Regenerative braking device

Abstract

To provide a capacitor battery that is a rechargeable battery not sensitive to the influence of temperature unlike conventional one for regenerative braking and capable of charging / discharging at high speed.SOLUTION: A battery unit 224 includes a capacitor battery 201a, a capacitor battery 201b, and a voltage level shift unit 307. The capacitor battery 201 includes a plurality of capacitors of a water system. When a motor 207 is driven, voltage of the capacitor battery 201b is boosted by a booster circuit 226b and power is supplied to an inverter circuit 206. When the motor 207 generates power, a switch SWa of a switch circuit 208a is closed and the voltage is stepped down by a step-down circuit 226c and the regenerative power is charged into the capacitor battery 201a.SELECTED DRAWING: Figure 55

Description

[Technical Field]

[0001] The present invention relates to so-called aqueous electric double layer capacitors (EDLCs) and redox capacitors that use aqueous electrolytes (hereinafter, unless otherwise specified, electric double layer capacitors and redox capacitors will be referred to as "capacitors" or "capacitor batteries"), and to a method for manufacturing such capacitors.

[0002] The present invention also relates to a charger or charging device and charging method using a capacitor or capacitor battery, a regenerative braking device and regenerative braking method equipped with a capacitor or capacitor battery, a bicycle and a method for driving a bicycle having a regenerative braking device equipped with a capacitor or capacitor battery, an automobile, a train, and a method for driving an automobile or train having a regenerative braking device equipped with a capacitor or capacitor battery, etc.

[0003] In addition, bicycles are exemplified as those having a motor, and automobiles (trains) are exemplified as those having a battery, such as hybrid automobiles (trains), electric automobiles (trains), and fuel cell automobiles (trains). [Background technology]

[0004] It is generally known that capacitor electrolytes are classified into aqueous and non-aqueous systems. Aqueous electrolytes have advantages over non-aqueous electrolytes, such as higher conductivity, better electrolyte dissociation, and better ion mobility, as well as higher safety due to the use of water as the solvent, non-volatility, ease of moisture management, and low cost. There are many capacitors that use aqueous electrolyte solutions, and for example, Patent Document 1 discloses a capacitor that uses aqueous electrolyte solutions. Patent Document 2 discloses that, in order to improve fuel economy, generated electricity or electricity generated during deceleration is regenerated and charged into a charger for a battery or the like. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 48-45857 [Patent Document 2] Patent Publication No. 2010-35376

[0006] Capacitors using aqueous electrolytes have a potential window of 1.23 V under standard conditions, which is the potential range where water does not decompose due to electrical oxidation and reduction. This means that there is a limit to the upper limit of the voltage that can be applied, making them at a disadvantage in terms of the voltage that can be applied compared to non-aqueous systems, which generally allow the application of voltages of 3 V or more.

[0007] Although aqueous electrolytes have advantages over non-aqueous electrolytes in terms of conductivity and ion solubility and dissociation, the applicable voltage is low due to constraints imposed by electrolysis. Furthermore, since the stored energy is proportional to the square of the applied voltage, this is a disadvantage for capacitors using aqueous electrolytes. Therefore, there is a limit to the weight energy density of capacitors using aqueous electrolytes.

[0008] 2. Description of the Related Art In addition to powering the vehicle during acceleration, motors for electric bicycles, electric vehicles, and the like are sometimes used for regenerative braking, generating electricity during deceleration and returning that electricity to a rechargeable battery. Summary of the Invention [Problem to be solved by the invention]

[0009] Conventional secondary batteries have the risk of fire due to the use of active metals such as lithium, and also have the problem of taking a long time to charge due to the chemical reaction required for charging. Secondary batteries using aqueous solutions have the problem that the voltage that can be applied is low due to restrictions imposed by electrolysis, and the chargeable electrical capacity is small.

[0010] Motors in electric bicycles and electric vehicles are used for regenerative braking, generating electricity during deceleration and returning it to a rechargeable battery. However, when the battery is fully charged or at a low temperature, the charging current during regenerative braking (hereinafter also referred to as regenerative current) is limited or cannot flow at all, making it impossible to apply regenerative braking and generating sufficient braking torque, which has been an issue. [Means for solving the problem]

[0011] In order to solve the above problems, a capacitor according to one aspect of the present invention includes a positive electrode and a negative electrode each having a sintered iron oxide (Fe2O3) or the like and a conductive carbon material, a separator interposed between the positive electrode and the negative electrode, an electrolyte solution having a saturated aqueous solution of sodium perchlorate or the like, and a container that contains the positive electrode, the negative electrode, the separator, and the electrolyte solution.

[0012] The capacitor battery 201 of the present invention charges and discharges very quickly. The voltage is linear with respect to the amount of charge stored, and temperature dependency is small. When a battery using the capacitor battery 201 of the present invention is fully charged, a predetermined charge can be discharged in the discharge circuit 209, allowing regenerative current to be charged.

[0013] The present invention includes a first capacitor battery 201b, a second capacitor battery 201a, a switch circuit 208a, a motor 2-7, an inverter circuit 206, and a voltage level shift unit 307.

[0014] The power from the first capacitor battery 201 b is supplied to an inverter circuit 206 via the switch circuit 208 a, and the inverter circuit 206 is connected to the motor 207 .

[0015] When the motor 207 is in regenerative braking, the switch circuit 208a is connected to the second capacitor battery 201a, and the power output from the inverter circuit 206 is charged into the second capacitor battery 201a.

[0016] In the present invention, the charge stored in the second capacitor battery 201 a is boosted by the boost circuit 226 and then charged into the second capacitor battery 201 b or the secondary battery 203 .

[0017] The aqueous capacitor battery 201 and the secondary battery 203 are selected by a switch SW of the switch circuit 208a. The current from the secondary battery 203 is supplied to the inverter circuit 206 by closing SWb of the switch circuit 208a.

[0018] When regenerative braking is performed for braking and the motor 207 enters a power generating state, the PWM converter circuit 212 operates and power is output via the inverter circuit 206a. Also, the switch circuit 208a closes the switch SWa and opens the switch SWb. The current generated by regenerative braking is charged into the capacitor battery 201.

[0019] The battery unit 224 is made up of a capacitor battery 201a, a capacitor battery 201b, and a voltage level shift unit 307. The capacitor battery 201 is made up of a plurality of water-based capacitors. When driving the motor 207, power is supplied to the inverter circuit 206 from the capacitor battery 201b.

[0020] When the motor 207 generates power, the switch SWa of the switch circuit 208a is closed, and the regenerative power is charged to the capacitor battery 201a. The ground potential of the capacitor battery 201b is set by the control unit 210 in the DA converter circuit 305, and the buffer amplifier circuit 306 applies a voltage to the ground of the capacitor battery 201b. [Effects of the Invention]

[0021] In a capacitor that uses an aqueous electrolyte, the potential window can be expanded to 3 V or more by using positive and negative electrodes made of sintered iron oxide and conductive carbon material, and a saturated aqueous sodium perchlorate solution as the electrolyte.

[0022] Iron oxide (Fe2O3) has a large specific capacitance, is inexpensive, readily available, and can be electrodeposited, making it possible to easily manufacture capacitors with large capacitance and at low cost.

[0023] By simultaneously electrodepositing iron oxide (Fe2O3) and carbon quantum dots (CQDs), the conductivity of the Fe2O3 film can be increased by the presence of CQDs in the Fe2O3 film.

[0024] The above configuration suppresses the electrolysis of water, allowing a higher voltage to be applied to the capacitor, thereby significantly improving the weight energy density of a capacitor using an aqueous electrolyte compared to a capacitor using a non-aqueous electrolyte.

[0025] The capacitor of the present invention charges and discharges very quickly. The voltage is linear with respect to the amount of charge stored, and temperature dependency is small. When a battery using the capacitor of the present invention is fully charged, it can be charged with regenerative current by discharging a predetermined amount of charge in a discharge circuit. Since discharging can be done in a short time, it can be done in a short time before the generation of regenerative current. In addition, since charging is also fast, large regenerative braking can be realized.

[0026] In the present invention, the charge stored in the second capacitor battery 201a is boosted by the boost circuit 226 and then charged into the second capacitor battery 201b or the secondary battery 203. The first capacitor battery 201a is charged with a regenerative current or the like. Charging with the regenerative current can be performed at high speed.

[0027] Furthermore, since the current is supplied to the motor 207 and the like from the boosted second capacitor battery 201b or secondary battery 203, a large torque of the motor 207 can be obtained. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a block diagram and an explanatory diagram of a charging device using a capacitor battery of the present invention. [Figure 2] 1 is a block diagram and an explanatory diagram of a charging device using a capacitor battery of the present invention. [Figure 3] FIG. 1 is an explanatory diagram of a capacitor battery of the present invention. [Figure 4] FIG. 1 is an explanatory diagram of a capacitor battery of the present invention. [Figure 5] FIG. 1 is an explanatory diagram of a capacitor battery of the present invention. [Figure 6] FIG. 1 is an explanatory diagram of a capacitor battery of the present invention. [Figure 7] 1 is an external view of a charging device using a capacitor battery of the present invention. [Figure 8] 1 is a block diagram and an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 9] 1 is an explanatory diagram of a bicycle equipped with a regenerative braking device using a capacitor battery of the present invention. [Figure 10] 1 is an explanatory diagram of a bicycle equipped with a regenerative braking device using a capacitor battery of the present invention. [Figure 11] 1 is an explanatory diagram of a bicycle equipped with a regenerative braking device using a capacitor battery of the present invention. [Figure 12] FIG. 1 is an explanatory diagram of a control panel of a regenerative braking device using a capacitor battery of the present invention. [Figure 13] 1 is a block diagram and an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 14] 1 is a block diagram and an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 15] FIG. 1 is an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 16] FIG. 1 is an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 17] FIG. 1 is an explanatory diagram of an automobile equipped with a regenerative braking device using a capacitor battery of the present invention. [Figure 18] 1 is a block diagram and an explanatory diagram of a regenerative braking device using a capacitor battery of the present invention. [Figure 19]1A and 1B are diagrams illustrating the configuration and explanation of a capacitor according to the present invention; [Figure 20] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor of the present invention. [Figure 21] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor according to the present invention; [Figure 22] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor of the present invention. [Figure 23] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor of the present invention. [Figure 24] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor according to the present invention; [Figure 25] 1A and 1B are diagrams illustrating the configuration and explanation of a capacitor according to the present invention; [Figure 26] 1 is an explanatory diagram of the operation of a capacitor of the present invention. [Figure 27] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 28] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 29] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 30] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 31] 1 is an SEM photograph of a capacitor according to the present invention. [Figure 32] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 33] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 34] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 35] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 36] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 37] 1 is a graph showing the characteristics of a capacitor of the present invention. [Figure 38] 1 is a SEM photograph of a capacitor according to the present invention. [Figure 39] 1A to 1C are explanatory diagrams of a method for manufacturing an electrode of a capacitor according to the present invention. [Figure 40]FIG. 1 is an explanatory diagram of a capacitor of the present invention. [Figure 41] FIG. 1 is an explanatory diagram of an automobile equipped with a capacitor battery of the present invention. [Figure 42] FIG. 1 is an explanatory diagram of an automobile equipped with a capacitor battery of the present invention. [Figure 43] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 44] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 45] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 46] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 47] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 48] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 49] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 50] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 51] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 52] FIG. 2 is an explanatory diagram of the operation of the capacitor battery of the present invention. [Figure 53] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 54] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 55] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 56] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 57] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 58] 1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 59]1 is an explanatory diagram and a block diagram of a capacitor battery of the present invention; [Figure 60] 1A and 1B are explanatory diagrams and a block diagram of a power generating device using a capacitor battery of the present invention. [Figure 61] 1A and 1B are explanatory diagrams and a block diagram of a lightning arrester device using a capacitor battery of the present invention. [Figure 62] 1A and 1B are explanatory diagrams and a block diagram of a power generating device using a capacitor battery of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0029] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0030] In the drawings for explaining the embodiments of the invention, elements having the same functions are given the same reference numerals, and their explanations may be omitted. In addition, the embodiments of the present invention described in this specification can be combined in whole or in part.

[0031] In one example, the capacitor of the present invention uses titanium foil as a collector electrode, a mixture of graphite and activated carbon as an active material, a saturated aqueous solution of sodium perchlorate as an electrolyte, and a hydrophilic polymer as a separator.

[0032] The capacitor manufacturing method of the present invention involves adding an electrolyte and a binder to the active material, and then coating or spreading this on a collector electrode to form an electrode. The same electrode may be used for the positive and negative electrodes. A separator is soaked in the electrolyte, sandwiched between the two electrodes, and sealed to form a single capacitor cell.

[0033] An electric double layer is created by the localization of ions near two electrodes. When a voltage is applied to the two electrodes, positive ions localize near the negative electrode, maintaining electrical neutrality, and electrons accumulate at the negative electrode. On the other hand, negative ions localize at the positive electrode, causing positively charged vacancies to accumulate in the electrode.

[0034] An electric potential is generated between the negative and positive electrodes, and this can be extracted as energy in the same way as with secondary batteries. Similar to secondary batteries, they are charged and discharged, but unlike secondary batteries, charging and discharging is governed solely by the movement of ions in the immediate vicinity of the electrodes, and does not involve chemical reactions. This allows for rapid charging and discharging, and functionality does not deteriorate even with repeated charging and discharging. The characteristics of electric double layer capacitors make them suitable for recovering regenerative energy, which requires repeated ultra-high-speed charging and discharging.

[0035] Electric double layer capacitors do not involve chemical reactions. Therefore, they can be charged and discharged in seconds, and almost no reaction heat is generated. Because this occurs very close to the electrodes, there is little temperature dependency. However, because no chemical reactions are involved, the energy density is generally low.

[0036] To recover regenerative energy, a capacitor must have the capacity to store the energy generated in a short time. In other words, it must have a certain energy density. In this respect, existing capacitors are insufficient.

[0037] The reason for this lies in the organic electrolytes used in existing capacitors. Organic electrolytes have the advantage of a wide potential window (voltage resistance without electrolysis), but they have poor electrolyte solubility and a relatively small dielectric constant, which makes them unsuitable for storing electrical energy.

[0038] Water has good solubility for electrolytes and a high degree of ionization of the electrolyte in solution, making it an excellent electrolyte with high conductivity. It also has the advantage of being non-flammable. However, water-based electrolytes have a fatal drawback: their potential window is narrow.

[0039] In fact, the theoretical potential window of water is 1.23 V, which is inferior to organic electrolytes, which have a potential window of over 3 V. This is because the stored energy of an electric double layer capacitor is proportional to the square of the applied voltage.

[0040] The saturated sodium perchlorate aqueous solution used in the capacitor of the present invention has a potential window of 3.2 V, the largest among aqueous electrolytes. If the applied voltage is comparable to that of organic electrolytes, it will not only be safer but also exceed the performance of organic capacitors in terms of functionality.

[0041] Water forms large cluster structures through hydrogen bonds. These cluster structures weaken the bonds of water, resulting in a narrow potential window. If it were independent H2O, it is expected that the potential window would be wider.

[0042] This was made possible by an ultra-concentrated aqueous solution. The weight concentration of a saturated sodium perchlorate aqueous solution is 17.1 mol / (1 kg of water) at 25°C, and it is estimated that the water cluster structure is almost completely destroyed. As a result, the potential window is 3.2 V, a value never before experienced.

[0043] The disadvantage of saturated sodium perchlorate solution is that the conductivity decreases when the sodium perchlorate concentration is above 5 molar. This is correlated with the increase in viscosity. The conductivity of saturated sodium perchlorate solution is approximately 100 mS / cm at 25°C, which is an order of magnitude higher than that of organic electrolytes. The advantage of this solution is that it does not freeze even at -40°C.

[0044] One of the reasons why the energy density of organic capacitors cannot be increased is thought to be the formation of ion pairs in the electrolyte. The low conductivity (the reciprocal of resistance) is a factor that increases the internal resistance of electric double layer capacitors.

[0045] For example, when PC (propylene carbonate) is used as the electrolyte, poor conductivity of the electrolyte results in high internal resistance and heat generation. The conductivity of the electrolyte varies depending on the dissolved electrolyte. The conductivity is around 10 mS / cm. The conductivity of the aqueous electrolyte used in the capacitor battery of the present invention is 100 mA / cm, which is significantly higher. Ionic liquids are non-flammable, but are not only expensive, but also highly viscous and have low conductivity.

[0046] Examples of organic electrolyte solvents include propylene carbonate and acetonitrile. Acetonitrile is a concern as it may generate cyanide gas when burned. Ionic liquids, which are non-flammable and highly heat-resistant, have high viscosity at low temperatures and also pose cost issues. Organic electrolytes also have the problem of requiring a dry environment during the manufacturing process, as the decomposition voltage decreases when moisture is present inside the product, reducing the withstand voltage of the capacitor. The electrolyte not only forms an electric double layer on the surface of both electrodes, but also serves as electrical conductivity between the two electrodes. During charging and discharging, a large DC current flows through the electrolyte, so if the electrolyte's conductivity is low, the internal resistance increases and internal heat generation increases. The electrolyte also affects reliability by causing changes in the capacitance and internal resistance.

[0047] When recovering regenerative energy from a vehicle, a large current flows in a short period of time, so heat generated by charging and discharging is a serious problem. Unlike lithium-ion batteries, organic capacitors have no internal oxygen source and are not susceptible to combustion, but potential dangers still exist. The biggest drawbacks of organic capacitors are their low conductivity and flammability, making them unsuitable for recovering regenerative energy from a vehicle. Well-known secondary batteries include lead-acid batteries, nickel-metal hydride batteries, and lithium-ion batteries, and in recent years, the development of all-solid-state batteries has been attracting attention.

[0048] Lithium-ion batteries have a high energy density of 100Wh / kg or more. The energy storage mechanism of secondary batteries is governed by chemical reactions (oxidation-reduction reactions). The larger the electromotive force, the larger the potential barrier that stands when charging.

[0049] Charging involves overcoming this energy barrier by applying a voltage, which generally takes a long time. Regenerative energy recovery in automobiles is measured in seconds. With secondary batteries, repeated charging and discharging is an issue more than just the charging speed, as this involves repeated chemical reactions. It is not reasonable to use secondary batteries in applications where frequent charging and discharging is required.

[0050] The charge / discharge capacity of the capacitor battery of the present invention changes little over the temperature range of 0°C to 60°C. This supports the idea that the phenomena accompanying the charge / discharge of the capacitor occur very close to the electrodes, and that ion diffusion is not directly related to the charge / discharge capacity, because the diffusion rate also depends on temperature.

[0051] In regenerative energy recovery systems, the most important factor in determining energy conservation is regenerative braking technology, which utilizes a balance between regenerative braking and friction braking.

[0052] In other words, it is a matter of balancing whether braking energy is used for power generation or lost through friction braking. As regenerative braking increases, the load on power generation and charging increases accordingly. As a result, a large current is generated for a few seconds, and a function to charge this current is required. Water-based capacitors have low internal resistance. As a result, they generate little heat and are non-flammable, meeting practical requirements.

[0053] The capacitor battery of the present invention can be produced as an inexpensive large-scale electricity storage device due to its inexpensive materials (graphite, activated carbon, and SUS or titanium foil) and low manufacturing costs (operation in the atmosphere is possible). 19 is an explanatory diagram illustrating the structure of the capacitor of the present invention. The capacitor of the present invention may also be called a capacitor battery.

[0054] An electrode material 104 made of metal oxide and carbon is formed or placed on the surface of a metal plate 101. The metal plate 101 is a metal plate made of stainless steel, titanium, copper, zinc, nickel, or the like, or a conductive plate or conductive film.

[0055] It goes without saying that metal plate 101 may be a metal film or film foil. Also, instead of metal plate 101, a non-conductive substrate or film may be used in which a metal such as titanium, platinum, gold, or silver is plated, vapor-deposited, or sputtered onto the surface.

[0056] Instead of metal plate 101, a carbon sheet such as carbon cloth may be used as electrode 101, and electrode material 104 made of metal oxide and carbon may be formed or placed on the surface of the carbon sheet. By using a carbon sheet as electrode 101, the flexibility of the capacitor of the present invention is improved, and a capacitor with a curved surface can be formed.

[0057] From the above, it goes without saying that the metal plate 101 is not limited to a sheet or plate of a metal material, but may be formed or configured of a non-metallic material such as carbon.

[0058] It goes without saying that the above points can be applied to other embodiments of the present invention. In this specification, for ease of understanding and ease of illustration, the description will be mainly made on the basis of the metal plate 101.

[0059] When stainless steel is used for the metal plate 101, it is preferable to use ferritic stainless steel from the viewpoint of corrosion resistance. For example, SUS430 is an example. Ferritic stainless steel is also preferable because of its low cost.

[0060] The metal plate 101 may be formed or configured from aluminum, copper, stainless steel, sintered alloy, wire mesh, foam metal, ceramic, etc. Furthermore, platinum, gold, silver, tungsten, titanium, copper, nickel, or an alloy of a combination thereof may be formed or disposed on the surface. By forming metal plate 101 in a sheet shape with a thickness of 50 μm or less, the capacitor of the present invention has good flexibility, and a capacitor having a curved surface can be easily formed.

[0061] Electrode terminals 106 are connected to metal plate 101. A power supply 110 that generates a voltage or current is disposed at electrode terminal 106, and the capacitor of the present invention is charged. The stored charge is output to load 109 connected to electrode terminal 106. If metal plate 101 or the like is a carbon sheet, electrode terminals 106 are connected to or disposed on the carbon sheet.

[0062] When the metal plate 101 or the like is a carbon sheet, the sheet resistance is high. If the sheet resistance is high, the voltage applied to the electrode terminal 106 drops at the far end of the carbon sheet. To address this issue, a metal material is vapor-deposited on the back surface of the carbon sheet 101 to lower the sheet resistance.

[0063] For charging and discharging, the conductive carbon materials of the positive and negative electrodes are connected to terminals formed on the outside of the container 107 by electrode terminals 106. The electrode terminals 106 for the positive and negative electrodes are provided so as to ensure conductivity or electrical continuity to the outside of the container 107, and the capacitor is connected to an external device via these.

[0064] An electrode material 104 is disposed on the surface of the metal plate 101. An example of the electrode material 104 is one that is made of or formed from iron oxide Fe2O3 containing carbon. It is also preferable to use electrode material 104 to which phosphorus (P) is added.

[0065] Iron oxide Fe2O3 has the disadvantages of low chemical stability and poor conductivity. When phosphorus (P) is electrodeposited, mixed, contained, or bonded to iron oxide Fe2O3, iron oxide Fe2O3 becomes stable. Also, when carbon qdots (CQDs) are electrodeposited, mixed, contained, or bonded to iron oxide Fe2O3, iron oxide Fe2O3 becomes stable.

[0066] The electrode material 104 is not limited to iron oxide Fe2O3, but iron oxide Fe2O3 is preferable because it has a large specific capacity, is inexpensive, is easily available, and can be easily formed on the metal plate 101 by electrodeposition or the like.

[0067] In addition to iron oxide Fe2O3, a mixture of a metal compound selected from the group consisting of vanadium oxide, manganese oxide, nickel oxide, tin oxide and titanium carbide with a conductive carbon material can be used.

[0068] When carbon such as carbon quads (CQDs) is electrodeposited together with iron oxide Fe2O3, the presence of carbon components such as carbon quads (CQDs) in the electrode material 104 can increase the conductivity of the electrode material 104 made of iron oxide Fe2O3 or the like. Carbon such as carbon quads (CQDs) may also be mixed to form the electrode material.

[0069] Sintered iron oxide Fe2O3 is hard. It becomes brittle, especially when sintered at high temperatures. In addition, the particle size tends to be dense, making it difficult for the electrolyte solution 105 to penetrate into the electrode material 104 made of iron oxide Fe2O3.

[0070] By incorporating carbon such as carbon qdots (CQDs) into the electrode material 104, the electrode made of iron oxide or the like becomes flexible. By optimizing the firing conditions, voids are formed in the electrode material 104, increasing the amount of charge storage.

[0071] By sintering iron oxide Fe2O3 at 500°C or less, appropriate voids can be generated in the electrode material 104, allowing the electrolyte 105 to penetrate into the voids and increase the amount of ions adsorbed, thereby increasing the capacitance of the capacitor.

[0072] The use of carbon QDs improves the flexibility of the electrode material 104. By configuring the metal plate 101 etc. to be flexible, a flexible capacitor can be fabricated.

[0073] By electrodepositing a carbon component on the metal plate 101, iron oxide can be electrodeposited on the carbon, and the iron oxide has good adhesion to the carbon. The amount of carbon component electrodeposited on the metal plate 101 can be easily achieved or adjusted by changing the setting value of the voltage applied to the reference electrode 121 shown in FIG.

[0074] In this specification, carbon qdots (CQDs) are used as an example of the conductive carbon material, but the conductive carbon material is not limited to carbon qdots (CQDs).

[0075] The conductive carbon material may be any carbon material that is conductive, such as graphite, or alternatively or in addition to graphite, at least one of activated carbon, carbon black, acetylene black, carbon felt, carbon nanotubes, fullerenes, and graphene, or a combination thereof.

[0076] The electrode material 104 for the positive and negative electrodes may be in any form, but for example, the conductive carbon material and the oxide metal may be pressurized and solidified, filled into a container, pressurized and sintered, or fired.

[0077] In the following description, the conductive carbon material, metal oxide, phosphorus, etc. are mainly electrodeposited onto the metal plate 101 or the like, and then sintered. However, the conductive carbon material, metal oxide, phosphorus, etc. may also be press-molded onto the metal plate 101 or the like to solidify, and then sintered.

[0078] Alternatively, the conductive carbon material, metal oxide, phosphorus, etc. may be prepared into pellets, and the pellets may be sputtered to deposit the conductive carbon material, metal oxide, phosphorus, etc. on the metal plate 101, etc., and then sintered.

[0079] Alternatively, pellets of a carbon material, pellets of a metal oxide, etc. may be prepared, and these pellets may be sputtered sequentially or simultaneously to deposit a film on the metal plate 101, etc. In this case, only the carbon material pellets are sputtered first. Next, the carbon material pellets and the metal oxide pellets are sputtered simultaneously. As a result, the carbon material is formed on the metal plate 101, and then a layer of a mixture of the carbon material and the metal oxide is formed. A layer of the carbon material is formed between the metal oxide and the metal plate 101, improving adhesion.

[0080] The separator 102 is a membrane or sheet that separates the positive electrode and the negative electrode, and can be, for example, a cation exchange membrane. Since there is no need to select ions when the electrolyte at both electrodes is the same, the separator can be any material that has insulating properties to prevent contact between the electrodes and water permeability. Furthermore, if the configuration or form allows the electrode materials 104 of the positive and negative electrodes to be arranged or maintained at a predetermined distance, the separator 102 can be omitted.

[0081] Since the electrolyte is the same at both electrodes and there is no need to select ions with the separator 102, the separator 102 only needs to have insulating properties to prevent contact between the electrodes and water permeability. In other words, any insulating sheet-like material that is water permeable can be used. For example, cellulose nonwoven sheets such as paper, cloth, chemical fiber sheets, and synthetic resin sheets can be used. As a separator using a synthetic resin sheet, for example, a porous sheet made of synthetic resin can be used.

[0082] The synthetic resin may be either a simple substance or a composite. An example of a porous sheet made of a synthetic resin is a wet-laid nonwoven fabric made of polyphenylene sulfide.

[0083] Wet-laid nonwoven fabrics made of polyphenylene sulfide are water-permeable, chemical-resistant, heat-resistant, flame-retardant, have stable electrical properties, have a simple polymer structure, and are very inexpensive. Therefore, using wet-laid nonwoven fabrics made of polyphenylene sulfide as separators contributes to reducing the cost of capacitor manufacturing.

[0084] The separator 102 is not limited to being disposed between the electrode material 104 a and the electrode material 104 b. For example, the separator 102 made of synthetic resin or the like may be formed on the electrode material 104 a by a screen printing method, an inkjet method, or a spinner method, and the separator 102 and the electrode material 104 b may be sandwiched or bonded together.

[0085] It goes without saying that a certain distance (space) may be maintained between the electrode material 104a and the electrode material 104b by scattering insulating beads or the like between the electrode material 104a and the electrode material 104b.

[0086] The electrolyte 105 is filled in the electrode material 104 and / or between the electrode material 104 and the separator 102. In one embodiment, the electrolyte 105 is an aqueous solution of sodium perchlorate (NaClO4).

[0087] Water forms large cluster-like structures through hydrogen bonds. This cluster structure weakens the water bonds, resulting in a narrow potential window. Conversely, it is estimated that if it were free-standing H2O, the potential window would be wider. This is made possible by an ultra-concentrated aqueous solution. The weight concentration of a saturated aqueous sodium perchlorate solution is 17.1 mol / (1 kg of water) at 25°C, which is ultra-concentrated, and it is estimated that the water cluster structure has been almost destroyed. As a result, the potential window is 3.2 V, a value never before experienced.

[0088] Aqueous solutions other than sodium perchlorate can also be used as the electrolyte, such as lithium perchlorate (LiClO4), magnesium perchlorate (Mg(ClO4)2), calcium perchlorate (Ca(ClO4)2), barium perchlorate (Ba(ClO4)2), or aluminum perchlorate (Al(ClO4)3).

[0089] Other than the aqueous solution of perchlorate, for example, an aqueous solution of magnesium sulfate (MgSO4), an aqueous solution of potassium sulfate (K2SO4), or an aqueous solution of sodium sulfate (Na2SO4) can be used.

[0090] A mixture of two or more saturated aqueous solutions selected from the above-mentioned aqueous sodium perchlorate solution, saturated aqueous lithium perchlorate solution, saturated aqueous magnesium perchlorate solution, saturated aqueous calcium perchlorate solution, saturated aqueous barium perchlorate solution, saturated aqueous aluminum perchlorate solution, saturated aqueous magnesium sulfate solution, saturated aqueous potassium sulfate solution, and saturated aqueous sodium sulfate solution can also be used as the electrolyte solution.

[0091] For example, the mixture is not limited to a mixture of two saturated aqueous solutions, such as a mixture of a saturated aqueous solution of sodium perchlorate and a saturated aqueous solution of magnesium perchlorate, but may be a mixture of three or more saturated aqueous solutions, such as a mixture of a saturated aqueous solution of sodium perchlorate, a saturated aqueous solution of magnesium perchlorate, and a saturated aqueous solution of barium perchlorate. Such a mixture does not necessarily have to contain a saturated aqueous solution of sodium perchlorate, and a mixture of various combinations can be used as the electrolyte.

[0092] 19, the electrolyte 105 is not limited to being disposed between the electrode material 104 and the separator 102. It goes without saying that the electrolyte 105 may have a configuration or structure in which it is permeated into or contained in holes or gaps formed in the electrode material 104.

[0093] 20 shows a capacitor according to an embodiment of the present invention, which has an electrode material 104 impregnated with or containing an electrolyte solution 105. The capacitor has an electrode material 104a serving as a positive or negative electrode and an electrode material 104b serving as a negative or positive electrode, and a separator 102 disposed or sandwiched between the electrode material 104a and the electrode material 104b.

[0094] The metal plate 101, electrode material 104, etc. are placed in an insulating container 107. An electrode terminal 106 is taken out of the container 107. Note that the insulating property means that insulation between the electrode material 104 and the electrode terminal 106 is required.

[0095] Since the electrolyte 105 and the electrode material 104 are non-flammable, any container 107 may be used as long as it is airtight and does not leak the electrolyte 105. However, since heat may be generated during charging or discharging, it is preferable that the container 107 be made of ceramic or metal, which has good heat dissipation properties.

[0096] 19, metal plates 101a and 101b are placed in a container 107. An electrode material 104a is electrically connected to the metal plate 101a. An electrode terminal 106a is electrically connected to the metal plate 101a, and an electrode terminal 106b is extended to the outside of the container 107.

[0097] An electrode material 104b is electrically connected to the metal plate 101b. An electrode terminal 106b is electrically connected to the metal plate 101b, and the electrode terminal 106b is taken out of the container 107.

[0098] 19, a separator 102 is disposed between electrode material 104a and electrode material 104b. An electrolyte solution 105 is filled between separator 102 and electrode material 104a and between separator 102 and electrode material 104b.

[0099] As an example, the maximum voltage of a single cell of the capacitor battery of the present invention is 2.5 V. The current density is 5 mA / cm. 2 The charge / discharge capacity is 0.035Ah / cm 2 Since the coulombic efficiency is nearly 100%, the charge and discharge capacities are nearly equal.

[0100] The charge / discharge capacity decreases as the current density increases. For example, at 20 mA / cm 2 at 0.03Ah / cm 2 50mA / cm 2 In this case, the capacity is 0.02Ah / cm 2 The capacitor functions normally, although it is reduced to the following: If the size of a single cell is 7cm x 10cm, then the current is 20mA / cm 2 Under these conditions, a current of 1.4A flows and the charge / discharge capacity is 2.1mAh.

[0101] To increase the charge / discharge capacity, several single cells are stacked. The collector electrodes are coated on both sides except for the ends. A cell stacked in this way is hereafter referred to as a stacked cell. For example, if five cells are stacked, the current will be 7A and the charge / discharge capacity will be 10.5mAh.

[0102] All stacked cells are connected in parallel and charged. The maximum voltage is 2.5V. The charge / discharge capacity is 42mAh at a current of 28A. When a current of 100A flows, the capacity decreases, but there is no abnormality in the capacitor function.

[0103] The present invention eliminates the risk of fire due to heat generation. The reason for this is the conductivity of the electrolyte. The conductivity of the aqueous electrolyte of the present invention is 10 times higher than that of the organic electrolyte used in commercially available capacitors. As a result, the internal resistance of the capacitor is low, the amount of heat generated is small even with a large current, and the electrolyte is non-flammable.

[0104] In a capacitor according to another embodiment of the present invention shown in Figure 20, a separator 102 is sandwiched between electrode materials 104a and 104b. An electrolytic solution 105 permeates the electrode material 104, or the electrode material 104 contains the electrolytic solution 105. As shown in the SEM (Scanning Electron Microscope) photograph of Figure 31(c), the capacitor of the present invention has large voids formed in the electrode 104. The electrolytic solution 105 permeates these voids, allowing for good charge storage.

[0105] The capacitors in the examples of Figures 19 and 20 use a metal plate 101. Alternatively, the metal plate 101 is made of carbon cloth (CC). Figure 21 shows a configuration in which a conductive film 111 is formed or disposed on a base film.

[0106] Examples of the conductive film 111 include a plated film formed by electroless or electrolytic plating, a vapor-deposited film formed by vapor deposition of a conductive material, and a sputtered film formed by sputtering a metal material. Other examples include a paste film containing a metal. The conductive film 111 is also preferably formed by sintering.

[0107] The electrode material 104 may be formed or disposed on the conductive film 111, or the conductive film 111 may be formed on the electrode material 104 by using a technique such as vapor deposition or sputtering.

[0108] Examples of the base film 103 include polyethylene (PE), polypropylene (PP / OPP), polyethylene terephthalate (PET), polyethylene naphthalate (PEN), polyvinyl chloride resin (PVC), and polystyrene (PS / OPS). Among these, polyethylene (PE) is preferred because of its flexibility and good moldability.

[0109] The capacitor of the present invention is an electric double layer capacitor that uses saturated sodium perchlorate aqueous solution as an electrolyte and carbon quantum dots (CQDs), graphite, and activated carbon as active materials. For example, titanium foil or stainless steel (SUS) foil is used as electrode 101, and an active material is sintered onto its surface. A separator is sandwiched between the electrodes to form a cell. Other configurations are the same as or similar to those in FIG. 19 and so will not be described. 19, 20, and 21 are configured to include separator 102. However, the present invention is not limited to this configuration.

[0110] Fig. 22 is an explanatory diagram of the configuration of a capacitor of the present invention that does not have a separator 102. In Fig. 22, there is no separator 102, and electrode material 104a and electrode material 104b are arranged with electrolytic solution 105 sandwiched between them.

[0111] The separator used in the capacitor of the present invention may be any separator that has the function of preventing electrical contact between electrode material 104a and electrode material 104b. Furthermore, the electrolyte 105 in contact with electrode material 104a and the electrolyte 105 in contact with electrode material 104b may be the same.

[0112] Therefore, if the electrode materials 104a and 104b are held accurately in the container 107 and are configured so that the electrode materials 104a and 104b do not come into contact with each other, the separator 102 can be omitted as shown in FIG.

[0113] An example of a configuration in which the electrode materials 104a and 104b are sandwiched without contacting each other is a configuration in which beads or cylindrical rods are dispersed between the electrode materials 104a and 104b.

[0114] 22 shows an example of a configuration in which beads 115 are scattered and arranged between the electrode material 104a and the electrode material 104b. Alternatively, a convex protrusion may be formed on one of the electrode materials 104.

[0115] The separator 102 may be any sheet-like material that is insulating and water-permeable. It does not have to be sheet-like, but any material that exhibits insulating properties at 5 V or less will do. For example, it may be a thin film made of cellulose or the like. Other configurations are the same as or similar to those in FIG. 19 and so will not be described.

[0116] 23, a conductive film 111a is formed on the bottom surface of a container 107a, and an electrode terminal 106a is attached to the conductive film 111a. The electrode terminal 106a is led out of the container 107a through a hole (not shown) formed in the container 107a.

[0117] A conductive film 111b is formed on the bottom surface of the container 107b, and an electrode terminal 106b is attached to the conductive film 111b. The electrode terminal 106b is led out of the container 107b through a hole (not shown) formed in the container 107b. An electrode material 104a is formed or disposed on the conductive film 111a, and an electrode material 104b is formed or disposed on the conductive film 111b. A separator 102 is sandwiched between a container 107a and a container 107b, and an electrolyte solution 105 is filled in the container 107a.

[0118] The container 107 is made of a metal material such as stainless steel and is conductive, with the electrode material 104a formed in the container 107a and the electrode material 104b formed in the container 107b. The containers 107a and 107b may be electrically insulated from each other by a separator 102. An electrode terminal 106a is electrically connected to the container 107a, and an electrode terminal 106b is electrically connected to the container 107b. Other configurations are the same as or similar to those in FIG. 19 and so will not be described. 19, 20, 21, 22, and 23 show a configuration in which the electrode material 104 is configured with a pair of electrode materials 104a and 104b.

[0119] Fig. 24 is a diagram illustrating the configuration of a capacitor according to the present invention. In order to increase the amount of charge that can be stored, it is preferable to use a plurality of electrode materials 104a and 104b, as shown in Fig. 24.

[0120] An electrode material 104a is formed or placed on a metal plate 101a. An electrode material 104b is formed or placed on a metal plate 101b. The plurality of metal plates 101a are connected to an electrically conductive connection plate 114a. The plurality of metal plates 101b are connected to an electrically conductive connection plate 114b. Electrode terminal 106a is electrically connected to connection plate 114a, and electrode terminal 106b is electrically connected to connection plate 114b. By forming or arranging a plurality of electrode materials 104a and electrode materials 104b as shown in FIG. 24, a capacitor with a large amount of charge can be fabricated. Other configurations are the same as or similar to those in FIG. 19 and so will not be described. 25 shows an embodiment of the capacitor of the present invention configured in a cylindrical shape. For ease of illustration, metal plate 101 and the like are omitted.

[0121] 19 and other drawings, the electrode material 104 is formed on the metal plate 101 and the electrode terminal 106 is connected to the metal plate 101, but this is not limitative. The electrode terminal 106 may be directly connected to the electrode material 104 to form an electrode. It goes without saying that the above can also be applied to other embodiments of the present invention.

[0122] A separator 102 is disposed between the electrode material 104a and the electrode material 104b. An insulating film 108 is formed or disposed below the electrode material 104b.

[0123] The electrode material 104 is wound into a roll and sealed in a container 107. The conductive film of the metal plate 101a (not shown) or the like facing the electrode material 104a is electrically connected to the electrode terminal 106a. The conductive film of the metal plate 101b (not shown) or the like facing the electrode material 104b is electrically connected to the electrode terminal 106b. Other configurations are the same as or similar to those in FIG. 19 and so will not be described.

[0124] Figure 26 is an explanatory diagram of the operation of the capacitor of the present invention. Electrochemical capacitors have the advantage of being capable of rapid charging and discharging compared to secondary batteries, and of having a long lifespan. An electric double layer capacitor (EDLC) stores electric charge in an electric double layer formed at the interface between the electrode material 104 and the electrolyte solution 105.

[0125] In Fig. 26, current from a power source 110 is applied to a metal plate 101 via a current limiting circuit 112, and also to an electrode material 104. Fig. 26(a) is an explanatory diagram of operation in a charging state, and Fig. 26(b) is an explanatory diagram of operation in a discharging state. Note that the metal plate 101 may be a non-metallic conductive material such as carbon cloth.

[0126] 26(a), during charging, ions of the opposite sign to that of the charged electrode material 104 are adsorbed to the surface of the electrode material 104, thereby accumulating charge. The ions move in the electrolyte 105. As shown in FIG. 26(b), during discharge, charges are released into the electrode material 104 and ions on the surface of the electrode material 104 are released.

[0127] During charging, positive ions localize near the negative electrode. To maintain electrical neutrality, electrons accumulate at the negative electrode. Meanwhile, negative ions localize at the positive electrode, causing positively charged vacancies to accumulate in the electrode.

[0128] An electric potential is generated between the negative and positive electrodes, and this can be extracted as energy, just like in secondary batteries. Unlike secondary batteries, charging and discharging are determined solely by the movement of ions near the electrodes.

[0129] In this invention, ion diffusion is not directly involved in charging and discharging. Because no chemical reaction is involved, high-speed charging and discharging is possible, almost no reaction heat is generated, and it is durable even when repeatedly charged and discharged. The characteristics of this electric double layer capacitor are suitable for recovering regenerative energy, which requires repeated large-capacity, ultra-high-speed charging and discharging.

[0130] Charging in Figure 26(a) can be achieved in an extremely short time because there is no chemical reaction. However, a rush current flows during charging, causing the output of the power supply 110 to short-circuit. If the output of the power supply 110 shorts, the power supply 110 and other components will be destroyed. As shown in the figure, the capacitor device of the present invention has a current limiting circuit 112 disposed in the current path to prevent damage to the power supply 110 and other components. The current limiting circuit 112 monitors the voltage between the electrode terminals 106 (electrode terminal 106a, electrode terminal 106b) of the capacitor using a voltage comparator (not shown).

[0131] When the voltage between the electrode terminals 106 is within the normal range, the output of the voltage comparator (not shown) is at the VDD level, and the Nch-MOS-FET (transistor) arranged at the output is turned on, entering a charging enabled state. At this time, the gate terminal voltage of the Nch-MOS-FET (not shown) is controlled to keep the charging current below a predetermined value.

[0132] If the voltage between the electrode terminals 106 exceeds the overcharge detection voltage during charging, the output of the voltage comparator (not shown) is inverted, causing the Nch-MOS-FET (not shown) to set the gate terminal voltage to a LOW level, turning the Nch-MOS-FET (not shown) OFF. It goes without saying that the above can also be applied to other embodiments in this specification.

[0133] The method for producing a capacitor of the present invention will be described below with reference to the drawings. First, a method for synthesizing CQDs used in the electrode material 104 of the present invention will be described.

[0134] Dissolve 1.05g of citric acid and 335μl of ethylenediamine in 10ml of water and place in a 50ml hydrothermal reactor. React at 200℃ for 5 hours to obtain a black solution. The solution is then dialyzed for 36 hours, and after dialysis, rotary evaporation yields black powder CQDs.

[0135] Next, we will explain the electrodeposition solution used for the anode and the electrodeposition solution used for the cathode. In the case of a capacitor, there is no concept of a positive side or a negative side. The anode and cathode are reversed during charging and discharging. When the electrode material 104 is formed by electrodeposition, the concepts of anode and cathode are necessary, so the terms anode and cathode will be used below for ease of explanation.

[0136] 39 is an explanatory diagram of a manufacturing method for manufacturing the capacitor electrode material 104 of the present invention. A solution tank 128 is filled with an electrodeposition solution 127. A counter electrode (CE) 120, a reference electrode (RE) 121, and a working electrode (WE) 122 are placed in the electrodeposition solution 127.

[0137] A variable voltage device 124 is disposed between the reference electrode 121 and the working electrode 122. The variable voltage device 124 can apply a positive or negative voltage to the reference electrode 121 based on the potential of the working electrode 122. The voltage applied by the variable voltage device 124 can be measured by a voltmeter 123.

[0138] A variable voltage device 125 is disposed between the counter electrode 120 and the working electrode 122. An ammeter 126 measures the current flowing between the counter electrode 120 and the working electrode 122. The variable voltage device 125 can apply a voltage that varies from positive to negative. Depending on the voltage applied by the variable voltage device 125, the direction of the flowing current can be changed, and the magnitude of the flowing current can also be changed or adjusted.

[0139] The anodic electrodeposition solution 127 is prepared as a 25 ml solution containing 0.01 mol of (NH4)2Fe(SO4)26H2O, 0.04 mol of CH3COONa, 0.06 mol of NaH2PO2, and a CQDs concentration of 1 g / L.

[0140] The cathodic electrodeposition solution 127 was prepared as a 25 ml solution containing 30 g / L FeCl, 250 g / L FeSO, 10 g / L NH, 10 g / L NaH, 10 g / L NaH, and 1 g / L CQDs.

[0141] For the electrodeposition of the electrode material 104 consisting of CQDs-P-Fe2O3 / CC at the cathode, carbon cloth (CC) was used as the working electrode 122. A platinum rod was used as the counter electrode 120, and Ag / AgCl was used as the reference electrode 121. A potential of -1.5 V was applied at room temperature (25°C) using a variable voltage device 125. The potential application time for electrodeposition was 50 seconds.

[0142] For comparison, comparative samples were prepared by electrodeposition: Fe2O3 / CC electrode material 104 and P-Fe2O3 / CC electrode material 104. Fe2O3 / CC electrode material 104 was prepared without adding CQDs and NaH2PO2 to the electrodeposition solution, as opposed to CQDs-P-Fe2O3 / CC, and P-Fe2O3 / CC electrode material 104 was prepared without adding CQDs to the electrodeposition solution, as opposed to CQDs-P-Fe2O3 / CC.

[0143] For the electrodeposition of the electrode material 104 consisting of CQDs-P-Fe2O3 / CC at the anode, carbon cloth (CC) was used as the working electrode 122. A platinum rod was used as the counter electrode 120, and Ag / AgCl was used as the reference electrode 121. A potential of 0.65 V was applied at a temperature of 70°C using a variable voltage device 125. The potential application time for electrodeposition was 150 seconds.

[0144] For comparison, comparative samples were prepared by electrodeposition: Fe2O3 / CC electrode material 104 and P-Fe2O3 / CC electrode material 104. Fe2O3 / CC electrode material 104 was prepared without adding CQDs and NaH2PO2 to the electrodeposition solution, as opposed to CQDs-P-Fe2O3 / CC, and P-Fe2O3 / CC electrode material 104 was prepared without adding CQDs to the electrodeposition solution, as opposed to CQDs-P-Fe2O3 / CC.

[0145] The structure and composition of the electrode material 104 electrodeposited on the working electrode 122 can be adjusted by adjusting the voltage applied to the reference electrode 121 with the variable voltage device 124. When a metal plate 101 is used for the working electrode 122, it is preferable to initially increase the carbon content. Increasing the carbon content improves the adhesion between the metal plate 101 and the electrode material 104.

[0146] To increase the initial carbon component, the voltage generated by the variable voltage device 124 can be changed between a predetermined time 1 from the start of electrodeposition and a subsequent predetermined time 2. Changing the voltage changes the voltage applied to the reference electrode 121, which changes the components electrodeposited on the working electrode 122, and the composition of the electrode material 104.

[0147] In the above examples, the electrode material 104 is formed by electrodeposition, but the present invention is not limited to this. For example, the conductive carbon material and metal oxide may be press-molded to solidify them, or may be filled in a container.

[0148] In the above examples, carbon cloth (CC) is used as the working electrode. The carbon cloth serves as the conductive plate 101, and the electrode material 104 is formed on the carbon cloth. When the electrode material 104 is formed on the metal plate 101, it goes without saying that the metal plate 101 can be used as the working electrode 122. It goes without saying that the metal plate 101 can be a non-conductive sheet or plate with a conductive film formed on it.

[0149] FIG. 39 is an explanatory diagram of a method for manufacturing the electrode material 104 of the capacitor of the present invention in FIG. 39. In FIG. 39, the reference electrode 121 may be omitted. The voltage applied to the counter electrode 120 is adjusted by a variable voltage device 125 according to the electrodeposition state of the electrode material 104.

[0150] Furthermore, the components of the electrodeposition solution 127 may be adjusted during electrodeposition of the electrode material 104. For example, the amount of CQDs added may be increased at first, and then decreased.

[0151] Electrodeposition using the manufacturing method of the present invention allows phosphorus (P) and CQDs to be uniformly incorporated into the electrode material 104. Furthermore, by adjusting or setting the voltage of the variable voltage devices (124, 125) during electrodeposition, the layer composition and structure of the electrode material 104 can be adjusted. The addition of an additive (complexing agent) can improve the shape of the iron oxide. As a result, the present invention provides appropriate voids and significantly increases charge accumulation, as shown in the SEM photographs of Figures 31(c) and 38(c).

[0152] Alternatively, the conductive carbon material, metal oxide, phosphorus, etc. may be prepared in pellet form, and the pellet may be sputtered to deposit a film of the conductive carbon material, metal oxide, phosphorus, etc. on the metal plate 101, etc. Alternatively, pellets of the carbon material and pellets of the metal oxide, etc. may be prepared, and then sputtered sequentially or simultaneously to deposit a film on the metal plate 101, etc.

[0153] In this case, first, only the carbon material pellets are sputtered. Then, the carbon material pellets and the metal oxide pellets are sputtered simultaneously. This forms the carbon material on the metal plate 101, and then forms a layer of the carbon material and the metal oxide mixed together. The carbon material layer is formed between the metal oxide and the metal plate 101, resulting in good adhesion. Next, the prepared electrode material 104 is heated at 400° C. for 2 hours. By heating, an iron oxide film electrode CQDs-P-Fe2O3 / CC is prepared.

[0154] Sintering is carried out in an inert gas atmosphere of N2 or Ar gas. The sintering temperature is preferably 300°C or higher and 500°C or lower. The temperature is maintained for approximately 2 hours. Cooling is carried out naturally. The temperature rise rate is 2 to 5°C / min.

[0155] The heating temperature is preferably 300° C. or higher and 500° C. or lower. At temperatures exceeding 500° C., the metal oxide becomes densified. In particular, at temperatures of 900° C. or higher, the metal oxide becomes almost completely densified, eliminating voids in the electrode material 104. When the electrode material 104 becomes densified, the electrolyte solution 105 becomes less likely to penetrate into the electrode material 104.

[0156] By sintering the metal oxide at 500°C or less, appropriate voids can be generated in the electrode material 104, allowing the electrolyte 105 to penetrate into the voids and increase the amount of ions adsorbed. This increases the capacitance of the capacitor. At temperatures below 300°C, the complex state of the iron oxide deteriorates, resulting in a decrease in the charge capacity.

[0157] Figure 40 is an explanatory diagram conceptually showing the relationship between sintering temperature and efficiency (charge storage efficiency). Efficiency is normalized with a maximum value of 1.0. Efficiency reaches its maximum at a sintering temperature of 400°C. In the range of 300°C to 500°C, the efficiency can be maintained at 0.8 compared to the maximum value of 1.0.

[0158] In this temperature range, the electrode material 104 is formed as shown in Figures 31(c) and 38(c), which is thought to create appropriate voids in the electrode material 104, allowing the electrolyte solution 105 to penetrate into the voids and increasing the amount of ions adsorbed. As the temperature increases, the crystal grain size of the metal oxide becomes smaller. Samples with smaller crystal grain size are harder. Hardness makes them less flexible.

[0159] Sintering at 500°C or below creates a moderate amount of voids, ensures an appropriate crystal grain size, and provides good flexibility, making it possible to create a flexible capacitor.

[0160] Co-electrodepositing or incorporating phosphorus (P) into Fe2O3 can stabilize the Fe2O3, and co-electrodepositing or incorporating CQDs can increase the conductivity of the Fe2O3 film due to the presence of CQDs in the film.

[0161] The present invention uses iron oxide Fe2O3 as the electrode material 104. Iron oxide Fe2O3 has a large specific capacity, is inexpensive, and is readily available. Furthermore, iron oxide Fe2O3 is preferable because it can be electrodeposited.

[0162] 27, 28, 29, and 30 are graphs showing the cyclic voltammetry (CV) characteristics of the CQDs-P-Fe2O3 / CC electrode material 104 prepared by anodic electrodeposition. 27 and 29 are graphs comparing the characteristics of the CQDs-P-Fe2O3 / CC electrode material with those of the P-Fe2O3 / CC electrode material and the Fe2O3 / CC electrode material, which were prepared as comparative samples.

[0163] The CQDs-P-Fe2O3 / CC was used as the working electrode 122, the counter electrode 120 was a platinum rod, and the reference electrode 121 was Ag / AgCl. The three electrodes were placed in a 3M KOH electrodeposition solution 127, and CV and charge / discharge measurements were performed.

[0164] Figure 27 is a graph showing the CV characteristics of three types of electrodes. Figure 28 is a graph showing the CV characteristics at different rates. Figure 29 is a graph showing the charge / discharge of three types of electrode materials. Figure 30 is a graph showing the charge / discharge characteristics at different current densities.

[0165] From the above results, when the current density is 1 A / g and V = 10 mV / s, the specific capacitance of each is 249.7F / g, P-Fe2O3 / CC 549.2F / g, and CQDs-P-Fe2O3 / CC 714.2F / g.

[0166] At current densities of 1 A / g, 2 A / g, 5 A / g, and 10 A / g, the specific capacitances of the corresponding CQDs-P-Fe2O3 / CC were 714.2 F / g, 705.9 F / g, 686.8 F / g, and 515.5 F / g, respectively.

[0167] Figure 31 shows SEM photographs of each electrode material 104. Figure 31(a) shows Fe2O3, Figure 31(b) shows P-Fe2O3, and Figure 31(c) shows CQDs-P-Fe2O3. Figure 31(c) shows that CQDs-P-Fe2O3 has adequate voids and fine irregularities, which increases the amount of ion adsorption compared to other electrode materials.

[0168] Figure 32 shows the results of X-ray diffraction (XRD). Although the intensity is higher for CQDs-P-Fe2O3, the trends of CQDs-P-Fe2O3, Fe2O3, and P-Fe2O3 are similar.

[0169] Figure 33 is a graph showing the impedance measurement. 3、It has lower impedance than Fe2O3 and P-Fe2O3, which means that the voltage drop during charging and discharging of the capacitor is small and the efficiency is good.

[0170] Figures 34, 35, 36, and 37 are graphs showing the cyclic voltammetry (CV) characteristics of the CQDs-P-Fe2O3 / CC electrode material 104 prepared by cathodic electrodeposition. Figures 34 and 36 are graphs comparing the characteristics of the CQDs-P-Fe2O3 / CC electrode material with those of the P-Fe2O3 / CC electrode material and the Fe2O3 / CC electrode material, which were prepared as comparative samples.

[0171] The CQDs-P-Fe2O3 / CC was used as the working electrode 122, the counter electrode 120 was a platinum rod, and the reference electrode 121 was Ag / AgCl. The three electrodes were placed in a 3M KOH electrodeposition solution 127, and CV and charge / discharge measurements were performed.

[0172] Figure 34 is a graph showing the CV characteristics of three types of electrodes. Figure 35 is a graph showing the CV characteristics at different rates. Figure 36 is a graph showing the charge / discharge of three types of electrode materials. Figure 37 is a graph showing the charge / discharge characteristics at different current densities.

[0173] From the above results, at a current density of 1 A / g and 10 mV / s, the specific capacitances were 222.8 F / g for Fe2O3 / CC, 383.8 F / g for P-Fe2O3 / CC, and 670.3 F / g for CQDs-P-Fe2O3 / CC. At current densities of 1, 2, 3, 5, and 10 A / g, the corresponding specific capacitances for CQDs-P-Fe2O3 / CC were 670.3 F / g, 510.5 F / g, 460.3 F / g, 386.4 F / g, and 294.5 F / g, respectively.

[0174] Figure 38 shows SEM photographs of each electrode material 104. Figure 38(a) shows Fe2O3, Figure 38(b) shows P-Fe2O3, and Figure 38(c) shows CQDs-P-Fe2O3. Figure 38(c) shows that CQDs-P-Fe2O3 has moderate voids and fine irregularities, which increases the amount of ion adsorption compared to other electrode materials.

[0175] The capacitor battery of the present invention can be used at a current density of, for example, 20 mA / cm 2 When evaluating the function of the cell, the coulomb efficiency of charging and discharging is nearly 100%, meaning that there is no electrical loss during charging and discharging. Charge / discharge capacity is 0.03mAh / cm 2 Based on this value, if a 30cm x 30cm cell is created, a current of 18A will flow at the same current density. If you stack 100 of these in parallel, the thickness will be about 1cm and the total capacity will be 2.7Ah. If you connect 10 of these in series, the output will be 25V.

[0176] Charging takes just 5.4 seconds, allowing an electric bicycle to travel 10km. However, a total current of 1800A flows, so a dedicated charging facility is required. Considering that it takes four hours to charge a lithium-ion battery, the characteristics of this aqueous capacitor are clear.

[0177] Fig. 7 is a perspective view and an external view of a charger using a capacitor battery of the present invention, and Figs. 1 and 2 are block diagrams and explanatory diagrams of a charger using a capacitor battery of the present invention. In FIG. 7, a charger main body 256 houses the capacitor battery 201 of the present invention, the drive control circuit 222, and the like, shown in FIG. 1 or 2.

[0178] Rotating part 255 is attached to charger main body 256, and a DC motor serving as generator 261 is attached to rotating handle 252. By grasping handle 253 of rotating handle 252 and rotating handle 252 in the direction of the arrow, generator 261 generates current.

[0179] The generated current is stored in capacitor battery 201a. Rotating handle 252 is mechanically configured to rotate in only one direction (clockwise in FIG. 1) so as to generate a positive voltage.

[0180] The rotation of rotary handle 252 and rotating part 255 is detected by rotation detection sensor 262, and a sound having a frequency proportional to the rotation speed is output from speaker 257. By keeping the frequency of the sound constant, the rotation speed of rotary handle 252 can be maintained at a constant value. Note that the sound output from speaker 257 may be generated in synchronization with the rotation position detected by rotation detection sensor 262.

[0181] By making speaker 257 sound at the timing of rotation detection by rotation detection sensor 262, it is possible to rotate generator 261 in synchronization. Therefore, the boosting speed of boost circuit 226 or the charge transfer speed of capacitor battery 201a can be appropriately and manually controlled.

[0182] For ease of explanation, the boost circuit 226 will be described as boosting the voltage, but this is not limited thereto and the boost circuit 226 may also step down the voltage. The boost circuit 226 is a voltage converter circuit, a power converter circuit, or an impedance converter circuit.

[0183] When the rotary handle 252 is rotated, the operation lamp 251 lights up. The lighting of the operation lamp 251 is controlled by the drive control circuit 222. The drive control circuit 222 controls the lighting of the operation lamp 251 based on the output signal of the rotation detection sensor 262. The operation lamp 251 allows the user to recognize that charging is proceeding normally.

[0184] When the charge level of the capacitor battery 201a exceeds a predetermined value, the charge lamp 254 lights up. The AD converter circuit 205a acquires or measures the terminal voltage of the capacitor battery 201a and converts the analog (A) voltage into a digital (D) voltage signal. Alternatively, the charge lamp 254 may be configured as a level meter so that the charge capacity can be visually grasped.

[0185] Fig. 1(a) is an explanatory diagram and block diagram of the charging device of the present invention in Fig. 7 etc. Fig. 1(b) is a block diagram of the configuration of the present invention in Fig. 1(a) when a built-in charge pump circuit is used Fig. 1(c) is a block diagram of the configuration of the present invention in Fig. 1(a) when a built-in coil circuit is used

[0186] 1(b), the switches Sa and Sb are switched by the switch signal SW output from the drive control circuit 222. The switch signal SW causes the switches Sa1 and Sa2 to operate in a pair, and the switches Sb1 and Sab to operate in a pair. The VIN voltage is switched by the switches Sa and Sb, and the capacitor Cf is charged and the voltage is boosted. Although FIG. 1B illustrates a voltage step-up operation, the present invention is not limited to this, and a voltage step-down circuit operation may be configured to perform a voltage step-down operation.

[0187] In Figure 1(c), a transformer is made up of coils L1 and L2. The VIN voltage is applied to coil L1, and the signal SW pulses the current flowing through coil L1, which is then applied to coil L2. The voltage applied to coil L1 determines the boost voltage of coil L2 based on the ratio of the number of turns of coils L1 and L2.

[0188] Coil L2 is configured so that voltage can also be extracted from center tap b. Therefore, the voltage at terminal a of coil L2 is output by turning on switch SWH. The voltage at terminal b is output by turning on switch SWL. It goes without saying that the configurations, operations, etc. of FIGS. 1(b), 1(c), and 2(b) can also be applied to the voltage step-up (voltage step-down) circuit 226 described in other embodiments of the present invention.

[0189] The switch SW (switch SWH, switch SWL) of the switch circuit 208c output from the drive control circuit 222 is switched. Note that although Fig. 1(c) illustrates a case where voltage is increased, this is not limitative, and the number of turns of the coils L1 and L2 may be changed to configure a voltage-decreasing circuit operation, thereby achieving a voltage-decreasing operation.

[0190] The present invention is not limited to the step-up circuit (step-down circuit) having Fig. 1(b) and Fig. 1(c), but may be a step-up circuit (step-down circuit) using a coil L as shown in Fig. 2(b). In Fig. 2(b), the transistor Tr is turned on / off by an SW signal applied to its gate terminal.

[0191] By turning on the transistor Tr, current flows through the coil L, and by turning off the transistor Tr, current accumulates in the coil L. By controlling the on / off of the transistor Tr, the coil L increases (decreases) the voltage, and the current (voltage) flows through the diode D, and the increased or decreased voltage is output to the capacitor C.

[0192] The voltage step-up circuit (voltage step-down circuit) 226 of the present invention converts the voltage of the capacitor battery or the like using any of the configurations shown in FIG. 1(b), FIG. 1(c), FIG. 2(b), or other configurations.

[0193] The AD input circuit 214 calculates the digital voltage signal and temperature data from the temperature sensor 204a that measures the temperature of the capacitor battery 201a to determine the charge amount data for the capacitor battery 201a. The capacitor battery of the present invention has little temperature dependency, but by correcting the charge capacity according to the temperature, a more accurate charge capacity can be determined. The charge amount data is transmitted to the drive control circuit 222.

[0194] Boost circuit 226 is a circuit that boosts the voltage charged in capacitor battery 201a to a voltage that is output to charging socket 259. The boosted voltage (charge) is charged into capacitor battery 201b. The input voltage is input to the VIN terminal, and the output voltage is output to the VOUT terminal.

[0195] In the present invention, the boost circuit 226 is described as boosting the input voltage on the primary side and outputting it to the secondary side, but this is not limited to this. The boost circuit 226 may be replaced with a step-down circuit 226. In the case of the step-down circuit 226, the input voltage on the primary side is stepped down and output to the secondary side.

[0196] When the voltage of the capacitor battery 201a is charged to a voltage equal to or higher than a specified value (for example, 2.5V), the voltage is boosted by a charge pump circuit (FIG. 1(b)) using a capacitor.

[0197] If the voltage of the capacitor battery 201a is lower than the threshold voltage of the semiconductor, it is boosted by a circuit that boosts the voltage by 100 times, for example, using a transformer (FIG. 1(c)). For example, 20 mV on the primary side becomes an output of about 2 V on the secondary side.

[0198] The logic signal applied from the drive control circuit 222 to the SL terminal of the boost circuit 226 determines whether to operate a charge pump circuit using a capacitor (FIG. 1(b)) or a transformer circuit that boosts the voltage by 100 times (FIG. 1(c)).

[0199] Furthermore, the AD converter circuit 205a measures the terminal voltage of the capacitor battery 201a. Based on the measured terminal voltage, it is determined whether to operate the charge pump circuit (FIG. 1(b)) or the transformer circuit (FIG. 1(c)). When the generator 261 starts rotating and the terminal voltage of the capacitor battery 201a is low, the transformer circuit of FIG. 1(c) is operated, and when the terminal voltage of the capacitor battery 201a becomes high, the charge pump circuit of FIG. 1(b) (FIG. 1(b)) is operated. It goes without saying that both the transformer circuit and the charge pump circuit may be operated to charge the capacitor battery 201b.

[0200] In the above embodiment, the terminal voltage (charging voltage) of the capacitor battery 201a is measured by the AD converter circuit 205a, but as shown in Fig. 1(a), the terminal voltage of the capacitor battery 201a may also be measured using a voltage measuring device 280. It goes without saying that both the voltage measuring device 280 and the AD converter circuit 205 may also be used.

[0201] The operation of the boost circuit 226 is controlled by a logic signal input to the EN terminal from the drive control circuit 222. When the EN terminal is an H level signal, the boost circuit operates, and when it is an L level signal, the boost circuit 226 stops, the VOUT terminal becomes high impedance, and batteries on the output side, such as the capacitor battery 201b, are disconnected.

[0202] Note that boost circuit 226 is a circuit that changes an input voltage to an output voltage other than the input voltage, and is not limited to boosting. Also, boost circuit 226 in the charger of the present invention has a circuit operation function that passes the input voltage through (through) to the output.

[0203] The VS terminal of the boost circuit 226 sets the output voltage VOUT. Four types of voltage are preset in the boost circuit 226 in the charger of the present invention. The voltage to be applied to the capacitor battery 201b is selected from the four types.

[0204] The EN terminal is an output pin of VOUT that can be controlled by the drive control circuit 222 to turn the output on and off. When the EN terminal is set to H level, a voltage is output from VOUT. When the EN terminal is set to L level or open, the output is turned off and the VOUT terminal is disconnected from the secondary circuit.

[0205] The CLK terminal of the boost circuit 226 is an input terminal for a clock signal supplied from an external oscillator circuit (not shown). The clock signal CLK is input to the drive control circuit 222 and the boost circuit 226. The internal circuit of the boost circuit 226 operates based on the clock signal.

[0206] The AD converter circuit 205a measures the terminal voltage of the capacitor battery 201a. The AD converter circuit 205b measures the terminal voltage of the capacitor battery 201b. The measured voltage is applied to the AD input circuit 214 and input to the drive control circuit 222. The drive control circuit 222 controls the switch circuit 208b based on the input terminal voltage of the capacitor battery 201a and the terminal voltage of the capacitor battery 201b. The resistance circuit 209 is a variable resistance circuit, and the resistance value is set by control data from the drive control circuit 222 .

[0207] The capacitor battery 201 has much less temperature dependency than a lithium-ion battery. Therefore, even at low temperatures, the amount of charge stored does not differ significantly from that at high temperatures. However, if the capacitor battery 201 is at a high temperature and is close to a fully charged state when charging, it will no longer be able to charge if the temperature drops to low. If it is further charged, the terminal voltage of the capacitor battery 201 will rise, exceeding its withstand voltage and causing the capacitor battery 201 to break down.

[0208] When the capacitor battery 201 is fully charged, the present invention discharges the charge of the capacitor battery 201 to ensure a sufficient capacity for charging. The capacitor battery 201 of the present invention has a characteristic of a very fast charging speed compared to secondary batteries such as lithium ion batteries. Furthermore, the capacitor battery 201 of the present invention has a characteristic of a very fast discharging speed compared to secondary batteries. This is a feature of the capacitor battery 201 of the present invention.

[0209] In FIG. 1, the terminal voltage of the capacitor battery 201b is measured by the AD converter circuit 205, and if it is the voltage in a fully charged state or close to a fully charged state, the drive control circuit 222 turns on the switch circuit 208b to discharge the charge of the capacitor battery 201b and ensure sufficient storage capacity.

[0210] The drive control circuit 222 sets the discharge speed. It varies or sets and determines the resistance value of the resistance circuit (discharge circuit) 209. When discharging rapidly, the resistance value of the resistance circuit 209 is made small, and when discharging slowly, the resistance value of the resistance circuit 209 is made large.

[0211] The resistance value of the resistor circuit 209 is determined taking into consideration the operating state of the boost circuit 226 and the temperature of the capacitor battery 201b measured by the temperature sensor 204b. The amount of charge to be discharged is determined or set by the terminal voltage of the capacitor battery 201b and the on time of the switch circuit 208b.

[0212] By turning on the switch circuit 208b, the charge in the capacitor battery 201b is discharged. By discharging, the voltage of the capacitor battery 201a is increased (decreased), and the capacitor battery 201b can be charged.

[0213] In FIG. 1, the switch circuit 208b is arranged on the secondary side of the capacitor battery 201b, but this is not limited to this, and the switch circuit 208a and the discharge resistor 209 may be arranged on the primary side of the capacitor battery 201a.

[0214] The discharge resistor 209 may be any resistor that has a function of discharging. For example, as shown in Fig. 15, it goes without saying that the discharge may be caused by a brake light (backlight) 286 or a headlight (illumination light) 281. The discharge may also be caused by heat generation using a heating coil or the like.

[0215] Charging socket 259 is inserted into a charging terminal of a smartphone or the like, and the charge in capacitor battery 201b is charged into the smartphone, etc. The boost circuit 226 can be operated even during charging, and the charging lamp 254, operation lamp 251, and speaker 257 can be operated.

[0216] The above points are effective not only for the charging device of the present invention described in Figures 1, 2, and 7, but also for motor control, battery units, lightning arresters, solar cells, wind power generation, and regenerative braking in hybrid automobiles, electric bicycles, electric vehicles, trains, etc. It goes without saying that the embodiments described in this specification and the drawings can be combined in part or in whole to form other embodiments.

[0217] 2. Description of the Related Art Motors of electric bicycles, electric vehicles, and the like are sometimes used for regenerative braking, generating electricity during deceleration and returning that electricity to a rechargeable battery, in addition to driving the vehicle for acceleration.

[0218] However, if the battery is fully charged, if the battery is cold, or if there is some other battery abnormality that prevents regenerative current from flowing, the charging current (hereinafter also referred to as regenerative current) during regenerative braking will be limited or will not flow at all, making regenerative braking impossible and preventing sufficient braking torque.

[0219] In the present invention, by using an aqueous capacitor battery 201 that can be charged / discharged at high speed, the charge of the capacitor battery 201 can be discharged in a short time even when the capacitor battery 201 is fully charged. Therefore, it is possible to ensure a capacity that can be charged additionally after discharge. The aqueous capacitor battery 201 can be charged / discharged at very high speeds.

[0220] The power source for the speaker 257, operation lamp 251, charging lamp 254, and boost circuit 226 uses the voltage of the capacitor battery 201b. However, this is not limited to this. It goes without saying that a separate button battery (not shown) may also be used as the power source. The same applies to the drive control circuit 222. In response to a control signal from the drive control circuit 222, the speaker 257, the operation lamp 251, and the charging lamp 254 operate or display.

[0221] 2 is a block diagram and explanatory diagram of a charging device according to a second embodiment of the present invention. The difference from FIG. 1 is that the secondary-side capacitor battery 201b is a secondary battery 203 such as a lithium ion battery.

[0222] As explained in Fig. 1, a discharge circuit 209 is arranged on the primary side. Other points are the same as or similar to Fig. 1, so explanations will be omitted. Also, the ground potentials of the primary side and secondary side are different. In the following examples, the differences from Fig. 1 will be mainly explained. Unless otherwise explained, the matters or contents are the same as or similar to those explained in the present specification and drawings.

[0223] The matters and contents explained or illustrated in this specification and drawings can be combined with each other. It goes without saying that some of the matters can be combined, and multiple embodiments can be combined. The same applies to other embodiments of the present invention.

[0224] The generated current is stored in the capacitor battery 201a. The terminal voltage of the capacitor battery 201a is measured or detected by the AD converter circuit 205a. The AD converter circuit 205a has a function of detecting the charge amount of the capacitor battery 201a.

[0225] The ground potential of the capacitor battery 201a is different from that of the ground battery of the secondary battery 203. The boost circuit 226 can separate the ground potential of the capacitor battery 201a from that of the secondary battery 203. The secondary circuit side can be set to a floating potential relative to the primary circuit side. It goes without saying that the above points can also be applied to other embodiments of the present invention such as that shown in FIG.

[0226] When the charge level of the capacitor battery 201a exceeds a predetermined value, the charging lamp 254 lights up. The AD converter circuit 205a acquires or measures the terminal voltage of the capacitor battery 201a and converts the analog (A) voltage into a digital (D) voltage signal. The AD input circuit 214a corrects the voltage value of the AD converter circuit 205a based on the temperature of the capacitor battery 201a measured by the temperature sensor 204a, and outputs the corrected voltage to the drive control circuit 222.

[0227] The AD converter circuit 205b acquires or measures the terminal voltage of the secondary battery 203 and converts the analog (A) voltage into a digital (D) voltage signal. The AD input circuit 214b corrects the voltage value of the AD converter circuit 205b based on the temperature of the secondary battery 203 measured by the temperature sensor 204b, and outputs the corrected voltage value to the drive control circuit 222.

[0228] The boost circuit 226 determines or judges whether to operate the charge pump circuit (FIG. 1(b)), the transformer circuit (FIG. 1(c)), or the coil circuit (FIG. 2(b)) based on the terminal voltage of the secondary battery 203 measured by the AD converter circuit 205b, and controls the operation.

[0229] It goes without saying that the secondary battery 203 may be charged by operating any one circuit or any two or more circuits among the transformer circuit (FIG. 1(c)), the charge pump circuit (FIG. 1(b)), and the coil circuit (FIG. 2(b)).

[0230] The AD converter circuit 205a measures the terminal voltage of the capacitor battery 201a. The measured voltage is applied to the AD input circuit 214a and input to the drive control circuit 222.

[0231] The drive control circuit 222 controls the switch circuit 208a based on the input terminal voltage of the capacitor battery 201a and information from the temperature sensor 204a. The resistance value of the resistor circuit 209 is set by the control data from the drive control circuit 222.

[0232] If the capacitor battery 201a is hot and close to fully charged when charging, it will no longer be able to charge if the temperature drops. If it is further charged, the terminal voltage of the capacitor battery 201a will rise and exceed its withstand voltage, causing the capacitor battery 201a to break down.

[0233] In the present invention, by operating with the switch circuit 208a and using the capacitor battery 201a that can be charged / discharged at high speed, the charge of the capacitor battery 201a can be discharged in a short time even when the capacitor battery 201a is in a fully charged state. Therefore, it is possible to ensure a capacity for additional charging after discharging. In the charging device of the present invention shown in FIG. 1 and the like, the capacitor battery 201a and the capacitor battery 201b are independently held, but the present invention is not limited to this.

[0234] 3 is an explanatory diagram of the capacitor battery of the present invention. As shown in FIG. 3, the capacitor battery of the present invention is configured or arranged in a container 107 with a capacitor battery 201b and a capacitor battery 201b.

[0235] 3, 4, etc., the separator 102 is omitted from illustration. In FIGS. 3 and 4, the capacitance of the capacitor battery is illustrated as a capacitor C. The capacitance of the capacitors C is not limited to being the same. The capacitances of the capacitors C may be different from each other. 3, a capacitor battery 201a and a capacitor battery 201b are configured in one container 107. The container 107 is filled with an electrolyte 105.

[0236] In the capacitor battery 201a, an electrode material 104a and an electrode material 104c are arranged facing each other, and a capacitor C is formed between the electrode material 104a and the electrode material 104c as a charge storage means.

[0237] In the capacitor battery 201b, an electrode material 104b and an electrode material 104c are arranged facing each other, and a capacitor C is formed between the electrode material 104b and the electrode material 104c as a charge storage means.

[0238] An electrode terminal 106a1 is connected to the electrode material 104a, an electrode terminal 106b is connected to the electrode material 104c, an electrode terminal 106a2 is connected to the electrode material 104b, and an electrode terminal 106b is connected to the electrode material 104c.

[0239] As described above, in capacitor battery 201 of the present invention shown in Fig. 3, capacitor battery 201a and capacitor battery 201b are configured or formed in one container 107. Capacitor battery 201a and capacitor battery 201b share electrode terminal 106b.

[0240] 1, the electrode terminal 106a2 of the capacitor battery 201a on the primary side is connected to the VIN terminal of the boost circuit 226, and the electrode terminal 106a1 of the capacitor battery 201b on the secondary side is connected to the VOUT terminal of the boost circuit 226. The electrode terminal 106b of the capacitor battery 201a and the electrode terminal 106b of the capacitor battery 201b are common, so this can be achieved by grounding them.

[0241] Fig. 4 is an explanatory diagram of a capacitor battery 201 in another embodiment of the present invention. In Fig. 4, a capacitor battery 201a and a capacitor battery 201b are configured in one container 107. Container 107 is filled with electrolyte 105.

[0242] In the capacitor battery 201b, an electrode material 104a and an electrode material 104c1 are arranged facing each other, and a capacitor C is formed between the electrode material 104a and the electrode material 104c1 as a charge storage means.

[0243] In capacitor battery 201b, electrode material 104b1 and electrode material 104c2 are arranged facing each other, and electrode material 104b2 and electrode material 104c2 are also arranged facing each other. A capacitor C is configured as charge storage means between electrode material 104b1 and electrode material 104c2. A capacitor C is configured as charge storage means between electrode material 104b2 and electrode material 104c2.

[0244] An electrode terminal 106a1 is connected to the electrode material 104a, an electrode terminal 106b1 is connected to the electrode material 104c1, an electrode terminal 106a2 is connected to the electrode material 104b1, an electrode terminal 106b2 is connected to the electrode material 104c2, and an electrode terminal 106a3 is connected to the electrode material 104b2.

[0245] As described above, in capacitor battery 201 of the present invention shown in Fig. 4, capacitor battery 201a and capacitor battery 201b are configured or formed in one container 107. Furthermore, capacitor battery 201a is configured or formed with two terminal electrodes, terminal electrode 106a2 and terminal electrode 106a3. Capacitor battery 201a and capacitor battery 201b are separated by electrode terminal 106b1 and terminal electrode 106b2.

[0246] 2, a plurality of capacitor batteries 201 are configured in one container 107. Furthermore, since terminal electrode 106b1 and terminal electrode 106b2 are separated, the electrodes for grounding capacitor battery 201a and capacitor battery 201b can be separated and set to independent ground potentials.

[0247] 5 is an explanatory diagram of a capacitor battery 201 of the present invention. As shown in FIGS. 3 and 4, the present invention has a plurality of electrode materials 104, and in the equivalent circuit diagram, a plurality of capacitances (capacitors) C are formed.

[0248] In the capacitor battery 201 of the present invention shown in FIG. 5(a), a plurality of capacitors C are selected by a switch S (switches S1 to S6 in the figure), and the capacity of the capacitor battery 201 is determined by the number of selected capacitors C.

[0249] The configuration shown in Figure 5(a) allows for the selection of switch S according to the required battery capacity. In Figure 5(a), by closing (turning on) switches S1 to S5, the combined capacity of capacitors C1 to C5 becomes the battery capacity. By leaving switch S6 open (turning off), capacitor C6 becomes a reserve capacity. If the battery capacity decreases due to low temperatures, for example, the battery capacity can be increased by the amount of capacitor C6 by closing switch S6.

[0250] The capacitor battery 201 of the present invention is characterized by its ability to be rapidly charged. In FIG. 5(a), by turning on switch S6, the capacitance of capacitor C6 can be rapidly charged. Therefore, one or more switches S are kept open to ensure a charging margin. By turning on a switch S that was open just before charging, the charging capacity can be increased.

[0251] As shown in FIG. 5(a), a charge Q is stored in capacitor C. The capacitor battery 201 of the present invention also has a high discharge rate. Therefore, let us assume that the charge in capacitor C6 is empty ("0"), and that the charge in the other capacitors (capacitors C1 to C5) is "Q." The voltage of terminal electrode 106a at this time is "V1." In order to store the electric power generated by regenerative braking in the capacitor battery 201, the voltage of the capacitor battery 201 needs to be lower than the voltage of the generated electric power.

[0252] In FIG. 5(a), when switch S6 is closed, charge is transferred from another capacitor C to capacitor C6. The transfer of charge causes a drop in voltage "V1" at electrode terminal 106a. The drop in voltage "V1" allows the electrode to store power generated by regenerative braking in capacitor battery 201.

[0253] The capacitor battery 201 of the present invention discharges quickly. Therefore, by turning on / off the switch S, charge can be transferred between the capacitors C at high speed, and the voltage at the electrode terminal 106a can be changed instantaneously. This is something that cannot be achieved with secondary batteries such as lithium ion batteries.

[0254] The capacitor battery 201 of the present invention can rapidly change the potential of the electrode terminal 106 by closing the switches S by predicting or preparing in advance the amount of power to be generated by regenerative braking or the like, thereby determining the number of switches S to be opened. Therefore, the power (charge) generated by regenerative braking or the like can be rapidly stored in the capacitor battery 201.

[0255] 5(a) shows or describes that only capacitor C6 is open as the capacitor C, but this is not limited to this. When the switches S (switches S1, S3, S5) connected to multiple capacitors C, for example odd-numbered capacitors C (capacitor C1, capacitor C3, capacitor C5), are open and power is stored by regenerative braking or the like, the switches S (switches S1, S3, S5) are closed.

[0256] By using a plurality of switches S to be turned on / off, the storage margin can be increased and the rate of voltage drop at the electrode terminal 106a can be increased. In addition, by closing or opening the odd-numbered or even-numbered switches S, the potential difference between the terminal electrodes 106a1 and 106a2 can be reduced.

[0257] It goes without saying that the above can also be applied to other capacitor batteries 201 (FIG. 5(b), FIG. 6, etc.) or devices or methods having capacitor batteries 201 according to the present invention.

[0258] By controlling the switch S of the capacitor battery 201 of the present invention, it is possible to efficiently store electric charges generated by regenerative braking, etc. It goes without saying that the electric charge storage can be applied not only to regenerative braking, but also to the storage of electric power by the generator in Fig. 7, the storage of electric power by regenerative braking of the electric bicycle in Fig. 9, the storage of electric power by regenerative braking of the electric vehicle in Fig. 17, etc. FIG. 5( b ) shows an embodiment in which a capacitor battery 201 a and a capacitor battery 201 b are arranged in a container 107 .

[0259] The capacitor battery 201b and the capacitor battery 201a are configured such that a plurality of capacitors are formed or arranged for one switch S. For example, the switch S1 in the capacitor battery 201b is connected to a capacitor C1a and a capacitor C1b. The switch S2 is connected to a capacitor C2a and a capacitor C2b. The same applies below.

[0260] The capacitor battery 201a has a switch S5 connected to a capacitor C5a and a capacitor C5b, and a switch S6 connected to a capacitor C6a and a capacitor C6b.

[0261] 5(b), by closing (turning on) switches S1 to S4 of capacitor battery 201b, the battery capacity is the sum of the capacities of capacitors C1a to C4a and capacitors C1b to C4b. By turning on switch S4, capacitors C4a and C4b become spare capacities. When the battery capacity decreases due to low temperatures or the like, the battery capacity can be instantly increased by the amount of capacitor C4 by closing switch S4.

[0262] 5(b), in the capacitor battery 201b, the capacitors C (capacitor C1a, capacitor C1b, capacitor C2a, capacitor C2b, capacitor C3a, capacitor C3b, capacitor C4a, and capacitor C4b) store an electric charge Q. The capacitor battery 201 of the present invention also has a high discharge rate.

[0263] Therefore, it is assumed that the charge in capacitor C4a and capacitor C4b is empty "0" and the charge stored in the other capacitors (capacitors C1 to C4) is "Q." The voltage of terminal electrode 106a at this time is "V1."

[0264] In Figure 5(b), when switch S6 of capacitor battery 201a is closed, charge moves from capacitors C5a and C5b to capacitors C6a and C6b. The charge movement causes the voltage "V2" at electrode terminal 106a1 to drop. The drop in voltage "V2" allows the electrode to store power generated by regenerative braking in capacitor battery 201a.

[0265] In the capacitor battery 201a of the present invention, the number of switches S to be left open is determined by predicting the power to be generated by regenerative braking or the like using the GPS unit 236 or by preparing it in advance. By closing the switch S6, the potential of the electrode terminal 106a1 can be changed at high speed. Therefore, the power (charge) generated by regenerative braking or the like can be stored in the capacitor battery 201a at high speed.

[0266] In the capacitor C, a short circuit may occur between the electrodes (electrode terminal 106, conductive film 111, electrode material 104, etc.). A short circuit may occur due to a number of causes, including overvoltage, surge, and deterioration. When a defect such as a short circuit occurs, the capacitor C cannot be selected (used).

[0267] In this case, the capacitor is disconnected from the circuit by opening (turning off) the switch S connected to the capacitor C where a short circuit or other defect has occurred. For example, in FIG. 5, if a defect such as a short circuit has occurred in capacitor C2, the switch S2 is opened and controlled not to be turned on.

[0268] To detect defects such as short circuits, a current detector (not shown), such as an ammeter or current sensor 225 (not shown), is placed or installed in the path of terminal 106, and switches S1 to S6 are sequentially turned on. If a short circuit occurs in a capacitor C, turning on the switch S connected to that capacitor C causes a large current to flow. Therefore, if the current flowing is equal to or greater than a predetermined value, it can be determined or judged that a short circuit has occurred in that capacitor C.

[0269] When capacitor C is in a discharged state, turning on the switch connected to capacitor C initially causes a large charging current to flow. However, after a certain period of time, capacitor C is charged and the current stops flowing, or the charging current becomes smaller. Therefore, to detect a short circuit, whether or not a defect such as a short circuit has occurred is determined or judged from the magnitude of the current flowing or the rate of change in the current flowing after a certain period of time has passed since switch S was turned on.

[0270] It goes without saying that the above can also be applied to the capacitor battery 201 in Figure 6, Figures 42 to 62, etc. It also goes without saying that the above can also be applied to other embodiments. It also goes without saying that the above can be combined with other embodiments.

[0271] The GPS unit 236 has not only a GPS function but also a network function, for example, by connecting to the Internet and obtaining information from the Internet such as map information, distance to the destination, travel speed, elevation difference, road congestion information, traffic light positions, wind speed, etc. As shown in FIG. 5(b), in the capacitor battery 201a, an electric charge Q is stored in the capacitor C (capacitor C5a, capacitor C5b).

[0272] It is assumed that the charge in capacitors C6a and C6b is empty ("0"), and the charge stored in capacitors C5a and C5b is "Q." The voltage at terminal electrode 106a at this time is "V2."

[0273] In FIG. 5(b), when switch S6 is closed, charge is transferred from another capacitor C to capacitor C6. This transfer of charge causes a drop in voltage "V2" at electrode terminal 106a2. This drop in voltage "V2" allows the electrode to store power generated by regenerative braking in capacitor battery 201a.

[0274] The capacitor battery 201 of the present invention discharges at high speed, and therefore, by turning on / off the switch S, charge can be transferred between the capacitors C at high speed, allowing the voltage at the electrode terminal 106a2 to change instantaneously.

[0275] In the capacitor battery 201a of the present invention, the number of switches S to be left open is determined by predicting the power generated by regenerative braking or the like using the GPS unit 236 or by preparing the number of switches S in the capacitor battery 201 in advance. By closing the switches S, the potential of the electrode terminal 106a can be changed at high speed. Therefore, the power (charge) generated by regenerative braking or the like can be stored in the capacitor battery 201 at high speed.

[0276] The GPS unit 236 has not only a GPS function but also a network function that connects to the Internet and obtains information from the Internet, such as map information, distance to the destination, travel speed, elevation difference, road congestion information, traffic light positions, wind speed, etc. It also has an AI function that generates optimal power control and regeneration control information from information such as map information, distance to the destination, travel speed, elevation difference, road congestion information, traffic light positions, wind speed, etc.

[0277] 6 has switches S (switch S1b, switch S2b, switch S3b, switch S4b, switch S5b, switch S6b) that short-circuit the terminal electrodes at both ends of the capacitor C. By closing the switches S (switch S1b, switch S2b, switch S3b, switch S4b, switch S5b, switch S6b), the charge in each capacitor C is discharged.

[0278] 6(a), switch S6a is open and switch S6b is closed. By closing switch S6b, the charge in capacitor C6 is discharged. By next closing switch S6b, the charge accumulated in the other capacitors is transferred to capacitor C6, and the voltage at electrode terminal 106a decreases.

[0279] In the configuration of FIG. 6(a), by closing the switches S (switch S1b, switch S2b, switch S3b, switch S4b, switch S5b, switch S6b), the charge in the capacitors C (capacitor C1, capacitor C2, capacitor C3, capacitor C4, capacitor C5, capacitor C6) is discharged. During discharge, the terminal voltage of the electrode terminal 106a does not change. Therefore, the voltage potential supplied from the capacitor battery 201 of the present invention to a motor or the like does not change. Therefore, the motor or the like can be driven stably.

[0280] By closing switch S6a immediately before the motor or the like enters regenerative braking mode, the terminal potential of electrode terminal 106a can be reduced. Therefore, the power generated by regenerative braking can be efficiently stored in capacitor battery 201.

[0281] 6(b), the switch S4a of the capacitor battery 201b is open and the switch S4b is closed. By closing the switch S4b, the charge in the capacitor C4 is discharged. By closing the switch S4b next, the charge stored in the other capacitors is transferred to the capacitor C4, and the voltage V1 at the electrode terminal 106a1 decreases.

[0282] The switch S6a of the capacitor battery 201a is open, and the switch S6b is closed. By closing the switch S6b, the charge in the capacitor C6 is discharged. Next, by closing the switch S6b, the charge accumulated in the capacitor C5 is transferred to the capacitor C6, and the voltage V2 at the electrode terminal 106a2 drops.

[0283] 6(b), the charge in the capacitors C (capacitors C1, C2, C3, C4, C5, and C6) is discharged by closing the switches S (switches S1b, S2b, S3b, S4b, S5b, and S6b). During discharge, the terminal voltage of electrode terminal 106a1 or electrode terminal 106a2 does not change.

[0284] Therefore, the voltage potential supplied from capacitor battery 201a or capacitor battery 201b of the present invention to a motor or the like does not change, so that a motor or the like connected to capacitor battery 201 can be driven stably.

[0285] As explained in FIG. 5, a short circuit may occur between the electrodes of the capacitor C (electrode terminal 106, conductive film 111, electrode material 104, etc.). A short circuit may occur due to a number of causes, including overvoltage, surge, and deterioration. When a defect such as a short circuit occurs, the capacitor C cannot be selected (used).

[0286] In this case, the capacitor is disconnected from the circuit by opening (turning off) the switch S connected to the capacitor C where a short circuit or other defect has occurred. For example, in FIG. 6, if a defect such as a short circuit has occurred in capacitor C2, the switch S2a is opened and controlled not to be turned on.

[0287] To detect defects such as short circuits, a current detector (not shown) such as an ammeter is placed or installed in the path of terminal 106, and switches S1a to S6a are sequentially turned on. If a short circuit occurs in a capacitor C, turning on the switch S connected to that capacitor C causes a large current to flow. Therefore, if the current flowing is equal to or greater than a predetermined value, it can be determined or judged that a short circuit has occurred in that capacitor C.

[0288] When capacitor C is in a discharged state, turning on the switch connected to capacitor C initially causes a large charging current to flow. However, after a certain period of time, capacitor C is charged and the current stops flowing, or the charging current becomes smaller. Therefore, to detect a short circuit, whether or not a defect such as a short circuit has occurred is determined or judged from the magnitude of the current flowing or the rate of change in the current flowing after a certain period of time has passed since switch S was turned on.

[0289] 6, by turning on switches S1b to S6b, the charge of capacitor C can be discharged. After the discharge, by turning on switches S1a to S6a, the charge state of capacitor C can be made constant, making it easier to detect whether or not a short circuit has occurred in capacitor C.

[0290] That is, switch S*b (* is an integer of 1 or greater) is turned on to discharge the voltage between the terminals of capacitor C, and switch S*b (* is an integer of 1 or greater) is turned off. Next, switch S*a (* is an integer of 1 or greater) is turned on, and the magnitude of the current flowing through capacitor C and changes in the current are measured or detected by a current or voltage detection (measuring) device such as an ammeter connected to electrode terminals 106, etc.

[0291] It goes without saying that the above can be applied to the capacitor battery 201 in Figures 42 to 62, etc. It also goes without saying that the above can be applied to other embodiments, and it goes without saying that the above can be combined with other embodiments.

[0292] By closing the switch S6a etc. immediately before the motor etc. enters the regenerative braking mode, the terminal potential of the electrode terminal 106a can be reduced. Therefore, the power generated by regenerative braking can be efficiently stored in the capacitor battery 201a or the capacitor battery 201b.

[0293] The following describes an embodiment of the present invention, taking an electrically assisted bicycle as an example. However, the present invention is not limited to electrically assisted bicycles. It can also be applied to electric bicycles, electric motorcycles, etc. Hereinafter, vehicles equipped with these motors 207 will be referred to as motorized bicycles. The power-assisted bicycle of the present invention is equipped with capacitor batteries 201 and 202 of the present invention.

[0294] The capacitor battery 201 and the capacitor battery 202 of the present invention are exemplified by those illustrated in FIGS. 19 to 62 and those illustrated in FIGS. 3 to 6, and include some of these or similar forms. FIG. 8 is a block diagram and explanatory diagram relating to the circuitry and control of the electric bicycle and power-assisted bicycle of the present invention.

[0295] Fig. 9 is an external view of the electric bicycle / power-assisted bicycle of the present invention, and Figs. 10, 11 and 12 are explanatory diagrams of the handle section and operating section of the electric bicycle / power-assisted bicycle of the present invention. The electrically assisted bicycle is equipped with a motor drive device. The motor drive circuit is composed of a drive control unit 283, a battery unit 224, etc.

[0296] The battery unit 224 includes a secondary battery 203, a capacitor battery 201, a capacitor battery 202 with a smoothing function, etc. The drive control unit 283 includes a drive control circuit 222, a pedal torque sensor 284, a pedal rotation sensor 285, a brake sensor 272, a brake sensor 273, etc. The electrically assisted bicycle and automobile of the present invention also have an operation panel 271, a freewheel (not shown), and a transmission (not shown). The secondary battery 203 is exemplified by a lithium ion secondary battery, but other types of batteries, such as a lithium ion polymer secondary battery or a nickel-metal hydride battery, may also be used.

[0297] The pedal torque sensor 284 is provided on a wheel attached to the crankshaft, and detects the pedal force applied by the driver. The detection result is output to the drive control unit 283 of the control unit 210.

[0298] The pedal rotation sensor 285, like the pedal torque sensor 284, is provided on a wheel attached to the crankshaft, and outputs a pulse signal corresponding to the rotation to the drive control unit 283.

[0299] As shown in Figures 8, 9, 10, 11, etc., the electrically assisted bicycle detects the force applied to the pedals 288, generates auxiliary power according to the force by the motor 207, and drives the front wheel 289 to rotate by the auxiliary power of the motor 207.

[0300] The motor 207 is a three-phase brushless motor, and is provided on the front wheel 289. However, the motor 207 is not limited to a three-phase brushless motor, and may be a two-pole DC motor 207 or the like.

[0301] The frame 290 is equipped with a battery unit 224 having a battery or the like that supplies driving power to the motor 207, a control unit 210 (drive control unit 283), a front brake 292 (e.g., a caliper brake or the like) that applies a mechanical braking force to the front wheels 289, and a rear brake (not shown) (e.g., a roller brake or the like) that applies a mechanical braking force to the rear wheels 291.

[0302] The handlebar 274 is provided with one brake lever 275 or brake lever 276 that activates the front brake 292, a brake sensor 272 or brake sensor 273 that is switched on / off in conjunction with the brake lever 275 or brake lever 276, another brake lever 275 or brake lever 276 that activates the rear brake (not shown), and a brake sensor 272 or brake sensor 273 that is switched on / off in conjunction with the brake lever 275 or brake lever 276.

[0303] The front brake 292 and brake lever 275, brake lever 276 are interlocked via brake wire 277 or brake wire 278, and the rear brake (not shown) and brake lever 275 or brake lever 276 are interlocked via brake wire 277 or brake wire 278.

[0304] The electrically assisted bicycle is equipped with a regenerative charging function that charges the battery unit 224 with electricity generated by the motor 207 during braking. The activation and deactivation of the regenerative charging function is switched on and off by turning on / off the brake sensor 272, the brake sensor 273, or both brake sensors.

[0305] Brake sensors 272 and 273 detect the degree of braking based on the positions of brake levers 275 and 276. When the brake levers are in position A, the brakes do not operate, and up to position B, although changes in the brake lever position are detected, braking control by the brakes is not performed. When the brake lever is in position B to position D, the output of the brake sensors increases so that the braking force increases according to the brake lever position.

[0306] The strength of braking can be set by the rate of change of the change distance L1 and change distance L2 of the brake lever in Fig. 11. The setting is realized by the brake sensors (brake sensor 272, brake sensor 273), brake input circuit 215, and drive control circuit 222. It is preferable that the change distance L1 and change distance L2 are determined by learning using a learning function.

[0307] Brake sensor 272 and brake sensor 273 output data independently, so the braking force when either brake sensor 272 or brake sensor 273 is in use is different from the braking force when both brake sensors are in use.

[0308] In both cases, regenerative braking can be performed with stronger braking force than in either case. On / off of regenerative braking can be set using the operation panel 271. It is preferable to determine the distance by having the learning function learn the operation in either case and both cases.

[0309] The automobile of the present invention is configured such that the output of the brake pedal sensor 293 attached to the brake pedal changes depending on the strength and speed of depression of the brake pedal, and the braking speed and strength of the regenerative control brake and the mechanism control brake change.

[0310] When a rider is riding the electrically assisted bicycle, for example, by operating one of brake levers 275 or 276 (or both brake levers) to switch brake sensor 272 or brake sensor 273 (or both brake sensors) from off to on, the charging function due to regenerative braking is activated and electricity generated by motor 207 is charged into battery unit 224.

[0311] The charging function by regenerative braking is turned off until the brake lever is in position C. Positions B and C can be adjusted by setting the brake sensors (brake sensor 272, brake sensor 273). The potential of the capacitor battery 201 is measured when the brake lever is moved from position A to position B, and the charge amount of the capacitor battery 201 is adjusted.

[0312] The present invention has brake sensors 272 and 273, and brake input circuit 215 sets the regenerative braking force taking into account the speed of change of the brake lever. For example, when the brake lever changes at high speed, the regenerative braking force is increased. When the brake lever changes at low speed, the regenerative braking force is decreased.

[0313] The drive control circuit 222 determines whether to perform regenerative braking, taking into account the outputs of the pedal torque sensor 284 and the pedal rotation sensor 285. For example, when the pedal is operating and the pedal torque sensor 284 is outputting, the force applying the brake is small or the brake is not being applied.

[0314] The same applies to automobiles. When the accelerator pedal sensor 295 of the accelerator pedal is pressed (operated), the brake pedal sensor 293 of the brake pedal is rarely pressed (operated), or is not pressed (operated).

[0315] 18, the output of an accelerator pedal sensor 295 attached to an accelerator pedal is input to an accelerator input circuit 294. The output of a brake pedal sensor 293 attached to a brake pedal is input to a brake input circuit 215.

[0316] During the period when voltage and current are supplied to the motor 207, the switch circuit 208c is closed to connect the capacitor battery 202 to the inverter circuit 206a. By connecting the capacitor battery 202, the waveform of the current supplied to the inverter circuit 206 is smoothed and stabilized.

[0317] During the period when the motor 207 is generating power, the switch circuit 208c is opened to disconnect the capacitor battery 202 from the inverter circuit 206a. The power generated by the motor generator 235 is quickly charged into the capacitor battery 201.

[0318] It goes without saying that the capacitor battery 202 may be configured using the configurations and methods exemplified in Figures 42, 43, 45, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, etc. It also goes without saying that some of these configurations and methods may be applied.

[0319] The drive control circuit 222a is equipped with or arranged with a position detection sensor 218b (which detects the rotation state, measures the rotation speed, etc.) of the engine 232. The drive control circuit 222a is equipped with or arranged with a position detection sensor 218a (which detects the rotation state, measures the rotation speed, etc.) of the power distribution integration mechanism 233. The output of the position detection sensor 218 is input to the vehicle speed input circuit 220.

[0320] In the case of an automobile, the system determines whether to perform regenerative braking by taking into account the outputs of the sensors attached to the accelerator pedal and brake pedal (accelerator pedal sensor 295, brake pedal sensor 293), the vehicle speed input circuit 220, the temperature input circuit 211, and the brake input circuit 215. It also determines whether to perform braking by mechanical control.

[0321] The magnitude of the regenerative control force, operating speed, etc. can be realized and adjusted by adjusting the potential of electrode terminal 106a, for example, as described in Figures 5 and 6. For example, lowering the potential of electrode terminal 106a increases the current value due to regenerative braking, and the regenerative braking force increases. Also, closing switch circuit 208b discharges the charge of capacitor battery 201, lowering the potential of electrode terminal 106a.

[0322] Similarly, when both brake levers 275 and 276 are operated and both brake sensors 272 and 273 are switched from off to on, the regenerative charging function is activated and electricity generated by motor 207 is charged into battery unit 224.

[0323] When the electrically assisted bicycle is traveling at a constant speed, the regeneration amount when only one of the brake levers 275 or 276 is operated is set to be the same as or different from the regeneration amount when both the brake levers 275 and 276 are operated.

[0324] In addition to the mechanical braking force caused by the operation of the front brake 292, an electric braking force (hereinafter referred to as regenerative braking force) is generated on the front wheels 289 due to the regenerative charging described above.

[0325] The control unit 210 of the electrically assisted bicycle of the present invention reduces the amount of regeneration when either one of the brake operating means is operated and only one of the brake sensors is switched, compared to the amount of regeneration when both brake operating means are operated and both brake sensors are switched.

[0326] As shown in FIG. 11, for brake lever 275, brake lever 276, it is possible to set a release position A where brake lever 275, brake lever 276 is not operated, an activation start position B (B position) where mechanical brake 292 etc. is activated, a switch switching position C (C position) where brake sensor 272, brake sensor 273 is activated strongly, and a maximum operation position D (D position) when brake lever 275, brake lever 276 is operated to the maximum stroke.

[0327] The switch switching position is set to have a play range between the open position A (position A) and the operation start position B (position B). During this period, the terminal voltage of the capacitor battery 201 is measured to determine whether there is charge capacity and whether braking by regenerative control can be set, and if necessary, the switch circuit 208b is operated.

[0328] The brake sensors 272 and 273 are kept off between brake lever position A (switch switching position A (position A)) and brake lever position B (switch switching position B (position B)). Alternatively, they can be set to be off.

[0329] Between the switch switching position B (B position) and the maximum operation position D (D position), the brake sensors 272 and 273 are kept on. In particular, between the switch switching position C (C position) and the maximum operation position D (D position), the outputs of the brake sensors are configured to be large.

[0330] Furthermore, as the maximum operation position D (D position) is approached, a mechanical brake 292 operates as shown in Fig. 9. Between switch switching position B (B position) and maximum operation position D (D position), a regenerative braking brake operates, and the drive control circuit 222 controls the regenerative braking brake so that it becomes stronger as the maximum operation position D (D position) is approached.

[0331] 12, a selection switch 279 for turning the regenerative braking function on and off is provided on the operation panel 271. Also, an AUTO position is provided for setting the braking operation by regenerative braking and the mechanical braking by the brake 292 or the like.

[0332] By turning the selection switch 279 ON, the regenerative braking function is activated, and by turning the selection switch 279 OFF, the regenerative braking function is stopped or the regenerative braking function is greatly reduced.

[0333] The AUTO position is a setting with a learning function, and learns the ratio and operating position of the brake operation by regenerative braking and the operation of the brake 292 by mechanical braking, based on the position of the brake lever shown in Fig. 11, etc.

[0334] For example, from position A to position B, the regenerative braking brake is applied weakly, but the mechanical braking brake is not applied. Position B is changed through learning. From position B to position C, the regenerative braking brake and the mechanical braking brake are applied. Position C is changed through learning. From position C to position D, the regenerative braking brake is not applied, and only the mechanical braking brake is applied.

[0335] The above-described operation panel 271 is also applicable to the automobiles shown in Figures 17, 18, and 41. In the automobile, the operating positions of the regenerative braking brake and the mechanical braking brake are adjusted in conjunction with the brake pedal sensor 293, accelerator pedal sensor 295, etc.

[0336] In the case of an automobile, the outputs of the sensors (accelerator pedal sensor 295, brake pedal sensor 293) attached to the accelerator pedal and the brake pedal, the vehicle speed input circuit 220, the temperature input circuit 211, and the brake input circuit 215 are taken into consideration to determine whether to perform braking by regenerative braking, by mechanical braking, or by both, and then a control operation is performed. The operation panel 271 is used to select whether to operate the regenerative braking, the regenerative braking using the AUTO learning function, or the mechanical braking.

[0337] As explained in Fig. 11, the potential of the electrode terminal 106a of the capacitor battery 201 is adjusted from position A to position B. For example, when the potential of the electrode terminal 106a of the capacitor battery 201 is lowered, the current value due to regenerative braking increases, and the regenerative braking force increases. Also, the switch circuit 208b is closed to discharge the charge of the capacitor battery 201 and lower the potential of the electrode terminal 106a.

[0338] In the present invention, when the battery unit 224 is fully charged, the switch circuit 208 is operated to discharge the electric charge of the battery unit 224 so that the amount of power generated by regenerative braking can be charged.

[0339] Based on the output of the brake input circuit 215, the terminal voltage of the capacitor battery 201 is measured by a voltage measuring device such as an AD converter circuit 205, and the temperature of the capacitor battery 201 is measured by a temperature sensor 204a, to monitor whether the capacitor battery 201 has a capacity that can be charged. If there is no charging capacity, the switch circuit 208b etc. is operated so that the power generated by regenerative braking can be charged. If necessary, as explained in FIGS. 5 and 6, the switch S of the capacitor battery 201 is operated to set the terminal voltage etc. to a predetermined value.

[0340] The capacitor battery 201 of the present invention is capable of high-speed charging and discharging. Therefore, while the brake lever position is changing from position A to position B, it is possible to check the charge capacity of the capacitor battery 201 and discharge it, and when the switch position changes from C to B, it is possible to prepare for charging with power generated by regenerative braking.

[0341] The strength of regenerative braking can be set according to the position of the brake lever, which corresponds to multiple positions such as position A, position B, position C, and position D, and according to the movement speed of the brake lever. The above points are similarly applicable to hybrid cars, electric cars, trains, etc. of the present invention.

[0342] The position of the brake lever of a bicycle corresponds to the depression position of the brake pedal of an electric vehicle or the like, or can be considered similar. As explained in FIG. 11, a brake sensor is also arranged on the brake pedal of an electric vehicle or the like, and positions A, B, C, and D are set on the brake pedal. Note that positions A to D are not limited to fixed positions, and the output of the brake pedal sensor 293 may be configured to change linearly or the like as the position is changed. A learning function is also used.

[0343] When the brake pedal is depressed and before braking is applied, the terminal voltage of the capacitor battery 201 is measured, and if necessary, a predetermined amount is discharged to prepare for charging with power by regenerative braking. In addition, the strength of the regenerative braking is set according to the brake pedal depression speed.

[0344] A selection switch 279 for turning the regenerative braking function on and off is provided on the operation panel 271. By turning the selection switch 279 on, the regenerative braking function is activated, and by turning the selection switch 279 off, the regenerative braking function is stopped.

[0345] As shown in FIG. 8, the electrically assisted bicycle is equipped with a regenerative charging function that charges battery unit 224 with electricity generated from motor 207 (for example, a three-phase brushless motor) when braking, a control unit 210 that switches the activation and deactivation of the regenerative charging function based on the on / off status of brake sensors 272 and 273, a position detection sensor 218 that detects the vehicle speed (travel speed) of the electrically assisted bicycle, and a pedal torque sensor 284 that detects the torque acting on pedal 288.

[0346] The control unit 210 performs PWM control (pulse width modulation control) of the motor 207 using the inverter circuit 206, and when both the brake sensors 272 and 273 are off, regenerative charging is not performed, but when either the brake sensor 272 or the brake sensor 273 is on, the control unit 210 activates the regenerative charging function to perform regenerative charging.

[0347] Motor 207 is mounted on front wheel 289 of the power-assisted bicycle. However, this is not limitative. Motor 207 may be located on rear wheel 291, and the force applied to pedal 288 may be transmitted to rear wheel 291 by a chain (not shown).

[0348] The motor 207 rotates the front wheels 289, and a rotor (not shown) is connected to the front wheels 289 directly or via a reducer or the like so that the rotor rotates in response to the rotation of the front wheels 289.

[0349] The motor 207 is provided with a position detection sensor 218 such as a Hall element, and outputs rotor rotation information (that is, a Hall signal) to a drive control unit 283 of the control unit 210.

[0350] The current sensor 225 has the function of measuring or detecting the input current input to the inverter circuit 206, the presence or absence of an output current output from the inverter circuit 206 due to regenerative braking drive, and the magnitude of the current, and transmitting the results to the drive control circuit 222.

[0351] The drive control circuit 222 controls the switch circuit 208 a based on information from the current sensor 225 , and performs control such as charging or discharging the capacitor battery 201 and supplying current from the secondary battery 203 to the inverter circuit 206 .

[0352] Brake sensors 272 and 273 detect the driver's brake (brake lever, brake pedal) operation and output a signal related to the brake operation to drive control unit 283 of control unit 210. Drive control circuit 222 controls battery unit 224, PWM converter circuit 212, and inverter circuit 206.

[0353] The configuration relating to the drive control unit 283 of the power-assisted bicycle of the present invention is shown in Fig. 8. The drive control unit 283 has an inverter circuit 206, a switch circuit 208a, a capacitor battery 202, a secondary battery 203, a capacitor battery 201, and the like.

[0354] The inverter circuit 206 includes an H-side FET (Ssu) and an L-side FET (Smu) that perform switching for the U-phase of the motor 207, an H-side FET (Ssv) and an L-side FET (Smv) that perform switching for the V-phase of the motor 207, and an H-side FET (Ssw) and an L-side FET (Smw) that perform switching for the W-phase of the motor 207.

[0355] The H side is sometimes called the upper side, and the L side is sometimes called the lower side. The inverter circuit 206 is provided with a temperature sensor 204c, and the motor 207 is provided with a temperature sensor 204d, both of which are connected to the control unit 210.

[0356] The inverter circuit 206 is connected to one end of the capacitor battery 202, and the other end of the capacitor battery 202 is grounded. The capacitor battery 202 has a relatively large capacity.

[0357] The switch circuit 208a is provided between the inverter circuit 206 and the secondary battery 203. In response to an instruction from the control unit 210, the switch circuit 208a operates to separate the secondary battery 203 from the inverter circuit 206. The switch circuit 208a also electrically connects the capacitor battery 201 and the inverter circuit 206.

[0358] The secondary battery 203 is provided with a temperature sensor 204b, which is connected to the drive control circuit 222 of the control unit 210. The capacitor battery 201 is also provided with a temperature sensor 204a, which is connected to the drive control circuit 222 of the control unit 210. The control unit 210 is provided with a drive control circuit 222, which includes a calculation unit (not shown), a memory (not shown), and the like.

[0359] The control unit 210 has a vehicle speed input circuit 220, a brake input circuit 215, a pedal rotation input circuit 216, a pedal torque input circuit 217, a temperature input circuit 211 (temperature input circuit 211a, temperature input circuit 211b), an AD input circuit 214, a PWM converter circuit 212, an AD (analog-digital) converter circuit 205, etc.

[0360] A calculation unit (not shown) of the drive control circuit 222 performs calculations using inputs from the pedal rotation input circuit 216, the pedal torque input circuit 217, the vehicle speed input circuit 220, the brake input circuit 215, the AD input circuit 214, and the temperature input circuit 211, and outputs a signal to the PWM converter circuit 212.

[0361] The PWM converter circuit 212 controls the transistors Ss (SSUSsv, Ssw, Smu, Smv, Smw) of the inverter circuit 206 to generate a three-phase AC signal. The three-phase AC signal is applied to the motor 207. The rotation state of the motor 207 is detected by a position detection sensor 218.

[0362] When the motor 207 generates electricity through regenerative braking, the reverse operation occurs. The rotation state of the motor 207 is detected by a position detection sensor 218, and information on the rotation state is processed by a vehicle speed input circuit 220 and sent to a drive control circuit 222. The drive control circuit 222 controls the PWM converter circuit 212. In addition, the travel distance is predicted using information from a GPS unit 236, etc.

[0363] Simultaneously with or before the occurrence of regenerative braking, the terminal voltage of the capacitor battery 201 is measured by the AD converter circuit 205a to determine whether there is charge capacity in the capacitor battery 201. At the same time, the temperature sensor 204a measures the temperature of the capacitor battery 201.

[0364] If the capacitor battery 201 does not have the capacity to store the power generated by regenerative braking, the switch circuit 208b is closed and a predetermined amount of charge is discharged through the resistance circuit (discharge circuit) 209, headlight (illumination light) 281, brake light (backlight) 286, heater wire 227, etc. Alternatively, the switch S of the capacitor battery of the present invention in Figures 5 and 6 is controlled to control the voltage of the electrode terminal 106a of the capacitor battery 201 and the capacity of the capacitor battery 201. The power generated by regenerative braking is charged into the capacitor battery 201 by closing the switch SWa of the switch circuit 208a.

[0365] The calculation unit (not shown) of the drive control circuit 222 has a memory (not shown) that stores various data used in calculations, data in the middle of processing, etc. The calculation unit (not shown) has a learning function using AI processing.

[0366] The calculation unit may be realized by a processor executing a program, in which case the program may be stored in memory. Alternatively, the memory (not shown) may be provided separately from the calculation unit. The pedal rotation input circuit 216 digitizes a signal representing the pedal rotation phase angle and rotation direction from the pedal rotation sensor 285 and outputs the digitized signal to a calculation unit (not shown). The vehicle speed input circuit 220 calculates the current vehicle speed from the Hall signal output by the position detection sensor 218 of the motor 207, and outputs the calculated value to a calculation unit (not shown). The pedal torque input circuit 217 digitizes a signal corresponding to the pedal force from the pedal torque sensor 284 and outputs the digitized signal to a calculation unit (not shown). The brake input circuit 215 outputs signals from the brake sensors 272 and 273 to a calculation unit (not shown) of the drive control circuit 222.

[0367] The temperature input circuit 211a digitizes the temperature information from the temperature sensors 204a and 204b and outputs it to a calculation unit (not shown) of the drive control circuit 222. The temperature input circuit 211b digitizes the temperature information from the temperature sensors 204c and 204d and outputs it to a calculation unit (not shown) of the drive control circuit 222.

[0368] The AD converter circuit 205a acquires the terminal voltage of the capacitor battery 201. The AD converter circuit 205b acquires the terminal voltage of the secondary battery 203. The AD input circuit 214 digitizes the voltage data of the AD converter circuits 205a and 205b, i.e., the output voltages of the capacitor battery 201 and the secondary battery 203, and outputs the digitized data to a calculation unit (not shown).

[0369] The battery unit 224 may transmit to the control unit 210 not only temperature information from the temperature sensors 204a and 204b, but also charge level information including a fully charged state, and a signal indicating that charging is not possible for other reasons, from the capacitor battery 201 and the secondary battery 203.

[0370] In a motorized bicycle of the present invention, for example, an electrically assisted bicycle, in a normal assisted riding state, power is supplied from secondary battery 203 to inverter circuit 206. When secondary battery 203 is discharging, temperature sensor 204b detects the temperature of secondary battery 203. However, secondary battery 203 may be replaced by capacitor battery 201, and power may be supplied from capacitor battery 201 to inverter circuit 206.

[0371] The switch circuit 208a closes the switch SWb when power is supplied from the secondary battery 203 to the inverter circuit 206. Also, when power is supplied from the capacitor battery 201 to the inverter circuit 206, the switch circuit 208a closes the switch SWa.

[0372] It is also possible to close both the switch SWa and the switch SWb of the switch circuit 208 a and supply power to the inverter circuit 206 from both the capacitor battery 201 and the secondary battery 203 . Since the capacitor battery 201 has a high-speed discharge characteristic, it can instantly supply power to the inverter circuit 206, and the motor 207 can start operating smoothly.

[0373] When the brakes are applied on the electrically assisted bicycle and the motor 207 enters a power generating state, the switch circuit 208a closes the switch SWa and opens the switch SWb. The current generated by regenerative braking is charged into the capacitor battery 201. The capacitor battery 201 of the present invention can be charged quickly. Therefore, the generated power can be efficiently charged into the capacitor battery 201. The terminal voltage of the capacitor battery 201 is measured by an AD converter circuit 205a, and the temperature of the capacitor battery 201 is measured by a temperature sensor 204a.

[0374] The voltage applied to the inverter circuit 206 or the voltage output from the inverter circuit 206 is acquired by the AD converter circuit 205 c , collected by the AD input circuit 214 , and transmitted to the drive control circuit 222 .

[0375] When charging the capacitor battery 201 by regenerative braking, if the capacitor battery 201 is fully charged or cannot be charged with the power generated by regenerative braking, the switch circuit 208b is turned on to discharge a predetermined amount of charge from the capacitor battery 201. This operation (operation or control of the switch circuit 208b and the resistance circuit 209) has been explained in Figures 1 and 2, and so a description thereof will be omitted.

[0376] Furthermore, by configuring the capacitor battery 201 as shown in Figures 5 and 6 and controlling the switch S, the capacity of the capacitor battery 201 can be increased, the charge can be discharged, and the voltage of the electrode terminal 106 can be changed, as these have been explained in Figures 5 and 6, so further explanation will be omitted.

[0377] Also, a method for effectively charging the capacitor battery 201 with the power generated by regenerative braking by changing the terminal voltage of the electrode terminal 106 has already been explained, so a description thereof will be omitted.

[0378] As described above, the present invention can charge the capacitor battery 201 with power generated by regenerative braking, can realize power saving, and can realize good braking performance by regenerative braking.

[0379] The brake outputs of the brake sensors 272 and 273 are collected, obtained, or supplied by the brake input circuit 215 and then processed by the drive control circuit 222; position data of the motor 207 from the position detection sensor 218 is collected by the vehicle speed input circuit 220 and then processed by the drive control circuit 222; the pedal rotation sensor 285 detects the rotation state of the pedal, which is collected by the pedal rotation input circuit 216 and then processed by the drive control circuit 222; the pedal torque sensor 284 detects the state of torque applied to the pedal, which is collected by the pedal torque input circuit 217 and then processed by the drive control circuit 222, etc., thereby making it possible to optimally control the discharge or charge control of the capacitor battery 201.

[0380] The electrically assisted bicycle of the present invention has a GPS unit 236. The GPS unit 236 can obtain route information, such as whether to move uphill or downhill next, and can also obtain information on whether there is a curve in the road and whether deceleration processing is required.

[0381] Based on this information, the drive control circuit 222 calculates and predicts the amount of power generated by regenerative braking, measures or acquires the terminal voltage of the capacitor battery 201, and controls the discharge of the charge in the capacitor battery 201, if necessary.

[0382] By providing the capacitor battery 202 with a variable capacitance function as shown in FIGS. 5 and 6, it is possible to alleviate or control the application of inrush current to the inverter circuit 206.

[0383] 8, power is supplied from the secondary battery 203 to the inverter circuit 206, but this is not limiting, and it goes without saying that power may be supplied from the capacitor battery 201 or the capacitor battery 202 to the inverter circuit 206. In addition, this does not exclude charging the secondary battery 203 with power generated by regenerative braking.

[0384] In Fig. 8, the capacitor battery 201 is described as being discharged by the resistor circuit (discharge circuit) 209. However, the present invention is not limited to this. As shown in Fig. 15, the capacitor battery 201 may be discharged by passing a current through the lamp 287 of the headlight (illumination light) 281 and the lamp 287 of the brake lamp (backlight) 286.

[0385] In FIG. 15, by closing (turning on) the switch circuit 208b, a current flows to at least one of the lamp 287 of the headlight (illumination light) 281 and the lamp 287 of the brake lamp (backlight) 286. By passing a current, it is possible to discharge the current generated by regenerative braking or the discharge current of the capacitor battery 201. The resistor R is a current limiting resistor.

[0386] When the brake is operated, a current is generated by regenerative braking. The generated current charges the capacitor battery 201, and a portion of the current is used to light the lamp 287 of the brake light 286. Alternatively, the current is also used to light the lamp 287 of the headlight 281. FIG. 16 is an explanatory diagram of a method for warming the capacitor battery 201 and the secondary battery 203 using the current generated by regenerative braking or the discharge current of the capacitor battery 201.

[0387] 16(a) shows a configuration in which a heater wire 227 is wound around the capacitor battery 201. By closing (turning on) the switch circuit 208b1, a discharge current flows through the heater wire 227, causing the heater wire 227 to generate heat, thereby heating the capacitor battery 201 or maintaining it at a predetermined temperature or higher.

[0388] 16(a), the switch SWa of the switch circuit 208a may be closed (turned on) to allow the generated current from the inverter circuit 206 due to regenerative braking to flow to the heater wire 227.

[0389] 16(b) shows a configuration in which a heater wire 227 is wound around the secondary battery 203. By closing (turning on) the switch circuit 208b2, a discharge current flows through the heater wire 227, causing the heater wire 227 to generate heat, thereby warming the secondary battery 203.

[0390] 16(b), the switch SWb of the switch circuit 208a may be closed (turned on) to allow the generated current from the inverter circuit 206 due to regenerative braking to flow to the heater wire 227.

[0391] During regenerative braking, if the capacitor battery 201 and the secondary battery 203 do not have any charge capacity, it goes without saying that, as explained in FIG. 15, current may be passed directly to the lamp 287 of the headlight (illumination light) 281 and the lamp 287 of the brake lamp (backlight) 286 to discharge the generated current.

[0392] Other matters have been explained in Figures 1, 2, etc., and therefore will not be explained here. It goes without saying that the matters explained in Figures 1, 2, etc. can also be applied to Figures 8, 18, and 41. It goes without saying that the matters described or explained above can also be applied to automobiles and the like shown in FIGS.

[0393] It goes without saying that passing a current through the lamp 287 of the headlight (illumination light) 281 and the lamp 287 of the brake lamp (backlight) 286 can be applied not only to the motorized bicycle of Fig. 9 but also to the automobile of Fig. 17. It goes without saying that heating the capacitor battery 201 and secondary battery 203 with the heater wire 227 in Fig. 16 can also be applied not only to the motorized bicycle of Fig. 9 but also to the automobiles of Figs. 17, 18 and 41. It goes without saying that the present invention can also be applied to other devices, equipment, or vehicles such as motorcycles, trains, airplanes, measuring instruments, and air conditioners.

[0394] In the above embodiment, as one example, the current generated by regenerative braking is charged to the capacitor battery 201, and the power charged to the capacitor battery 201 is supplied to the inverter circuit 206 when regenerative braking is not being performed.

[0395] 13 and 14 are a block diagram and an explanatory diagram of a battery unit 224 in one embodiment of the present invention. This is an explanatory diagram of a circuit configuration in which the power charged in the capacitor battery 201 is charged into the secondary battery 203 by a voltage step-up circuit (voltage step-down circuit) 226.

[0396] The voltage step-up circuit (voltage step-down circuit) 226 is the same as that shown in Figures 1 and 2. It goes without saying that the configurations or methods shown in Figures 13 and 14 can also be applied to other embodiments of the present invention.

[0397] 13, regenerative power generated by regenerative braking is charged into the capacitor battery 201 by closing the switch SWa of the switch circuit 208a. The secondary battery 203 supplies power to the inverter circuit 206. The power (charge) stored in the capacitor battery 201 by the boost circuit 226 is converted into the voltage of the secondary battery 203, and the power of the capacitor battery 201 is transferred to the secondary battery 203. 14 shows a configuration in which the power of the capacitor battery 201 is transferred by a boost circuit 226, similar to that of FIG.

[0398] 13, the secondary side is secondary battery 203, but in Fig. 14, it is capacitor battery 201b. As described above, it goes without saying that the present invention may be configured with capacitor battery 201a and capacitor battery 201b without having secondary battery 203.

[0399] 14, a switch circuit 208b1 is configured in the primary side capacitor battery 201a, and a switch circuit 208b2 is configured in the secondary side capacitor battery 201b. Therefore, the capacitor battery 201a can be charged with power generated by regenerative braking.

[0400] The terminal voltage of the capacitor battery 201a can also be reduced by discharging it. Similarly, the capacitor battery 201b can be charged with power generated by regenerative braking. The terminal voltage of the capacitor battery 201b can also be reduced by discharging it. In FIG. 14, the power stored in the capacitor battery 201 is charged to the capacitor battery 201b by a voltage step-up circuit (voltage step-down circuit) 226. In FIG.

[0401] The regenerative power generated by regenerative braking is charged to the capacitor battery 201a when the switch SWa of the switch circuit 208a is closed, and is charged to the capacitor battery 201b when the switch SWb of the switch circuit 208a is closed. It goes without saying that the technical ideas of FIGS. 13 and 14 can also be applied to FIGS. 1, 2, 17, 18, 41, etc.

[0402] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Figure 18 is a block diagram and an explanatory diagram of a hybrid vehicle of the present invention. Also, 17 is an external view of the hybrid vehicle of the present invention.

[0403] In the examples of this specification, a hybrid vehicle is used as an example for explanation, but the present invention is not limited to this and may be applied to an electric vehicle, a fuel cell vehicle, a train, etc. The technical concept of the present invention is applicable to any object or device that has regenerative braking and a rechargeable battery. Furthermore, matters explained in other drawings etc. can be applied to or combined with Figures 17, 18 and 41 as appropriate or necessary. A hybrid vehicle equipped with the control unit 210 and battery unit 224 of this embodiment will be described with reference to FIG.

[0404] As shown in FIG. 18, the hybrid vehicle includes an engine 232, a motor generator 234, a motor generator 235, a capacitor battery 201, a secondary battery 203 such as a lithium secondary battery, an inverter circuit 206a, and the like.

[0405] The inverter circuit 206 has a function of converting DC power from at least one of the secondary battery 203 and the capacitor battery 201 into AC power that drives the motor generators 234 and 235, and a function of converting AC power generated by the motor generators 234 and 235 into DC power for charging the secondary battery 203 or the capacitor battery 201.

[0406] In addition to the engine 232, the vehicle is equipped with two motor generators. One is for driving the vehicle and the other is for generating electricity. Although the configuration and control are somewhat complicated, it achieves both improved fuel economy and driving performance.

[0407] The output shaft of the engine 232 and the output shafts of the motor generators 234 and 235 are connected to a power distribution integration mechanism 233. The power distribution integration mechanism 233 distributes the output torque of the engine 232 into torque that drives the drive wheels 231 and torque that causes the motor generators 234 and 235 to function as generators.

[0408] The power distribution integration mechanism 233 can integrate the output torque of the motor generators 234 and 235 and the output torque of the engine 232 and transmit the integrated torque to the drive wheels 231 . A temperature sensor 204d3 is disposed in the power distribution integration mechanism 233, and the temperature input circuit 211 measures or monitors the temperature of the power distribution integration mechanism 233.

[0409] When starting or under light load, the engine 232 is basically stopped and the drive motor drives the axles. During steady-state driving, the engine output is divided between driving the axles and driving the generator, and the capacitor battery 201 is charged.

[0410] When accelerating, the engine output and drive motor output are added together to drive the axle. When decelerating (braking), the motor regenerates kinetic energy for regenerative braking and charges the capacitor battery 201. When traveling in reverse (backing), the drive motor drives the axle.

[0411] An AD converter circuit 205b that detects the voltage of the secondary battery 203 is attached to the output terminal of the secondary battery 203. An AD converter circuit 205a that detects the voltage of the secondary battery 203 is attached between the output terminal of the capacitor battery 201 and the secondary battery 203.

[0412] For ease of explanation, if we consider motor generator 234 as a driving machine and motor generator 235 as a generator, switch circuit 208c is closed to connect capacitor battery 202 to inverter circuit 206a during the period when voltage and current are supplied to motor generator 234. By connecting capacitor battery 202, the waveform of the current supplied to inverter circuit 206a is smoothed and stabilized.

[0413] During the period when the motor generator 235 is generating power as a generator, the switch circuit 208c is opened to disconnect the capacitor battery 202 from the inverter circuit 206a. The power generated by the motor generator 235 is quickly charged into the capacitor battery 201. It goes without saying that the capacitor battery 202 may have the configurations exemplified in FIGS. 42, 43, 44, 45, 49, 51, etc. A current sensor 225 for detecting the charge / discharge current of the secondary battery 203 is attached to the power line on the input side of the inverter circuit 206a.

[0414] A temperature sensor 204b that detects the temperature of the secondary battery 203 is attached to the secondary battery 203. A temperature sensor 204a that detects the temperature of the capacitor battery 201 is attached to the capacitor battery 201.

[0415] Motor generator 235 is provided with a temperature sensor 204d2 that detects the temperature of motor generator 235. Motor generator 234 is provided with a temperature sensor 204d1 that detects the temperature of motor generator 234. Inverter circuit 206a is provided with a temperature sensor 204c that detects the temperature of inverter circuit 206a.

[0416] The processing of output data from the AD converter circuit 205, the current sensor 225, the temperature sensor 20, etc. has been explained with reference to FIGS. 1, 2, 8, etc., and as it is the same or similar, the explanation will be omitted.

[0417] A configuration or method in which the brake input circuit 215 explained in FIG. 8 outputs signals from the brake sensor 272 / brake sensor 273 to a calculation unit (not shown) of the drive control circuit 222; a configuration or method in which the GPS unit 236 predicts whether regenerative braking will occur; a configuration or method in which the brake input circuit 215 collects brake outputs from the brake sensor 272 / brake sensor 273 and the drive control circuit 222 processes them; a configuration in which the vehicle speed input circuit 220 collects position data of the motor 207 from the position detection sensor 218 and the drive control circuit 222 processes them. 17, 18, 41, etc., can also be applied to the present invention shown in FIGS. 17, 18, 41, etc., as well as the configuration or method, in which the drive control circuit 222 performs arithmetic processing to optimally control the discharge or charge control of the capacitor battery 201, the configuration or method in which a position detection sensor 218 such as a Hall element of the motor 207 is provided and rotor rotation information (i.e., a Hall signal) is output to the drive control unit 283 of the control unit 210, the current sensor 225 detects the input current input to the inverter circuit 206, and the configuration or method in which the inverter circuit 206 is controlled by regenerative braking drive.

[0418] The rotation speed, torque, etc. of the engine 232, motor generator 234, and motor generator 235 of the hybrid vehicle are adjusted by the control unit 210 and battery unit 224. When starting the engine 232, the motor generator 234 is made to function as an electric motor to rotate the engine 232 in the driving direction.

[0419] When stopping the engine 232, the motor generator 234 is made to function as a generator to apply torque in the direction opposite to the rotation direction to the engine 232. At this time, the electric power generated by the motor generator 234 is charged into the capacitor battery 201 via the inverter circuit 206a.

[0420] The AD converter circuit 205a acquires the terminal voltage of the capacitor battery 201. The AD converter circuit 205b acquires the terminal voltage of the secondary battery 203. The AD input circuit 214 digitizes the voltage data of the AD converter circuits 205a and 205b, i.e., the output voltages of the capacitor battery 201 and the secondary battery 203, and outputs the digitized data to a calculation unit (not shown).

[0421] The battery unit 224 may transmit to the control unit 210 not only temperature information from the temperature sensors 204a and 204b but also information on the charge level of the capacitor battery 201, etc., including a fully charged state, and a signal indicating that charging is not possible for other reasons, from the capacitor battery 201 and secondary battery 203.

[0422] In the hybrid vehicle of the present invention, in a normal running state, power is supplied from the secondary battery 203 to the inverter circuit 206. When the secondary battery 203 is discharging, the temperature of the secondary battery 203 is detected by the temperature sensor 204b.

[0423] The switch circuit 208a closes the switch SWb when power is supplied from the secondary battery 203 to the inverter circuit 206. Also, when power is supplied from the capacitor battery 201 to the inverter circuit 206, the switch circuit 208a closes the switch SWa.

[0424] Both the switch SWa and the switch SWb of the switch circuit 208 a may be closed, and power may be supplied to the inverter circuit 206 from both the capacitor battery 201 and the secondary battery 203 .

[0425] Since the capacitor battery 201 has a high-speed discharge characteristic, it can instantly supply power to the inverter circuit 206, resulting in a good start of operation of the motor 207. In addition, power can also be supplied to the inverter circuit 206 from the capacitor battery 202.

[0426] When regenerative braking is performed for braking and the motor 207 enters a power generating state, the PWM converter circuit 212 operates and outputs power via the inverter circuit 206a. Also, the switch circuit 208a closes the switch SWa and opens the switch SWb. The current generated by regenerative braking is charged into the capacitor battery 201a. The terminal voltage of the capacitor battery 201 is measured by an AD converter circuit 205a, and the temperature of the capacitor battery 201 is measured by a temperature sensor 204a.

[0427] The voltage applied to the inverter circuit 206 or the voltage output from the inverter circuit 206 is acquired by the AD converter circuit 205 c , collected by the AD input circuit 214 , and transmitted to the drive control circuit 222 of the control unit 210 .

[0428] When charging the capacitor battery 201 through regenerative braking, if the capacitor battery 201 is fully charged or cannot be charged with the power generated through regenerative braking, the switch circuit 208b is turned on to discharge a predetermined amount of the charge in the capacitor battery 201.

[0429] If the voltage of the electrode terminals of the secondary battery 203 is measured by the AD converter circuit 205b and the temperature of the secondary battery 203 is measured by the temperature sensor 204b and it is determined that the secondary battery 203 has a charge capacity, the switch SWa of the switch circuit 208a may be closed to charge the secondary battery 203 with power generated by regenerative braking.

[0430] Alternatively, both the switch SWa of the switch circuit 208a and the switch circuit 208SWb may be closed to charge both the capacitor battery 201 and the secondary battery 203 with power generated by regenerative braking.

[0431] The capacitor battery 201 and the capacitor battery 202 are configured as shown in Figures 5 and 6, and by controlling the switch S, the capacity of the capacitor battery 201 can be increased, the charge can be discharged, and the voltage of the electrode terminal 106 can be changed.

[0432] A method for effectively charging the capacitor battery 201 with the power generated by regenerative braking by changing the terminal voltage 106 has already been explained, so a detailed explanation will be omitted here. When this function is implemented, there is no need to discharge the power using the switch circuit 208b.

[0433] Simultaneously with or before the occurrence of regenerative braking, the terminal voltage of the capacitor battery 201 is measured by the AD converter circuit 205a to determine whether there is charge capacity in the capacitor battery 201. At the same time, the temperature sensor 204a measures the temperature of the capacitor battery 201.

[0434] If the capacitor battery 201 does not have the capacity to store the power generated by regenerative braking, the switch circuit 208b is closed, and a predetermined amount of charge is discharged through the resistor circuit (discharge circuit) 209, headlight (illumination light) 281, brake light (backlight) 286, heater wire 227, etc. Alternatively, the discharge may be caused by grounding. The voltage at the electrode terminal 106a of the capacitor battery 201 and the capacity of the capacitor battery 201 are controlled by controlling the switch S of the capacitor battery of the present invention shown in FIGS.

[0435] As described above, the present invention can charge the capacitor battery 201 with power generated by regenerative braking, thereby realizing power savings and good braking performance through regenerative braking. The capacitor battery 201 of the present invention has extremely fast charging and discharging speeds, making it suitable for controlling the charging of power generated by regenerative braking. Furthermore, power from the capacitor battery 201 can be supplied to the inverter circuit 206 at high speed.

[0436] The hybrid vehicle of the present invention has a GPS unit 236. The GPS unit 236 can obtain information from route information as to whether to travel uphill or downhill. It can also obtain information as to whether to slow down due to curves in the road.

[0437] When traffic light information can be obtained in real time, it is also possible to obtain information on when the vehicle will stop at the next traffic light. Based on this information, the drive control circuit 222 calculates and predicts the amount of power generated by regenerative braking, and controls the discharge of the charge in the capacitor battery 201 while conducting AI learning.

[0438] During normal driving when no power is generated by regenerative braking, as explained in Figures 13 and 14, the charge in the capacitor battery 201 is boosted by the boost circuit (step-down circuit) 226 and charged into the secondary battery 203.

[0439] 18 has an engine 232, it goes without saying that the technical idea of ​​the present invention can also be applied to an electric vehicle that does not have an engine 232. A separate dedicated motor that generates electric power through regenerative braking may be provided, and the power of this motor may be configured to charge the capacitor battery 201 or the like.

[0440] Fig. 41 is a block diagram of an electric vehicle of the present invention. The electric vehicle of the present invention has a capacitor battery 201 of the present invention and a battery unit 224. The battery unit 224 and the like will be explained with reference to Figs. 42 to 58, 59, 60, 61, 62, etc.

[0441] In the electric vehicle of the present invention, power from battery unit 224 is converted into an AC signal by inverter circuit 206. The AC signal is applied to three-phase AC motor 207 to rotate drive wheels 231a and 231b.

[0442] The AC power from the charging lid 297 is converted to DC power by the on-board charger 296 and supplied to the battery unit 224. The charging lid 297 has separate ports for quick charging and normal charging. Communication with the vehicle during quick charging uses CAN (Controller Area Network) communication. Information from the vehicle is sent to the quick charger, charging is performed according to the vehicle's needs, and power can also be supplied to the home. Fast charging has a high charging current, so the upper limit voltage is reached early, and the current is reduced.Normal charging has a low charging current, so the current is reduced near full charge.

[0443] The temperature of a battery changes depending on the environment, such as the outside temperature. Heat is also generated during over-discharge (sudden acceleration) and charging, causing the temperature to rise. The temperature is measured by a temperature sensor 204, and the temperature rise is monitored. The capacitor battery 201 of the present invention has smaller temperature changes than the secondary battery 203.

[0444] The motor 207 achieves a peak efficiency of 96% at 4500 to 6500 rpm. It also maintains an efficiency of 88% or higher over a wide range of rotation speeds. The rotation of the motor 207 is monitored and detected by a position detection sensor 218. The battery unit 224 has a capacity of 40 kWh or more.

[0445] The automobile of the present invention is configured such that the output of the brake pedal sensor 293 attached to the brake pedal changes depending on the strength and speed of depression of the brake pedal, and the braking speed and strength of the regenerative control brake and the mechanism control brake change.

[0446] When a rider is riding the electrically assisted bicycle, for example, they operate one of brake levers 275 or 276 (or both brake levers). When brake sensor 272 or brake sensor 273 (or both brake sensors) is switched from off to on, the charging function by regenerative braking is activated, and electricity generated by motor 207 is charged into battery unit 224.

[0447] The charging function by regenerative braking is turned off until the brake lever is in position C. Positions B and C can be adjusted by setting the brake sensors (brake sensor 272, brake sensor 273).

[0448] When the accelerator pedal sensor 295 of the accelerator pedal is pressed (operated), the brake pedal sensor 293 of the brake pedal is rarely pressed (operated), or is not pressed (operated).

[0449] 18, the output of an accelerator pedal sensor 295 attached to an accelerator pedal is input to an accelerator input circuit 294. The output of a brake pedal sensor 293 attached to a brake pedal is input to a brake input circuit 215.

[0450] A position detection sensor 218 (which detects the rotation state, measures the rotation speed, etc.) of the engine 232 is attached or arranged in the drive control circuit 222. The output of the position detection sensor 218 is input to a vehicle speed input circuit 220.

[0451] The system determines whether to perform regenerative braking by taking into account the outputs of the sensors (accelerator pedal sensor 295, brake pedal sensor 293) attached to the accelerator pedal and brake pedal, the vehicle speed input circuit 220, the temperature input circuit 211, and the brake input circuit 215. It also determines whether to perform braking by mechanical control. The shift sensor 298 uses active PLCD technology to measure the shift position of an automated manual transmission (AMT).

[0452] The automobile of the present invention is equipped with a device called a transmission. A transmission is a device that uses a combination of gears to keep the engine speed within an appropriate range. The gear position sensor detects the state of the gear operated by the driver, such as first or second gear, and transmits this as an electrical signal to the drive control circuit 222. The junction box 301 cuts off the current when an abnormality or a collision is detected. The service plug 302 is a plug that cuts off high voltage during maintenance or in the event of an accident. The drive control circuit 222 also monitors the battery state (charge state, output, input, temperature, etc.) and controls the prevention of overvoltage, overdischarge, and overheating.

[0453] The battery unit 224 is made of strong steel and is shock-resistant. It is also completely sealed to prevent short circuits caused by water ingress. Temperature sensors 204 are installed in various locations. The temperature sensors 204 monitor the battery temperature and prevent accidents caused by abnormal overheating.

[0454] 43 is an explanatory diagram of a capacitor battery 201 of the present invention. The capacitor battery 201 of the present invention is formed by connecting two battery cells 303 in series in parallel to form a battery module 304, and connecting m (m is a positive number equal to or greater than 1) terminal electrodes 106 of the battery module 304 in series to form the capacitor battery 201. The configuration of FIG. 43 can also be applied to the capacitor battery 202.

[0455] The terminal voltage of one secondary battery 203 is fixed at approximately 3.6 V. The output voltage of the battery cells 303 that make up the capacitor battery 201 of the present invention can be set arbitrarily. Therefore, the number of battery modules 304 connected in series in FIG. 43 can be reduced.

[0456] Switches Sa (switches Sa1 to San: n is a positive number greater than or equal to 1) are arranged or connected to the group of directly connected battery modules 304. Also, switches Sb (switches Sb1 to Sbn: n is a positive number greater than or equal to 1) are arranged or connected to the group of directly connected battery modules 304.

[0457] The group of battery modules 304 connected in series is called battery module group B (battery module group B1 to battery module group Bn: n is a positive number greater than or equal to 1). Similarly, the group of battery modules Bb (battery module group Bb1 to battery module group Bbn: n is a positive number greater than or equal to 1) of the capacitor battery 201b. The group of battery modules Ba (battery module group Ba1 to battery module group Ban: n is a positive number greater than or equal to 1) of the capacitor battery 201a.

[0458] In Figure 43, only switches Sa (switches Sa1 to San) and switches Sb (Sb1 to Sbn) are shown as switches S, but as shown in Figure 42, etc., switches Sc (switches Sc1 to Scn), switches Sd (switches Sd1 to Sdm), and switches Se (switches Se1 to Sem) are arranged.

[0459] The configuration and technical idea of ​​Fig. 43 is applicable to the capacitor battery 201, capacitor battery 201a, and capacitor battery 201b of Fig. 42, Fig. 51, etc. It goes without saying that it can also be applied to the capacitor battery 202, etc.

[0460] In the capacitor battery 201 and capacitor battery 202 of the present invention, battery management is performed by closing the switch Sa, and the battery module 304 of the capacitor battery 201 can be balanced. The capacitor battery 201 of the present invention is composed of an aqueous capacitor battery. An aqueous capacitor battery has very high charging and discharging speeds. Therefore, the time required for battery management after closing the switch Sa is very short.

[0461] If the variations in the characteristics of the battery cells 303 become too great, it will affect the entire system. Depending on the situation, this may become dangerous. The battery management system constantly monitors the voltage of each battery cell 303 with an accuracy of 0.01%. It also includes a cell balancing function that balances the battery capacity of each battery cell 303, a temperature measurement function, etc.

[0462] By closing switch Sb, each series-connected battery module 304 group can be selected and electrically connected to an external circuit. For example, when motor 207 is in drive mode, it is connected to inverter circuit 206, and power is supplied to inverter circuit 206 from battery module group Bb to inverter circuit 206. The battery module group Bb to be charged is selected by switch Sa.

[0463] When the motor 207 is in a power generation mode, it is connected to the inverter circuit 206 and charges the battery module group Ba with power from the inverter circuit 206. The battery module group Ba to be charged is selected by the switch Sd.

[0464] As explained in Figures 5 and 6, a short circuit may occur between the electrodes of the capacitor C (electrode terminal 106, conductive film 111, electrode material 104, etc.). Also, a short circuit, characteristic degradation, or damage may occur in the capacitor C, battery cell 303, or battery module 304. This can occur for many reasons, including overvoltage application, surges, and material degradation. When a defect such as a short circuit occurs, the capacitor C, battery cell 303, or battery module 304 cannot be selected (used).

[0465] In this case, the capacitor C, battery cell 303, and battery module 304 are disconnected from the circuit. To disconnect them, the switch S to which the capacitor C, battery cell 303, and battery module 304 with a defect such as a short circuit are connected is opened (turned off). For example, in FIG. 43, if a defect such as a short circuit occurs in the capacitor of the battery module 304 connected to switch Sa1, switch Sa1 is opened and controlled not to be turned on.

[0466] For example, in FIG. 42, when a defect such as a short circuit occurs in the capacitor Ca1 connected to the switch Sa1, the switch Sc1 is either maintained in the on state or is opened so as not to be turned on.

[0467] In FIG. 42, to detect defects such as short circuits, a current detector (not shown) such as an ammeter is placed or installed in the path of switch SWa and switch SWb. When inspecting capacitor battery 201b, switches Sa1 to San in the system of switch SWb are turned on sequentially. If a short circuit occurs in capacitor C, a large current will flow when switch S connected to that capacitor C is turned on. Therefore, if the current flowing is equal to or greater than a predetermined value, it can be determined or judged that a short circuit has occurred in that capacitor C.

[0468] When capacitor C is in a discharged state, turning on the switch connected to capacitor C initially causes a large charging current to flow. However, after a certain period of time, capacitor C is charged and the current stops flowing, or the charging current becomes smaller. Therefore, to detect a short circuit, whether or not a defect such as a short circuit has occurred is determined or judged from the magnitude of the current flowing or the rate of change in the current flowing after a certain time has elapsed since switch Sa1 was turned on. It goes without saying that the above can also be applied to the capacitor battery 201 shown in FIGS.

[0469] Fig. 53 is a diagram and an explanatory diagram of a capacitor battery 201 of the present invention in another embodiment. In the capacitor battery 201 of the present invention in Fig. 43, switches Sa (switches Sa1 to San) and switches Sb (switches Sb1 to Sbn) are arranged in battery module group B (battery module group B1 to battery module group Bn) that are connected in series.

[0470] In Fig. 53, switches S (switches mn: m, n is a positive number equal to or greater than 1) are arranged to electrically connect battery module group B (battery module group B1 to battery module group Bn) in the horizontal direction. Although not shown in Figs. 43 and 53 for ease of drawing, switches Sc and the like are also arranged as shown in Fig. 42 and the like.

[0471] Appropriate voltage management is performed by turning on (closed) or off (open) the switches S (switches mn: m, n are positive numbers greater than or equal to 1). In addition, the output voltage of each battery module group B (battery module group B1 to battery module group Bn) can be changed, adjusted, or set to any voltage.

[0472] The on / off of the switch S (switch mn: m, n is a positive number greater than or equal to 1) is set or controlled by the control unit 210. By turning on and off the switch S (switch mn: m, n is a positive number greater than or equal to 1), the output voltage of the battery module group B can be set to a predetermined value. It goes without saying that the configuration of FIG. 53 can be applied to the capacitor battery 201 (capacitor battery 201a, capacitor battery 201b, etc.) in other embodiments.

[0473] The configuration in Fig. 53 is applied to the capacitor battery 201b. By turning on and off the switch S (switch mn: m, n is a positive number equal to or greater than 1), the output voltage of the battery module group B and the input voltage (VIN) of the boost circuit 226b in Fig. 55 etc. can be set to a predetermined voltage value. By setting the predetermined voltage value to the voltage value at which the boost circuit 226b is most efficient, the conversion efficiency can be increased.

[0474] The configuration in Fig. 53 is applied to the capacitor battery 201a. By turning on and off the switch S (switch mn: m, n is a positive number equal to or greater than 1), the output voltage of the battery module group B, i.e., the output voltage (VOUT) of the step-down circuit 226c in Fig. 55, etc., can be set to a predetermined voltage value. By setting the predetermined voltage value to the voltage value at which the step-down circuit 226c is most efficient, the conversion efficiency can be increased.

[0475] 42 is an explanatory diagram of the operation of the battery unit 224 and capacitor battery 201 of the present invention. It is also an explanatory diagram of a method of supplying power to the automobile of the present invention and charging the battery unit 224 and capacitor battery 201 by regenerative braking.

[0476] In Figures 42, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, etc., for ease of drawing and explanation, two capacitors (batteries) Ca and two capacitors (batteries) Cb are shown connected in series. In reality, as shown in Figures 43, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, etc., multiple battery modules 304 are formed or arranged in parallel or series. The above points apply similarly to other drawings other than those listed.

[0477] The configuration in which the capacitor (battery) Ca and the capacitor (battery) Cb of the capacitor battery 201b in FIG. 45 are connected in series is referred to as a battery module group Bb, and the configuration in which the capacitor (battery) Cc of the capacitor battery 201a is referred to as a battery module group Ba.

[0478] For ease of explanation, as an example, let us assume that capacitor Ca, capacitor Cb, and capacitor Cc have the same capacitance and the same terminal voltage when fully charged, which is Vc. Therefore, the voltage across capacitor Ca and capacitor Cb, which are connected in series, is 2Vc, and the terminal voltage of capacitor Cc of capacitor battery 201a is Vc. Therefore, the voltage of capacitor battery 201a is Vc, and the voltage of capacitor battery 201b is 2Vc, which is twice the voltage.

[0479] The voltage (power) output to drive the motor 207 is output from the capacitor battery 201b, and the output voltage (driving voltage (power)) is set to 2Vc or less. The driving voltage is smoothed by the capacitor battery 202 and supplied to the inverter circuit 206.

[0480] The input voltage (generated voltage (power)) generated by the motor 207 is applied to the capacitor battery 201a by the switch circuit 208a, and the capacitor battery 201a is charged.

[0481] The voltage (power) of capacitor battery 201a is boosted by boost circuit 226 and charged into capacitor battery 201b. For ease of explanation, it is assumed that boost circuit 226 doubles the voltage Vc of capacitor battery 201a to 2Vc and charges capacitor battery 201b. Boosting by an integer multiple, such as doubling, can be achieved efficiently by configuring boost circuit 226 as a charge pump circuit.

[0482] The capacitor battery 202 has a function of varying the charging capacity or the amount of charge stored as a capacitor. This can be achieved by placing a switch Sc in the capacitor battery 202 and turning the switch Sc on (closed), as in the capacitor battery 201a in Fig. 42.

[0483] By changing the capacity of capacitor battery 202, the rate, degree and rate of change of the smoothing of the output voltage (power) from capacitor battery 201b can be changed.

[0484] The switch circuit 208a is connected to the inverter circuit 206. A current sensor 225 is disposed in the power path to the inverter circuit 206, and is capable of measuring the input current and output current to the inverter circuit 206.

[0485] The operation (open / close) of the switch Sa of the capacitor battery 201b is varied or set based on the current value measured by the current sensor 225, and the operation (open / close) of the switch Sd of the capacitor battery 201a is varied or set.

[0486] Temperature sensor 204b is provided in capacitor battery 201b. Temperature sensor 204a is provided in capacitor battery 201a. Similarly, temperature sensor 204d is provided in motor 207, and temperature sensor 204c is provided in inverter circuit 206. The operation of switch S of capacitor battery 201 is changed or set depending on the temperature of each circuit measured by temperature sensor 204.

[0487] The output voltage (driving voltage (power)) for driving the motor 207 is such that when the switch SWb of the switch circuit 208a is closed and the switch SWa is opened, the 2Vc voltage of the capacitor battery 201b is applied to the inverter circuit 206, causing the motor 207 to rotate in the forward direction.

[0488] When the input voltage (generated voltage (power)) is such that the motor 207 generates power, the switch SWa of the switch circuit 208a closes and the switch SWb opens. The generated power is applied to the capacitor battery 201a, charging the capacitor battery 201a. The battery module group Ba to be charged is selected by the switch Sd.

[0489] The capacitor battery 202 is configured to have a relatively large capacity, and by sequentially turning on each switch Sa of the capacitor battery 201b, the capacitor battery 202 is charged and power is supplied to the inverter circuit 206.

[0490] The terminal voltage (output voltage) of the capacitor battery 201a is set to be higher than the terminal voltage of the capacitor battery 202. For example, if the terminal voltage of the capacitor battery 202 is Vc, the terminal voltage of the capacitor battery 201a is set to 2Vc.

[0491] By making the terminal voltage of capacitor battery 201a higher than that of capacitor battery 202, capacitor battery 202 is charged from capacitor battery 201b, and power is supplied to inverter circuit 206, causing motor 207 to rotate in the forward direction.

[0492] When the switch Sa of the capacitor battery 201b is turned on, the power of the corresponding battery module group Bb flows as a current to the capacitor battery 202, and the charge of the turned-on capacitor C (capacitor Ca + capacitor Cb) is discharged. As a result, the terminal voltage of the battery module group Bb corresponding to the turned-on switch Sa drops. Basically, the terminal voltage of the battery module group Bb corresponding to the turned-on switch Sa becomes the same as the terminal voltage of the capacitor battery 202.

[0493] The switches Sa of the capacitor batteries 201b are selectively or sequentially turned on (closed) according to the power to be supplied to the inverter circuit 206. When the switches Sa are turned on, power is supplied to the inverter circuit 206 from the battery module group Bb.

[0494] When a switch Sc is turned on, both terminals of the corresponding capacitor Ca are short-circuited, and the charge in the capacitor Ca is discharged. By discharging the charge in the capacitor Ca, the terminal voltage of the corresponding battery module group Bb can be reduced.

[0495] As described above, by turning on the switch Sa while the switch SWb of the switch circuit 208a is open, the terminal voltages of the battery module group Bb whose switch Sa is turned on can be made uniform.

[0496] By turning on at least one of the switches Sc (switches Sc1 to Scn), the voltage of the corresponding battery module group Bb can be reduced. By shortening the ON time of the switch Sc, the charge on the capacitor Ca stops midway through discharging, and the capacitor Ca maintains a constant potential. Therefore, by controlling the ON time of the switch Sa, the terminal voltage of the battery module group Bb can be controlled to a predetermined voltage. As described above, by selecting or controlling the switches Sa and Sc, the potentials of the battery module group Bb can be made uniform.

[0497] When the motor 207 is in a power generating state, the inverter circuit 206 regenerates the generated power. By turning on the switch SWa of the switch circuit 208a and making the terminal voltage of the capacitor battery 201a lower than the voltage generated by regeneration, the capacitor battery 201a can be charged with power from the inverter circuit 206. When the switch Se of the capacitor battery 201a is turned on, both ends of the corresponding capacitor Cc are short-circuited, and the terminal voltage of the capacitor Cc can be reduced.

[0498] By shortening the on-time of the switch Se, the charge of the capacitor Cc stops midway through discharging, and the capacitor Cc maintains a constant potential. Therefore, by controlling the on-time of the switch Se, the terminal voltage of the battery module group Ba can be controlled to a predetermined voltage. As described above, by selecting or controlling the switches Sd and Se, the potentials of the battery module group Ba can be made uniform.

[0499] The switch Sd of the capacitor battery 201a is selectively turned on (closed) according to the voltage (power) output from the inverter circuit 206. When the switch Sd is turned on, the battery module group Ba is charged with regenerative current.

[0500] When the switch Se is turned on, the terminals of the corresponding capacitor Cc are short-circuited, and the charge in the capacitor Cc is discharged. By discharging the charge in the capacitor Cc, the terminal voltage of the corresponding battery module group Ba can be lowered.

[0501] As described above, by turning on the switch Sd while the switch SWba of the switch circuit 208a is open, it is possible to equalize the terminal voltages of the battery module group Ba whose switch Sd is turned on.

[0502] By turning on at least one of the switches Se (switches Se1 to Sen), the voltage of the corresponding battery module group Ba can be reduced. As described above, by selecting or controlling the switches Sd and Se, the potential of the battery module group Ba can be made uniform.

[0503] The power of the battery module group Ba is charged into the battery module group Bb by the boost circuit 226. One or several battery module groups Bb to be charged are selected by the switches Sb (switches Sb1 to Sbn).

[0504] 42, the switch circuit 208a is turned on, and the switches Sa4 to San of the battery module group Bb of the capacitor battery 201b are turned on.

[0505] In the capacitor battery 201a, because switches Sd3 to Sdm are on, the terminal voltages of the battery module group Ba4 to battery module group Bam are uniform. Also, because switch Se1 of capacitor Cc1 in battery module group Ba1 is on, the terminal voltage of capacitor Cc1 is discharged.

[0506] 42 shows that the capacitor battery 201a and the capacitor battery 201b share a common ground, but this is not limited to this. The ground potentials of the capacitor battery 201a and the capacitor battery 201b may be different. It is preferable that the ground potential of the capacitor battery 201b is higher than the ground potential of the capacitor battery 201a.

[0507] 49, the ground potential of the capacitor battery 201b is configured to be variable. The ground potential of the capacitor battery 201b is configured to be boosted by the voltage level shift unit 307.

[0508] The voltage level shift unit 307 is mainly composed of a digital-to-analog (DA) converter circuit 305 and a buffer amplifier circuit 306. The DA converter circuit 305 outputs an analog voltage based on data from the control unit 210. The buffer amplifier circuit 306 changes the ground potential of the capacitor battery 201b based on the analog voltage.

[0509] The voltage of the buffer amplifier circuit 306 is changed based on the terminal voltage of the capacitor battery 201b. The terminal voltage of the capacitor battery 201b is measured by the AD converter circuit 205b. Based on the data measured by the AD converter circuit 205b, the control unit 210 controls the DA converter circuit 305 to change the ground potential of the capacitor battery 201b.

[0510] The ground potential of the capacitor battery 201b is controlled so that the output voltage of the capacitor battery 201b is a predetermined value or the voltage applied to the inverter circuit 206 is a constant value. Furthermore, by changing the ground potential of the capacitor battery 201b, the terminal voltage of the capacitor battery 201b can be varied. By changing the terminal voltage of the capacitor battery 201b, the voltage applied to the inverter circuit 206 can be varied, and the rotation speed and torque of the motor 207 can be controlled.

[0511] The voltage of the buffer amplifier circuit 306 is changed so that the voltage applied to the inverter circuit 206 becomes a predetermined value. When accelerating the motor 207, the voltage of the buffer amplifier circuit 306 is changed so that the voltage applied to the inverter circuit 206 (the voltage applied to the motor 207) becomes higher.

[0512] The output voltage of the capacitor battery 201b changes depending on the charging and discharging of the capacitor battery 201b. The voltage of the buffer amplifier circuit 306 is controlled so that the charged and discharged capacitor battery 201b maintains a constant voltage (power). The above has been described with respect to the capacitor battery 201b, but it goes without saying that the same can be applied to the capacitor battery 201a.

[0513] 50, the ground terminal of capacitor battery 201b is shared with the output terminal of capacitor battery 201a. The ground potential of capacitor battery 201b changes depending on the output voltage of capacitor battery 201a, and the terminal voltage of capacitor battery 201b can be changed.

[0514] 50, the number of capacitors connected in series to the capacitor battery 201b is smaller than that in Fig. 42. By making the configuration of the capacitor battery 201b the same as that of the capacitor battery 201a, it is possible to reduce the cost of the battery unit 224.

[0515] In the above embodiment, the capacitor battery 201 is illustrated as using the same or similar battery modules 304, but the present invention is not limited to this. Different battery modules 304 may be used to configure the battery unit 224.

[0516] FIG. 51(a) shows an embodiment in which the battery module group Bb (battery module group Bb1~) is composed of one or more secondary batteries 203 and one or more battery modules 304 of capacitor batteries.

[0517] FIG. 51(b) shows an example in which the battery module group Bb (battery module group Bb1~) is composed of a battery module 304a having one or more capacitor batteries with a relatively small capacity, and a battery module 304 in which the capacitor battery capacity of the battery module 304a is larger than that of the battery module 304a.

[0518] FIG. 54 shows an embodiment in which a switch S is arranged or configured to electrically connect the battery module group Bb (battery module groups Bb1 to ) in addition to the configuration of FIG. FIG. 54(a) shows an embodiment in which the battery module group Bb is composed of one or more secondary batteries 203 and one or more battery modules 304 of capacitor batteries.

[0519] Figure 54(b) shows an example in which battery module group B (battery module group Ba, battery module group Bb) is composed of battery modules 304a each having one or more capacitor batteries with a relatively small capacity, and battery modules 304 each having a capacitor battery with a capacity greater than that of battery module 304a.

[0520] 54, the on / off of the switch S (switch mn: m, n is a positive number greater than or equal to 1) is set or controlled by the control unit 210. By turning on and off the switch S (switch mn: m, n is a positive number greater than or equal to 1), the output voltage of the battery module group B can be set to a predetermined value. It goes without saying that the configuration of FIG. 54 can be applied to the capacitor battery 201 (capacitor battery 201a, capacitor battery 201b, etc.) in other embodiments.

[0521] The configuration in Fig. 54 is applied to the capacitor battery 201b. By turning on and off the switch S (switch mn: m, n is a positive number equal to or greater than 1), the output voltage of the battery module group B and the input voltage (VIN) of the boost circuit 226b in Fig. 55 etc. can be set to a predetermined voltage value. By setting the predetermined voltage value to the voltage value at which the boost circuit 226b is most efficient, the conversion efficiency can be increased. FIG. 45 is an explanatory diagram of a method for implementing battery management of the capacitor battery 201b and the capacitor battery 201a.

[0522] If the variations in the characteristics of battery module group B become too great, it can affect the entire system and become dangerous. The battery management system constantly monitors the voltage of each battery module group B with an accuracy of 0.01%. It also includes a cell balancing function that balances the battery capacity of each battery module group B, a temperature measurement function, etc.

[0523] The capacitor battery 201b can equalize the terminal voltages of the battery module group Bb by closing the switch Sa. The capacitor battery 201a can equalize the terminal voltages of the battery module group Ba by closing the switch Sd. To determine which of the battery module groups Ba is to be subjected to battery management, the corresponding switch Sa is closed.

[0524] Battery management is performed, and the battery module group Bb of the capacitor battery 201b can be balanced. The capacitor battery 201 of the present invention is composed of an aqueous capacitor battery. It is very fast in charging and discharging. Therefore, the time required for battery management by controlling the switches Sa, Sb, and Sc is very short, and it can be performed well.

[0525] The capacitor battery 201a can equalize the terminal voltages of the battery module group Ba by closing the switch Sd. To determine which of the battery module groups Ba is to be battery managed, the corresponding switch Sd is closed.

[0526] Battery management is performed to balance the battery module group Ba of the capacitor battery 201a. The time required for battery management by controlling the switches Sd and Se is very short, and the battery management can be performed satisfactorily.

[0527] 46 is an explanatory diagram of a state in which power is supplied from capacitor battery 201b to inverter circuit 206. In FIG. 46, switch SWb of switch circuit 208a is closed, and capacitor battery 201b and inverter circuit 206 are connected. FIG. 44 is an explanatory diagram of a configuration and method for boosting the power (voltage) of the capacitor battery 201a and charging the capacitor battery 201b.

[0528] The AD converter circuit 205a measures the terminal voltage of the capacitor battery 201a. The AD converter circuit 205b measures the terminal voltage of the capacitor battery 201b. The measured voltages are input to the drive control circuit 222.

[0529] The drive control circuit 222 controls the switch circuit 208a and the switches S (switches Sa, Sb, Sc, Sd, and Se) based on the input terminal voltage of the capacitor battery 201a and the terminal voltage of the capacitor battery 201b.

[0530] The power of the battery module group Ba of the capacitor battery 201a is charged into the battery module group Bb of the capacitor battery 201b by the boost circuit 226. One or more battery module groups Bb to be charged are selected by the switch Sb (switch Sb1 to switch Sbn).

[0531] The charging capacity of capacitor battery 201a is determined by temperature sensor 204a attached to capacitor battery 201a. The charging capacity of capacitor battery 201b is determined by temperature sensor 204b attached to capacitor battery 201b. The capacitor battery of the present invention experiences little capacity loss even at low temperatures, but by measuring the temperature of the capacitor battery with temperature sensor 204, the margin of charging capacity of the capacitor battery can be accurately determined.

[0532] If the capacitor battery 201a does not have sufficient charge capacity to charge the regenerative current, the switch Se of the capacitor Cc of the battery module group Ba is turned on to discharge the capacitor, thereby ensuring sufficient capacity to charge the regenerative current.

[0533] If the capacitor battery 201b does not have enough charge capacity to charge the power boosted by the boost circuit 226, the switch Sa of the capacitor Ca of the battery module group Bb is turned on to discharge it, or the operation of the boost circuit 226 is stopped.

[0534] 44, the operation of the boost circuit 226 can be performed while the switch SWb of the switch circuit 208a is turned on to supply current to the inverter circuit 206. When the motor 207 is stopped, the switch SWb of the switch circuit 208a can be turned off to operate the boost circuit 226.

[0535] When the power generated by regenerative braking is to be charged into the capacitor battery 201a, the switch SWa of the switch circuit 208a is turned on. When the switch SWa is turned on, the current generated by regenerative braking flows into the capacitor battery 201a.

[0536] The boost circuit 226 doubles the terminal voltage of the capacitor battery 201a and charges the capacitor battery 201b with the voltage. The boost circuit 226 can operate even during charging with a current generated by regenerative control. The control, operation and configuration of capacitor battery 201a and capacitor battery 201b have already been explained, so a detailed description will be omitted.

[0537] If we ignore the energy that cannot theoretically be recovered by braking (energy lost due to the efficiency of the regenerative generator, energy lost due to air resistance, energy lost due to road resistance, and energy lost due to mechanical losses of the vehicle), a battery of around 1 to 5 kWh will be sufficient to generate electricity through regenerative braking.

[0538] In FIG. 46(a), the switch SWb of the switch circuit 208a is turned on, and the switches Sa4 to San of the battery module group Bb of the capacitor battery 201b are turned on. Therefore, the battery module group Bb4 to battery module group Bbn are supplied to the inverter circuit 206. The positions and numbers of the switches Sc and Sa to be closed are controlled so that the output voltage of the capacitor battery 201b becomes the drive voltage of the motor 207. The battery module group Bb with the switch Sa turned on will experience a voltage drop as it discharges. To maintain a predetermined voltage, the switches Sa are turned on sequentially.

[0539] 46(b), by turning on the switch Sa3, the battery module group Bb3 is supplied to the inverter circuit 206, and the voltage supplied to the inverter circuit 206 is maintained. Furthermore, when the voltage drops, the battery module group Bb2 is supplied to the inverter circuit 206, and the voltage supplied to the inverter circuit 206 is maintained.

[0540] In addition, since the amount of charge in the capacitor battery 202 is configured to be relatively large, the voltage supplied to the inverter circuit 206 is stable. Furthermore, since the voltage applied to the inverter circuit 206 can be easily set using the switch Sc, it is also easy to control the rotation speed of the motor 207. The rotation speed is detected by the position detection sensor 218, and the voltage applied from the inverter circuit 206 to the motor 207 is controlled. FIG. 47 is an explanatory diagram of a method in which a current is supplied to the inverter circuit 206 from the capacitor battery 201b, and the capacitor battery 201 is charged at the same current.

[0541] The switch SWb of the switch circuit 208a is turned on, and the switches Sa4 to San of the battery module group Bb of the capacitor battery 201b are turned on.

[0542] The switch Sb1 of the battery module group Bb1 is on, and the switch Sb2 of the battery module group Bb2 is on. The boost circuit 226 boosts the voltage of the capacitor battery 201a and charges the battery module group Bb1 via the switch Sb1. It also charges the battery module group Bb2 via the switch Sb2.

[0543] As described above, the capacitor battery 201b supplies voltage (power) to the inverter circuit 206, and also boosts the voltage of the capacitor battery 201a to charge the capacitor battery 201b.

[0544] The positions and numbers of the switches Sc and Sa to be closed are controlled so that the output voltage of the capacitor battery 201b becomes the drive voltage for the motor 207. When the battery module group Bb with the switch Sa turned on is discharged, the voltage drops. The battery module group Bb with the lowered voltage is charged by the boost circuit 226. To achieve this, the switches Sb are turned on sequentially.

[0545] 48 is an explanatory diagram when the capacitor battery 201a is charged with power generated by regenerative braking. When the motor 207 enters a power generating state due to regenerative braking, power is output from the inverter circuit 206. The switch SWa of the switch circuit 208a is turned on.

[0546] In FIG. 48(a), switches Sd3 to Sdm of the capacitor battery 201a are turned on, so the power generated by regenerative braking is charged from the battery module group Ba3 to the battery module group Bam.

[0547] In Figure 48(b), the switch Se1 of the battery module group Ba1 is on. Therefore, the capacitor Cc1 is discharged. When the capacitor battery 201a has no charge capacity, as shown in Figure 48(b), the switch Se is turned on to discharge the charge of the capacitor Cc, ensuring a chargeable capacity. As shown in Figure 48(b), after the capacitor Cc1 is discharged, the switch Sd1 is turned on, allowing the capacitor Cc1 to be charged with power generated by regenerative control.

[0548] 52(a) is an explanatory diagram that schematically illustrates the output voltage of the capacitor battery 201b. At times t1, t2, and t3, the switch Sa of the battery module group Bb is turned on to supply power to the inverter circuit 206.

[0549] At time t1, one or more switches Sa are turned on to connect the battery module group Bb. This increases the voltage by ΔV. The aqueous capacitor battery 201 of the present invention discharges quickly, so the voltage instantly increases by ΔV. As power is consumed by the motor 207 from the inverter circuit 206, the voltage decreases.

[0550] At time t2, when the voltage reaches the predetermined voltage Vs, the battery module group Bb is next connected. Therefore, the voltage ΔV increases. As power is used by the motor 207 from the inverter circuit 206, the voltage decreases. At time t3, when the voltage reaches the predetermined voltage Vs, the battery module group Bb is next connected. The voltage drop ΔV varies depending on the speed of the motor 207.

[0551] 52(b) is an explanatory diagram that schematically illustrates charging with regenerative power due to regenerative braking. Power generation by regenerative braking is performed from time t3 to t4, time t6 to t7, and time t8 to t9.

[0552] FIG. 52(b) schematically illustrates a case where the capacitor battery 201a is fully charged and the voltage is Vs3, and power generated by regenerative braking is charged into the capacitor battery 201a.

[0553] The AD converter circuit 205a measures the potential of the output voltage (terminal electrode) of the capacitor battery 201a. If the measured output voltage of the capacitor battery 201a is Vs3 and Vs3 is in a fully charged state, it is determined that power cannot be charged by regenerative braking.

[0554] If regenerative braking is to start at t4, immediately before that, the switch Se in the battery module group Ba of the capacitor battery 201a is closed to discharge the charge in the capacitor Cc. By discharging the capacitor Cc, a capacity for charging the regenerative power generated by regenerative braking is ensured. The timing of discharging the capacitor Cc is obtained from the GPS unit 236, the brake pedal sensor 293, the shift sensor 298, and the like.

[0555] Between times t4 and t5, regenerative braking generates regenerative power, which is charged into the capacitor battery 201a, causing the voltage of the capacitor battery 201a to become the Vs2 voltage.

[0556] Between times t6 and t7, regenerative braking generates regenerative power. At time t6, the voltage of the capacitor battery 201a is Vs2, so the capacitor battery 201a has a charge capacity for the regenerative power. Therefore, the switch Se of the capacitor battery 201a is not controlled. The regenerative power is charged into the capacitor battery 201a, and the voltage of the capacitor battery 201a becomes the Vs3 voltage.

[0557] When the GPS unit 236 predicts braking due to a steep slope, if a sudden change is detected in the brake pedal sensor 293, a large amount of regenerative power is generated. In this case, immediately before this, the multiple switches Se in the battery module group Ba of the capacitor battery 201a are closed to discharge the charges in the multiple capacitors Cc.

[0558] As the multiple capacitors Cc are discharged, the voltage of the capacitor battery 201a drops to the Vs1 voltage. By lowering the voltage to the Vs1 voltage, a capacity for charging the regenerative power generated by regenerative braking is ensured. The regenerative power is charged into the capacitor battery 201a, and the voltage of the capacitor battery 201a becomes the Vs2 voltage.

[0559] By closing the switches Se in the battery module group Ba of the capacitor battery 201a to discharge the charge of the capacitors Cc, and then closing the switches Sd (switches Sdq to Sdm) to perform voltage management, the voltage of the capacitor battery 201a can be uniformly reduced. Reducing the voltage of the capacitor battery 201a can increase the magnitude of regenerative braking. Therefore, the magnitude of regenerative braking can be adjusted or controlled by adjusting the voltage of the capacitor battery 201a.

[0560] In the above embodiment, the capacitor battery 201b and the inverter circuit 206 are electrically connected, and the inverter circuit 206 and the capacitor battery 201a are electrically connected. However, the present invention is not limited to this.

[0561] FIG. 55 is an explanatory diagram of the configuration and method of charging the capacitor battery 201a with power generated by regenerative braking, and the configuration and method of supplying the power of the capacitor battery 201b to the inverter circuit 206 according to the present invention.

[0562] A boost circuit 226b that boosts the voltage (power) of the capacitor battery 201b and supplies it to the inverter circuit 206 is electrically connected to the output side of the capacitor battery 201b, and the capacitor battery 201b and the capacitor battery 201a are configured as shown in Figures 43 and 53, for example.

[0563] 55, the voltage of capacitor battery 201b is assumed to be boosted by voltage boost (step-down) circuit 226b and applied to inverter circuit 206. The output voltage of inverter circuit 206 is assumed to be stepped down by voltage step-down (step-up) circuit 226c and charged into capacitor battery 201a.

[0564] The charging state of the battery module group Bb of the capacitor battery 201b is determined by measuring the terminal voltage of each battery module group Bb being charged by the AD converter circuit 205b.

[0565] The charging state of the battery module group Ba of the capacitor battery 201a is determined by measuring the terminal voltage of each battery module group Bb being charged by the AD converter circuit 205a.

[0566] 55, when switch Sc is turned on, capacitor Cb can be charged or the charge on capacitor Cb can be discharged. When switch Sa is turned on, capacitors Ca and Cb can be charged or the charge on capacitors Ca and Cb can be discharged. Therefore, by switching between the switches Sa and Sb, the charge or discharge capacity of the battery module group Bb can be varied or adjusted.

[0567] The output voltage of the capacitor battery 201a is managed by controlling the switch S etc., and is set or adjusted so that the voltage (VIN) of the boost circuit 206b is the most efficient. Also, the voltage of the capacitor battery 201b is changed according to the torque required for the motor 207. Alternatively, the ON time of the gate terminal g of the transistor (MOSFET, FET, IGBT, SiC, GaN, etc.) of the inverter circuit 206 is controlled.

[0568] The inverter circuit 206 includes an H-side transistor (Ssu) and an L-side transistor (Smu) that perform switching for the U-phase of the motor 207, an H-side transistor (Ssv) and an L-side transistor (Smv) that perform switching for the V-phase of the motor 207, and an H-side transistor (Ssw) and an L-side transistor (Smw) that perform switching for the W-phase of the motor 207.

[0569] By controlling the ON time of the transistors of the inverter circuit 206, it is possible to adjust the power applied to the motor 207. Also, it is possible to adjust the voltage (power) value generated by the motor 207.

[0570] In the automobile of the present invention, in a normal running state, the power of the capacitor battery 201b is boosted by the boost circuit 226b and supplied to the inverter circuit 206. When the capacitor battery 201b is discharging, the temperature sensor 204b detects the temperature of the capacitor battery 201b.

[0571] The switch circuit 208a closes the switch SWb when power is supplied from the boost circuit 226b to the inverter circuit 206. The switch circuit 208a closes the switch SWa when power is supplied from the inverter circuit 206 to the step-down circuit 226c.

[0572] Since the capacitor battery 201b has a high-speed discharge characteristic, the boost circuit 226b has a good boost response, can supply power to the inverter circuit 206 instantaneously, and improves the operation and response time of the motor 207.

[0573] When regenerative braking is performed for braking and the motor 207 enters a power generating state, the PWM converter circuit 212 operates and power is output via the inverter circuit 206. The power is stepped down by the step-down circuit 226c and charged into the capacitor battery 201a.

[0574] The terminal voltage of the capacitor battery 201a can be set to a predetermined value by controlling the switch S etc. as shown in Fig. 53. Therefore, the power generated by regenerative braking due to braking etc. can be stably charged to the capacitor battery 201a. Also, by lowering the terminal voltage of the capacitor battery 201a, the magnitude of the current flowing to the capacitor battery 201a due to regenerative braking can be adjusted. The terminal voltage of the capacitor battery 201 is measured by an AD converter circuit 205. The temperature of the capacitor battery 201 is measured by a temperature sensor 204.

[0575] The voltage applied to the inverter circuit 206 or the voltage output from the inverter circuit 206 is acquired by the AD converter circuit 205 , collected by the AD input circuit 214 , and transmitted to the drive control circuit 222 of the control unit 210 .

[0576] When charging the capacitor battery 201a by regenerative braking, if the capacitor battery 201 is not fully charged or cannot be charged with the power generated by regenerative braking, the switch Se is turned on to discharge a predetermined amount of charge from the capacitor battery 201a.

[0577] FIG. 56 is an explanatory diagram illustrating a state in which a capacitor battery 201a is charged via a charging lid 297 through an on-board charger 296 in an automobile, train, electric motorcycle, or the like of the present invention.

[0578] The AC power from the charging lid 297 is converted to DC power by the on-board charger 296 and supplied to the capacitor battery 201a of the battery unit 224. The charging lid 297 has separate ports for quick charging and normal charging.

[0579] Communication with the vehicle during quick charging uses CAN (Controller Area Network), which transmits information from the vehicle to the quick charger, allowing it to charge appropriately for the vehicle and can also supply power to the home.

[0580] The bleeder resistor 308 is disposed between the boost circuit (DC-DC converter) 226 and the inverter circuit 206. The bleeder resistor 308 functions as a damping resistor when boosting the voltage from the capacitor battery 201 to the motor 207, and functions as a bleeder resistor when regenerating from the motor 207 to the capacitor battery 201. The matters relating to the bleeder resistor are also applied to other embodiments of the present invention.

[0581] The capacitor battery 201 of the present invention can be charged quickly. Rapid charging requires a high charging current. First, switch Sd1 is turned on to charge capacitor Cc1. The terminal voltage of capacitor Cc1 is measured by AD converter circuit 205a. When the voltage measured by AD converter circuit 205a reaches a set value, it is determined that capacitor Cc1 is fully charged, and switch Sd1 is opened and switch Sd2 is closed.

[0582] Closing switch Sd2 starts charging capacitor Cc2. When the voltage measured by AD converter circuit 205a reaches a set value, it is determined that capacitor Cc2 is fully charged, and switch Sd2 is opened and switch Sd3 is closed.

[0583] By sequentially turning on the switches Sd1 to Sdm of the capacitor battery 201a, AC power from the charging lid 297 can be charged via the on-board charger 296 with the charging current regulated to a predetermined value or less, thereby charging the capacitor battery 201a.

[0584] Although the capacitor battery 201 has little temperature dependency, its temperature changes depending on the environment, such as the outside temperature. Heat is also generated during over-discharge (sudden acceleration) and charging, causing the temperature to rise. The temperature is measured by the temperature sensor 204a, and the temperature rise is monitored.

[0585] The voltage (power) of the capacitor battery 201a is boosted by the boost circuit 226a and charged into the capacitor battery 201b. The terminal voltage of the capacitor battery 201a is set to a voltage that the boost circuit 226b can boost efficiently. The switches Sd of the capacitors Cc of the capacitor battery 201a are sequentially turned on and applied to the boost circuit 226a.

[0586] It is assumed that all of the capacitors Cc (capacitors Cc1 to Ccm) of the capacitor battery 201a are charged to a predetermined voltage value. First, the switch Sd1 of the capacitor Cc1 of the capacitor battery 201a is turned on, and a voltage is applied to the VIN terminal of the boost circuit 226a.

[0587] The boost circuit 226a boosts the applied voltage (power) and applies it to the capacitor Ca and capacitor Cb (battery module group Bb) connected to the closed switch Sb, thereby charging the battery module group Bb. When one battery module group Bb is charged, the corresponding switch Sb is opened and the next switch Sb is closed, thereby charging the battery module group Bb.

[0588] When the boost circuit 226a is configured to double the voltage Vc of the capacitor battery 201a to 2Vc, the boost efficiency of charging the capacitor battery 201b is good. Boosting by an integer multiple, such as doubling the voltage, can be achieved efficiently by configuring the boost circuit 226 as a charge pump circuit. Therefore, it is preferable to set the terminal voltage of the capacitor battery 201a and the charging voltage of the capacitor battery 201b to an integer multiple.

[0589] The charging state of the battery module group Bb of the capacitor battery 201b is determined by measuring the terminal voltage of each battery module group Bb being charged by the AD converter circuit 205b.

[0590] As explained in Figures 1(b), 1(c), and 2(b), the boost circuit 226a and the step-down circuit 226b are configured so that the boost (step-down) circuits 226 with good step-up efficiency or step-down efficiency can be arranged, allowing the appropriate circuit to be selected.

[0591] The capacity of the capacitor battery 201b can be changed by selecting the switch of the capacitor battery 201b. Also, by configuring the capacitor battery 201 as shown in Fig. 53, the rate, degree, and rate of change of the smoothing of the output voltage (power) from the capacitor battery 201 can be changed.

[0592] The switch circuit 208a is connected to the inverter circuit 206. A current sensor 225 is disposed in the power path to the inverter circuit 206, and is capable of measuring the input current and output current to the inverter circuit 206. The operation (open / close) of the switch Sa of the capacitor battery 201b is varied or set based on the current value measured by the current sensor 225. The above embodiment has a configuration including capacitor battery 201a and capacitor battery 201b, but the present invention is not limited to this.

[0593] 56, similarly to Fig. 50, the ground terminal of capacitor battery 201b may be configured to be common to the output terminal of capacitor battery 201a. The ground potential of capacitor battery 201b changes depending on the output voltage of capacitor battery 201a, and the terminal voltage of capacitor battery 201b can be changed.

[0594] 57 shows an embodiment in which a battery unit 224 is configured with one capacitor battery 201. A charging lid 297 is connected to an on-board charger 296, and AC power from the charging lid 297 charges the capacitor battery 201 via the on-board charger 296.

[0595] The capacitor battery 201 of the present invention can be charged quickly. Rapid charging requires a high charging current. Switch Sa1 is turned on to charge the battery module group Bb1, which consists of capacitors Ca1 and Cb1. The terminal voltage of the battery module group Bb1 is measured by the AD converter circuit 205. When the voltage measured by the AD converter circuit 205 reaches a set value, it determines that the battery module group Bb1 is charged, and opens switch Sa1 and closes switch Sa2.

[0596] Closing switch Sa2 starts charging the battery module group Bb2. When the voltage measured by the AD converter circuit 205 reaches a set value, it determines that the battery module group Bb2 has been charged, opens switch Sa2, and closes switch Sa3.

[0597] By sequentially turning on the switches Sa1 to San of the capacitor battery 201, AC power from the charging lid 297 can be charged via the on-board charger 296 with the charging current regulated to a predetermined value or less, thereby charging the capacitor battery 201.

[0598] The voltage (power) of the capacitor battery 201 is boosted by the boost circuit 226b and supplied to the inverter circuit 206. The terminal voltage of the capacitor battery 201 is set to a voltage that the boost circuit 226b can boost efficiently. The switches Sa of the battery module group Bb of the capacitor battery 201 are sequentially turned on and applied to the inverter circuit 206.

[0599] Assume that the battery module group Bb (battery module group Bb1 to battery module group Bbn) of the capacitor battery 201 are all charged to a predetermined voltage value. Initially, the switch Sa1 of the battery module group Bb1 of the capacitor battery 201 is turned on, and power is applied to the VIN terminal of the boost circuit 226b. The boost circuit 226b boosts the applied voltage (power) and applies it to the inverter circuit 206 to which the closed switch Sb is connected.

[0600] The charging state of the battery module group Bb of the capacitor battery 201 is determined by measuring the terminal voltage of each battery module group Bb being charged by the AD converter circuit 205b.

[0601] By controlling the ON time of the transistors of the inverter circuit 206, it is possible to adjust the power applied to the motor 207. Also, it is possible to adjust the voltage (power) value generated by the motor 207.

[0602] When regenerative braking is performed for braking and the motor 207 enters a power generating state, the PWM converter circuit 212 operates and power is output via the inverter circuit 206. The power is stepped down by the step-down circuit 226c and charged into the capacitor battery 201.

[0603] The terminal voltage of the capacitor battery 201 can be set to a predetermined value by controlling the switch S etc. as shown in Fig. 53. Therefore, the power generated by regenerative braking due to braking etc. can be stably charged into the capacitor battery 201. By lowering the terminal voltage of the capacitor battery 201, the magnitude of the current due to regenerative braking to the capacitor battery 201 can be adjusted. The terminal voltage of the capacitor battery 201 is measured by an AD converter circuit 205. The temperature of the capacitor battery 201 is measured by a temperature sensor 204.

[0604] The voltage applied to the inverter circuit 206 or the voltage output from the inverter circuit 206 is acquired by the AD converter circuit 205 , collected by the AD input circuit 214 , and transmitted to the drive control circuit 222 of the control unit 210 .

[0605] 57, when switch Sa is turned on, the battery module group Bb can be charged. When switch Sa is turned on, the capacitors Ca and Cb can be charged or the charges of capacitors Ca and Cb can be discharged. Therefore, by switching between the switches Sa and Sb, the charge or discharge capacity of the battery module group Bb can be varied or adjusted.

[0606] The power generated by the regenerative control is charged into the battery module group Bb1 by turning on the switch Sa1 of the capacitor battery 201. The terminal voltage of the battery module group Bb1 is measured by the AD converter circuit 205. When the voltage measured by the AD converter circuit 205 reaches a set value, it determines that the battery module group Bb1 has been charged, opens the switch Sa1, and closes the switch Sa2.

[0607] Closing switch Sa2 starts charging the battery module group Bb2. When the voltage measured by the AD converter circuit 205 reaches a set value, it determines that the battery module group Bb2 is charged, opens switch Sa2, and closes switch Sa3.

[0608] By sequentially turning on the switches Sa1 to San of the battery module group Bb, the power of the inverter circuit 206 can charge the capacitor battery 201.

[0609] Although the capacitor battery 201 has little temperature dependency, its temperature changes depending on the environment, such as the outside temperature. Heat is also generated during over-discharge (sudden acceleration) and charging, causing the temperature to rise. The temperature is measured by the temperature sensor 204, and the temperature rise is monitored.

[0610] The above embodiment uses an inverter circuit 206 to rotate a motor 207. The capacitor battery 201 of the present invention in Fig. 53 has a function of outputting a predetermined terminal voltage from each battery module group B by controlling a switch S. FIG. 58 shows an embodiment in which the capacitor battery 201 of FIG. 53 is used to generate a three-phase AC voltage to be applied to the motor 207 without the inverter circuit 206.

[0611] Capacitor battery 201U is used for the U phase, capacitor battery 201V is used for the V phase, and capacitor battery 201W is used for the W phase that are applied to motor 207. The current flowing through each phase is measured by current sensor 225. The on / off state of switch S of capacitor battery 201 (capacitor battery 201U, capacitor battery 201V, capacitor battery 201W) is controlled based on the output value of current sensor 225. Rotation of motor 207 is achieved by sequentially turning on switch SU, switch SV, and switch SW.

[0612] The output voltage of the battery module group B (battery module group B1 to battery module group Bn) can be set by controlling the on / off states of the switches S, SU, SV, and SW of the capacitor battery 201. By sequentially turning on and off the switches Sa (switch Sa1 to switch San) of the battery module group B, a rectangular AC waveform can be output from the capacitor battery 201. Furthermore, by changing the on time of the switch Sa, the power supplied to the motor 207 can be changed, and the torque and rotation speed of the motor 207 can be varied. When the motor 207 is in regenerative braking, the capacitor battery 201 can be charged with power by the reverse operation.

[0613] 42, 44, 45, 46, 47, 48, 49, 50, 53, 55, 56, 57, 58, 59, 60, 61, 62, etc., it goes without saying that the capacitor battery 202 may be replaced with a secondary battery 203.

[0614] In the embodiments of the present invention, the vehicle has been described as having a capacitor battery 201 and a secondary battery 203, or as shown in Fig. 14 etc., having a plurality of capacitor batteries 201 (capacitor battery 201a, capacitor battery 201b), but this is not limiting. For example, it goes without saying that the vehicle may have one capacitor battery 201, and be provided with a function to charge the capacitor battery 201 with power generated by regenerative braking and a function to supply power to the inverter circuit 206.

[0615] Furthermore, it goes without saying that the capacitor battery 201a may be charged not only with power generated by regenerative braking, but also with power generated manually or by other power sources as described with reference to FIGS. The above embodiments have been described mainly with respect to devices and methods relating to vehicles such as automobiles, trains, etc. However, the present invention is not limited to these.

[0616] 60 is an explanatory diagram and block diagram of a power generating device in which a battery unit 224 of the present invention is configured in a solar cell 403. The output power of the solar cell 403 is charged in the battery unit 224. The battery unit 224 is controlled by the control unit 210.

[0617] The control unit 210 is connected to a communication unit 402, which is connected to a network 401. The communication unit 402 is connected to the Internet using the network 401. Weather information such as current and future cloud movement and rainfall information is made public on the Internet through "Upcoming Rain" and "Nowcast" from the Japan Meteorological Agency and other organizations. Solar cells generate less power when shaded by clouds, but generate more power when exposed to strong sunlight.

[0618] The control unit 210 controls the switch S, step-up circuit (step-down circuit) 226, AD converter 205, capacitor battery 201, capacitor battery 202, and bleeder resistor 308 of the battery unit 224 based on weather information such as current and future cloud movement and precipitation information received and processed from the communication unit 402, and information from the temperature sensor 204, and sets the terminal voltage of the battery unit 225 to a predetermined value. Because the battery unit 225 is composed of a capacitor battery or the like, it charges and discharges quickly and can be instantly set to or changed to a predetermined voltage.

[0619] In the embodiment of Fig. 60, a communication unit 402 is provided to obtain information on current and future cloud movement and rainfall. A GPS unit 236 may also be provided. The GPS unit 236 provides information on elevation difference and the rate of change in weather, and optimal power control is implemented. The above points are similar to those in the embodiments of Figs. 61 and 62. FIG. 60 relates to a solar cell 403, but it can also be applied to a power generation device using a solar cell 403 and a wind power generator 404, as shown in FIG.

[0620] 62 is an explanatory diagram and block diagram of a power generation device that constitutes a battery unit 224 of the present invention. The output power of the solar cell 403 and the output power of the wind power generator 404 are charged into the battery unit 224. The battery unit 224 is controlled by the control unit 210.

[0621] Switch circuits 208 are arranged at the output section of the solar cell 403, the output section of the wind power generator 404, and the input section of the battery unit 224, and are configured so that the control section 210 can selectively control the output and input. The inverter circuit 206 converts the output power of the solar cell 403 and the output power of the wind power generator 404 into AC power and outputs it to the external power system 405 . The output power of the solar cell 403 and the output power of the wind power generator 404 are charged into the battery unit 224. The battery unit 224 is controlled by the control unit 210.

[0622] The control unit 210 is connected to a communication unit 402, which is connected to a network 401. The communication unit 402 is connected to the Internet using the network 401. On the Internet, weather information such as "Upcoming Rain," "Nowcast," and "Wind Speed ​​Information" from the Japan Meteorological Agency and other organizations is published, including information on current and future cloud movement, rainfall information, and wind speed.

[0623] The solar cell 403 generates less power when shaded by clouds, but generates more power when exposed to strong sunlight. The wind power generator 404 cannot generate power without wind.

[0624] The control unit 210 controls the switch S, step-up circuit (step-down circuit) 226, current sensor 225, AD converter 205, capacitor battery 201, capacitor battery 202, and bleeder resistor 308 of the battery unit 224 based on the current and future cloud movement, precipitation information, and wind speed information received and processed from the communication unit 402, as well as information from the temperature sensor 204, and sets the terminal voltage of the battery unit 225 to a predetermined value. Because the battery unit 225 is composed of a capacitor battery or the like, it is capable of high-speed charging and discharging, and can be instantly set to or changed to a predetermined voltage. In addition, it is easy to absorb and discharge surge voltages and surge currents that accompany the on / off switching of the switch 208.

[0625] As described above, in this embodiment of the present invention, weather information and location information are acquired or predicted from the Internet or GPS information, and the switches of the capacitor C, the battery cell 303, the battery module 304, and the capacitor battery 201 are controlled, as well as the charge and discharge states.

[0626] The switches 208 (switch 208a, switch 208b, switch 20c8, switch 208d) are controlled to select the power generator and control charging and discharging of the battery unit 224.

[0627] The above embodiment relates to a power generating device. However, the present invention is not limited to this. For example, the present invention can also be applied to a lightning arrester, as shown in FIG. 61.

[0628] The lightning arrester 406 connects the power of a lightning strike to a ground fault, preventing damage to the power grid. The battery unit 225 is composed of a capacitor battery or the like, which allows for fast charging and discharging, and can be instantly set or changed to a predetermined voltage. It is also easy to absorb and discharge surge voltages and surge currents caused by lightning strikes. The power of a lightning strike is charged to the battery unit 224. Alternatively, the power charged in the battery unit 224 is discharged slowly to the ground or the like with a delay. Alternatively, as shown in Figure 62, power can be supplied to an external power grid 405 via an inverter circuit 206. The power of the lightning strike is charged into the battery unit 224. The battery unit 224 is controlled by the control unit 210.

[0629] The control unit 210 is connected to a communication unit 402, which is connected to a network 401. The communication unit 402 is connected to the Internet using the network 401. Weather information such as current and future cloud movement, rainfall information, and lightning-prone areas is available on the Internet from the Japan Meteorological Agency and other organizations, such as "Upcoming Rain," "Nowcast," and "Lightning Information."

[0630] The control unit 210 controls the switch S of the battery unit 224, the step-up circuit (step-down circuit) 226, the AD converter 205, the capacitor battery 201, the capacitor battery 202, and the bleeder resistor 308 based on the current and future cloud movements, precipitation information, lightning information, and information from the temperature sensor 204 that it receives and processes from the communication unit 402. It also controls the switches 208 (switches 208a, 208b, 20c8, and 208d) to discharge the terminal voltage of the battery unit 224 and enable high-speed charging with the power of a lightning strike.

[0631] The above embodiments have illustrated solar power generation, wind power generation, and lightning arresters, but it goes without saying that the technical concept of the present invention can also be applied to battery systems for pumped-storage power generation, thermal power generation, and hydroelectric power generation. For example, the configurations or methods of the capacitor battery 201, battery unit 224, capacitor C, battery cell 303, battery module 304, etc. of the present invention can be applied, operated, or used as a storage battery for pumped-storage power generation.

[0632] It can also be used as an emergency power source for industrial applications such as hospitals, factories, and buildings. It can also be used in mobile phones, toys, home appliances, electrically assisted wheelchairs, elevators, escalators, personal computers (PCs), etc. It can also be used as a power source for submarines and ships. It goes without saying that the embodiments in this specification and the drawings can be combined in whole or in part.

[0633] Although the present invention has been described above based on the embodiments, the present invention is not limited to the above embodiments and can be modified within the scope of the present invention. In addition, each embodiment can be combined.

[0634] For example, the separator used in the capacitor and capacitor battery constituting the present invention may be any sheet-like material that is insulating and water-permeable, as described above. Furthermore, the capacitor according to the present invention may have any capacitance. Furthermore, it does not matter whether an oxidation-reduction reaction occurs in the capacitor mechanism.

[0635] Furthermore, although the capacitor battery and control method of the present invention are described as being used in regenerative braking devices for bicycles and automobiles, this is not limited to this, and it goes without saying that they can be applied to a wide variety of devices or equipment, such as chargers for uninterruptible power supplies, charging batteries for smartphones, backup batteries for electrical equipment, power generation equipment, communication devices, lightning arresters, etc., as well as methods for driving or controlling such devices or equipment. [Industrial Applicability]

[0636] In lithium-ion batteries, which are secondary batteries, the electrolyte reacts with moisture in the air to produce acidic vapors. Inhalation can cause acute poisoning. It can also be irritating if it comes into contact with the skin, so care must be taken when handling it. The electrolyte, diethyl carbonate or ethylene carbonate, is highly volatile and flammable. Therefore, there is a risk of it catching fire at high temperatures. One drawback is that rare metals are used as materials, making them expensive.

[0637] The capacitor battery of the present invention is capable of faster charging and discharging than secondary batteries. Capacitor batteries with excellent high-output characteristics are expected to be applied in a variety of fields, such as for storing new energy sources.

[0638] So-called aqueous capacitors that use aqueous electrolytes have high conductivity, excellent electrolyte dissociation and ion mobility, and because the solvent is water, they are highly safe, non-volatile, easy to manage moisture content, and low cost. The capacitors and capacitor batteries of the present invention can overcome the limitations of water electrolysis and are expected to be used in a variety of fields.

[0639] For example, in a regenerative energy recovery system, regenerative braking technology is the most important factor in determining energy conservation. Regenerative braking utilizes a balance between regenerative braking and friction braking. In other words, it is a balance between using braking energy for power generation and losing it through friction braking. As regenerative braking increases, the load on power generation and charging increases accordingly. As a result, a large current is generated for several seconds, and a charging function is required. The capacitor battery 201 of the present invention has a low internal resistance, which results in a low amount of heat generation, and is non-flammable, so it can fully meet the above requirements.

[0640] The capacitor battery 201 of the present invention not only recovers regenerative energy, but also allows for the production of inexpensive large-scale electricity storage devices due to its inexpensive materials (graphite, activated carbon, and SUS or titanium foil) and low manufacturing costs (operation in the atmosphere is possible).

[0641] For example, energy storage devices for wind and solar power generation are an example. The larger the battery, the cheaper it becomes, but the stronger the demand for safety. Lithium-ion batteries are high-quality, but they are not suitable for large-scale use because they use rare metals. Other large-scale vanadium redox flow batteries and sodium-sulfur batteries have issues with price and safety.

[0642] It goes without saying that the capacitor of the present invention can also be applied, used, and adopted in battery devices that charge solar cells, wind power, battery devices that charge lightning arresters, batteries that store regenerative power in elevators, etc.

[0643] Furthermore, the capacitor and capacitor battery 201 of the present invention can be used in a variety of regenerative current charging devices to improve power saving and contribute to the global environment. [Explanation of symbols]

[0644] 101 Metal plate (conductive plate) 102 Separator 103 Base Film 104 Electrode materials 105 Electrolyte 106 Electrode terminal 107 Container 108 Insulating film 109 Load 110 Power supply 111 Conductive film 114 Connection plate 115 beads 120 Opposite 121 Reference electrode 122 Working electrode 123 Voltmeter 124 Variable Voltage Device 125 Variable Voltage Device 126 Ammeter 127 Electrodeposition solution 128 Solution tank 201 Capacitor Battery 202 Capacitor Battery 203 Secondary battery 204 Temperature Sensor 205 AD (analog-to-digital) converter circuit 206 Inverter Circuit 207 Motor 208 Switch Circuit 209 Resistance circuit (discharge circuit) 210 Control Unit 211 Temperature input circuit 212 PWM conversion circuit 214 AD input circuit 215 Brake input circuit 216 Pedal rotation input circuit 217 Pedal torque input circuit 218 Position detection sensor 220 Vehicle speed input circuit 222 Drive control circuit 224 Battery Unit 225 Current Sensor 226 Step-up circuit (step-down circuit) 227 Heater wire (heating means, heating means) 231 Drive Wheel 232 Engine 233 Power distribution integration mechanism 234 Motor Generator 235 Motor Generator 236 GPS unit 251 Operation lamp 252 Rotating Handle 253 Toride 254 Charging lamp 255 Rotating part 256 Charger body 257 Speaker 258 Code 259 Charging socket 261 Generator 262 Rotation detection sensor 271 Control panel 272 Brake sensor 273 Brake Sensor 274 Handle 275 brake lever 276 Brake lever 277 Brake wire 278 Brake wire 279 Selector Switch 280 Voltage Measuring Instrument 281 Headlight (lighting light) 282 Battery Unit 283 Drive Control Unit 284 Pedal Torque Sensor 285 Pedal rotation sensor 286 Brake light (back light) 287 Lamp 288 Pedals 289 Front Wheel 290 frames 291 Rear wheel 292 Brake 293 Brake pedal sensor 294 Accelerator input circuit 295 Accelerator pedal sensor 296 On-board charger 297 Charging Lid 298 Shift sensor 301 Junction Box 302 Service plug 303 Battery Cell 304 Battery Module 305 Digital-to-Analog (DA) Converter Circuit 306 Amplifier Circuit 307 Voltage level shift unit 308 Bleeder Resistor 401 Network 402 Communications Department 403 Solar Power Generator 404 Wind Power Generator 405 External power system 406 Lightning arrester

Claims

1. Wheels and a motor mounted on the wheel; an inverter circuit connected to the motor; a capacitor battery that is charged with power output from the inverter circuit; The capacitor battery is characterized by having a container, a first electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, a second electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, and an electrolyte solution made of a perchlorate aqueous solution that permeates the first electrode material and the second electrode material.

2. Wheels and a motor mounted on the wheel; an inverter circuit connected to the motor; a capacitor battery and a secondary battery that supply power to the inverter circuit; a selection switch circuit for selecting the capacitor battery or the secondary battery; The capacitor battery is characterized by having a container, a first electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, a second electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, and an electrolyte solution made of a perchlorate aqueous solution that permeates the first electrode material and the second electrode material.

3. Wheels and a motor mounted on the wheel; an inverter circuit connected to the motor; a capacitor battery that charges the power output from the inverter circuit; A secondary battery; a voltage step-up or step-down circuit that steps up or steps down the power charged in the capacitor battery and charges the secondary battery; The capacitor battery is characterized by having a container, a first electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, a second electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, and an electrolyte solution made of a perchlorate aqueous solution that permeates the first electrode material and the second electrode material.

4. Drive wheels and a motor generator connected to the drive wheels; an inverter circuit connected to the motor generator; a capacitor battery that is charged with power output from the inverter circuit; The capacitor battery is characterized by having a container, a first electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, a second electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, and an electrolyte solution made of a perchlorate aqueous solution that permeates the first electrode material and the second electrode material.

5. Drive wheels and a first motor generator and a second motor generator connected to the drive wheels; an inverter circuit connected to the first motor generator and the second motor generator; a secondary battery and a capacitor battery for charging the power output from the inverter circuit; the inverter circuit has a function of converting DC power of at least one of the secondary battery and the capacitor battery into AC power for driving at least one of the first motor generator and the second motor generator, and a function of converting AC power generated by at least one of the first motor generator and the second motor generator into DC power for charging the secondary battery or the capacitor battery; The capacitor battery is characterized by having a container, a first electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, a second electrode material containing sintered carbon quantum dots (CQDs), iron oxide, and phosphorus that is placed in the container, and an electrolyte solution made of a perchlorate aqueous solution that permeates the first electrode material and the second electrode material.

6. 6. The regenerative braking device according to claim 1, 2, 3, 4, or 5, wherein the electrolyte is any one of sodium perchlorate, lithium perchlorate, magnesium perchlorate, calcium perchlorate, barium perchlorate, and aluminum perchlorate.

7. 6. The regenerative braking device according to claim 1, further comprising: a second capacitor-battery; and a switch circuit that connects the second capacitor-battery to the inverter circuit.

8. The capacitor battery includes a plurality of battery modules each having battery cells connected in series; 6. The regenerative braking device according to claim 1, further comprising a switch for selecting the battery module.

9. Further comprising a discharge circuit, 6. The regenerative braking device according to claim 1, wherein the discharge circuit has a function of discharging the charge of the capacitor battery.

10. Further comprising a temperature sensor, 6. The regenerative braking device according to claim 1, wherein the temperature sensor measures the temperature of the capacitor battery.

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