TW202128472A - Straddled vehicle - Google Patents

Abstract

A purpose of the present invention is to provide a straddled vehicle capable of increasing a frequency of utilizing a capacitor as a power source to start an engine. The straddled vehicle includes wheels, an engine, a permanent magnet-type generator, an inverter, a capacitor, a battery, and a path switching circuit. The path switching circuit is electrically connected to the inverter, the permanent magnet-type generator, and a power storage device, and cuts off the electrical connection between the inverter and the battery during at least part of a period in which the engine outputs torque in a direction of crankshaft rotation and in which the capacitor is charged with the power generated by the permanent magnet-type generator and output from the inverter.

Description

Straddle vehicle

The present invention relates to a straddle-type vehicle.

For example, Patent Document 1 discloses a locomotive. The locomotive of Patent Document 1 includes an ACG starter (alternating current generator starter), a battery, and a capacitor. In the locomotive of Patent Document 1, the battery and the capacitor connected to the battery are charged by the power generated by the ACG starter without the control of the boost chopper during the operation of the engine. When the engine is started, power is supplied to the ACG starter from the battery and capacitor. Start the engine by the action of the ACG starter. [Prior Technical Literature] [Patent Literature]

Patent Document 1: International Publication No. 2018/173981

[The problem to be solved by the invention]

In straddle-type vehicles, it is required to further increase the frequency of effective use of capacitors as a power source for starting the engine.

The object of the present invention is to provide a straddle-type vehicle that can further increase the frequency of effective use of the capacitor as a power source for starting the engine. [Technical means to solve the problem]

According to the straddle-type vehicle of Patent Document 1, the battery and the capacitor receive the voltage formed by the power generated by the ACG starter during the operation of the engine. However, the charging speed of the battery and the capacitor and the voltage change accompanying the charging are different from each other. The voltage of the capacitor is proportional to the amount of charge. In contrast, the voltage of the battery is related to the amount of charge, but the amount of increase in the voltage during charging is smaller than in the case of a capacitor. Batteries generally have a larger charging capacity than capacitors. When the engine starts, the charge of the battery and capacitor is consumed and the voltage drops. The battery and capacitor are charged after the engine is started. For example, when the battery and the capacitor are separately charged, the capacitor is fully charged in a relatively short time, and the voltage of the capacitor reaches the supply voltage. In contrast, it takes a long time to fully charge the battery. In addition, the battery voltage rises slowly due to charging. The voltage of the capacitor shown in Patent Document 1 is affected by the battery voltage. In more detail, the voltage of the capacitor is limited by the voltage of the battery that gradually rises. As a result, unlike when the capacitor is charged alone, it takes a long time to fully charge the capacitor. That is, it is difficult to fully charge the capacitor. As a result, when the engine is started next, the ACG starter is likely to be supplied with power from the capacitor that is not fully charged. Therefore, the frequency of effective use of capacitors tends to decrease.

In order to increase the frequency of effective use of the capacitor as a power source for starting the engine in a straddle-type vehicle, the inventor deliberately studied cutting off the electrical connection of the capacitor. In more detail, during at least a part of the period during which the engine of the straddle-type vehicle outputs the torque in the direction of rotation of the crankshaft from the crankshaft and the battery is charged, the electrical connection between the converter and the capacitor is cut off. . Thereby, the influence of the voltage of the battery on the voltage of the capacitor can be reduced. Even when the engine outputs the torque in the direction of rotation of the crankshaft from the crankshaft, the capacitor will be fully charged in a short time, and the voltage of the capacitor will reach the level of power generation.

For example, Japanese Patent Publication No. 2015-107689 discloses that in the recharging of a hybrid electric vehicle (HEV), that is, during braking during driving, the capacitor is charged, and the battery is charged after the capacitor is fully charged. A gasoline-electric hybrid car disclosed in Japanese Patent Application Publication No. 2015-107689. The car uses the power of the capacitor to assist when it is driven by a high load such as starting or rapid acceleration. In the automobile described in Japanese Patent Special Form 2015-107689, it is required that the electric energy used for driving the vehicle itself be stored in a capacitor. Therefore, after the hybrid vehicle is running, it will wait for the recharging sequence of braking to charge the capacitor. That is, the capacitor is charged while the engine is outputting torque in the direction opposite to the rotation of the crankshaft. In the case of waiting for the timing of recharging for charging, the frequency of effective use of the capacitor tends to decrease.

In contrast, when charging the capacitor for starting the engine of a straddle-type vehicle, the straddle-type vehicle does not need to wait for recharging, and the period during which the engine outputs torque in the direction of rotation of the crankshaft can be effectively used. Power generation within. During the period when the engine outputs torque in the direction of rotation of the crankshaft, the electric connection between the battery and the capacitor is cut off, so that the capacitor is fully charged in a short time, and the voltage of the capacitor reaches the level of power generation. As a result, the frequency of effective use of the capacitor of the straddle-type vehicle as a power source for starting the engine can be increased.

The vehicle of each viewpoint of the present invention completed based on the above knowledge has the following structure.

(1) A straddle-type vehicle, The straddle-type vehicle mentioned above has: wheel; An engine, which has a crankshaft, and outputs the torque generated by combustion to drive the wheels from the crankshaft; A permanent magnet generator, which is arranged at one end of the crankshaft and has a permanent magnet, starts the engine by rotating the crankshaft, and generates electricity by being driven by the engine; A converter having a plurality of switch parts for controlling the current output from the above-mentioned permanent magnet generator; A capacitor having an electrostatic capacitance that can be charged with the amount of power to start the engine at least once, and accumulates the electric power output from the permanent magnet generator via the converter; A battery that stores electric power output from the permanent magnet generator via the converter; and A path switching circuit that is electrically connected to the above-mentioned converter, the above-mentioned permanent magnet generator, and the power storage device; The path switching circuit is used during the period during which the engine outputs the torque in the direction of rotation of the crankshaft from the crankshaft, and when the capacitor is charged by the electric power output from the converter by the permanent magnet generator. During the period, the electrical connection between the converter and the battery is cut off, and at least a part of the period during which the permanent magnet generator rotates the crankshaft to start the engine is charged so that it can be charged to the battery. The electric power of the above-mentioned capacitor of the electrostatic capacitance of the electric quantity at least once when the engine is started is supplied to the permanent magnet generator.

During the period during which the engine in the above configuration outputs torque in the direction of rotation of the crankshaft from the crankshaft, and during at least a part of the period during which the permanent magnet generator of the straddle-type vehicle charges the capacitor, the path switching circuit will The electrical connection between the converter and the battery is cut off. That is, the disconnection of the electrical connection between the converter and the battery is partly or completely performed during this period. For example, the cutting is performed substantially during the entire period. For example, the period during which the electrical connection is disconnected during the period is longer than the period during which the electrical connection is performed during the period. In this way, in the above configuration, the capacitor is charged while the electrical connection between the converter and the battery is cut off. In this way, the influence of the voltage of the battery on the voltage of the capacitor can be reduced. For example, when the capacitor is charged by the power output from the self-converter, even when the battery is not fully charged, the capacitor can be fully charged in a short time regardless of the voltage of the battery. When starting the engine, electric power is supplied from the battery and capacitor to the permanent magnet generator. At this time, for example, the permanent magnet generator can be supplied with electric power from a capacitor that has been fully charged in a short time during the last operation of the engine. Therefore, the frequency of effective use of the capacitor as a power source for starting the engine can be increased.

(2) Straddle-type vehicles as in (1), in which The path switching circuit cuts off the connection between the converter and the capacitor when the battery is charged by the electric power output from the converter by the permanent magnet generator.

When the battery is charged by the electric power output from the converter by the permanent magnet generator of the straddle-type vehicle in the above configuration, the path switching circuit cuts off the connection between the converter and the capacitor. Therefore, the battery is charged with the electrical connection between the converter and the capacitor cut off. In this way, the capacitor can maintain a fully charged state regardless of the voltage of the battery. For example, when the capacitor is fully charged, the effect of reducing the voltage of the battery on the voltage of the capacitor is reduced. Therefore, the frequency of effective use of the capacitor as a power source for starting the engine can be further increased.

(3) Straddle-type vehicles as in (2), in which The path switching circuit cuts off the connection between the converter and the capacitor and charges the battery during a period later than the period during which the connection between the converter and the battery is disconnected and the capacitor is charged.

In the straddle-type vehicle in the above configuration, when both the capacitor and the battery need to be charged, after the capacitor is charged, the connection between the converter and the capacitor is cut off. For example, even when the battery is not fully charged, the capacitor can maintain a charged state regardless of the voltage of the battery.

(4) A straddle-type vehicle such as any one of (1) to (3), wherein The permanent magnet generator includes: a rotor having a plurality of magnetic pole portions composed of the above-mentioned permanent magnets; and A stator, which has a stator core with a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and windings arranged to pass through the slots; The number of the magnetic pole portions is larger than the number of the plurality of teeth.

According to the straddle-type vehicle in the above configuration, the angular velocity corresponding to the rotation speed of the rotor is larger than when the number of magnetic pole portions is smaller than the number of plural teeth. The angular velocity refers to the angular velocity of the electrical angle based on the repetition period of the magnetic pole. If the angular velocity is greater, the inductance of the winding is greater. In addition, the angular velocity increases as the rotation speed of the rotor increases. The inductance of the winding hinders the current flowing in the winding. Therefore, the induced voltage increases with the increase of the rotation speed of the rotor, but with the larger winding inductance, the excessive increase of the current output from the generator can be suppressed. Therefore, according to the straddle-type vehicle in the above configuration, compared to the case where the number of magnetic poles is smaller than the number of teeth, the power storage device can be charged even at a higher crankshaft rotation speed. Therefore, the frequency of effective use of capacitors can be further increased.

(5) The straddle-type vehicle as in any one of (1) to (3), wherein The permanent magnet generator is provided with: a rotor having a plurality of magnetic pole portions composed of the above-mentioned permanent magnets, and is connected to an end portion of a crankshaft without intervening a reducer; A stator having a stator core with a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and stator windings arranged to pass through the slots; A plurality of detected parts are provided on the rotor at intervals in the circumferential direction; and The rotor position detection device is installed at a position opposite to the plurality of detected parts, and has a detection winding provided separately from the stator winding.

The rotor is connected to one end of the crankshaft without intervening the reducer. Therefore, the rotation position of the rotor and the rotation position of the crankshaft can be precisely detected by the rotor position detection device. The rotor position detection device having a detection winding set separately from the stator winding, for example, has better heat resistance than Hall IC (integrated circuit). In addition, since the rotor position detection device having the detection winding electromagnetically detects the detected portion different from the permanent magnet, for example, the degree of freedom of arrangement is higher than that of the Hall IC. Therefore, the engine and the permanent magnet generator can be precisely controlled, and the engine can be miniaturized.

(6) A straddle-type vehicle as in any one of (1) to (5), wherein The above-mentioned engine further includes a crankcase constructed by using oil to lubricate the inside, The permanent magnet generator is arranged at a position in contact with the oil.

According to the straddle-type vehicle in the above configuration, the power storage device can be charged without wasting electric power within the range of the higher crankshaft rotation speed. Therefore, in this type of permanent magnet generator, since the temperature of the stator winding is not higher than the temperature of the oil or is difficult to increase, even if the permanent magnet generator is arranged in contact with the oil, the oil can be prevented from evaporating . For example, when a permanent magnet generator is placed in an environment in contact with oil, it is generally required to increase the size of the cooling mechanism. However, according to the straddle-type vehicle in the above configuration, it is possible to suppress or avoid an increase in the size of the cooling mechanism. Therefore, the frequency of effective use of capacitors can be increased, and the vehicle body can be more simplified.

(7) A straddle-type vehicle as in any one of (1) to (6), wherein The converter supplies electric power from the power storage device to the permanent magnet generator during the running of the straddle-type vehicle, so that the permanent magnet generator assists the rotation of the crankshaft.

According to the straddle-type vehicle in the above configuration, the permanent magnet generator is more likely to be driven by the electric power of a capacitor with a higher voltage during the running of the straddle-type vehicle. Therefore, the crankshaft can be driven at a higher rotation speed. Therefore, the acceleration by the engine can be assisted with a higher rotation speed. The frequency of effective use of capacitors can be further increased.

Permanent magnet generators have permanent magnets. For example, a configuration in which the rotor has a coil instead of a permanent magnet is different from the permanent magnet generator in this configuration.

The battery is, for example, a lead battery. The battery is, for example, a deep-cycle lead battery. The deep-cycle lead battery, for example, has a plate with a less complicated surface structure, so that the consumption of the surface structure can be suppressed. Therefore, it is possible to suppress the decrease in the storage capacity in the case of deep discharge. However, the battery is not particularly limited. For example, it may be a lead battery other than a deep-cycle lead battery. In addition, the battery may be, for example, a lithium ion battery or a nickel hydrogen battery.

The capacitor is, for example, a lithium ion capacitor. However, the capacitor is not particularly limited. For example, it may be an electric double layer capacitor, an electrolytic capacitor, or a tantalum capacitor.

"The period during which the engine outputs the torque in the direction of rotation of the crankshaft from the crankshaft" includes the idling period, the acceleration period, and the low-speed driving period. In contrast, the "period during which the engine outputs torque in the direction of rotation of the crankshaft from the crankshaft" does not include the recharge period during which torque in the direction opposite to the direction of rotation is output from the crankshaft.

As a condition for the path switching circuit to cut off the connection between the converter and the capacitor, for example, it is the state of the capacitor. In this case, the path switching circuit cuts off the connection between the converter and the capacitor based on the state of the capacitor. The condition of the state of the capacitor also includes, for example, the estimation of the state of the capacitor. The state of a capacitor is, for example, the electrical state of the capacitor, for example, at least one of the following: (A) the voltage of the capacitor, (B) the charging time of the capacitor, (C) the current and time of the capacitor, and (D) the accumulation of the current of the capacitor value. In addition, the element for estimating the state of the capacitor may be, for example, the cumulative value of the rotational speed of the crankshaft.

The condition for the path switching circuit to cut off the connection between the converter and the battery is not limited to the state of the capacitor. For example, it may be based on the elapse of a set upper limit time.

The path switching circuit supplies the electric power charged in the capacitor to the permanent magnet generator during at least a part of the period when the permanent magnet generator starts the engine. The path switching circuit can supply the power charged to the capacitor and the power charged to the battery during the period of starting the engine.

For example, the path switching circuit first supplies the power charged in the capacitor to the permanent magnet generator, stops the power supplied to the capacitor, and then starts to supply the power charged to the battery. That is, the capacitor and the battery do not simultaneously supply electric power to the permanent magnet generator. The action of the path switching circuit at startup is not particularly limited. For example, the path switching circuit can also supply the power of the capacitor and the battery to the permanent magnet generator in the state where the capacitor and the battery are connected in parallel. In addition, for example, the path switching circuit may have a circuit that connects the capacitor and the battery in series, and supplies the power to the permanent magnet generator in a state where the capacitor and the battery are connected in series.

The battery is, for example, a battery with a nominal voltage of 12 V. However, the voltage of the battery is not particularly limited, and the battery may be, for example, a battery with a nominal voltage of 6 V. When the battery has a nominal voltage of 6 V, the capacitor will also charge about 6 V as the upper limit.

Straddle-type vehicles refer to vehicles in which the rider rides in a saddle. A straddle-type vehicle is a vehicle with a saddle-shaped seat. A straddle-type vehicle is a vehicle in which the rider rides in a riding manner. An example of a straddle-type vehicle is a vehicle. The straddle-type vehicle is, for example, a vehicle that turns in an inclined posture, and is configured to lean toward the center of the curve when turning. The straddle-type vehicle is, for example, a locomotive. The locomotive is not particularly limited. For example, scooter type, light-duty with pedals, off-road type, and road-type locomotives can be cited. In addition, the straddle-type vehicle is not limited to a locomotive, and may be, for example, a tricycle. In addition, as a straddle-type vehicle, for example, an ATV (All-Terrain Vehicle) or the like may be used.

The terminology used in this specification only defines the purpose of specific embodiments and does not have the intention of limiting the invention. The term "and/or" used in this specification includes all or all combinations of one or more related listed components. When used in this manual, the terms "including", "comprising" or "having" and their variants are used in relation to the recorded features, processes, operations, The existence of elements, components, and/or their equivalents is specified, and may include one or more of a group of steps, actions, elements, components, and/or the like. When used in this manual, the terms "installation", "combination" and/or their equivalents are widely used, as long as they are not specifically specified, they include both direct and indirect installation and combination. Unless otherwise defined, all terms (including technical terms and scientific terms) used in this specification have the same meaning as generally understood by the industry to which the present invention belongs. If the terms defined in the commonly used dictionary should be interpreted as having the meaning consistent with the related technology and the meaning in the context of this disclosure, as long as the specification is not explicitly defined, it will not be ideally or excessively used Formal interpretation of meaning. It can be understood that the technology and a large number of processes are disclosed in the description of the present invention. Each of these has its own benefit, and it is also possible to use more than one of the technologies disclosed separately or use all of the technologies together according to the situation. Therefore, in order to clarify the description, this description avoids unnecessary repetition of all possible combinations of various steps. Even so, when reading the specification and applying for a patent, it should be understood that such combinations all fall within the scope of the present invention and claims. In this manual, the new straddle-type vehicle will be described. In the following description, for ease of understanding, a large number of specific details are described in order to fully understand the present invention. However, it can be understood that the industry can implement the present invention without knowing the specific details. The present disclosure should be regarded as an illustration of the present invention, and is not intended to limit the present invention to the specific embodiments shown in the following drawings or descriptions. [Effects of Invention]

According to the present invention, it is possible to realize a straddle-type vehicle that can further increase the frequency of effective use of a capacitor as a power source for starting an engine.

Hereinafter, the present invention will be described based on the embodiments while referring to the drawings.

Fig. 1 is a diagram schematically showing a straddle-type vehicle according to an embodiment of the present invention. Part (a) of Figure 1 is a side view of a straddle-type vehicle. Part (b) of Fig. 1 is a block diagram showing the schematic electrical configuration of the straddle-type vehicle shown in part (a).

The straddle-type vehicle 1 shown in FIG. 1 includes wheels 3 a and 3 b, an engine 10, a permanent magnet generator 20, a converter 21, and a power storage device 4. The power storage device 4 includes a capacitor 42, a battery 41, and a path switching circuit 43. That is, it includes the wheels 3 a and 3 b, the engine 10, the permanent magnet generator 20, the converter 21, the capacitor 42, the battery 41, and the path switching circuit 43. In addition, the straddle-type vehicle 1 includes an electric auxiliary machine L. In addition, the straddle-type vehicle 1 includes a vehicle body 2. FIG. 1 shows a tilted vehicle as an example of the straddle-type vehicle 1. The tilting vehicle leans to the left of the vehicle during a left turn and leans to the right of the vehicle during a right turn.

The wheels 3a and 3b of the straddle-type vehicle 1 include a front wheel 3a and a rear wheel 3b. The rear wheel 3b is a driving wheel.

The engine 10 includes a crankshaft 15. The engine 10 outputs power via a crankshaft 15. The engine 10 outputs the torque used to drive the wheels 3b from the crankshaft 15. The wheels 3b receive power from the crankshaft 15 to make the straddle-type vehicle 1 travel. The power output from the engine 10 is transmitted to the wheels 3b via a transmission and a clutch, for example.

The electric auxiliary machine L is an electric device mounted on the straddle-type vehicle 1. The electric auxiliary machine L receives the supply of electric power and performs operations. The electric auxiliary machine L is, for example, an engine auxiliary machine that operates to cause the engine 10 to burn. The auxiliary engine for the engine includes, for example, a fuel injection device 18 and an ignition device 19 (see FIG. 5).

The permanent magnet generator 20 is provided at one end of the crankshaft 15. The permanent magnet generator 20 is installed at one end of the crankshaft 15 without interposing a reducer. The permanent magnet generator 20 has permanent magnets. In more detail, the permanent magnet generator 20 includes a permanent magnet portion 37 composed of permanent magnets. The permanent magnet generator 20 doubles as a starter for starting the engine 10. The permanent magnet generator 20 is a permanent magnet starter generator. The permanent magnet generator 20 starts the engine 10 by rotating the crankshaft 15. The permanent magnet generator 20 generates electricity by being driven by the engine 10.

The power storage device 4 is a device capable of charging and discharging. The power storage device 4 stores electric power. The power storage device 4 outputs the charged electric power to the outside. The power storage device 4 supplies electric power to the permanent magnet generator 20. The power storage device 4 supplies electric power to the permanent magnet generator 20 when the engine 10 is started. Also, for example, after the engine 10 is started, the power storage device 4 is charged by the electric power generated by the permanent magnet generator 20.

In more detail, the battery 41 accumulates the electric power output from the permanent magnet generator 20 via the converter 21. The battery 41 has a maximum rated voltage of 12 V or more, for example. The battery 41 is, for example, a battery with a nominal voltage of 12V. For example, battery 41 is a lead battery. The capacitor 42 accumulates the electric power output from the permanent magnet generator 20 via the converter 21. The maximum rated voltage of the capacitor 42 is above the maximum rated voltage of the battery 41. The capacitor 42 has a maximum rated voltage of 12 V or more, for example. The capacitor 42 has an electrostatic capacitance that can be charged with an amount of power to start the engine 10 at least once. The capacity of the battery 41 is greater than that of the capacitor 42. Moreover, the maximum charging rate of the capacitor 42 is greater than the maximum charging rate of the battery 41. The so-called charging rate means the charging speed. The unit is C. The current required to fully charge the battery capacity within 1 hour is defined as 1C. The so-called maximum charging rate refers to the maximum allowable charging rate. For example, the battery 41 has a maximum charging rate below 1C, and the capacitor 42 has a maximum charging rate above 40C. However, the specifications of the battery 41 and the capacitor 42 are not limited to this.

The converter 21 supplies the electric power generated by the permanent magnet generator 20 to the capacitor 42 and the battery 41 when the engine 10 is in a combustion operation, for example. In this case, the converter 21 rectifies the current generated by the permanent magnet generator 20. In addition, the converter 21 rotates the permanent magnet generator 20 by supplying electric power to the permanent magnet generator 20. The converter 21 controls the current by controlling the on/off of the current flowing in the stator winding W of the permanent magnet generator 20.

The converter 21 includes a switch unit 211 and a control device 60. The control device 60 is physically and integrally provided with the converter 21. The control device 60 controls the operation of the switch part 211 of the converter 21 to control the voltage output from the converter 21. The control device 60 controls the current flowing between the permanent magnet generator 20 and the power storage device 4 by controlling the operation of the switch part 211 of the converter 21. In addition, the control device 60 controls the operation of the permanent magnet generator 20. The control device 60 controls the output voltage of the self-converter 21 by, for example, a phase control method or a vector control. The control device 60 controls, for example, the converter 21 so that the voltage output by the converter 21 is less than either the maximum rated voltage of the battery 41 or the maximum rated voltage of the capacitor 42. That is, the control device 60 controls the converter 21 so that the battery 41 and the capacitor 42 do not become overvoltage. For example, when the battery 41 has a nominal voltage of 12 V and a maximum rated voltage of 14.5 V, and the capacitor 42 has a maximum rated voltage greater than the maximum rated voltage of the battery 41, the control device 60 controls the converter 21, In order to supply the battery 41 or the capacitor 42 with a voltage of 14 V. However, the voltage value is an illustration for understanding and is not particularly limited.

The path switching circuit 43 switches the path of the current output from the permanent magnet generator 20 via the converter 21. The path switching circuit 43 has a battery switching unit 431 and a capacitor switching unit 432. The battery switching unit 431 and the capacitor switching unit 432 are composed of, for example, transistors. However, the structure of the battery switching part 431 and the capacitor switching part 432 is not particularly limited, and may be a relay, for example. When the battery switching unit 431 is turned on, the battery 41 and the converter 21 are electrically connected. When the battery switching unit 431 is turned off, the battery 41 and the converter 21 are electrically disconnected. When the capacitor switching unit 432 is turned on, the capacitor 42 and the converter 21 are electrically connected. When the capacitor switching unit 432 is turned off, the capacitor 42 and the converter 21 are electrically disconnected. According to the on/off state of the battery switching unit 431 and the capacitor switching unit 432, the path of the current to the capacitor 42 and the battery 41 is switched.

The path switching circuit 43 is controlled by the control device 60. For example, the path switching circuit 43 is during the period during which the engine outputs the torque in the direction of rotation of the crankshaft from the crankshaft, and during the period during which the electric power output from the converter 21 is generated by the permanent magnet generator 20 to charge the battery 41 , The electrical connection between the converter 21 and the battery 41 is cut off. For example, part (b) of FIG. 1 shows the battery switching section 431 in the off state and the capacitor switching section 432 in the on state. In this state, the capacitor 42 is charged with the power output from the self-converter 21, and the electrical connection between the converter 21 and the battery 41 is cut off.

FIG. 2 is a block diagram showing a different state of the path switching circuit 43 shown in FIG. 1 from that in FIG. 1.

FIG. 2 shows the battery switching unit 431 in the on state and the capacitor switching unit 432 in the off state. In this state, the battery 41 is charged with the power output from the self-converter 21, and the electrical connection between the converter 21 and the capacitor 42 is cut off.

The control device 60 shown in FIGS. 1 and 2 causes the converter 21 from the power storage device 4 to supply current to the permanent magnet generator 20 based on the signal from the starter switch 6. Thereby, the self-storage device 4 supplies electric power to the permanent magnet generator 20 to start the engine 10.

After the engine 10 is started, that is, after the combustion operation starts, the control device 60 controls the converter 21 so that the current from the permanent magnet generator 20 flows to at least one of the battery 41 and the capacitor 42. Thereby, the battery 41 or the capacitor 42 is charged by the electric power generated by the permanent magnet generator 20. In addition, after the engine 10 starts, that is, after the combustion operation starts, the control device 60 can cause the converter 21 to supply the electric power of the battery 41 or the capacitor 42 to the permanent magnet generator according to the operation of the acceleration indicating unit 8 (refer to FIG. 4) 20. In more detail, the control device 60 supplies electric power from the battery 41 or the capacitor 42 to the permanent magnet generator 20 during the running of the straddle-type vehicle 1 so that the permanent magnet generator 20 assists the rotation of the crankshaft 15. Thereby, the permanent magnet generator 20 assists the acceleration of the straddle-type vehicle 1 by the engine 10.

The control device 60 also has the function of an engine control unit that controls the supply and combustion of fuel to the engine 10. The control device 60 controls the combustion of the engine 10 by controlling the operation of the electric auxiliary machine L functioning as an auxiliary machine for the engine. The control device 60 includes a central processing device and a memory (not shown). The control device 60 controls the combustion of the engine 10 by executing a program stored in the memory. The control device 60 uses the power of the battery 41 to perform operations. In more detail, the control device 60 uses the operating voltage after down-converting the voltage of the battery 41 in a manner applicable to the control device 60 to implement operations. A down converter is provided in the converter 21, for example. The voltage fluctuation of the battery 41 is smaller than that of the capacitor 42, for example. Therefore, the fluctuation of the operating voltage of the control device 60 is also suppressed. For example, even if the current is consumed when the engine 10 is started, the fluctuation of the operating voltage of the control device 60 is suppressed.

Fig. 3 is a diagram showing an overview of voltage changes during charging of the battery 41 and the capacitor 42 shown in Figs. 1 and 2.

At time 0 in the example shown in FIG. 3, it is a state where both the battery 41 and the capacitor 42 are discharged. In this state, for example, the voltage of the battery 41 is approximately 11 V, and the voltage of the capacitor 42 is approximately 0 V. In the example shown in FIG. 3, while the engine 10 outputs the torque in the direction of rotation of the crankshaft 15 from the crankshaft 15, the permanent magnet generator 20 generates electricity, and the converter 21 outputs electric power. Although the voltage is output from the converter 21, the voltage of the power storage device 4 may not be equal to the output of the converter 21 due to the voltage drop of the cable between the converter 21 and the power storage device 4. The voltage of the power storage device 4 fluctuates, for example, as shown in the graph of FIG. 3.

The solid line V1 in FIG. 3 represents the voltage of the power storage device 4. In more detail, V1 represents the voltage of the node N1 in part (b) of FIG. 1. For example, as shown in part (b) of FIG. 1, the path switching circuit 43 cuts off the connection between the converter 21 and the battery 41 when the capacitor 42 is charged with the electric power from the converter 21. For example, the path switching circuit 43 cuts off the connection between the converter 21 and the battery 41 between time 0 and t1. As the capacitor 42 is charged, the voltage of the capacitor 42 rises. Therefore, the voltage V1 of the power storage device 4 rises. The voltage of the capacitor 42 at time t1 is approximately equal to the output voltage of the converter 21 (14 V in the example of FIG. 3).

The path switching circuit 43 is in a period (0 to t1) later than the period in which the connection between the converter 21 and the battery 41 is cut off and the capacitor 42 is charged, as shown in FIG. The connection is cut and the battery 41 is charged. For example, the path switching circuit 43 cuts off the connection between the converter 21 and the capacitor 42 and charges the battery 41 at time t1.

In more detail, the path switching circuit 43 switches the connection after a predetermined time (for example, t1 second) has elapsed after the start of charging, for example, by the operation of a timer. The path switching circuit 43 counts a predetermined time by, for example, a timer. However, the switching conditions in the path switching circuit 43 are not particularly limited. For example, the path switching circuit 43 can be switched according to the terminal voltage of the capacitor 42 and can also be switched according to the current flowing in the capacitor 42.

By switching, the voltage V1 of the power storage device 4 reflects the voltage V12 of the battery 41 after time t1. In FIG. 3, the voltage V1 of the power storage device 4 after the time t1 is equal to the voltage V12 of the battery 41. The broken line V11 represents the terminal voltage of the capacitor 42 after time t1. The terminal voltage of the disconnected capacitor 42 maintains the value of the voltage V1 at the time t1 (for example, 14 V). That is, the capacitor 42 maintains the voltage V11 when the connection is cut off. In the example of FIG. 3, the capacitor 42 maintains a voltage V11 that is approximately equal to the voltage output from the self-converter 21. As the battery 41 is charged, the voltage V12 of the battery 41 rises. However, the rate of change of the voltage V12 of the battery 41 is smaller than that of the capacitor 42. That is, it takes a long time for the voltage V12 of the battery 41 to become substantially equal to the voltage output from the self-converter 21.

The broken line V12' in FIG. 3 represents the voltage of the power storage device 4 of the reference example in which both the battery 41 and the capacitor 42 and the converter 21 are always connected. The voltage of the power storage device 4 is substantially equal to the voltage of the capacitor 42. Since the capacitor 42 is connected to the battery 41, the voltage of the capacitor 42 is limited by the voltage of the battery 41. Even at time t1, the voltage (V12') of the capacitor 42 is limited.

In contrast, the path switching circuit 43 of this embodiment electrically connects the converter 21 and the capacitor 42 during the period in which the permanent magnet generator 20 generates electricity and uses the power output from the self-converter 21 to charge the battery 41 Cut off. Therefore, the voltage of the capacitor 42 is not limited by the voltage of the battery 41. At least after time t1, the voltage V11 of the capacitor 42 remains higher than the voltage (V12) of the battery 41.

When the engine 10 is started, the power storage device 4 outputs electric power to the converter 21. The path switching circuit 43 supplies the electric power charged in the capacitor 42 to the permanent magnet generator 20 during at least a part of the period during which the permanent magnet generator 20 rotates the crankshaft 15 to start the engine 10. The path switching circuit 43 supplies the power charged in the capacitor 42 to the permanent magnet generator 20 before the power charged in the battery 41 is supplied to the permanent magnet generator 20 while the engine 10 is started. That is, the path switching circuit 43 first supplies the electric power charged in the capacitor 42 to the permanent magnet generator 20. For example, when the engine 10 is started between time t1 and t2 shown in FIG. 3, the permanent magnet generator 20 is supplied with electric power from the capacitor 42 having a higher voltage. Therefore, for example, compared with the case of the reference example in which the battery and the capacitor are always connected when the power storage device is charged, more power can be supplied from the capacitor 42.

Therefore, the frequency of effective use of the capacitor 42 as a power source for starting the engine 10 can be increased.

When the engine 10 is started, for example, the path switching circuit 43 cuts off the battery 41 and the converter 21 electrically, and the capacitor 42 outputs electric power to the converter 21. In this case, the permanent magnet generator 20 is supplied with electric power from the capacitor 42 having a higher voltage as shown by V11 in FIG. 3. Therefore, more power can be supplied from the capacitor 42.

[Application example] Next, referring to FIG. 4, an application example of the embodiment will be described.

FIG. 4 is a diagram schematically showing a straddle-type vehicle 1 and an electric system as an application example of the embodiment shown in FIG. 1. Part (a) of FIG. 4 is a top view of the straddle-type vehicle 1. Part (b) of FIG. 4 is a side view of the straddle-type vehicle 1. Part (c) of FIG. 4 schematically shows a physical wiring diagram of the connection of the electrical system of the straddle-type vehicle 1. In the application examples shown in FIG. 4 and later, elements corresponding to the embodiment shown in FIG. 1 are denoted with the same reference numerals as in FIG. 1 for description.

The straddle-type vehicle 1 shown in FIG. 4 includes a vehicle body 2. The vehicle body 2 is provided with a seat portion 2a for a rider to ride on. The rider rides in the straddle 2a. FIG. 4 shows a locomotive as an example of the straddle-type vehicle 1.

The straddle-type vehicle 1 includes front wheels 3a and rear wheels 3b. The tire surfaces of the wheels 3a, 3b of the straddle-type vehicle 1 have an arc-shaped cross-sectional shape when they are not in contact with the road surface.

The engine 10 constitutes an engine unit EU. That is, the straddle-type vehicle 1 includes an engine unit EU. The engine unit EU includes an engine 10 and a permanent magnet generator 20. The engine 10 outputs power via the crankshaft 15. The engine 10 outputs the torque used to drive the wheels 3b from the crankshaft 15. The wheels 3b receive power from the crankshaft 15 to make the straddle-type vehicle 1 travel. The engine 10 has a displacement of 100 mL or more, for example. The engine 10 has a displacement of less than 400 mL, for example. In addition, the straddle-type vehicle 1 includes a transmission CVT and a clutch CL. The power output from the engine 10 is transmitted to the wheels 3b via the transmission CVT and the clutch CL.

The permanent magnet generator 20 is driven by the engine 10 to generate electricity. The permanent magnet generator 20 shown in FIG. 4 is a magnet type starter generator. The permanent magnet generator 20 has a rotor 30 and a stator 40 (refer to FIG. 6). The rotor 30 includes a permanent magnet portion 37 composed of permanent magnets. The rotor 30 is rotated by the power output from the crankshaft 15. The stator 40 is arranged to face the rotor 30.

The storage device 4 is a device capable of charging and discharging. The power storage device 4 outputs the charged electric power to the outside. The power storage device 4 supplies electric power to the permanent magnet generator 20 and the electric auxiliary machine L. The power storage device 4 supplies electric power to the permanent magnet generator 20 when the engine 10 is started. In addition, the power storage device 4 is charged by the electric power generated by the permanent magnet generator 20.

The straddle-type vehicle 1 includes a converter 21. The converter 21 includes a plurality of switch units 211 that control the current flowing between the permanent magnet generator 20 and the power storage device 4.

The permanent magnet generator 20 rotates the crankshaft 15 by the electric power of the power storage device 4. Thereby, the permanent magnet generator 20 starts the engine 10.

The straddle-type vehicle 1 includes a main switch 5. The main switch 5 is a switch for supplying electric power to the electric auxiliary machine L (refer to FIG. 6) included in the straddle-type vehicle 1 according to operation. In addition to the permanent magnet generator 20, the electric auxiliary machine L collectively represents a device that operates while consuming power. The electric auxiliary machine L includes, for example, a headlamp 9, a fuel injection device 18, and an ignition device 19 (see FIG. 6). The straddle-type vehicle 1 includes a starter switch 6. The starter switch 6 is a switch for starting the engine 10 according to operation. The straddle-type vehicle 1 includes a main relay 75. The main relay 75 opens and closes the circuit including the electric auxiliary machine L according to the signal from the main switch 5. The straddle-type vehicle 1 includes an acceleration instruction unit 8. The acceleration instruction unit 8 is an operator for instructing the straddle-type vehicle 1 to accelerate in accordance with the operation. The acceleration instruction part 8 is an accelerator grip in detail.

The power storage device 4 has, for example, a battery 41, a capacitor 42, and a path switching circuit 43. The battery 41 is, for example, a lead battery. The capacitor 42 is, for example, an Electric Double Layer Capacitor (EDLC).

As shown in part (c) of FIG. 4, the permanent magnet generator 20, the power storage device 4, the main relay 75, the converter 21, and the electric auxiliary machine L are electrically connected by the wiring J. As shown in FIG. In order to facilitate the observation of the symbols, the symbol (J) of the wiring is marked on a part of the wiring shown in part (c) of Figure 4. The wiring J is constituted by, for example, a lead wire. There are also cases where the wiring J is composed of a plurality of connected leads. In addition, there are cases where the wiring J includes a connector, a fuse, and a connection terminal that connect the leads. The illustration of connectors, fuses, and connection terminals is omitted. In addition, in the physical wiring diagram of part (c) of FIG. 4, the connection of the positive electrode area is shown. The negative electrode area, that is, the ground area is electrically connected via the vehicle body 2. In more detail, the negative electrode region is electrically connected via a metal frame (not shown) of the vehicle body 2. The electrical connection distance of each device through the vehicle body 2 is usually the same as or shorter than the connection of the positive electrode area by the lead wire or the like. Therefore, in part (c) of FIG. 4, the illustration of the connection using the negative electrode area of the vehicle body 2 is omitted, and the wiring in the positive electrode area is mainly described. The wiring J shown in FIG. 4 is combined with other wiring installed in the vehicle to form a wiring harness not shown. In part (c) of Fig. 4, only the wiring J which electrically connects the device shown in the figure is shown. In part (c) of FIG. 4, the connection relationship of the wiring J between the devices and the distance of the wiring J are schematically shown.

[Engine Unit] Fig. 5 is a partial cross-sectional view schematically showing the schematic configuration of the engine unit EU shown in Fig. 4.

The engine unit EU includes an engine 10. The engine 10 includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15. The piston 13 is provided so as to be able to move back and forth in the cylinder 12. The crankshaft 15 is installed so as to be rotatable in the crankcase 11. The crankshaft 15 is connected to the piston 13 via a connecting rod 14. A cylinder head 16 is mounted on the upper part of the cylinder 12. The cylinder 12, the cylinder head 16, and the piston 13 form a combustion chamber. The crankshaft 15 is supported by the crankcase 11 in a freely rotatable state. A permanent magnet generator 20 is installed at one end 15a of the crankshaft 15. A transmission CVT is mounted on the other end 15b of the crankshaft 15. The transmission CVT can change the ratio of the output rotation speed to the input rotation speed, that is, the gear ratio. The transmission CVT can change the gear ratio corresponding to the rotation speed of the wheels relative to the rotation speed of the crankshaft 15.

The engine unit EU is provided with a fuel injection device 18. The fuel injection device 18 supplies fuel to the combustion chamber by injecting fuel. The fuel injection device 18 injects fuel to the air circulating through the intake passage Ip. The mixed gas of air and fuel is supplied to the combustion chamber of the engine 10. In addition, an ignition device 19 is provided in the engine unit EU. The ignition device 19 has a spark plug 19a and an ignition voltage generating circuit 19b. The spark plug 19a is provided in the engine 10. The spark plug 19a is electrically connected to the ignition voltage generating circuit 19b. The fuel injection device 18 and the ignition device 19 are an example of the electric auxiliary machine L shown in FIG. 1. The fuel injection device 18 and the ignition device 19 are examples of engine auxiliary equipment. The fuel injection device 18 and the ignition device 19 operate at a system voltage of 18 V.

The engine 10 is an internal combustion engine. The engine 10 receives the supply of fuel. The engine 10 outputs power through the combustion action of combusting the mixed gas. That is, the piston 13 moves back and forth by the combustion of the mixed gas including the fuel supplied to the combustion chamber. The crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13. The power is output to the outside of the engine 10 via the crankshaft 15. The fuel injection device 18 adjusts the power output from the engine 10 by adjusting the amount of fuel supplied. The fuel injection device 18 is controlled by the control device 60. The fuel injection device 18 is controlled to supply fuel based on the amount of air supplied to the engine 10. The ignition device 19 ignites a mixture of fuel and air. The fuel injection device 18 and the ignition device 19 are auxiliary engines for engines that operate so as to cause the engine 10 to burn. The engine 10 outputs power via the crankshaft 15. The power of the crankshaft 15 is transmitted to the wheels 3b via the transmission CVT and the clutch CL (refer to part (b) of FIG. 4).

The crankcase 11 is configured to lubricate the inside with lubricating oil (see part (b) of Fig. 4 for oil). The permanent magnet generator 20 is arranged at a position in contact with the lubricating oil.

The engine 10 has a high load area where the load is large for rotating the crankshaft 15 and a low load area where the load is high for rotating the crankshaft 15 between four strokes. The so-called high-load area refers to an area where the load torque in one combustion cycle of the engine 10 is higher than the average value of the load torque in one combustion cycle. In addition, the so-called low load region refers to a region where the load torque in one combustion cycle of the engine 10 is lower than the average value of the load torque in one combustion cycle. If the observation is made based on the rotation angle of the crankshaft 15, the low load area is wider and the higher load area is wider. In more detail, the engine 10 rotates forward while repeating the four strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke. The compression stroke overlaps with the high load area. Engine 10 is a single-cylinder engine.

FIG. 6 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the permanent magnet generator 20 shown in FIG. 5. The permanent magnet generator 20 will be described with reference to FIGS. 5 and 6.

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

The rotor 30 has a permanent magnet part 37. The rotor 30 has a plurality of magnetic pole portions 37a. The plurality of magnetic pole portions 37a are formed by permanent magnet portions 37. A plurality of magnetic pole portions 37 a are provided on the inner peripheral surface of the back yoke portion 34. In this application example, the permanent magnet part 37 has a plurality of permanent magnets. That is, the rotor 30 has a plurality of permanent magnets. The plurality of magnetic pole portions 37a are respectively provided on the plurality of permanent magnets. Furthermore, the permanent magnet part 37 may be formed by one ring-shaped permanent magnet. In this case, one permanent magnet is magnetized so that a plurality of magnetic pole portions 37a are arranged on the inner peripheral surface.

The plurality of magnetic pole portions 37a are provided such that N poles and S poles are alternately arranged in the circumferential direction of the permanent magnet generator 20. In this application example, the number of magnetic poles of the rotor 30 facing the stator 40 is 24. The number of magnetic poles of the rotor 30 refers to the number of magnetic poles facing the stator 40. No magnetic body is provided between the magnetic pole portion 37a and the stator 40. The magnetic pole portion 37a is provided at a position outside the stator 40 in the radial direction of the permanent magnet generator 20. The back yoke portion 34 is provided at a position on the outer side of the magnetic pole portion 37a in the radial direction. The permanent magnet generator 20 has more magnetic pole portions 37 a than the number of teeth 45. Furthermore, the rotor 30 may also be a buried magnet type (IPM type) in which the magnetic pole portion 37a is filled with a magnetic material, but preferably, as in this application example, it is a surface magnet type ( SPM type).

The stator 40 has a stator core ST and a plurality of stator windings W. The stator core ST has a plurality of teeth (teeth) 45 provided at intervals in the circumferential direction. The plurality of teeth 45 integrally extend from the stator core ST toward the radially outer side. In this application example, a total of 18 teeth 45 are provided at intervals in the circumferential direction. In other words, the stator core ST has a total of 18 slots SL formed at intervals in the circumferential direction. The teeth 45 are arranged at equal intervals in the circumferential direction.

The rotor 30 has a larger number of magnetic pole portions 37 a than the number of teeth 45. The number of magnetic poles is 4/3 of the number of slots.

A stator winding W is wound around each tooth 45. That is, the stator windings W of the plural phases are set to pass through the slots SL. FIG. 6 shows the state where the stator winding W is in the slot SL.

The permanent magnet generator 20 is a three-phase generator. Each stator winding W belongs to any one of U-phase, V-phase, and W-phase. The stator winding W is arranged in the order of U-phase, V-phase, and W-phase, for example.

The rotor 30 is provided with a plurality of to-be-detected parts 38 provided on the rotor at intervals in the circumferential direction. A plurality of detected parts 38 are provided in order to detect the rotation position of the rotor 30. With the detected portion 38, the rotational positions of the rotor 30 and the crankshaft 15 can be precisely detected. The detected portion 38 is provided on the outer surface of the rotor 30. The plurality of detected parts 38 are detected by the action of magnetism. A plurality of detected parts 38 are provided on the outer surface of the rotor 30 at intervals in the circumferential direction. In the present embodiment, a plurality of detected parts 38 are provided on the outer circumferential surface of the rotor 30 at intervals in the circumferential direction.

The rotor position detection device 50 detects the position of the rotor 30. The rotor position detecting device 50 is installed at a position facing the plurality of detected parts 38. That is, the rotor position detecting device 50 is arranged at a position where the plurality of detected parts 38 and the rotor position detecting device 50 sequentially face each other. The rotor position detecting device 50 is opposed to a path through which the detected portion 38 passes along with the rotation of the rotor 30. The rotor position detection device 50 is arranged at a position away from the stator 40. In this embodiment, the rotor position detecting device 50 is arranged such that the back yoke portion 34 and the permanent magnet portion 37 of the rotor 30 are located between the rotor position detecting device 50 and the stator 40 and the stator winding W in the radial direction of the crankshaft 15. The rotor position detecting device 50 is arranged at a position outside the rotor 30 in the radial direction of the starter motor SG, and faces the outer circumferential surface of the rotor 30.

The rotor position detection device 50 has a winding for detection. The detection winding 51 is a winding provided separately from the stator winding W of the stator 40. The stator winding W is supplied with an electric current that drives the rotor 30 of the starter motor SG by electromagnetic force, while the detection winding 51 is not supplied with a current that drives the rotor 30 of the starter motor SG. Since the rotor position detecting device 50 electromagnetically detects the detected portion 38, it has a higher degree of freedom of arrangement than Hall IC, for example. The engine unit EU can be miniaturized.

When the engine 10 is in an operating state while the straddle-type vehicle 1 is traveling, the power storage device 4 is charged by the electric power generated by the permanent magnet generator 20. When the power storage device 4 is fully charged, the electric power generated by the permanent magnet generator 20 is not used for charging, but is consumed as heat by, for example, a short circuit of a wire. In addition, when the rotational speed of the crankshaft 15 is increased to such an extent that the voltage output from the self-converter 21 to the power storage device 4 is not suppressed to the rated value, the converter 21 is used to make the permanent magnet generator 20 The switching unit 211 is controlled in such a way that the stator winding W is short-circuited. The upper limit rotation speed of the crankshaft 15 that can charge the power storage device 4 can be set to a higher value. When the generator generates power, the current flowing in the stator winding W is affected by the impedance generated by the stator winding W itself. Impedance is an element that hinders the current flowing in the stator winding W. Impedance includes the product of rotation speed ω and inductance. Here, the rotation speed ω actually corresponds to the number of magnetic poles passing through the vicinity of the tooth in a unit time. That is, the rotation speed ω is proportional to the ratio of the number of magnetic poles to the number of teeth in the generator, and the rotation speed of the rotor.

The permanent magnet generator 20 shown in FIG. 6 has more magnetic pole portions 37a than the number of teeth 45. That is, the permanent magnet generator 20 has more magnetic pole portions 37a than the slots SL. Therefore, the stator winding W has a larger impedance. Therefore, the voltage applied to the power storage device 4 is lowered compared to the case where the number of magnetic pole parts is smaller than that of the tooth parts, for example. Therefore, the upper limit rotation speed of the crankshaft 15 can be set to a higher value than in the case of 12 V, for example. Therefore, the torque at start-up is increased in the permanent magnet generator 20, so thick windings with a smaller resistance can be used.

Moreover, in the permanent magnet generator 20, since the temperature of the stator winding W is not higher than the temperature of the lubricating oil or hardly higher than the temperature of the lubricating oil, even if the permanent magnet generator 20 is in contact with the lubricating oil, it is arranged It can also inhibit the evaporation of lubricating oil. Therefore, it is possible to suppress or avoid the enlargement of the cooling mechanism of the lubricating oil.

1: Straddle-type vehicle 2: car body 2a: Seat 3a, 3b: wheels 4: Power storage device 5: Main switch 6: Starter switch 8: Acceleration indicator 9: headlight 10: Engine 11: crankcase 12: cylinder 13: Piston 14: connecting rod 15: crankshaft 15a: one end 15b: the other end 16: cylinder head 18: Fuel injection device 19: Ignition device 19a: Spark plug 19b: Ignition voltage generating circuit 20: Permanent magnet generator 21: Converter 30: Rotor 31: Rotor body 32: Cylindrical boss 33: bottom wall 34: Back yoke 37: Permanent magnet part 37a: Magnetic pole part 38: Department to be detected 40: stator 41: battery 42: capacitor 43: Path switching circuit 45: Teeth 50: Rotor position detection device 51: Winding for detection 60: control device 75: main relay 211: Switch Department 431: Battery Switching Unit 432: Capacitor switching section CL: Clutch CVT: Variable speed machine EU: Engine Unit L: Electric auxiliary machine N1: Node SL: Slot ST: stator core W: Stator winding

1(a) and (b) are diagrams schematically showing a straddle-type vehicle according to an embodiment of the present invention. FIG. 2 is a block diagram showing a different state of the path switching circuit shown in FIG. 1 from that in FIG. 1. FIG. Fig. 3 is a diagram showing an overview of voltage changes during charging of the battery and capacitor shown in Figs. 1 and 2. Figs. 4(a) to (c) are diagrams schematically showing straddle-type vehicles and electrical systems as application examples of the embodiment shown in Fig. 1. Fig. 5 is a partial cross-sectional view schematically showing the schematic configuration of the engine unit shown in Fig. 4. Fig. 6 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the permanent magnet generator shown in Fig. 5.

1: Straddle-type vehicle

2: car body

3a, 3b: wheels

4: Power storage device

5: Main switch

6: Starter switch

10: Engine

15: crankshaft

20: Permanent magnet generator

21: Converter

37: Permanent magnet part

41: battery

42: capacitor

43: Path switching circuit

60: control device

211: Switch Department

431: Battery Switching Unit

432: Capacitor switching section

L: Electric auxiliary machine

N1: Node

W: Stator winding

Claims (7)

A straddle-type vehicle, which has: wheel; An engine, which has a crankshaft, and outputs the torque generated by combustion to drive the wheels from the crankshaft; A permanent magnet generator, which is arranged at one end of the crankshaft and has a permanent magnet, starts the engine by rotating the crankshaft, and generates electricity by being driven by the engine; A converter having a plurality of switch parts for controlling the current output from the above-mentioned permanent magnet generator; A capacitor having an electrostatic capacitance that can be charged with the power to start the engine at least once, and accumulates the electric power output from the permanent magnet generator via the converter; A battery that stores electric power output from the permanent magnet generator via the converter; and A path switching circuit that is electrically connected to the above-mentioned converter, the above-mentioned permanent magnet generator, and the power storage device; The path switching circuit is used during the period during which the engine outputs the torque in the direction of rotation of the crankshaft from the crankshaft, and charges the capacitor with the electric power output from the converter by the permanent magnet generator. In the meantime, the electrical connection between the converter and the battery is cut off, and at least a part of the period during which the permanent magnet generator rotates the crankshaft to start the engine is charged so that it can be charged to the battery. The electric power of the above-mentioned capacitor of the electrostatic capacitance of the electric quantity at least once when the engine is started is supplied to the permanent magnet generator. Such as the straddle-type vehicle of claim 1, where The path switching circuit cuts off the connection between the converter and the capacitor when the battery is charged by the electric power output from the converter by the permanent magnet generator. Such as the straddle-type vehicle of claim 2, where The path switching circuit cuts off the connection between the converter and the capacitor and charges the battery during a period later than the period during which the connection between the converter and the battery is disconnected and the capacitor is charged. Such as the straddle-type vehicle of any one of claims 1 to 3, in which the permanent magnet generator is equipped with: A rotor having a plurality of magnetic pole portions composed of the above-mentioned permanent magnets; and A stator, which has a stator core with a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and windings arranged to pass through the slots; The number of the magnetic pole portions is more than the number of the plurality of teeth. Such as the straddle-type vehicle of any one of claims 1 to 3, in which the permanent magnet generator is equipped with: A rotor, which has a plurality of magnetic poles composed of the above-mentioned permanent magnets, and is connected to one end of the crankshaft without intervening a reducer; A stator having a stator core with a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and stator windings arranged to pass through the slots; A plurality of detected parts are provided on the rotor at intervals in the circumferential direction; and The rotor position detection device is installed at a position opposite to the plurality of detected parts, and has a detection winding provided separately from the stator winding. Such as the straddle-type vehicle of any one of claims 1 to 5, in which The above-mentioned engine further includes a crankcase constructed by using oil to lubricate the inside, The permanent magnet generator is arranged at a position in contact with the oil. Such as the straddle-type vehicle of any one of claims 1 to 6, in which The converter supplies electric power from the power storage device to the permanent magnet generator during the running of the straddle-type vehicle, so that the permanent magnet generator assists the rotation of the crankshaft.

Images