WO2020262223A1

WO2020262223A1 - Leaning vehicle

Info

Publication number: WO2020262223A1
Application number: PCT/JP2020/024104
Authority: WO
Inventors: 日野　陽至
Original assignee: ヤマハ発動機株式会社
Priority date: 2019-06-27
Filing date: 2020-06-19
Publication date: 2020-12-30
Also published as: WO2020261474A1; JPWO2020262223A1; JP2024009992A

Abstract

The present invention provides a leaning vehicle in which an engine can be started up by a startup lithium-ion battery in a wide temperature range. The leaning vehicle comprises: vehicle wheels, which have a tread surface for grounding on the road surface and in which the cross-sectional shape of the tread surface is arcuate; an engine that has a crankshaft and outputs torque for driving the vehicle wheels from the crankshaft; a permanent-magnet-type startup motor that has a permanent magnet and that rotates the crankshaft and starts up the engine; a startup lithium-ion battery that supplies electric power to the permanent-magnet-type startup motor when the engine starts up; and an electric double layer capacitor, which is constantly connected in parallel to the startup lithium-ion battery supplying electric power to the permanent-magnet-type startup motor when the engine starts up, and which has a capacitance capable of charging the battery with an amount of power sufficient for the engine to be started up by the permanent-magnet-type startup motor at least once.

Description

Lean vehicle

The present invention relates to a lean vehicle.

Vehicles equipped with a lithium-ion battery and driving a motor using the electric power of the lithium-ion battery are known.
For example, Patent Document 1 discloses a hybrid vehicle including an engine, a motor generator, and a power storage device. The hybrid vehicle in Patent Document 1 is, for example, a four-wheeled vehicle, a two-wheeled vehicle, or a three-wheeled vehicle. A starting lithium-ion battery is used as the power storage device in Patent Document 1.
When the motor generator of Patent Document 1 functions as a generator, it receives rotational force from an engine or wheels to generate electric power, and the generated electric power is charged to a battery.
Further, the motor generator of Patent Document 1 rotates using a battery as a power source. The hybrid vehicle runs on EV by the power of the motor generator. Further, the power of the motor generator is transmitted to the output shaft of the engine during EV traveling. As a result, the engine can be started.

Lithium-ion batteries have a higher energy density than, for example, lead batteries. Therefore, according to the lithium ion battery, a large amount of electric power can be stored.

Japanese Patent No. 5735582

It is desired that a lean vehicle that starts the engine using the electric power of the lithium-ion battery for starting can start the engine in a wide temperature range while suppressing the increase in size of the vehicle.

An object of the present invention is to provide a lean vehicle capable of starting an engine with a lithium-ion battery for starting in a wide temperature range while suppressing an increase in size of the vehicle.

The present inventors examined the starting of an engine using a lithium-ion battery for starting. As a result, the present inventors have found the following.

The starting lithium-ion battery has a high energy density by utilizing the movement of lithium ions. However, the starting lithium ion battery tends to increase the transfer resistance (diffusion resistance) of lithium ions in the electrolytic solution and the resistance (charge transfer resistance) in the electrode reaction at a low temperature. In particular, the mobility of lithium ions tends to decrease at low temperatures. Therefore, the starting lithium-ion battery tends to have an increased internal resistance at a low temperature as compared with, for example, a lead battery. Therefore, the current output from the starting lithium-ion battery tends to decrease at low temperatures.

It is conceivable to install a large-capacity lithium-ion battery for starting so that the starter motor does not start the engine for a long time due to the power of the battery at low temperature. For example, a four-wheeled vehicle as a hybrid vehicle can be equipped with a large-capacity starting lithium-ion battery.

However, for lean vehicles such as two-wheeled vehicles or three-wheeled vehicles, attitude control is performed by the weight shift of the rider during running or turning. The wheels of a lean vehicle have a tread surface with an arcuate cross-sectional shape. The lean vehicle leans toward the turning center when turning. That is, the lean vehicle tilts to the left of the vehicle during a left turn and tilts to the right of the vehicle during a right turn. 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. For example, as the size of the battery increases, the outer dimensions of the vehicle body frame that receives the battery inside increase. As a result, the body of the lean vehicle becomes large. Therefore, in a lean vehicle, it is not easy to increase the capacity of the starting lithium-ion battery to the extent that sufficient electric power can be output even at a low temperature.

Therefore, the present inventors have considered in a lean vehicle, instead of increasing the capacity of the starting lithium-ion battery, an electric double layer capacitor is always connected in parallel to the starting lithium-ion battery. In this study, the present inventors have found the following.

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

However, if the electric double layer capacitor is always connected in parallel to the starting lithium ion battery, the electric double layer capacitor can be charged by the electric power output from the starting lithium ion battery before starting.
The starting lithium-ion battery and electric double layer capacitor are charged during the combustion operation of the engine. For example, because the period of combustion operation of the engine is short, the amount of charge of the electric double layer capacitor at the time when the combustion operation is stopped may be insufficient to start the engine. Also, at low temperatures, the output current of the starting lithium-ion battery can be reduced. However, even in such a case, the starting lithium-ion battery outputs a voltage due to a chemical reaction of the electrodes in the battery. Therefore, the starting lithium-ion battery can always charge the electric double layer capacitor connected in parallel. As a result, the electric double layer capacitor is charged with enough power to start the engine next time.
The electric double layer capacitor has a capacitance capable of charging an amount of electric power that starts the engine at least once. In this case, when the engine is started, the engine can be started by using the electric power charged in the electric double layer capacitor.
Electric double layer capacitors do not utilize the chemical reaction of electrodes like batteries. Therefore, the electric double layer capacitor has less increase in internal resistance at low temperature than, for example, a battery. Further, since the volume of the electric double layer capacitor is sufficient to have a capacitance capable of charging the amount of electric power for starting the engine at least once, when a large-capacity lithium-ion battery for starting such as a four-wheeled vehicle is installed. Can be made more compact than.

For example, as a connection form of the capacitor and the battery, a configuration in which the capacitor and the battery are connected in series when the engine is started can be considered instead of the constant parallel connection. However, in this configuration, when the battery is a lithium-ion battery, it is not possible to suppress the increase in size while enabling start-up even at low temperatures. The torque output by the permanent magnet start motor when starting the engine mainly depends on the current. When starting an engine, a current corresponding to the torque required to start the engine is required.
If the capacitor is connected in series with the battery when starting the engine, the voltage supplied to the permanent magnet starting motor can be increased. This voltage can affect the maximum rotational speed of the permanent magnet starter motor. However, even if the capacitor is connected in series with the battery when the engine is started, the current cannot be increased to the extent that the torque of the permanent magnet type starting motor is increased. This is because all the current that flows through the capacitor in series connection also flows through the battery.
If the capacitor and battery are connected in series when the engine is started, the battery current is substantially equal to the capacitor current. In this configuration, the capacitor current is constrained when all of the capacitor charge is discharged when the engine is started. As a result, both the capacitor current and the battery current are suppressed. That is, the use of battery power is hindered by the capacitor.
On the other hand, the constant parallel connection suppresses the obstruction by the capacitor for starting, and the current output from the lithium-ion battery can also be utilized.

Further, for example, in the situation of charging, a configuration different from the constant parallel connection can be considered. For example, it is conceivable that the battery is first charged by the current of the generator, and the capacitor is charged when the battery voltage is equal to or higher than the full charge voltage. That is, a configuration in which charging of the battery is prioritized can be considered. However, in this configuration, for example, even if the engine is started, the capacitor is not charged if the engine is stopped before the battery is fully charged. In this case, the capacitor will not be utilized at the next start, and the engine will be started with the power of the battery. In such a configuration, when the battery is a lithium ion battery, it is required to increase the size of the battery in order to start the engine at a low temperature.
On the other hand, the constant parallel connection suppresses the situation where the capacitor is not charged. Therefore, it is possible to start the engine even at a low temperature while suppressing the increase in size of the lithium ion battery.

Further, for example, it is conceivable to reduce the capacitance of the electric double layer capacitor to be less than the amount that can be charged to start the engine once. For example, the drive circuit that simply drives the starter motor may be configured to be driveable by the electric power charged in the capacitor and / or the battery. That is, although the electric power of the capacitor is smaller than the electric power of starting the engine once, it is conceivable that the drive circuit can utilize the electric power charged in the capacitor and / or the battery in the drive as a function of the drive circuit. However, when the batteries that are always connected in parallel are lithium-ion batteries, there is a possibility that the engine cannot be started if the current that can be output from the lithium-ion batteries is restricted at low temperatures. Alternatively, a larger battery is required.
On the other hand, by setting the capacitance of the electric double layer capacitor to the amount that can be charged to start the engine at least once, the engine can be started even if the current that can be output from the lithium ion battery is restricted at low temperatures. Can be done. Therefore, it is possible to suppress the increase in size of the lithium ion battery.

Further, as a capacitor capable of charging an amount of electric power for starting an engine, a lithium ion capacitor may be adopted in addition to an electric double layer capacitor. However, lithium-ion capacitors utilize chemical reactions in some of the electrodes. Therefore, the lithium ion capacitor tends to decrease the output current at low temperature due to the same principle as the lithium ion battery. Therefore, the lithium ion capacitor cannot play a role of reinforcing the output current of the starting lithium ion battery at a low temperature. Further, in the lithium ion capacitor, a lower limit voltage larger than 0V is set as the lower limit of the usable voltage range. For example, a normal lithium ion capacitor has a lower limit voltage of, for example, 2.5V. In a lean vehicle, if the voltage of the lithium ion capacitor falls below the lower limit voltage due to deterioration of the battery or leaving it for a long time, the lithium ion capacitor itself may deteriorate. The battery is a component that is supposed to be replaced according to the period, but if the lithium ion capacitor deteriorates, for example, even if the battery is replaced, the deterioration of the lithium ion capacitor is not eliminated. Even if a voltage is applied in a deteriorated state of the lithium ion capacitor, charging of the lithium ion capacitor is hindered. For this reason, lithium-ion capacitors cannot be said to be suitable for lean vehicles.
On the other hand, the electric double layer capacitor has a lower limit voltage of 0V. Therefore, even if the voltage of the electric double layer capacitor drops to 0V due to, for example, a failure of a peripheral circuit or a discharge caused by deterioration of the battery, the electric double layer capacitor itself does not deteriorate. That is, the electric double layer capacitor can be charged and discharged even after the voltage becomes 0 V once. Further, as described above, the electric double layer capacitor has a smaller increase in internal resistance at low temperatures than, for example, a lithium ion capacitor. Therefore, the electric double layer capacitor, which is always connected in parallel with the lithium-ion battery for starting, charges the amount of electric power for starting the engine and outputs a current for starting the engine based on the charged electric power. Can be done.

The present inventors have considered a configuration in which an electric double layer capacitor having a capacitance capable of charging an amount of electric power for starting an engine at least once is always connected in parallel with a lithium-ion battery for starting. Since the volume of the electric double layer capacitor is sufficient to have enough capacitance to charge the electric power for starting the engine of the lean vehicle at least once, a large-capacity lithium-ion battery for starting such as a four-wheeled vehicle is installed. It can be made smaller than the case. Further, even when the starting lithium ion battery whose output current tends to be small at a low temperature is used for starting the engine, it is possible to suppress the increase in size of the starting lithium ion battery. With this configuration, the present inventors have found that the engine can be started in a wide temperature range while suppressing the increase in size of the vehicle in the lean vehicle by taking advantage of the feature of the high energy density of the lithium-ion battery for starting in the lean vehicle. It was.

The lean vehicle of the present invention made based on the above findings has the following configuration.

(1) A lean vehicle that tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
The lean vehicle
A wheel having a tread surface for grounding with the road surface and having an arcuate cross-sectional shape of the tread surface.
An engine that has a crankshaft and outputs torque for driving the wheels from the crankshaft,
A permanent magnet type starting motor having a permanent magnet and rotating the crankshaft to start the engine,
A starting lithium-ion battery that supplies power to the permanent magnet starting motor when the engine is started,
It is always connected in parallel with the starting lithium-ion battery that supplies electric power to the permanent magnet type starting motor when the engine is started, and the permanent magnet type starting motor charges an amount of electric power that starts the engine at least once. With an electric double layer capacitor with possible capacitance,
To be equipped.

The lean vehicle in the above configuration includes wheels, an engine, a permanent magnet starter motor, a starting lithium-ion battery, and an electric double layer capacitor.
The wheel has a tread surface having an arcuate cross-sectional shape. Therefore, the lean vehicle can 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 starting lithium-ion battery powers the permanent magnet starting motor when the engine is started. The electric power (current) that can be output from a starting lithium-ion battery in a unit time at a low temperature is smaller than, for example, a lead battery having the same capacity. It is not easy to increase the capacity of the starting lithium-ion battery in a lean vehicle that runs incline when turning.
The starting lithium-ion battery included in the lean vehicle of this configuration is always connected in parallel with the electric double layer capacitor. Therefore, the electric double layer capacitor can be charged before starting by the electric power output from the starting lithium ion battery. Further, the electric double layer capacitor is always connected in parallel with the starting lithium ion battery. Therefore, when the engine is started, the starting lithium-ion battery can supply electric power to the motor, and at the same time, the precharged electric double layer capacitor can also supply electric power to the motor. That is, the electric power charged in the electric double layer capacitor and the electric power of the starting lithium ion battery are supplied to the permanent magnet type starting motor.
Further, for example, even when the charge amount of the starting lithium ion battery is smaller than that in the fully charged state, the starting lithium ion battery outputs a voltage due to the reaction of the electrodes. Therefore, the starting lithium-ion battery can charge the electric double layer capacitor which is always connected in parallel before starting the engine, for example, even when the charge amount is small.
The electric double layer capacitor connected in parallel with the starting lithium-ion battery has a capacitance capable of charging an amount of electric power for starting the engine at least once. Electric double layer capacitors do not utilize the chemical reaction of electrodes like batteries. Therefore, the electric double layer capacitor has less increase in internal resistance at low temperature than, for example, a battery. Therefore, the volume of the electric double layer capacitor required for the output current is small. Further, the volume of the electric double layer capacitor corresponds to the capacitance capable of charging an amount of electric power for starting the engine at least once. Therefore, the electric double layer capacitor can be miniaturized. Further, the volume of the starting lithium ion battery can be reduced as compared with the case where the capacity of the starting electric double layer capacitor is maintained to such an extent that the engine can be started at a low temperature without, for example, the starting electric double layer capacitor. Therefore, for example, the starting lithium ion battery can be miniaturized as compared with the case where the starting lithium ion battery is mounted without an electric double layer capacitor connected in parallel at all times.

The configuration in which the capacitor is always connected in parallel with the battery is different from, for example, the configuration in which the capacitor is connected in series with the battery when the engine is started.
In series connection, if the current through the battery is limited, the current through the capacitor is also limited. That is, the torque of the permanent magnet type starting motor is limited. Therefore, in a configuration in which the capacitor is connected in series with the battery when the engine is started, the engine is started by the starting lithium ion battery in a wide temperature range including low temperature, so that the starting lithium ion battery is required to be increased. As a result, the body of the lean vehicle becomes large.

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

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

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

According to the above configuration, the crankshaft is rotated for a period of time so that the engine can be started in a wide temperature range including low temperature without increasing the capacity of the starting lithium-ion battery as in the case of a four-wheeled vehicle, for example. Can be done.

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

According to the above configuration, the electric double layer capacitor connected in series can have a storage capacity capable of starting the engine even when the starting lithium ion battery provided in the lean vehicle does not function.

(4) Any one of (1) to (3) lean vehicle
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 lithium ion battery is removed from the vehicle body of the lean vehicle.

According to the above configuration, the electric double layer capacitor is attached to the vehicle body even if the starting lithium-ion battery is removed from the vehicle body for replacement, for example. Therefore, for example, even if the life of the starting lithium-ion battery is reached, the engine can be started by the starting lithium-ion battery in a wide temperature range including a low temperature simply by replacing the starting lithium-ion battery in the lean vehicle. ..

(5) Any one of (1) to (4) lean vehicle
The permanent magnet type starting motor includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet start motor and a stator having windings provided so as to pass through the slots are provided.
The number of magnetic poles is larger than the number of the plurality of teeth.

According to the above configuration, for example, a winding having a small electric resistance can be adopted in order to increase the torque at the time of starting the permanent magnet type starting motor while suppressing the loss when the permanent magnet type starting motor generates electric power. .. According to the above configuration, when the engine is started at a low temperature, a large current corresponding to the acceptance of the permanent magnet type starting motor can be supplied. Therefore, it is easy to start the engine with the lithium-ion battery for starting in a wide temperature range including low temperature.

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

According to the above configuration, 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.

(7) A lean vehicle of any one of (1) to (6).
The starting lithium-ion battery has a rectangular parallelepiped shape having length, width, and height, and has positive and negative terminals on the upper surface including the length, width, and length, which is the shortest of the height. Is provided,
The electric double layer capacitor is any one of 5 to 7 cylinders connected in series with each other, and has a diameter φ and a height Lc of the electric double layer capacitor and the lateral length of the upper surface portion. The relationship between Lb and the vertical length W is as shown in the following equations (A) and (B).
(Lb / 7) ≤ φ ≤ (Lb / 5) (A)
Lc ≤ W (B)

The relationship between the diameter φ and height Lc of the cylindrical electric double layer capacitor and the horizontal length Lb and the vertical length W of the upper surface of the rectangular starting lithium-ion battery is described in the above equation (A) and In the case of (B), it is possible to arrange 5 to 7 electric double layer capacitors side by side in a region narrower than the bottom surface of the starting lithium ion battery. By connecting 5 to 7 electric double layer capacitors in series, the electric double layer capacitors can have a maximum working voltage capable of operating with a starting lithium ion battery. Further, since the electric double layer capacitor has a height Lc defined by the above formula, it is possible to charge an amount of electric power for starting the engine at least once.

In the design of the lean vehicle, the peripheral parts of the battery are arranged while considering the dimensions of the lithium-ion battery for starting. For example, when a cover is arranged around the starting lithium-ion battery, a space is provided inside the cover in consideration of the dimensions of the starting lithium-ion battery.

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

Lean vehicle is a type of saddle-mounted vehicle. A lean vehicle is a vehicle that rides in a riding style. The driver sits across the saddle of the lean vehicle. Examples of lean vehicles include scooter type, moped type, off-road type, and on-road type motorcycles. 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. Here, 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. For example, 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. For example, 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. When a groove is formed on the tread surface of the tire, 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. On the other hand, the wheels of a vehicle other than the lean vehicle (for example, an automobile) have a flat tread surface having a relatively flat contact surface with the road surface, and can be clearly distinguished from the above-mentioned wheels.

The permanent magnet type starting motor has a permanent magnet. For example, the configuration in which the rotor is provided with a coil instead of a permanent magnet is different from the motor in this configuration.
The magnetic starting motor is, for example, a magnetic starting generator. However, the magnetic starting motor may be a motor that is not used as a generator.
The motor of the engine starting device includes, for example, an outer rotor type motor, an inner rotor type motor, and an axial gap type motor. Further, examples of the motor of the engine starting device include a brush motor and a brushless motor with an inverter.
The permanent magnet starter motor starts the engine at least with the crankshaft not rotating. That is, the permanent magnet starter motor starts the engine, at least with the lean vehicle stopped. However, the permanent magnet type start motor may start the engine in a state where the crankshaft is rotating or in a state where the lean vehicle is running.

The starting lithium-ion battery is a battery used as an energy supply source for starting an engine. The starting lithium-ion battery is a battery that can be charged and discharged. That is, the battery is a storage battery. A battery is a secondary battery that charges and discharges by a chemical reaction of electrodes. Batteries are charged and discharged by oxidation and reduction reactions of electrodes. Batteries store the charged power as chemical energy. Batteries convert stored chemical energy into electrical energy. The terminal voltage of the battery is not proportional to the amount of power stored in the battery. The starting lithium-ion battery stores electric power as chemical energy. Therefore, for example, the charged electric power can be maintained for a long non-charging period from the stop of the engine to the start of the next engine. In this respect, starting lithium-ion batteries differ from capacitors that include lithium-ion capacitors.
For example, the power charged in a capacitor is likely to be lost in a relatively short non-charging period. For example, a capacitor having a size large enough to be mounted on a lean vehicle discharges the electric power required for starting an engine in a shorter period of time as compared with a lithium-ion battery for starting the engine, even if the electric power is stored.
The maximum discharge rated current of the starting lithium-ion battery is smaller than the maximum charge rated current. However, as the starting lithium-ion battery, a type having a maximum discharge rated current larger than the maximum charge rated current may also be adopted.
A starting lithium-ion battery is a battery that stores electric power for starting an engine. The starting lithium-ion battery is used at least for starting the engine when the crankshaft is not rotating. That is, the starting lithium-ion battery is used at least for starting the engine when the lean vehicle is stopped. However, the starting lithium-ion battery may be used for starting the engine when the crankshaft is rotating or when the lean vehicle is running.

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. Electric double layer capacitors have Equivalent Series Inductance (ESL) as a parasitic inductance that is larger than smoothing electric double layer capacitors.
Electric double layer capacitors are different from, for example, lithium ion capacitors. For example, an electric double layer capacitor has a lower limit voltage at discharge of 0 V. The lower limit voltage at the time of discharge is a voltage that causes significant irreversible deterioration of the battery when the voltage is set to be lower than that at the time of discharge including natural discharge.
The lower limit voltage at the time of discharge of the lithium ion capacitor is larger than 0V. The lower limit voltage at the time of discharge of the lithium ion capacitor is, for example, 2.5V. Therefore, for example, when a lean vehicle is provided with a lithium ion capacitor, for example, when the voltage of the lithium ion capacitor connected to the battery falls below the lower limit voltage at the time of discharge due to a battery failure or long-term neglect, the lithium ion capacitor deteriorates. Resulting in. Deterioration of lithium ion capacitors is irreversible. Therefore, even if the battery is replaced after that, the performance due to the parallel connection of the lithium ion capacitors cannot be recovered.
On the other hand, the electric double layer capacitor does not deteriorate even if the voltage is 0V. Therefore, if the failed battery is replaced, the performance of the parallel connection can be restored.
In addition, since the electric double layer capacitor does not deteriorate even if the voltage is 0V, for example, when the failed battery is removed and the engine is started by the kick operation of the rider, or when the electric power is electrically connected to another vehicle. When supplied, it can store a minimum amount of power to start the engine.

The starting lithium-ion battery and the electric double layer capacitor are always connected in parallel. For example, a starting lithium-ion battery and an electric double layer capacitor are connected without a switching device composed of transistors. Therefore, the device including the connection structure is simple and miniaturized.
However, the connection state is not limited to this, and the electric double layer capacitor may be connected to the starting lithium ion battery via a switch for temporarily switching the connection state at the time of maintenance, for example.
Also, for example, 5 to 7 electric double layer capacitors are connected in series. However, the number of serial connections is not particularly limited, and may be, for example, 4 or less, or 8 or more. Further, a second set different from the first set may be connected in parallel to the first set composed of the electric double layer capacitors connected in series. A third set may be connected in parallel with the second set. Each of the second set and the third set is a capacitor connected in series. That is, a series-parallel configuration can also be adopted. However, the units (sets) in the series-parallel configuration are connected in series, and a plurality of units are connected in parallel.

For example, when an electric double layer capacitor is connected in parallel with a battery when viewed from the engine starter, it is electrically connected so that the currents from both the electric double layer capacitor and the battery merge and flow to the engine starter. It means that it has been done. 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. Further, the state in which the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starting device includes a state in which a device other than the wiring is inserted between the battery and the electric double layer capacitor. For example, when the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starter, a connector (coupler) that electrically switches between the battery and the electric double layer capacitor depending on the operation. Includes states that include. Further, for example, the state in which the electric double layer capacitor is connected in parallel with the battery when viewed from the engine starting device includes a state in which an electric component other than the connector is inserted between the battery and the electric double layer capacitor. Examples of such electrical components include switches, relays, resistors, connection terminals, and fuses. The wiring is, for example, a lead wire. However, the wiring is not limited to one composed of one lead wire, and may be a plurality of connected lead wires. Wiring also includes equipment whose main function is conduction. For example, wiring includes connectors, switches, relays, resistors, connection terminals, and fuses.

The terminology used herein is for the purpose of defining only specific embodiments and is not intended to limit the invention.
As used herein, the term "and / or" includes any or all combinations of one or more related enumerated components.
As used herein, 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.
As used herein, the terms "attached", "combined" and / or their equivalents are widely used and are both direct and indirect attachments and bindings unless otherwise specified. Including.
Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.
Terms such as those defined in commonly used dictionaries should be construed to have meaning consistent with the relevant technology and in the context of this disclosure and are expressly defined herein. Unless it is, it will not be interpreted in an ideal or overly formal sense.
It is understood that a number of techniques and processes are disclosed in the description of the present invention.
Each of these has its own benefit and each may be used in conjunction with one or more of the other disclosed technologies, or in some cases all.
Therefore, for clarity, this description refrains from unnecessarily repeating all possible combinations of individual steps.
Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims.
This specification describes a new lean vehicle.
In the following description, for purposes of illustration, a number of specific details are given to provide a complete understanding of the invention.
However, it will be apparent to those skilled in the art that the present invention can be practiced without these particular details.
The present disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.

According to the present invention, it is possible to realize a lean vehicle in which an engine can be started by a lithium-ion battery for starting in a wide temperature range.

It is a figure which shows typically the lean vehicle which concerns on one Embodiment of this invention. It is a figure which shows typically the lean vehicle and the electric system which are the 1st application example of the embodiment shown in FIG. It is an external view which shows the starting lithium ion battery and the electric double layer capacitor shown in FIG. It is a partial cross-sectional view schematically showing the schematic structure of the engine unit shown in FIG. It is sectional drawing which shows the cross section perpendicular to the rotation axis of the permanent magnet type start motor shown in FIG. It is a circuit diagram which shows the electric schematic structure of the lean vehicle shown in FIG. It is a chart which shows the change of the electric current at the time of starting an engine in the lean vehicle shown in FIG. It is a circuit diagram which shows the electrical schematic structure of the lean vehicle in the 2nd application example. It is a figure explaining the arrangement example of the starting lithium ion battery and the electric double layer capacitor in the 3rd application example.

Hereinafter, the present invention will be described based on the embodiments with reference to the drawings.

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

The lean vehicle 1 shown in FIG. 1 includes

wheels

3a and 3b, an engine 10, a permanent magnet type starting motor 20, a starting lithium ion 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. As shown in part (b) of FIG. 1, 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. In addition, 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. When the

wheels

3a and 3b are in contact with the road surface, 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. However, the shape of the portions of the

wheels

3a and 3b that come into contact with the road surface is not the cross-sectional shape of the tread surface TR in the state of not contacting the road surface as described above.
The tread surfaces of the

wheels

3a and 3b have an arcuate cross-sectional shape without contacting the road surface. The shape of the tread surface of the

wheels

3a and 3b is different from that of, for example, a four-wheeled vehicle.
The contact area between the

wheels

3a and 3b and the road surface from a macroscopic viewpoint excluding the grooves formed on the tread surface TR and the unevenness due to scratches changes continuously with the tilting motion of the lean vehicle 1.

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

The permanent magnet type starting motor 20 has a permanent magnet. More specifically, the permanent magnet type starting motor 20 includes a permanent magnet portion 37 composed of a permanent magnet.

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

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

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

The electric path from the electric double layer capacitor 71 to the permanent magnet type starting motor 20 is not provided with a fuse, or is provided with a fuse of 50 A or more (not shown).
For example, when a fuse of less than 50 A is provided, if the starting lithium ion battery 4 does not function and is started by the current from the electric double layer capacitor 71, the fuse may be blown and the start may not be possible. is there.
By configuring the electric path from the electric double layer capacitor 71 to the permanent magnet type start motor 20 without a fuse or with a fuse of 50 A or more (not shown), it is possible to suppress the occurrence of a situation in which the start cannot be performed due to the fuse blown at the time of starting. ..
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 pressure resistance 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 starting lithium-ion 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 is started by supplying electric power to the permanent magnet type starting motor 20. be able to. The electric double layer capacitor 71 can also start an engine having a displacement (stroke capacity) of 100 mL or more, for example.

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

The electric double layer capacitor 71 is always connected in parallel with the starting lithium ion battery 4, for example. 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.

However, 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.
For example, when the lean vehicle 1 is provided with only one electric double layer capacitor 71, 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. In this case, the voltage discharged from only one electric double layer capacitor 71 is boosted by the boosting means and used. In this case, 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.
In the present embodiment, by having five or more electric double layer capacitors 71, it is connected to the starting lithium ion battery 4 without using a step-down means. Since the five or more electric double layer capacitors 71 can be charged at a high voltage, a large electric charge can be charged as compared with the case of only one electric double layer capacitor. That is, the storage capacity is large.

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

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

With the configuration shown in FIG. 1, the starting lithium-ion battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started. The current that can be output from the starting lithium-ion battery 4 in a unit time at a low temperature is smaller than, for example, a lead battery having the same capacity. However, the starting lithium-ion battery 4 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before starting by the electric power output from the starting lithium ion battery 4.
When the engine 10 is started, the starting lithium-ion battery 4 can supply electric power to the permanent magnet type starting motor 20, and at the same time, the precharged electric double layer capacitor 71 can also supply electric power to the permanent magnet type starting motor 20. it can. The electric double layer capacitor 71 does not utilize the chemical reaction of the electrodes like the starting lithium ion battery 4. Therefore, in the electric double layer capacitor 71, the increase in internal resistance at low temperature is small as compared with, for example, the starting lithium ion battery 4. Therefore, the electric double layer capacitor 71 can suppress a decrease in output current at a low temperature as compared with, for example, the starting lithium ion battery 4. Further, the volume of the electric double layer capacitor 71 can be made compact because the capacitance capable of charging the electric power for starting the engine 10 at least once is sufficient. Therefore, it can be mounted on the lean vehicle 1 that travels so as to incline when turning without impairing the degree of freedom in vehicle design.
In this way, by connecting the electric double layer capacitor 71 having a capacitance capable of charging the amount of electric power for starting the engine 10 at least once, the low temperature without increasing the capacity of the starting lithium ion battery 4 The engine 10 can be started by the starting lithium-ion battery 4 in a wide temperature range including.

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

FIG. 2 is a diagram schematically showing a lean vehicle and an electric system, which is a first application example 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.
In the application examples shown in FIGS. 2 and 2, the elements corresponding to the embodiments shown in FIG. 1 will be described with the same reference numerals as those in FIG.

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

The lean vehicle 1 has a front wheel 3a and a rear wheel 3b, and the wheel 3a and the wheel 3b have a tread surface TR for grounding with the road surface. The tread surfaces of the

wheels

3a and 3b of the lean vehicle 1 have an arcuate cross-sectional shape without contacting the road surface.

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

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

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

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

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

The starting lithium-ion battery 4 and the electric double layer capacitor 71 are physically separate from each other. The starting lithium ion battery 4 and the electric double layer capacitor 71 are separately provided with respect to the vehicle body 2. The starting lithium-ion 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 lithium ion battery 4 so as not to come off from the vehicle body 2 when the starting lithium ion 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 lithium ion battery 4 is removed from the vehicle body 2. More specifically, the electric double layer capacitor 71 and the starting lithium ion battery 4 are attached to the vehicle body 2 by members different from each other.
The electric double layer capacitor 71 can be provided so that it can be taken out from the vehicle body 2 on condition that the starting lithium ion battery 4 is taken out from the vehicle body 2. For example, the vehicle body 2 is provided with a storage recess for accommodating both the electric double layer capacitor 71 and the starting lithium ion battery 4, and the electric double layer capacitor 71 is arranged deeper than the starting lithium ion battery 4. There is.
Further, the electric double layer capacitor 71 may be provided so that the starting lithium ion 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 lithium ion battery 4 and the inverter 21 based on the wiring distance. That is, the electric double layer capacitor 71 is arranged at a position closer to the inverter 21 than the starting lithium ion 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 type starting motor 20 via the inverter 21 is the permanent magnet type from the starting lithium ion battery 4 to the inverter 21. It is shorter than the wiring distance to the starting motor 20.

The permanent magnet type starting motor 20 rotates the crankshaft 15 by the electric power of the starting lithium ion battery 4. As a result, the permanent magnet type start motor 20 starts the engine 10.
Since the electric double layer capacitor 71 and the starting lithium ion battery 4 are always connected in parallel, the permanent magnet type starting motor 20 is charged with the electric power charged in the electric double layer capacitor 71 and the starting lithium ion battery 4. The crank shaft 15 is rotated by both of the generated electric power.

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

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

FIG. 3 is an external view showing the starting lithium ion 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.

[Lithium-ion battery]
The starting lithium-ion battery 4 shown in FIG. 3 has a rectangular parallelepiped shape. The starting lithium-ion battery 4 has a top surface 4a, a bottom surface 4b, and four side surfaces 4c.
The starting lithium ion battery 4 and the electric double layer capacitor 71 shown in FIGS. 2 and 3 have a posture in which the upper surface 4a (FIG. 3) of the starting lithium ion battery 4 faces upward in the lean vehicle 1 in an upright state. Placed in. However, the starting lithium ion 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 starting lithium-ion battery 4 has a positive terminal 41 and a negative terminal 42. The

terminals

41 and 42 are provided in recesses provided on the upper surface portion of the starting lithium ion battery 4.

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

[Capacitor]
The lean vehicle 1 (see FIG. 2) 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 starting lithium ion battery 4 having the same capacity.
In particular, the electric double layer capacitor 71 has less restrictions on the charging current at low temperatures than the starting lithium ion battery 4. Therefore, the electric double layer capacitor 71 can store a larger amount of electric power in a shorter time than the starting lithium ion battery 4 having the same capacity. Further, the electric double layer capacitor 71 has less restrictions on the discharge current at a low temperature than the lithium ion battery 4 for starting. Therefore, the electric double layer capacitor 71 can be discharged with a larger current than the starting lithium ion battery 4 having the same capacity.

The electric double layer capacitor 71 shown in FIG. 3 has a capacitance capable of charging the electric power for rotating the crank shaft 15 so that the permanent magnet type starting motor 20 starts the engine 10 at least once. .. Therefore, even if the starting lithium-ion 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 starting lithium-ion 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). However, since the capacity scale is matched with, for example, the starting lithium-ion 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.
Also in the present specification, 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.

[Along with capacitor shape]
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. For example, six electric double layer capacitors 71 are arranged in six rows. A pair of lead wires 71a and 71b protrude from one of the two bottom surfaces (upper surface and lower surface) of the cylindrical electric double layer capacitor 71. Each electric double layer capacitor 71 is lined up with the bottom surface on which the lead wires 71a and 71b protrude toward the circuit board 72.

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

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

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

The electric double layer capacitor 71 preferably has a capacity capable of charging the electric power for rotating the crankshaft 15 for the permanent magnet type starting motor 20 to start the engine 10 for at least 0.5 seconds. As a result, the engine 10 operates for at least one cycle including the compression stroke. This enables combustion operation.
For example, when the current supplied to the permanent magnet type starting motor 20 for rotating the crankshaft 15 is 100 A or more, the electric power for rotating the crankshaft 15 for 0.5 seconds is larger than 200 J. Since the electric double layer capacitor 71 has a capacity of 30 F or more, when the standard operating voltage in the lean vehicle 1 is 12 V, the electric double layer capacitor 71 as a whole can store electric power larger than 400 J. When 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 start motor 20 rotates the crankshaft 15 to start the engine 10 for at least 0.5 seconds.

Further, the electric double layer capacitor 71 has a capacity of being substantially fully charged within 20 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. When the engine 10 is in the idling state for 20 seconds, the engine 10 can be restarted by the electric power of the electric double layer capacitor 71 after the engine 10 is stopped.
For example, when the average current supplied from the permanent magnet start motor 20 to the engine 10 in the idling state is 20 A, the power supplied to the electric double layer capacitor 71 in 20 seconds is larger than 400 J. Since 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. That is, the electric double layer capacitor 71 is fully charged within 20 seconds by the electric power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. As a result, the permanent magnet type starting motor 20 can rotate the crankshaft 15 to start the engine 10 for a maximum of 0.5 seconds.

The electric double layer capacitor 71 may have a capacity capable of charging the electric power for rotating the crankshaft 15 in order to start the engine 10 for the permanent magnet type starting motor 20 to be longer than at least 1 second. As a result, the engine 10 can be started at least once. When the current supplied to the permanent magnet type starting motor 20 is 100A, the electric power for rotating the crankshaft 15 for longer than 1 second is larger than about 400J. Since the electric double layer capacitor 71 has a capacity of 50 F or more, the crankshaft 15 can be rotated to start the engine 10 for longer than 1 second.
Here, the engine 10 is started when the lean vehicle 1 is stopped and the crankshaft 15 is stopped rotating.
Further, the electric double layer capacitor 71 becomes a standard operating voltage in the lean vehicle 1 within 20 seconds by the power generated by the permanent magnet type starting motor 20 when the engine 10 is idling. The electric double layer capacitor 71 has a capacity of less than 400F, for example.

Further, as 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. In this case, the electric double layer capacitor 71 has a capacity of less than 200F, for example. When the engine 10 is in the idling state for 10 seconds, the engine 10 can be restarted by the electric power of the electric double layer capacitor 71 after the engine 10 is stopped.

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

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

Further, the control device 60 of this application example also has 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.

As shown in part (d) of FIG. 2, the permanent magnet type starting motor 20, the starting lithium ion battery 4, the electric double layer capacitor 71, the main relay 75, the control device 60 including the inverter 21, and the electric device L are It is electrically connected by wiring J. For the sake of legibility, 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. Further, the wiring J may include a connector for relaying a lead wire, a fuse, and a connection terminal. The illustration of connectors, fuses, and connection terminals is omitted. Further, in the physical wiring diagram of the part (d) of FIG. 2, the 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.

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

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

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.
Further, the engine 10 is provided with a spark plug 19.

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

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

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

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

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

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. In this application example, a total of 18 tooth portions 43 are provided at intervals in the circumferential direction. In other words, 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.

A winding W is wound around each tooth portion 43. That is, the multi-phase winding W is provided so as to pass through the slot SL. FIG. 5 shows a state in which the winding W is in the slot SL.

The permanent magnet type starting motor 20 is a three-phase generator. Each of the windings W belongs to any of U phase, V phase, and W phase. The windings W are arranged so as to be arranged in the order of, for example, U phase, V phase, and W phase.

When the engine 10 is operating while the lean vehicle 1 is running, the power generated by the permanent magnet type starting motor 20 charges the starting lithium ion battery 4 and the electric double layer capacitor 71. When the starting lithium-ion battery 4 and the electric double layer capacitor 71 are fully charged, the power generated by the permanent magnet type starting motor 20 is consumed as heat, for example, by short-circuiting the windings without being used for charging. For example, in order to increase the torque at the time of starting in the permanent magnet type starting motor 20, if a thick winding having a small electric resistance is adopted, the electric power consumed as heat when fully charged also increases. That is, the loss increases.
When the motor generates electricity, the current flowing through the winding W is affected by the impedance generated in the winding W itself. Impedance is an element that hinders the current flowing through the winding W. Impedance includes the product of rotational speed ω and inductance. Here, the rotation speed ω actually corresponds to the number of magnetic pole portions passing near the tooth portion in a unit time. That is, the rotation speed ω is proportional to the ratio of the number of magnetic poles to the number of teeth in the motor and the rotation speed of the rotor.
The permanent magnet type starting motor 20 shown in FIG. 5 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 43. That is, the permanent magnet type starting motor 20 has a number of magnetic pole portions 37a that is larger than the number of slots SL. Therefore, the winding W has a large impedance. Therefore, when the starting lithium ion battery 4 and the electric double layer capacitor 71 are fully charged, less power is consumed as heat. Therefore, in order to increase the torque at the time of starting in the permanent magnet type starting motor 20, a thick winding having a small electric resistance can be adopted.
The lean vehicle 1 includes an electric double layer capacitor 71 that is always connected in parallel to the starting lithium ion battery 4. Therefore, when the permanent magnet type starting motor 20 that accepts a large current and increases the torque at the time of starting is 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 starting motor 20 is connected to the crankshaft 15 so as to rotate according to the rotation of the crankshaft 15.

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

As shown in FIG. 6, the permanent magnet type starting motor 20 is electrically connected to the electric double layer capacitor 71 via the inverter 21. The permanent magnet type starting motor 20 is electrically connected to the starting lithium ion 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 starting lithium ion battery 4. The plurality of switching units 211 thereby switch the passage / interruption of the current between the multi-phase winding W and the starting lithium ion battery 4. That is, the plurality of switching units 211 control the current flowing between the starting lithium ion battery 4 and the permanent magnet type starting motor 20. More specifically, when the permanent magnet type starting motor 20 functions as a starter motor, energization and energization stop for each of the plurality of phases of the winding W are switched by the on / off operation of the switching unit 211. When the permanent magnet type starting motor 20 functions as a generator, the on / off operation of the switching unit 211 switches the passage / cutoff of the current between each of the windings W and the starting lithium ion battery 4. By sequentially switching the switching unit 211 on and off, the rectification of the three-phase alternating current output from the permanent magnet type starting motor 20 and the voltage control are performed.

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

Both the starting lithium-ion battery 4 and the electric double layer capacitor 71 are electrically connected to the inverter 21 of the permanent magnet type starting motor 20 via the main relay 75. Both the starting lithium-ion battery 4 and the electric double layer capacitor 71 are electrically connected to the electric device L via the main relay 75. Both the starting lithium-ion battery 4 and the electric double layer capacitor 71 are electrically connected to the permanent magnet type starting motor 20 via the main relay 75.
Both the starting lithium-ion battery 4 and the electric double layer capacitor 71 are electrically connected to the control device 60.
The electric double layer capacitor 71 is a capacitor separate from the smoothing capacitor 61. The electric double layer capacitor 71 is connected in parallel with the smoothing capacitor 61. The electric double layer capacitor 71 stores electric power for driving the permanent magnet type starting motor 20. On the other hand, 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. In this application example, components such as a connector, a fuse, a connection terminal, and a current adjusting resistor can be considered to be electrically included in the wiring, and thus illustration and description thereof will be omitted. The fuse may not be included in the device shown in FIG.

All of the electric double layer capacitors 71 shown in FIG. 6 are connected in series. That is, almost all the current flowing through one electric double layer capacitor 71 flows through the remaining electric double layer capacitor 71.
The state in which the circuit including the starting lithium ion battery 4 is closed by operating the main relay 75 in FIG. 6 is referred to as an on state of the main relay 75.
The main switch 5 is turned on by operation. When the main switch 5 is in the on state, the main relay 75 is in the on state.
As shown in the circuit diagram of FIG. 6, the electric double layer capacitor 71 and the starting lithium ion battery 4 are connected in parallel when viewed from the inverter 21. The circuit including the inverter 21, the electric double layer capacitor 71, and the starting lithium ion battery 4 includes a main relay 75. When viewed from the inverter 21, the electric double layer capacitor 71 and the starting lithium-ion battery 4 are always connected in parallel. Therefore, when the engine is started when the main relay 75 is on and the starter switch 6 is on, The current output from the starting lithium-ion battery 4 and the current output from the electric double layer capacitor 71 merge and flow to the inverter 21.

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

The circuit diagram 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.

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

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

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 lithium-ion battery 4. Above 0A on the vertical axis shows the charging current of the starting lithium ion battery 4 and the electric double layer capacitor 71, and below 0A shows the discharging current. Note that 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. As a specific starting condition, the starter switch 6 is operated so as to be in the ON state for a predetermined period of time. During this period, the inverter 21 supplies a current to the windings of each phase of the permanent magnet start motor 20 so as to rotate the permanent magnet start motor 20 under the control of the control device 60. That is, a predetermined start-up period (for example, 0.5 seconds) is obtained. As a result, the permanent magnet type starting motor 20 rotates the crankshaft 15 over the starting period. During this period, the combustion operation of the engine 10 is not performed. Next, a predetermined stop period (for example, 3 seconds) is obtained, after which the starter switch 6 is operated to be turned on again for the start period. In this way, the start period and the stop period are alternately repeated.
The first part (for example, 0.05 seconds) of the start period corresponds to the rotation start period. The impedance of the winding of the permanent magnet type start motor 20 is small until the permanent magnet type start motor 20 that is stopped starts rotating. That is, during the rotation start period of the start period, a larger inrush current flows through the permanent magnet type start motor 20 than during rotation after the rotation start period.
This current corresponds to the torque for the permanent magnet start motor 20 to start the rotation of the crankshaft 15 of the engine 10.

The electric double layer capacitor 71 is connected to the starting lithium ion battery 4. The current Im flowing through the inverter 21 is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71. As shown in FIG. 7, in the rotation start period of the start period, the current Im, which is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71, is the inverter. It flows to 21.
During the rotation start period, a large current Ic is discharged from the electric double layer capacitor 71, so that a large current Im of the inverter 21 is obtained. That is, as the current Im of the inverter 21, a current sufficient for starting the engine 10 can be obtained. Therefore, the rotational speed of the crankshaft 15 is rapidly increased, and the startability of the engine 10 can be obtained.
The engine 10 can be started even when a sufficient current for starting the engine 10 is not output from the starting lithium ion battery 4 at a low temperature.

After the rotation start period elapses, the impedance of the winding of the permanent magnet type start motor 20 increases as the crankshaft 15 starts to rotate. As a result, both the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71 are reduced.
The current Ic discharged from the electric double layer capacitor 71 is smaller than the current Ib discharged from the starting lithium ion battery 4. This is because as the impedance of the winding of the permanent magnet type starting motor 20 increases, the voltage drop in the winding of the permanent magnet type starting motor 20 becomes large, and the terminal voltage of the permanent magnet type starting motor 20 and the electric power after discharge are increased. This is considered to be because the difference from the terminal voltage of the multilayer capacitor 71 is reduced. In other words, since the fluctuation of the terminal voltage due to the discharge of the starting lithium ion battery 4 is smaller than the fluctuation of the terminal voltage due to the discharge of the electric double layer capacitor 71, the rotation start period of the starting lithium ion battery 4 elapses. It is considered that the change in the discharge current afterwards is small.

In the stop period after the start period, the starter switch 6 is in the off state. During this period, the control device 60 stops the supply of current by the inverter 21 to the permanent magnet type start motor 20. Therefore, the current Im flowing through the inverter 21 is 0. During this stop period, the current Ic of the electric double layer capacitor 71 indicates charging, and the current Ib of the starting lithium ion battery 4 indicates discharging. This indicates that the electric double layer capacitor 71 whose terminal voltage has dropped due to the discharge during the starting period is charged by the power of the starting lithium ion battery 4. Charging of the electric double layer capacitor 71 by the electric power of the starting lithium ion battery 4 continues until the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the starting lithium ion battery 4. In the example of FIG. 7, the next starting period is started before the terminal voltage of the electric double layer capacitor 71 becomes equal to the terminal voltage of the starting lithium ion battery 4.

Before the start start period, for example, at time 0, both the current Ib of the starting lithium ion battery 4 and the current Ic of the electric double layer capacitor 71 are 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 lithium ion battery 4.
This is the result of the electric double layer capacitor 71 being charged by the electric power of the starting lithium ion battery 4 before the engine 10 is started.
As described above, the electric power (current) that can be output from the starting lithium-ion battery 4 in a unit time is small. However, the starting lithium ion battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before the rotation start period by the electric power output from the starting lithium ion battery 4. Then, in the rotation start period, the permanent magnet type start motor 20 is driven by the current Im, which is the sum of the current Ib discharged from the starting lithium ion battery 4 and the current Ic discharged from the electric double layer capacitor 71.

The starting lithium-ion battery 4 supplies electric power to the permanent magnet type starting motor 20 when the engine 10 is started. Especially at low temperatures, the electric power (current) that can be output from the starting lithium-ion battery 4 in a unit time is smaller than, for example, a lead battery having the same capacity.
However, the starting lithium ion battery 4 included in the lean vehicle 1 is connected to the electric double layer capacitor 71. Therefore, the electric double layer capacitor 71 can be charged before starting by the electric power output from the starting lithium ion battery 4.
When the engine 10 is started, the starting lithium-ion battery 4 can supply electric power to the permanent magnet type starting motor 20, and at the same time, the precharged electric double layer capacitor 71 can also supply electric power to the permanent magnet type starting motor 20. it can. 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 less increase in internal resistance at low temperatures than, for example, the starting lithium ion battery 4. 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 10 at least once, a large-capacity lithium-ion battery for starting such as a four-wheeled vehicle is installed. It can be made more compact than when it is used. Therefore, it can be mounted on the lean vehicle 1 without impairing the degree of freedom in design.
In this way, by connecting the electric double layer capacitor 71 having a capacitance capable of charging the electric power for starting the engine 10 at least once, the capacity of the starting lithium ion battery 4 can be increased, for example, in the case of a four-wheeled vehicle. The engine can be started by the starting lithium-ion battery 4 in a wide temperature range including low temperature without such an increase.

[Second application example]
Subsequently, a second application example will be described.

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

In the application example shown in FIG. 8, connection switchers Sw1 and Sw2 are provided between the starting lithium ion 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 always on. The connection switchers Sw1 and Sw2 may be turned off during maintenance, for example.

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

[Third application example]
Subsequently, a third application example will be described.

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

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

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

The electric double layer capacitor 71 is arranged below the lower edge line of the starting lithium ion battery 4 in the vertical direction. The lower edge line of the starting lithium ion battery 4 is a line formed by the bottom surface 4b of the starting lithium ion battery 4 when the starting lithium ion battery 4 is viewed in the left-right direction. Therefore, in the part (a) of FIG. 9, the lower edge line is the part indicated by the same reference numeral 4b as the bottom surface.
More specifically, the electric double layer capacitor 71 is arranged below the bottom surface 4b of the starting lithium ion battery 4 in the vertical direction.
The accommodating portion 2b has a space below which the electric double layer capacitor 71 is arranged below the starting lithium ion battery 4. More specifically, the accommodating portion 2b extends below the starting lithium-ion battery 4 while maintaining the size of the opening. The electric double layer capacitor 71 is arranged in this extended space.
The electric double layer capacitor 71 is arranged between the electric double layer capacitor 71 and the lithium ion battery 4 for starting without interposing an electric component. A component other than an electric component may be arranged between the electric double layer capacitor 71 and the starting lithium ion battery 4. For example, a partition member may be arranged between the electric double layer capacitor 71 and the starting lithium ion battery 4.
The relationship between the diameter φ and the height Lc of the electric double layer capacitor 71 and the horizontal length Lb and the vertical length W of the starting lithium ion battery 4 is as shown in the above equations (A) and (B). .. The electric double layer capacitor 71 can be arranged in the extended space of the accommodating portion 2b.
In the design of the vehicle body 2 of the lean vehicle 1, extending the accommodating portion of the starting lithium ion battery 4 is more than providing a dedicated accommodating portion of the electric double layer capacitor 71 separated from the starting lithium ion battery 4. Is also easy.
For example, the accommodating portion 2b has the same horizontal length Lb and vertical length W as the starting lithium-ion battery 4 shown in FIG. 9, and is higher than the height Hb of the starting lithium-ion battery 4 shown in FIG. It can also be designed to accommodate another battery with a large height. The accommodating portion 2b can accommodate, for example, a battery having a capacity larger than that of the starting lithium ion battery 4 shown in FIG.
As described above, the relationship between the diameter φ and the height Lc of the electric double layer capacitor 71 and the horizontal length Lb and the vertical length W of the starting lithium ion battery 4 is the above equations (A) and (B). Therefore, the arrangement space of the electric double layer capacitor 71 can be provided by extending the accommodating portion of the starting lithium ion battery 4.
For example, when the electric double layer capacitor is provided in a space away from the starting lithium ion battery, the position of the space in which the electric double layer capacitor can be arranged in the lean vehicle 1 is limited.
For example, the arrangement space of the electric double layer capacitor 71 shown in FIG. 9 is easier than providing a space away from, for example, the starting lithium ion battery 4. The degree of freedom in selecting the arrangement position of the electric double layer capacitor 71 in the lean vehicle 1 is high.

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

In the above-described embodiment and application example, the example in which the electric double layer capacitor 71 is arranged along the bottom surface of the starting lithium ion battery 4 has been described. However, the position of the electric double layer capacitor 71 is not limited to this. For example, the electric double layer capacitors 71 may be arranged along the side surface of the starting lithium ion battery 4.

1

Lean vehicle

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

Claims

A lean vehicle that tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
The lean vehicle
A wheel having a tread surface for grounding with the road surface and having an arcuate cross-sectional shape of the tread surface.
An engine that has a crankshaft and outputs torque for driving the wheels from the crankshaft,
A permanent magnet type starting motor having a permanent magnet and rotating the crankshaft to start the engine,
A starting lithium-ion battery that supplies power to the permanent magnet starting motor when the engine is started,
It is always connected in parallel with the starting lithium-ion battery that supplies electric power to the permanent magnet type starting motor when the engine is started, and the permanent magnet type starting motor charges an amount of electric power that starts the engine at least once. With an electric double layer capacitor with possible capacitance,
To be equipped.
The lean vehicle according to claim 1.
The electric double layer capacitor has a capacitance of 30 F or more.
The lean vehicle according to claim 1 or 2.
Five to seven electric double layer capacitors are connected in series.
The lean vehicle according to any one of claims 1 to 3.
The electric double layer capacitor is attached to the vehicle body so as to maintain the state of being attached to the vehicle body when the starting lithium ion battery is removed from the vehicle body of the lean vehicle.
The lean vehicle according to any one of claims 1 to 4.
The permanent magnet type starting motor includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet start motor and a stator having windings provided so as to pass through the slots are provided.
The number of magnetic poles is larger than the number of the plurality of teeth.
The lean vehicle according to any one of claims 1 to 5.
The electric double layer capacitor is a lead type having a lead wire that functions as a terminal for connecting to the outside.
The lean vehicle according to any one of claims 1 to 6, wherein the starting lithium ion battery has a rectangular parallelepiped shape having a length, a width, and a height, and the length, the width, and the height. A positive terminal and a negative terminal are provided on the upper surface including the shortest vertical portion.
The electric double layer capacitor is any one of 5 to 7 cylinders connected in series with each other, and has a diameter φ and a height Lc of the electric double layer capacitor and the lateral length of the upper surface portion. The relationship between Lb and the vertical length W is as shown in the following equations (A) and (B).
(Lb / 7) ≤ φ ≤ (Lb / 5) (A)
Lc ≤ W (B)