WO2020261477A1 - Véhicule inclinable - Google Patents

Véhicule inclinable Download PDF

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Publication number
WO2020261477A1
WO2020261477A1 PCT/JP2019/025569 JP2019025569W WO2020261477A1 WO 2020261477 A1 WO2020261477 A1 WO 2020261477A1 JP 2019025569 W JP2019025569 W JP 2019025569W WO 2020261477 A1 WO2020261477 A1 WO 2020261477A1
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WO
WIPO (PCT)
Prior art keywords
double layer
control valve
electric double
layer capacitor
engine
Prior art date
Application number
PCT/JP2019/025569
Other languages
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/JP2019/025569 priority Critical patent/WO2020261477A1/fr
Priority to PCT/JP2020/024107 priority patent/WO2020262226A1/fr
Publication of WO2020261477A1 publication Critical patent/WO2020261477A1/fr

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Classifications

    • 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
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/16—Regulation of the charging current or voltage by variation of field
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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 battery in Patent Document 1 is, for example, a lead battery.
  • the battery of Patent Document 1 is used, for example, for starting an engine.
  • the motor generator of Patent Document 1 receives 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.
  • An object of the present invention is to provide a lean vehicle capable of reducing the maintenance frequency of a lead battery for starting.
  • the present inventors examined the maintenance of a lead battery for starting.
  • the lead battery for starting is classified into an open type lead battery for starting and a control valve type lead battery for starting according to the holding mode of the electrolytic solution.
  • the control valve type lead battery for starting has an electrode and a container for accommodating the electrolytic solution.
  • the excess liquid is reduced by impregnating the cotton-like separator with the electrolytic solution.
  • the start control valve type lead battery has a structure in which the gas component generated from the positive electrode during charging is absorbed by the negative electrode.
  • the container of the control valve type lead battery for starting can seal the electrolytic solution. When a large amount of gas is generated, the gas is discharged from the control valve so as to maintain the pressure.
  • the water in the electrolytic solution is electrolyzed during charging, and gaseous hydrogen and oxygen are generated.
  • the gaseous hydrogen and oxygen form the electrolytic solution again by the reduction reaction at the negative electrode.
  • the larger the charging current the larger the amount of gas generated. If the amount of gas generated exceeds the limit of the reaction rate at the negative electrode, the reaction process at the negative electrode is disturbed. As a result, maintenance is required.
  • 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, in a lean vehicle, it is not easy to increase the capacity of the starting control valve type lead battery.
  • the present inventors have considered connecting an electric double layer capacitor to a start control valve type lead battery in a lean vehicle. In this study, the present inventors have found the following.
  • the charging current is shared by the starting control valve type lead battery and the electric double layer capacitor.
  • the electric double layer capacitor has a capacitance capable of charging an amount of electric power that starts the engine at least once. This reduces the current flowing through the starting control valve type lead battery.
  • electric double layer capacitors do not utilize the chemical reaction of electrodes like batteries. Therefore, the electric double layer capacitor has a higher acceptance response to an increase in current than, for example, a battery. That is, for example, when the rotation speed of the motor generator increases and the amount of power generated by the motor generator increases, the current accepted by the electric double layer capacitor increases.
  • the volume of the electric double layer capacitor is sufficient to have a capacitance capable of charging an amount of electric power for starting the engine at least once, it stores electricity as compared with the case where a large-capacity start control valve type lead battery is installed.
  • the means can be made compact. Therefore, it can be mounted on a lean vehicle without impairing the degree of freedom in design. Therefore, by connecting an electric double layer capacitor having a capacitance capable of charging the amount of electric power for starting the engine at least once, the lead battery for starting without increasing the capacity of the lead battery for starting control valve type. Maintenance frequency can be reduced.
  • 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 starting motor for starting the engine and
  • a permanent magnet generator that has a permanent magnet and is driven by the engine that operates in combustion to generate electricity.
  • control valve for discharging the gas to the outside of the container in response to an increase in the pressure of the engine, supplies power to the starting motor when the engine is started, and is a permanent magnet type generator during the combustion operation of the engine.
  • a control valve type lead battery for starting which is charged with the electricity generated in An electric double layer capacitor that is connected to the start control valve type lead battery and has a capacitance capable of charging an amount of electric power that starts the engine at least once when supplied to the start motor. To be equipped.
  • the lean vehicle in the above configuration includes wheels, an engine, a starting motor, a permanent magnet generator, a starting control valve type 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 start control valve type lead battery supplies electric power to the permanent magnet type start motor when the engine is started. During the combustion operation of the engine, the permanent magnet generator generates electricity and outputs the generated current to the start control valve type lead battery.
  • the current generated by the permanent magnet generator is divided into a start control valve type lead battery and an electric double layer capacitor. This reduces the current flowing through the starting control valve type lead battery. Also, electric double layer capacitors do not utilize the chemical reaction of electrodes like batteries. Therefore, the electric double layer capacitor has a higher acceptance response to an increase in current than, for example, a battery. That is, for example, when the rotation speed of the permanent magnet generator increases and the amount of power generated by the permanent magnet generator increases, the current accepted by the electric double layer capacitor increases.
  • the volume of the electric double layer capacitor is sufficient to have a capacitance capable of charging an amount of electric power for starting the engine at least once, it stores electricity as compared with the case where a large-capacity start control valve type lead battery is installed.
  • the means can be made compact. Therefore, it can be mounted on a lean vehicle without impairing the degree of freedom in design. Therefore, by connecting an electric double layer capacitor having a capacitance capable of charging the amount of electric power for starting the engine at least once, the lead battery for starting without increasing the capacity of the lead battery for starting control valve type. Maintenance frequency can be reduced.
  • the permanent magnet generator has the function of a starting motor.
  • the permanent magnet generator adopts a configuration in which the torque is increased so as to drive the crank shaft when the engine is started, the generated power generated by the permanent magnet generator during the combustion operation of the engine is also increased.
  • the current generated by the permanent magnet type generator is shared by the starting control valve type lead battery and the electric double layer capacitor. This reduces the current flowing through the starting control valve type lead battery. Therefore, the permanent magnet type generator is provided with the function of the starting motor to reduce the number of parts, and the maintenance frequency of the starting lead battery can be reduced without increasing the capacity of the starting control valve type lead battery.
  • the lean vehicle can adopt the following configuration.
  • the lean vehicle of (2) The permanent magnet type generator 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 generator 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.
  • the impedance of the winding when a permanent magnet generator generates electricity depends on the rotation speed based on the inductance and the electric angle.
  • the rotation speed based on the electric angle depends on the number of magnetic poles with respect to the number of teeth and the rotation speed based on the mechanical angle of the rotor.
  • the number of magnetic poles is larger than the number of teeth, it is possible to suppress the generated current when the engine speed is high while increasing the torque at the time of starting the engine. Therefore, even when the torque at the time of starting the engine is increased, the maintenance frequency of the lead battery for starting can be reduced without increasing the capacity of the lead battery for starting control valve.
  • the lean vehicle can adopt the following configuration.
  • the electric double layer capacitor has a capacitance of 30 F or more.
  • the capacity of the starting control valve type lead battery is not increased as in the case of a four-wheeled vehicle, and the capacity of the starting control valve type lead battery is not increased. Maintenance frequency can be reduced.
  • the lean vehicle can adopt the following configuration. (5) Any one of (1) to (4) lean vehicle Five to seven electric double layer capacitors are connected in series.
  • the electric double layer capacitors connected in series can have a storage capacity capable of starting the engine even when the start control valve type lead battery provided in the lean vehicle does not work. ..
  • the lean vehicle can adopt the following configuration.
  • a lean vehicle of any one of (1) to (5) The electric double layer capacitor is attached to the vehicle body so as to maintain the state of being attached to the vehicle body when the starting control valve type lead battery is removed from the vehicle body of the lean vehicle.
  • the starting control valve type lead battery is removed from the vehicle body for replacement, for example, the electric double layer capacitor is attached to the vehicle body. Therefore, for example, even if the start control valve type lead battery has reached the end of its life, simply replacing the start control valve type lead battery in a lean vehicle will result in an engine using the start control valve type lead battery in a wide temperature range including low temperature. Can be started.
  • 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.
  • a 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.
  • Lean vehicles include, for example, scooter type, moped type, off-road type, and on-road type motorcycles. Further, the lean vehicle is not limited to a motorcycle, and may be, for example, an ATV (All-Terrain Vehicle) or the like, or 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 generator has a permanent magnet.
  • Permanent magnet type generators include, for example, outer rotor type, inner rotor type, and axial gap type.
  • Examples of the permanent magnet type generator include a brushless generator with an inverter and an induction generator.
  • the starting motor examples include a brush motor, a brushless motor with an inverter, and an induction motor.
  • the starting motor starts the engine with at least the crankshaft not rotating. That is, the starting motor starts the engine at least with the lean vehicle stopped. However, the starting motor may start the engine while the crankshaft is rotating or when the lean vehicle is running.
  • the permanent magnet type generator is, for example, a magnet type starting generator having a function of a starting motor. However, the permanent magnet type generator may be a generator that is not used as a starting motor.
  • the control valve type lead battery for starting is a battery that can be charged and discharged. That is, the starting control valve type lead battery is a storage battery.
  • a battery is a secondary battery that charges and discharges by a chemical reaction of electrodes.
  • the control valve type lead battery for starting is charged and discharged by the oxidation and reduction reactions of the electrodes.
  • the start control valve type lead battery stores the charged electric power as chemical energy.
  • the start control valve type lead battery converts the stored chemical energy into electrical energy.
  • the terminal voltage of the starting control valve type lead battery is not proportional to the amount of power stored in the battery.
  • the deep cycle lead battery has a large number of thin plate-shaped plates, whereas the starting lead battery has a thick plate. Both batteries have a clear structural difference.
  • the start control valve type battery is configured to return the gas generated in the container to the electrolytic solution by absorbing it with an electrode.
  • the container has an electric tank and a lid, and the electrode and the electrolytic solution are sealed in the container.
  • the electrode has a positive electrode and a negative electrode.
  • the negative electrode has a structure in which the gaseous oxygen generated in the container is reduced to the original water by a chemical reaction and returned to the electrolytic solution.
  • the control valve type lead battery is also referred to as a closed type battery for starting.
  • the control valve type battery for starting has a control valve for discharging gas to the outside of the container in response to an increase in pressure in the container due to an increase in gas in the container.
  • the control valve discharges gas to the outside of the container in response to an increase in pressure inside the container.
  • a control valve type lead battery has a discharge port for discharging gas in the container to the outside of the container through a liquid filter. The discharge port discharges the gas without waiting for the pressure inside the container to rise.
  • the control valve of the control valve type battery for starting and the discharge port of the control valve type lead battery have a clear structural difference.
  • the container of the control valve type battery for starting for example, seals the electrolytic solution in a state where the flow is suppressed.
  • the container is sealed with, for example, an electrolytic solution soaked in glass fiber or a gel-like electrolytic solution.
  • the state of the electrolytic solution of the control valve type battery for starting is not particularly limited.
  • 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 starting control valve type battery is connected in parallel to, for example, the starting control valve type battery.
  • the connection state is not limited to this, and the electric double layer capacitor may be connected in series to, for example, a starting control valve type battery.
  • the electric double layer capacitor may be connected to the starting control valve type battery, for example, via a switch for switching the connection state.
  • the fact that the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starter means that the currents from both the electric double layer capacitor and the battery are electrically connected so that they merge and flow to the engine starter. It means that you are. On the contrary, for example, all the current from the electric double layer capacitor flows to the battery, and this current further flows to the engine starter, so that the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starter. It's different from that.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 3 is an external view showing a start control valve type lead battery and an 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 generator 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).
  • Part (c) of FIG. 1 is a side view showing a configuration example of the starting control valve type lead battery shown in Part (a).
  • the lean vehicle 1 shown in FIG. 1 includes wheels 3a and 3b, an engine 10, a permanent magnet generator 20, a start control valve type 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 generator 20 is driven by the combustion engine 10 to generate electricity.
  • the permanent magnet type generator 20 shown in FIG. 1 also has a function of a starting motor for starting the engine 10.
  • the permanent magnet type generator 20 shown in FIG. 1 is a permanent magnet type starting generator. That is, the lean vehicle 1 shown in FIG. 1 functionally includes a permanent magnet generator and a starting motor.
  • the permanent magnet type generator 20 a configuration that does not have the function of a starting motor can also be adopted. That is, as the configuration of the lean vehicle 1, a configuration including a starting motor physically different from the permanent magnet type generator 20 can also be adopted.
  • an example in which the permanent magnet type generator 20 of FIG. 1 has a function as a starting motor will be described. Therefore, the configuration of the permanent magnet type generator 20 described below is also the configuration of the starting motor.
  • the permanent magnet type generator 20 has a permanent magnet. More specifically, the permanent magnet type generator 20 includes a permanent magnet portion 37 composed of a permanent magnet.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 output the charged electric power to the outside.
  • the control valve type lead battery 4 for starting and the electric double layer capacitor 71 supply electric power to the permanent magnet type generator 20.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type generator 20 when the engine 10 is started. Further, the starting control valve type lead battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet type generator 20.
  • the start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20 when the engine 10 is started. Further, for example, after starting the engine, the start control valve type lead battery 4 is charged by receiving the current supplied from the permanent magnet type generator 20.
  • the starting control valve type lead battery 4 has a container 46, an electrode 47, and a control valve 49.
  • the container 46 houses the electrode 47 and the electrolytic solution 48.
  • the electrolytic solution 48 is in a state of low fluidity.
  • the electrolytic solution 48 is, for example, in the form of a gel or in a state of being soaked in fibers.
  • the container 46 seals the electrolytic solution 48.
  • the electrode 47 of the start control valve type lead battery 4 has a structure of absorbing the gas generated in the container 46 and returning it to the electrolytic solution.
  • the electric double layer capacitor 71 is connected to the start control valve type lead battery 4.
  • the electric double layer capacitor 71 supplies electric power to the permanent magnet generator 20 together with the start control valve type 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 generator 20. For example, the total weight of the electric double layer capacitor 71 is smaller than the weight of the starting control valve type lead battery 4.
  • the electric path from the electric double layer capacitor 71 to the permanent magnet start generator 20 is not provided with a fuse, or is provided with a fuse of 50 A or more (not shown).
  • a fuse of less than 50 A is provided, if the start control valve type 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 cannot be performed. There is sex.
  • 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 start control valve type 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 by supplying electric power to the permanent magnet type start generator 20 Can be started.
  • 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 starting control valve type 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 storage capacity is large.
  • the electric double layer capacitor 71 can be connected in parallel with, for example, the start control valve type lead battery 4.
  • a connection configuration for example, a configuration in which the electric double layer capacitor 71 can be connected in series with the start control valve type lead battery 4 may be adopted.
  • the capacity is simply increased.
  • the electric double layer capacitor 71 in series with the start control valve type 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 start control valve type lead battery 4.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are physically separate from each other.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are provided at different positions with respect to the vehicle body 2.
  • the start control valve type 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 starting control valve type 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 start control valve type 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 starting control valve type lead battery 4 so as not to be removed from the vehicle body 2 when the starting control valve type 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 starting control valve type lead battery 4 is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the starting control valve type lead battery 4 are attached to the vehicle body 2 by members different from each other.
  • the permanent magnet type generator 20 rotates the crankshaft 15 by the electric power of the start control valve type lead battery 4. As a result, the permanent magnet generator 20 starts the engine 10.
  • the electric double layer capacitor 71 and the start control valve type lead battery 4 are connected. Therefore, the permanent magnet type generator 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 starting control valve type lead battery 4.
  • the start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20 when the engine 10 is started.
  • the permanent magnet generator 20 generates electric power, and the generated current is output to the start control valve type lead battery 4.
  • the electric double layer capacitor 71 is connected to the starting control valve type lead battery 4, the current generated by the permanent magnet type generator 20 is shared between the starting control valve type lead battery 4 and the electric double layer capacitor 71. ..
  • the electric double layer capacitor 71 does not utilize the chemical reaction of the electrodes like the battery. Therefore, the electric double layer capacitor 71 has a higher acceptance response to an increase in current than, for example, a battery.
  • the current accepted by the electric double layer capacitor 71 tends to increase. Further, since the volume of the electric double layer capacitor 71 is sufficient to have a capacitance capable of charging an amount of electric power for starting the engine at least once, as compared with the case where a large-capacity start control valve type lead battery 4 is mounted, for example.
  • the power storage means can be made compact. Therefore, it can be mounted on the lean vehicle 1 without impairing the degree of freedom in design.
  • 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 generator 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 generator 20 is driven by the engine 10 to generate electricity.
  • the permanent magnet type generator 20 shown in FIG. 2 is a magnet type starting generator.
  • the permanent magnet type generator 20 has a function as a starting motor.
  • the permanent magnet generator 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 start control valve type lead battery 4 and the electric double layer capacitor 71 are power storage devices that can be charged and discharged.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 output the charged electric power to the outside.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type generator 20 and the electric device L.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 supply electric power to the permanent magnet type generator 20 when the engine 10 is started. Further, the starting control valve type lead battery 4 and the electric double layer capacitor 71 are charged by the electric power generated by the permanent magnet type generator 20.
  • the start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20 when the engine 10 is started. Further, for example, after starting the engine 10, the starting control valve type lead battery 4 is charged by receiving the current supplied from the permanent magnet type generator 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 generator 20 and the start control valve type lead battery 4.
  • the electric double layer capacitor 71 is connected to the start control valve type 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 start control valve type lead battery 4 when viewed from the inverter 21.
  • the electric double layer capacitor 71 supplies electric power to the permanent magnet generator 20 together with the start control valve type 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 generator 20.
  • the total weight of the electric double layer capacitor 71 is smaller than the weight of the starting control valve type lead battery 4.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are physically separate from each other.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are separately provided with respect to the vehicle body 2.
  • the start control valve type 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 starting control valve type lead battery 4 so as not to come off from the vehicle body 2 when the starting control valve type 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 starting control valve type lead battery 4 is removed from the vehicle body 2.
  • the electric double layer capacitor 71 and the starting control valve type 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 starting control valve type 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 starting control valve type lead battery 4, and the electric double layer capacitor 71 is deeper than the starting control valve type lead battery 4. It is located in.
  • the electric double layer capacitor 71 may be provided so that the start control valve type 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 starting control valve type lead battery 4 and the inverter 21 based on the wiring distance. There is. That is, the electric double layer capacitor 71 is arranged at a position closer to the inverter 21 than the start control valve type lead battery 4 with reference to the wiring distance. In the example shown in part (d) of FIG. 2, the wiring distance from the electric double layer capacitor 71 to the permanent magnet generator 20 via the inverter 21 is permanent from the starting control valve type lead battery 4 to the inverter 21. It is shorter than the wiring distance to reach the magnet type generator 20.
  • the permanent magnet type generator 20 rotates the crankshaft 15 by the electric power of the start control valve type lead battery 4. As a result, the permanent magnet generator 20 starts the engine 10.
  • the electric double layer capacitor 71 and the start control valve type lead battery 4 are connected. Therefore, the permanent magnet type generator 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 starting control valve type lead battery 4.
  • 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 group of devices that operate while consuming electric power, except for the permanent magnet type generator 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 start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20 when the engine 10 is started.
  • the start control valve type 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 start control valve type lead battery 4.
  • the start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20, and at the same time, the precharged electric double layer capacitor 71 also supplies electric power to the permanent magnet type generator 20. be able to.
  • the electric double layer capacitor 71 does not utilize the chemical reaction of the electrodes like the start control valve type lead battery 4. Therefore, the electric double layer capacitor 71 has less internal resistance than, for example, the start control valve type lead battery 4.
  • the electric double layer capacitor 71 it is possible to supply a large amount of electric power to the permanent magnet type start generator 20 as compared with the case where only the start control valve type lead battery 4 is used, for example. Further, the electric double layer capacitor 71 can supply a larger current than the start control valve type 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.
  • the charging period of the starting control valve type lead battery 4 is short, or The limit on the number of times the engine can be started can be increased even when there is no charge. Therefore, the number of times that the engine 10 can be started can be increased even when the charging period of the starting control valve type lead battery 4 is short or when there is no charging.
  • FIG. 3 is an external view showing the starting control valve type 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 starting control valve type lead battery 4 shown in FIG. 3 has a rectangular parallelepiped shape.
  • the start control valve type lead battery 4 has a top surface 4a, a bottom surface 4b, and four side surfaces 4c.
  • the upper surface 4a (FIG. 3) of the starting control valve type lead battery 4 is above the lean vehicle 1 in an upright state. Arranged in a facing position.
  • the starting control valve type 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 start control valve type 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 start control valve type lead battery 4.
  • the start control valve type lead battery 4 has a container 46, an electrode 47, and a control valve 49.
  • the container 46 houses the electrode 47 and the electrolytic solution 48.
  • the electrolytic solution 48 is in a state of low fluidity.
  • the electrolytic solution 48 is, for example, in the form of a gel or in a state of being soaked in fibers.
  • the container 46 seals the electrolytic solution 48.
  • the start control valve type lead battery 4 does not have either a replenishment port for replenishing water from the outside or a vent for allowing gas to pass through at all times.
  • the electrode 47 of the start control valve type lead battery 4 has a structure of absorbing the gas generated in the container 46 and returning it to the electrolytic solution.
  • the negative electrode of the electrodes 47 has a negative electrode absorption reaction function in which the negative electrode plate absorbs gaseous oxygen generated from the positive electrode plate.
  • gaseous oxygen reacts with the active material of the negative electrode to produce lead sulfate and water.
  • the control valve 49 of the start control valve type lead battery 4 discharges a large amount of gas generated under normal non-standard usage conditions such as overcharging to the outside of the start control valve type lead battery 4. That is, the control valve 49 discharges gas to the outside of the start control valve type lead battery 4 under the condition that there is a pressure difference between the inside of the container 46 and the outside of the container 46.
  • the control valve type lead battery 4 for starting outputs electric power to the outside by a chemical reaction of electrodes.
  • the water in the electrolytic solution 48 is electrolyzed during charging, and gaseous hydrogen and oxygen are generated.
  • the larger the charging current the larger the amount of gas generated. If the amount of gas generated exceeds the limit of the absorption reaction rate at the negative electrode, the reaction process at the negative electrode is disturbed. Further, the amount of gas exceeding the limit of the absorption reaction rate is discharged to the outside from the control valve 49.
  • 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 start control valve type lead battery 4 having the same capacity. In particular, the electric double layer capacitor 71 has less restrictions on the charging current than the start control valve type lead battery 4.
  • the electric double layer capacitor 71 can store a larger amount of electric power in a shorter time than the start control valve type lead battery 4 having the same capacity. Further, the electric double layer capacitor 71 has less restrictions on the discharge current than the start control valve type lead battery 4. Therefore, the electric double layer capacitor 71 can be discharged with a larger current than the start control valve type 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 in order for the permanent magnet generator 20 to start the engine 10 at least once. .. Therefore, even if the starting control valve type 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 start control valve type lead battery 4 is not connected, the engine 10 can be started at least once with 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 start control valve type 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 starting control valve type 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 starting control valve type lead battery 4. It is arranged below the bottom surface of the start control valve type 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 generator 20 to start the engine 10 for at least 0.5 seconds.
  • the engine 10 operates for at least one cycle including the compression stroke. This enables combustion operation.
  • the electric power that rotates the crankshaft 15 for 0.5 seconds is larger than 200 J.
  • 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 electric charge of the plurality of electric double layer capacitors 71 is discharged to half of the full charge, energy larger than 200J can be supplied. In this case, the permanent magnet generator 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 generator 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 generator 20 when the engine 10 is idling.
  • the permanent magnet generator 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 for starting the engine 10 for the permanent magnet generator 20 to be longer than at least 2 seconds. As a result, the engine 10 can be started at least once. When the current supplied to the permanent magnet generator 20 is 100 A, the electric power for rotating the crankshaft 15 for longer than 1 second is larger than about 400 J. 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. Here, 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 electric power generated by the permanent magnet type start generator 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 generator 20 by supplying electric power to the permanent magnet type generator 20.
  • the inverter 21 controls the current by controlling the on / off of the current flowing in the winding of the permanent magnet type generator 20. Further, the inverter 21 supplies the electric power generated by the permanent magnet type generator 20 to the starting control valve type 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 generator 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 generator 20, the starting control valve type 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 generator 20.
  • the control device 60 causes the inverter 21 to supply an electric current from the start control valve type lead battery 4 to the permanent magnet type generator 20 in response to the signal from the starter switch 6.
  • the control device 60 controls the inverter 21 so that the current from the permanent magnet type generator 20 flows through the starting control valve type lead battery 4.
  • the starting control valve type lead battery 4 is charged by the generated power of the permanent magnet type generator 20.
  • the control device 60 transfers the electric power of the starting control valve type lead battery 4 to the inverter 21 in response to the operation of the acceleration indicator 8 even after the engine 10 is started, that is, after the combustion operation is started, to the permanent magnet type generator 20.
  • the running of the lean vehicle 1 by the engine 10 is assisted by the permanent magnet type generator 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.
  • a permanent magnet generator 20 As shown in part (d) of FIG. 2, a permanent magnet generator 20, a start control valve type lead battery 4, an electric double layer capacitor 71, a main relay 75, a control device 60 including an inverter 21, and an electric device L. Is electrically connected by wiring 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. The fuse may not be included in the device shown in 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 generator 20 is attached to one end 15a of the crankshaft 15.
  • a transmission CVT is attached to the other end 15b of the crankshaft 15.
  • the transmission CVT can change the gear ratio, which is the ratio of the 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 to the rotation
  • 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 generator 20 shown in FIG.
  • the permanent magnet type generator 20 will be described with reference to FIGS. 4 and 5.
  • the permanent magnet type generator 20 has a rotor 30 and a stator 40.
  • the permanent magnet type generator 20 of this application example is a radial gap type.
  • the permanent magnet type generator 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 generator 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 generator 20.
  • the back yoke portion 34 is provided outside the magnetic pole portion 37a in the radial direction.
  • the permanent magnet type generator 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 generator 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 power generated by the permanent magnet generator 20 charges the starting control valve type lead battery 4 and the electric double layer capacitor 71.
  • the start control valve type lead battery 4 and the electric double layer capacitor 71 are fully charged, the power generated by the permanent magnet type generator 20 is consumed as heat by, for example, a short circuit of the winding, 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 generator 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 generator 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 start control valve type lead battery 4. Therefore, when the permanent magnet type generator 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 even at a low temperature.
  • the rotor 30 of the permanent magnet type generator 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 generator 20 is electrically connected to the electric double layer capacitor 71 via the inverter 21.
  • the permanent magnet type generator 20 is electrically connected to the starting control valve type 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 application / non-application of a voltage between the multi-phase winding W and the start control valve type 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 start control valve type lead battery 4.
  • the plurality of switching units 211 control the current flowing between the start control valve type lead battery 4 and the permanent magnet type generator 20. More specifically, when the permanent magnet type generator 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. Further, when the permanent magnet type generator 20 functions as a generator, the passage / cutoff of the current between each of the windings W and the start control valve type lead battery 4 is switched by the on / off operation of the switching unit 211. Be done. By sequentially switching the switching unit 211 on and off, the rectification of the three-phase alternating current output from the permanent magnet generator 20 and the voltage control are performed.
  • the control device 60 controls the current flowing between the permanent magnet type generator 20, the starting control valve type 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 generator 20 by controlling the switching unit 211 by a vector control method.
  • the control device 60 controls the switching unit 211 by a vector control method to transfer the power generated by the permanent magnet generator 20 to the starting control valve type lead battery 4, the electric double layer capacitor 71, and the electric device L. Supply.
  • 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 start control valve type lead battery 4 and the electric double layer capacitor 71 are electrically connected to the inverter 21 of the permanent magnet type generator 20 via the main relay 75. Both the start control valve type 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 start control valve type lead battery 4 and the electric double layer capacitor 71 are electrically connected to the permanent magnet type generator 20 via the main relay 75. Both the start control valve type 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 generator 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.
  • 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 start control valve type lead battery 4 is closed by the operation of 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 start control valve type 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 starting control valve type lead battery 4 includes the main relay 75.
  • the electric double layer capacitor 71 and the start control valve type lead battery 4 are connected in parallel.
  • the circuit including the inverter 21 and the start control valve type 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 generator 20 passes through the inverter 21 and then the electric double layer capacitor 71 and the start control valve type lead battery. It is supplied separately from 4.
  • the electric double layer capacitor 71, the start control valve type 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 current output from the permanent magnet generator 20 passes through the inverter 21 and then the electric double layer capacitor 71 and the starting control valve type lead battery 4. It is supplied separately from the electric device L.
  • the current of the start control valve type 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 starting control valve type lead battery 4
  • a part of the current output from the starting control valve type lead battery 4 flows to the electric double layer capacitor 71. .. That is, the starting control valve type 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 starting control valve type lead battery 4.
  • the electric double layer capacitor 71 is charged by the electric power of the starting control valve type 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 starting control valve type 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 set to the starting control valve type lead battery 4 and the inverter 21 with reference to the wiring distance. It is arranged so as to be shorter than the distance of.
  • the wiring distance from the electric double layer capacitor 71 to the permanent magnet generator 20 via the inverter 21 is based on the wiring distance from the starting control valve type lead battery 4 to the permanent magnet generator 20 via the inverter 21. Is also short.
  • 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 start control valve type lead battery 4 based on the wiring distance. It is arranged.
  • the wiring distance from the electric double layer capacitor 71 to the permanent magnet generator 20 via the inverter 21 is from the starting control valve type lead battery 4 to the permanent magnet generator 20 via the inverter 21. Longer than the wiring distance.
  • the permanent magnet type generator 20 in the lean vehicle 1 during power generation will be described.
  • the permanent magnet type generator 20 driven by the engine 10 generates electricity.
  • the generated power is supplied to the start control valve type lead battery 4.
  • water in the electrolytic solution 48 see FIG. 3 is electrolyzed during charging, and gaseous hydrogen and oxygen are generated. If the amount of gas generated exceeds the limit of the absorption reaction rate at the negative electrode, the reaction process at the negative electrode is disturbed. Further, the amount of gas exceeding the limit of the absorption reaction rate is discharged to the outside from the control valve 49.
  • FIG. 3 water in the electrolytic solution 48
  • the electric double layer capacitor 71 is connected to the start control valve type lead battery 4.
  • the charging power is shared by the starting control valve type lead battery 4 and the electric double layer capacitor 71.
  • the charging power is shared by the starting control valve type lead battery 4 and the electric double layer capacitor 71. This reduces the current flowing through the starting control valve type lead battery. As a result, the generation of gas that disturbs the reaction process at the negative electrode is suppressed.
  • 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 starting control valve type lead battery 4.
  • Above 0A on the vertical axis shows the charging current of the starting control valve type 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 generator 20 so as to rotate the permanent magnet generator 20 under the control of the control device 60. That is, a predetermined starting period (for example, 3 seconds) is obtained.
  • a predetermined starting period for example, 3 seconds
  • a predetermined stop period for example, 3 seconds
  • the first part (for example, 0.25 seconds) of the start period corresponds to the rotation start period.
  • the impedance of the winding of the permanent magnet generator 20 is small until the permanent magnet generator 20 that is stopped starts rotating. That is, in the rotation start period of the start period, a larger inrush current flows through the permanent magnet type generator 20 than during the rotation after the rotation start period. This current corresponds to the torque for the permanent magnet generator 20 to start the rotation of the crankshaft 15 of the engine 10.
  • the electric double layer capacitor 71 is connected to the start control valve type lead battery 4.
  • the current Im flowing through the inverter 21 is the sum of the current Ib discharged from the starting control valve type 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 start control valve type lead battery 4 and the current Ic discharged from the electric double layer capacitor 71, is , Flows to 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.
  • 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 for starting the engine 10 is not output from the start control valve type lead battery 4 at a low temperature.
  • the impedance of the winding of the permanent magnet generator 20 increases as the crankshaft 15 starts rotating.
  • both the current Ib discharged from the starting control valve type 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 start control valve type lead battery 4. This is because the voltage drop in the winding of the permanent magnet generator 20 increases as the impedance of the winding of the permanent magnet generator 20 increases, and the terminal voltage of the permanent magnet generator 20 and the electric power after discharge are increased. This is considered to be because the difference from the terminal voltage of the multi-layer impedance 71 is reduced.
  • the fluctuation of the terminal voltage due to the discharge of the starting control valve type lead battery 4 is smaller than the fluctuation of the terminal voltage due to the discharge of the electric double layer capacitor 71. Therefore, in the starting control valve type lead battery 4, the above rotation It is considered that the change in the discharge current after the lapse of the start period is small.
  • the starter switch 6 is in the off state.
  • the control device 60 stops the supply of current to the permanent magnet generator 20 by the inverter 21. 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 starting control valve type 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 electric power of the starting control valve type lead battery 4.
  • Charging of the electric double layer capacitor 71 by the electric power of the starting control valve type lead battery 4 is continued until the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the starting control valve type 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 starting control valve type lead battery 4.
  • both the current Ib of the start control valve type lead battery 4 and the current Ic of the electric double layer capacitor 71 are 0 A.
  • the state before starting the engine 10 at time 0 means a state in which the electric double layer capacitor 71 is charged by the starting control valve type lead battery 4. This is the result of charging the electric double layer capacitor 71 with the electric power of the start control valve type lead battery 4 before starting the engine 10.
  • the electric power (current) that can be output from the starting control valve type lead battery 4 in a unit time is small.
  • the starting control valve type 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 start control valve type lead battery 4. Then, in the rotation start period, the permanent magnet generator 20 is driven by the current Im, which is the sum of the current Ib discharged from the start control valve type lead battery 4 and the current Ic discharged from the electric double layer capacitor 71.
  • the start control valve type lead battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before the start by the electric power output from the start control valve type lead battery 4.
  • the start control valve type lead battery 4 supplies electric power to the permanent magnet type generator 20, and at the same time, the precharged electric double layer capacitor 71 also supplies electric power to the permanent magnet type generator 20. be able to.
  • the electric double layer capacitor 71 does not utilize the chemical reaction of electrodes like a battery. Therefore, the electric double layer capacitor 71 has a small internal resistance.
  • the volume of the electric double layer capacitor 71 is sufficient to have a capacitance capable of charging an amount of electric power for starting the engine 10 at least once, a large-capacity start control valve type lead battery such as a four-wheeled vehicle is sufficient.
  • the storage means can be made more compact than when the above is installed. Therefore, it can be mounted on the lean vehicle 1 without impairing the degree of freedom in design.
  • 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 start control valve type 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.
  • connection switch Sw1 and Sw2 states change to a state different from the state shown in FIG. 8
  • the starting control valve type 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 starting control valve type 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, for example, even if a sufficient current cannot be expected from the starting control valve type lead battery 4 in a low temperature environment, the current from the starting control valve type lead battery 4 and the current from the electric double layer capacitor 71 can be generated. can get. 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 start control valve type lead battery 4 in a parallel state before starting the engine 10.
  • the voltage of the electric double layer capacitor 71 becomes substantially equal to that of the starting control valve type lead battery 4.
  • the control device 60 is operated after the starter switch 6 is operated. Switch the connection state to the series state.
  • the sum of the voltage of the starting control valve type 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 generator 20. As a result, a voltage higher than the induced electromotive force of the permanent magnet generator 20 can be applied to the permanent magnet generator 20 up to a range of higher rotation speeds. This makes it possible to increase the rotational speed at which the permanent magnet generator 20 can be driven. 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 generator 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)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Eletrric Generators (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention concerne un véhicule inclinable permettant de réduire la fréquence d'entretien d'une batterie au plomb de démarrage. Le véhicule inclinable comprend : des roues, la forme en section transversale des surfaces de bande de roulement desdites roues étant arquée ; une machine motrice ; un moteur de démarrage ; un générateur du type à aimant permanent entraîné par le moteur et destiné à produire de l'énergie ; une batterie au plomb du type à soupape de commande de démarrage, comportant un récipient pouvant isoler à son intérieur une solution électrolytique, une électrode agencée dans le récipient et présentant une structure permettant de renvoyer un gaz produit à l'intérieur du récipient vers la solution électrolytique par absorption du gaz, et une soupape de commande permettant d'évacuer le gaz produit à l'intérieur du récipient vers l'extérieur du récipient, la batterie alimentant en énergie le moteur lors du démarrage de la machine motrice et étant chargée à l'aide de l'énergie produite par le générateur du type à aimant permanent pendant une action de combustion de la machine motrice ; et un condensateur électrique à double couche connecté à la batterie au plomb du type à soupape de commande de démarrage afin d'alimenter en énergie le générateur du type à aimant permanent lors du démarrage de la machine motrice, et présentant une certaine capacité électrostatique pouvant charger une certaine quantité d'énergie permettant de démarrer la machine motrice au moins une fois au moyen du générateur du type à aimant permanent.
PCT/JP2019/025569 2019-06-27 2019-06-27 Véhicule inclinable WO2020261477A1 (fr)

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JP4224762B2 (ja) * 2002-09-11 2009-02-18 株式会社ジーエス・ユアサコーポレーション 制御弁式鉛蓄電池
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
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US20090322286A1 (en) * 2006-07-26 2009-12-31 Vijay Jagdish Chheda Energy source
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JP4224762B2 (ja) * 2002-09-11 2009-02-18 株式会社ジーエス・ユアサコーポレーション 制御弁式鉛蓄電池
JP2006294291A (ja) * 2005-04-06 2006-10-26 Matsushita Electric Ind Co Ltd 制御弁式鉛蓄電池
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
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
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