WO2020261475A1 - Véhicule inclinable - Google Patents

Véhicule inclinable Download PDF

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Publication number
WO2020261475A1
WO2020261475A1 PCT/JP2019/025567 JP2019025567W WO2020261475A1 WO 2020261475 A1 WO2020261475 A1 WO 2020261475A1 JP 2019025567 W JP2019025567 W JP 2019025567W WO 2020261475 A1 WO2020261475 A1 WO 2020261475A1
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WO
WIPO (PCT)
Prior art keywords
double layer
electric double
layer capacitor
engine
lead battery
Prior art date
Application number
PCT/JP2019/025567
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English (en)
Japanese (ja)
Inventor
日野　陽至
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to PCT/JP2019/025567 priority Critical patent/WO2020261475A1/fr
Priority to JP2021526904A priority patent/JPWO2020262224A1/ja
Priority to PCT/JP2020/024105 priority patent/WO2020262224A1/fr
Priority to BR112021026246A priority patent/BR112021026246A2/pt
Publication of WO2020261475A1 publication Critical patent/WO2020261475A1/fr
Priority to CONC2022/0000055A priority patent/CO2022000055A2/es
Priority to JP2023178913A priority patent/JP2024009993A/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator

Definitions

  • the present invention relates to a lean vehicle.
  • Patent Document 1 discloses a motorcycle including an engine, a motor generator, and a battery.
  • the motor generator of Patent Document 1 receives electric power from a battery to rotate and drive the crankshaft of an engine. Further, the motor generator generates regenerative power generation based on the rotational power of the crankshaft, and charges the generated electric power to the battery.
  • a lead battery is usually used as a battery for supplying a drive current to a starter motor.
  • the battery charge will decrease each time the engine is started. Normally, when a predetermined amount of stored electric power is discharged from a lead battery, the storage capacity of the lead battery itself is reduced. That is, even if the battery is recharged, the limit of the electric power that can be stored is lowered. In order to suppress a decrease in the storage capacity of the battery, there is a limit to the number of times the engine can be started when the engine drives the AC generator for a short period of time or when there is no period of operation.
  • An object of the present invention is to provide a lean vehicle capable of increasing the number of times the engine can be started even when the charging period of the battery is short or when the battery is not charged.
  • the present inventors examined starting an engine using a lead battery.
  • Starting batteries are divided into starting batteries, which are commonly used for starting engines, and deep cycle lead batteries, in terms of their ability to discharge.
  • Starting batteries are commonly used to start an engine. When starting an engine, it is required to output a large starting current in a short time. Since the starting battery outputs a large starting current, it has an electrode plate having an increased surface area due to, for example, a complicated surface structure. When a starting battery is used, deep discharge, that is, if the discharge amount is too large with respect to the charge amount, the surface structure of the plate is consumed. As a result, the storage capacity is reduced.
  • the deep cycle lead battery has a plate with less complexity of the surface structure, so that the consumption of the surface structure is suppressed.
  • Deep cycle lead batteries are used, for example, in forklifts and golf carts that EV run for long periods of time after charging.
  • the surface area of the electrode plate can be reduced because the surface structure is less complicated. Therefore, the magnitude of the current is restricted.
  • the attitude of the lean vehicle is controlled by the weight shift of the rider during running or turning.
  • the body of the lean vehicle is preferably made lighter or smaller so that the attitude control is smoothly performed by the weight shift of the rider. Therefore, in general, the installation space of the device in the vehicle body of the lean vehicle is severely limited. Since the battery is a relatively large heavy object in the lean vehicle, the installation space of the device is severely limited. Therefore, it is not easy to increase the capacity of the deep cycle lead battery in a lean vehicle.
  • the present inventors considered connecting an electric double layer capacitor to a deep cycle lead battery in a lean vehicle. In this study, the present inventors have found the following.
  • the electric power (current) that can be output from a deep cycle lead battery in a unit time is small.
  • the electric double layer capacitor can be charged by the power output from the deep cycle lead battery before starting.
  • the deep cycle lead battery can power the motor and at the same time power the motor from a precharged electric double layer capacitor.
  • Electric double layer capacitors do not utilize electrode chemistry like deep cycle lead batteries. Therefore, the electric double layer capacitor has a smaller internal resistance than, for example, a deep cycle lead battery.
  • the volume of the electric double layer capacitor is sufficient to have a capacitance capable of charging the amount of power for starting the engine at least once, the storage means is more compact than the case where the engine is started only with a deep cycle lead battery, for example. Can be done.
  • the lean vehicle of the present invention has the following configuration.
  • a lean vehicle that tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
  • the lean vehicle A wheel having a tread surface for grounding with the road surface and having an arcuate cross-sectional shape of the tread surface.
  • An engine that has a crankshaft and outputs torque for driving the wheels from the crankshaft, A permanent magnet type starting motor having a permanent magnet and rotating the crankshaft to start the engine, A deep cycle lead battery that supplies power to the motor when the engine starts, An electric double layer capacitor that is connected to the deep cycle lead battery that supplies power to the motor when the engine is started and has a capacitance capable of charging the amount of power that the starting motor starts the engine at least once. , To be equipped.
  • the lean vehicle in the above configuration includes wheels, an engine, a permanent magnet starter motor, a deep cycle lead battery, and an electric double layer capacitor.
  • the wheel has a tread surface having an arcuate cross-sectional shape. Therefore, the lean vehicle tends to travel so as to tilt to the left of the vehicle during a left turn and to the right of the vehicle during a right turn.
  • the electric power (current) that can be output from a deep cycle lead battery in a unit time is smaller than, for example, a lead battery that is not a deep cycle lead battery. In lean vehicles, increasing the capacity of deep cycle lead batteries is not easy. However, the electric double layer capacitor can be charged by the power output from the deep cycle lead battery before starting.
  • the deep cycle lead battery can power the motor and at the same time power the motor from a precharged electric double layer capacitor.
  • Electric double layer capacitors do not utilize electrode chemistry like deep cycle lead batteries. Therefore, the electric double layer capacitor has a smaller internal resistance than, for example, a deep cycle lead battery. Further, since the volume of the electric double layer capacitor is sufficient to have a capacitance capable of charging the amount of power for starting the engine at least once, the storage means is more compact than the case where the engine is started only with a deep cycle lead battery, for example. Can be done. Therefore, the power storage means can be mounted on the lean vehicle without impairing the degree of freedom in design.
  • the electric double layer capacitor By connecting the electric double layer capacitor, it is possible to increase the limit of the number of times the engine can be started even when the charging period of the battery is short or when there is no charging, while suppressing the increase in capacity. Therefore, according to the lean vehicle of this configuration, the number of times that the engine can be started can be increased even when the charging period of the battery is short or when there is no charging.
  • the lean vehicle can adopt the following configuration.
  • the lean vehicle of (1) The electric double layer capacitor has a capacitance of 30 F or more.
  • the crankshaft can be rotated for a period of time such that the engine can be started in a wide temperature range including low temperature without increasing the capacity of the deep cycle lead battery as in the case of a four-wheeled vehicle, for example. it can.
  • the lean vehicle can adopt the following configuration. (3) Lean vehicle of (1) or (2) Five to seven electric double layer capacitors are connected in series.
  • the electric double layer capacitor connected in series can have a storage capacity capable of starting the engine even when the deep cycle lead battery provided in the lean vehicle does not function.
  • the lean vehicle can adopt the following configuration.
  • the engine can be started by the deep cycle lead battery simply by replacing the deep cycle lead battery in the lean vehicle.
  • the lean vehicle can adopt the following configuration.
  • the permanent magnet type starting motor includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
  • a stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet start motor and a stator having windings provided so as to pass through the slots are provided.
  • the number of magnetic poles is larger than the number of the plurality of teeth.
  • a winding having a small electric resistance can be adopted in order to increase the torque at the time of starting the permanent magnet type starting motor while suppressing the loss when the permanent magnet type starting motor generates electric power. ..
  • a winding having a small electric resistance can be adopted in order to increase the torque at the time of starting the permanent magnet type starting motor while suppressing the loss when the permanent magnet type starting motor generates electric power. ..
  • the above configuration when starting the engine, it is possible to supply a large current corresponding to the acceptance of the permanent magnet type starting motor. Therefore, it is easy to start the engine with a deep cycle lead battery.
  • the lean vehicle can adopt the following configuration.
  • the electric double layer capacitor is a lead type having a lead wire that functions as a terminal for connecting to the outside.
  • the electric double layer capacitor can be manufactured in an array configuration in a shorter time than in the case of, for example, a bolt type terminal by, for example, soldering to a substrate.
  • Lean vehicle is a type of saddle-mounted vehicle.
  • a lean vehicle is a vehicle that rides in a riding style. The driver sits across the saddle of the lean vehicle.
  • Examples of lean vehicles include scooter type, moped type, off-road type, and on-road type motorcycles.
  • the lean vehicle is not limited to a motorcycle, and may be, for example, an ATV (All-Terrain Vehicle) or the like, or may be a motorcycle.
  • a tricycle may have two front wheels and one rear wheel, or may have one front wheel and two rear wheels.
  • a wheel having a tread surface for grounding with the road surface and having an arcuate cross-sectional shape of the tread surface is, for example, such that the tread surface (surface for grounding with the road surface) reaches the side surface of the wheel. It is configured.
  • the cross-sectional shape of the tread surface of the wheel is an arc or a shape similar to an arc.
  • the cross section of the tread surface is a cross section that passes through the rotation 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 projects so as to form a ridgeline.
  • the tread surface of the wheel may be configured such that the contact area with the road surface during turning is larger than the contact area with the road surface during straight travel.
  • the wheel may be configured such that the area in contact with the road surface continuously changes, for example, according to the inclination of the lean vehicle.
  • the tread surface of the wheel does not include a cylindrical surface centered on the rotation axis of the wheel without contacting the road surface.
  • the cross-sectional shape of the outermost circumference of the wheel is not formed of a straight line without contacting the road surface.
  • the tread surface is formed on the tire of the wheel, for example.
  • the shape of the tread surface means a macroscopic shape ignoring the unevenness due to the groove.
  • the wheel is, for example, a wheel for a motorcycle specified in ISO or JIS.
  • the wheels of a vehicle other than the lean vehicle for example, an automobile
  • the permanent magnet type starting motor has a permanent magnet.
  • the magnetic starting motor is, for example, a magnetic starting generator.
  • the magnetic starting 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.
  • examples of the motor of the engine starting device include a brush motor and a brushless motor with an inverter.
  • the permanent magnet starter motor starts the engine at least with the crankshaft not rotating. That is, the permanent magnet starter motor starts the engine, at least with the lean vehicle stopped.
  • the permanent magnet type start motor may start the engine in a state where the crankshaft is rotating or in a state where the lean vehicle is running.
  • a deep cycle lead battery is a battery that can be charged and discharged. That is, the deep cycle lead battery is a storage battery.
  • a deep cycle lead battery is a secondary battery that charges and discharges by a chemical reaction of electrodes. Batteries are charged and discharged by oxidation and reduction reactions of electrodes. Batteries store the charged power as chemical energy. Batteries convert stored chemical energy into electrical energy. The terminal voltage of the battery is not proportional to the amount of power stored in the battery.
  • a deep cycle lead battery is a battery that has an excellent ability to supply a small amount of current for a long period of time and can be repeatedly discharged and charged. For example, a starter battery has a large plate, whereas a deep cycle lead battery has a large number of thin plates. Both batteries have a clear structural difference.
  • the electric double layer capacitor stores the electric power to be charged as an electric charge.
  • the electric double layer capacitor charges and discharges without involving a chemical reaction of the electrodes.
  • the terminal voltage of an electric double layer capacitor is substantially 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.
  • the electric double layer capacitor is, in particular, a storage electric double layer capacitor. More specifically, electric double layer capacitors have a greater equivalent series resistance (ESR) than smoothing electric double layer capacitors.
  • ESR equivalent series resistance
  • Electric double layer capacitors have Equivalent Series Inductance (ESL) as a parasitic inductance that is larger than smoothing electric double layer capacitors.
  • the electric double layer capacitor connected to the deep cycle lead battery is connected in parallel to the deep cycle lead battery, for example.
  • the connection state is not limited to this, and the electric double layer capacitor may be connected in series to, for example, a deep cycle lead battery.
  • the electric double layer capacitor may be connected to the deep cycle lead battery, for example, via a switch for switching the connection state. For example, when an electric double layer capacitor is connected in parallel with a battery when viewed from the engine starter, it is electrically connected so that the currents from both the electric double layer capacitor and the battery merge and flow to the engine starter. It means that it has been done.
  • the state in which the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starter includes a state in which 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 the wiring is inserted between the battery and the electric double layer capacitor.
  • a connector that electrically switches between the battery and the electric double layer capacitor depending on the operation.
  • states that include.
  • 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 an electric component other than the connector is inserted between the battery and the electric double layer capacitor.
  • Examples of such electrical components include switches, relays, resistors, connection terminals, and fuses.
  • the wiring is, for example, a lead wire. However, the wiring is not limited to one composed of one lead wire, and may be a plurality of connected lead wires. Wiring also includes equipment 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 only specific embodiments and is not intended to limit the invention.
  • the term “and / or” includes any or all combinations of one or more related enumerated components.
  • the use of the terms “including, including,””comprising,” or “having,” and variations thereof, is a feature, process, operation, described. It identifies the presence of elements, components and / or their equivalents, but can include one or more of steps, actions, elements, components, and / or groups thereof.
  • the terms “attached”, “combined” and / or their equivalents are widely used and are both direct and indirect attachments and bindings unless otherwise specified. Including.
  • the present invention it is possible to realize a lean vehicle that can increase the number of times the engine can be started even when the charging period of the battery is short or when the battery is not charged.
  • FIG. 1 It is a figure which shows typically the lean vehicle which concerns on one Embodiment of this invention. It is a figure which shows typically the lean vehicle and the electric system which are application examples of the embodiment shown in FIG. It is an external view which shows the deep cycle lead battery and the electric double layer capacitor shown in FIG. It is a partial cross-sectional view schematically showing the schematic structure of the engine unit shown in FIG. It is sectional drawing which shows the cross section perpendicular to the rotation axis of the permanent magnet type start motor shown in FIG. It is a circuit diagram which shows the electric schematic structure of the lean vehicle shown in FIG. It is a chart which shows the change of the electric current at the time of starting an engine in the lean vehicle shown in FIG. It is a circuit diagram which shows the electrical schematic structure of the lean vehicle in the 2nd application example.
  • 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 a lean vehicle.
  • Part (b) of FIG. 1 is a partial cross-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 deep cycle lead battery 4, and an electric double layer capacitor 71. Further, the lean vehicle 1 includes a vehicle body 2. The lean vehicle 1 is a saddle-mounted vehicle. FIG. 1 shows a motorcycle as an example of the lean vehicle 1. The lean vehicle 1 tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
  • the wheels 3a and 3b provided in the lean vehicle 1 are a front wheel 3a and a rear wheel 3b.
  • the rear wheel 3b is a driving wheel.
  • the wheel 3a has a tread surface TR for grounding with the road surface.
  • the tread surface TR is formed on, for example, a tire.
  • the cross-sectional shape of the tread surface TR is arcuate.
  • the part (b) of FIG. 1 shows a macroscopic shape ignoring the unevenness due to the groove 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 surface TR of the wheels 3a and 3b has an arcuate cross-sectional shape without contacting the road surface.
  • the wheels 3a and 3b that do not come into contact with the road surface do not include a cylindrical surface centered on the rotation axis of the wheel.
  • the portions of the wheels 3a and 3b in contact with the road surface are deformed into a flat shape according to the road surface due to the vehicle weight.
  • the shape of the portions of the wheels 3a and 3b that come into contact with the road surface is not the cross-sectional shape of the tread surface TR in the state of not contacting the road surface as described above.
  • the tread surfaces of the wheels 3a and 3b have an arcuate cross-sectional shape without contacting the road surface.
  • the shape of the tread surface of the wheels 3a and 3b is different from that of, for example, a four-wheeled vehicle.
  • the contact area between the wheels 3a and 3b and the road surface from a macroscopic viewpoint excluding the grooves formed on the tread surface TR and the unevenness due to scratches changes continuously with the tilting motion of the lean vehicle 1.
  • the engine 10 includes a crankshaft 15.
  • the engine 10 outputs power via the crankshaft 15.
  • the engine 10 outputs torque for driving the wheels 3b from the crankshaft 15.
  • the wheels 3b receive the power of the crankshaft 15 to drive the lean vehicle 1.
  • the power output from the engine 10 can be transmitted to the wheels 3b via, for example, a transmission and a clutch.
  • the permanent magnet type starting motor 20 has a permanent magnet. More specifically, the permanent magnet type starting motor 20 includes a permanent magnet portion 37 composed of a permanent magnet.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 output the charged electric power to the outside.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type starting motor 20.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type starting motor 20 when the engine 10 is started. Further, the deep cycle lead battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet type starting motor 20.
  • the deep cycle lead battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started. Further, for example, after starting the engine, the deep cycle lead battery 4 is charged by receiving the current supplied from the permanent magnet type starting motor 20.
  • the electric double layer capacitor 71 is connected to the deep cycle lead battery 4.
  • the electric double layer capacitor 71 supplies electric power to the permanent magnet type starting motor 20 together with the deep cycle lead battery 4 when the engine 10 is started.
  • the electric double layer capacitor 71 has a capacitance capable of charging an amount of electric power for starting the engine 10 at least once by the permanent magnet type starting motor 20. For example, the total weight of the electric double layer capacitor 71 is smaller than the weight of the deep cycle lead battery 4.
  • the electric path from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 is not provided with a fuse, or is provided with a fuse of 50 A or more (not shown). For example, when a fuse of less than 50 A is provided, if the deep cycle lead battery 4 does not function and is started by the current from the electric double layer capacitor 71, the fuse may be blown and the start may not be possible. ..
  • the lean vehicle 1 has, for example, five or more electric double layer capacitors 71.
  • the lean vehicle 1 has, for example, 5 to 7 electric double layer capacitors 71. This is to minimize the volume of the lean vehicle 1 while maintaining the maximum working voltage suitable for the lean vehicle 1.
  • the lean vehicle 1 can have, for example, 5 or 6 electric double layer capacitors 71.
  • the electric double layer capacitor 71 has a capacitance of 30 F or more, for example. This makes it possible to support engines 10 belonging to a wide range of sizes at low temperatures. For example, even if the deep cycle lead battery 4 does not function, that is, even if it does not output electric power, the engine 10 belonging to a wide range of sizes can be started by supplying electric power to the permanent magnet type start motor 20. Can be done.
  • the electric double layer capacitor 71 can also start an engine having a displacement (stroke capacity) of 100 mL or more, for example.
  • the electric double layer capacitor 71 is connected in parallel or in series with, for example, the deep cycle lead battery 4.
  • the plurality of electric double layer capacitors 71 are connected in series with each other.
  • the plurality of electric double layer capacitors 71 are connected in series so as to increase the substantial storage capacity.
  • the storage capacity is rechargeable energy.
  • the energy that the electric double layer capacitor 71 can charge can be represented by, for example, an electric charge.
  • the storage capacity is different from the capacitance. In general, the combined capacitance of a plurality of capacitors in series is equal to the capacitance of the capacitors here.
  • the electric double layer capacitor 71 of the present embodiment has a maximum working voltage lower than the operating voltage used in the lean vehicle 1.
  • a configuration is conceivable in which the operating voltage is stepped down by using a step-down means such as a voltage converter or a voltage dividing resistor and charged.
  • the voltage discharged from only one electric double layer capacitor 71 is boosted by the boosting means and used.
  • the energy or charge charged in only one electric double layer capacitor 71 is equal to the product of capacitance and voltage. Therefore, the energy to be charged is small because the voltage is low. That is, the storage capacity is small.
  • the present embodiment by having five or more electric double layer capacitors 71, it is connected to the deep cycle lead battery 4 without using a step-down means. Since the five or more electric double layer capacitors 71 can be charged at a high voltage, a large electric charge can be charged as compared with the case of only one electric double layer capacitor. That is, the storage capacity is large.
  • the electric double layer capacitor 71 can be connected in parallel with, for example, the deep cycle lead battery 4.
  • connection configuration for example, a configuration in which the electric double layer capacitor 71 can be connected in series with the deep cycle lead battery 4 may be adopted.
  • the capacity is simply increased.
  • the electric double layer capacitor 71 in series with the deep cycle lead battery 4 for example, it can be charged even when the supplied voltage is high. Therefore, even in the case of series, the total storage capacity increases.
  • the electric double layer capacitor 71 may be configured to switch between series connection and parallel connection with the deep cycle lead battery 4.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are physically separate from each other.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are provided at different positions with respect to the vehicle body 2.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 can be provided at positions adjacent to each other.
  • the arrangement relationship is not limited to this, and the deep cycle lead battery 4 and the electric double layer capacitor 71 may be arranged at positions separated from each other in the lean vehicle 1.
  • the deep cycle lead battery 4 is provided on the vehicle body 2 so as to be replaceable.
  • the electric double layer capacitor 71 is provided on the vehicle body 2 so as not to be removed from the vehicle body 2 together with the deep cycle lead battery 4 when the deep cycle lead battery 4 is replaced.
  • the electric double layer capacitor 71 is attached to the vehicle body 2 so as to maintain the state of being attached to the vehicle body 2 when the deep cycle lead battery 4 is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the deep cycle lead battery 4 are attached to the vehicle body 2 by members different from each other.
  • the permanent magnet type starting motor 20 rotates the crankshaft 15 by the electric power of the deep cycle lead battery 4. As a result, the permanent magnet type start motor 20 starts the engine 10.
  • the electric double layer capacitor 71 and the deep cycle lead battery 4 are connected to each other. Therefore, the permanent magnet type starting motor 20 rotates the crankshaft 15 by both the electric power charged in the electric double layer capacitor 71 and the electric power charged in the deep cycle lead battery 4.
  • the deep cycle lead battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started.
  • the deep cycle lead battery 4 a decrease in storage capacity in the case of deep discharge is suppressed as compared with, for example, a starting battery having the same capacity.
  • the current that can be output from the deep cycle lead battery 4 in a unit time is smaller than, for example, a starting battery having the same capacity.
  • the deep cycle lead battery 4 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before the start by the electric power output from the deep cycle lead battery 4.
  • the deep cycle lead battery 4 can supply electric power to the permanent magnet start motor 20, and at the same time, the precharged electric double layer capacitor 71 can also supply electric power to the permanent magnet start motor 20. ..
  • the electric double layer capacitor 71 does not utilize the chemical reaction of the electrodes like the deep cycle lead battery 4. Therefore, the electric double layer capacitor 71 has a smaller internal resistance than, for example, the deep cycle lead battery 4. Therefore, by adding the electric double layer capacitor 71, it is possible to supply a large amount of electric power to the permanent magnet type starting motor 20 as compared with the case of using only the deep cycle lead battery 4, for example.
  • the electric double layer capacitor 71 can supply a larger current than the deep cycle lead battery 4 in a situation where a large current is required after the start of the engine 10, for example.
  • the electric double layer capacitor 71 may be set to supply a smaller current than the deep cycle lead battery 4 in a situation where a large current is required after the start of the engine 10. Even in this case, by adding the electric double layer capacitor 71, it is possible to supply a large amount of electric power to the permanent magnet type starting motor 20 as compared with the case of using only the deep cycle lead battery 4, for example.
  • the volume of the electric double layer capacitor 71 can be made compact because the capacitance capable of charging the electric power for starting the engine 10 at least once is sufficient.
  • the electric double layer capacitor 71 having a capacitance capable of charging the amount of electric power that starts the engine 10 at least once the charging period of the deep cycle lead battery 4 is short or there is no charging. Even so, the limit on the number of times the engine can be started can be increased. Therefore, the number of times the engine 10 can be started can be increased even when the charging period of the deep cycle lead battery 4 is short or when there is no charging.
  • FIG. 2 is a diagram schematically showing a lean vehicle and an electric system which are application examples of the embodiment shown in FIG. Part (a) of FIG. 2 is a plan view of a lean vehicle. Part (b) of FIG. 2 is a partial cross-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 a physical wiring diagram schematically showing the connection of the electric system of the lean vehicle.
  • FIGS. 2 and 2 the elements corresponding to the embodiments shown in FIG. 1 will be described with the same reference numerals as those in FIG.
  • the lean vehicle 1 shown in FIG. 2 includes a vehicle body 2.
  • the vehicle body 2 is provided with a seat 2a for the driver to sit on. The driver sits so as to straddle the seat 2a.
  • FIG. 2 shows a motorcycle as an example of the lean vehicle 1.
  • the lean vehicle 1 has a front wheel 3a and a rear wheel 3b, and the wheel 3a and the wheel 3b have a tread surface TR for grounding with the road surface.
  • the tread surfaces of the wheels 3a and 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.
  • the engine unit EU includes an engine 10 and a permanent magnet start motor 20.
  • the engine 10 outputs power via the crankshaft 15.
  • the engine 10 outputs torque for driving the wheels 3b from the crankshaft 15.
  • the wheels 3b receive the power of the crankshaft 15 to drive the lean vehicle 1.
  • the engine 10 has, for example, a displacement of 100 mL or more.
  • the engine 10 has, for example, a displacement of less than 400 mL.
  • the lean vehicle 1 includes a transmission CVT and a clutch CL. The power output from the engine 10 is transmitted to the wheels 3b via the transmission CVT and the clutch CL.
  • the permanent magnet type starting motor 20 is driven by the engine 10 to generate electricity.
  • the permanent magnet type start motor 20 shown in FIG. 2 is a magnet type start generator.
  • the permanent magnet type starting motor 20 has a rotor 30 and a stator 40.
  • the rotor 30 includes a permanent magnet portion 37 composed of a permanent magnet.
  • the rotor 30 rotates with the power output from the crankshaft 15.
  • the stator 40 is arranged so as to face the rotor 30.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 output the charged electric power to the outside.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type starting motor 20 and the electric device L.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type starting motor 20 when the engine 10 is started. Further, the deep cycle lead battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet type starting motor 20.
  • the deep cycle lead battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started. Further, for example, after the engine 10 is started, the deep cycle lead battery 4 is charged by receiving the current supplied from the permanent magnet type 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 deep cycle lead battery 4.
  • the electric double layer capacitor 71 is connected to the deep cycle lead 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 with each other electrically operate as one electric double layer capacitor.
  • the electric double layer capacitor 71 shown in FIG. 2 is connected in parallel with the deep cycle lead 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 deep cycle lead battery 4 when the engine 10 is started.
  • the electric double layer capacitor 71 has a capacitance capable of charging an amount of electric power for starting the engine at least once by the permanent magnet type starting motor 20.
  • the total weight of the electric double layer capacitor 71 is smaller than the weight of the deep cycle lead battery 4.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are physically separate from each other.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are separately provided with respect to the vehicle body 2.
  • the deep cycle lead battery 4 is provided on the vehicle body 2 so as to be replaceable.
  • the electric double layer capacitor 71 is provided on the vehicle body 2 together with the deep cycle lead battery 4 so as not to come off from the vehicle body 2 when the deep cycle lead battery 4 is replaced. That is, the electric double layer capacitor 71 is attached to the vehicle body 2 so that the state of being attached to the vehicle body 2 can be maintained even when the deep cycle lead battery 4 is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the deep cycle lead battery 4 are attached to the vehicle body 2 by members different from each other.
  • the electric double layer capacitor 71 can be provided so that it can be taken out from the car body 2 on condition that the deep cycle lead battery 4 is taken out from the car body 2.
  • the vehicle body 2 is provided with a storage recess for accommodating both the electric double layer capacitor 71 and the deep cycle lead battery 4, and the electric double layer capacitor 71 is arranged deeper than the deep cycle lead battery 4.
  • the electric double layer capacitor 71 may be provided so that the deep cycle lead battery 4 can be taken out from the vehicle body 2 in a state where the vehicle body 2 is attached.
  • 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 deep cycle lead battery 4 and the inverter 21 based on the wiring distance. That is, the electric double layer capacitor 71 is arranged at a position closer to the inverter 21 than the deep cycle lead battery 4 with reference to the wiring distance.
  • the wiring distance from the electric double layer capacitor 71 to the permanent magnet start motor 20 via the inverter 21 is the permanent magnet start from the deep cycle lead battery 4 via the inverter 21. It is shorter than the wiring distance to the motor 20.
  • the permanent magnet type starting motor 20 rotates the crankshaft 15 by the electric power of the deep cycle lead battery 4. As a result, the permanent magnet type start motor 20 starts the engine 10. Since the electric double layer capacitor 71 and the deep cycle lead battery 4 are connected, the permanent magnet type starting motor 20 has both the electric power charged in the electric double layer capacitor 71 and the electric power charged in the deep cycle lead battery 4. The crank shaft 15 is rotated by.
  • 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 is a collective representation of devices that operate while consuming electric power, except for the permanent magnet type starting motor 20.
  • the electric device L includes, for example, a headlight 9, a fuel injection device 18 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.
  • the main relay 75 opens and closes a circuit including the electric device L in response to a signal from the main switch 5.
  • the lean vehicle 1 includes an acceleration indicator 8.
  • the acceleration instruction unit 8 is an operator for instructing the acceleration of the lean vehicle 1 according to the operation.
  • the acceleration indicator 8 is, in detail, an accelerator grip.
  • the deep cycle lead battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started.
  • a decrease in storage capacity in the case of deep discharge is suppressed as compared with, for example, a starting battery having the same capacity.
  • the current that can be output from the deep cycle lead battery 4 in a unit time is smaller than, for example, a starting battery having the same capacity.
  • the deep cycle lead battery 4 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before the start by the electric power output from the deep cycle lead battery 4.
  • the deep cycle lead battery 4 can supply electric power to the permanent magnet start motor 20, and at the same time, the precharged electric double layer capacitor 71 can also supply electric power to the permanent magnet start motor 20. ..
  • the electric double layer capacitor 71 does not utilize the chemical reaction of the electrodes like the deep cycle lead battery 4. Therefore, the electric double layer capacitor 71 has a smaller internal resistance than, for example, the deep cycle lead battery 4. Therefore, by adding the electric double layer capacitor 71, it is possible to supply a large amount of electric power to the permanent magnet type starting motor 20 as compared with the case of using only the deep cycle lead battery 4, for example.
  • the electric double layer capacitor 71 can supply a larger current than the deep cycle lead battery 4 in a situation where a large current is required after the start of the engine 10, for example. Further, the volume of the electric double layer capacitor 71 can be made compact because the capacitance capable of charging the electric power for starting the engine 10 at least once is sufficient. Therefore, it can be mounted on the lean vehicle 1 that travels so as to incline 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 capable of charging the amount of electric power that starts the engine 10 at least once, the charging period of the deep cycle lead battery 4 is short or there is no charging. Even so, the limit on the number of times the engine can be started can be increased. Therefore, the number of times the engine 10 can be started can be increased even when the charging period of the deep cycle lead battery 4 is short or when there is no charging.
  • FIG. 3 is an external view showing the deep cycle lead battery 4 and the electric double layer capacitor 71 shown in FIG. 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.
  • the deep cycle lead battery 4 shown in FIG. 3 has a rectangular parallelepiped shape.
  • the deep cycle lead battery 4 has a top surface 4a, a bottom surface 4b and four side surfaces 4c.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 shown in FIGS. 2 and 3 are arranged so that the upper surface 4a (FIG. 3) of the deep cycle lead battery 4 faces upward of the lean vehicle 1 in an upright state. Will be done.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 can be arranged in an inclined posture with respect to the posture shown in FIG.
  • the deep cycle lead 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 deep cycle lead battery 4.
  • the deep cycle lead battery 4 has a plurality of battery cells 45.
  • the battery cell 45 has a positive electrode and a negative electrode (not shown).
  • the deep cycle lead battery 4 stores electric power supplied from the outside by a chemical reaction of electrodes.
  • the deep cycle lead battery 4 outputs electric power to the outside by a chemical reaction of electrodes.
  • the lean vehicle 1 has, for example, a plurality of electric double layer capacitors 71 (EDLC).
  • Each electric double layer capacitor 71 is an electric component that can function independently.
  • Each electric double layer capacitor 71 is a lead type provided with lead wires 71a and 71b that function as terminals. These electric double layer capacitors 71 are connected to the 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 has 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 solder-connected to the electric double layer capacitor 71.
  • the circuit board has a wiring pattern 72p that connects the electric double layer capacitors 71 in series with each other.
  • the plurality of electric double layer capacitors 71 are connected in series to each other via the 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 in the assembly process.
  • the plurality of electric double layer capacitors 71 connected in series with each other electrically function as one electric double layer capacitor. Therefore, a plurality of electric double layer capacitors 71 that electrically function as one electric double layer capacitor may be hereinafter simply referred to as an electric double layer capacitor 71.
  • 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 has, 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 last train (not shown) and activated carbon.
  • the electric double layer capacitor 71 stores electric power by forming an electric double layer composed of an array of ions and electrons or holes at the interface where the activated carbon and the electrolytic solution are in contact with each other.
  • the electric double layer capacitor 71 stores electric power in the form of electric charges.
  • the electric double layer capacitor 71 stores electric power regardless of the chemical change of the electrodes. Therefore, the electric double layer capacitor 71 can be charged and discharged with a larger current than, for example, as compared with the deep cycle lead battery 4 having the same capacity. In particular, the electric double layer capacitor 71 has less restrictions on the charging current than the deep cycle lead battery 4.
  • the electric double layer capacitor 71 can store a larger amount of electric power in a shorter time than the deep cycle lead battery 4 having the same capacity. Further, the electric double layer capacitor 71 has less restrictions on the discharge current than the deep cycle lead battery 4. Therefore, the electric double layer capacitor 71 can be discharged with a larger current than the deep cycle lead battery 4 having the same capacity.
  • the electric double layer capacitor 71 shown in FIG. 3 has a capacitance capable of charging the electric power for rotating the crank shaft 15 so that the permanent magnet type starting motor 20 starts the engine 10 at least once. .. Therefore, even if the deep cycle lead battery 4 cannot output sufficient electric power to start the engine 10, the engine 10 can be started by the current charged in the electric double layer capacitor 71. Even if the deep cycle lead battery 4 is not connected, the engine 10 can be started at least once by the current charged in the electric double layer capacitor 71.
  • the capacitance of the capacitor is the capacitance. Capacitance is represented by farad (F).
  • the capacity scale is matched with, for example, the deep cycle lead battery 4, it can also be expressed by the current integrated amount (Ah or As) assuming the standard operating voltage of the battery.
  • the integrated current amount represents the electric charge stored in the capacitor. Therefore, the capacity scale can be expressed by the electric charge (C: coulomb) stored when 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, a voltage equal to or higher than 12V.
  • the standard operating voltage of the battery may be, for example, 24V.
  • the electric power stored in the electric double layer capacitor 71 connected in series may be represented by an electric charge (C) assuming an operating voltage. 1C is equal to 1As.
  • the electric double layer capacitor 71 has a columnar shape.
  • the plurality of columnar electric double layer capacitors 71 are arranged so as to be substantially parallel to each other.
  • 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 on which the lead wires 71a and 71b protrude toward the circuit board 72.
  • the electric double layer capacitor 71 is arranged below the lower edge line of the deep cycle lead battery 4 in the vertical direction of the lean vehicle 1, for example, when the lean vehicle 1 shown in FIG. 2 is viewed to the left.
  • the electric double layer capacitors 71 are arranged along the bottom surface of the deep cycle lead battery 4. It is arranged below the bottom surface of the deep cycle lead battery 4.
  • the electric double layer capacitor 71 for example, a capacitor having a capacitance of 30 F or more is adopted.
  • the electric double layer capacitor 71 has a capacitance of, for example, 100F.
  • an electric double layer capacitor having a maximum working voltage of 2.5 V or more and 5 V or less is adopted.
  • an electric double layer capacitor 71 having a maximum working voltage of 2.7 V or more and 3 V or less is adopted.
  • the maximum working voltage of the electric double layer capacitor 71 is, for example, 2.7V.
  • the electric double layer capacitor 71 preferably has a capacity capable of charging the electric power for rotating the crankshaft 15 for the permanent magnet type 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 enables combustion operation. For example, when the current supplied to the permanent magnet type starting motor 20 for rotating the crankshaft 15 is 100 A or more, the electric power for rotating the crankshaft 15 for 0.5 seconds is larger than 200 J. Since the electric double layer capacitor 71 has a capacity equivalent to a maximum of 33.3F, when the standard operating voltage in the lean vehicle 1 is 12V, the total power of the plurality of electric double layer capacitors 71 is larger than 400J. Can be stored.
  • the permanent magnet start motor 20 rotates the crankshaft 15 to start the engine 10 for at least 0.5 seconds.
  • the electric double layer capacitor 71 has a capacity of being 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.
  • the engine 10 can be restarted by the electric power of the electric double layer capacitor 71 after the engine 10 is stopped.
  • the electric double layer capacitor 71 has a capacity of 30 F or more, electric power larger than 400 J can be stored when the standard operating voltage in the lean vehicle 1 is 12 V.
  • 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.
  • the permanent magnet start motor 20 can rotate the crankshaft 15 to start the engine 10 for at least 0.5 seconds.
  • the electric double layer capacitor 71 may have a capacity capable of charging the electric power for rotating the crankshaft 15 in order to start the engine 10 for the permanent magnet type starting motor 20 to be longer than at least 1 second. As a result, the engine 10 can be started at least once.
  • the electric power for rotating the crankshaft 15 for longer than 1 second is larger than about 400J. Since the electric double layer capacitor 71 has a capacity of 50 F or more, the crankshaft 15 can be rotated to start the engine 10 for longer than 1 second.
  • the engine 10 is started when the lean vehicle 1 is stopped and the crankshaft 15 is stopped rotating.
  • the electric double layer capacitor 71 becomes a standard operating voltage in the lean vehicle 1 within 20 seconds by the power generated by the permanent magnet type starting motor 20 when the engine 10 is idling.
  • the electric double layer capacitor 71 has a capacity of less than 400F, for example.
  • the electric double layer capacitor 71 a configuration having a capacity of being 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 be adopted.
  • the electric double layer capacitor 71 has a capacity of less than 200F, for example.
  • the inverter 21 shown in FIG. 2 includes a switching unit 211 (see FIG. 6).
  • the inverter 21 rotates the permanent magnet type start motor 20 by supplying electric power to the permanent magnet type start motor 20.
  • the inverter 21 controls the current by controlling the on / off of the current flowing in the winding of the permanent magnet type starting motor 20. Further, the inverter 21 supplies the electric power generated by the permanent magnet type starting motor 20 to the deep cycle lead battery 4 and the electric double layer capacitor 71 when the engine 10 is in combustion operation. In this case, the inverter 21 rectifies the current generated by the permanent magnet type starting motor 20.
  • the lean vehicle 1 includes a control device 60.
  • the control device 60 is physically provided integrally with the 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 type starting motor 20, the deep cycle lead 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 start motor 20.
  • the control device 60 causes the inverter 21 to supply an electric current from the deep cycle lead battery 4 to the permanent magnet start motor 20 in response to the signal from the starter switch 6. As a result, electric power is supplied from the deep cycle lead battery 4 to the permanent magnet type starting motor 20, and the engine 10 is started.
  • the control device 60 controls the inverter 21 so that the current from the permanent magnet type starting motor 20 flows through the deep cycle lead battery 4. As a result, the deep cycle lead battery 4 is charged by the generated power of the permanent magnet type starting motor 20. Further, the control device 60 causes the inverter 21 to supply the electric power of the deep cycle lead battery 4 to the permanent magnet type starting motor 20 in response to the operation of the acceleration instruction unit 8 even after the engine 10 is started, that is, even after the combustion operation is started. .. As a result, the running of the lean vehicle 1 by the engine 10 is assisted by the permanent magnet type starting motor 20.
  • control device 60 of this application example also has a function of an engine control unit 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 a memory (not shown). The supply of fuel to the engine 10 is controlled by executing the program stored in the memory.
  • the control device 60 includes a smoothing capacitor 61.
  • the smoothing capacitor 61 smoothes the voltage of the power supply terminal of the control device 60.
  • the permanent magnet type starting motor 20, the deep cycle lead battery 4, the electric double layer capacitor 71, the main relay 75, the control device 60 including the inverter 21, and the electric device L are wired. It is electrically connected by J.
  • the wiring code (J) is attached to a part of the wiring shown in the part (b) of FIG.
  • the wiring J is composed of, for example, a lead wire.
  • the wiring J may be composed of a plurality of connected lead wires.
  • the wiring J may include a connector for relaying a lead wire, a fuse, and a connection terminal. The illustration of connectors, fuses, and connection terminals is omitted. Further, in the physical wiring diagram of the part (d) of FIG.
  • connection of the positive electrode region is shown.
  • the negative electrode region that is, 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 distance of electrical connection 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 the part (d) of FIG. 2, the connection of the negative electrode region by the vehicle body 2 is not shown, 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 form a wire harness (not shown).
  • Part (d) of FIG. 2 shows only the wiring J that electrically connects the device shown in the figure.
  • Part (d) of FIG. 2 schematically shows the connection relationship of the wiring J between the devices and the distance of the wiring J.
  • FIG. 4 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit EU 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 in the cylinder 12 so as to be reciprocating.
  • the crankshaft 15 is rotatably provided in 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, the cylinder head 16, and the piston 13.
  • the crankshaft 15 is supported by the crankcase 11 in a rotatable manner.
  • a permanent magnet type starting motor 20 is attached to one end portion 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 rotation speed of the output to the rotation speed of the input.
  • the transmission CVT can change the gear ratio corresponding to the rotation speed of the wheels with respect
  • the engine unit EU is provided 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 the engine 10.
  • the engine 10 is provided with a spark plug 19.
  • the engine 10 is an internal combustion engine.
  • the engine 10 is supplied with fuel.
  • the engine 10 outputs power by a combustion operation that burns the air-fuel mixture. That is, the piston 13 reciprocates by burning the air-fuel mixture containing the fuel supplied to the combustion chamber.
  • the crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13.
  • the power is output to the outside of the engine 10 via the crankshaft 15.
  • the fuel injection device 18 adjusts the power output from the engine 10 by adjusting the amount of fuel supplied.
  • the fuel injection device 18 is controlled by the control device 60.
  • the fuel injection device 18 is controlled to supply an amount of fuel based on the amount of air supplied to the engine 10.
  • the engine 10 outputs power via the 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 cross-sectional view showing a cross section perpendicular to the rotation axis of the permanent magnet type starting motor 20 shown in FIG.
  • the permanent magnet type starting motor 20 will be described with reference to FIGS. 4 and 5.
  • the 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.
  • the stator 40 is an inner stator.
  • the rotor 30 has a rotor main body 31.
  • the rotor body 31 is made of, for example, a ferromagnetic material.
  • the rotor main body 31 has a bottomed tubular shape.
  • the rotor main body 31 has a tubular boss portion 32, a disc-shaped bottom wall portion 33, and a tubular back yoke portion 34.
  • the bottom wall portion 33 and the back yoke portion 34 are integrally formed.
  • 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 tubular boss portion 32.
  • the rotor 30 is not provided with a winding to which a current is supplied.
  • the rotor 30 has a permanent magnet portion 37.
  • the rotor 30 has a plurality of magnetic pole portions 37a.
  • the plurality of magnetic pole portions 37a are formed by the permanent magnet portions 37.
  • the plurality of magnetic pole portions 37a are provided on the inner peripheral surface of the back yoke portion 34.
  • the permanent magnet portion 37 has a plurality of permanent magnets. That is, the rotor 30 has a plurality of permanent magnets.
  • the plurality of magnetic pole portions 37a are provided on each of the plurality of permanent magnets.
  • the permanent magnet portion 37 can also be formed by one annular permanent magnet. In this case, one permanent magnet is magnetized so that a plurality of magnetic pole portions 37a are lined up on the inner peripheral surface.
  • the plurality of magnetic pole portions 37a are provided so that the north pole and the south pole are alternately arranged in the circumferential direction of the permanent magnet type starting motor 20.
  • the number of magnetic poles of the rotor 30 facing the stator 40 is 24.
  • the number of magnetic poles of the rotor 30 means 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 outside the stator 40 in the radial direction of the permanent magnet type starting motor 20.
  • the back yoke portion 34 is provided outside the magnetic pole portion 37a in the radial direction.
  • the permanent magnet type starting motor 20 has more magnetic pole portions 37a than the number of tooth portions 43.
  • the rotor 30 may be of an embedded magnet type (IPM type) in which the magnetic pole portion 37a is embedded in a magnetic material, but as in this application example, the magnetic pole portion 37a is a surface magnet type exposed from the magnetic material. (SPM type) is preferable.
  • IPM type embedded magnet type
  • SPM type surface magnet type exposed from the magnetic material
  • the stator 40 has a stator core ST and a plurality of windings W.
  • the stator core ST has a plurality of tooth portions (teeth) 43 provided at intervals in the circumferential direction.
  • the plurality of tooth portions 43 integrally extend radially outward from the stator core ST.
  • a total of 18 tooth portions 43 are provided at intervals in the circumferential direction.
  • the 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 number of magnetic pole portions 37a that is larger than the number of tooth portions 43.
  • the number of magnetic poles is 4/3 of the number of slots.
  • FIG. 5 shows a state in which the winding W is in the slot SL.
  • the permanent magnet type starting motor 20 is a three-phase generator.
  • Each of the windings W belongs to any of U phase, V phase, and W phase.
  • the windings W are arranged so as to be arranged in the order of, for example, U phase, V phase, and W phase.
  • the electric power generated by the permanent magnet type starting motor 20 charges the deep cycle lead battery 4 and the electric double layer capacitor 71.
  • the power generated by the permanent magnet type starting motor 20 is consumed as heat by, for example, a short circuit of the windings, without being used for charging.
  • the electric power consumed as heat when fully charged also increases. That is, the loss increases.
  • 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 hinders the current flowing through the winding W. Impedance includes the product of rotational speed ⁇ and inductance.
  • the rotation speed ⁇ actually corresponds to the number of magnetic pole portions passing near the tooth portion in a unit time. That is, the rotation speed ⁇ is proportional to the ratio of the number of magnetic poles to the number of teeth in the motor and the rotation speed of the rotor.
  • the permanent magnet type starting motor 20 shown in FIG. 5 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 43. That is, the permanent magnet type starting motor 20 has a number of magnetic pole portions 37a that is larger than the number of slots SL. Therefore, the winding W has a large impedance.
  • the lean vehicle 1 includes an electric double layer capacitor 71 connected to a deep cycle lead 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 adopted, it is possible to supply a large current corresponding to this acceptance.
  • the rotor 30 of the permanent magnet type starting motor 20 is connected to the crankshaft 15 so as to rotate according to the rotation of the crankshaft 15.
  • FIG. 6 is a circuit diagram showing an electrical schematic configuration of the lean vehicle 1 shown in FIG.
  • the circuit diagram of FIG. 6 shows the electrical connection in the application example of the lean vehicle 1 shown in FIG.
  • the permanent magnet type starting motor 20 is electrically connected to the electric double layer capacitor 71 via the inverter 21.
  • the permanent magnet type starting motor 20 is electrically connected to the deep cycle lead battery 4 via the inverter 21 and the main relay 75.
  • the inverter 21 includes a switching unit 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 between applying / not applying a voltage between the multi-phase winding W and the deep cycle lead battery 4.
  • the plurality of switching units 211 thereby switch the passage / interruption of the current between the multi-phase winding W and the deep cycle lead battery 4.
  • the plurality of switching units 211 control the current flowing between the deep cycle lead 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, energization and energization stop for each of the plurality of phases of the winding W are switched by the on / off operation of the switching unit 211. When the permanent magnet type starting motor 20 functions as a generator, the on / off operation of the switching unit 211 switches the passage / cutoff of the current between each of the windings W and the deep cycle lead battery 4. By sequentially switching the switching unit 211 on and off, the rectification of the three-phase alternating current output from the permanent magnet type starting motor 20 and the voltage control are performed.
  • the control device 60 controls the current flowing between the permanent magnet type starting motor 20, the deep cycle lead battery 4, and the electric double layer capacitor 71 by controlling the operation of the switching unit 211.
  • the control device 60 rotates the permanent magnet type start motor 20 by controlling the switching unit 211 by a vector control method.
  • the control device 60 supplies the power generated by the permanent magnet type starting motor 20 to the deep cycle lead battery 4, the electric double layer capacitor 71, and the electric device L by controlling the switching unit 211 by a vector control method.
  • the method in 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 deep cycle lead battery 4 and the electric double layer capacitor 71 are electrically connected to the inverter 21 of the permanent magnet type starting motor 20 via the main relay 75. Both the deep cycle lead battery 4 and the electric double layer capacitor 71 are electrically connected to the electric device L via the main relay 75. Both the deep cycle lead 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 deep cycle lead battery 4 and the electric double layer capacitor 71 are electrically connected to the control device 60.
  • the electric double layer capacitor 71 is a capacitor separate from the smoothing capacitor 61.
  • the electric double layer capacitor 71 is connected in parallel with the smoothing capacitor 61.
  • the electric double layer capacitor 71 stores electric power for driving the permanent magnet type starting motor 20.
  • the smoothing capacitor 61 smoothes the power supply voltage.
  • the capacity of the electric double layer capacitor 71 is larger than the capacity of the smoothing capacitor 61.
  • the parasitic inductance is larger than the parasitic inductance of the smoothing capacitor 61.
  • the electric double layer capacitor 71 is composed of an electric double layer capacitor.
  • the 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 adjusting resistor, and the like.
  • components such as a connector, a fuse, a connection terminal, and a current adjusting resistor can be considered to be electrically included in the wiring, and thus illustration and description thereof will be omitted.
  • the fuse 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. That is, almost all the current flowing through one electric double layer capacitor 71 flows through the remaining electric double layer capacitor 71.
  • the state in which the circuit including the deep cycle lead battery 4 is closed by operating the main relay 75 in FIG. 6 is referred to as an 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.
  • the electric double layer capacitor 71 and the deep cycle lead battery 4 are connected in parallel when viewed from the inverter 21.
  • the circuit including the inverter 21, the electric double layer capacitor 71, and the deep cycle lead battery 4 includes a main relay 75.
  • the electric double layer capacitor 71 and the deep cycle lead battery 4 are connected in parallel, so that when the engine is started with the main relay 75 on and the starter switch 6 on, the deep cycle
  • the current output from the lead battery 4 and the current output from the electric double layer capacitor 71 merge and flow to the inverter 21.
  • the electric double layer capacitor 71 and the deep cycle lead battery 4 are connected in parallel.
  • the circuit including the inverter 21 and the deep cycle lead battery 4 includes the main relay 75 and the inverter 21.
  • the main relay 75 When the main relay 75 is on and the engine 10 is in combustion operation, the current output from the permanent magnet type starting motor 20 is transferred to the electric double layer capacitor 71 and the deep cycle lead battery 4 after passing through the inverter 21. It is supplied separately.
  • the electric double layer capacitor 71, the deep cycle lead battery 4, and the electric device L are connected in parallel.
  • the electric device L is, for example, a headlight 9 as described above.
  • the main relay 75 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 the electric double layer capacitor 71, the deep cycle lead battery 4, and the electric device L. It is supplied separately.
  • the current of the deep cycle lead battery 4 is supplied to the electric device L.
  • the voltage of the electric double layer capacitor 71 is smaller than the voltage of the deep cycle lead battery 4, a part of the current output from the deep cycle lead battery 4 flows to the electric double layer capacitor 71. That is, the deep cycle lead battery 4 charges the electric double layer capacitor 71.
  • the electric power of the electric double layer capacitor 71 is consumed by the electric device L.
  • the voltage of the electric double layer capacitor 71 becomes smaller than the voltage of the deep cycle lead battery 4.
  • the electric double layer capacitor 71 is charged by the electric power of the deep cycle lead battery 4.
  • 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 deep cycle lead battery 4.
  • the circuit diagram of FIG. 6 and the actual wiring diagram of part (d) of FIG. 2 show the same connection configuration. However, the actual wiring diagram of the part (d) of FIG. 2 is different 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.
  • the schematic usually shows the electrical connection of the device. More specifically, the schematic 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, for example. The circuit diagram also shows whether the two devices are connected only by wiring or are connected via a device different from the two devices. The schematic does not show the actual wiring length. Moreover, the circuit diagram does not show the position of each device in space. For example, the fact that the three devices are arranged side by side in the circuit diagram does not mean that the three devices are actually arranged side by side in that order. Also, the arrangement in the circuit diagram does not mean that the three devices are actually arranged side by side. On the other hand, the physical wiring diagram shown in the part (b) of FIG. 2 schematically shows the actual wiring length between the devices in the lean vehicle 1.
  • the distance between the electric double layer capacitor 71 and the inverter 21 is larger than the distance between the deep cycle lead battery 4 and the inverter 21 based on the wiring distance. Is also arranged so as to be short.
  • 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 deep cycle lead battery 4 to the permanent magnet type starting motor 20 via the inverter 21.
  • 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 deep cycle lead battery 4 with reference to the wiring distance. ing.
  • the wiring distance from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 via the inverter 21 is larger than the wiring distance from the deep cycle lead battery 4 to the permanent magnet type starting motor 20 via the inverter 21. Is also long.
  • FIG. 7 is a chart showing a change in current when the engine 10 is started in the lean vehicle 1 shown in FIG.
  • the thick solid line in FIG. 7 indicates the current Im flowing through the inverter 21.
  • the thin solid line shows the current Ic flowing through the electric double layer capacitor 71.
  • the broken line indicates the current Ib flowing through the deep cycle lead battery 4.
  • Above 0A on the vertical axis shows the charging current of the deep cycle lead battery 4 and the electric double layer capacitor 71, and below 0A shows the discharging current.
  • FIG. 7 shows the currents Im, Ic, and Ib when the current is not supplied to the electric device for easy understanding.
  • the chart of FIG. 7 shows the current when the crankshaft 15 for starting the engine 10 is rotated in the normal direction without performing the combustion operation such as supplying fuel to the engine 10.
  • the starter switch 6 is operated so as to be in the ON state for a predetermined period of time.
  • the inverter 21 supplies a current to the windings of each phase of the permanent magnet start motor 20 so as to rotate the permanent magnet start motor 20 under the control of the control device 60. That is, a predetermined start-up period (for example, 0.5 seconds) is obtained.
  • a predetermined start-up period for example, 0.5 seconds
  • a predetermined stop period (for example, 3 seconds) is obtained, after which the starter switch 6 is operated to be turned on again for the start period.
  • the first part (for example, 0.05 seconds) of the start period corresponds to the rotation start period.
  • the impedance of the winding of the permanent magnet type start motor 20 is small until the permanent magnet type start motor 20 that is stopped starts rotating. That is, during the rotation start period of the start period, a larger inrush current flows through the permanent magnet type start motor 20 than during rotation after the rotation start period. This current corresponds to the torque for the permanent magnet start motor 20 to start the rotation of the crankshaft 15 of the engine 10.
  • the combination of the start period and the subsequent stop period is repeated.
  • the electric double layer capacitor 71 is connected to the deep cycle lead battery 4.
  • the current Im flowing through the inverter 21 is the sum of the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71.
  • the current Im which is the sum of the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71, is the inverter 21.
  • 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. That is, as the current Im of the inverter 21, a current sufficient for starting the engine 10 can be obtained. Therefore, the rotational speed of the crankshaft 15 is rapidly increased, and the startability of the engine 10 can be obtained.
  • the engine 10 can be started even when a sufficient current is not output from the deep cycle lead battery 4 for starting the engine 10.
  • the impedance of the winding of the permanent magnet type start motor 20 increases as the crankshaft 15 starts to rotate.
  • both the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71 are reduced.
  • the current Ic discharged from the electric double layer capacitor 71 is smaller than the current Ib discharged from the deep cycle lead battery 4. This is because as the impedance of the winding of the permanent magnet type starting motor 20 increases, the voltage drop in the winding of the permanent magnet type starting motor 20 becomes large, and the terminal voltage of the permanent magnet type starting motor 20 and the electric power after discharge are increased. This is considered to be because the difference from the terminal voltage of the multilayer capacitor 71 is reduced.
  • the starter switch 6 is in the off state.
  • the control device 60 stops the supply of current by the inverter 21 to the permanent magnet type start motor 20. Therefore, the current Im flowing through the inverter 21 is 0.
  • the current Ic of the electric double layer capacitor 71 indicates charging
  • the current Ib of the deep cycle lead battery 4 indicates discharging. This indicates that the electric double layer capacitor 71 whose terminal voltage has dropped due to the discharge during the starting period is charged by the power of the deep cycle lead battery 4.
  • the charging of the electric double layer capacitor 71 by the electric power of the deep cycle lead battery 4 is continued until the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the deep cycle lead battery 4.
  • the next starting period is started before the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the deep cycle lead battery 4.
  • both the current Ib of the deep cycle lead battery 4 and the current Ic of the electric double layer capacitor 71 are 0A.
  • the state before the start of the engine 10 at time 0 means a state in which the electric double layer capacitor 71 is charged by the deep cycle lead battery 4. This is the result of the electric double layer capacitor 71 being charged by the electric power of the deep cycle lead battery 4 before the engine 10 is started. As described above, the electric power (current) that can be output from the deep cycle lead battery 4 in a unit time is small. However, the deep cycle lead battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71.
  • the electric double layer capacitor 71 can be charged before the rotation start period by the electric power output from the deep cycle lead battery 4. Then, in the rotation start period, the permanent magnet type start motor 20 is driven by the current Im, which is the sum of the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71.
  • the combination of the start period and the subsequent stop period is repeated.
  • the charge amount of the deep cycle lead battery 4 is reduced by repeating the combination of the start period and the subsequent stop period without charging the deep cycle lead battery 4.
  • the currents Ib ′′ and Ib ′′ output from the deep cycle lead battery 4 decrease in the first part of the starting period.
  • the electric double layer capacitor 71 is charged by the power of the deep cycle lead battery 4.
  • the deep cycle lead battery 4 is superior in the ability to supply a small amount of current for a long time as compared with, for example, a starter battery.
  • the deep cycle lead battery 4 can be repeatedly discharged and charged more than, for example, a starter battery. Even if the current that can be output during the start-up period is smaller than that of the starter battery, the permanent magnet type start-up is performed by the sum of the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71. Drives the motor 20.
  • the deep cycle lead battery 4 can output a long-term current in a state where the ratio of the power generation period to the start period of the permanent magnet type start motor 20 is small.
  • the electric double layer capacitor 71 can be charged by the electric power output from the deep cycle lead battery 4 during the stop period. Then, in the rotation start period, the permanent magnet type start motor 20 is driven by the current Im, which is the sum of the current Ib discharged from the deep cycle lead battery 4 and the current Ic discharged from the electric double layer capacitor 71. As a result, the engine 10 can be started. By connecting the electric double layer capacitor 71 in this way, the limit of the number of times that the engine 10 can be started can be increased even when the charging period of the deep cycle lead battery 4 is short or when there is no charging.
  • FIG. 8 is a circuit diagram showing an electrical schematic configuration of the lean vehicle 1 in the second application example.
  • connection switchers Sw1 and Sw2 are provided between the deep cycle lead battery 4 and the electric double layer capacitor 71.
  • the connection switchers Sw1 and Sw2 operate, for example, under the control of the control device 60.
  • the connection switchers Sw1 and Sw2 are composed of relays that operate under the control of, for example, the control device 60.
  • the connection switchers Sw1 and Sw2 can also be composed of semiconductor elements represented by transistors, for example.
  • the deep cycle lead battery 4 and the electric double layer capacitor 71 are connected in series.
  • the series state and the parallel state are switched by the control device 60. In this way, the deep cycle lead battery 4 and the electric double layer capacitor 71 can be connected in series.
  • the control device 60 maintains a parallel state. As a result, even if a sufficient current cannot be expected from the deep cycle lead battery 4 because the charge amount of the deep cycle lead battery 4 is small, for example, when the engine 10 is continuously started, the deep cycle The current from the lead battery 4 and the current from the electric double layer capacitor 71 are obtained. The engine 10 can be started by this current. This is the same as the application example described with reference to FIG. 6 and the like.
  • control device 60 of the application example shown in FIG. 8 can switch the connection state to the series state.
  • the voltage can be increased by switching to the series state.
  • the control device 60 first charges the electric double layer capacitor 71 with the current output from the deep cycle lead battery 4 in a parallel state before starting the engine 10. As a result of charging, the voltage of the electric double layer capacitor 71 becomes substantially equal to that of the deep cycle lead battery 4.
  • the control device 60 changes the connection state after the starter switch 6 is operated. Switch to the series state.
  • the sum of the voltage of the deep cycle lead battery 4 and the voltage of the electric double layer capacitor 71 is applied to the inverter 21. That is, a higher voltage can be applied to the permanent magnet type starting motor 20. As a result, a voltage higher than the induced electromotive force of the permanent magnet type starting motor 20 can be applied to the permanent magnet type starting motor 20 up to a range of higher rotation speeds. As a result, the rotational speed at which the permanent magnet type starting motor 20 can be driven can be increased. That is, when the engine 10 is started, the crankshaft 15 can be rotated to a higher rotation speed. Therefore, the startability of the engine 10 can be improved.
  • control device 60 of the application example shown in FIG. 8 is not limited to starting the engine 10, but even when the lean vehicle 1 is running and the engine 10 is rotating at high speed, the connection state is switched to the series state. , It is possible to assist the driving of the wheels 3b by the engine 10. Further, when the lean vehicle 1 is traveling at high speed, even if the permanent magnet type starting motor 20 outputs a voltage higher than the voltage at the time of starting by the regenerative operation, it may receive a high voltage depending on the series state. it can.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un véhicule inclinable, susceptible d'augmenter le nombre de démarrages du moteur, même lorsqu'une batterie présente une courte durée de charge ou que sa charge est vide. Le véhicule inclinable comprend : une roue, dont une surface de bande de roulement est destinée à être en contact avec une surface de route, la forme de la surface de bande de roulement étant arquée en section transversale ; un moteur, comportant un vilebrequin et produisant un couple destiné à l'entraînement de la roue grâce au vilebrequin ; un moteur de démarreur à aimant permanent, comportant un aimant permanent et amenant l'arbre de vilebrequin à démarrer le moteur par rotation ; une batterie au plomb à décharge profonde, qui fournit de l'énergie électrique au moteur de démarreur à aimant permanent pendant le démarrage du moteur ; et un condensateur électrique à double couche, connecté à la batterie au plomb à décharge profonde qui fournit de l'énergie électrique au moteur de démarreur à aimant permanent pendant le démarrage du moteur. La capacité du condensateur électrique à double couche peut être chargée, par le moteur de démarreur à aimant permanent, d'une quantité d'énergie électrique permettant au moins un démarrage du moteur.
PCT/JP2019/025567 2019-06-27 2019-06-27 Véhicule inclinable WO2020261475A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
PCT/JP2019/025567 WO2020261475A1 (fr) 2019-06-27 2019-06-27 Véhicule inclinable
JP2021526904A JPWO2020262224A1 (fr) 2019-06-27 2020-06-19
PCT/JP2020/024105 WO2020262224A1 (fr) 2019-06-27 2020-06-19 Véhicule inclinable
BR112021026246A BR112021026246A2 (pt) 2019-06-27 2020-06-19 Veículo inclinável
CONC2022/0000055A CO2022000055A2 (es) 2019-06-27 2022-01-06 Vehículo de inclinación
JP2023178913A JP2024009993A (ja) 2019-06-27 2023-10-17 リーン車両

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PCT/JP2019/025567 WO2020261475A1 (fr) 2019-06-27 2019-06-27 Véhicule inclinable

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PCT/JP2020/024105 WO2020262224A1 (fr) 2019-06-27 2020-06-19 Véhicule inclinable

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JP2008306864A (ja) * 2007-06-08 2008-12-18 Fuji Heavy Ind Ltd 車両用制御装置
JP2015068625A (ja) * 2013-09-30 2015-04-13 有限会社 エートゥゼット 脱着式温度管理ユニット用電源システム
WO2015092886A1 (fr) * 2013-12-18 2015-06-25 新電元工業株式会社 Circuit de commande de moteur à combustion interne et procédé de commande de moteur à combustion interne
JP2015192499A (ja) * 2014-03-27 2015-11-02 本田技研工業株式会社 三相交流発電スタータ装置
JP2016210305A (ja) * 2015-05-11 2016-12-15 住友ゴム工業株式会社 モーターサイクル用タイヤ及びモーターサイクル用タイヤの製造方法
JP2017139914A (ja) * 2016-02-04 2017-08-10 株式会社ナッツ サブバッテリーを有する車両の走行充電システム
WO2018047746A1 (fr) * 2016-09-09 2018-03-15 株式会社ミツバ Machine tournante

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JP2008121606A (ja) * 2006-11-14 2008-05-29 Power System:Kk エンジン始動装置
JP5234590B2 (ja) * 2008-01-30 2013-07-10 ダイハツ工業株式会社 車両用電源制御装置
JP2017036666A (ja) * 2013-12-20 2017-02-16 ヤマハ発動機株式会社 エンジンユニット

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Publication number Priority date Publication date Assignee Title
JP3120348U (ja) * 2006-01-13 2006-03-30 古河電池株式会社 電源装置
JP2008306864A (ja) * 2007-06-08 2008-12-18 Fuji Heavy Ind Ltd 車両用制御装置
JP2015068625A (ja) * 2013-09-30 2015-04-13 有限会社 エートゥゼット 脱着式温度管理ユニット用電源システム
WO2015092886A1 (fr) * 2013-12-18 2015-06-25 新電元工業株式会社 Circuit de commande de moteur à combustion interne et procédé de commande de moteur à combustion interne
JP2015192499A (ja) * 2014-03-27 2015-11-02 本田技研工業株式会社 三相交流発電スタータ装置
JP2016210305A (ja) * 2015-05-11 2016-12-15 住友ゴム工業株式会社 モーターサイクル用タイヤ及びモーターサイクル用タイヤの製造方法
JP2017139914A (ja) * 2016-02-04 2017-08-10 株式会社ナッツ サブバッテリーを有する車両の走行充電システム
WO2018047746A1 (fr) * 2016-09-09 2018-03-15 株式会社ミツバ Machine tournante

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WO2020262224A1 (fr) 2020-12-30
CO2022000055A2 (es) 2022-01-17
JPWO2020262224A1 (fr) 2020-12-30
BR112021026246A2 (pt) 2022-03-03

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