TWI679142B - Straddle type vehicle with independent throttle engine - Google Patents

Abstract

An object of the present invention is to provide a straddle-type vehicle equipped with an independent throttling engine that can take into account the design freedom of the layout of the catalyst and the early activation of the catalyst. The invention relates to a straddle type vehicle equipped with an independent throttle engine, which includes an independent throttle engine, an exhaust passage, a muffler, a catalyst, a magnet motor, a power storage device, a driven member, and a control unit. It is configured to operate the magnet motor and the independent throttling engine in the following manner: During a cold start, first, the magnet motor uses the power of the power storage device to rotate the crankshaft before the speed of the independent throttling engine exceeds When the combustion operation of the independent throttle engine is stopped, the crankshaft is rotated forward. Second, the independent throttle engine will pass the air of each throttle valve when the rotation speed of the crankshaft exceeds the idle speed of the independent throttle engine. Fuel is supplied to each cylinder to start a combustion operation.

Description

Straddle type vehicle with independent throttle engine

The invention relates to a straddle-type vehicle equipped with an independent throttle engine.

A straddle-type vehicle equipped with an independent throttle engine is a straddle-type vehicle equipped with an independent throttle engine. The independent throttle engine has at least one cylinder, and each cylinder has a throttle valve.

A straddle-type vehicle equipped with an independent throttle engine has a catalyst for purifying exhaust gas. When the independent throttle engine is started, the catalyst is heated by the exhaust gas and changes from an inert state to an activated state. The catalyst can exhibit purification performance by being activated.

Patent Document 1 discloses a locomotive provided with a single-cylinder engine. A locomotive having a single-cylinder engine is an example of a straddle-type vehicle equipped with an independent throttle engine. In the locomotive of Patent Document 1, the catalyst is arranged near the engine, specifically, near the cylinder or the exhaust valve. In the locomotive of Patent Document 1, depending on the layout of the catalyst and the cylinder, it is possible to consider both the early activation of the catalyst and the maintenance of the cooling performance of the cylinder. Prior Art Literature Patent Literature

Patent Document 1: Japanese Patent Laid-Open No. 2007-187004

[Problems to be solved by the invention]

Patent Document 1 proposes a catalyst and a cylinder layout for achieving a balance between the early activation of the catalyst and the maintenance of the cooling performance of the cylinder. However, this layout may be difficult to apply depending on the model or design of the locomotive. In addition, depending on the model or design of the locomotive, when the catalyst is disposed near the engine, the catalyst may be strongly exposed to the heat from the engine and the catalyst may become high temperature. There is also the possibility that the catalyst will become high temperature and affect equipment or devices other than the cylinder.

An object of the present invention is to provide a straddle-type vehicle equipped with an independent throttle engine capable of taking into consideration the freedom of design of the layout of the catalyst and the early activation of the catalyst. [Technical means to solve the problem]

The inventors studied the relationship between the early activation and layout of the catalyst for straddle-type vehicles equipped with independent throttle engines.

In the locomotive of Patent Document 1, in order to realize the early activation of the catalyst, the catalyst is arranged near the engine. The catalyst placed near the engine becomes hot due to activation. As a result, the cooling performance of the cylinder may be affected. In the locomotive of Patent Document 1, it is possible to maintain the cooling performance of the cylinder by disposing the catalyst and the cylinder, but as a result, the layout of the catalyst and the cylinder is restricted.

The locomotive of Patent Document 1 is based on the premise that the catalyst is arranged near the engine, and the layout of the catalyst and the cylinder that may be affected by the temperature of the catalyst is designed. If it is necessary to design the layout of equipment or devices based on the premise that the catalyst is arranged near the engine, it may be difficult to ensure versatility and the applicable vehicles may be limited. It is also difficult to adjust the layout each time according to the model or vehicle design. For straddle-type vehicles equipped with independent throttle engines, the installation space of devices or equipment is limited compared to automobiles and the like. Therefore, it is ideal to ensure the freedom of the layout of the catalyst.

Therefore, the present inventors conducted research based on other aspects. Specifically, the inventors have studied the combustion of an independent throttle engine.

As for an independent throttle engine, compared with a single throttle multi-cylinder engine having a single throttle valve and a plurality of cylinders, the throttle valve is arranged near the combustion chamber. In the case of a single-throttle multi-cylinder engine, a single throttle valve is provided upstream of the intake manifold. The intake manifold usually has a buffer groove located on the downstream side of the throttle valve, and an intake pipe connecting the buffer groove to the combustion chamber of each cylinder. Therefore, the distance between the throttle and the combustion chamber is long. In contrast, in the case of an independent throttle engine, since a throttle valve is disposed in the intake pipe, the distance between the throttle valve and the combustion chamber is short. Thereby, the amount of air supplied to the combustion chamber is easily changed rapidly in response to the opening and closing operation of the throttle valve, and the response is excellent. However, since the throttle valve is disposed near the combustion chamber, the air flow in the combustion chamber is easily affected by the opening and closing operation of the throttle valve. As a result, after the crankshaft starts to rotate by the magnet motor, the combustion operation of the independent throttle engine is started, and then the crankshaft rotation speed is increased to the idle rotation speed. It is difficult to achieve the following (a) and (b). (a) Suppression of HC, CO, or NOx emissions (b) Increasing the temperature of exhaust gas discharged from the combustion chamber

As a result of further research, the inventors obtained the following findings. In the case of an independent throttle engine, when the crankshaft rotates at a very low speed, the airflow flowing into the combustion chamber is easily disturbed due to the opening and closing operation of the throttle valve, and it may be difficult to achieve the above (a) and (b). However, as the rotational speed of the crankshaft becomes higher, airflow disturbance is less likely to occur.

In addition, based on the above-mentioned findings, the inventors have studied that during the cold start of the independent throttle engine, the combustion operation of the independent throttle engine is not performed when the crankshaft rotates at an extremely low speed. As a result, the inventor thought that when the cold start of the independent throttle engine is started, before the crankshaft speed exceeds the idle speed, the combustion operation of the independent throttle engine is not performed, and the crankshaft is rotated by the magnet motor. Second, When the crankshaft speed exceeds the idle speed, the combustion action of the independent throttle engine is started.

Before the crankshaft exceeds the idle speed, the combustion operation of the independent throttle engine is not performed, and the crankshaft is rotated by a magnet motor. Thereby, the following (a) and (b) can be achieved. (a) Effectively suppress the discharge of HC, CO or NOx. (b) When increasing the temperature of the exhaust gas discharged from the combustion chamber, it is easy to control the temperature of the exhaust gas and suppress the discharge of HC, CO, or NOx.

The reason why (a) and (b) above can be realized is that in the independent throttle engine, the crankshaft rotates to a speed higher than the idle speed without performing the combustion operation, so it can be performed before the initial combustion operation. Full scavenge, and the turbulence of the air flow in the combustion chamber is suppressed due to the increase in the rotation speed of the crankshaft. Since the initial combustion operation is performed under the condition that the rotation speed of the crankshaft is higher than the idle speed, the heat of the exhaust gas initially discharged from the combustion chamber can be increased. Since the exhaust gas initially discharged from the combustion chamber during the cold start has more heat, the restriction of the layout of the catalyst is eased. For example, early activation of the catalyst can be sought, and the distance between the exhaust path of the catalyst and the independent throttle engine is relatively long. In addition, the catalyst can be activated early, and the catalyst can be arranged near the independent throttle engine. According to the above, for independent throttle engines, the design freedom of the catalyst layout and the early activation of the catalyst can be taken into account.

The straddle-type vehicle equipped with an independent throttling engine according to an aspect of the present invention completed based on the above findings can adopt the following configuration.

(1) According to one aspect of the present invention, a straddle-type vehicle equipped with an independent throttle engine is provided with: an independent throttle engine having at least one cylinder and a crankshaft, each of which has an independent throttle valve, And a combustion chamber formed in the interior and outputting power through the crankshaft; an exhaust passage having an exhaust port for exhausting exhaust gas discharged from the combustion chamber to the atmosphere, and allowing the exhaust gas to flow from the combustion chamber to the exhaust port; A catalyst is provided on the downstream side of the exhaust path; a catalyst is provided on the exhaust path more upstream than an end portion on the upstream side of the muffler; a magnet motor having a rotor and a stator The rotor is connected to the crankshaft in a manner of transmitting power to the crankshaft, and the stator is arranged to oppose the rotor. The rotor or the stator has a permanent magnet, and at least the independent throttling is performed. The engine cranks the crankshaft when the combustion operation starts; a power storage device that supplies power to the magnet motor; a driven member whose structure It is driven by the power output from the independent throttle engine and / or the magnet-type motor, and advances the straddle-type vehicle equipped with the independent throttle engine; and a control unit that controls the magnet-type motor as follows And the independent throttle engine: when the combustion operation of the independent throttle engine is stopped and the driven member is not driven, the cold start of the independent throttle engine is first performed by the magnet motor Before the electric power of the power storage device exceeds the idle speed of the independent throttle engine, the crankshaft is rotated forward in a state in which the combustion operation of the independent throttle engine is stopped. Next, the independent throttle type When the rotation speed of the crankshaft exceeds the idle speed of the independent throttle engine, the engine supplies air and fuel passing through the throttle valves to the cylinders to start a combustion operation.

For a straddle-type vehicle equipped with an independent throttle engine (1), when the combustion operation of the independent throttle engine is stopped and the driven component is not driven, the cold start of the independent throttle engine is first, (A) The magnet motor uses the power of the power storage device to make the crankshaft rotate forward in a state where the combustion operation of the independent throttle engine is stopped before the rotation speed of the crankshaft exceeds the idle speed of the independent throttle engine. Secondly, (B) the independent throttle engine supplies air and fuel through each throttle valve to each cylinder in a state where the rotation speed of the crankshaft exceeds the idle speed of the independent throttle engine and starts the combustion operation. By performing (A) and (B), an initial combustion operation is performed in a combustion chamber in a state where ventilation is sufficiently ventilated and air flow disturbance is suppressed. As a result, the exhaust gas initially discharged from the combustion chamber at the time of cold start has more heat. The exhaust gas reaches the catalyst through the exhaust passage. Then, the catalyst is heated by the exhaust gas, and the exhaust gas is purified by the heated catalyst.

Since the exhaust gas initially discharged from the combustion chamber during the cold start has more heat, the restriction of the layout of the catalyst is eased. As a result, for example, the distance between the exhaust path of the catalyst and the independent throttle engine can be ensured to be relatively long, and an early activation of the catalyst can be achieved. In addition, the catalyst may be arranged near the independent throttle engine, and further early activation of the catalyst is sought. In this way, according to (1), a straddle-type vehicle equipped with an independent throttle engine can take into account the design freedom of the catalyst layout and the early activation of the catalyst. [Effect of the invention]

According to the present invention, it is possible to provide a straddle-type vehicle equipped with an independent throttling engine capable of taking into consideration the freedom of design of the layout of the catalyst and the early activation of the catalyst.

The technical terms used in this specification are intended to define only specific embodiments, and are not intended to limit the invention. The term "and / or" used in this specification includes all or all combinations of one or more of the associated listed constituents. When used in this specification, the use of the terms "including", "including", "comprising" or "having" and variations thereof is to specify the features, processes, and operations described , Elements, ingredients, and / or their equivalents, but may include one or more of a group of steps, actions, elements, components, and / or the like. When used in this manual, the terms "installed", "connected", "combined" and / or their equivalents are widely used, including direct and indirect Both. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, and may include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms (including technical and scientific terms) used in this specification have the same meanings as those commonly understood by those skilled in the art to which this invention belongs. Terms such as those defined by commonly used dictionaries should be interpreted to have meanings consistent with the meaning of the relevant technology and the context of the present invention, and as long as they are not explicitly defined in this specification, they should not be idealized or excessively formalized The meaning is explained. In the description of the present invention, it is understood to disclose the number of technologies and processes. Each of these has individual rights, and can also be used in combination with one or more of the other disclosed technologies, or in combination with all other disclosed technologies, as appropriate. Therefore, for the sake of clarity, the present invention will reduce all possible combinations of repeating the various steps unnecessarily. Nevertheless, it should be understood that such a combination of the specification and the scope of patent application is all within the scope of the present invention and technical solution for interpretation. In this specification, a novel straddle-type vehicle equipped with an independent throttle engine will be described. In the following description, for the sake of explanation, a number of specific details are described in order to provide a complete understanding of the present invention. However, it should be understood that the present invention can be implemented to the practitioner even without such specific details. The present invention should be considered as an exemplification of the present invention, and is not intended to limit the present invention to the specific embodiments shown in the drawings or description below.

The independent throttle engine has at least one cylinder, and each cylinder has an independent throttle valve. A single-cylinder engine is an example of an independent throttle engine. The independent throttle engine may also be a multi-cylinder engine. The number of cylinders of the independent throttle multi-cylinder engine is not particularly limited. For example, the number of cylinders may be two-cylinder, three-cylinder, and four-cylinder. The independent throttle engine is preferably a four-stroke engine having a high-load region and a low-load region between four strokes, for example. A four-stroke engine having a high load region and a low load region between four strokes is, for example, a single-cylinder engine, a double-cylinder engine, a non-equidistant explosion-type three-cylinder engine, or a non-equidistant-explosion type four-cylinder engine. For a four-stroke engine having a high load region and a low load region between four strokes, the rotation of the crankshaft that uses the combustion action may be difficult to stabilize in an extremely low speed region. However, in the case of a straddle-type vehicle equipped with an independent throttle engine according to an aspect of the present invention, during a cold start, the combustion operation is not performed until the rotation speed of the crankshaft exceeds the idle rotation speed. As a result, further early activation of the catalyst can be achieved. However, the engine may be, for example, a four-stroke engine that does not have a high load region and a low load region between four strokes. The cooling method is not particularly limited, and may be, for example, a natural air cooling type, a forced air cooling type, or a water cooling type. The throttle may be operated by transmitting the operation of the accelerator operator via a physical cable or the like, or may be operated by a throttle by wire.

Straddle-type vehicles equipped with independent throttle engines are those equipped with independent throttle engines. The so-called straddle type vehicle refers to an automatic vehicle having a saddle portion for a driver to sit in a straddle manner. The straddle type vehicle is not particularly limited, and examples thereof include a locomotive, a tricycle, and an ATV (All-Terrain Vehicle). The locomotive is not particularly limited, and examples thereof include a scooter, light, off-road, and on-road locomotive.

A straddle-type vehicle equipped with an independent throttling engine preferably satisfies at least one of the following three requirements, and particularly preferably satisfies at least the following (i): (i) The above-mentioned straddle equipped with an independent throttling engine The seated vehicle is configured to be capable of turning in an inclined posture; (ii) The above-mentioned straddle-type vehicle equipped with an independent throttle engine is configured to control the independent throttle in such a manner that the rotational speed of the crankshaft changes according to the operation amount of the accelerator operator of the driver. And / or magnet-type motors, and switch the power transmission between the crankshaft and the driven component and cut off according to the crankshaft speed; and (iii) the straddle-type vehicle equipped with an independent throttle engine as described above. It is configured to cut off power transmission between the crankshaft and the driven member when the rotation speed of the crankshaft is in a low speed region, and to perform the power transmission when the rotation speed of the crankshaft is outside the low speed region.

Regarding the above (i), a straddle-type vehicle equipped with an independent throttling engine capable of turning in an inclined posture is configured as follows: The centrifugal force counteracts and turns in a posture inclined toward the inside of the curve. Regarding the above (ii), a straddle-type vehicle equipped with an independent throttle engine that satisfies the above (ii) is constituted as follows: the rotation speed of the crankshaft is controlled by the operation of the accelerator operator (that is, the independent throttle engine and / Or the operation of a magnet-type motor), and the switching of power transmission and its cut-off using a power transmission device. Regarding the above (iii), a straddle-type vehicle equipped with an independent throttle engine that satisfies the above (iii) can be promoted or towed. As a straddle-type vehicle equipped with an independent throttle engine that satisfies at least one of the above (i) to (iii), a span equipped with an independent throttle engine that satisfies one of the above (i) to (iii) may be cited Seated vehicles, straddle-type vehicles equipped with independent throttling engines that satisfy (i) and (ii) above, straddle-type vehicles equipped with independent throttle engines that meet (ii) and (iii) above, and (i) and (iii) straddle-type vehicles equipped with independent throttle engines, and straddle-type vehicles equipped with independent throttle engines that satisfy all of the above (i), (ii), and (iii).

The magnet motor includes a rotor and a stator. Either the rotor or the stator has a permanent magnet. The other has a coil. The brushed DC motor is an example of a magnet-type motor having a stator having a permanent magnet. The brushless motor is an example of a magnet-type motor in which a rotor has a permanent magnet. The number of phases of the brushless motor is not particularly limited, and may be a single phase or a three phase. The magnet-type motor functions as a motor when the combustion operation of the engine is started, and rotates the crankshaft. The magnet-type motor may be configured to function as a generator to generate electricity when driven by an engine. A straddle-type vehicle equipped with an independent throttle engine may be provided with a generator separately from the magnet motor. The magnet motor may be a magnet motor generator that also functions as a generator. The magnet motor can be either a radial gap type or an axial gap type. The radial gap type magnet motor can be either an outer rotor type or an inner rotor type. The rotor may also be connected to the crankshaft by transmitting power between the rotor and the crankshaft without passing through a clutch. The rotor may be configured such that the transmission of power between the rotor and the crankshaft is not cut off. The rotor may be directly connected to the crankshaft, for example. The rotor may be connected to the crankshaft via a gear having a fixed speed ratio, for example. The rotor may also be connected to the crankshaft in such a manner that power is always transmitted to the crankshaft. The magnet motor can be an embedded magnet type (IPM type) in which a permanent magnet is embedded in a magnetic material, or a surface magnet type (SPM type) in which the permanent magnet is exposed from the magnetic material. As the permanent magnet, a plurality of permanent magnets having a pair of magnetic poles may be used, or a permanent magnet magnetized to have a plurality of pairs of magnetic poles may be used. The number of magnetic poles / slots is preferably more than 2/3, more preferably 1/1 or more, still more preferably 1/1, and particularly preferably 4/3. The magnetic pole systems are arranged at equal intervals in the circumferential direction. The magnet-type motor may be installed so as to be supplied with electric power only during a period during which a starting operation is input. The magnet-type motor may also be provided in such a manner that power is supplied by an input start operation, and the power supply is stopped after the start of the engine is completed.

A power storage device is a device that stores power. The power storage device has at least a capacitor capable of supplying the magnet-type motor with electric power for the magnet-type motor to independently rotate the crankshaft to the idle speed by the power of the power storage device. The power storage device is not particularly limited, and may be, for example, a battery or a capacitor.

The driven member in one aspect of the present invention is, for example, a wheel. The driven member may be, for example, a screw. The number of driven members is not particularly limited. When a straddle-type vehicle has front wheels and rear wheels, the driven member may be only the front wheels, only the rear wheels, or the front and rear wheels.

The accelerator operator is a component that inputs a torque request by the driver's operation. The accelerator operator is not particularly limited, and may be an accelerator grip or an accelerator pedal, and may be composed of a lever or a button. The accelerator operator may be connected to a throttle valve provided in the engine by a mechanical wire, for example. The accelerator operator may also be electrically connected to a motor and a control device that drive the throttle valve, for example.

The control section has a function of controlling an engine and a function of controlling a magnet motor. For example, when the magnet-type motor is a brushed DC motor, the function of controlling the magnet-type motor is, for example, a function of switching ON / OFF of the power supplied to the magnet-type motor. When the magnet-type motor is a brushless motor, the functions of controlling the magnet-type motor are, for example, control of an inverter circuit, and more specifically, on / off control of each of a plurality of switch sections. The hardware configuration of the control section is not particularly limited. The control unit may include a computer having a central processing device and a memory device. A part or all of the control section may also include wired logic as an electronic circuit. The control unit may be physically constituted as a whole as a whole, or a combination of a plurality of different devices may be physically included. For example, a device having a function of controlling an engine and a device having a function of controlling a magnet-type motor may be configured separately.

The so-called cold start refers to the start of the independent throttle engine without warming up. During a cold start, the temperature of the independent throttle engine is, for example, approximately the same as or lower than the outside air temperature. Whether the start of the independent throttle engine is a cold start is determined based on, for example, a detection result of a temperature sensor provided at or near the independent throttle engine. In addition, for example, it is also possible to determine the time of the independent throttle engine based on the elapsed time from the point in time when the combustion operation of the independent throttle engine stopped or the time of the stop of the straddle-type vehicle equipped with the independent throttle engine. Whether the start is a cold start.

The above (A) and (B) may be performed at least during a cold start. The above (A) and (B) may be performed other than during the cold start. The above (A) and (B) may be performed regardless of whether the starting is a cold start or not. The above (A) and (B) need not always be performed at the time of cold start. For example, a straddle-type vehicle equipped with an independent throttle engine may be configured to be capable of receiving inputs for setting whether or not to perform the above-mentioned (A) and (B) when starting. In this case, when it is set not to perform the above-mentioned (A) and (B) at the time of starting, the above-mentioned (A) and (B) are not to be performed at the time of cold starting. However, this type of straddle-type vehicle equipped with an independent throttling engine also performs the above-mentioned (A) and (B) at the time of cold start according to the setting, so it is equivalent to the straddle-type vehicle equipped with an independent throttling engine of the present invention vehicle. The straddle-type vehicle equipped with an independent throttle engine of the present invention may be configured to perform the above-mentioned (A) and (B) when a specific condition is satisfied during a cold start. In the case of the above specific conditions, the above (A) and (B) are not performed. For example, the straddle-type vehicle equipped with an independent throttle engine of the present invention performs the above-mentioned (A) and (B) when the temperature of the independent throttle engine does not reach a specific temperature during a cold start, on the other hand In the case where the temperature of the independent throttle engine is above the specific temperature, the above (A) and (B) are not performed.

There is no particular limitation on the starting operation to be an opportunity to execute the above (A) and (B). The above (A) and (B) are executed when the starter switch is turned on, for example, when the main switch is turned on. In this case, for the above (B), when the starter switch is turned off before the combustion operation of the independent throttle engine starts, the combustion operation is not performed, and the driving of the magnet motor is stopped. Also, the above (A) and (B) may be executed when the accelerator operator is operated in a state where the main switch is turned on.

At the time of cold start, the magnet motor is in a state where the combustion operation of the independent throttle engine is stopped, and the crankshaft is rotated forward before the crankshaft speed exceeds the idle speed. At this time, the magnet motor can also make the crankshaft rotate forward before the rotation speed of the crankshaft exceeds the following value. · Idle speed · Clutch engagement speed · Clutch release speed In addition, the magnet motor can also stop the application of positive torque in the forward direction of the crankshaft before the crankshaft speed exceeds the following value. · Super idle speed · Clutch engagement speed · Clutch release speed In addition, the magnet type motor can also stop giving positive torque in the forward direction of the crankshaft after the crankshaft speed exceeds the clutch release speed. Furthermore, the super-idle speed can be a speed higher than the idle speed by a specific speed (for example, 100 rpm, 200 rpm, 300 rpm), or a specific speed higher than the idle speed (for example, 2000 rpm, 2500 rpm). The clutch engagement speed refers to the speed of the crankshaft when the clutch is engaged. The so-called clutch release speed refers to the speed of the crankshaft when the clutch is released.

Hereinafter, based on the embodiment of the present invention, description will be made with reference to the drawings. The present invention is not limited to the following embodiments.

<First Embodiment> Fig. 1 (a) is a side view schematically showing a saddle-riding vehicle according to a first embodiment. FIG. 1 (b) is a schematic diagram schematically showing an independent throttle engine and an exhaust system. Figure 1 (c) is a graph showing the relationship between the crankshaft rotation speed and the elapsed time during a cold start.

A straddle-type vehicle 1 shown in FIG. 1 (a) includes a vehicle body 2 and wheels 3a and 3b. Specifically, the straddle-type vehicle 1 is a locomotive. The straddle-type vehicle 1 of this embodiment is an example of a straddle-type vehicle equipped with an independent throttle engine.

The straddle-type vehicle 1 includes an independent throttle engine EG. In this embodiment, the independent throttle engine EG is a four-stroke single-cylinder engine. The independent throttle engine EG includes one cylinder 12 and a crankshaft 15. The independent throttle engine EG has an independent throttle valve 27 and a combustion chamber 28 for each cylinder 12. The combustion chamber 28 is formed inside the independent throttle engine EG. The independent throttle engine EG outputs power via a crankshaft 15.

The straddle-type vehicle 1 includes an exhaust passage 29. The exhaust passage 29 has an exhaust port 29a for exhausting exhaust gas discharged from the combustion chamber 28 to the atmosphere. The exhaust passage 29 is configured to allow exhaust gas to flow from the combustion chamber 28 to the exhaust port 29a.

The straddle-type vehicle 1 includes a muffler 25. The muffler 25 is provided downstream of the exhaust passage 29.

The straddle-type vehicle 1 includes a catalyst unit 24. The catalyst unit 24 includes a cylindrical case 22 and a catalyst 23. The casing 22 constitutes a part of the exhaust passage 29. The catalyst 23 is fixed inside the casing 22. The exhaust gas is purified by passing through the catalyst 23. The catalyst 23 is provided in such a manner that all exhaust gas discharged from the combustion chamber 28 passes through the catalyst 23. Catalyst 23 is a so-called ternary catalyst. The ternary catalyst is removed by oxidizing or reducing the three substances contained in the exhaust gas: hydrocarbons, carbon monoxide and nitrogen oxides. Ternary catalyst is a kind of redox catalyst. The catalyst 23 includes a base material and a catalyst substance attached to the surface of the base material. The catalyst substance has a carrier and a precious metal. The carrier is provided between the precious metal and the substrate. The carrier carries a precious metal. This noble metal system purifies exhaust gas. Examples of the noble metal include platinum, palladium, and rhodium from which hydrocarbons, carbon monoxide, and nitrogen oxides are removed, respectively. The catalyst 23 has a porous structure. The porous structure refers to a structure in which a porous structure is formed in a cross section perpendicular to the path direction of the exhaust path 29. An example of a porous structure is a honeycomb structure. The catalyst 23 may be a metal substrate catalyst or a ceramic substrate catalyst. The metal substrate catalyst refers to a metal substrate catalyst. The ceramic-based catalyst is a ceramic-based catalyst. The base material of the metal base catalyst is formed, for example, by alternately overlapping and winding a metal wave plate and a metal plate. The substrate of the ceramic substrate catalyst is, for example, a honeycomb structure. The catalyst may not be a ternary catalyst. The catalyst may be a catalyst that removes any one or both of hydrocarbons, carbon monoxide, and nitrogen oxides. The catalyst may not be a redox catalyst. The catalyst may be an oxidation catalyst or a reduction catalyst that removes harmful substances by using only one of oxidation and reduction. An example of a reduction catalyst is a catalyst for removing nitrogen oxides by a reduction reaction.

The catalyst 23 is provided in the exhaust passage 29 so as to be located more upstream than the end portion 25 a on the upstream side of the muffler 25. The end portion 23 a on the upstream side of the catalyst 23 is located further upstream than the end portion 25 a on the upstream side of the muffler 25. The end portion 23 b on the downstream side of the catalyst 23 is located more upstream than the end portion 25 a on the upstream side of the muffler 25. In addition, the catalyst 23 may be provided such that the end portion 23b is located further downstream than the end portion 25a.

The straddle-type vehicle 1 includes a magnet motor M. In this embodiment, the magnet motor M is a brushed DC motor. The magnet motor M rotates the crankshaft 15 in order to start the independent throttle engine EG. The magnet motor M is provided so that the power of the magnet motor M is transmitted to the crankshaft 15 via the one-way clutch mechanism 49 (see FIG. 2). As a result, the magnet motor M can rotate the crankshaft 15 but is not forced to rotate by the crankshaft 15. The magnet motor M will be described in detail below.

The straddle-type vehicle 1 includes a magnet generator G. As shown in FIG. 2, the magnet-type generator G includes a rotor 30 and a stator 40. The rotor 30 includes a permanent magnet 37. The rotor 30 is connected to the crankshaft 15 in such a manner that power is transmitted between the crankshaft 15 and the crankshaft 15 without passing through a clutch so as to rotate at a fixed speed ratio relative to the crankshaft 15. The stator 40 is disposed so as to face the rotor 30. The magnet generator G is configured to generate electricity when driven by an independent throttle engine EG.

The straddle-type vehicle 1 includes a power storage device 4. The power storage device 4 supplies power to the magnet motor M. The power storage device 4 is charged by using power generated by the magnet-type generator G.

The straddle-type vehicle 1 includes an accelerator operator 8. The accelerator operator 8 is constituted by a driver inputting a torque request, and an independent throttle type is operated to indicate the output of the engine EG. Specifically, the accelerator operator 8 is connected via the throttle valve 27 and a line (not shown) so that the opening degree of the throttle valve 27 changes in accordance with the operation amount of the accelerator operator 8. The accelerator operator 8 is configured to be operated by a driver to output an instruction regarding an increase or decrease in the output of the independent throttle engine EG.

The straddle-type vehicle 1 includes wheels 3b. The wheel 3b is an example of a driven member. The wheels 3 b are configured to drive the straddle-type vehicle 1 by being driven by the power output from the independent throttle engine EG.

The straddle-type vehicle 1 includes a power transmission device PT. The power transmission device PT is configured to transmit power from the crankshaft 15 to the wheels 3b. The power transmission device PT includes a transmission TR (see FIG. 2) and a clutch CL. The transmission TR is, for example, a stepless transmission. The transmission TR can change the ratio of the input rotational speed to the output rotational speed, that is, the transmission ratio. The speed changer TR can change the speed change ratio corresponding to the rotation speed of the crankshaft 15 with respect to the rotation speed of the wheels. The clutch CL is, for example, a rotary centrifugal clutch.

The straddle-type vehicle 1 includes a control device 60. The control device 60 is configured to control the independent throttle engine EG. The control device 60 constitutes a control unit. The straddle-type vehicle 1 includes a circuit related to the operation of the magnet motor M (see FIG. 4). This circuit constitutes a control unit together with the control device 60. The control device 60 operates the magnet motor M and the independent throttle engine EG in the following manner (A) and (B) when the independent throttle engine EG is cold-started.

(A) The magnet motor M uses the power of the electric storage device 4 to make the crankshaft 15 in a state where the combustion operation of the independent throttle engine EG is stopped before the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG. Forward. The above (A) is started by the driver operating the starter switch 6.

(B) The independent throttle engine EG starts the combustion operation in a state where the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG. At this time, the air passing through the throttle valve 27 is supplied to the cylinder 12. The fuel is also supplied to the cylinder 12. The above (B) is performed after the above (A).

Furthermore, before the cold start, the combustion operation of the independent throttle engine EG is stopped. Before the cold start, the wheels 3b are not driven at least by the independent throttle engine EG.

The straddle-type vehicle 1 further includes a main switch 5. The main switch 5 is a switch for supplying power to each part of the straddle-type vehicle 1. The straddle-type vehicle 1 includes a starter switch 6. The starter switch 6 is a switch operated by a driver. In this embodiment, the starter switch 6 is a switch to which an operation permission request is input by the driver's operation. The straddle-type vehicle 1 includes an accelerator operator 8. The accelerator operator 8 is configured to instruct a torque request based on the operation, for example, the output of the independent throttle engine EG. The accelerator manipulator 8 is an accelerator grip in detail.

In the straddle-type vehicle 1, when the combustion operation of the independent throttle engine EG is stopped and the wheels 3 b are not driven, the main switch 5 is operated to start supplying power to the control device 60. Thereafter, the starter switch 6 is operated to start energizing the magnet motor M. At the time of cold start, the magnet motor M is in a state where the combustion operation of the independent throttle engine EG is stopped, and the crankshaft 15 is rotated forward before the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG. When the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG, the combustion operation of the independent throttle engine EG is started.

The starter switch 6 may be omitted, and the main switch 5 also serves as the starter switch 6. In this case, by operating the main switch 5 in the driving stop state, the power supply to the control device 60 is started, and the magnet motor M is started to be energized. In addition, it may be configured such that, at the time of starting, the accelerator operator 8 also serves as the main switch 5 and the starter switch 6. In this case, since the accelerator operator 8 is operated in the driving stop state, the power supply to the control device 60 is started, and the magnet motor M is started to be energized.

FIG. 2 is a partial cross-sectional view schematically showing a schematic configuration of the independent throttle engine EG shown in FIG. 1 and its surroundings.

The independent throttle engine EG includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15. The piston 13 is provided in the cylinder 12 so as to be reciprocally movable. The crankshaft 15 is rotatably provided in the crankcase 11. The crankshaft 15 is connected to the piston 13 via a connecting rod 14. A cylinder head 16 is mounted on the upper portion of the cylinder 12. The combustion chamber 28 is formed by the cylinder 12, the cylinder head 16, and the piston 13. The cylinder head 16 is provided with an exhaust valve 18 and an intake valve 21. The exhaust valve 18 controls the exhaust of exhaust gas from the cylinder 12. The intake valve 21 controls the supply of the mixed gas to a combustion chamber in the cylinder 12. The exhaust valve 18 and the intake valve 21 are operated by the action of a cam (not shown) provided on a cam shaft Cs that rotates in conjunction with the crankshaft 15. The crankshaft 15 is rotatably supported by the crankcase 11 via a pair of bearings 17.

A one-way clutch mechanism 49 is provided on the crankshaft 15. In order to rotate the crankshaft 15, the magnet motor M is connected to the crankshaft 15 via a one-way clutch mechanism 49. The magnet motor M will be described later. A magnet generator G is attached to one end portion 15 a of the crankshaft 15 included in the independent throttle engine EG. No clutch is provided between the crankshaft 15 and the magnet-type generator G. A power transmission device PT is provided at the other end portion 15b of the crankshaft 15 included in the independent throttle engine EG. Furthermore, in FIG. 2, one end portion 15 a of the crankshaft 15 is a right end portion, and the other end portion 15 b is a left end portion.

The independent throttle engine EG is provided with a pressure reducing device D. The decompression device D is schematically shown in FIG. 2. The pressure reducing device D is operated so that the pressure in the cylinder 12 is reduced by the compression stroke. The pressure reducing device D opens a part of the gas in the cylinder 12 by opening the exhaust valve 18 during the compression stroke. The decompression device D is configured to open the exhaust valve 18 during the compression stroke when the rotation speed of the crankshaft 15 is equal to or lower than the decompression upper limit speed set for the decompression device D. The pressure reducing device D opens the exhaust valve 18 by a mechanism provided on the camshaft Cs that rotates in conjunction with the crankshaft 15. The decompression device D performs an operation of opening the exhaust valve 18 using, for example, a centrifugal force following the rotation of the camshaft Cs. By reducing the pressure of the mixed gas in the cylinder 12 during the compression stroke by the pressure reducing device D, the compression reaction force received by the piston 13 is reduced. In the high load region, the load on the operation of the piston 13 is reduced.

The independent throttle engine EG is also equipped with a throttle valve 27 and a fuel injection device J (see FIG. 4). The throttle valve 27 is opened at an opening degree based on the operation amount of the accelerator operator 8 (see FIG. 1). The throttle valve 27 adjusts the amount of air supplied into the cylinder 12 by adjusting the amount of air flowing according to the opening degree. The fuel injection device J supplies fuel to a combustion chamber 28 in the cylinder 12 by injecting fuel. A mixed gas of the air passing through the throttle valve and the fuel injected from the fuel injection device J is supplied to a combustion chamber 28 in the cylinder 12. A Mars plug 19 is provided for the independent throttle engine EG. The mixed gas in the cylinder 12 is ignited by the spark plug 19, so that the mixed gas is burned. The independent throttle engine EG is provided with a temperature sensor 51 (see FIG. 4). The control device 60 can obtain the temperature of the independent throttle engine EG according to the signal from the temperature sensor 51. Although only one temperature sensor 51 is shown in the figure, in the present embodiment, the temperature sensor 51 is plural. The temperature sensor 51 may be, for example, a sensor for detecting the temperature of the intake air, a sensor for detecting the temperature of the exhaust gas, or a sensor for detecting the temperature of the fuel. When the independent throttle engine is water-cooled, the temperature sensor may also be a sensor for detecting the temperature of the cooling water. Whether the start is a cold start can be determined based on the temperature obtained from the temperature sensor 51. However, in this embodiment, the above-mentioned (A) and (B) are performed both at the time of a cold start and at other times of the start. The difference between the time required to start the engine or the behavior of the vehicle disappears or becomes smaller between the cold start and other start times. This embodiment is one of the preferred embodiments.

The independent throttle engine EG is an internal combustion engine. The independent throttle engine EG receives the supply of fuel. The independent throttle engine EG outputs power (torque) by a combustion operation in which a mixed gas is combusted. Specifically, the piston 13 is moved by the combustion of a fuel-containing mixed gas supplied to the combustion chamber 28. The piston 13 is reciprocated by the combustion of the mixed gas. The crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13. The power train is output to the outside of the independent throttle engine EG via the crankshaft 15. The wheels 3 b (see FIG. 1) receive power output from the independent throttle engine EG via the crankshaft 15 and drive the straddle-type vehicle 1. The power train of the crankshaft 15 is transmitted to the wheels 3b via a power transmission mechanism PT (see FIG. 1). The straddle-type vehicle 1 is driven by wheels 3 b that receive power from an independent throttle engine EG via a crankshaft 15.

FIG. 3 is an explanatory diagram schematically showing the relationship between the crank angle position of the independent throttle engine EG and the required torque. FIG. 3 shows the torque required to rotate the crankshaft 15 in a state where the independent throttle engine EG is not performing a combustion operation.

Independent throttle engine EG is a four-stroke independent throttle engine. The independent throttling engine EG is between the four strokes of one combustion cycle, and has a high load area TH in which the load that rotates the crankshaft 15 is large and a load that rotates the crankshaft 15 is less than the load in the high load area TH Load area TL. The high-load region refers to a region where the load torque in one combustion cycle of the independent throttle engine EG is higher than the average value Av of the load torque in one combustion cycle. Looking at the rotation angle of the crankshaft 15 as a reference, the low-load region TL is wider and is higher than the high-load region TH. In more detail, the low-load region TL is wider than the high-load region TH. In other words, the rotation angle region corresponding to the low load region TL is wider than the rotation angle region corresponding to the high load region TH. The independent throttle engine EG rotates while repeating the combustion stroke (expansion stroke), exhaust stroke, intake stroke, and compression stroke. The compression stroke has a portion overlapping the high load area TH.

Each combustion cycle of the independent throttle engine EG includes a combustion stroke, an exhaust stroke, an intake stroke, and a compression stroke each. During the intake stroke, the mixed gas is supplied to the combustion chamber. During the compression stroke, the piston 13 compresses the mixed gas in the combustion chamber. During the expansion stroke, the gas mixture ignited by the spark plug 19 is burned, and the piston 13 is squeezed. During the exhaust stroke, the exhaust gas after combustion is discharged from the combustion chamber.

FIG. 4 is a block diagram schematically showing a control system of the straddle-type vehicle shown in FIG. 1. The straddle-type vehicle 1 includes a control device 60. In this embodiment, the control device 60 is an ECU (Engine Control Unit). The control device 60 controls the independent throttle engine EG. Although not shown in FIG. 4, the control device 60 is configured to control each part of the straddle-type vehicle 1.

A fuel injection device J, a spark plug 19 and a power storage device 4 are connected to the control device 60. A rotor position detection device 50 is connected to the control device 60. The control device 60 obtains the rotation speed of the crankshaft 15 according to the detection result of the rotor position detecting device 50. Furthermore, although the straddle-type vehicle 1 is configured to obtain the rotation speed of the crankshaft 15 by the rotor position detecting device 50, the method for obtaining the rotation speed of the crankshaft 15 is not limited to this example. The straddle-type vehicle 1 may be provided with a detector for detecting the rotation speed of the wheel 3 b as a driven member in conjunction with or instead of the rotor position detecting device 50. The control device 60 (control unit) is configured to obtain the rotation speed of the crankshaft 15.

The control device 60 controls the combustion operation of the independent throttle engine EG by controlling the spark plug 19 and the fuel injection device J. The control device 60 controls the power of the independent throttle engine EG by controlling the spark plug 19 and the fuel injection device J.

A power storage device 4 is connected to the control device 60 via a main switch 5. In this embodiment, the power storage device 4 is a lead storage battery. The power storage device 4 is connected to a magnet motor M, a relay 26, a generator G, and a regulator 20. The main switch 5 is configured to be switched on and off by an ignition key.

The power storage device 4 supplies power to the control device 60. The power storage device 4 is configured to supply power to the fuel injection device J and the spark plug 19 in accordance with an instruction from the control device 60 when the independent throttle engine EG is driven. In addition, accessories (not shown) such as a headlight 7 (see FIG. 1) are connected to the control device 60, and when the main switch 5 is turned on, power is supplied to the accessories. When the starter switch 6 is pressed, the power storage device 4 supplies power to the magnet motor M and drives the magnet motor M. A fuse 4 a is installed near the power storage device 4.

The relay 26 includes a coil and a switch. The relay 26 is an electromagnet that draws a switch when a current flows through the coil, and the switch is turned on. When the relay 26 is turned on, power is supplied from the power storage device 4 to the magnet motor M, and the magnet motor M is driven.

The configuration is such that, after the starter switch 6 is operated to be turned on, the control device 60 switches the state in which power from the power storage device 4 is supplied to the coil of the relay 26 and the state in which power is not supplied. The control device 60 drives the magnet motor M before the rotational speed of the crankshaft 15 exceeds the idle rotational speed of the independent throttle engine EG during a cold start.

The magnet generator G is mounted on the crankshaft 15. The magnet-type generator G generates power by rotation of the crankshaft 15.

The regulator 20 is provided between the power storage device 4 and the magnet-type generator G. The regulator 20 rectifies the voltage output from the magnet generator G.

Fig. 5 is an enlarged sectional view showing the magnet motor M shown in Fig. 1. Fig. 6 is a cross-sectional view showing a cross-section taken along the line A-A of the magnet motor M shown in Fig. 5. Fig. 7 is a cross-sectional view showing a cross section taken along the line B-B of the magnet motor M shown in Fig. 5.

The magnet motor M includes a housing 202, a rotator 205, fixed brushes 222, 223, a movable permanent magnet 203, and a magnet moving portion 225. The housing 202 of the magnet motor M includes a cylindrical portion 220a, a front cover 220b, and a rear cover 220c. The front cover 220b and the rear cover 220c are provided so as to block the openings at both ends of the cylindrical portion 220a. The cylindrical portion 220a, the front cover 220b, and the rear cover 220c are fixed to each other by, for example, welding. However, the tubular portion 220a, the front cover 220b, and the rear cover 220c may be fixed to each other by, for example, a fastening member. In the housing 202, components of a magnet motor M including a rotator 205, fixed brushes 222, 223, a movable permanent magnet 203, and a magnet moving portion 225 are housed. In this way, the housing 202 houses at least the rotator 205, the fixed brushes 222, 223, the movable permanent magnet 203, and the magnet moving portion 225. The position of the housing 202 of the magnet motor M is fixed relative to the independent throttle engine EG and the straddle-type vehicle 1.

The spinner 205 is supported by the casing 202 so as to be rotatable relative to the casing 202. The rotator 205 includes a rotation shaft 206, a core 207, a rectifier 208, and a winding 209. The core 207 is fixed to the rotation shaft 206. The rotation shaft 206 is fitted into the core portion 207 so as to penetrate the core portion 207. The rotation shaft 206 is supported by the housing 202 via a bearing 214. The rotating shaft 206, the core 207, the rectifier 208, and the winding 209 are integrated and rotate. In the magnet motor M, a direction in which the rotating shaft 206 of the rotator 205 extends is referred to as an axial direction X, and a direction perpendicular to the axis direction X is referred to as a radial direction R. The direction along the rotation of the rotator 205 is referred to as the circumferential direction C. The core 207 is formed of a magnetic material. The core portion 207 faces the movable permanent magnet 203 with a gap Y therebetween. The magnet motor M is a radial gap motor, and the core 207 and the movable permanent magnet 203 face each other in the radial direction R. A winding 209 is wound around the core 207. More specifically, the core portion 207 has a plurality of teeth 207a extending radially from the central portion to the outer side in the radial direction R. The plurality of teeth 207a are arranged in the circumferential direction C with spaced grooves. The winding 209 is provided through a slot, and is wound around the teeth 207a to form a coil. The magnet motor M of this embodiment includes distributed windings, and one coil formed by the winding 209 surrounds a plurality of teeth 207a. However, the magnet motor M may include a concentrated winding.

The rectifier 208 is arranged to surround the rotation shaft 206 and is electrically connected to the winding 209. The rectifier 208 has a number of contact pieces 208a corresponding to the teeth 207a. Coils formed by the windings 209 are connected to the contact pieces 208a, respectively.

The stationary brushes 222 and 223 cause a current to flow through the rotator 205 by being in contact with the rectifier 208. The fixed brushes 222 and 223 are sequentially contacted with the contact pieces 208 a of the rotating rectifier 208, thereby switching the current flowing through the winding 209. That is, rectification of the winding 209 occurs. The fixed brushes 222 and 223 are provided so that the position in the rotation direction of the rotator 205 relative to the housing 202 is fixed. More specifically, as shown in FIG. 7, a plate-shaped brush holder 221 is fixed to the cover 220 c behind the housing 202, and fixed brushes 222 and 223 are installed to the brush holder 221. The magnet motor M according to this embodiment includes four fixed brushes 222 and 223. The four fixed brushes 222 and 223 are arranged in a circumferential direction C. The fixed brush 222 that becomes the positive electrode and the fixed brush 223 that becomes the negative electrode are arranged adjacent to each other in the circumferential direction C. The fixed brushes 222 and 223 are pushed toward the rectifier 208 and are in contact with the rectifier 208. The fixed brush 222 that becomes the positive electrode is electrically connected to the positive terminal 215, the fixed brush 223 that becomes the negative electrode is electrically connected to the negative (ground) terminal 224, and is further grounded through the cable 216. The magnet motor M of this embodiment is a motor for outputting rotation in one direction. For example, by electrically connecting the positive electrode of the battery 4 as a direct current power source to the positive terminal 215 and electrically connecting the negative electrode of the battery 4 to the negative terminal 224, the rotator 205 of the magnet motor M is directed toward FIG. 6 and FIG. Rotate in the direction shown by arrow D. The fixed brushes 222 and 223 correspond to an example of the brush of the present invention.

As shown in FIG. 6, the movable permanent magnet 203 is disposed so as to face the core portion 207 through the gap Y. The movable permanent magnet 203 is disposed so as to directly face the core 207. The magnet motor M of this embodiment includes four movable permanent magnets 203. The movable permanent magnet 203 is disposed further in the radial direction R than the core portion 207 of the rotator 205. The movable permanent magnet 203 is disposed at a position surrounding the core portion 207. The movable permanent magnets 203 are arranged so that the polarities viewed from the core portion 207 alternately repeat the N and S poles in the circumferential direction C. The movable permanent magnet 203 is supported by the case 202. The movable permanent magnet 203 is supported by the housing 202 so as to be movable in the circumferential direction C independently of the rotator 205. The movable permanent magnet 203 moves within the angle range of the adjustment angle range H. The adjustment angle range H is a specific angle range in which the movable permanent magnet 203 can move. The magnet motor M of the present embodiment includes a movable yoke portion 231 disposed between the movable permanent magnet 203 and the case 202. The plurality of movable permanent magnets 203 are fixed to the movable yoke portion 231. The movable yoke portion 231 is formed of a magnetic body. The movable yoke portion 231 is cylindrical. The movable yoke portion 231 is rotatably supported by the case 202 in the circumferential direction C. The plurality of movable permanent magnets 203 are supported by the case 202 via the movable yoke portion 231. The movable permanent magnet 203 is supported by the housing 202 so as to be movable in the circumferential direction C independently of the rotator 205. When the movable yoke portion 231 moves in the circumferential direction C, the movable permanent magnet 203 moves in the circumferential direction C together with the movable yoke portion 231. The magnetic force deviation caused by the position difference is suppressed outside the radial direction R of the movable yoke portion 231 across the region where the movable yoke portion 231 is opposite to the movable permanent magnet 203. Therefore, when the movable permanent magnet 203 moves, uneven resistance due to the magnetic deviation of the movable permanent magnet 203 from the case 202 is suppressed, and the movable permanent magnet 203 moves smoothly.

The housing 202 has a restricting portion 202s that restricts movement of the movable permanent magnet 203 outside the adjustment angle range H. The restricting portion 202s of the magnet motor M in this embodiment is a protrusion protruding from the cylindrical portion 220a of the housing 202 toward the center of the radial direction R. A cutout 203d is formed in the movable yoke portion 231. The restriction portion 202s is arranged in the cutout 203d. The restricting portion 202s restricts the movement of the movable permanent magnet 203 by restricting the rotation angle of the movable yoke portion 231. The restricting portion 202s suppresses the excessive rotation of the movable permanent magnet 203 and causes the rotation of the rotator 205 to malfunction. The adjustment angle range H moved by the movable permanent magnet 203 includes a lag angle position and a forward angle position. The retarded angular position is a position where the relative angular position of the movable permanent magnet 203 with respect to the fixed brushes 222 and 223 is shifted in the retarded angle direction B. Furthermore, when a certain position in the circumferential direction is specified in a direction shifted relative to another position, the specified direction means one of the two central angles formed along the two positions. Direction of smaller center angle shift. The magnet motor M is configured such that the output torque of the magnet motor M changes according to the position of the movable permanent magnet 203 in the circumferential direction C. The circumferential position of the movable permanent magnet 203 when the output torque of the magnet motor M is at its maximum is referred to as a maximum torque position. In this case, the “lagging angle position” of the magnet motor M is a position where the relative angular position of the movable permanent magnet 203 with respect to the fixed brushes 222 and 223 is shifted toward the retarding angle direction B from the maximum torque position. The forward angle position of the movable permanent magnet 203 is a position shifted in the forward angle direction A from the lag angle position. In the circumferential direction C, the forward angular position is closer to the maximum torque position than the retarded angular position. The advancing angle position may be a position substantially the same as the maximum torque position. When the movable permanent magnet 203 is located at the forward angle position, the rotator 205 generates a larger torque than the torque at the retarded angle position. Here, the forward angle direction A is a direction opposite to the rotation direction D of the rotator 205 when the rotator 205 supplied with current is rotated from the fixed brushes 222 and 223. The retardation angle direction B is the same direction as the rotation direction D of the rotator. Details of the lag angle position and the forward angle position will be described later.

The magnet moving portion 225 is configured to move the movable permanent magnet 203. The magnet moving part 225 moves the movable permanent magnet 203 in the retarded angle direction B or the advanced angle direction A within the adjustment angle range while the current is being supplied to the rotator 205. The magnet moving portion 225 of the magnet motor M of this embodiment includes an elastic member 225a. The elastic member 225a elastically pushes the movable permanent magnet 203 in the retardation direction B. The elastic member 225 a is, for example, a spring coupled to the case 202 and the movable yoke portion 231. The elastic member 225a is, for example, a torsion spring. In the magnet motor M of this embodiment, the elastic member 225a is configured in such a manner that the elastic force of the elastic member 225a is smaller than the reaction force of the rotor 205 that acts on the movable permanent magnet 203 when the rotation of the rotor 205 starts. The elastic member 225a is configured such that the elastic force of the elastic member 225a is greater than the reaction force of the rotor 205 that acts on the movable permanent magnet 203 when the torque decreases as the rotation speed of the rotor 205 increases. For example, the elastic member 225a is configured in such a manner that when the movable permanent magnet 203 is fixed at the advanced angle position shown in FIG. 8, the elastic force of the elastic member 225a is greater than the rated load of the magnet motor M to rotate at the rated speed Reactionary forces.

8 and 9 are schematic diagrams showing positions of the fixed brushes 222 and 223 and the movable permanent magnet 203 of the magnet motor M shown in FIG. 7. The rectifier 208 and the movable yoke portion 231 are also shown in FIGS. 8 and 9. 8 and 9 schematically show the elastic member 225a. In FIG. 8, the movable permanent magnet 203 at the forward angle position L2 is indicated by a solid line. In FIGS. 8 and 9, the position of the movable permanent magnet 203 is indicated by the central position in the circumferential direction C of each of the movable permanent magnets 203. In addition, in FIG. 8, as a reference, the movable permanent magnet 203 at the hysteresis angular position L1 is shown by a dotted line.

In FIG. 9, the movable permanent magnet 203 at the lag angle position L1 is shown by a solid line.

The lag angle position L1 is a position where the movable permanent magnet 203 is shifted toward the lag angle direction B from the forward angle position L2 relative to the fixed brushes 222 and 223. The advancing angle direction A is a direction opposite to the rotation direction D of the spinner 205 when the self-fixing brushes 222 and 223 are rotated by the spinner 205 supplied with electric current. The retardation angle direction B is the same direction as the rotation direction D of the rotator 205.

The forward angle position L2 shown in FIG. 8 is a position where the movable permanent magnet 203 is shifted toward the forward angle direction A from the lag angle position L1 shown in FIG. 9 relative to the fixed brushes 222 and 223. The pre-advance angle position L2 shown in FIG. 8 is a position where the rotator 205 generates a torque larger than the torque at the lag angle position L1. In the circumferential direction C, the forward angular position L2 is closer to the maximum torque position than the retarded angular position L1 shown in FIG. 9. The forward angle position L2 is preferably a position substantially the same as the maximum torque position. However, as long as the advancing angle position L2 is closer to the maximum torque position than the lagging angle position L1 in the circumferential direction C, it may not be a position substantially the same as the maximum torque position. In this case, the forward angle position L2 is preferably between the lag angle position L1 and the maximum torque position. However, the maximum torque position may be between the forward angle position L2 and the retard angle position L1. The maximum torque position of the movable permanent magnet 203 is a position where the phase of the current flowing through the winding 209 and the phase of the magnetic flux interlinked in the winding substantially coincide. The maximum torque position of the movable permanent magnet 203 is, for example, a case where the magnet motor M functions as a generator and is rotated by an external rotational force, and the induced voltage generated between the fixed brushes 222 and 223 is the largest. position. The relationship between the phase of the current and the phase of the magnetic flux is determined by the relative positions of the movable permanent magnet 203 and the fixed brushes 222 and 223.

The retarded angular position L1 shown in FIG. 9 is a position where the movable permanent magnet 203 is shifted toward the retarded angle direction B from the previously advanced angular position L2 shown in FIG. 8 relative to the fixed brushes 222 and 223. From the viewpoint of the timing of the rectification of the winding 209, the position of the movable permanent magnet 203 at the lag angle position L1 is equivalent to, for example, the position of the brush at the forward angle position when the brush is rotatable. More specifically, the state shown in FIG. 9 may also refer to a state in which the relative positions of the fixed brushes 222 and 223 with respect to the movable permanent magnet 203 are moved toward the forward angle direction A compared to the position where the maximum torque is generated. Therefore, in a case where the movable permanent magnet 203 is located at the lag angle position L1 shown in FIG. 9, the induced voltage generated when the magnet motor M functions as a generator is lower than the case where the forward angle position L2 is generated. Moreover, the torque at the time of starting when the movable permanent magnet 203 is at the lag angle position L1 is smaller than the torque at the time of starting when the movable permanent magnet 203 is at the forward angle position L2.

Generally speaking, there are the following relationships among the output torque T, the magnetic flux Φ, the number of poles P of the permanent magnet, the number of turns Z of the winding, and the current I including the starter motor of the brush motor. T∝ΦPZI Here, Φ is, in more detail, the magnetic flux interlinked with the winding through which the current I flows. The current I is proportional to the difference between the power supply voltage of the starter motor and the induced voltage generated by the winding. The induced voltage generated by the winding is in a fractional proportion to the time of the magnetic flux Φ. In the magnet motor M of this embodiment, the movable permanent magnet 203 is moved to the lag angle position L1, and thereby, the time-interlinked magnetic flux Φ flowing at the time sequence of the current I supplied from the fixed brushes 222 and 223 is higher than the forward angle position The situation at L2 decreases. However, as the movable permanent magnet 203 moves to the retarded position L1, the induced voltage decreases. Therefore, current can be supplied to the winding at a higher speed. That is, the outputtable rotation speed becomes higher.

In the magnet motor M of this embodiment, the adjustment angle range when the movable permanent magnet 203 is moved from the maximum torque position to the hysteresis angle position L1 is smaller than a right angle in terms of an electrical angle. The adjustment angle range is preferably within 30 ° in terms of an electrical angle. The electric angle is an angle when the angle of each pair of poles of the movable permanent magnet 203 is 360 °. The magnet motor M of the present embodiment includes two pairs of poles of four movable permanent magnets 203 and four fixed brushes 222 and 223. Therefore, the adjustment angle range H is preferably within 15 ° in terms of a mechanical angle.

In the magnet motor M of this embodiment, the magnet moving portion 225 moves the movable permanent magnet 203 in the retarded angle direction B or the advanced angle direction A within the adjustment angle range H while the current is being supplied to the rotator 205. More specifically, the magnet moving unit 225 is configured to move the movable permanent magnet 203 to the advance angle position L2 shown in FIG. 8 at a time point when the rotation of the spinner 205 is started by supplying a current to the spinner 205. The magnet moving section 225 moves the movable permanent magnet 203 in the retard angle direction B toward the retard angle position L1 during a period in which the rotor 205 is rotated by supplying a current to the rotor 205.

The operation of the magnet moving unit 225 will be described in order from a state where no current is supplied. In the magnet motor M of this embodiment, the elastic member 225a (see FIG. 5) of the magnet moving portion 225 elastically pushes the movable permanent magnet 203 in the retarded direction B. The elastic force of the elastic member 225a is smaller than the reaction force acting on the rotor 205 of the movable permanent magnet 203 at the beginning of the rotation of the rotor 205, and is greater than the torque acting on the movable permanent when the rotation speed of the rotor 205 increases. The reaction force of the rotator 205 of the magnet 203. In a state where current is not supplied to the rotator, the movable permanent magnet 203 is located at the retarded angle position L1 as shown in FIG. 9 by the elastic pushing force of the elastic member 225a in the retarded direction B. As shown in FIG.

The elastic member 225a permits movement of the movable permanent magnet 203 toward the forward angle position during a period from when the current is supplied to the rotator 205 until the rotator 205 rotates. When the movement of the movable permanent magnet 203 toward the forward angle position is allowed, the movement of the movable permanent magnet 203 in the forward angle direction A caused by the reaction force of the rotator 205 acting on the movable permanent magnet 203 starts. When the magnet-type motor M is operated by, for example, a voltage from the power storage device 4 that outputs a rated voltage, the maximum output torque is usually generated during the period from the start of supply of current to the rotation of the rotor 205. Therefore, the reaction of the output torque acting on the movable permanent magnet 203 becomes the maximum from the start of the current supply to the rotation of the rotator 205. At this time, as shown by an arrow M1 in FIG. 8, the movement of the movable permanent magnet 203 in the forward angle direction A starts.

When the movable permanent magnet 203 moves in the forward angle direction A and is located at the previous advanced angle position L2 shown in FIG. 8, the rotator 205 generates a larger torque than that in the case where it is located at the retarded angular position shown in FIG. 9. The magnet motor M can start the rotation by a larger torque than the case where the movable permanent magnet 203 is located at the lag angle position L1 shown in FIG. 9.

The elastic member 225a is configured in such a manner that when the torque decreases as the rotation speed of the rotator 205 increases, the movable permanent magnet 203 located at the advanced angle position L2 shown in FIG. The lag angle direction B moves. When the output torque of the rotator 205 decreases as the rotation speed of the rotator 205 increases after the rotation of the rotator 205 starts, the reaction force of the rotator 205 acting on the movable permanent magnet 203 also decreases. Here, the elastic force of the elastic member 225a is larger than the reaction force acting on the rotor 205 of the movable permanent magnet 203 when the torque decreases as the rotation speed of the rotor 205 increases. Therefore, the magnet moving section 225 moves the movable permanent magnet 203 in the retarded angle direction L1 shown in FIG. 9 in the retarded angle direction B while the spinner 205 is being rotated by supplying a current to the spinner 205. As shown by an arrow M2 in FIG. 9, the movable permanent magnet 203 moves in the retardation direction B. More specifically, the magnet moving unit 225 moves the movable permanent magnet 203 in the retarded angle direction B1 as shown in FIG. 9 based on the increase in the rotation speed of the rotator 205. For example, in general, the output torque is reduced based on the increase in the rotation speed of the rotator 205, so that the corresponding reaction force of the rotator 205 acting on the movable permanent magnet 203 decreases as the rotation speed of the rotator 205 increases. Moreover, the elastic force of the elastic member 225a is set so that it may become weaker gradually as the distance which the movable permanent magnet 203 moves the elastic member 225a becomes long. Here, the relationship between the elastic force (load) of the elastic member 225a and the distance the elastic member 225a moves the movable permanent magnet 203 may be linear (proportionally) or substantially linear, or may be non-linear. By setting the fluctuation range of the elastic force of the elastic member 225a to overlap the fluctuation range of the reaction force acting on the movable permanent magnet 203, the magnet moving portion 225 moves the movable permanent magnet 203 slowly based on the increase in the rotation speed of the rotator 205. . As a result, according to this embodiment, for example, the characteristics of the rotation speed and output torque of the magnet motor M can be gradually changed from the solid line P shown in FIG. 10 to the solid line Q. According to this embodiment, the characteristics of the rotation speed and the output torque can be changed steplessly.

From the viewpoint of the timing of rectification of the winding, the movement of the so-called movable permanent magnet 203 toward the hysteresis angle position L1 shown in FIG. 9 is equivalent to the movement of the brush to the forward angle position when the brush is rotatable, for example. Therefore, by moving the movable permanent magnet 203 to the hysteresis angle position L1, the influence of the induced voltage is reduced. In addition, by moving the movable permanent magnet 203 to the hysteresis angle position L1, the influence of the change in the current flowing through the winding 209 and the increase in the rotation speed due to the inductance of the winding 209 is also reduced. Therefore, the rotation speed of the spinner increases.

FIG. 10 is a graph schematically showing the characteristics of the rotation speed and the output torque of the magnet motor M shown in FIG. 6. In FIG. 10, the solid line P represents the characteristics when the movable permanent magnet 203 is located at the advanced angle position L2 shown in FIG. 8, and the solid line Q represents the situation where the movable permanent magnet 203 is located at the retarded angle position L1 shown in FIG. 9. Time characteristics. Generally, the output torque T of the magnet motor M decreases as the rotational speed N increases. In the case where the movable permanent magnet 203 is located at the advanced angle position L2 shown in FIG. 8, as shown by the solid line P, a relatively large output torque is output at a lower speed. For example, at the start of rotation, a relatively large output torque Tp may be output. However, in a case where the movable permanent magnet 203 is located at the advanced angle position L2 shown in FIG. 8, as the rotational speed increases, the torque decreases relatively sharply. Therefore, the output speed is relatively low. In contrast, in a case where the movable permanent magnet 203 is located at the lag angle position L1 shown in FIG. 9, the output torque obtained at a lower rotation speed is relatively small. On the other hand, the decrease in torque with the increase in speed is relatively slow, and the output speed is relatively high. For example, a higher speed Nq can be obtained under no-load conditions.

According to the magnet-type motor M of this embodiment, the movable permanent magnet 203 is positioned at the advanced angle position L2 before the rotation of the spinner 205 is started by supplying current to the spinner 205. Thereby, as shown by the solid line P in FIG. 10, the output torque can be increased. Then, while the rotator 205 is rotated by supplying a current to the rotator 205, the movable permanent magnet 203 is moved toward the lag angle position L1 in the lag angle direction B. Thereby, as shown by the solid line Q in FIG. 10, the outputtable rotation speed can be increased. That is, the characteristics of the rotation speed and the output torque of the magnet motor M of this embodiment change from the characteristics of the solid line P in FIG. 10 to the characteristics of the solid line Q during the rotation of the rotator.

Furthermore, the present invention can also use, for example, a magnet-type motor having the characteristics shown by the dotted line M as the output torque Tp and the outputtable rotation speed Nq as shown in the graph of FIG. 10 without moving the position of the movable permanent magnet. Starter motor for both. However, when a magnet-type motor having characteristics shown by a dotted line M is used, in order to suppress the influence of the induced voltage, the number of winding turns must be reduced, and the thickness of the winding must be reduced so that the torque can be ensured even if the number of turns is reduced Make it larger or increase the magnetic force of the magnet. Therefore, it is preferable to use a magnet motor that can change the speed-torque characteristics like the magnet motor M of the first embodiment. The magnet-type motor can be miniaturized, and it has excellent mountability to a straddle-type vehicle. In addition, power consumption of the battery can be suppressed. As another method for adjusting the rectification timing of the current, instead of moving the movable permanent magnet 203, the position of the brush may be moved. However, for example, as shown in FIG. 7, the brush is a member that supplies electric current to the rotator while contacting the rotating rotator. A conductor such as a wire is connected to the brush. Maintaining proper contact with the rectifier to supply current and mobilizing a brush connected to a conductor (lead) will complicate the structure.

According to the magnet motor M of this embodiment, by moving the movable permanent magnet 203, it is possible to achieve a driving state in which the output torque is increased at a low speed without moving the fixed brushes 222 and 223, and when the torque is small, Both of the driving states in which the speed increases. Therefore, according to the magnet motor M, the mountability to the straddle-type vehicle 1 can be improved, and the characteristics of the output torque and the rotational speed for starting the independent throttle engine EG can be improved with a simple structure.

The magnet motor M rotates the crankshaft 15 of the independent throttle engine EG in a stopped state when the independent throttle engine EG is started. At this time, the magnet motor M can increase the output torque at a lower rotation speed. After the combustion operation of the independent throttle engine EG is started, the output torque decreases as the rotational speed increases. At this time, the magnet motor M can stabilize the operation of the independent throttle engine EG by rotating the crankshaft 15 of the independent throttle engine EG at a higher rotation speed.

In addition, according to the magnet motor M of this embodiment, at the time point when the rotation of the spinner 205 is started by supplying a current to the spinner 205, the movable permanent magnet 203 is positioned at the forward angle position, and thus, as shown in FIG. As shown by line P, the output torque at the time point when the rotation starts can be increased. Then, during a period in which the rotator 205 is rotated by supplying a current to the rotator 205, the movable permanent magnet 203 moves in the lag angle direction B toward the lag angle position L1, and as shown by the solid line Q in FIG. 10 , Can increase the speed.

For example, as a brushed motor without a movable permanent magnet, a fixed-type brushed motor may be used. The fixed-type brushed motor has a fixed permanent magnet and three or more brushes arranged at different positions. . Three or more brushes are installed in a fixed position. For a fixed-type brush motor, the characteristics of the current-supplying brush motor are changed by switching from a certain brush to another brush. However, with this fixed-type brush motor, the characteristics are limited by the number of brushes. In addition, the characteristics change discontinuously by switching.

The magnet moving part 225 of the magnet motor M is in a period during which the rotor 205 is rotated by supplying a current to the rotor 205, and the movable permanent magnet 203 is caused to lag in the retarded direction B based on the increase in the rotation speed of the rotor 205. The angular position L1 (see FIG. 9) moves. Therefore, the magnet motor M can smoothly expand the range of the rotation speed of the rotator.

The magnet moving portion 225 of the magnet motor M uses the elastic force of the elastic member 225a as a force to push the movable permanent magnet 203 in the retarded direction. Therefore, compared with the use of an actuator or a control device, the magnet-type motor M can improve the characteristics of output torque and rotation speed with a simple structure.

In addition, the elastic force of the elastic member 225a of the magnet motor M is smaller than the reaction force acting on the rotator of the movable permanent magnet 203 when the rotation of the rotator 205 starts. Therefore, in the first embodiment, when the cold start is started, the movable permanent magnet 203 of the first tooth 181 moves in the forward angle direction A due to the reaction force of the rotator. Thereby, the cold start can be started in a state where the output torque of the magnet motor M is increased. Furthermore, the elastic force of the elastic member 225a of the magnet motor M is larger than the reaction force acting on the rotor 205 of the movable permanent magnet 203 when the torque decreases as the rotation speed of the rotor 205 increases. Therefore, as the rotation speed of the rotator 205 increases, the movable permanent magnet 203 moves in the retarded angle direction B by the elastic force. Thereby, the rotation speed can be increased. Thus, according to the magnet motor M, the movement of the movable permanent magnet 203 toward the forward angle direction A and the movement toward the lag angle direction B can be used as self-adjusting functions using the elastic force of the elastic member 225a and the reaction force of the rotator 205. Implementation. Therefore, the magnet motor M can smoothly increase the rotation speed of the crankshaft 15 before the rotation speed of the crankshaft 15 exceeds the idle rotation speed of the independent throttle engine EG. Thereafter, the control device 60 operates the magnet motor M and the independent throttle engine EG in the following manner: When the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG, the The air and fuel passing through the throttle valve 27 are supplied to the cylinder 12 and the combustion operation is started. The speed of the crankshaft 15 at the start of the combustion operation is greater than the idle speed. The combustion operation is started, for example, before the clutch CT is engaged. The rotation speed of the crankshaft 15 at the start of the combustion operation is, for example, smaller than the rotation speed when the clutch CT is engaged. After the independent throttle engine EG starts the combustion operation, the driving of the independent throttle engine EG by the magnet motor M stops. Thereby, the rotation of the magnet motor M is stopped. The magnet generator G is driven by the independent throttling engine EG, and thus continues to generate power after the rotation of the magnet motor M stops.

<Second Embodiment> Next, a saddle-riding vehicle according to a second embodiment will be described. In the drawing of the second embodiment, the configuration with the same symbol as that of the first embodiment is the same as or corresponding to the configuration of the first embodiment. Hereinafter, differences from the first embodiment will be mainly described.

FIG. 11 is a side view schematically showing a saddle-riding vehicle 1 according to the second embodiment. The straddle-type vehicle 1 of the second embodiment includes a magnet-type motor generator MG instead of the magnet-type motor M and the magnet-type generator G of the first embodiment. In this embodiment, the magnet motor generator MG is provided at one end of the crankshaft 15 in the same manner as the magnet generator G of the first embodiment. Magnet motor generator MG is a permanent magnet type three-phase brushless type.

FIG. 12 is a block diagram schematically showing a control system of the saddle-riding vehicle 1 shown in FIG. 11. The straddle-type vehicle 1 is equipped with an inverter 61. The control device 60 controls each part of the straddle-type vehicle 1 including the inverter 61.

The inverter 61 is connected to a magnet-type motor generator MG and a power storage device 4. The power storage device 4 supplies power to the magnet-type motor generator MG when the magnet-type motor generator MG operates as a motor. The power storage device 4 is charged by the power generated by the magnet-type motor generator MG.

The power storage device 4 is connected to the inverter 61 via the main switch 5. The power storage device 4 is connected to accessories via the main switch 5.

The inverter 61 includes a plurality of switching sections 611 to 616. The inverter 61 of this embodiment includes six switching sections 611 to 616. The switching sections 611 to 616 constitute a three-phase bridge inverter. The plurality of switching portions 611 to 616 are connected to each of the plurality of phase stator windings W. In more detail, the two switching portions connected in series among the plurality of switching portions 611 to 616 constitute a half bridge. The half bridges of the respective phases are connected in parallel to the power storage device 4. The switching sections 611 to 616 constituting the half-bridges of the respective phases are connected to the respective phases of the stator winding W of the plural phases, respectively.

The switch sections 611 to 616 control the current flowing between the power storage device 4 and the magnet motor generator MG. In detail, the switching units 611 to 616 switch the passage / blocking of the current between the power storage device 4 and the plurality of stator windings W. Specifically, when the magnet-type motor generator MG functions as a motor, the energization and energization stop of each of the plurality of stator windings W are switched by the on and off operations of the switch portions 611 to 616. When the magnet motor generator MG functions as a generator, the passage of current between each of the stator windings W and the power storage device 4 is switched by the on and off operations of the switch sections 611 to 616. / Block. By sequentially switching on and off of the switch sections 611 to 616, the three-phase AC rectification and voltage control output from the magnet motor generator MG are performed. The switch sections 611 to 616 control the current output from the magnet motor generator MG to the power storage device 4.

Each of the switching sections 611 to 616 includes a switching element. The switching element is, for example, a transistor, and more specifically, a FET (Field Effect Transistor).

In addition, the control device 60 acquires, for example, an operation amount of the accelerator operator 8 and an increase rate of the operation amount based on a detection result of a throttle position sensor (not shown). The control device 60 includes a start-up power generation control unit 62 and a combustion control unit 63.

The start-up power generation control unit 62 controls the operation of each of the switch units 611 to 616 to control the operation of the magnet motor generator MG. The start-up power generation control unit 62 includes a drive control unit 621 and a power generation control unit 622. The start-up power generation control unit 62 controls an adjustment mechanism 150 (see FIG. 14) described below. The combustion control unit 63 controls the combustion operation of the independent throttle engine EG by controlling the spark plug 19 and the fuel injection device J. The combustion control unit 63 controls the power of the independent throttle engine EG by controlling the spark plug 19 and the fuel injection device J. The combustion control unit 63 controls the spark plug 19 and the fuel injection device J based on the opening degree of the throttle valve 27 indicated by the output signal of the throttle position sensor.

The control device 60 includes a computer having a central processing device (not shown) and a memory device (not shown). The central processing unit performs arithmetic processing based on the control program. The memory device stores data related to programs and operations. The start-up power generation control unit 62 and the combustion control unit 63 including the drive control unit 621 and the power generation control unit 622 are realized by a computer (not shown) and a control program executed by the computer. Therefore, the operation of each of the start-up power generation control unit 62 and the combustion control unit 63 including the drive control unit 621 and the power generation control unit 622 described below can be said to be the operation of the control device 60. In addition, the start-up power generation control unit 62 and the combustion control unit 63 may be constituted as mutually different devices at positions remote from each other, or they may be integrally constituted.

A starter switch 6 is connected to the control device 60. The starter switch 6 is operated by the driver when the independent throttle engine EG is started. The main switch 5 supplies power to the control device 60 in accordance with the operation.

FIG. 13 is an exploded perspective view schematically showing a magnet motor generator MG included in the saddle-riding vehicle 1 according to the second embodiment. FIG. 14 is a perspective view schematically showing the magnet motor generator MG shown in FIG. 13. FIG. 15 is a diagram schematically showing an operation of a stator of the magnet motor generator MG shown in FIG. 13. FIG. 16 is a diagram showing the principle of rotation control of the magnet motor generator MG shown in FIG. 13.

The magnet motor generator MG includes a stator 142 including a first stator 183 and a second stator 187. The second stator 187 can rotate around the crankshaft 15 with respect to the first stator 183 by an adjustment mechanism 150 described below. FIG. 13 is an exploded perspective view of the magnet motor generator MG in which the first stator 183 and the second stator 187 are arranged in this manner. FIG. 14 is a perspective view showing the assembled state of the magnet motor generator MG and the adjustment mechanism 150 together. FIG. 15 is a diagram showing a rotation angle and an operation of a reciprocating motion performed by the second stator 187 with respect to the first stator 183 along the rotation direction of the rotor 144. FIG. 16 is a diagram showing the principle of rotation control from high-torque low-speed rotation to low-torque high-speed rotation of the magnet motor generator MG.

As shown in FIG. 13, the magnet-type motor generator MG includes a rotor 144 that is formed to rotate in a disc shape around the crankshaft 15. The yoke 146 of the rotor 144 includes a ring portion 174, a tapered portion 175, a first cylindrical portion 176, a second cylindrical portion 178, a ring portion 177, and a permanent magnet 148. The rotor 144 includes a plurality of detected portions (not shown) that are detected by the rotor position detecting device 50. The rotor 144 is connected to the crankshaft 15 so as to rotate in accordance with the rotation of the crankshaft 15. A clutch is not provided between the rotor 144 and the crankshaft 15. Between the rotor 144 and the crankshaft 15, no power transmission mechanism such as a belt, a chain, a gear, a speed reducer, and a speed increaser is provided. The rotor 144 rotates with respect to the crankshaft 15 at a speed ratio of 1: 1. A plurality of first teeth 181 face the rotor 144 so that one end surface 181a faces the rotor 144. A stator winding 182 is wound around the first teeth 181 around a side surface 181c excluding the both end surfaces (181a, 181b). In addition, the first tooth 181 is formed to have an end surface 181 a facing the rotor 144 larger than the end surface 181 b on the opposite side. Thereby, the interval between the adjacent first teeth 181 is narrowed on the side of the end surface 181a opposite to the rotor 144, and widened on the side of the end surface 181b on the opposite side.

The plurality of first teeth 181 in the state to which the stator winding 182 is applied are integrally formed with the stator winding 182 to form a first stator 183 having a ring shape as a whole. The torque generation current control applied to the stator windings 182 of the first teeth 181 of the first stator 183 is performed by current control using a basic driving method in which a weak magnetic field control is not performed.

The same number of second teeth 184 as the first teeth 181 are arranged facing the end surface 181 b of the first teeth 181 opposite to the end surface 181 a opposed to the rotor 144. The second teeth 184 are arranged such that one end portion 184 a faces the one end surface 181 b of the first teeth 181. The other ends 184b of the second teeth 184 are press-fitted and fixedly provided in a plurality of mounting holes 186 formed in a ring-shaped base 185, respectively.

The second stator 187 is formed by the second teeth 184 and a base 185 that is pressed into and fixed to the mounting hole 186. The second teeth 184 and the base 185 are preferably formed, but are omitted in the figure.

In FIG. 14, the base 185 of the second stator 187 is formed with a slit 188 communicating with the mounting hole 186. The magnet-type motor generator MG is configured so that the rotor 144, the first stator 183, and the second stator 187 face each other with a slight interval therebetween, and are sequentially arranged along the direction of the output shaft. The second stator 187 is configured to be rotatable within a specific range with respect to the first teeth 181. The first tooth 181 is provided so as to face the magnet 179. The magnet 179 is provided on the rotator-side yoke 173. The rotation of the second stator 187 will be described in detail below.

As shown in the figure, the magnet motor generator MG has a small diameter of a gear engaging tooth portion 189 formed on a part of the peripheral side surface of the base 185 of the second stator 187 and a third reduction gear 191 of the adjustment mechanism 150. Gears mesh. The adjustment mechanism 150 includes a third reduction gear 191, a second reduction gear 192, a first reduction gear 193, and an actuator 194. The actuator 194 is not particularly limited, and is, for example, a motor or a solenoid. The large diameter gear of the third reduction gear 191 meshes with the small diameter gear of the second reduction gear 192, and the large diameter gear of the second reduction gear 192 meshes with the small diameter gear of the first reduction gear 193. The large-diameter gear of the first reduction gear 193 meshes with a worm gear 195 fixed to the front end of a rotation shaft of the actuator 194.

The actuator 194 is connected to the control device 60 that is supplied with power from the power storage device 4 and is rotationally driven in both forward and reverse directions. The rotation of the actuator 194 in both directions is a worm gear 195 that converts the rotation shaft at a right angle, and decelerates it to the large-diameter gear of the first reduction gear 193, and passes the second reduction gear 192, the first The three reduction gear 191 is geared to the gear engaging tooth portion 189 of the second stator 187 after being decelerated in three stages in accordance with the gear ratio. Accordingly, the second stator 187 is configured to be rotatable within a specific range in the rotation direction of the rotor 144 with respect to the first stator 183. That is, the second stator 187 is reciprocated steplessly at a specific rotation angle along the rotation direction of the rotor 144 (the direction shown in the figure a).

The reciprocating motion performed by the second stator 187 in the rotation direction of the rotor 144 relative to the first stator 183 will be described with reference to FIGS. 15 (a), (b), and (c). 15 (a) (b) (c), in order to easily understand the state of the second tooth 184 of the second stator 187 relative to the first tooth 181 of the first stator 183, the figure is omitted. The stator winding 182, the slit 188, the gear engaging tooth portion 189, and the adjustment mechanism 150 shown in FIG.

FIG. 15 (a) shows a positional relationship of the second tooth 184 relative to the first tooth 181 corresponding to the high-torque low-speed rotation of the magnet motor generator MG shown in FIG. 14. In this embodiment, this positional relationship is set as a reference position. By the above-mentioned rotation of the second stator 187, the second tooth 184 can pass from the reference position shown in FIG. 15 (a), that is, the position opposite to the first tooth 181, through the reference position shown in FIG. 15 (b). The intermediate position is rotated (reciprocated) in the direction shown by arrow a of the rotor 144 to the maximum moving position shown in FIG. 15 (c), that is, the first tooth 181 and the first tooth adjacent to the first tooth The position between 181 (such as the middle position). In addition, the intermediate position shown in FIG. 15 (b) is a certain arbitrary position of stepless and intermittent rotation.

The principle of the rotation control from the high-torque low-speed rotation to the low-torque high-speed rotation of the magnet motor generator MG of this embodiment will be described based on FIG. 16. In addition, in FIGS. 16 (a) and (b), in order to make the description easy to understand, the diagrams of the stator winding 182 wound around the first teeth 181 and the forming, and the shapes of the second teeth 184 and the abutment 185 are omitted. Show.

FIG. 16 (a) shows a state where the second tooth 184 shown in FIG. 15 (a) is rotating at a high torque and at a low speed in a position opposite to the first tooth 181, and FIG. 16 (b) shows the position shown in FIG. 15 (b). The second tooth 184 is shown in a state in which the first tooth 181 and the first tooth 181 adjacent to the first tooth 181 rotate at a low torque at a high speed. 16 (a) shows a state where the permanent magnet 148 of the rotor 144 faces the first tooth 181, and the second tooth 184 faces the first tooth 181. That is, the same state as that of FIG. 15 (a) is shown. 16 (b) shows that the positional relationship between the permanent magnet 148 of the rotor 144 and the first tooth 181 is not changed. The second tooth 184 is located between the first tooth 181 and the first tooth 181 adjacent to the first tooth 181. status. That is, the same state as that of FIG. 15 (c) is shown.

In FIG. 16 (a), the yoke 146, the first tooth 181, the second tooth 184, and the abutment 185 of the rotor 144 are strongly magnetically permeable, and the interval h between the facing surface of the permanent magnet 148 and the first tooth 181 and The interval k between the facing surfaces of the first tooth 181 and the second tooth 184 is extremely close, so the magnetic resistance between the air is low. In addition, as described above, the end surface 181a of the first tooth 181 facing the rotor 144 is formed larger than the other end surface 181b, and therefore, between the adjacent first teeth 181 and the end face 181a of the rotor 144 facing, the The distance between the other end faces is extremely narrow compared to the interval j, but the interval j is larger than the interval h from the rotor 144. That is, these intervals have a relationship of "h ≒ k <j". Therefore, the magnetic flux formed between the permanent magnet 148i (set to the N pole) and the adjacent permanent magnet 148i-1 (set to the S pole) hardly transmits the gap j, and forms the transmission gap h, the first tooth 181i, and the gap k. , The second tooth 184i, the abutment 185, the second tooth 184i-1, the interval k, the first tooth 181i-1, the interval h, and the strong magnetic flux flow 198a of the yoke 146. Furthermore, the magnetic flux formed between the permanent magnet 148i (N-pole) and another adjacent permanent magnet 148i + 1 (S-pole) hardly penetrates the gap j, and forms a transmission gap h, a first tooth 181i, a gap k, a first The two teeth 184i + 1, the abutment 185, the second teeth 184i + 1, the interval k, the first teeth 181i + 1, the interval h, and the strong magnetic flux 198b of the yoke 146. These phenomena are when the permanent magnet 148i is an S-pole instead of an N-pole, and only the direction of the magnetic flux flow is reversed, and the associated permanent magnet 148, the first tooth 181, the second tooth 184, The strong magnetic flux flow of the base 185 and the yoke 146 is the same.

In addition, the strong magnetic flux flow becomes magnetic resistance. In this state, it is difficult for the magnet motor generator MG to change from high-torque low-speed rotation to low-torque high-speed rotation. Therefore, in this embodiment, as explained in FIGS. 14 and 15, the second teeth 184 can rotate from the reference position opposite to the first teeth 181 in the direction of rotation indicated by the arrow a of the rotor 144 (reciprocating). Movement) to a specific position (maximum movement position) between the first tooth and the first tooth adjacent to the first tooth.

It is currently set to rotate the second tooth 184 from the reference position shown in FIG. 16 (a) to the maximum movement position shown in FIG. 16 (b). At this time, at the opposing portion of the first teeth 181 and the second teeth 184, an interval m larger than the interval k at the time of facing is formed, and the second teeth 184 are arranged in a shape protruding more than the base 185. Therefore, an interval n larger than the interval m from the second tooth 184 is formed between the first tooth 181 and the base 185.

That is, these intervals have a relationship of "m <n". In this way, since the interval n is larger than the interval m, in terms of magnetic resistance, the interval n is negligible relative to the interval m. In the state shown in FIG. 16 (b), when the second tooth 184 moves to the first tooth When the position between 181 and the first tooth 181 adjacent to the first tooth 181 is formed, the shortest distance between the second tooth and the first tooth 181 and the end face 181a opposite to the end face 181a of the rotor 144 can be said Is the interval m.

Further, as described above, since the end surface 181a of the first tooth 181 facing the rotor 144 is formed larger than the other end surface 181b, a space between the adjacent first teeth 181 is formed between the end faces 181a facing the rotor 144. The interval j is extremely narrow, and in the state shown in FIG. 16 (b), there is a relationship of "j <m" with the above-mentioned interval m. That is, the distance (j) between the end face 181a of the first tooth 181 facing the rotor 144 and the end face 181a of the other first tooth 181 adjacent to the first tooth 181 facing the rotor 144 is smaller than The shortest distance (interval m) between the second tooth 184 and the end face 181b of the first tooth 181.

Then, as shown in FIG. 16 (b), this state, that is, a state in which a relationship of "h <j <m <n" is formed between the members, is formed in the permanent magnet 148i (N Pole) and another adjacent permanent magnet 148i-1 (S pole) due to the magnetic flux resistance at the interval m and the interval n, did not flow from the first tooth 181i to the second tooth 184i-1 and the base 185, A weaker magnetic flux flow 199a passing through only the first teeth 181i, the interval j, the first teeth 181i + 1, and the yoke 146 is formed. In addition, the magnetic flux formed between the permanent magnet 148i (N-pole) and another adjacent permanent magnet 148i + 1 (S-pole) did not flow from the first tooth 181i to the second tooth due to the magnetic flux resistance at the interval m and the interval n. 184i + 1 and the base 185 form a weak magnetic flux flow 199b that passes through only the first tooth 181i, the interval j, the first tooth 181i + 1, and the yoke 146. As a result, the magnetic flux from the permanent magnet 148 does not cross the stator winding 182 (not shown) of the first tooth 181, and the magnetic flux resistance in the direction of rotation of the rotor 144 caused by the magnetic flux crossing the stator winding 182 Suppressed, so high-speed rotation can be achieved. Similarly, since the magnetic flux from the permanent magnet 148 hardly flows into the core of the coil of the first tooth 181, the magnetic flux generated between the first tooth 181 energized by the stator winding 182 and the permanent magnet 148 is directed toward the rotor 144. Reduced torque. As a result, low torque and high speed rotation can be realized.

As described above, in this embodiment, the magnet motor generator MG can flow into the first tooth 181 only by moving the second stator 187 relative to the first stator 183 in the rotation direction of the rotor 144. The magnetic flux of the permanent magnet 148 of the rotor 144 is increased or decreased, so that the output characteristics of rotation can be easily changed. Therefore, according to the magnet-type motor generator MG, the magnetic flux flow from the rotor 144 can be easily adjusted so as to generate a power generation current corresponding to the amount of power stored in the power storage device 4 per unit time. In addition, it is possible to suppress the generation of a larger generation current than the power storage device 4 per unit time, and it is possible to suppress an excessive generation load from being applied to the independent throttle engine EG.

The magnet motor generator MG of the second embodiment described above can change the output performance when driving the wheels 3b. Specifically, the magnet motor generator MG of the second embodiment is configured to rotate the crankshaft 15 by disposing the second teeth 184 and the first teeth 181 as shown in FIGS. 15 (a) and 16 (a), for example. At the beginning, high torque can be output. Furthermore, the magnet-type motor generator MG of the second embodiment is configured, for example, by disposing the second teeth 184 and the first teeth 181 as shown in FIGS. 15 (c) and 16 (b), and after the rotation of the crankshaft 15 is started , Can achieve high-speed rotation. That is, when it is convenient for the magnet-type motor generator MG to function as a generator, the power generation performance can be changed by changing the arrangement of the second teeth 184 and the first teeth 181.

In the second embodiment, at the time point when the cold start is started, the second tooth 184 is located at the reference position (see FIG. 15 (a)). Thereby, the cold start can be started in a state where the output torque of the magnet motor generator MG is large. Regarding the control device 60, first, the magnet motor generator MG uses the power of the power storage device 4 to start the forward rotation of the crankshaft 15 while the combustion operation of the independent throttle engine EG is stopped. The rotation speed of the crankshaft 15 increases. The control device 60 obtains the continuously increasing rotational speed of the crankshaft 15 according to the detection result of the rotor position detecting device 50. In addition, the control device 60 moves the second tooth 184 in the direction of the arrow a (see FIGS. 15 (a) to (c)) in accordance with the rising rotation speed of the crankshaft 15. Thereby, the rotation speed-torque characteristic of the magnet motor generator MG changes. In terms of the speed-torque characteristics after the change, compared with the speed-torque characteristics at the time point at which the cold start is started, the torque output in the high-speed region is larger or the torque can be output in the higher-speed region. Therefore, the rotation speed of the crankshaft 15 can be increased quickly before exceeding the idle rotation speed. Thereafter, the control device 60 operates the magnet motor generator MG and the independent throttle engine EG in the following manner: The independent throttle engine EG is in a state where the rotation speed of the crankshaft 15 exceeds the idle speed of the independent throttle engine EG. The air and fuel passing through the throttle valve 27 are supplied to the cylinder 12 and the combustion operation is started. After the independent throttle engine EG starts the combustion operation, when the driver stops the operation of the starter switch 6, the driving of the independent throttle engine EG using the magnet motor generator MG is stopped. However, since the combustion of the independent throttle engine EG has begun, the magnet motor generator MG is driven by the independent throttle engine EG to generate electricity.

The first embodiment and the second embodiment have been described above. In these embodiments, the speed-torque characteristics of the magnet motor at the start of starting are different from the speed-torque characteristics of the magnet motor when the speed of the crankshaft exceeds the idle speed and reaches the speed at the start of the combustion operation. Compared with the latter, the former can output a larger torque at the starting speed. Compared with the former, the latter can output a larger torque at the speed when the combustion operation starts. However, the present invention is not limited to these examples, and, for example, the following configurations can be adopted.

The change of the rotation speed-torque characteristics is not limited to the above-mentioned example, and may be performed by, for example, weak magnetic field control. In addition, it is preferable to change the rotation speed-torque characteristics by changing the arrangement of the stator and / or the rotor as in the above example. The arrangement of the stator and / or the rotor is not particularly limited. In addition to the above examples, for example, the length of the air gap between the rotor and the stator may be adjusted. It is also possible to use a magnet motor in which the speed-torque characteristics are not changed.

1‧‧‧ straddle type vehicle

2‧‧‧ body

3a, 3b‧‧‧wheel

4‧‧‧ power storage device

4a‧‧‧ Fuses

5‧‧‧Main switch

6‧‧‧Starter switch

7‧‧‧ headlight

8‧‧‧ accelerator operator

11‧‧‧ crankcase

12‧‧‧ Cylinder

13‧‧‧Piston

14‧‧‧ connecting rod

15‧‧‧ crankshaft

15b‧‧‧ the other end

16‧‧‧Cylinder head

17‧‧‧bearing

18‧‧‧ exhaust valve

19‧‧‧ Mars Plug

20‧‧‧ Regulator

21‧‧‧Air inlet valve

22‧‧‧Shell

23‧‧‧ Catalyst

23a‧‧‧upstream end

23b‧‧‧ downstream end

24‧‧‧ Catalyst unit

25‧‧‧ Silencer

25a‧‧‧upstream end

26‧‧‧ Relay

27‧‧‧throttle valve

28‧‧‧Combustion chamber

29‧‧‧Exhaust passage

29a‧‧‧Exhaust

30‧‧‧rotor

37‧‧‧Permanent magnet

40‧‧‧ stator

49‧‧‧One-way clutch mechanism

50‧‧‧Rotor position detection device

51‧‧‧Temperature sensor

60‧‧‧Control device

61‧‧‧Inverter

62‧‧‧Starting power generation control unit

63‧‧‧Combustion Control Department

142‧‧‧Stator

144‧‧‧rotor

146‧‧‧Yoke

148‧‧‧permanent magnet

148i‧‧‧permanent magnet

148i-1‧‧‧permanent magnet

148i + 1‧‧‧permanent magnet

150‧‧‧ adjustment agency

173‧‧‧Rotary yoke

174‧‧‧Circle

175‧‧‧ cone

176‧‧‧The first cylindrical part

177‧‧‧Circle

178‧‧‧The second cylindrical part

179‧‧‧Magnet

181‧‧‧1st tooth

181a‧‧‧face

181b‧‧‧face

181c‧‧‧ around the side

181i‧‧‧1st tooth

181i-1‧‧‧The first tooth

181i + 1‧‧‧1st tooth

182‧‧‧Stator winding

183‧‧‧1st stator

184‧‧‧The second tooth

184a‧‧‧ one end

184b‧‧‧ the other end

184i‧‧‧The second tooth

184i-1‧‧‧The second tooth

184i + 1‧‧‧ 2nd tooth

185‧‧‧ abutment

186‧‧‧Mounting hole

187‧‧‧Second stator

188‧‧‧Slit

189‧‧‧ Gear teeth

191‧‧‧3rd reduction gear

192‧‧‧ 2nd reduction gear

193‧‧‧The first reduction gear

194‧‧‧Actuator

195‧‧‧worm gear

198a‧‧‧ magnetic flux

198b‧‧‧ magnetic flux

199a‧‧‧ magnetic flux

199b‧‧‧ magnetic flux

202‧‧‧shell

202s‧‧‧Restricted Department

203‧‧‧ Movable permanent magnet

203d‧‧‧ incision

205‧‧‧Rotator

206‧‧‧rotation axis

207‧‧‧Core

207a‧‧‧tooth

208‧‧‧ Rectifier

208a‧‧‧contact sheet

209‧‧‧winding

214‧‧‧bearing

215‧‧‧Positive terminal

216‧‧‧cable

220a‧‧‧ tube

220b‧‧‧Front cover

220c‧‧‧Rear cover

221‧‧‧Brush holder

222, 223‧‧‧Fixed brushes

224‧‧‧ negative (ground) terminal

225‧‧‧Magnet moving part

225a‧‧‧elastic member

231‧‧‧Movable yoke

611 ～ 616‧‧‧ Switch

621‧‧‧Start control department

622‧‧‧Generation Control Department

a‧‧‧direction

A‧‧‧ advancing direction

Av‧‧‧ average

B‧‧‧ Lag Angle Direction

C‧‧‧ circumferential direction

CL‧‧‧Clutch

Cs‧‧‧camshaft

D‧‧‧ Decompression device

D‧‧‧Rotation direction

EG‧‧‧ Independent Throttle Engine

G‧‧‧Magnetic generator

h‧‧‧ interval

H‧‧‧ Adjust angle range

j‧‧‧ interval

J‧‧‧Fuel injection device

k‧‧‧ interval

L1‧‧‧lag position

L2‧‧‧ advancing angle position

M‧‧‧Magnetic motor

m‧‧‧ interval

M‧‧‧ dotted line

M1‧‧‧Arrow

M2‧‧‧Arrow

MG‧‧‧Magnetic motor generator

n‧‧‧ interval

N‧‧‧speed

Nq‧‧‧ output speed

P‧‧‧Solid line

PT‧‧‧Power Transmission Device

Q‧‧‧ solid line

R‧‧‧ Radial

T‧‧‧torque

TH‧‧‧High load area

TL‧‧‧Low load area

Tp‧‧‧Output torque

TR‧‧‧Speed changer

Y‧‧‧Gap

Fig. 1 (a) is a side view schematically showing a straddle-type vehicle of the first embodiment, (b) is a schematic diagram showing an independent throttle engine and an exhaust system, and (c) is a cold A graph showing the relationship between crankshaft speed and elapsed time when starting. FIG. 2 is a partial cross-sectional view schematically showing a schematic configuration of the independent throttle engine shown in FIG. 1 and its surroundings. FIG. 3 is an explanatory diagram schematically showing the relationship between the crank angle position of the independent throttle engine and the required torque. FIG. 4 is a block diagram schematically showing a control system of the straddle-type vehicle shown in FIG. 1. FIG. 5 is an enlarged sectional view showing the magnet motor M shown in FIG. 1. Fig. 6 is a cross-sectional view showing a cross-section taken along the line A-A of the magnet motor M shown in Fig. 5. Fig. 7 is a cross-sectional view showing a cross section taken along the line B-B of the magnet motor M shown in Fig. 5. FIG. 8 is a schematic diagram showing a state where the movable permanent magnet is in a forward angle position. Fig. 9 is a schematic diagram showing a state where the movable permanent magnet is in a retarded position. FIG. 10 is a graph schematically showing the characteristics of the rotation speed and the output torque of the magnet motor M shown in FIG. 6. FIG. 11 is a side view schematically showing a saddle-riding vehicle according to a second embodiment. FIG. 12 is a block diagram schematically showing a control system of the straddle-type vehicle shown in FIG. 11. FIG. 13 is an exploded perspective view schematically showing a magnet-type motor generator MG included in the saddle-riding type vehicle of the second embodiment. FIG. 14 is a perspective view schematically showing the magnet motor generator MG shown in FIG. 13. 15 (a) to (c) are diagrams schematically showing the operation of the stator in the magnet motor generator MG shown in FIG. 16 (a) and 16 (b) are diagrams showing the principle of rotation control of the magnet motor generator MG shown in FIG.

Claims (1)

A straddle-type vehicle equipped with an independent throttling engine. The straddle-type vehicle equipped with an independent throttling engine includes: an independent throttling engine having at least one cylinder and a crankshaft, each of which has independent throttling; A valve and a combustion chamber formed inside and outputting power through the crankshaft; an exhaust passage having an exhaust port for exhausting exhaust gas discharged from the combustion chamber to the atmosphere, and allowing the exhaust gas to flow from the combustion chamber to the exhaust port; A muffler is provided on the downstream side of the exhaust path; a catalyst is provided on the exhaust path more upstream than an end of the upstream side of the muffler; a magnet motor having a rotor and A stator connected to the crankshaft in such a manner as to transmit power to the crankshaft. The stator is arranged to oppose the rotor. The rotor or the stator has a permanent magnet, and at least the independent section When the combustion operation of the flow engine starts, the crankshaft is rotated; the power storage device supplies power to the magnet motor; The driving member is configured to be driven by the power output from the independent throttle engine and / or the magnet motor, and advances the straddle type vehicle equipped with the independent throttle engine; and a control unit configured to Operating the magnet-type motor and the independent throttle engine as follows: when the combustion operation of the independent throttle engine is stopped and the driven member is not driven, the cold start of the independent throttle engine is performed, First, the magnet motor uses the power of the power storage device to rotate the crankshaft in a state where the combustion operation of the independent throttle engine is stopped before the rotation speed of the crankshaft exceeds the idle speed of the independent throttle engine. Secondly, in a state where the rotation speed of the crankshaft exceeds the idle rotation speed of the independent throttle engine, the independent throttle engine supplies air and fuel passing through the throttle valves to the cylinders to start a combustion operation.