. FIG. 3 is an external view showing the starting lithium ion battery and electric double layer capacitor shown in FIG. 2. FIG. FIG. 3 is a partial sectional view schematically showing a schematic configuration of the engine unit shown in FIG. 2. FIG. FIG. 5 is a sectional view showing a cross section perpendicular to the rotational axis of the permanent magnet starter motor shown in FIG. 4; 3 is a circuit diagram showing a schematic electrical configuration of the lean vehicle shown in FIG. 2. FIG. 3 is a chart showing changes in current when starting the engine in the lean vehicle shown in FIG. 2. FIG. FIG. 3 is a circuit diagram showing a schematic electrical configuration of a lean vehicle in a second application example. It is a figure explaining the example of arrangement of the starting lithium ion battery and the electric double layer capacitor in the third application example.

The present invention will be described below based on embodiments with reference to the drawings.

FIG. 1 is a diagram schematically showing a lean vehicle according to an embodiment of the present invention. Part (a) of FIG. 1 is a side view of the lean vehicle. Part (b) of FIG. 1 is a partial sectional view of the wheel shown in part (a).

The lean vehicle 1 shown in FIG. 1 includes wheels 3a and 3b, an engine 10, a permanent magnet type starting motor 20, a starting lithium ion battery 4, and an electric double layer capacitor 71. The lean vehicle 1 also includes a vehicle body 2. The lean vehicle 1 is a saddle type vehicle. FIG. 1 shows a motorcycle as an example of a lean vehicle 1. As shown in FIG.
The lean vehicle 1 leans to the left when turning left, and leans to the right when turning right.

The wheels 3a and 3b provided on the lean vehicle 1 are a front wheel 3a and a rear wheel 3b. The rear wheels 3b are drive wheels. As shown in part (b) of FIG. 1, the wheel 3a has a tread surface TR for contacting the road surface. The tread surface TR is formed, for example, on a tire. The cross-sectional shape of the tread surface TR is arcuate. Note that part (b) of FIG. 1 shows a macroscopic shape ignoring the unevenness caused by the grooves formed on the tread surface TR. The cross-sectional shape of the tread surface TR is the same for the rear wheel 3b.
The tread surfaces TR of the wheels 3a, 3b have an arcuate cross-sectional shape without contacting the road surface. The wheels 3a, 3b that do not come into contact with the road surface do not include a cylindrical surface centered on the axis of rotation of the wheels. Note that when the wheels 3a, 3b are in contact with the road surface, the portions of the wheels 3a, 3b that are in contact with the road surface are deformed into a planar shape according to the road surface due to the weight of the vehicle. However, the shape of the portions of the wheels 3a, 3b that come into contact with the road surface is not the above-mentioned cross-sectional shape of the tread surface TR in a state where they do not come into contact with the road surface.
The tread surfaces of the wheels 3a and 3b have an arcuate cross-sectional shape without contacting the road surface. The shapes of the tread surfaces of the wheels 3a, 3b are different from those of, for example, a four-wheeled vehicle.
The contact area between the wheels 3a, 3b and the road surface from a macroscopic viewpoint excluding the grooves formed on the tread surface TR and unevenness caused by scratches continuously changes as the lean vehicle 1 tilts.

The engine 10 includes a crankshaft 15. Engine 10 outputs power via crankshaft 15 . Engine 10 outputs torque for driving wheels 3b from crankshaft 15. The wheels 3b receive power from the crankshaft 15 and make the lean vehicle 1 run.
The power output from the engine 10 can be transmitted to the wheels 3b via a transmission and a clutch, for example.

Permanent magnet type starting motor 20 has a permanent magnet. More specifically, the permanent magnet type starting motor 20 includes a permanent magnet section 37 made of a permanent magnet.

The starting lithium ion battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged. The starting lithium ion battery 4 and the electric double layer capacitor 71 output the charged power to the outside. The starting lithium ion battery 4 and the electric double layer capacitor 71 supply power to the permanent magnet starting motor 20 . The starting lithium ion battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet starting motor 20 when the engine 10 is started. Further, the starting lithium ion battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet starting motor 20.

The starting lithium ion battery 4 supplies electric power to the permanent magnet starting motor 20 when starting the engine 10 . Further, for example, after starting the engine, the starting lithium ion battery 4 is charged by receiving current supplied from the permanent magnet starting motor 20.

The electric double layer capacitor 71 is always connected in parallel with the starting lithium ion battery 4. The electric double layer capacitor 71 supplies electric power to the permanent magnet type starting motor 20 together with the starting lithium ion battery 4 when the engine 10 is started. The electric double layer capacitor 71 has a capacitance that can be charged with enough power to start the engine 10 at least once by the permanent magnet starting motor 20. For example, the total weight of the electric double layer capacitor 71 is smaller than the weight of the starting lithium ion battery 4.

The electrical path from the electric double layer capacitor 71 to the permanent magnet starting motor 20 is not provided with a fuse, or is provided with a fuse (not shown) of 50 A or more.
For example, if a fuse of less than 50 A is provided, if the starting lithium-ion battery 4 does not function and the starting is started using the current from the electric double layer capacitor 71, there is a possibility that the fuse will blow and starting will become impossible. be.
By configuring the electrical path from the electric double layer capacitor 71 to the permanent magnet starting motor 20 without a fuse or with a fuse (not shown) of 50 A or more, it is possible to prevent the occurrence of a situation in which starting is not possible due to a blown fuse during starting. .
The lean vehicle 1 has, for example, five or more electric double layer capacitors 71. The lean vehicle 1 has, for example, five to seven electric double layer capacitors 71. This is to minimize the volume of the lean vehicle 1 while maintaining pressure resistance suitable for the lean vehicle 1. The lean vehicle 1 can have, for example, five or six electric double layer capacitors 71.

The electric double layer capacitor 71 has, for example, a capacitance of 30F or more. This makes it possible to accommodate engines 10 belonging to a wide range of sizes at low temperatures.
For example, even if the starting lithium-ion battery 4 does not function, that is, does not output power, the engine 10 belonging to a wide range of sizes can be started by supplying power to the permanent magnet starter motor 20. be able to. The electric double layer capacitor 71 can also start an engine having a displacement (stroke capacity) of 100 mL or more, for example.

However, it is also possible to employ a capacitance of less than 30F as the electric double layer capacitor 71. Further, as the engine 10 included in the lean vehicle 1, an engine having a displacement of less than 100 mL can also be adopted.

The electric double layer capacitor 71 is, for example, always connected in parallel with the starting lithium ion battery 4. The plurality of electric double layer capacitors 71 are connected to each other in series.
The plurality of electric double layer capacitors 71 are connected in series to increase the substantial storage capacity. The storage capacity is the energy that can be charged. The energy that can be charged by the electric double layer capacitor 71 can be expressed by, for example, electric charge. Electrical storage capacity is different from capacitance. Generally, the combined capacitance when a plurality of capacitors are connected in series is equal to the capacitance of the capacitors.

However, the electric double layer capacitor 71 of this embodiment has a maximum operating voltage lower than the operating voltage used in the lean vehicle 1.
For example, when the lean vehicle 1 includes only one electric double layer capacitor 71, a configuration may be considered in which the operating voltage is stepped down using a step-down means such as a voltage converter or a voltage dividing resistor, and the capacitor is charged. In this case, the voltage discharged from only one electric double layer capacitor 71 is boosted by a booster and used. In this case, the energy or charge charged to only one electric double layer capacitor 71 is equal to the product of capacitance and voltage. Therefore, the energy charged is small because the voltage is low. That is, the storage capacity is small.
In this embodiment, by having five or more electric double layer capacitors 71, connection is made to the starting lithium ion battery 4 without using a step-down means. Since five or more electric double layer capacitors 71 can be charged at a high voltage, they can be charged with a larger charge than in the case of only one electric double layer capacitor. That is, the storage capacity is large.

The starting lithium ion battery 4 and the electric double layer capacitor 71 are physically separate from each other. The starting lithium ion battery 4 and the electric double layer capacitor 71 are provided at different positions with respect to the vehicle body 2. The starting lithium ion battery 4 and the electric double layer capacitor 71 can be provided adjacent to each other. The arrangement relationship is not limited to this, and the starting lithium ion battery 4 and the electric double layer capacitor 71 can also be arranged at positions separated from each other in the lean vehicle 1.
For example, the starting lithium ion battery 4 is provided in the vehicle body 2 so as to be replaceable. The electric double layer capacitor 71 is provided in the vehicle body 2 so as not to be removed from the vehicle body 2 together with the starter lithium ion battery 4 when the starter lithium ion battery 4 is replaced. That is, the electric double layer capacitor 71 is attached to the vehicle body 2 so as to maintain the state attached to the vehicle body 2 when the starting lithium ion battery 4 is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the starting lithium ion battery 4 are attached to the vehicle body 2 by mutually different members.

The permanent magnet type starting motor 20 rotates the crankshaft 15 using electric power from the starting lithium ion battery 4 . As a result, the permanent magnet type starting motor 20 starts the engine 10. The electric double layer capacitor 71 and the starting lithium ion battery 4 are connected. Therefore, the permanent magnet type starting motor 20 rotates the crankshaft 15 using both the electric power charged in the electric double layer capacitor 71 and the electric power charged in the starting lithium ion battery 4.

In the configuration shown in FIG. 1, the starting lithium ion battery 4 supplies electric power to the permanent magnet starting motor 20 when the engine 10 is started. The current that can be output per unit time from the starting lithium ion battery 4 at low temperatures is smaller than, for example, a lead battery having the same capacity. However, the starting lithium ion battery 4 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged by the electric power output from the starting lithium ion battery 4 before starting.
When the engine 10 is started, the starting lithium ion battery 4 supplies power to the permanent magnet starting motor 20, and at the same time, the pre-charged electric double layer capacitor 71 can also supply power to the permanent magnet starting motor 20. can. The electric double layer capacitor 71 does not utilize a chemical reaction of electrodes like the starting lithium ion battery 4. Therefore, in the electric double layer capacitor 71, the increase in internal resistance at low temperatures is smaller than, for example, in the starting lithium ion battery 4. Therefore, the electric double layer capacitor 71 can suppress a decrease in output current at low temperatures compared to, for example, the starting lithium ion battery 4. Further, the volume of the electric double layer capacitor 71 can be made compact because the capacitance that can be charged with enough power to start the engine 10 at least once is sufficient. Therefore, the present invention can be mounted on a lean vehicle 1 that runs in an inclined manner when turning, without impairing the degree of freedom in vehicle design.
In this way, by connecting the electric double layer capacitor 71 having a capacitance that can be charged with enough power to start the engine 10 at least once, the starting lithium ion battery 4 can be charged at a low temperature without increasing its capacity. The engine 10 can be started by the starting lithium ion battery 4 over a wide temperature range including 1000 yen.

[First application example]
Next, an application example of the embodiment described with reference to FIG. 1 will be described.

FIG. 2 is a diagram schematically showing a lean vehicle and an electrical system as a first application example of the embodiment shown in FIG. Part (a) of FIG. 2 is a plan view of the lean vehicle. Part (b) of FIG. 2 is a partial sectional view of the wheel shown in part (a). Part (c) of FIG. 2 is a side view of the lean vehicle. Part (d) of FIG. 2 is an actual wiring diagram schematically showing the connection of the electrical system of the lean vehicle.
In the application examples shown in FIG. 2 and subsequent figures, elements corresponding to the embodiment shown in FIG. 1 will be described with the same reference numerals as in FIG. 1.

The lean vehicle 1 shown in FIG. 2 includes a vehicle body 2. The lean vehicle 1 shown in FIG. The vehicle body 2 is provided with a seat 2a for a driver to sit on. The driver sits astride the seat 2a. FIG. 2 shows a motorcycle as an example of the lean vehicle 1. In FIG.

The lean vehicle 1 includes a front wheel 3a and a rear wheel 3b.The wheels 3a and 3b have a tread surface TR for contacting the road surface. The tread surfaces of the wheels 3a, 3b of the lean vehicle 1 have an arcuate cross-sectional shape without contacting the road surface.

The engine 10 constitutes an engine unit EU. That is, the lean vehicle 1 includes an engine unit EU.
Engine unit EU includes an engine 10 and a permanent magnet starter motor 20.
Engine 10 outputs power via crankshaft 15 . Engine 10 outputs torque for driving wheels 3b from crankshaft 15. The wheels 3b receive power from the crankshaft 15 and make the lean vehicle 1 run. The engine 10 has a displacement of 100 mL or more, for example. Engine 10 has a displacement of less than 400 mL, for example.
The lean vehicle 1 also includes a transmission CVT and a clutch CL. Power output from the engine 10 is transmitted to the wheels 3b via the transmission CVT and the clutch CL.

Permanent magnet type starting motor 20 is driven by engine 10 to generate electricity. The permanent magnet type starter motor 20 shown in FIG. 2 is a magnet type starter generator.
Permanent magnet type starting motor 20 has a rotor 30 and a stator 40. The rotor 30 includes a permanent magnet section 37 made of a permanent magnet. The rotor 30 rotates with power output from the crankshaft 15. Stator 40 is arranged to face rotor 30.

The starting lithium ion battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged. The starting lithium ion battery 4 and the electric double layer capacitor 71 output the charged power to the outside. The starting lithium ion battery 4 and the electric double layer capacitor 71 supply power to the permanent magnet starting motor 20 and the electric device L. The starting lithium ion battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet starting motor 20 when the engine 10 is started. Further, the starting lithium ion battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet starting motor 20.

The starting lithium ion battery 4 supplies power to the permanent magnet starting motor 20 when starting the engine 10 . Further, for example, after starting the engine 10, the starting lithium ion battery 4 is charged by receiving current supplied from the permanent magnet starting motor 20.
The lean vehicle 1 includes an inverter 21. The inverter 21 includes a plurality of switching units 211 that control the current flowing between the permanent magnet type starting motor 20 and the starting lithium ion battery 4.

The electric double layer capacitor 71 is always connected in parallel with the starting lithium ion battery 4. The lean vehicle 1 shown in FIG. 2 includes a plurality of electric double layer capacitors 71. The electric double layer capacitors 71 are connected in series with each other. The electric double layer capacitors 71 connected in series electrically operate as one electric double layer capacitor.
The electric double layer capacitor 71 shown in FIG. 2 is always connected in parallel with the starting lithium ion battery 4 when viewed from the inverter 21. The electric double layer capacitor 71 supplies electric power to the permanent magnet type starting motor 20 together with the starting lithium ion battery 4 when the engine 10 is started. The electric double layer capacitor 71 has a capacitance that can be charged with enough power to start the engine at least once by the permanent magnet starting motor 20. The total weight of the electric double layer capacitor 71 is smaller than the weight of the starting lithium ion battery 4.

The starting lithium ion battery 4 and the electric double layer capacitor 71 are physically separate from each other. The starting lithium ion battery 4 and the electric double layer capacitor 71 are separately provided to the vehicle body 2. The starting lithium ion battery 4 is provided in the vehicle body 2 so as to be replaceable. The electric double layer capacitor 71 is provided in the vehicle body 2 so as not to come off from the vehicle body 2 together with the starter lithium ion battery 4 when the starter lithium ion battery 4 is replaced. That is, the electric double layer capacitor 71 is attached to the vehicle body 2 so that the starting lithium ion battery 4 can remain attached to the vehicle body 2 even when it is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the starting lithium ion battery 4 are attached to the vehicle body 2 by mutually different members.
The electric double layer capacitor 71 can be provided so that it can be taken out from the vehicle body 2 on the condition that the starting lithium ion battery 4 is taken out from the vehicle body 2. For example, the vehicle body 2 is provided with a storage recess that accommodates both the electric double layer capacitor 71 and the starting lithium ion battery 4, and the electric double layer capacitor 71 is placed deeper than the starting lithium ion battery 4. There is.
Further, the electric double layer capacitor 71 can be provided so that it can be taken out from the vehicle body 2 with the starting lithium ion battery 4 attached to the vehicle body 2.

The electric double layer capacitor 71 is arranged so that the distance between the electric double layer capacitor 71 and the inverter 21 is shorter than the distance between the starting lithium ion battery 4 and the inverter 21 based on the wiring distance. In other words, the electric double layer capacitor 71 is arranged closer to the inverter 21 than the starting lithium ion battery 4 based on the wiring distance. In the example shown in part (d) of FIG. 2, the wiring distance from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 via the inverter 21 is as follows: It is shorter than the wiring distance to the starting motor 20.

The permanent magnet type starting motor 20 rotates the crankshaft 15 using electric power from the starting lithium ion battery 4 . This causes the permanent magnet type starting motor 20 to start the engine 10.
Since the electric double layer capacitor 71 and the starting lithium ion battery 4 are always connected in parallel, the permanent magnet type starting motor 20 uses the electric power charged in the electric double layer capacitor 71 and the starting lithium ion battery 4 charged. The crankshaft 15 is rotated by both of the electric power.

The lean vehicle 1 includes a main switch 5. The main switch 5 is a switch for supplying electric power to the electric device L (see FIG. 6) provided in the lean vehicle 1 according to the operation. The electric device L collectively represents devices that operate while consuming electric power, except for the permanent magnet type starting motor 20. The electric device L includes, for example, a headlamp 9, a fuel injection device 18, which will be described later, and a spark plug 19.
The lean vehicle 1 includes a starter switch 6. The starter switch 6 is a switch for starting the engine 10 in response to an operation. The lean vehicle 1 includes a main relay 75. Main relay 75 opens and closes a circuit including electrical device L in response to a signal from main switch 5 .
The lean vehicle 1 includes an acceleration instruction section 8. The acceleration instruction unit 8 is an operator for instructing acceleration of the lean vehicle 1 in response to an operation. Specifically, the acceleration instruction section 8 is an accelerator grip.

In the configuration shown in FIG. 2, the starting lithium ion battery 4 supplies electric power to the permanent magnet starting motor 20 when the engine 10 is started. The current that can be output per unit time from the starting lithium ion battery 4 at low temperatures is smaller than, for example, a lead battery having the same capacity. However, the starting lithium ion battery 4 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged by the electric power output from the starting lithium ion battery 4 before starting.
When the engine 10 is started, the starting lithium ion battery 4 supplies power to the permanent magnet starting motor 20, and at the same time, the pre-charged electric double layer capacitor 71 can also supply power to the permanent magnet starting motor 20. can. The electric double layer capacitor 71 does not utilize a chemical reaction of electrodes like the starting lithium ion battery 4. Therefore, in the electric double layer capacitor 71, the increase in internal resistance at low temperatures is smaller than, for example, in the starting lithium ion battery 4. Therefore, in the electric double layer capacitor 71, the decrease in output current at low temperatures is suppressed compared to, for example, the starting lithium ion battery 4.
Further, the volume of the electric double layer capacitor 71 can be made compact because the capacitance that can be charged with enough power to start the engine 10 at least once is sufficient. Therefore, the present invention can be mounted on a lean vehicle 1 that runs in an inclined manner when turning, without impairing the degree of freedom in vehicle design.
In this way, by connecting the electric double layer capacitor 71 having a capacitance that can be charged with enough power to start the engine 10 at least once, the starting lithium ion battery 4 can be charged at a low temperature without increasing its capacity. The engine 10 can be started by the starting lithium ion battery 4 over a wide temperature range including .

FIG. 3 is an external view showing the starting lithium ion battery 4 and electric double layer capacitor 71 shown in FIG. 2.
Part (a) of FIG. 3 is a plan view. Part (b) of FIG. 3 is a side view. Part (b) of FIG. 3 is a bottom view.

[Lithium ion battery]
The starting lithium ion battery 4 shown in FIG. 3 has a rectangular parallelepiped shape. The starting lithium ion battery 4 has a top surface 4a, a bottom surface 4b, and four side surfaces 4c.
The starting lithium ion battery 4 and the electric double layer capacitor 71 shown in FIGS. 2 and 3 are arranged in such a position that the top surface 4a (FIG. 3) of the starting lithium ion battery 4 faces upward in the lean vehicle 1 in an upright state. It will be placed in However, the starting lithium ion battery 4 and the electric double layer capacitor 71 can also be arranged in an inclined position with respect to the position shown in FIG. 2 .

The starting lithium ion battery 4 has a positive terminal 41 and a negative terminal 42. The terminals 41 and 42 are provided in recesses provided in the upper surface portion of the starting lithium ion battery 4.

The starting lithium ion battery 4 has a plurality of battery cells 45. The battery cell 45 has a positive electrode and a negative electrode (not shown). The positive electrode in the starting lithium ion battery 4 is made of a material containing a lithium transition metal composite oxide. The starting lithium ion battery 4 stores electric power supplied from the outside through a chemical reaction of the electrodes. The starting lithium ion battery 4 outputs electric power to the outside through a chemical reaction of the electrodes. The starting lithium ion battery 4 has a built-in battery control circuit (not shown) for controlling the amount of charge of each battery cell 45.

[Capacitor]
The lean vehicle 1 (see FIG. 2) includes, for example, a plurality of electric double layer capacitors 71 (Electric Double Layer Capacitors, EDLCs).
Each electric double layer capacitor 71 is an electric component that can function alone. Each electric double layer capacitor 71 is a lead type having lead wires 71a and 71b that function as terminals. These electric double layer capacitors 71 are connected to a circuit board 72. The plurality of electric double layer capacitors 71 and the circuit board 72 constitute an electric double layer capacitor block 7. That is, the electric double layer capacitor block 7 includes a plurality of electric double layer capacitors 71 and a circuit board 72 connected to each electric double layer capacitor 71. The electric double layer capacitor block 7 is provided in the lean vehicle 1.
The circuit board 72 is connected to the electric double layer capacitor 71 by soldering. The circuit board has a wiring pattern 72p that connects the electric double layer capacitors 71 in series. The plurality of electric double layer capacitors 71 are connected in series to each other via a circuit board 72. The lead type electric double layer capacitor 71 can be connected in series in a short time by being soldered to the circuit board 72 during the assembly process.
The plurality of electric double layer capacitors 71 connected in series electrically function as one electric double layer capacitor. Therefore, the plurality of electric double layer capacitors 71 that electrically function as one electric double layer capacitor may be simply referred to as electric double layer capacitors 71 hereinafter.

FIG. 3 shows five or more electric double layer capacitors 71 as an example applied to the lean vehicle 1 (FIG. 2). The lean vehicle 1 shown in FIG. 2 includes, for example, six electric double layer capacitors 71.

The electric double layer capacitor 71 has an electrode (not shown) and an electrolytic solution, and the electrode includes a terminal current body (not shown) and activated carbon. The electric double layer capacitor 71 stores electric power by forming an electric double layer consisting of an arrangement of ions and electrons or holes at the interface where activated carbon and electrolyte are in contact. The electric double layer capacitor 71 stores power in the form of charges. The electric double layer capacitor 71 stores electric power without depending on a chemical change of the electrode. Therefore, the electric double layer capacitor 71 can be charged and discharged with a larger current when compared to, for example, the starting lithium ion battery 4 having the same capacity.
In particular, the electric double layer capacitor 71 has less restriction on charging current at low temperatures than the starting lithium ion battery 4. Therefore, the electric double layer capacitor 71 can store more power in a shorter time than the starting lithium ion battery 4 having the same capacity. Further, the electric double layer capacitor 71 has less restriction on discharge current at low temperatures than the starting lithium ion battery 4. Therefore, the electric double layer capacitor 71 can be discharged with a larger current than the starting lithium ion battery 4 having the same capacity.

The electric double layer capacitor 71 shown in FIG. 3 has a capacitance that can be charged with electric power for the permanent magnet starting motor 20 to rotate the crankshaft 15 at least once to start the engine 10. . Therefore, even if the starting lithium ion battery 4 cannot output enough power to start the engine 10, the engine 10 can be started using the current charged in the electric double layer capacitor 71. Even if the starting lithium ion battery 4 is not connected, the engine 10 can be started at least once using the current charged in the electric double layer capacitor 71.
The capacitance of a capacitor is electrostatic capacitance. Capacitance is expressed in farads (F). However, for example, in order to match the starting lithium ion battery 4, the capacity can also be expressed as an integrated current amount (Ah or As) assuming a standard operating voltage of the battery. The cumulative amount of current represents the charge stored in the capacitor. Therefore, a measure of capacity can be expressed by the charge (C: coulombs) that can be stored assuming the standard operating voltage of the battery. The standard operating voltage of a battery is, for example, 12V. The standard operating voltage of the battery may be, for example, equal to or higher than 12V. The standard operating voltage of the battery may be, for example, 24V.
Also in this specification, the electric power stored in the electric double layer capacitors 71 connected in series may be expressed as a charge (C) assuming an operating voltage. 1C is equal to 1As.

[Aligned with capacitor shape]
The electric double layer capacitor 71 has a cylindrical shape. The plurality of cylindrical electric double layer capacitors 71 are arranged substantially parallel to each other. For example, six electric double layer capacitors 71 are arranged in six rows. A pair of lead wires 71a and 71b protrude from one of the two bottom surfaces (upper surface and lower surface) of the cylindrical electric double layer capacitor 71. Each electric double layer capacitor 71 is lined up with the bottom surface from which lead wires 71a and 71b protrude facing the circuit board 72.

[Capacitor and battery placement]
The electric double layer capacitor 71 is arranged below the lower edge line of the starting lithium ion battery 4 in the vertical direction of the lean vehicle 1 when looking at the left side of the lean vehicle 1 shown in FIG. 2, for example. For example, the electric double layer capacitors 71 are arranged along the bottom surface of the starting lithium ion battery 4. It is arranged below the bottom surface of the starting lithium ion battery 4.

[Dimensions]
The relationship between the diameter φ and height Lc of the electric double layer capacitor 71 and the horizontal length Lb and vertical length W of the starting lithium ion battery 4 is as shown in the following formulas (A) and (B). .
(Lb/7)≦φ≦ (Lb/5) (A)
Lc≦W (B)

As the electric double layer capacitor 71, for example, a capacitor having a capacitance of 30 F or more is employed. Further, as the electric double layer capacitor 71, an electric double layer capacitor having a maximum working voltage of 2.5 V or more and 5 V or less is employed. As the electric double layer capacitor 71, for example, an electric double layer capacitor 71 having a maximum operating voltage of 2.7 V or more and 3 V or less is employed. The maximum working voltage of the electric double layer capacitor 71 is, for example, 2.7V.

It is preferable that the electric double layer capacitor 71 has a capacity capable of being charged with enough power to rotate the crankshaft 15 for the permanent magnet starting motor 20 to start the engine 10 for at least 0.5 seconds. As a result, the engine 10 operates for at least one cycle including the compression stroke. This allows combustion operation.
For example, if the current supplied to the permanent magnet starter motor 20 that rotates the crankshaft 15 is 100A or more, the electric power that rotates the crankshaft 15 for 0.5 seconds is greater than 200J. Since the electric double layer capacitor 71 has a capacity of 30F or more, when the standard operating voltage in the lean vehicle 1 is 12V, more than 400 J of electric power can be stored in the plurality of electric double layer capacitors 71 as a whole. When the plurality of electric double layer capacitors 71 are discharged until the electric charge becomes half of the full charge, energy larger than 200 J can be supplied.
In this case, permanent magnet starting motor 20 rotates crankshaft 15 for at least 0.5 seconds to start engine 10.

Further, the electric double layer capacitor 71 has a capacity that can be substantially fully charged within 20 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. When the engine 10 is left in an idling state for 20 seconds, the engine 10 can be restarted using electric power from the electric double layer capacitor 71 after the engine 10 is stopped.
For example, if the average current supplied from the permanent magnet starter motor 20 to the engine 10 in an idling state is 20A, the electric power supplied to the electric double layer capacitor 71 in 20 seconds is greater than 400J. Since the electric double layer capacitor 71 has a capacity of 30 F or more, more than 400 J of electric power can be stored when the standard operating voltage in the lean vehicle 1 is 12 V. That is, the electric double layer capacitor 71 is fully charged within 20 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. As a result, the permanent magnet starting motor 20 can rotate the crankshaft 15 for a maximum of 0.5 seconds to start the engine 10.

The electric double layer capacitor 71 may have a capacity that allows the permanent magnet starting motor 20 to be charged with electric power to rotate the crankshaft 15 for at least one second to start the engine 10. This allows the engine 10 to be started at least once. If the current supplied to the permanent magnet starter motor 20 is 100A, the power to rotate the crankshaft 15 for more than 1 second is greater than about 400J. Since the electric double layer capacitor 71 has a capacity of 50F or more, the crankshaft 15 can be rotated for longer than one second to start the engine 10.
Here, the engine 10 is started when the lean vehicle 1 is stopped and the crankshaft 15 is stopped rotating.
Further, the electric double layer capacitor 71 reaches the standard operating voltage in the lean vehicle 1 within 20 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. The electric double layer capacitor 71 has a capacitance of, for example, less than 400F.

Further, as the electric double layer capacitor 71, a configuration having a capacity that can be fully charged in a time shorter than 10 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling can also be adopted. In this case, the electric double layer capacitor 71 has a capacitance of, for example, less than 200F. When the engine 10 is left in an idling state for 10 seconds, the engine 10 can be restarted using electric power from the electric double layer capacitor 71 after the engine 10 is stopped.

The inverter 21 shown in FIG. 2 includes a switching section 211 (see FIG. 6). The inverter 21 rotates the permanent magnet starting motor 20 by supplying electric power to the permanent magnet starting motor 20 . The inverter 21 controls the current by turning on and off the current flowing through the windings of the permanent magnet starter motor 20 . Further, the inverter 21 supplies the electric power generated by the permanent magnet starting motor 20 to the starting lithium ion battery 4 and the electric double layer capacitor 71 when the engine 10 is in a combustion operation. In this case, the inverter 21 rectifies the current generated by the permanent magnet starter motor 20.

The lean vehicle 1 includes a control device 60. Control device 60 is physically integrated with inverter 21 . Specifically, the control device 60 and the inverter 21 of this application example have a common housing. The control device 60 controls the current flowing between the permanent magnet starting motor 20, the starting lithium ion battery 4, and the electric double layer capacitor 71 by controlling the operation of the switching unit 211 of the inverter 21. Thereby, the control device 60 controls the operation of the permanent magnet type starting motor 20.
For example, the control device 60 causes the inverter 21 to supply current from the starting lithium ion battery 4 to the permanent magnet starting motor 20 in response to a signal from the starter switch 6 . As a result, electric power is supplied from the starting lithium ion battery 4 to the permanent magnet type starting motor 20, and the engine 10 is started. After starting the engine, that is, after starting the combustion operation, the control device 60 controls the inverter 21 to cause the current from the permanent magnet starter motor 20 to flow to the starter lithium ion battery 4. As a result, the starting lithium ion battery 4 is charged by the power generated by the permanent magnet starting motor 20.
Further, even after the engine 10 is started, that is, after the combustion operation has started, the control device 60 supplies the electric power of the starting lithium-ion battery 4 to the inverter 21 and the permanent magnet type starting motor 20 according to the operation of the acceleration instruction section 8. let Thereby, the running of the lean vehicle 1 by the engine 10 is assisted by the permanent magnet type starting motor 20.

Further, the control device 60 of this application example also has the function of an engine control section that controls the supply of fuel to the engine 10. The control device 60 controls the supply of fuel to the engine by controlling the operation of the fuel injection device 18, which will be described later.
The control device 60 includes a central processing unit and memory (not shown). The supply of fuel to the engine 10 is controlled by executing a program stored in the memory. The control device 60 includes a smoothing capacitor 61. Smoothing capacitor 61 smoothes the voltage at the power supply terminal of control device 60 .

As shown in part (d) of FIG. 2, a control device 60 including a permanent magnet starting motor 20, a starting lithium ion battery 4, an electric double layer capacitor 71, a main relay 75, and an inverter 21, and an electric device L, It is electrically connected by wiring J. For ease of viewing the symbols, the wiring symbol (J) is attached to a part of the wiring shown in part (b) of FIG. 2.
The wiring J is composed of, for example, a lead wire. The wiring J may be composed of a plurality of lead wires connected together. Further, the wiring J may include a connector for relaying lead wires, a fuse, and a connection terminal. Illustrations of connectors, fuses, and connection terminals are omitted. Furthermore, the actual wiring diagram in part (d) of FIG. 2 shows connections in the positive electrode region. The negative electrode region, ie, the ground region, is electrically connected via the vehicle body 2. More specifically, the negative electrode region is electrically connected via a metal frame (not shown) of the vehicle body 2. The electrical connection distance of each device via the vehicle body 2 is usually equal to or shorter than the connection of the positive electrode region by a lead wire or the like. Therefore, in part (d) of FIG. 2, illustration of the connection of the negative electrode region by the vehicle body 2 is omitted, and the wiring of the positive electrode region will be mainly described.
The wiring J shown in FIG. 2 is combined with other wiring provided in the vehicle to constitute a wire harness (not shown). Part (d) of FIG. 2 shows only the wiring J that electrically connects the devices shown in the figure.
Part (d) of FIG. 2 schematically shows the connection relationship of the wiring J between each device and the distance of the wiring J.

[Engine unit]
FIG. 4 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit EU shown in FIG. 2. As shown in FIG.

The engine unit EU includes an engine 10. The engine 10 includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15. The piston 13 is provided within the cylinder 12 so as to be able to reciprocate.
The crankshaft 15 is rotatably provided within the crankcase 11. The crankshaft 15 is connected to the piston 13 via a connecting rod 14. A cylinder head 16 is attached to the upper part of the cylinder 12. A combustion chamber is formed by the cylinder 12, cylinder head 16, and piston 13. The crankshaft 15 is rotatably supported by the crankcase 11. A permanent magnet starting motor 20 is attached to one end 15a of the crankshaft 15. A transmission CVT is attached to the other end 15b of the crankshaft 15. The transmission CVT can change the gear ratio, which is the ratio of the output rotational speed to the input rotational speed. The transmission CVT can change the gear ratio corresponding to the rotational speed of the wheels relative to the rotational speed of the crankshaft 15.

The engine unit EU is equipped with a fuel injection device 18. The fuel injection device 18 supplies fuel to the combustion chamber by injecting fuel. The fuel injection device 18 injects fuel into the air flowing through the intake passage Ip. A mixture of air and fuel is supplied to the combustion chamber of engine 10.
Furthermore, the engine 10 is provided with a spark plug 19 .

Engine 10 is an internal combustion engine. Engine 10 receives fuel supply. The engine 10 outputs power through a combustion operation of burning an air-fuel mixture. That is, the piston 13 reciprocates by combustion of the air-fuel mixture containing fuel supplied to the combustion chamber. The crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13. Power is output to the outside of the engine 10 via the crankshaft 15.
Fuel injection device 18 adjusts the power output from engine 10 by adjusting the amount of fuel supplied. The fuel injection device 18 is controlled by a control device 60. Fuel injector 18 is controlled to deliver an amount of fuel based on the amount of air supplied to engine 10.
Engine 10 outputs power via crankshaft 15 . The power of the crankshaft 15 is transmitted to the wheels 3b via the transmission CVT and the clutch CL (see FIG. 2).

FIG. 5 is a sectional view showing a cross section perpendicular to the rotational axis of the permanent magnet type starting motor 20 shown in FIG.
The permanent magnet type starting motor 20 will be explained with reference to FIGS. 4 and 5.

Permanent magnet type starting motor 20 has a rotor 30 and a stator 40. The permanent magnet type starting motor 20 of this application example is a radial gap type. The permanent magnet type starting motor 20 is an outer rotor type. That is, the rotor 30 is an outer rotor. Stator 40 is an inner stator.
The rotor 30 has a rotor main body portion 31. The rotor main body portion 31 is made of, for example, a ferromagnetic material. The rotor main body portion 31 has a cylindrical shape with a bottom. The rotor main body portion 31 has a cylindrical boss portion 32, a disk-shaped bottom wall portion 33, and a cylindrical back yoke portion 34. The bottom wall portion 33 and the back yoke portion 34 are integrally formed. Note that the bottom wall portion 33 and the back yoke portion 34 may be configured separately. The bottom wall portion 33 and the back yoke portion 34 are fixed to the crankshaft 15 via the cylindrical boss portion 32. The rotor 30 is not provided with a winding to which current is supplied.

The rotor 30 has a permanent magnet section 37. The rotor 30 has a plurality of magnetic pole parts 37a. The plurality of magnetic pole parts 37a are formed by the permanent magnet part 37. The plurality of magnetic pole parts 37a are provided on the inner peripheral surface of the back yoke part 34. In this application example, the permanent magnet section 37 includes a plurality of permanent magnets. That is, the rotor 30 has a plurality of permanent magnets. The plurality of magnetic pole parts 37a are provided in each of the plurality of permanent magnets.
In addition, the permanent magnet part 37 can also be formed by one annular permanent magnet. In this case, one permanent magnet is magnetized so that the plurality of magnetic pole parts 37a are lined up on the inner peripheral surface.

The plurality of magnetic pole portions 37a are provided such that N poles and S poles are alternately arranged in the circumferential direction of the permanent magnet type starter motor 20. In this application example, the number of magnetic poles of the rotor 30 facing the stator 40 is 24. The number of magnetic poles of the rotor 30 refers to the number of magnetic poles facing the stator 40. No magnetic material is provided between the magnetic pole portion 37a and the stator 40.
The magnetic pole portion 37a is provided outward from the stator 40 in the radial direction of the permanent magnet type starter motor 20. The back yoke portion 34 is provided outward from the magnetic pole portion 37a in the radial direction. The permanent magnet type starting motor 20 has more magnetic pole parts 37a than the number of tooth parts 43.
Note that the rotor 30 may be an embedded magnet type (IPM type) in which the magnetic pole portion 37a is embedded in a magnetic material, but it may be a surface magnet type in which the magnetic pole portion 37a is exposed from the magnetic material as in this application example. (SPM type) is preferable.

Stator 40 has a stator core ST and a plurality of windings W. Stator core ST has a plurality of teeth 43 provided at intervals in the circumferential direction. The plurality of teeth 43 integrally extend radially outward from stator core ST. In this application example, a total of 18 teeth 43 are provided at intervals in the circumferential direction. In other words, stator core ST has a total of 18 slots SL formed at intervals in the circumferential direction. The tooth portions 43 are arranged at equal intervals in the circumferential direction.

The rotor 30 has a greater number of magnetic pole parts 37a than the number of tooth parts 43. The number of magnetic pole parts is 4/3 of the number of slots.

A winding wire W is wound around each tooth portion 43 . That is, the windings W of multiple phases are provided so as to pass through the slots SL. FIG. 5 shows the winding W in the slot SL.

Permanent magnet starter motor 20 is a three-phase generator. Each of the windings W belongs to one of the U phase, V phase, and W phase. The windings W are arranged, for example, in the order of U phase, V phase, and W phase.

When the engine 10 is in operation while the lean vehicle 1 is running, the starting lithium ion battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet starting motor 20. When the starting lithium ion battery 4 and the electric double layer capacitor 71 are fully charged, the electric power generated by the permanent magnet starting motor 20 is not used for charging but is consumed as heat due to a short circuit in the windings, for example. For example, if a thick winding with low electrical resistance is employed in the permanent magnet starting motor 20 to increase the torque at the time of starting, the electric power consumed as heat when fully charged will also increase. In other words, losses increase.
When the motor generates electricity, the current flowing through the winding W is affected by the impedance generated in the winding W itself. Impedance is an element that obstructs the current flowing through the winding W. Impedance includes the product of rotational speed ω and inductance. Here, the rotational speed ω actually corresponds to the number of magnetic pole parts passing near the tooth part per unit time. That is, the rotational speed ω is proportional to the ratio of the number of magnetic poles to the number of teeth in the motor and the rotational speed of the rotor.
The permanent magnet type starting motor 20 shown in FIG. 5 has a larger number of magnetic pole parts 37a than the number of tooth parts 43. That is, the permanent magnet type starting motor 20 has a greater number of magnetic pole portions 37a than the number of slots SL. Therefore, the winding W has a large impedance. Therefore, less power is consumed as heat when the starting lithium ion battery 4 and electric double layer capacitor 71 are fully charged. Therefore, in order to increase the torque at the time of starting in the permanent magnet type starting motor 20, thick windings with low electrical resistance can be employed.
The lean vehicle 1 includes an electric double layer capacitor 71 that is always connected in parallel to the starting lithium ion battery 4. Therefore, when the permanent magnet type starting motor 20 that accepts a large current and increases the torque at the time of starting is employed, a large current corresponding to this acceptance can be supplied even at low temperatures.

The rotor 30 of the permanent magnet type starting motor 20 is connected to the crankshaft 15 so as to rotate in accordance with the rotation of the crankshaft 15.

FIG. 6 is a circuit diagram showing a schematic electrical configuration of the lean vehicle 1 shown in FIG. 2.
The circuit diagram in FIG. 6 shows electrical connections in the application example of the lean vehicle 1 shown in FIG. 2.

As shown in FIG. 6, the permanent magnet type starting motor 20 is electrically connected to an electric double layer capacitor 71 via an inverter 21. Permanent magnet type starting motor 20 is electrically connected to starting lithium ion battery 4 via inverter 21 and main relay 75.
The inverter 21 includes a switching section 211. The switching unit 211 constitutes a three-phase bridge inverter as the inverter 21.
The switching unit 211 is connected to each phase of the multi-phase winding W, and switches application/non-application of voltage between the multi-phase winding W and the starting lithium ion battery 4. The plurality of switching units 211 thereby switch the passage/blocking of current between the plurality of phase windings W and the starting lithium ion battery 4. That is, the plurality of switching units 211 control the current flowing between the starting lithium ion battery 4 and the permanent magnet type starting motor 20. More specifically, when the permanent magnet type starting motor 20 functions as a starter motor, the on/off operation of the switching unit 211 switches between energization and de-energization of each of the plurality of phase windings W. Further, when the permanent magnet type starting motor 20 functions as a generator, passing/blocking of current between each of the windings W and the starting lithium ion battery 4 is switched by the on/off operation of the switching section 211. By sequentially switching the switching unit 211 on and off, the three-phase AC output from the permanent magnet starter motor 20 is rectified and the voltage is controlled.

The control device 60 controls the current flowing between the permanent magnet type starting motor 20, the starting lithium ion battery 4, and the electric double layer capacitor 71 by controlling the operation of the switching unit 211. For example, the control device 60 rotates the permanent magnet starter motor 20 by controlling the switching unit 211 using a vector control method. Furthermore, the control device 60 supplies the power generated by the permanent magnet starting motor 20 to the starting lithium ion battery 4, the electric double layer capacitor 71, and the electric device L by controlling the switching unit 211 using a vector control method. . The method by which the control device 60 controls the switching unit 211 is not limited to this, and may be, for example, a 120-degree energization method or a phase control method.

Both the starting lithium ion battery 4 and the electric double layer capacitor 71 are electrically connected to the inverter 21 of the permanent magnet starting motor 20 via a main relay 75. Both the starting lithium ion battery 4 and the electric double layer capacitor 71 are electrically connected to the electric device L via the main relay 75. Both the starting lithium ion battery 4 and the electric double layer capacitor 71 are electrically connected to the permanent magnet type starting motor 20 via the main relay 75.
Both the starting lithium ion battery 4 and the electric double layer capacitor 71 are electrically connected to the control device 60.
Electric double layer capacitor 71 is a capacitor separate from smoothing capacitor 61. Electric double layer capacitor 71 is connected in parallel with smoothing capacitor 61. The electric double layer capacitor 71 stores electric power for driving the permanent magnet type starting motor 20. On the other hand, the smoothing capacitor 61 smoothes the power supply voltage.
The capacitance of the electric double layer capacitor 71 is larger than that of the smoothing capacitor 61. The parasitic inductance is larger than that of the smoothing capacitor 61. The electric double layer capacitor 71 is composed of an electric double layer capacitor. Smoothing capacitor 61 is composed of an electrolytic capacitor.

The devices shown in FIG. 6 actually include a connector (coupler), a fuse, a connection terminal, a current adjustment resistor, and the like. In this application example, components such as connectors, fuses, connection terminals, and current adjustment resistors can be considered to be electrically included in the wiring, so illustrations and descriptions thereof will be omitted. Fuses may not be included in the device shown in FIG.

All of the electric double layer capacitors 71 shown in FIG. 6 are connected in series. In other words, almost all of the current flowing through one electric double layer capacitor 71 flows to the remaining electric double layer capacitors 71.
The state in which the main relay 75 shown in FIG. 6 operates to close the circuit including the starting lithium ion battery 4 is referred to as the on state of the main relay 75.
The main switch 5 is turned on by operation. When the main switch 5 is in the on state, the main relay 75 is in the on state.
As shown in the circuit diagram of FIG. 6, the electric double layer capacitor 71 and the starting lithium ion battery 4 are connected in parallel when viewed from the inverter 21. A main relay 75 is included in the circuit including the inverter 21, the electric double layer capacitor 71, and the starting lithium ion battery 4. When viewed from the inverter 21, the electric double layer capacitor 71 and the starting lithium ion battery 4 are always connected in parallel, so when the engine is started with the main relay 75 in the on state and the starter switch 6 in the on state, The current output from the starting lithium ion battery 4 and the current output from the electric double layer capacitor 71 are combined and flow to the inverter 21 .

Further, when viewed from the inverter 21, the electric double layer capacitor 71 and the starting lithium ion battery 4 are always connected in parallel. The circuit including the inverter 21 and the starting lithium ion battery 4 includes the main relay 75 and the inverter 21 . When the main relay 75 is on and the engine 10 is in combustion operation, the current output from the permanent magnet starter motor 20 passes through the inverter 21 and then is transferred to the electric double layer capacitor 71 and the starter lithium ion battery 4. It is supplied separately.
When viewed from the inverter 21, the electric double layer capacitor 71, the starting lithium ion battery 4, and the electric device L are connected in parallel. The electric device L is, for example, the headlamp 9 as described above. Therefore, in more detail, when the main relay 75 is in the on state, the current output from the permanent magnet type starting motor 20 passes through the inverter 21, and then is transferred to the electric double layer capacitor 71, the starting lithium ion battery 4, and the electric device. It is divided into L and supplied.
When the permanent magnet starting motor 20 is not generating power, the electric current from the starting lithium ion battery 4 is supplied to the electric device L. Furthermore, when the voltage of the electric double layer capacitor 71 is lower than the voltage of the starting lithium ion battery 4, a part of the current output from the starting lithium ion battery 4 flows to the electric double layer capacitor 71. That is, the starting lithium ion battery 4 charges the electric double layer capacitor 71.
For example, when the engine 10 is not in a combustion operation, the electric power of the electric double layer capacitor 71 is consumed by the electric device L. As a result, the voltage of the electric double layer capacitor 71 becomes lower than the voltage of the starting lithium ion battery 4. In this state, when the main relay 75 is turned on, the electric double layer capacitor 71 is charged with the power of the starting lithium ion battery 4. In this case, the electric double layer capacitor 71 is charged until the voltage of the electric double layer capacitor 71 becomes equal to the voltage of the starting lithium ion battery 4.

The circuit diagram in FIG. 6 and the actual wiring diagram in part (d) of FIG. 2 show the same connection configuration. However, the actual wiring diagram in part (d) of FIG. 2 differs from FIG. 6 in that it shows the actual connection relationship of the wiring J between each device and the distance of the wiring J.

A circuit diagram usually shows the electrical connections of the device. More particularly, the circuit diagram shows the circuit topology of the device. That is, the circuit diagram shows, for example, whether the devices are connected in series or in parallel. Further, the circuit diagram shows whether two certain devices are connected only by wiring, or whether they are connected through a device different from the two devices. The circuit diagram does not represent actual wiring lengths. Further, the circuit diagram does not represent the spatial position of each device. For example, the placement of three devices side by side on a circuit diagram does not mean that the three devices are actually placed side by side in that order. Nor does the arrangement in the circuit diagram imply that the three devices are actually arranged side by side.
On the other hand, the actual wiring diagram shown in part (b) of FIG. 2 schematically shows the actual wiring length between devices in the lean vehicle 1.

As shown in part (b) of FIG. 2, the distance between the electric double layer capacitor 71 and the inverter 21 is the same as the distance between the starting lithium ion battery 4 and the inverter 21, based on the wiring distance. It is arranged so that it is shorter than the
The wiring distance from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 via the inverter 21 is shorter than the wiring distance from the starting lithium ion battery 4 to the permanent magnet type starting motor 20 via the inverter 21. .
Further, the electric double layer capacitor 71 is arranged so that the distance between the electric double layer capacitor 71 and the inverter 21 is longer than the distance between the electric double layer capacitor 71 and the starting lithium ion battery 4 based on the wiring distance. has been done. As a result, the wiring distance from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 via the inverter 21 is the same as the wiring distance from the starting lithium ion battery 4 to the permanent magnet type starting motor 20 via the inverter 21. longer than

Next, with reference to FIG. 7, the startability of the engine 10 in the lean vehicle 1 will be described.

FIG. 7 is a chart showing changes in current when starting the engine 10 in the lean vehicle 1 shown in FIG.

The thick solid line in FIG. 7 indicates the current Im flowing through the inverter 21. A thin solid line indicates the current Ic flowing through the electric double layer capacitor 71. The broken line indicates the current Ib flowing through the starting lithium ion battery 4. Above 0A on the vertical axis indicates the charging current of the starting lithium ion battery 4 and the electric double layer capacitor 71, and below 0A indicates the discharging current. Note that in FIG. 7, for easy understanding, currents Im, Ic, and Ib are shown when no current is supplied to the electrical device.

The chart in FIG. 7 shows the current when the crankshaft 15 is rotated in the normal direction for starting the engine 10 without a combustion operation such as supplying fuel to the engine 10. As a specific starting condition, the starter switch 6 is operated to be in the ON state for a predetermined period of time. During this period, under the control of the control device 60, the inverter 21 supplies current to the windings of each phase of the permanent magnet starter motor 20 so as to rotate the permanent magnet starter motor 20. That is, a predetermined starting period (for example 0.5 seconds) is obtained. Thereby, the permanent magnet type starting motor 20 rotates the crankshaft 15 over the above-mentioned starting period. During this period, no combustion operation of engine 10 is performed. Next, a predetermined stop period (for example, 3 seconds) is obtained, after which the starter switch 6 is again operated to be in the ON state for the start period. In this way, the start period and the stop period are alternately repeated.
The first part (for example, 0.05 seconds) of the startup period corresponds to the rotation start period. Until the stopped permanent magnet starting motor 20 starts rotating, the impedance of the winding of the permanent magnet starting motor 20 is small. That is, during the rotation start period of the start period, a larger inrush current flows through the permanent magnet type starter motor 20 than during rotation after the rotation start period.
This current corresponds to the torque by which the permanent magnet starter motor 20 starts rotating the crankshaft 15 of the engine 10.

The electric double layer capacitor 71 is connected to the starting lithium ion battery 4. The current Im flowing through the inverter 21 is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71. As shown in FIG. 7, during the rotation start period of the starting period, the current Im, which is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71, is It flows to 21.
In the rotation start period, a large current Ic is discharged from the electric double layer capacitor 71, so that a large current Im of the inverter 21 is obtained. In other words, the current Im of the inverter 21 is sufficient to start the engine 10. Therefore, the rotational speed of the crankshaft 15 increases quickly, and the engine 10 can be started easily.
Even if the starting lithium ion battery 4 does not output enough current to start the engine 10 at low temperatures, the engine 10 can be started.

After the rotation start period has elapsed, the impedance of the winding of the permanent magnet starter motor 20 increases as the crankshaft 15 starts rotating. As a result, both the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71 decrease.
The current Ic discharged from the electric double layer capacitor 71 is smaller than the current Ib discharged from the starting lithium ion battery 4. This is because the voltage drop in the windings of the permanent magnet starting motor 20 increases as the impedance of the windings of the permanent magnet starting motor 20 increases, and the terminal voltage of the permanent magnet starting motor 20 and the electrical voltage after discharge increase. This is considered to be because the difference between the voltage and the terminal voltage of the multilayer capacitor 71 decreases. In other words, since the fluctuation in the terminal voltage due to the discharge of the starting lithium ion battery 4 is smaller than the fluctuation in the terminal voltage due to the discharge of the electric double layer capacitor 71, the starting lithium ion battery 4 has a change in the terminal voltage due to the discharge of the starting lithium ion battery 4. It is thought that the subsequent change in discharge current is small.

During the stop period after the start period, the starter switch 6 is in the off state. During this period, the control device 60 stops the inverter 21 from supplying current to the permanent magnet starter motor 20 . Therefore, the current Im flowing through the inverter 21 is zero. During this stop period, the current Ic of the electric double layer capacitor 71 indicates charging, and the current Ib of the starting lithium ion battery 4 indicates discharging. This indicates that the electric double layer capacitor 71, whose terminal voltage has decreased due to discharge during the starting period, is being charged by the power of the starting lithium ion battery 4. Charging of the electric double layer capacitor 71 with the electric power of the starting lithium ion battery 4 continues until the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the starting lithium ion battery 4. In the example of FIG. 7, the next starting period starts before the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the starting lithium ion battery 4.

Before the starting period, for example, at time 0, both the current Ib of the starting lithium ion battery 4 and the current Ic of the electric double layer capacitor 71 are 0A. The state before starting the engine 10 at time 0 means the state in which the electric double layer capacitor 71 is charged by the starting lithium ion battery 4.
This is the result of charging the electric double layer capacitor 71 with the electric power of the starting lithium ion battery 4 before starting the engine 10.
In this way, the power (current) that can be output from the starting lithium ion battery 4 per unit time is small. However, the starting lithium ion battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71 . Therefore, the electric double layer capacitor 71 can be charged by the electric power output from the starting lithium ion battery 4 before the rotation start period. During the rotation start period, the permanent magnet starting motor 20 is driven by the current Im, which is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71.

The starting lithium ion battery 4 supplies electric power to the permanent magnet starting motor 20 when starting the engine 10 . Particularly at low temperatures, the power (current) that can be output from the starting lithium ion battery 4 per unit time is smaller than, for example, a lead battery having the same capacity.
However, the starting lithium ion battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71 . Therefore, the electric double layer capacitor 71 can be charged by the electric power output from the starting lithium ion battery 4 before starting.
When the engine 10 is started, the starting lithium ion battery 4 supplies power to the permanent magnet starting motor 20, and at the same time, the pre-charged electric double layer capacitor 71 can also supply power to the permanent magnet starting motor 20. can. The electric double layer capacitor 71 does not utilize a chemical reaction of electrodes like a battery. Therefore, the electric double layer capacitor 71 has less increase in internal resistance at low temperatures than, for example, the starting lithium ion battery 4. Further, the volume of the electric double layer capacitor 71 is sufficient to have a capacitance that can charge enough power to start the engine 10 at least once, so a large-capacity lithium-ion battery for starting, such as a four-wheeled vehicle, is installed. It can be made more compact than when Therefore, it can be mounted on the lean vehicle 1 without impairing the degree of freedom in design.
In this way, by connecting the electric double layer capacitor 71 having a capacitance that can be charged with enough power to start the engine 10 at least once, the capacity of the starting lithium ion battery 4 can be increased, for example in the case of a four-wheeled vehicle. The engine can be started by the starting lithium ion battery 4 in a wide temperature range including low temperatures without increasing the temperature.

[Second application example]
Next, a second application example will be explained.

FIG. 8 is a circuit diagram showing a schematic electrical configuration of the lean vehicle 1 in the second application example.

In the application example shown in FIG. 8, connection switches Sw1 and Sw2 are provided between the starting lithium ion battery 4 and the electric double layer capacitor 71. The connection switches Sw1 and Sw2 are operated under the control of the control device 60, for example. The connection switches Sw1 and Sw2 are always on. The connection switches Sw1 and Sw2 may be turned off during maintenance, for example.

The control device 60 normally maintains the starting lithium ion battery 4 and the electric double layer capacitor 71 in a parallel state. The parallel state is canceled, for example, during maintenance. That is, the starting lithium ion battery 4 and the electric double layer capacitor 71 are substantially always connected. As a result, even if a sufficient current cannot be expected from the starting lithium ion battery 4 in a low-temperature environment, for example, the current from the starting lithium ion battery 4 and the current from the electric double layer capacitor 71 can be obtained. This current allows the engine 10 to be started. This is the same as the application example described with reference to FIG. 6 and the like.
Note that, as shown in FIG. 8, the lean vehicle 1 may include a circuit that can connect the starting lithium ion battery 4 and the electric double layer capacitor 71 in series by switching the connection switchers Sw1 and Sw2. .

[Third application example]
Next, a third application example will be explained.

FIG. 9 is a diagram illustrating an example of the arrangement of the starting lithium ion battery and the electric double layer capacitor in the third application example. Part (a) of FIG. 9 is a side view showing the starting lithium ion battery 4 and the electric double layer capacitor 71 along with a partial cross section of the vehicle body 2. Part (b) of FIG. 9 is a bottom view showing the starting lithium ion battery 4 and the electric double layer capacitor 71 along with a partial cross section of the vehicle body 2. The starting lithium ion battery 4 and the electric double layer capacitor 71 shown in FIG. 9 are, for example, the starting lithium ion battery 4 and the electric double layer capacitor 71 shown in FIG. 1, FIG. 2, or FIG. 8.

The starting lithium ion battery 4 and the electric double layer capacitor 71 are attached to the vehicle body 2.
The electric double layer capacitor 71 is arranged below the lower edge line of the starting lithium ion battery 4 in the vertical direction of the lean vehicle 1 when looking at the left side of the lean vehicle 1 shown in FIG. 2, for example. For example, the electric double layer capacitors 71 are arranged along the bottom surface of the starting lithium ion battery 4. It is arranged below the bottom surface of the starting lithium ion battery 4.

For example, the starting lithium ion battery 4 and the electric double layer capacitor 71 are arranged in a housing section 2b provided in the vehicle body 2. For example, the housing portion 2b is a recessed portion having an opening. For example, the storage portion 2b is arranged below the seat 2a (see FIG. 2, for example). The sheet 2a functions as a lid for the opening.
However, the position of the accommodating portion 2b is not limited to the position below the seat 2a. For example, the accommodating portion 2b may be provided in front of the seat. In this case, a lid separate from the seat 2a is provided. At least a portion of the accommodating portion 2b is constituted by a battery cover. A part of the accommodating portion 2b may be formed of, for example, a vehicle body frame. Furthermore, at least a portion of the housing portion 2b may be configured with a vehicle body cover that covers the vehicle body frame, for example.

The electric double layer capacitor 71 is arranged below the lower edge line of the starting lithium ion battery 4 in the vertical direction. The lower edge line of the starting lithium ion battery 4 is a line formed by the bottom surface 4b of the starting lithium ion battery 4 when viewed in the left and right direction of the starting lithium ion battery 4. Therefore, in part (a) of FIG. 9, the lower edge line is the part indicated by the same reference numeral 4b as the bottom surface.
More specifically, the electric double layer capacitor 71 is arranged below the bottom surface 4b of the starting lithium ion battery 4 in the vertical direction.
The housing portion 2b has a space below the starting lithium ion battery 4 in which the electric double layer capacitor 71 is placed. More specifically, the accommodating portion 2b extends below the starting lithium ion battery 4 while maintaining the size of the opening. Electric double layer capacitor 71 is arranged in this extended space.
The electric double layer capacitor 71 is arranged with no electrical component interposed between it and the starting lithium ion battery 4. Components other than electrical components may be placed between the electric double layer capacitor 71 and the starting lithium ion battery 4. For example, a partition member may be disposed between the electric double layer capacitor 71 and the starting lithium ion battery 4.
The relationship between the diameter φ and height Lc of the electric double layer capacitor 71 and the horizontal length Lb and vertical length W of the starting lithium ion battery 4 is as shown in the above equations (A) and (B). . The electric double layer capacitor 71 can be placed in an extended space of the housing portion 2b.
In the design of the vehicle body 2 of the lean vehicle 1, it is better to extend the accommodating section for the starting lithium ion battery 4 than to provide a dedicated accommodating section for the electric double layer capacitor 71, which is separated from the starting lithium ion battery 4. is also easy.
For example, the housing portion 2b has the same horizontal length Lb and vertical length W as the starting lithium ion battery 4 shown in FIG. 9, and is higher than the height Hb of the starting lithium ion battery 4 shown in FIG. It is also possible to design it to accommodate another battery with a large height. The housing portion 2b can also house a battery having a larger capacity than the starting lithium ion battery 4 shown in FIG. 9, for example.
In this way, the relationship between the diameter φ and height Lc of the electric double layer capacitor 71 and the horizontal length Lb and vertical length W of the starting lithium ion battery 4 is expressed by the above equations (A) and (B). Therefore, by extending the accommodating portion of the starting lithium ion battery 4, a space for arranging the electric double layer capacitor 71 can be provided.
For example, when an electric double layer capacitor is provided in a space away from the starting lithium ion battery, the position of the space in which the electric double layer capacitor can be placed in the lean vehicle 1 is limited.
For example, the space for arranging the electric double layer capacitor 71 shown in FIG. 9 is easier than providing a space away from the starting lithium ion battery 4, for example. There is a high degree of freedom in selecting the location of the electric double layer capacitor 71 in the lean vehicle 1.

The relationship between the height Lc of the electric double layer capacitor 71 and the vertical length W of the starting lithium ion battery 4 is as shown in equations (B) and (C) above.

In addition, in the embodiment and adaptation example mentioned above, the electric double layer capacitor 71 demonstrated the example lined up along the bottom surface of the starting lithium ion battery 4. However, the position of the electric double layer capacitor 71 is not limited to this. For example, the electric double layer capacitors 71 may be arranged along the side surface of the starting lithium ion battery 4.

1 Lean vehicle 3a, 3b Wheels 4 Lithium ion battery for starting 10 Engine 15 Crankshaft 20 Permanent magnet type starting motor 71 Electric double layer capacitor

Claims (7)

A lean vehicle in which the vehicle leans to the left during a left turn and to the right during a right turn,
The lean vehicle is
A wheel having a tread surface for contacting with a road surface, the cross-sectional shape of the tread surface being arcuate;
an engine that has a crankshaft and outputs torque for driving the wheels from the crankshaft;
a permanent magnet starter motor that has a permanent magnet and rotates the crankshaft to start the engine;
a starting lithium ion battery that supplies power to the permanent magnet starter motor when starting the engine;
The starting lithium ion battery is always connected in parallel with the starting lithium ion battery that supplies power to the permanent magnet starting motor when the engine is started, and the engine can be started by the electric power output from the starting lithium ion battery before starting. an electric double layer capacitor having a capacitance capable of being charged with enough power to start the engine at least once by the permanent magnet starting motor;
Equipped with. The lean vehicle according to claim 1,
The electric double layer capacitor has a capacitance of 30F or more. The lean vehicle according to claim 1 or 2,
Five to seven electric double layer capacitors are connected in series. The lean vehicle according to any one of claims 1 to 3,
The electric double layer capacitor is attached to the vehicle body so as to maintain the state attached to the vehicle body when the starting lithium ion battery is removed from the vehicle body of the lean vehicle. The lean vehicle according to any one of claims 1 to 4,
The permanent magnet type starting motor includes a rotor having a plurality of magnetic pole parts made of the permanent magnets;
A stator core having a plurality of teeth in which a plurality of slots are formed at intervals in a circumferential direction of the permanent magnet starter motor, and a stator having a winding provided to pass through the slots,
The number of the magnetic pole parts is greater than the number of the plurality of teeth. The lean vehicle according to any one of claims 1 to 5,
The electric double layer capacitor is a lead type having a lead wire that functions as a terminal for connection to the outside. 7. The lean vehicle according to claim 1, wherein the starting lithium ion battery has a rectangular parallelepiped shape having a length, a width, and a height. A positive terminal and a negative terminal are provided on the upper surface portion including the shortest length,
The electric double layer capacitor has the shape of any one of five to seven columns connected in series, and the electric double layer capacitor has a diameter φ and a height Lc, and the horizontal length of the upper surface portion. The relationship between Lb and the vertical length W is as shown in equations (A) and (B) below.
(Lb/7)≦φ≦ (Lb/5) (A)
Lc≦W (B)

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