Tilted vehicle

Abstract

An object of the present application is to provide a multi-stage transmission type leaning vehicle which can facilitate conversion of a leaning attitude or control of a pitching attitude on a continuous curve or a continuous uphill and downhill road, and reduce a burden on a rider. A control unit in the multi-stage transmission type leaning vehicle performs a capacitor charge / discharge cycle. The capacitor charge / discharge cycle includes (a) performing acceleration control using discharge electric power from a capacitor through a motor generator in response to an acceleration command input to an acceleration grip in a latter half of a curve A to convert from a leaning attitude to an upright attitude using power assist from an engine, and (b) performing regenerative brake control through the motor generator to charge the capacitor by regenerative braking to recover electric power of the capacitor reduced due to the assist to convert from the leaning attitude to the upright attitude in the latter half of the curve A in response to release of the acceleration command of the acceleration grip until a latter half of a curve B.

Description

Technical Field

[0001] This teaching relates to a multi-stage transmission type tilting vehicle. Background Technology

[0002] For example, a motorcycle is a vehicle in which the front and rear drive wheels are arranged in a straight line in the direction of travel. The motorcycle leans from side to side to maintain its balance during travel, especially during cornering, where it leans towards the center of the turn to balance centrifugal force and gravity. This leaning posture is determined by the turning radius and the vehicle's speed. For example, for the same turning radius, a higher vehicle speed requires a larger lean angle, while for the same vehicle speed, a smaller turning radius requires a larger lean angle.

[0003] Furthermore, a characteristic of motorcycle movement is the change in posture during cornering. At the start of a corner, the motorcycle needs to transition from an upright to a leaning posture. At the end of a corner, the motorcycle needs to transition back from a leaning posture to an upright posture. During these transitions, the rider's control and balance are crucial.

[0004] Furthermore, motorcycles also experience changes in pitch during acceleration and deceleration. During acceleration, inertia causes the front of the motorcycle to rise and the rear to fall. During deceleration, the front of the motorcycle lowers and the rear rises. These changes in pitch are also related to the shift in the rider's center of gravity, especially affecting the upper body of the rider holding the handlebars.

[0005] Various hybrid systems have traditionally been proposed to accommodate the dynamic characteristics of motorcycles. For example, Patent Document (PTL) 1 discloses a hybrid motorcycle comprising a 48V lithium-ion battery and a drive motor. In this system, the drive motor provides assistance during vehicle start-up and overtaking, and charges the battery during deceleration through regenerative braking generated by the drive motor. Furthermore, for example, regarding Patent Document 1, Patent Document 2 discloses a motorcycle that switches between a normal riding mode and an assist mode, wherein the drive motor provides assistance based on throttle operation via a switch.

[0006] Citation List Patent documents PTL 1: Japanese Patent No. 4633843 PTL 2: Japanese Patent Application Publication No. 2024-53958 Summary of the Invention

[0007] Technical issues Many motorcycles employ automatic or manual multi-speed transmissions, typically adjusting speed through gear shifting and braking. However, these maneuvers are frequently necessary on roads with continuous curves or steep inclines and declines. In particular, during pitch and roll control, each maneuver must be performed at the appropriate time and with the appropriate amount of force.

[0008] Generally, 48V lithium-ion batteries in hybrid systems tend to be heavy because multiple cells are connected in series and parallel. However, motorcycles equipped with hybrid systems are expected to exhibit high handling, particularly high responsiveness, during cornering. Furthermore, hybrid systems should ideally be adaptable to charge / discharge cycles on roads with continuous curves or continuous uphill and downhill sections. However, in the case of conventional hybrid systems, the charging rate of lithium-ion batteries is too low to fully absorb the power generated by regenerative braking, which is concentrated in short periods, such as within a section of a curve or a section of an uphill or downhill section. That is, in the case of conventional hybrid systems, the energy generated by electricity generated during a section of a curve or a section of an uphill or downhill section is not adequately stored in the lithium-ion battery. Therefore, if the recovery of energy generated by regenerative braking and auxiliary discharge (the opposite of braking) are repeated within the same time period corresponding to, for example, another section of a curve, the charging level of the lithium-ion battery will gradually decrease over a long period, which may limit the performance of auxiliary braking.

[0009] As mentioned above, in the case of conventional hybrid systems, it is desirable to further prevent problems such as reduced vehicle handling due to the increased weight of the lithium-ion battery, or insufficient assistance due to a decrease in the charging level of the lithium-ion battery.

[0010] Therefore, it is desirable to prevent increased operational frequency and posture maintenance due to situations requiring gear shifting and braking, or situations where gear shifting and braking are not necessary. In particular, on roads with continuous curves or continuous uphill and downhill sections, appropriate operational input and timing control are needed to compensate for reduced vehicle responsiveness. Therefore, it is desirable to reduce the rider's operational burden on roads with continuous curves or continuous uphill and downhill sections.

[0011] The purpose of this instruction is to provide a multi-stage geared lean vehicle that allows for easier assisted control of pitch and lean attitude transitions, thereby reducing rider burden by addressing the aforementioned issues and achieving a lightweight and highly responsive lean vehicle configuration, particularly on roads with continuous curves or continuous uphill and downhill sections.

[0012] Solution to the problem To achieve the above objectives, a vehicle according to one aspect of this teaching has the following configuration.

[0013] A multi-stage transmission type tilting vehicle includes: Handlebars, which have accelerator grips; Front wheel; Rear drive wheels; A front wheel brake operating element configured to adjust the braking force of the brakes for the front wheels; A rear wheel brake operating element configured to adjust the braking force of the brakes for the rear drive wheels; An engine configured to generate power for driving the rear drive wheels; A multi-stage transmission is disposed between the engine and the rear drive wheels; A rotary electric motor is disposed at the end of the crankshaft of the engine and configured to perform regenerative power generation by receiving force from the rear drive wheel and to provide drive assistance to the rear drive wheel; Control unit, configured to control the rotary motor; and A power source, which is electrically connected to the rotary motor, wherein The multi-stage transmission tilting vehicle is configured to satisfy (A) and (B) below, thereby suppressing the weight increase of the tilting vehicle, and the power supply is capable of charging and discharging with a large current in a short time. (A) The rotary motor is an electric generator disposed at the end of the crankshaft of the engine, and is configured as a single rotary motor to perform regenerative power generation by receiving force from the rear drive wheels and to provide drive assistance to the rear drive wheels; and (B) the power supply is configured to include capacitors but not a lithium-ion battery pack in which multiple cells are electrically connected in series and parallel. The control unit executes (C) capacitor charging / discharging cycles for at least two consecutive curves A and B during driving on continuous curves, and for at least two consecutive uphill and downhill sections C and D during driving on continuous uphill and downhill roads, thereby regulating the vehicle speed of the tilting vehicle through regenerative power generation and drive assistance from the electric generator, and applying auxiliary control to the tilting and pitching attitudes of the tilting vehicle. The capacitor charging / discharging cycle includes: (a) Acceleration control, in the latter half of the curve A, using the discharge power from the capacitor via the electric generator according to the acceleration command input to the acceleration grip, to use the power from the engine to assist the transition from a tilted posture to an upright posture. (b) Regenerative braking control, which, during the period up to the second half of the curve B, is performed via the electric generator upon release of the acceleration command on the accelerator grip to charge the capacitor via regenerative braking, thereby recovering the electrical energy of the capacitor that was reduced due to the assistance in transitioning from a tilted to an upright posture in the second half of the curve A. (c) Acceleration control, on the uphill section C, using the discharged power from the capacitor to perform acceleration control via the electric generator according to the acceleration command input to the accelerator lever, thereby supplementing the power from the engine; and (d) Regenerative braking control: on the downhill section D, regenerative braking control is performed via the electric generator upon release of the acceleration command from the accelerator grip, thereby charging the capacitor through regenerative braking, thereby recovering the electrical energy of the capacitor that was reduced due to acceleration control on the uphill section C while reducing pitch attitude changes.

[0014] According to (1), a multi-stage transmission tilting vehicle includes an electric generator disposed at the end of a crankshaft. The electric generator is configured as a single rotating motor to perform regenerative power generation and provide drive assistance. The power supply configuration includes capacitors but does not include a lithium-ion battery pack. Compared to tilting vehicles disclosed in the prior art, this configuration prevents an increase in the weight of the tilting vehicle, which includes a drive motor that drives the drive wheels independently of the electric generator and a lithium-ion battery pack as a power source. Furthermore, the use of capacitors enables high-current charging and discharging in a short time. Additionally, placing the electric generator on the output shaft of the engine facilitates coordinated control using power from the engine and drive assistance from the electric generator.

[0015] It should be noted that the energy capacity of a capacitor is smaller than that of a lithium-ion battery, therefore the time a capacitor can be used for drive assistance is limited. However, the configuration described in (1) partially offsets the aforementioned disadvantages by reducing the energy required through a reduction in vehicle weight. Furthermore, since this configuration is designed for situations requiring short-term drive assistance, such as roads with continuous curves or continuous uphill and downhill sections, the limited energy capacity of the capacitor does not pose a significant problem.

[0016] In this configuration, the control unit executes a capacitor charging / discharging cycle based on the input and release of acceleration commands received from the accelerator lever. The capacitor charging / discharging cycle includes regenerative braking control via regenerative power generation from an electric generator and acceleration control for drive assistance. Specifically, the control unit can effectively assist tilt attitude transitions by regulating the vehicle speed by controlling the engine and the electric generator, and can reduce pitch attitude changes even without adjustment of the front and rear brake operating elements or speed regulation via multi-speed transmission shifting, compared to pitch attitude changes caused, for example, by braking through the front wheel brakes.

[0017] This configuration operates as follows. On consecutive curves, such as curve B following curve A, the transition from a tilted to an upright posture is facilitated by adding drive assistance from the electric generator to the engine's power during acceleration in the latter half of curve A. Electrical energy for the next curve can also be recovered through regenerative braking between curves A and B. On consecutive uphill and downhill sections, drive assistance can be provided using electrical energy on uphill section C, and this energy can be recovered through regenerative braking, while pitch changes are reduced on downhill section D. Drive assistance using recovered electrical energy is available on uphill section C.

[0018] The above work has resulted in the following effects. Regarding the handling of the leaning vehicle, firstly, the above configuration allows for greater responsiveness through weight reduction, timely drive assistance and regenerative power generation through rapid charging and discharging of the capacitor, and smoother attitude changes for the leaning vehicle. Consequently, regarding the rider's workload, since vehicle speed can be regulated using the electric generator and capacitor control, reliance on operating the front and rear brake components and shifting gears in the multi-speed gearbox is reduced. The frequency of operation during leaning attitude transitions is reduced, and improved riding comfort is achieved through auxiliary control applied to pitch attitude.

[0019] The desired effects for each specific driving scenario are as follows. On a series of curves, drive assistance transitions the vehicle from a tilted posture to an upright posture in the latter half of curve A, facilitating maneuverability and enabling efficient regenerative power generation and energy reuse between curves. On a series of uphill and downhill roads, drive assistance on the uphill section C achieves high drive performance, while on the downhill section D, it reduces the pitch attitude changes of the tilted vehicle and enables regenerative power generation.

[0020] Specifically, in traditional multi-speed geared leaning vehicles, speed regulation depends on shifting and braking operations, and can be achieved through regenerative braking and drive assistance via an electric generator. As a result, the frequency of shifting or braking operations that could cause pitch changes in the leaning vehicle, such as short-term speed variations or front shock absorber compression, is reduced. Therefore, riders can perform shifting and braking operations less frequently on roads with continuous curves or continuous uphill and downhill sections, further reducing the rider's workload.

[0021] Furthermore, the reduced vehicle weight and the highly responsive charging / discharging characteristics of the capacitor enable smooth and precise auxiliary control of the tilt and lean attitude transitions of the vehicle. Therefore, it is particularly effective on roads with continuous curves or continuous uphill and downhill sections, effectively assisting in changes to the tilt and pitch attitudes of the vehicle and significantly reducing the rider's workload.

[0022] It should be noted that the description in (1) distinguishes between control corresponding to two curves and control corresponding to uphill and downhill sections. However, real-world roads include cases with only curves, cases with only uphill and downhill sections, and cases combining curves with uphill and downhill sections. In the capacitor charging / discharging cycle described in (1), control of the two curves and control of the uphill and downhill sections can be performed independently for each position of the vehicle. In the capacitor charging / discharging cycle described in (1), if the position of the vehicle includes curves and uphill and downhill sections, control of the two curves and control of the uphill and downhill sections can be performed simultaneously. In this case, even if the rider bears a greater operational burden, such as when passing through a curve while going uphill or downhill, the rider's operational burden can be reduced.

[0023] According to one aspect of this teaching, a tilting vehicle may be configured as follows.

[0024] (2) The tilting vehicle described in (1), wherein the power source provides discharge power to the electric generator at a voltage higher than that supplied to the auxiliary machine of the engine.

[0025] According to (2), the power source supplies electricity to the electric generator at a voltage higher than that supplied to the auxiliary machine of the engine. The effect of this configuration is as follows.

[0026] Because power is supplied to the electric generator at a higher voltage, the current required to achieve the same output can be reduced. When the current is reduced, the thickness of the wiring and connectors can be decreased, reducing the overall weight of the vehicle. Furthermore, the size and weight of the electric generator can also be reduced, resulting in more satisfactory vehicle handling.

[0027] By using high voltage, higher output characteristics of the electric generator are achieved, and efficient drive assistance and regenerative power generation are realized over a wider speed range. Therefore, auxiliary control of pitch and roll attitude transitions becomes easier on roads with continuous curves or continuous uphill and downhill sections.

[0028] The configuration described in (2), by supplying power to the electric generator at high voltage, produces numerous effects, such as reduced system weight, expanded control range, and improved power efficiency. These effects result in satisfactory handling of the tilting vehicle and reduce the rider's workload. In particular, the above configuration enables smoother auxiliary control of pitch and tilt transitions on roads with continuous curves or continuous uphill and downhill sections.

[0029] According to one aspect of this teaching, a tilting vehicle may be configured as follows.

[0030] (3) The multi-stage transmission tilting vehicle according to (1) or (2), wherein the control unit performs d-axis control when the electric generator is assisted by the discharge power from the capacitor.

[0031] According to (3), when the electric generator is used to assist in the use of power from the capacitor, the control unit performs d-axis control. The effect of this configuration is as follows.

[0032] First, the capacitor has high output density and high-speed charging / discharging characteristics, and can provide large currents instantaneously. This configuration results in rapid power supply to the generator, reduced fluctuations, and high responsiveness.

[0033] By combining d-axis control, the current of the electric generator can be rapidly adjusted, enabling high-speed torque response. Specifically, d-axis control allows for independent control of torque and magnetic flux, generating the necessary torque instantly. As a result, enhanced vehicle responsiveness is achieved during acceleration and tilting maneuvers.

[0034] Furthermore, the increased control precision enables more accurate assistance and control over vehicle behavior. This configuration allows for more precise assisted control of pitch and tilt attitude transitions, and reduces the rider's workload.

[0035] Furthermore, the synergistic effect of capacitors and d-axis control results in higher electric generator efficiency, which allows for a reduction in the necessary size of the electric generator, thereby reducing the overall weight of the system.

[0036] As described above, the configuration described in (3) enables a high current supply from the capacitor and high-precision torque control via the d-axis, while achieving high responsiveness and high control accuracy of the vehicle. Therefore, this configuration facilitates auxiliary control of pitch and tilt attitude transitions, further reducing the rider's workload even on roads with continuous curves or continuous uphill and downhill sections.

[0037] According to one aspect of this teaching, a tilting vehicle may be configured as follows.

[0038] (4) A multi-stage transmission tilting vehicle according to any one of (1) to (3), wherein the electric generator is configured to perform regenerative power generation and provide drive assistance in at least the low speed range of the following four speed ranges, the four speed ranges being obtained by equally dividing the speed range of the engine: low speed range, medium-low speed range, medium-high speed range and high speed range.

[0039] According to (4), the electric generator is configured to perform regenerative power generation and provide drive assistance in at least the low speed zone of the following four speed zones obtained by dividing the engine speed range equally: low speed zone, medium-low speed zone, medium-high speed zone and high speed zone.

[0040] First, on roads with continuous curves or sections of continuous uphill and downhill, maintain a low speed with minimal fluctuations. Under these riding conditions, riders tend to avoid riding in the high-rev range, where engine torque fluctuations in response to throttle input are relatively large, and try to keep the engine running in the low-rev range as much as possible.

[0041] In the low-rev range of the engine, output torque is often relatively low, and riders may feel that higher engine output is preferable during acceleration or leaning maneuvers. In this configuration, the electric generator provides drive assistance in the low-rev range to supplement engine output, thus enabling smooth acceleration and leaning maneuvers.

[0042] Furthermore, the drive assistance and regenerative power generation of the electric generator are electronically controlled. Therefore, it offers greater controllability compared to engine control. The electric generator has high responsiveness and can precisely regulate its torque, further enhancing the precision of vehicle behavior assistance and control.

[0043] Furthermore, due to the low engine output and the relatively high torque contribution of the electric generator's drive assistance, control is easier in the low-speed range. Therefore, the response to accelerator operation becomes smoother, and assisted control of pitch and roll attitude transitions becomes easier.

[0044] During deceleration in the low-speed range, the electric generator can regenerate electricity, allowing the electrical energy to be stored in capacitors. This effectively sustains the power needed for drive assistance during the next acceleration or uphill section.

[0045] Furthermore, by limiting the operating range of the electric generator to low-speed zones, its size and weight can be reduced, thereby reducing vehicle weight. As a result, the vehicle achieves improved handling and also increases electrical efficiency.

[0046] According to one aspect of this teaching, a tilting vehicle may be configured as follows.

[0047] (5) A multi-stage transmission tilting vehicle according to any one of (1) to (4), wherein the power source provides the electric generator with (i) discharge power from the capacitor connected in series with the battery, the battery providing power to the auxiliary machine of the engine; or (ii) discharge power from the capacitor, the capacitor being configured not to receive discharge power from the battery providing power to the auxiliary machine of the engine.

[0048] According to the configuration described in (5), the power source supplies one of the following as discharge power to the electric generator: (i) Discharge power from a capacitor connected in series with the battery, which provides power to the engine's auxiliary machinery.

[0049] (ii) Discharge power from a capacitor configured not to receive power from a battery that supplies power to the engine's auxiliary machinery.

[0050] This configuration, firstly, increases the number of power supply options available, thus granting a greater level of vehicle design freedom. Specifically, it allows for the choice of connecting the capacitor in series with the battery or placing the capacitor independently of the battery, thereby achieving optimal space efficiency and weight distribution for the vehicle.

[0051] Furthermore, the combination of batteries and capacitors used in the auxiliary machinery of the engine can be flexibly configured in the power system design. Therefore, voltage levels and current capacity can be optimized, maximizing the performance of the electric generator.

[0052] Furthermore, by configuring the capacitor to not receive power from the battery, the capacitor's charge / discharge cycle can be dedicated to driving auxiliary power and regenerative power generation for the electric generator. Therefore, with this configuration, power from the capacitor can be used efficiently, and high power efficiency can be achieved.

[0053] In contrast, a configuration that connects the capacitor and battery in series can increase the overall voltage and improve the efficiency of powering the electric generator. This configuration is expected to reduce the overall weight of the system, improve space efficiency, and simultaneously enhance the performance of the electric generator.

[0054] As described above, the configuration described in (5) provides a higher level of freedom in power and space design, resulting in optimized overall vehicle performance and efficiency. Consequently, satisfactory handling of the tilted vehicle is achieved, and the rider's workload is reduced.

[0055] In particular, the flexible power system design enables optimal weight balance and space allocation for the vehicle, making it easier to assist in controlling pitch and tilt attitude transitions, even on roads with continuous curves or continuous uphill and downhill sections.

[0056] According to one aspect of this teaching, a tilting vehicle may be configured as follows.

[0057] (6) A multi-stage transmission tilting vehicle according to any one of (1) to (4), wherein (iii) the electric generator is configured to perform regenerative power generation and provide drive assistance in a speed range less than or equal to half of the full speed range of the engine, or (iv) the electric generator has a variable L mechanism that allows the inductance L of the electric generator to be variable.

[0058] According to (6), the electric generator has one of the following configurations.

[0059] (iii) The electric generator is configured to perform regenerative power generation and provide drive assistance in a speed range less than or equal to half of the full speed range of the engine.

[0060] (iv) The electric generator has a variable L mechanism that allows the inductance L of the electric generator to be variable.

[0061] The effect of this configuration is as follows.

[0062] (iii) The effect of a configuration in which the electric generator operates in a region less than or equal to half the engine speed range: First, the design of the electric generator can be optimized by limiting its operating range to less than or equal to half the engine speed range. Since the electric generator does not need to operate in the high-speed range, its size and weight can be reduced, resulting in a lighter vehicle. Consequently, this leads to improved vehicle handling and responsiveness during cornering or tilting maneuvers.

[0063] By limiting the operating range, controlling the electric generator becomes easier and the complexity of the control unit can be reduced. As a result, the overall reliability of the system is improved, and costs are reduced. Furthermore, because the electric generator does not operate in the high-speed range, wear and heat generated by high-speed rotation are reduced, and greater durability of the electric generator and related components is achieved.

[0064] (iv) Effects of a configuration with a variable L mechanism: By allowing the inductance L to be variable, the characteristics of the electric generator can be optimized according to the driving conditions. Specifically, increasing the inductance in the high-speed range can achieve high torque, while decreasing the inductance in the high-speed range can achieve higher efficiency. Therefore, the performance of the electric generator is optimized over a wider speed range, and its applicability is expanded. Furthermore, by allowing the inductance to be variable, an increase in size can be prevented, and a lightweight design can be maintained without increasing the size and weight of the electric generator.

[0065] Furthermore, by optimizing the inductance, higher generator efficiency can be achieved, and power loss can be reduced. As a result, power from the capacitor can be used more effectively, and power efficiency is improved. Moreover, by adjusting the inductance, the torque output from the generator can be controlled with high precision, and the accuracy of vehicle behavior assistance and control can be improved. Consequently, smoother assisted control of pitch and roll transitions is achieved, and the rider's workload is reduced.

[0066] The combined effect of (iii) and (iv): As described above, with the configuration described in (6), the weight of the electric generator is reduced and satisfactory vehicle handling is achieved even when the operating area is limited or the inductance is variable. By allowing the inductance to be variable, performance can be optimized, and effective drive assistance and regenerative power generation can be achieved over a wide speed range, thereby expanding the applicability. Furthermore, high efficiency of the electric generator is achieved, and power from the capacitor can be used without waste. Therefore, high power efficiency can be expected.

[0067] Furthermore, by limiting the operating area and adjusting the inductance, control becomes easier, and system reliability is improved. As a result, finer assistance and control of vehicle behavior can be achieved, smoother pitch and tilt transitions can be performed, and the rider's workload can be reduced. In particular, these effects are more pronounced on roads with continuous curves or continuous uphill and downhill sections.

[0068] The terminology used herein is for defining specific embodiments only and is not intended to limit the teachings. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items. The terms "comprising," "including," or "having," and variations thereof as used herein, specify the presence of the stated features, steps, operations, elements, components, and / or their equivalents, and may include one or more steps, operations, and / or groups thereof. As used herein, the terms "attach," "connect," "couple," and / or their equivalents are used broadly to include direct and indirect attachment, connection, and coupling. Furthermore, the terms "connect" and "couple" are not limited to physical or mechanical connections or couplings and may include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this teaching pertains. Terms, as defined in common dictionaries, should be interpreted as having meanings consistent with their meanings in the context of this disclosure and related technologies, and should not be interpreted in an idealized or overly formal sense unless expressly defined herein. It should be understood that the description of this teaching discloses numerous techniques and steps. Each of these techniques has its own advantages, and each technique can also be used in conjunction with one or more, or in some cases with all other disclosed techniques. Therefore, for clarity, this description will avoid unnecessarily repeating every possible combination of the individual steps. However, upon reading the specification and claims, it should be understood that such combinations are entirely within the scope of these teachings and claims.

[0069] This specification describes a novel tilting vehicle. In the description given below, specific details are set forth for purposes of explanation in order to provide a thorough understanding of the teachings. However, it will be apparent to those skilled in the art that the teachings can be practiced without these specific details. This disclosure is to be regarded as illustrative of the teachings and is not intended to limit the teachings to the specific embodiments shown in the following figures or description.

[0070] A leaning vehicle is a type of straddle-mounted vehicle that includes a saddle for the rider to straddle. A leaning vehicle is a vehicle that turns with a leaning posture. When turning, the leaning vehicle leans towards the center of the turn. Examples of leaning vehicles include motorcycles or motorized tricycles. Examples of leaning vehicles include scooters, mopeds, off-road motorcycles, and road motorcycles. Straddle-mounted vehicles are not limited to motorcycles; for example, they can be three-wheeled or four-wheeled off-road vehicles called ATVs (All-Terrain Vehicles) and snowmobiles.

[0071] A multi-stage transmission tilting vehicle is a tilting vehicle equipped with a multi-stage transmission.

[0072] The front wheel braking operating element is, for example, a brake lever. The rear wheel braking operating element is, for example, a brake pedal. However, there are no particular restrictions on the rear wheel braking operating element, and it can also be a lever.

[0073] For example, inputting an acceleration command to the accelerator grip means applying an operating force to the accelerator grip to rotate it. Similarly, releasing an acceleration command to the accelerator grip means releasing the operating force applied to the accelerator grip to allow the rotating accelerator grip to return to its original position.

[0074] The engine is an internal combustion engine. For example, the engine is a single-cylinder engine or an engine with multiple cylinders. For example, the engine is a four-stroke engine or a two-stroke engine.

[0075] For example, a rotating electric machine is an electric generator. An electric generator is a rotating electric machine that combines the functions of an electric motor and a generator. For example, an electric generator is a permanent magnet electric generator that uses permanent magnets to generate a magnetic field.

[0076] For example, an electric generator can be an external rotor type. However, there are no particular restrictions on electric generators; for example, an electric generator can be an internal rotor type. Furthermore, for example, a permanent magnet electric generator can be a radial clearance type or an axial clearance type.

[0077] The functions of rotating electric machines and electric generators are not limited to those of motors and generators. For example, rotating electric machines and electric generators can have a starter function for starting an engine.

[0078] For example, a control unit includes a processor that executes programs and a memory that stores programs and data. For instance, the control unit is implemented by the processor executing programs stored in the memory. However, there are no particular limitations on the structure of the control unit. For example, a control unit can be a logic circuit that processes data without relying on a processor or program.

[0079] For example, the control unit may additionally include functions for controlling the engine. However, there are no particular limitations on the control unit; for example, it may be separate from another control unit used to control the engine.

[0080] The capacitor charging / discharging cycle can be switched between active and inactive. For example, the capacitor charging / discharging cycle can be selected between active and inactive via manual operation by the rider tilting the vehicle. Selecting between active and inactive capacitor charging / discharging cycles can be achieved, for example, by turning a capacitor charging or discharging cycle mode selection switch on or off. Alternatively, the capacitor charging / discharging cycle can be automatically switched between active and inactive by a control unit. For example, the automatic switching by the control unit can be linked to current location data and map data, and performed based on terrain (road shape, such as a winding road).

[0081] D-axis control refers to controlling the current in the windings so that the d-axis current component, which weakens the magnetic field generated by the generator poles, flows through the windings. However, as long as the current component that weakens the magnetic field flows through the windings as a result of the control, there are no particular restrictions on the control method.

[0082] Two consecutive curves A and B refer to, for example, two curves that appear sequentially during driving in a winding road with multiple curves. For example, two consecutive curves A and B can be connected to each other by a straight section between curve A and curve B. Two consecutive uphill sections C and downhill sections D can also be connected to each other by a straight section between uphill section C and downhill section D.

[0083] Advantages of the invention According to this teaching, a multi-stage geared lean vehicle can be provided, wherein by achieving a lightweight and highly responsive configuration of the lean vehicle, assisted control over pitch and lean attitude transitions is facilitated, particularly on roads with continuous curves or continuous uphill and downhill sections, reducing the rider's burden. Attached Figure Description

[0084] Figure 1 This is a schematic diagram of a tilting vehicle according to the first embodiment.

[0085] Figure 2 This is a flowchart illustrating the capacitor charging / discharging cycle control performed by the control unit.

[0086] Figure 3 This is a block diagram illustrating a configuration according to the second embodiment.

[0087] Figure 4 This is a vector diagram showing the relationship between the voltages of the electric generator according to the third embodiment.

[0088] Figure 5 This is a diagram illustrating the control according to the fourth embodiment.

[0089] Figure 6 This is a block diagram illustrating a power supply configuration according to a fifth embodiment.

[0090] Figure 7 This is a schematic diagram of the operation and configuration according to the sixth embodiment. Detailed Implementation

[0091] The tilting vehicle according to some embodiments is described below with reference to the accompanying drawings. It should be noted that the embodiments described below are merely examples. This teaching should not be interpreted in a limiting manner based on the embodiments described below.

[0092] [First Embodiment] Figure 1This is a schematic diagram of a tilting vehicle according to the first embodiment. Figure 1 Part (a) is a schematic side view of the tilted vehicle. Figure 1 Part (b) is a block diagram showing the outline configuration of a hybrid system for tilting vehicles. Figure 1 Part (c) is a conceptual diagram showing the combination of two consecutive curves. Figure 1 Part (d) is a diagram showing acceleration control and regenerative braking control. Figure 1 Part (e) is a conceptual diagram showing a combination of continuous uphill and downhill sections.

[0093] Figure 1 The tilting vehicle 10 shown includes handlebars 101, front wheel 12b, rear drive wheel 12a, front wheel brake operating element 17, rear wheel brake operating element 18, engine 11, multi-stage transmission 13, rotary motor 14, control unit 15, and power supply 16.

[0094] An acceleration grip 19 is provided on the handlebar 101.

[0095] The rear drive wheel 12a provides driving force for the tilting vehicle 10. The rear drive wheel 12a is also simply referred to as the drive wheel 12a.

[0096] The front wheel brake operating element 17 adjusts the braking force of the brake on the front wheel 12b. The front wheel brake operating element 17 is, for example, mounted on the handlebars 101 of the leaning vehicle 10. The front wheel brake operating element 17 includes, for example, a lever operated by the hand of the rider of the leaning vehicle 10.

[0097] The rear wheel brake operating element 18 adjusts the braking force of the brake on the rear drive wheel 12a. The rear wheel brake operating element 18 includes, for example, a pedal operated by the foot of the rider leaning the vehicle 10.

[0098] Engine 11 generates power to drive drive wheels 12a. Engine 11 is an internal combustion engine. Engine 11 generates power by burning a mixture containing air and fuel. Engine 11 has a crankshaft 11a. Engine 11 outputs power as crankshaft 11a rotates.

[0099] At least a portion of the power output from engine 11 is transmitted as mechanical power to drive wheel 12a.

[0100] A multi-stage transmission 13 is disposed between the engine 11 and the drive wheels 12a. The multi-stage transmission 13 has multiple selectable gears and a neutral gear. By changing the gear ratio corresponding to the selected gear, the multi-stage transmission 13 alters the speed output from the engine 11 and transmits that speed to the drive wheels 12a. Therefore, the multi-stage transmission 13 regulates driving force through gear shifting.

[0101] A rotary motor 14 is disposed at the end of the crankshaft 11a of the engine 11. The rotary motor 14 performs regenerative power generation by receiving force from the drive wheel 12a. The rotary motor 14 also provides drive assistance to the drive wheel 12a. The rotary motor 14 receives electricity from an external source and applies torque in the direction of rotation of the crankshaft 11a of the engine 11 during combustion operation. Thus, the rotary motor 14 provides drive assistance to the drive wheel 12a by being supplied with electricity. The rotary motor 14 can also generate electricity by receiving force from the engine 11 during combustion operation. For example, the rotary motor 14 is an electric generator. Hereinafter, the rotary motor 14 is also referred to as an electric generator 14.

[0102] Control unit 15 controls rotary motor 14. Control unit 15 is configured as a computer including a central processing unit (CPU) that executes programs and a memory that stores programs and execution results. Control unit 15 controls rotary motor 14 through the central processing unit that executes programs.

[0103] Power supply 16 is electrically connected to rotary motor 14. More specifically, power supply 16 is electrically connected to rotary motor 14 via control unit 15. Power supply 16 has an energy storage function. Power is transferred between power supply 16 and rotary motor 14. That is, power supply 16 provides power to rotary motor 14 by discharging. Power supply 16 is also charged by receiving power from rotary motor 14.

[0104] The tilting vehicle 10 is configured to satisfy (A) and (B) below, thereby suppressing the weight increase of the tilting vehicle 10, and the power supply 16 is able to charge and discharge with a large current in a short time.

[0105] (A) The rotary motor 14 is an electric generator located at the end of the crankshaft 11a of the engine 11. Furthermore, the rotary motor 14 is configured as the only rotary motor that performs regenerative power generation by receiving force from the drive wheel 12a and provides drive assistance to the drive wheel 12a.

[0106] (B) Power source 16 is configured to include capacitor 16c, but not a lithium-ion battery pack in which multiple cells are connected in series and parallel. More specifically, power source 16 does not include a lithium-ion battery pack. Power source 16 includes capacitor 16c.

[0107] Even when braking force is not adjusted by operating the front wheel brake operating element 17 and the rear wheel brake operating element 18, and drive force is not adjusted by shifting gears in the multi-stage transmission 13, the control unit 15 performs control; thereby adjusting the vehicle speed of the tilting vehicle 10 and applying auxiliary control to the tilt and pitch attitudes of the tilting vehicle 10. Specifically, the control unit 15 executes a capacitor charging / discharging cycle, such that the vehicle speed of the tilting vehicle 10 is adjusted by regenerative power generation and drive assistance through the electric generator 14, and auxiliary control is applied to the tilt and pitch attitudes of the tilting vehicle.

[0108] More specifically, the control unit 15 performs a capacitor charge / discharge cycle for a combination of at least two consecutive curves A and B while driving on a series of curves. The control unit 15 also performs a capacitor charge / discharge cycle for a combination of at least one consecutive uphill segment C and one consecutive downhill segment D while driving on a series of uphill and downhill roads.

[0109] Figure 2 This is a flowchart illustrating the capacitor charging / discharging cycle control performed by the control unit.

[0110] In capacitor charging / discharging cycle control, such as Figure 2 As shown, the control unit 15 performs (a) acceleration control on curves (S11), (b) regenerative braking control on curves (S12), (c) acceleration control on uphill and downhill sections (S13), and (d) regenerative braking control on uphill and downhill sections (S14).

[0111] Each control in the capacitor charging / discharging cycle control is executed based on the satisfaction of conditions, including the input to the accelerator grip 19.

[0112] For example, Figure 2 The capacitor charge / discharge cycle control shown is executed when the rider activates a selector switch (not shown). However, an alternative configuration is possible where the capacitor charge / discharge cycle control is executed automatically based on the current position data and map data of the tilted vehicle 10. Since the capacitor charge / discharge cycle can be switched between execution and non-execution, control intervention can be disabled, for example, during riding on sections of road other than continuous curves or continuous uphill and downhill sections.

[0113] Figure 1 Part (c) shows a series of curves R1 on which the tilted vehicle 10 is traveling. The series of curves R1 includes multiple curves, including two consecutive curves A and B.

[0114] Figure 1Part (e) shows a continuous uphill and downhill section R2 on which the inclined vehicle 10 travels. The continuous uphill and downhill road R2 includes multiple uphill and downhill sections, including a continuous uphill section C and a downhill section D.

[0115] Figure 1 Section (d) illustrates the changes in electrical power under acceleration control and regenerative braking control. In section (d), the amount of electrical energy stored in capacitor 16c is depicted as the amount of liquid stored in the container. The direction of power supply between capacitor 16c and electric generator 14 is indicated by a thick arrow.

[0116] Reference Figure 1 Parts (c) to (e) are described below, and the controls (a) to (d) performed by the control unit 15 in the capacitor charging / discharging cycle control are also described below.

[0117] (a) In the latter half As of curve A, acceleration control of the curve is performed by using the discharge power from capacitor 16c via electric generator 14 according to the acceleration command input to accelerator grip 19, so as to use the power from engine 11 to assist the transition from tilted posture to upright posture.

[0118] In the first half of curve A, the tilting vehicle 10 is operated to assume a tilted posture. In the second half of curve A, As, the tilting vehicle 10 is operated to transition from the tilted posture to an upright posture. The transition from the tilted posture to the upright posture requires acceleration of the tilting vehicle 10. Acceleration control, performed via electric generator 14 using electricity discharged from capacitor 16c, assists the transition from the tilted posture to the upright posture with power from engine 11. As a result of the acceleration control, the electrical energy stored in capacitor 16c is reduced.

[0119] (b) During the period Bf up to the second half of curve B, regenerative braking control of the curve is performed via electric generator 14 according to the release of the acceleration command on the accelerator grip 19, so as to charge capacitor 16c by regenerative braking, thereby recovering the electrical energy of capacitor 16c that was reduced due to the assistance of changing from a tilted posture to an upright posture in the second half of curve A As.

[0120] After completing corner A, during the latter half of corner B, the tilting vehicle 10 is operated to transition from an upright to a tilted posture. This transition requires the tilting vehicle 10 to decelerate. Regenerative braking is initiated by the electric generator 14 based on the release of the acceleration command on the accelerator lever 19, causing the tilting vehicle 10 to decelerate and the capacitor 16c to be charged. As a result of the regenerative braking control, the electrical energy stored in the capacitor 16c increases. The capacitor 16c is charged to recover the electrical energy lost due to the assistance in transitioning from a tilted to an upright posture during the latter half As of corner A.

[0121] (c) On the uphill section C, according to the acceleration command input to the accelerator grip 19, the electric generator 14 uses the discharge power from the capacitor 16c to perform acceleration control on the uphill and downhill sections to supplement the power from the engine 11.

[0122] On uphill section C, the tilting vehicle 10 is operated to accelerate in order to reduce the deceleration caused by uphill section C. Acceleration control, performed via electric generator 14 using discharged electrical power from capacitor 16c, assists in reducing deceleration using power from engine 11. It should be noted that the acceleration control objective for uphill section C can be achieved even if the tilting vehicle 10 itself does not accelerate, as long as the deceleration caused by uphill section C is reduced. As a result of acceleration control, the electrical energy stored in capacitor 16c is reduced.

[0123] (d) On the downhill section D, upon release of the acceleration command from the accelerator grip 19, regenerative braking control for both uphill and downhill sections is performed via the electric generator 14 to charge the capacitor 16c through regenerative braking, thereby reducing changes in pitch attitude.

[0124] On downhill section D, the tilting vehicle 10 is operated to decelerate. Regenerative braking via the electric generator 14, assisted by deceleration control using power from the engine 11, is achieved upon release of the acceleration command on the accelerator lever 19. It should be noted that even if the tilting vehicle 10 itself does not decelerate, the deceleration control objective for downhill section D can be achieved simply by reducing acceleration caused by downhill section D. With deceleration control, capacitor 16c is charged. As a result of regenerative braking control, the electrical energy stored in capacitor 16c increases. Capacitor 16c is charged to recover the electrical energy lost due to acceleration assistance on uphill section C.

[0125] According to this embodiment, the tilting vehicle 10, including a multi-stage transmission 13, is configured such that an electric generator 14 is disposed at the end of a crankshaft 11a, serving as the sole rotating motor 14 for performing regenerative power generation and providing drive assistance. This configuration includes a capacitor 16c as a power source 16, but does not include a lithium-ion battery pack. Compared to the tilting vehicle disclosed in PTL 1, this configuration allows for a lighter tilting vehicle 10, which includes a drive motor that drives the drive wheels independently of the electric generator and a lithium-ion battery pack as a power source. Furthermore, the use of the capacitor 16c enables high-current charging and discharging over a short period. Additionally, placing the electric generator 14 on the output shaft of the engine 11, i.e., on the crankshaft 11a, facilitates coordinated control using power from the engine 11 and drive assistance from the electric generator 14.

[0126] Figure 1Part (f) is a diagram illustrating an example of the charging level when driving on a road with continuous curves.

[0127] P represents the charge level of the capacitor; for reference, P' represents the charge level of the lithium-ion battery. The charge level increases through regenerative braking-controlled charging and decreases through auxiliary discharge.

[0128] The charging rate of lithium-ion batteries is lower than that of capacitors. Therefore, in the above situation, the rate of increase in charging is gentler. Consequently, if charging under regenerative braking control and discharging under auxiliary control are repeated in the latter half of a curve until the latter half of the next curve, the charging level P' of the lithium-ion battery will gradually decrease over time, which may limit the execution of auxiliary braking.

[0129] In contrast, the capacitor 16c in this embodiment has a higher charging rate than that of a lithium-ion battery. Therefore, the rate of increase in charging is steeper. Consequently, even when charging under regenerative braking control and discharging under auxiliary control is repeated during the latter half of a curve until the latter half of the next curve, the long-term decrease in charging level remains relatively small.

[0130] It should be noted that the energy capacity of capacitor 16c is less than that of a lithium-ion battery, therefore the time that capacitor 16c can be used for drive assistance is limited. However, this embodiment achieves a reduction in the required energy by reducing the vehicle weight, which to some extent offsets the above-mentioned disadvantages. Furthermore, since this embodiment is designed for situations requiring short-term drive assistance, such as roads R1 and R2 with continuous curves or continuous uphill and downhill sections, the limited energy capacity of capacitor 16c will not pose a significant problem.

[0131] In this configuration, the control unit 15 executes a capacitor charging / discharging cycle based on the input and release of acceleration commands received from the accelerator grip 19. The capacitor charging / discharging cycle includes regenerative braking control via regenerative power generation from the electric generator 14 and acceleration control for drive assistance. Specifically, the control unit 15 regulates the vehicle speed of the tilting vehicle 10 by controlling the engine 11 and the electric generator 14, and applies auxiliary control to tilt and pitch attitudes even when the front wheel brake operating element 17 and the rear wheel brake operating element 18 are not activated and the vehicle speed is not regulated by shifting gears in the multi-speed transmission 13.

[0132] According to this configuration, during acceleration in the latter half As of curve A on the continuous curve R1, the transition from a tilted to an upright posture can be facilitated by adding drive assistance from the electric generator 14 to the power from the engine 11. Part or all of the electrical energy can also be recovered for the next curve B by performing regenerative power generation between curve A and curve B. Electrical energy can be recovered through regenerative power generation, reducing pitch changes on the uphill and downhill sections D of the continuous uphill and downhill road R2. Drive assistance can be provided using the recovered electrical energy on the uphill section C.

[0133] Due to the aforementioned work, regarding the handling of the tilting vehicle 10, firstly, the above configuration allows for improved responsiveness through weight reduction; timely drive assistance and regenerative power generation are achieved through the rapid charging and discharging of the capacitor 16c; and smoother attitude changes for the tilting vehicle are possible. Consequently, regarding the rider's operational burden, since the vehicle speed can be adjusted using the electric generator 14 and the capacitor 16c, reliance on the operation of the front wheel brake operating element 17 and the rear wheel brake operating element 18, as well as the shifting of the multi-speed gearbox 13, can be reduced. This reduces the operational burden during tilting attitude transitions and provides better riding comfort through assisted control of the pitch attitude.

[0134] The desired effects for each specific travel scenario are as follows. On the continuous curves A and B, high maneuverability is achieved through drive assistance that transitions the tilted vehicle from a tilted to an upright posture in the latter half of curve A, and efficient regenerative power generation and energy reuse are realized between curves. On the continuous uphill and downhill road R2, reduced pitch attitude changes of the tilted vehicle and regenerative power generation are achieved on the downhill section D, while high drive performance is achieved through drive assistance on the uphill section C.

[0135] In particular, in conventional multi-speed geared leaning vehicles, the adjustment of vehicle speed, which depends on shifting and braking operations, can be achieved through regenerative power generation and drive assistance from the electric generator 14. As a result, the rider can perform shifting and braking operations less frequently on roads R1 and R2 with continuous curves or continuous uphill and downhill sections, further reducing the rider's workload.

[0136] Furthermore, due to the reduced vehicle weight and the highly responsive charging / discharging characteristics of the 16c capacitor, smooth and precise auxiliary control of pitch and tilt attitude transitions can be achieved, which is impossible in conventional tilting vehicles. Therefore, especially on roads R1 and R2 with continuous curves or continuous uphill and downhill sections, it can effectively assist in changes in the tilt and pitch attitude of the tilting vehicle and effectively reduce the rider's operational burden.

[0137] [Second Embodiment] Figure 3 A block diagram showing the configuration according to the second embodiment is shown.

[0138] Figure 3 The hybrid power system HV of the tilting vehicle 10 shown includes an auxiliary machine 21 and an auxiliary machine power supply 22. The auxiliary machine 21 is a device for enabling the engine 11 to operate in combustion mode. The auxiliary machine 21 is electrically driven. The auxiliary machine 21 includes, for example, a fuel supply device and an ignition device. The auxiliary machine power supply 22 provides electricity to the auxiliary machine 21. The auxiliary machine power supply 22 is, for example, a battery.

[0139] Power source 16 supplies power to electric generator 14 at a voltage higher than that supplied to auxiliary machine 21.

[0140] These are the main differences from the first embodiment. The following mainly describes the differences from the first embodiment. Elements that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their descriptions are omitted.

[0141] According to this embodiment, power is supplied to the electric generator 14 at a higher voltage than that supplied to the auxiliary machine 21, thereby reducing the current required to obtain the same output. Reducing the current allows for a reduction in the thickness of the wiring and connectors, resulting in a reduction in the overall weight of the tilting vehicle 10. Reducing the current also allows for a reduction in the size and weight of the electric generator 14, thereby improving the vehicle's handling.

[0142] The use of high voltage allows the electric generator 14 to have higher output characteristics, thereby enabling efficient drive assistance and regenerative power generation over a wider speed range. This makes it easier to perform auxiliary control of pitch and roll attitude transitions on roads R1 and R2 with continuous curves or continuous uphill and downhill sections.

[0143] Because power is supplied to the electric generator 14 at a high voltage, the configuration of this embodiment produces many effects, such as weight reduction of the hybrid power system HV, expanded control range, and improved power efficiency. These effects result in greater maneuverability of the tilting vehicle 10 and reduced rider workload. In particular, the above configuration enables smoother auxiliary control of pitch and tilt attitude transitions on roads R1 and R2 with continuous curves or continuous uphill and downhill sections.

[0144] [Third Embodiment] Figure 4 This is a vector diagram showing the relationship between the voltages of the electric generator according to the third embodiment.

[0145] When the electric generator 14 provides drive assistance using the discharge power from the capacitor 16c, the control unit 15 in this embodiment performs d-axis control.

[0146] In the vector control of the electric generator 14, d-axis control is performed. D-axis control refers to controlling the current in the windings so that the current component that weakens the magnetic field generated by the poles of the electric generator 14 flows through the windings. In d-axis control, the d-axis current component is controlled from the d-axis and q-axis current components defined by the position of the rotor relative to the rotating coordinate system of the electric generator 14. The d-axis in the rotating coordinate system extends along the direction of the magnetic poles in the rotor.

[0147] These are the main differences from the first embodiment. The following mainly describes the differences from the first embodiment. Elements that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their descriptions are omitted.

[0148] exist Figure 4 In the vector diagram, Vhigh represents the voltage of power supply 16. E represents the induced electromotive force (EMF). Id represents the d-axis current component, i.e., the magnetic weakening current. Iq represents the q-axis current component. The induced EMF E is suppressed by the voltage drops Iq·R and Iq·Lω caused by the q-axis current Iq, and by the voltage drops Id·R and Id·Lω caused by the d-axis current Id. R represents the resistance component of the winding. L represents the inductance. ω represents the angular velocity expressed in electrical angles. The q-axis current Iq responds to the torque demand of the electric generator 14 at each moment. Through d-axis control, a high level of voltage suppression of the induced EMF E by Id•Lω can be achieved.

[0149] According to the configuration of this embodiment, firstly, capacitor 16c has high output density and high-speed charging / discharging characteristics, and can provide a large current instantaneously. This configuration enables rapid power supply to the electric generator 14, reduces fluctuations, and achieves high responsiveness.

[0150] By incorporating d-axis control, the current of the electric generator 14 can be rapidly adjusted, thereby achieving high-speed torque response. Specifically, d-axis control can independently control torque and magnetic flux, thus enabling the immediate generation of the necessary torque. As a result, improved vehicle responsiveness is achieved during acceleration and tilt attitude transitions.

[0151] Furthermore, it achieves higher control precision, enabling fine-grained assistance and control over the behavior of the tilted vehicle 10. This configuration allows for more precise control of pitch and tilt attitude transitions, while reducing the rider's workload.

[0152] Furthermore, the synergistic effect of capacitor 16c and d-axis control allows for higher efficiency of the electric generator 14. Therefore, this configuration enables a reduction in the required size of the electric generator 14, thereby lowering the overall weight of the hybrid power system (HV).

[0153] As described above, the configuration of this embodiment enables a large current supply from capacitor 16c and high-precision torque control via the d-axis, while providing high responsiveness and high control accuracy for the tilting vehicle 10. Therefore, this configuration facilitates auxiliary control of pitch and tilt attitude transitions, further reducing the rider's workload even on roads R1 and R2 with continuous curves or continuous uphill and downhill sections.

[0154] [Fourth Embodiment] Figure 5 This is a diagram used to explain the control according to the fourth embodiment.

[0155] In this embodiment, the electric generator 14 is configured to perform regenerative power generation and provide drive assistance in at least the low-speed zone F1 of the following four speed zones obtained by equally dividing the speed range from engine 11 to the maximum speed Nmax: low-speed zone F1, low-to-medium speed zone F2, medium-to-high speed zone F3, and high-speed zone F4. In this embodiment, the control unit 15 performs regenerative power generation and drive assistance via the electric generator 14 at least in the low-speed zone F1.

[0156] These are the main differences from the first embodiment. The following mainly describes the differences from the first embodiment. Elements that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their descriptions are omitted.

[0157] On roads R1 and R2 with continuous curves or continuous uphill and downhill sections, the speed is kept low and fluctuates less. Under these driving conditions, the rider tends to avoid excessive fluctuations in engine torque caused by the operation of the accelerator grip 19 and keeps the engine 11 running in the low RPM range F1 as much as possible.

[0158] In the low-speed range F1 of engine 11, the output torque tends to decrease, and the rider may feel a drop in engine output during acceleration or during leaning posture transitions.

[0159] According to this embodiment, the electric generator 14 provides drive assistance in the low-speed range F1 to supplement the output of the engine 11, thereby enabling smooth acceleration and tilt attitude transitions.

[0160] Furthermore, the drive assistance and regenerative power generation of the electric generator 14 are electronically controlled. Therefore, it offers greater controllability compared to the control of the engine 11. The electric generator 14 exhibits high responsiveness and can precisely adjust the increase or decrease of its torque, thereby enabling more refined assistance and control of the behavior of the tilting vehicle 10.

[0161] Furthermore, control is easier in the low-speed F1 region because the engine output is low and the torque contribution of the electric generator 14 for drive assistance is relatively high. Therefore, the tilting vehicle 10 responds more smoothly to accelerator operation and is easier to control with assistance during pitch and roll attitude transitions.

[0162] During deceleration in the low-speed range (F1), the electric generator 14 can perform regenerative power generation, thereby storing electrical energy in the capacitor 16c. Therefore, the power required for drive assistance during the next acceleration or uphill section can be effectively obtained.

[0163] Furthermore, limiting the operating range of the electric generator 14 to the low-speed range F1 allows for a reduction in the size and weight of the electric generator 14, thereby reducing the weight of the tilting vehicle 10. This results in greater maneuverability of the tilting vehicle 10 and contributes to improved electrical efficiency.

[0164] [Fifth Embodiment] Figure 6 This is a block diagram illustrating a power supply configuration according to a fifth embodiment.

[0165] In this embodiment, the power source 16 provides the following discharge power to the electric generator 14: (i) or (ii).

[0166] (i) If Figure 6 As shown in part (a), the discharge power from the capacitor 16c connected in series with the battery 22 provides power to the auxiliary machine 21 of the engine 11.

[0167] (ii) such as Figure 6 As shown in part (b), the discharge power comes from capacitor 16c, which is configured not to receive discharge power from battery 22, which supplies power to auxiliary machine 21 of engine 11.

[0168] These are the main differences from the first embodiment. The following mainly describes the differences from the first embodiment. Elements that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their descriptions are omitted.

[0169] According to this embodiment, firstly, the number of configuration options available for the power supply 16 is increased, thereby allowing a higher level of vehicle design freedom. Specifically, it is possible to choose whether to connect the capacitor 16c in series with the battery 22 or to set up a capacitor 16c independently of the battery 22, thereby achieving optimal space efficiency and weight distribution for the tilting vehicle 10.

[0170] Furthermore, the combination of battery 22 and capacitor 16c for the auxiliary machine of motor 11 can be flexibly configured in the power system design. Therefore, voltage levels and current capacity can be optimized, and the performance of electric generator 14 can be maximized.

[0171] Furthermore, the configuration in which capacitor 16c does not receive power from battery 22 allows the charge / discharge cycle of capacitor 16c to be dedicated to driving assistance and regenerative power generation of electric generator 14. Therefore, this configuration enables efficient utilization of power from capacitor 16c, achieving improved power efficiency.

[0172] In contrast, the configuration of capacitor 16c connected in series with battery 22 allows for an increase in the overall voltage of power supply 16, thereby improving the efficiency of powering the electric generator 14. This configuration is expected to reduce the overall weight of the system, improve space efficiency, and enhance the performance of electric generator 14.

[0173] As described above, the configuration of this embodiment provides a higher level of design freedom for the power supply 16 and space, resulting in optimized overall performance and efficiency of the tilt vehicle 10. This leads to greater maneuverability of the tilt vehicle 10 and reduces the rider's operational burden.

[0174] In particular, the flexible power system design allows for optimal weight balance and space allocation for the tilting vehicle 10, making auxiliary control of pitch and tilt attitude transitions easier, even on roads R1 and R2 with continuous curves or continuous uphill and downhill sections.

[0175] When the electric generator 14 generates power in the configuration of the power source 16 as described above (i), the discharge power from the capacitor 16c connected in series with the battery 22 is supplied to the electric generator 14, and the generated power is used to charge the capacitor 16c connected in series with the battery 22. However, the capacitor 16c is not limited to being connected in series during charging.

[0176] For example, such as Figure 6 As shown in the left figure of part (c), the discharge power of capacitor 16c, which is connected in series with battery 22, is supplied to electric generator 14. However, when electric generator 14 generates power, capacitor 16c can be connected in parallel with battery 22 and charged using the current generated by electric generator 14.

[0177] Figure 6 The right figure in part (c) shows a circuit, for example, for charging, in which capacitor 16c is connected in series with DC-DC converter 23, and the series-connected capacitor 16c and DC-DC converter 23 are connected in parallel with battery 22. By changing the state of battery 22, capacitor 16c, and transistor switches (not shown) connected around it, capacitor 16c switches between the above-described parallel and series connections.

[0178] During charging, a portion of the current generated by the electric generator 14 is supplied to the battery 22, and the other portion is supplied to the capacitor 16c via the DC-DC converter 23. Due to the step-down function of the DC-DC converter 23, the capacitor 16c stores charge at a voltage lower than that of the battery 22. When the capacitor 16c discharges, as... Figure 6 As shown in the left figure of part (c), the discharge power from the capacitor 16c connected in series with the battery 22 is supplied to the electric generator 14.

[0179] During discharge, a high voltage corresponding to the sum of the voltage of battery 22 and capacitor 16c is supplied from power source 16 to electric generator 14. That is, during discharge, a voltage higher than the charging voltage generated by electric generator 14 can be applied to electric generator 14.

[0180] In addition, it can be seen from Figure 6 The DC-DC converter 23 is omitted in the charging circuit shown in the right figure of part (c). In this case, when the electric generator 14 generates electricity, the same voltage is applied to the capacitor 16c and the battery 22. When the capacitor 16c discharges, as... Figure 6 As shown in the right figure in part (c), a voltage equal to twice the voltage of battery 22 can be applied to electric generator 14 from capacitor 16c connected in series with battery 22.

[0181] [Sixth Embodiment] Figure 7 This is a schematic diagram illustrating the operation and configuration according to the sixth embodiment. Figure 7 Part (a) is a diagram used to explain the control range. Figure 7 Part (b) is a partial cross-sectional view of an electric generator with a variable L mechanism.

[0182] The electric generator 14 in this embodiment has one of the following configurations (iii) and (iv).

[0183] (iii) such as Figure 7 As shown in part (a), the electric generator 14 performs regenerative power generation and provides drive assistance in a speed range F11 that is less than or equal to half of the full speed range of the engine 11, up to the maximum speed Nmax.

[0184] (iv) such as Figure 7 As shown in part (b), the electric generator 14 has a variable L mechanism that allows the inductance L of the electric generator 14 to be variable.

[0185] For example, configuration (iii) is implemented by control unit 15, which causes the electric generator 14 to... Figure 7Regenerative power generation is performed and drive assistance is provided in the rotational speed zone F11 shown in part (a).

[0186] Regarding configuration (iv). Figure 7 Part (b) shows an enlarged partial cross-sectional view of an electric generator 14 with a variable L mechanism. The electric generator 14 includes a rotor 141 with magnetic poles and a stator 142. Figure 7 Part (b) shows an external rotor type electric generator as an electric generator 14.

[0187] The stator 142 has a core 143a, teeth 143b, and a winding 144. The winding 144 is wound around the teeth 143b. The core 143a and teeth 143b form a magnetic circuit. The core 143a can rotate in the rotational direction within an angle range corresponding to the width of the teeth 143b. For example, as the core 143a rotates relative to the teeth 143b, the area of ​​the portion of the core 143a facing the teeth 143b decreases, and the magnetic reluctance of the magnetic circuit through the winding 144 increases. As a result, the inductance L of the winding 144 decreases. Conversely, the inductance L increases with the increase of the area of ​​the portion facing the teeth 143b. Therefore, in Figure 7 In the electric generator 14 shown in part (b), the inductance L is variable.

[0188] It should be noted that internal rotor type or axial clearance type electric generators can use a variable L mechanism.

[0189] Furthermore, the variable L mechanism can be configured such that an additional electrical terminal is provided at the midpoint of the winding wound on a single tooth, and the effective number of turns of the winding is changed by switching the current supply between the terminals, thereby altering the inductance L.

[0190] These are the main differences from the first embodiment. The following mainly describes the differences from the first embodiment. Elements that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their descriptions are omitted.

[0191] The configuration process in this embodiment is as follows.

[0192] (iii) Configuration operation where the electric generator operates in a range less than or equal to half the engine speed range: First, by limiting the operating range of the electric generator 14 to less than or equal to half the speed range of the engine 11, the design of the electric generator 14 can be optimized. Since the electric generator 14 does not need to operate in the high-speed range F12, this configuration allows for a reduction in the size and weight of the electric generator 14, thereby achieving a reduction in the weight of the tilting vehicle 10. This results in greater handling of the tilting vehicle 10 and improved responsiveness during cornering or tilt attitude transitions.

[0193] Limiting the operating area also simplifies the control of the electric generator 14 and reduces the complexity of the control unit 15. This improves the overall reliability of the hybrid power system HV and helps reduce costs. Furthermore, since the electric generator 14 does not operate in the high-speed range F12, this configuration reduces wear and heat generation issues caused by high-speed rotation, providing greater durability for the electric generator 14 and related components.

[0194] (iv) Operation with a configuration featuring a variable L mechanism: Allowing the inductance L to be variable enables the characteristics of the electric generator 14 to be optimized according to driving conditions. Specifically, high torque can be achieved by increasing the inductance L in the speed range F11, and higher efficiency can be achieved by decreasing the inductance L in the high speed range F12. This optimizes the performance of the electric generator 14 over a wide speed range and expands its applicability. Furthermore, allowing the inductance L to be variable prevents an increase in size and maintains a lightweight design, thereby eliminating the need to increase the size and weight of the electric generator 14.

[0195] Furthermore, by optimizing the inductor L, the efficiency of the electric generator 14 can be improved, thereby reducing power loss. This allows for the efficient utilization of power from the capacitor 16c, improving power efficiency. Additionally, by adjusting the inductor L, the torque output from the electric generator 14 can be precisely controlled, enabling fine-tuned assistance and control of the vehicle's behavior. This makes the auxiliary control of pitch and tilt transitions smoother, thus reducing the rider's operational burden.

[0196] The combined effect of (iii) and (iv): As described above, the configuration of this embodiment, where the operating area is limited or the inductance L is variable, allows for a reduction in the weight of the electric generator 14, thereby improving vehicle handling. Allowing for a variable inductance L can optimize performance, enabling effective drive assistance and regenerative power generation over a wide speed range, thus expanding its applicability. Furthermore, higher efficiency can be achieved in the electric generator 14, enabling the wasteless use of power from the capacitor 16c, thereby improving power efficiency.

[0197] Furthermore, limiting the working area and adjusting the inductor L simplifies control and improves the reliability of the hybrid powertrain HV. This allows for finer assistance and control of the tilting vehicle 10's behavior, resulting in smoother assisted control of pitch and tilt transitions and reducing the rider's workload. In particular, these effects are more pronounced on roads R1 and R2 with continuous curves or continuous uphill and downhill sections.

[0198] The features of the above embodiments can be combined as needed. For example, the d-axis control in the third embodiment can be combined with the second embodiment, wherein discharge power is supplied to the electric generator at a voltage higher than the voltage supplied to the auxiliary machine of the engine. Furthermore, the electric generator performing regenerative power generation and providing drive assistance in the low-speed range of the fourth embodiment can be added to this combination. Additionally, the control in the fifth embodiment can be added to this combination to supply discharge power to the electric generator from a capacitor connected to the battery, or from a capacitor that does not receive discharge power from the battery. Furthermore, regenerative power generation and drive assistance in speed ranges less than or equal to half of the full speed range, or the variable L mechanism in the sixth embodiment, can be added to this combination.

[0199] For example, the electric generator that performs regenerative power generation and provides drive assistance in the low-speed range in the fourth embodiment can be combined with the d-axis control in the third embodiment. Furthermore, the control from the fifth embodiment can be added to this combination to provide discharge power to the electric generator from a capacitor connected to the battery, or to a capacitor that does not receive discharge power from the battery. Additionally, regenerative power generation and drive assistance in speed ranges less than or equal to half of the full speed range, or the variable L-mechanism from the sixth embodiment, can be added to this combination.

[0200] For example, the control in the fifth embodiment can be combined with the electric generator in the fourth embodiment that performs regenerative power generation and provides drive assistance in the low-speed range. This control can provide discharge power from a capacitor connected to the battery to the electric generator, or from a capacitor that does not receive discharge power from the battery. Furthermore, regenerative power generation and drive assistance in a speed range less than or equal to half of the full speed range, or the variable L mechanism in the sixth embodiment, can be added to this combination.

[0201] For example, the regenerative power generation and drive assistance in the speed range less than or equal to half of the full speed range or in the variable L mechanism of the sixth embodiment can be combined with the control of the fifth embodiment to provide discharge power from a capacitor connected to the battery to the electric generator, or to provide discharge power from a capacitor that does not receive discharge power from the battery.

[0202] List of reference numerals 10 tilted vehicles 11 engine 11a crankshaft 12a Rear Drive Wheel (Drive Wheel) 12b front wheel 13-speed multi-stage transmission 14 Electric generator (rotating motor) 15 control units 16 power supply 16C capacitor 17 Front wheel brake operating elements 18 Rear wheel brake operating elements 19 Acceleration Grip 21 auxiliary machines 22 batteries 101 handlebars

Claims

1. A multi-stage transmission type tilting vehicle, comprising: Handlebars, which have accelerator grips; Front wheel; Rear drive wheels; A front wheel brake operating element configured to adjust the braking force of the brakes for the front wheels; A rear wheel brake operating element configured to adjust the braking force of the brakes for the rear drive wheels; An engine configured to generate power for driving the rear drive wheels; A multi-stage transmission is disposed between the engine and the rear drive wheels; A rotary electric motor is disposed at the end of the crankshaft of the engine and configured to perform regenerative power generation by receiving force from the rear drive wheel and to provide drive assistance to the rear drive wheel; A control unit configured to control the rotary motor; as well as A power source, which is electrically connected to the rotary motor, wherein The multi-stage transmission tilting vehicle is configured to satisfy (A) and (B) below, thereby suppressing the weight increase of the tilting vehicle, and the power supply is capable of charging and discharging with a large current in a short time. (A) The rotary motor is an electric generator disposed at the end of the crankshaft of the engine, and is configured as a single rotary motor to perform regenerative power generation by receiving force from the rear drive wheels and to provide drive assistance to the rear drive wheels; and (B) the power supply is configured to include capacitors but not a lithium-ion battery pack in which multiple cells are electrically connected in series and parallel. Even without adjusting the braking force by operating the front wheel brake operating elements and the rear wheel brake operating elements, and without adjusting the driving force by shifting gears in the multi-stage transmission, The control unit executes a capacitor charging / discharging cycle (C) for at least two consecutive curves A and B during driving on a series of curves, and for at least two consecutive uphill and downhill sections C and D during driving on a series of uphill and downhill roads, thereby regulating the vehicle speed of the tilting vehicle through regenerative power generation and drive assistance from the electric generator, and applying auxiliary control to the tilting and pitching attitudes of the tilting vehicle. The capacitor charging / discharging cycle includes: (a) Acceleration control, in the latter half of the curve A, using the discharge power from the capacitor via the electric generator according to the acceleration command input to the acceleration grip, to use the power from the engine to assist the transition from a tilted posture to an upright posture. (b) Regenerative braking control, which is performed via the electric generator according to the release of the acceleration command of the accelerator grip during the period up to the second half of the curve B, to charge the capacitor by regenerative braking, thereby recovering the electrical energy of the capacitor that was reduced due to the assistance in changing from the tilted posture to the upright posture in the second half of the curve A. (c) Acceleration control, on the uphill section C, is performed via the electric generator using discharged power from the capacitor according to an acceleration command input to the accelerator lever, thereby supplementing the power from the engine; and (d) Regenerative braking control, in the downhill section D, the regenerative braking control is performed via the electric generator upon release of the acceleration command from the accelerator grip, so as to charge the capacitor by regenerative braking, thereby recovering the electrical energy of the capacitor that was reduced due to the acceleration control in the uphill section C while reducing pitch attitude changes.

2. The multi-stage transmission tilting vehicle according to claim 1, wherein, The power source supplies discharge power to the electric generator at a voltage higher than that supplied to the auxiliary machinery of the engine.

3. The multi-stage transmission tilting vehicle according to claim 1 or 2, wherein, When the electric generator is driven with the assistance of the discharge power from the capacitor, the control unit performs d-axis control.

4. The multi-stage transmission tilting vehicle according to any one of claims 1 to 3, wherein, The electric generator is configured to perform regenerative power generation and provide drive assistance in at least the low-speed range of four speed zones, which are obtained by equally dividing the speed range of the engine: low speed zone, low-to-medium speed zone, medium-to-high speed zone, and high speed zone.

5. The multi-stage transmission tilting vehicle according to any one of claims 1 to 4, wherein, The power source provides (i) discharge power from the capacitor connected in series with the battery to the electric generator, and the battery provides power to the auxiliary machinery of the engine; Or (ii) discharge power from the capacitor, which is configured not to receive discharge power from the battery that supplies power to the auxiliary machinery of the engine.

6. The multi-stage transmission tilting vehicle according to any one of claims 1 to 5, wherein, (iii) The electric generator is configured to perform regenerative power generation and provide drive assistance in a speed range less than or equal to half of the full speed range of the engine, or (iv) The electric generator has a variable L mechanism that allows the inductance L of the electric generator to be variable.

Images