WO2021117738A1 - Straddled vehicle - Google Patents

Straddled vehicle Download PDF

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Publication number
WO2021117738A1
WO2021117738A1 PCT/JP2020/045725 JP2020045725W WO2021117738A1 WO 2021117738 A1 WO2021117738 A1 WO 2021117738A1 JP 2020045725 W JP2020045725 W JP 2020045725W WO 2021117738 A1 WO2021117738 A1 WO 2021117738A1
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WO
WIPO (PCT)
Prior art keywords
power storage
storage unit
permanent magnet
voltage
motor generator
Prior art date
Application number
PCT/JP2020/045725
Other languages
French (fr)
Japanese (ja)
Inventor
日野　陽至
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to JP2021563982A priority Critical patent/JP7235897B2/en
Priority to TW109143866A priority patent/TWI764426B/en
Publication of WO2021117738A1 publication Critical patent/WO2021117738A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a saddle-mounted vehicle.
  • Patent Document 1 discloses a saddle-mounted vehicle.
  • the saddle-mounted vehicle of Patent Document 1 is a hybrid vehicle.
  • the saddle-mounted vehicle of Patent Document 1 includes an engine, an ACG starter (alternating current generator starter), a first battery, and a second battery.
  • the ACG starter is a permanent magnet generator.
  • the ACG starter is provided at one end of the crankshaft of the engine.
  • the engine is started by driving the ACG starter.
  • the first battery is a 48V battery that supplies power to the ACG starter.
  • the second battery is a low-voltage 12V battery that supplies electric power to a plurality of auxiliary machines.
  • the ACG starter functions as a generator.
  • the first battery is charged.
  • the electric charge caused by the voltage of the first battery is accumulated in the capacitor.
  • the first battery of the saddle-mounted vehicle of Patent Document 1 starts the engine by supplying electric power to the ACG starter.
  • the ACG starter is driven by the electric power supplied from the second battery.
  • the saddle-mounted vehicle is configured so that the posture of the vehicle is controlled by the weight shift of the driver during traveling. Therefore, from the viewpoint of operability and running performance, the saddle-mounted vehicle is required to have a compact body. Saddle-mounted vehicles are required to have a compact body while suppressing deterioration of engine starting performance.
  • the ACG starter of a saddle-mounted vehicle is connected to the crankshaft without a reduction device such as a gear or a belt pulley. Therefore, the structure of the unit including the engine and the ACG starter is simple, and the body of the saddle-mounted vehicle is made compact.
  • the ACG starter provided on the crankshaft without a reduction gear outputs a large torque when driving the crankshaft by demonstrating engine starting performance compared to the case where it is connected to the crankshaft via a reduction gear. Desired. Saddle-mounted vehicles are required to have a compact body while suppressing deterioration of engine starting or assist performance.
  • An object of the present invention is to provide a saddle-type vehicle capable of making the vehicle body compact while suppressing deterioration of engine starting or assist performance by a permanent magnet type generator provided on the crankshaft without using a speed reducer.
  • the first battery outputs 48V for starting the engine. If the remaining capacity of the first battery is less than the set value, the power supply is switched from the first battery to the second battery of the 12V system. Since the first battery that outputs 48V for starting the engine contains more cells than the 12V type battery, it is generally larger than the battery that outputs 12V. As a result, the saddle-mounted vehicle as shown in Patent Document 1 is rather large in size even though it is provided with an ACG starter connected to the crankshaft without using a speed reducing device. That is, the vehicle body cannot be made compact.
  • the present inventor has considered a method for effectively utilizing two types of power storage units.
  • the present inventor has studied a second power storage unit that has a maximum rated voltage of 12 V or more and stores electric power, and a second power storage unit that is always connected in series with the first power storage unit.
  • the second power storage unit is set to have a maximum charge rate higher than the maximum charge rate of the first power storage unit.
  • the present inventor further adds a current maintenance circuit that maintains a state in which a charging current flows to a first storage unit that causes a voltage drop so that the voltage applied to the second storage unit does not exceed the upper limit voltage of the second storage unit. investigated.
  • the voltage applied to the second power storage unit does not exceed the upper limit voltage set in the second power storage unit without electrically disconnecting the second power storage unit. It is possible to maintain a state in which the charging current flows to the power storage unit.
  • Japanese Patent Application Laid-Open No. 2014-510657 shows a first voltage supply unit and a power storage unit provided in an automobile. According to this publication, since the power storage unit is disconnected depending on the state of the switch, the maximum voltage for power generation may be directly applied to the first voltage supply unit.
  • An automobile as shown in Japanese Patent Application Laid-Open No. 2014-510657 is generally equipped with an alternator whose output can be adjusted by a field current.
  • the saddle-mounted vehicle can be equipped with a permanent magnet type motor generator to make the power generation means mounted on the vehicle compact.
  • the permanent magnet type motor generator cannot adjust the generated power by the field current.
  • the current maintenance circuit to generate a voltage drop without electrically disconnecting the second storage unit, the remaining voltage applied to the first storage unit is suitable for charging the first storage unit. Can be suppressed.
  • the power storage device When the power storage device is provided with a first power storage unit and a second power storage unit having a maximum rated voltage of 12 V or more, and the first power storage unit and the second power storage unit are always connected in series, the power storage device is discharged. , A voltage larger than 12V can be output. As a result, the permanent magnet type motor generator and the inverter can be driven by a voltage larger than 12V when the engine is started or assisted. By combining the second power storage unit, it is easy to output a voltage larger than 12V. Moreover, by adjusting the type and configuration of the second power storage unit combined with the first power storage unit and the voltage of the current maintenance circuit, the voltage when the power storage device is discharged can be determined by the capacity and requirement of the permanent magnet type motor generator. It can be easily adapted to the output. That is, as the output voltage of the power storage device, a voltage larger than the voltage of the first power storage unit can be easily set.
  • the maximum charge rate of the second power storage unit is set to be larger than twice the maximum charge rate of the first power storage unit. Therefore, when the current flowing through the second power storage unit also flows when charging the power storage device, the charge rate for the full charge of the second power storage unit tends to be higher than the charge rate in the first power storage unit. That is, for example, the second power storage unit is charged in a shorter period of time than the first power storage unit. Therefore, even while the power storage device is being charged after being discharged, the power storage device can output a voltage larger than 12 V, and can be restored to a state in which a large voltage can be output in a short time after the start of charging.
  • the permanent magnet type motor generator can be driven with a voltage larger than 12V when the engine is started or assisted.
  • the first voltage supply unit and the power storage unit in Japanese Patent Application Laid-Open No. 2014-510657 are connected in series.
  • the voltage from both the first voltage supply unit and the power storage unit connected in series is supplied to the electrical component that requires stabilization of the applied voltage.
  • electric power is supplied to the first electric machine, which is the starting motor, only from the first voltage supply unit among the first voltage supply unit and the power storage unit.
  • the first voltage supply unit is a 12V battery. Therefore, the maximum voltage supplied to the starting motor is limited to 12V.
  • the starting motor when the starting motor receives power from the first storage unit and the second storage unit connected in series, the starting motor can output a larger torque than in the case of 12V or less. Also, the starting motor can drive the crankshaft up to higher rotational speeds. Therefore, the starting performance or assist performance of the saddle-mounted vehicle can be improved.
  • the power storage device can output a voltage larger than 12V by the combination of the first power storage unit and the second power storage unit. Therefore, neither the first power storage unit nor the second power storage unit need to output a voltage larger than 12V by itself. Therefore, in a configuration in which the permanent magnet type motor generator is driven by a voltage larger than 12V, for example, as in Patent Document 1, at least one of the first storage unit and the second storage unit corresponds to a voltage larger than 12V. In comparison, the volume of the power storage device can be reduced.
  • the voltage between the power storage device and the permanent magnet type motor generator is larger than 12V both when the power storage device is discharged and when it is charged. Therefore, when transmitting electric power, the current flowing between the power storage device and the permanent magnet type motor generator can be reduced. Therefore, the loss due to the current can be reduced.
  • the second power storage unit is charged in a shorter period of time than the first power storage unit.
  • the first power storage unit is a battery, the amount of voltage drop due to discharge is smaller than that of the second power storage unit. That is, the voltage drop of the first power storage unit due to the discharge is suppressed. Therefore, the power storage device can output a large voltage obtained by adding the voltage of the second power storage unit to the voltage of the first power storage unit in a short time after the start of charging from the state in which the power storage device is discharged.
  • the wiring distance between the power storage device and the inverter permanent magnet type motor generator can be set long for a certain loss tolerance.
  • the degree of freedom in layout of the power storage device and the inverter in the vehicle body is increased, so that the arrangement position of the power storage device and the inverter can be adjusted so as to suppress the waste of space generated when the power storage device and the inverter are arranged. Therefore, the vehicle body can be made compact.
  • the saddle-type vehicle according to each viewpoint of the present invention completed based on the above findings has the following configurations.
  • the saddle-mounted vehicle is With wheels
  • An engine that has a crankshaft and outputs torque for driving the wheels generated by combustion operation from the crankshaft.
  • a permanent magnet type motor generator provided at one end of the crankshaft, having a permanent magnet, starting or assisting the engine by rotating the crankshaft, and generating electricity by being driven by the engine.
  • the first power storage unit which is a battery that has a maximum rated voltage of 12 V or more and stores electric power
  • a second storage unit that is always connected in series with the first storage unit to the permanent magnet type motor generator and has a maximum charging rate that is greater than twice the maximum charging rate of the first storage unit.
  • a plurality of switching units that are electrically connected to the second storage unit and the permanent magnet type motor generator, which are always connected in series to the first storage unit, and control the current output from the permanent magnet type motor generator.
  • the permanent magnet type is provided at one end of the crank shaft via the inverter from the first power storage unit and the second power storage unit connected in series without using a speed reducer. While the inverter charges at least the first power storage unit by outputting a current to the motor generator and generating electricity from the permanent magnet type motor generator, the second power storage unit is not electrically cut off.
  • a current maintenance circuit that maintains a state in which a charging current flows through the first power storage unit so that the voltage applied to the power storage unit does not exceed the upper limit voltage set in the second power storage unit. To be equipped.
  • the first power storage unit and the second power storage unit having a maximum rated voltage of 12 V or more are always connected in series, so that when the power storage device discharges, a voltage larger than 12 V is output. can do.
  • the power storage device includes a first power storage unit and a second power storage unit.
  • the permanent magnet type motor generator and the inverter can be driven by a voltage larger than 12V when the engine is started or assisted.
  • By combining the second power storage unit it is easy to output a voltage larger than 12V.
  • the voltage when the power storage device discharges can be easily matched to the capacity and required output of the permanent magnet type motor generator.
  • the maximum charging rate of the second power storage unit is set to be larger than twice the maximum charging rate of the first power storage unit. Therefore, when the current flowing through the second power storage unit during charging of the power storage device also flows to the first power storage unit which is connected in series with the second power storage unit, the charge rate for the full charge of the second power storage unit is the second. It tends to be higher than the charge rate in one power storage unit. That is, for example, the second power storage unit is charged in a shorter period of time than the first power storage unit. Therefore, even when the power storage device is discharged once and then discharged in the middle of being charged, the power storage device can output a voltage larger than 12V.
  • the state of charge of the second power storage unit changes in a shorter period of time than that of the first power storage unit.
  • the current maintenance circuit causes a voltage drop so that the second power storage unit does not exceed the upper limit voltage of the second power storage unit.
  • the current maintenance circuit maintains a state in which the charging current flows to the first power storage unit so that the second power storage unit does not exceed the upper limit voltage of the second power storage unit. Therefore, for example, the charging state of the first power storage unit can be continued even after the charging of the second power storage unit is completed.
  • the permanent magnet type motor generator can be driven by a voltage larger than 12V at the time of starting or assisting the engine, so that the permanent magnet type motor generator is compared with the case of 12V or less. Can output a large torque. Also, a permanent magnet motor generator can drive the crankshaft up to higher rotational speeds. Therefore, in a saddle-type vehicle having a permanent magnet type generator provided at one end of the crankshaft, deterioration of performance can be suppressed.
  • the power storage device can output a voltage larger than 12V by the combination of the first power storage unit and the second power storage unit. Therefore, neither the first power storage unit nor the second power storage unit need to output a voltage larger than 12V. Therefore, in a configuration in which the permanent magnet type motor generator is driven by a voltage larger than 12V, for example, as in Patent Document 1, at least one of the first storage unit and the second storage unit corresponds to a voltage larger than 12V. In comparison, the volume of the power storage device can be reduced.
  • the voltage between the power storage device and the permanent magnet type motor generator is larger than 12V both when the power storage device is discharged and when the power storage device is charged. Therefore, when transmitting electric power, the current flowing between the power storage device and the permanent magnet type motor generator can be reduced. Therefore, the loss due to the current can be reduced. Therefore, the wiring distance between the power storage device and the inverter permanent magnet type motor generator can be increased with respect to a certain loss tolerance range. As a result, the degree of freedom in layout of the power storage device and the inverter in the vehicle body is increased, so that the arrangement position of the power storage device and the inverter can be adjusted so as to suppress the waste of space generated when the power storage device and the inverter are arranged. Therefore, the vehicle body can be made compact. As described above, according to the saddle-type vehicle in the above configuration, in the saddle-type vehicle having a permanent magnet generator provided at one end of the crankshaft, the vehicle body is made compact while suppressing deterioration of engine start or assist performance. Can be.
  • the upper limit voltage of the second power storage unit is lower than the maximum rated voltage of the first power storage unit.
  • the second power storage unit when charging the power storage device, the second power storage unit is likely to be charged in a shorter period of time than the first power storage unit. Therefore, the second power storage unit is charged in a charging period shorter than the charging period of the first power storage unit that outputs a voltage of 12 V or more. Therefore, the second power storage unit can be utilized even after a short charging period.
  • the second voltage is lower than the first voltage. Therefore, the voltage of the power storage device can be adjusted without changing the type of the electric auxiliary machine that operates by receiving the voltage supply from the power storage device and the inverter.
  • the saddle-mounted vehicle includes a capacitor connected in parallel with the first power storage unit, which is a battery.
  • the first power storage unit of the saddle-mounted vehicle in the above configuration can charge the capacitor at the maximum rated voltage because the decrease in the maximum rated voltage is suppressed even when the charging capacity decreases due to deterioration, for example. Therefore, when the engine is started or assisted, electric power can be output to the permanent magnet type motor generator together with the electric charge charged in the capacitor.
  • the permanent magnet type motor generator includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
  • a stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet motor generator and a stator having windings provided so as to pass through the slots are provided.
  • the number of magnetic poles is larger than the number of the plurality of teeth.
  • the angular velocity with respect to the rotational speed of the rotor is larger than that in the case where the number of magnetic poles is smaller than the number of the plurality of teeth.
  • the angular velocity is the angular velocity with respect to the electric angle based on the repetition period of the magnetic poles.
  • the inductance of the winding is large.
  • the angular velocity further increases as the rotation speed of the rotor increases.
  • the inductance of the winding interferes with the current flowing through the winding. Therefore, the induced electromotive voltage increases as the rotation speed of the rotor increases, but the large winding inductance suppresses an excessive increase in the current output from the generator.
  • the power storage device can be charged to a higher rotation speed of the crankshaft than in the case where the number of magnetic poles is smaller than the number of the plurality of teeth. Therefore, wasteful consumption of electric power can be suppressed.
  • the permanent magnet type generator has a plurality of magnetic pole portions composed of the permanent magnets, and is connected to one end of a crankshaft without a reduction gear.
  • a stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and a stator having a stator winding provided so as to pass through the slots.
  • a plurality of detected portions provided on the rotor at intervals in the circumferential direction, and A rotor position detection device provided at a position facing the plurality of detected portions and having a detection winding provided separately from the stator winding. To be equipped.
  • the engine further comprises a crankcase configured to lubricate the interior with oil.
  • the permanent magnet type motor generator is provided at a position where it comes into contact with the oil.
  • the power storage device can be charged in the range up to the rotation speed of the high crankshaft without wasting electric power. Therefore, in such a permanent magnet type motor generator, the temperature of the stator winding does not become higher than or is unlikely to be higher than the temperature of the oil, so that even if the permanent magnet type motor generator is arranged so as to come into contact with the oil, the oil Evaporation can be suppressed.
  • the permanent magnet type motor generator when the permanent magnet type motor generator is arranged in an environment where it comes into contact with oil, it is usually required to increase the size of the cooling mechanism.
  • the inverter supplies electric power from the first power storage unit and the second power storage unit to the permanent magnet type motor generator while the saddle-mounted vehicle is traveling, and assists the permanent magnet type motor generator in rotation of the crankshaft. ..
  • the permanent magnet type motor generator can be driven by a voltage larger than 12 V while the saddle-mounted vehicle is running. Therefore, the crankshaft can be driven to a higher rotation speed than, for example, when it is driven at 12 V. Therefore, it is possible to assist the acceleration by the engine up to a higher rotation speed as compared with the case of driving at 12V, for example. Further, the vehicle body can be made more compact as compared with the case where a power storage device different from, for example, a 12V power storage device is provided.
  • the first power storage unit is, for example, a battery.
  • the first power storage unit is, for example, a lead battery.
  • the first power storage unit is not particularly limited, and may be, for example, a lithium ion battery.
  • the second power storage unit is, for example, a capacitor.
  • the second power storage unit is, for example, a lithium ion capacitor.
  • the second power storage unit is not particularly limited, and may be, for example, an electric double layer capacitor or an electrolytic capacitor.
  • the second power storage unit may be, for example, a battery.
  • the second power storage unit may be, for example, a lithium ion battery (for example, SCiB (registered trademark)) in which a carbon material is used for the negative electrode, or a nickel hydrogen battery.
  • the power storage device includes a first power storage unit, a second power storage unit, and a current maintenance circuit.
  • the power storage device may include other power storage units. Examples of other power storage units include capacitors connected in parallel with the first power storage unit.
  • the power storage device does not necessarily have to be unitized as a whole.
  • each power storage unit constituting the power storage device does not necessarily have to be physically integrated.
  • the power storage units may be separately installed at different positions in the saddle-type vehicle while being electrically connected to each other.
  • the maximum charging rate is the maximum charging rate allowed by the power storage unit.
  • the charging rate represents the speed of charging.
  • the unit is C.
  • the magnitude of the current that completely charges the capacity of the battery in one hour is defined as 1C. For example, when the capacity of the battery is 2Ah, 1C is 2A.
  • the permanent magnet type motor generator functions as a generator. Further, the permanent magnet type motor generator functions as a motor.
  • the permanent magnet motor generator can function as the starting motor of the engine.
  • the permanent magnet type motor generator is not particularly limited, and may have, for example, a function of not functioning as a starting motor and assisting driving by an engine when accelerating a saddle-type vehicle. Further, the permanent magnet type motor generator may have both a function of assisting driving by the engine and a function of a starting motor, for example.
  • the permanent magnet type motor generator for example, is supplied with electric power to drive the crankshaft of the engine.
  • the permanent magnet motor generator is connected to the crankshaft, for example, without the intervention of a clutch.
  • the permanent magnet motor generator can start the engine even when the clutch is in the disengaged state.
  • the permanent magnet type motor generator can generate electricity even when the saddle-mounted vehicle is stopped.
  • connection configuration of the permanent magnet type motor generator is not particularly limited, and for example, a clutch or a transmission may be interposed between the crankshaft and the permanent magnet type motor generator.
  • the permanent magnet type motor generator can accelerate the saddle-type vehicle regardless of the state of the engine.
  • the permanent magnet type motor generator can generate electricity by power from the wheels regardless of the state of the engine.
  • the saddle-mounted vehicle may be provided with a starter motor separate from the permanent magnet motor generator.
  • the permanent magnet type motor generator has a permanent magnet.
  • the configuration in which the rotor is provided with a coil for a field magnet instead of a permanent magnet is different from the permanent magnet type motor generator in this configuration.
  • “Electrically disconnecting” means opening a part of the closed circuit of electric power including the target by, for example, operating a switch or a relay. “Electrically disconnecting” also includes changing the transistors constituting the closed circuit from a conductive state to a non-conducting state.
  • “without electrical disconnection” means maintaining the closed circuit state of the power including the target. The state of "without electrical disconnection” includes a state in which no current flows through the target. For example, when the target is a charged capacitor and a voltage equal to the voltage across the capacitor is applied to the capacitor, no current flows through the capacitor but it is not electrically cut off.
  • the engine is, for example, a single-cylinder engine, a 2-cylinder engine, an unequal interval combustion type 3-cylinder engine, or an unequal interval combustion type 4-cylinder engine.
  • the engine is, for example, an engine having less than three cylinders.
  • the two-cylinder engine may be a non-equidistant combustion engine having two cylinders.
  • a V-type engine can be mentioned.
  • the engine is not particularly limited, and an evenly spaced combustion type multi-cylinder engine may be used.
  • a saddle-mounted vehicle is a vehicle in which the driver sits across the saddle.
  • a saddle-type vehicle is a vehicle equipped with a saddle-type seat.
  • a saddle-mounted vehicle is a vehicle in which the driver rides in a riding style.
  • a saddle-mounted vehicle is an example of a vehicle.
  • the saddle-mounted vehicle is, for example, a vehicle that turns in a lean posture, and is configured to lean toward the center of the curve when turning.
  • the saddle-mounted vehicle is, for example, a motorcycle.
  • the motorcycle is not particularly limited, and examples thereof include a scooter type, a moped type, an off-road type, and an on-road type motorcycle.
  • the saddle-mounted vehicle is not limited to a motorcycle, and may be, for example, a tricycle.
  • the saddle-mounted vehicle may be, for example, an ATV (All-Terrain Vehicle) or the like.
  • the terminology used herein is for the purpose of defining only specific embodiments and is not intended to limit the invention.
  • the term “and / or” includes any or all combinations of one or more related listed components.
  • the use of the terms “including, including,””comprising,” or “having,” and variations thereof, is a feature, process, operation, described. It identifies the presence of elements, components and / or their equivalents, but can include one or more of steps, actions, elements, components, and / or groups thereof.
  • the terms “attached”, “combined” and / or their equivalents are widely used and are both direct and indirect attachments and bindings unless otherwise specified. Including.
  • FIG. 1 is a side view showing the first modification of the arrangement of the power storage device in a saddle-mounted vehicle.
  • B is a side view showing a second modification of the arrangement of the power storage device in the saddle-mounted vehicle. It is a figure which shows typically the saddle-type vehicle and the electric system which are application examples of the embodiment shown in FIG. FIG.
  • FIG. 5 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit shown in FIG. It is sectional drawing which shows the cross section perpendicular to the rotation axis of the permanent magnet type motor generator shown in FIG. It is a chart which shows the outline of the voltage change at the time of charging of the 2nd application example which has a 2nd storage part of a different kind. It is a figure which shows the example of the variation of the power storage device shown in FIG. It is a block diagram which shows the variation of the electric composition of the saddle type vehicle shown in FIG.
  • FIG. 1 is a diagram schematically showing a saddle-type vehicle according to an embodiment of the present invention.
  • Part (a) of FIG. 1 is a side view of a saddle-mounted vehicle.
  • Part (b) of FIG. 1 is a block diagram showing a schematic electrical configuration of the saddle-mounted vehicle shown in Part (a).
  • the saddle-mounted vehicle 1 shown in FIG. 1 includes wheels 3a and 3b, an engine 10, a permanent magnet type motor generator 20, a power storage device 4, and an inverter 21. Further, the saddle-mounted vehicle 1 is provided with an electric auxiliary machine L.
  • the power storage device 4 includes a first power storage unit 41, a second power storage unit 42, and a current maintenance circuit 43. That is, the saddle-mounted vehicle 1 includes wheels 3a and 3b, an engine 10, a permanent magnet type motor generator 20, a first power storage unit 41, a second power storage unit 42, a current maintenance circuit 43, and an inverter 21. To be equipped. Further, the saddle-mounted vehicle 1 includes a vehicle body 2.
  • FIG. 1 shows a lean vehicle as an example of the saddle-mounted vehicle 1. The lean vehicle tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
  • the wheels 3a and 3b provided in the saddle-mounted vehicle 1 include a front wheel 3a and a rear wheel 3b.
  • the rear wheel 3b is a driving wheel.
  • the engine 10 includes a crankshaft 15.
  • the engine 10 outputs power via the crankshaft 15.
  • the engine 10 outputs torque for driving the wheels 3b from the crankshaft 15.
  • the wheels 3b receive the power of the crankshaft 15 to drive the saddle-mounted vehicle 1.
  • the power output from the engine 10 can be transmitted to the wheels 3b via, for example, a transmission and a clutch.
  • the electric auxiliary machine L is an electric device mounted on the saddle-mounted vehicle 1.
  • the electric auxiliary machine L operates by being supplied with electric power.
  • the electric auxiliary machine L is, for example, an engine auxiliary machine that operates so as to cause the engine 10 to perform combustion.
  • Engine accessories include, for example, a fuel injection device 18 and an ignition device 19 (see FIG. 6).
  • the fuel injection device 18 injects fuel toward or inside the engine 10.
  • the ignition device 19 ignites the fuel inside the engine 10.
  • the permanent magnet type motor generator 20 is provided at one end of the crankshaft 15.
  • the permanent magnet type motor generator 20 has a permanent magnet. More specifically, the permanent magnet type motor generator 20 includes a permanent magnet portion 37 composed of a permanent magnet.
  • the permanent magnet type motor generator 20 also serves as a starter for starting the engine 10.
  • the permanent magnet type motor generator 20 is a permanent magnet type start generator.
  • the permanent magnet type motor generator 20 starts the engine 10 by rotating the crankshaft 15.
  • the permanent magnet type motor generator 20 also generates electricity by being driven by the engine 10.
  • the power storage device 4 is a device capable of charging and discharging electricity.
  • the power storage device 4 stores electric power.
  • the power storage device 4 outputs the charged electric power to the outside.
  • the power storage device 4 supplies electric power to the permanent magnet type motor generator 20.
  • the power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started. Further, for example, after the engine 10 is started, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20.
  • the power storage device 4 includes a first power storage unit 41, a second power storage unit 42, and a current maintenance circuit 43.
  • the first power storage unit 41 is a battery that stores electric power.
  • the first power storage unit 41 has a maximum rated voltage of 12 V or more.
  • the first power storage unit 41 is a battery having a nominal voltage of 12 V.
  • the first power storage unit 41 is a lead battery.
  • the first power storage unit 41 has, for example, a maximum rated voltage of 14V.
  • the first power storage unit 41 has a capacity capable of charging an amount of electric power that starts the engine 10 at least once.
  • the second power storage unit 42 is always connected in series with the first power storage unit 41.
  • the second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41.
  • the second power storage unit 42 is a battery that stores electric power.
  • the second power storage unit 42 has a capacity capable of charging an amount of electric power that starts the engine 10 at least once.
  • the charging rate represents the speed of charging.
  • the unit is C [sea].
  • the magnitude of the current that fully charges the capacity of the battery in one hour is defined as 1C.
  • the maximum charge rate is the maximum charge rate allowed.
  • the combination of the first power storage unit 41 and the second power storage unit 42 is not limited to this.
  • the second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41.
  • Examples of the first power storage unit 41 include a battery having a maximum charging rate of 1C or less.
  • the type of the first power storage unit 41 is, for example, a lead battery and a lithium ion battery in which a carbon material is used for the negative electrode.
  • Examples of the second power storage unit 42 include a battery having a maximum charge rate of 20 C or more.
  • the type of the second power storage unit 42 is, for example, a nickel hydrogen battery and a lithium ion battery in which lithium titanate is used for the negative electrode.
  • Examples of the type of the second power storage unit 42 include a capacitor.
  • electric double layer capacitors and lithium ion capacitors can be mentioned.
  • the second power storage unit 42 a device having a maximum charge rate larger than twice the maximum charge rate of the first power storage unit 41 can be adopted.
  • the first power storage unit 41 is a battery having a maximum charge rate of 1C
  • the second power storage unit 42 is a battery having a maximum charge rate of 40C.
  • the first power storage unit 41 is a lead battery having a maximum charge rate of 1C.
  • the first power storage unit 41 is a lead battery having a capacity of 6 Ah and a maximum charging current of 6 A.
  • the maximum charging rate of the first power storage unit 41 is 1C.
  • the second power storage unit 42 is a nickel-metal hydride battery having a maximum charge rate of 10C.
  • the second power storage unit 42 is a nickel-metal hydride battery having a capacity of 1 Ah and a maximum charging current of 20 A. In this case, the maximum charging rate of the first power storage unit 41 is 20C.
  • the current maintenance circuit 43 outputs a current from the first power storage unit 41 and the second power storage unit 42, which are connected in series when the engine 10 is started, to the permanent magnet type motor generator 20 via the inverter 21. Further, the current maintenance circuit 43 maintains a state in which the charging current flows to the first power storage unit 41 without electrically disconnecting the second power storage unit 42 while the inverter 21 charges at least the first power storage unit 41. .. In the current maintenance circuit 43, while the power storage device 4 is charged, a charging current flows through the first power storage unit 41 so that the voltage applied to the second power storage unit 42 does not exceed the upper limit voltage set in the second power storage unit 42. Maintain the state.
  • the term "while the power storage device 4 is being charged” as used herein means at least the time when the first power storage unit 41 is being charged.
  • the current maintenance circuit 43 maintains a state in which the charging current flows to the first power storage unit without electrically disconnecting the second power storage unit 42.
  • the upper limit voltage set in the second power storage unit 42 is the upper limit that can be applied to the second power storage unit 42.
  • the upper limit voltage set in the second power storage unit 42 is smaller than the maximum rated voltage of the second power storage unit 42.
  • As the second power storage unit 42 for example, a device having a maximum rated voltage smaller than the maximum rated voltage of the first power storage unit 41 is adopted. In this case, an upper limit voltage smaller than the maximum rated voltage of the first power storage unit 41 is adopted.
  • a first storage unit 41 having a nominal voltage of 12V and a second storage unit 42 having an upper limit voltage of 6V are adopted.
  • the combination of the first power storage unit 41 and the second power storage unit 42 is not limited to this.
  • the maximum rated voltage of the second power storage unit 42 is smaller than 14V.
  • the upper limit voltage of the second power storage unit 42 is smaller than 14V.
  • the maximum rated voltage of the first power storage unit 41 may be other than 14V.
  • the maximum rated voltage of the first power storage unit 41 may be, for example, 28V or 7V.
  • Examples of the current maintenance circuit 43 include a circuit connected in parallel with the second power storage unit 42 and connected in series with the first power storage unit 41. In this case, when the voltage applied to the second power storage unit 42 exceeds the upper limit voltage, the current maintenance circuit 43 causes the current flowing from the power storage device 4 to flow to the first power storage unit 41.
  • the current maintenance circuit 43 includes a circuit that detects that the voltage of the second storage unit 42 exceeds the upper limit voltage, and a circuit that causes the current flowing from the inverter 21 to flow to the first storage unit 41 in response to the detection. ..
  • the current maintenance circuit 43 may be, for example, a number of low-voltage diodes connected in series corresponding to the upper limit voltage. Further, the current maintenance circuit 43 may be connected in series with the second power storage unit 42.
  • the inverter 21 supplies the electric power generated by the permanent magnet type motor generator 20 to the power storage device 4.
  • the inverter 21 rectifies the current generated by the permanent magnet type motor generator 20.
  • the inverter 21 rotates the permanent magnet type motor generator 20 by supplying electric power to the permanent magnet type motor generator 20.
  • the inverter 21 controls the current by controlling the on / off of the current flowing through the stator winding W of the permanent magnet type motor generator 20.
  • the inverter 21 includes a switching unit 211 and a control device 60.
  • the control device 60 is physically provided integrally with the inverter 21.
  • the control device 60 controls the voltage output from the inverter 21 by controlling the operation of the switching unit 211 of the inverter 21.
  • the control device 60 controls the current flowing between the permanent magnet type motor generator 20 and the power storage device 4 by controlling the operation of the switching unit 211 of the inverter 21. Further, the control device 60 controls the operation of the permanent magnet type motor generator 20.
  • the control device 60 controls the voltage output from the inverter 21 by, for example, a phase control method or vector control.
  • control device 60 outputs the inverter 21 so that the voltage output from the inverter 21 is smaller than the sum of the maximum rated voltage of the first storage unit 41 and the maximum rated voltage of the second storage unit 42.
  • the control device 60 controls the inverter 21, for example, so that the voltage output from the inverter 21 is smaller than the sum of the maximum rated voltage of the first power storage unit 41 and the upper limit voltage of the second power storage unit 42. To do.
  • the control device 60 causes the inverter 21 to supply a current from the power storage device 4 to the permanent magnet type motor generator 20 in response to the signal from the starter switch 6.
  • electric power is supplied from the power storage device 4 to the permanent magnet type motor generator 20, and the engine 10 is started.
  • the power storage device 4 can drive the permanent magnet type motor generator 20 with a voltage larger than 12V which is generally used in the past. Therefore, the permanent magnet type motor generator 20 can output a larger torque than in the case of 12V. Therefore, the deterioration of the performance of the permanent magnet type motor generator 20 can be suppressed.
  • the control device 60 controls the inverter 21 so that the current from the permanent magnet type motor generator 20 flows through the power storage device 4. As a result, the power storage device 4 is charged by the generated power of the permanent magnet type motor generator 20. Further, the control device 60 transfers the electric power of the power storage device 4 to the permanent magnet type motor generator 20 in response to the operation of the acceleration indicator 8 (see FIG. 5) after the engine 10 is started, that is, after the combustion operation is started. Can be supplied. More specifically, the control device 60 supplies electric power from the power storage device 4 to the permanent magnet type motor generator 20 while the saddle-mounted vehicle 1 is traveling, and assists the permanent magnet type motor generator 20 in rotating the crankshaft 15. Let me. As a result, the acceleration of the saddle-mounted vehicle 1 by the engine 10 is assisted by the permanent magnet type motor generator 20.
  • the control device 60 also has a function of an engine control unit that controls the supply and combustion of fuel to the engine 10.
  • the control device 60 controls the combustion of the engine 10 by controlling the operation of the electric auxiliary machine L that functions as an auxiliary machine for the engine.
  • the control device 60 includes a central processing unit and a memory (not shown).
  • the control device 60 controls the combustion of the engine 10 by executing a program stored in the memory.
  • the control device 60 operates with the electric power of the power storage device 4. More specifically, the control device 60 operates from the voltage of the power storage device 4 at an operating voltage down-converted so as to be applied to the control device 60.
  • the down converter is provided in, for example, the inverter 21.
  • the control device 60 may operate at an operating voltage down-converted from the voltage of the battery.
  • FIG. 2 is a block diagram showing a configuration example of the current maintenance circuit shown in FIG.
  • the first power storage unit 41 and the second power storage unit 42 are also shown for the sake of easy understanding of the function of the current maintenance circuit.
  • FIG. 2 shows a capacitor as an example of the second power storage unit 42.
  • the current maintenance circuit 43a as an example shown in FIG. 2 includes a voltage drop generation unit 431.
  • the voltage drop generation unit 431 is electrically connected in parallel with the second power storage unit 42. Since the voltage drop generation unit 431 is not connected in series with the second power storage unit 42, the current path of the second power storage unit 42 is not interrupted.
  • the voltage drop generation unit 431 is not a switch.
  • the voltage drop generation unit 431 generates a voltage drop so that the voltage applied to the second power storage unit 42 does not exceed the upper limit voltage set in the second power storage unit 42. More specifically, the amount of voltage drop generated by the voltage drop generation unit 431 is substantially equal to the voltage applied to the second power storage unit 42. Therefore, the voltage drop generation unit 431 generates a voltage drop in an amount not exceeding the upper limit voltage. That is, the voltage drop generation unit 431 electrically connected in parallel with the second power storage unit 42 causes a voltage drop of an amount not exceeding the upper limit voltage without interrupting the current path of the second power storage unit 42.
  • the voltage drop generation unit 431 lowers the internal resistance as the voltage applied to the second power storage unit rises and approaches the upper limit voltage. As a result, the amount of voltage drop is controlled so as not to exceed the upper limit voltage.
  • the current maintenance circuit 43a includes a voltage drop generation unit 431, a voltage drop control unit 432, a feedback unit 433, and a reference voltage generation unit 434.
  • the reference voltage generation unit 434 generates a reference voltage related to the upper limit voltage.
  • the voltage drop control unit 432 controls the amount of voltage drop in the voltage drop generation unit 431 based on the reference voltage and the voltage applied to the second storage unit.
  • the feedback unit 433 reflects the output voltage of the voltage drop control unit 432 on the input.
  • the voltage drop generation unit 431 controls the amount of voltage drop in analog according to the voltage applied to the second power storage unit.
  • the configuration of the current maintenance circuit 43 shown in FIG. 1 is not limited to the current maintenance circuit 43a shown in FIG.
  • a bipolar transistor is shown as the voltage drop generation unit 431
  • the voltage drop generation unit 431 may be a current control element such as a field effect transistor (FET).
  • FET field effect transistor
  • the amplifier is shown as the voltage drop control unit 432
  • the voltage drop control unit 432 may be, for example, a digital control circuit.
  • FIG. 3 is a chart showing an outline of voltage changes of the voltage of the first power storage unit 41 and an example of the second power storage unit 42 shown in FIG. 1 during charging.
  • a combination of a battery having a nominal voltage of 12 V as an example of the first power storage unit 41 and a battery having a nominal voltage of 6 V is shown as an example of the second power storage unit 42.
  • the voltage of the first power storage unit 41 before charging is 11V due to discharge.
  • the voltage of the second power storage unit 42 before charging is 5.5V due to discharge.
  • the second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41.
  • the first voltage V1 of the first storage unit 41 and the second voltage V2 of the second storage unit 42 With the lapse of the charging time. Rise. Since the second power storage unit 42 has a maximum charge rate larger than twice the maximum charge rate of the first power storage unit 41, the second voltage V2 of the second power storage unit 42 is the first voltage V1 of the first power storage unit 41. It rises rapidly compared to. That is, the second power storage unit 42 is charged more rapidly than the first power storage unit 41.
  • the voltage VT of the power storage device 4 is the sum of the first voltage V1 of the first power storage unit 41 and the second voltage V2 of the second power storage unit 42.
  • the voltage VT of the power storage device 4 is larger than the voltage VT'of the power storage device when, for example, the scale of the first power storage unit 41 is simply 1.5 times the scale without the second power storage unit.
  • the time t1 from the start of charging until the voltage VT of the power storage device 4 reaches 17.5 V, which is about 95% of the charging voltage is simply the scale of the first power storage unit 41 without the second power storage unit, for example.
  • the voltage VT'of the power storage device is shorter than the time t2 until the voltage reaches 17.5 V.
  • the voltage VT of the power storage device 4 is compared with, for example, the voltage VT'when the scale of the first power storage unit 41 is simply expanded. large.
  • the power storage device 4 is large in a short time after the start of charging from the state in which the power storage device 4 is discharged.
  • a voltage VT can be output.
  • the permanent magnet type motor generator 20 can be driven by 17V, which is larger than 12V which is generally adopted in the past.
  • the voltage when the power storage device 4 is discharged can be adjusted by adjusting the type and configuration of the second power storage unit 42 and the upper limit voltage set value of the current maintenance circuit 43. , Can be easily adjusted. That is, as the output voltage of the power storage device 4, a voltage higher than the voltage of the first power storage unit 41 can be easily set. For example, when a battery having a nominal voltage of 12 V is used as the first power storage unit 41, it is easy to adjust the voltage that can be output by the power storage device 4 to a required voltage larger than 12 V in a short charging time after the power storage device 4 is discharged. Is.
  • the power storage device 4 When the power storage device 4 can output a large voltage, it is permissible to increase the wiring distance of the power storage device 4-inverter 21-permanent magnet type motor generator 20 with respect to a certain loss tolerance range. As a result, the degree of freedom in layout of the power storage device 4 and the inverter 21 in the vehicle body is increased.
  • FIG. 4A is a side view showing a first modification of the arrangement of the power storage device 4 in the saddle-mounted vehicle 1.
  • FIG. 4B is a side view showing a second modification of the arrangement of the power storage device 4 in the saddle-mounted vehicle 1.
  • the power storage device 4 is arranged at the rear end of the vehicle body 2.
  • the power storage device 4 is arranged at the front end portion of the vehicle body 2. Since it is permissible to increase the wiring distance of the power storage device 4-inverter 21-permanent magnet type motor generator 20, as shown in FIG. 4A or FIG. 4B, in the vehicle body of the power storage device 4 and the inverter 21. Increases layout freedom. Therefore, the arrangement positions of the power storage device 4 and the inverter 21 can be adjusted so as to suppress the waste of space generated when the power storage device 4 and the inverter 21 are arranged. Therefore, the vehicle body 2 can be made compact.
  • the vehicle body can be made compact while suppressing the deterioration of the engine starting performance.
  • FIG. 5 is a diagram schematically showing a saddle-mounted vehicle 1 and an electric system, which are application examples of the embodiment shown in FIG. Part (a) of FIG. 5 is a plan view of the saddle-mounted vehicle 1. Part (b) of FIG. 5 is a side view of the saddle-mounted vehicle 1. Part (c) of FIG. 5 is a physical wiring diagram schematically showing the connection of the electric system of the saddle-mounted vehicle 1.
  • FIGS. 5 and 5 the elements corresponding to the embodiments shown in FIG. 1 will be described with the same reference numerals as those in FIG.
  • the saddle-mounted vehicle 1 shown in FIG. 5 includes a vehicle body 2.
  • the vehicle body 2 is provided with a seat 2a for the driver to sit on. The driver sits so as to straddle the seat 2a.
  • FIG. 5 shows a motorcycle as an example of the saddle-mounted vehicle 1.
  • the saddle-mounted vehicle 1 is provided with front wheels 3a and rear wheels 3b.
  • the tread surfaces of the wheels 3a and 3b of the saddle-mounted vehicle 1 have an arcuate cross-sectional shape in a state where they do not come into contact with the road surface.
  • the engine 10 constitutes an engine unit EU. That is, the saddle-mounted vehicle 1 includes an engine unit EU.
  • the engine unit EU includes an engine 10 and a permanent magnet type motor generator 20.
  • the engine 10 outputs power via the crankshaft 15.
  • the engine 10 outputs torque for driving the wheels 3b from the crankshaft 15.
  • the wheels 3b receive the power of the crankshaft 15 to drive the saddle-mounted vehicle 1.
  • the engine 10 has, for example, a displacement of 100 mL or more.
  • the engine 10 has, for example, a displacement of less than 400 mL.
  • the saddle-mounted vehicle 1 includes a transmission CVT and a clutch CL. The power output from the engine 10 is transmitted to the wheels 3b via the transmission CVT and the clutch CL.
  • the permanent magnet type motor generator 20 is driven by the engine 10 to generate electricity.
  • the permanent magnet type motor generator 20 shown in FIG. 5 is a magnet type start generator.
  • the permanent magnet motor generator 20 has a rotor 30 and a stator 40 (see FIG. 6).
  • the rotor 30 includes a permanent magnet portion 37 composed of a permanent magnet.
  • the rotor 30 rotates with the power output from the crankshaft 15.
  • the stator 40 is arranged so as to face the rotor 30.
  • the power storage device 4 is a device that can be charged and discharged.
  • the power storage device 4 outputs the charged electric power to the outside.
  • the power storage device 4 supplies electric power to the permanent magnet type motor generator 20 and the electric auxiliary machine L.
  • the power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started. Further, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20.
  • the saddle-mounted vehicle 1 is equipped with an inverter 21.
  • the inverter 21 includes a plurality of switching units 211 that control the current flowing between the permanent magnet type motor generator 20 and the power storage device 4.
  • the permanent magnet type motor generator 20 rotates the crankshaft 15 by the electric power of the power storage device 4. As a result, the permanent magnet type motor generator 20 starts the engine 10.
  • the saddle-mounted vehicle 1 includes a main switch 5.
  • the main switch 5 is a switch for supplying electric power to the electric auxiliary machine L (see FIG. 5C) provided in the saddle-mounted vehicle 1 according to the operation.
  • the electric auxiliary machine L comprehensively represents a device that operates while consuming electric power, except for the permanent magnet type motor generator 20.
  • the electric auxiliary machine L includes, for example, a headlight 9, a fuel injection device 18, and an ignition device 19 (see FIG. 6).
  • the saddle-mounted vehicle 1 includes a starter switch 6.
  • the starter switch 6 is a switch for starting the engine 10 in response to an operation.
  • the saddle-mounted vehicle 1 includes a main relay 75.
  • the main relay 75 opens and closes a circuit including the electric auxiliary machine L in response to a signal from the main switch 5.
  • the saddle-mounted vehicle 1 includes an acceleration indicator 8.
  • the acceleration instruction unit 8 is an operator for instructing the acceleration of the saddle-mounted vehicle 1 according to the operation.
  • the acceleration indicator 8 is, in detail, an
  • the power storage device 4 includes, for example, a first power storage unit 41 that operates at 12 V, and a second power storage unit 42 that is connected in series to the battery.
  • the first power storage unit 41 is, for example, a lead battery.
  • the capacitor is, for example, an Electric Double Layer Capacitor (EDLC).
  • EDLC Electric Double Layer Capacitor
  • the power storage device 4 has a current maintenance circuit 43 that supplies the current input to the power storage device 4 to the battery instead of the capacitor when the voltage of the capacitor exceeds 6 V.
  • the power storage device 4 is charged with 18V and outputs 18V.
  • the charging voltage and the output voltage also vary depending on the charging state of the power storage device 4 and the rotation speed of the crankshaft 15.
  • the voltage in the range including 18V is referred to as an 18V system voltage.
  • the power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started.
  • the permanent magnet type motor generator 20 can be driven by the 18V system voltage. Therefore, the permanent magnet type motor generator 20 can output a larger torque than in the case of, for example, 12V.
  • the permanent magnet type motor generator 20, the power storage device 4, the main relay 75, the inverter 21, and the electric auxiliary machine L are electrically connected by wiring J.
  • the code (J) of the wiring is attached to a part of the wiring shown in the part (c) of FIG.
  • the wiring J is composed of, for example, a lead wire.
  • the wiring J may be composed of a plurality of connected lead wires.
  • the wiring J may include a connector for relaying a lead wire, a fuse, and a connection terminal. The illustration of connectors, fuses, and connection terminals is omitted. Further, in the physical wiring diagram of the part (c) of FIG. 5, the connection of the positive electrode region is shown.
  • the negative electrode region that is, the ground region is electrically connected via the vehicle body 2. More specifically, the negative electrode region is electrically connected via a metal frame (not shown) of the vehicle body 2.
  • the distance of electrical connection of each device via the vehicle body 2 is usually equal to or shorter than the connection of the positive electrode region by a lead wire or the like. Therefore, in the part (c) of FIG. 5, the connection of the negative electrode region by the vehicle body 2 is not shown, and the wiring of the positive electrode region will be mainly described.
  • the wiring J shown in FIG. 5 is combined with other wiring provided in the vehicle to form a wire harness (not shown).
  • Part (c) of FIG. 5 shows only the wiring J that electrically connects the devices shown in the figure.
  • Part (c) of FIG. 5 schematically shows the connection relationship of the wiring J between the devices and the distance of the wiring J.
  • FIG. 6 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit EU shown in FIG.
  • the engine unit EU includes an engine 10.
  • the engine 10 includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15.
  • the piston 13 is provided in the cylinder 12 so as to be reciprocating.
  • the crankshaft 15 is rotatably provided in the crankcase 11.
  • the crankshaft 15 is connected to the piston 13 via a connecting rod 14.
  • a cylinder head 16 is attached to the upper part of the cylinder 12.
  • a combustion chamber is formed by the cylinder 12, the cylinder head 16, and the piston 13.
  • the crankshaft 15 is supported by the crankcase 11 in a rotatable manner.
  • a permanent magnet type motor generator 20 is attached to one end portion 15a of the crankshaft 15.
  • a transmission CVT is attached to the other end 15b of the crankshaft 15.
  • the transmission CVT can change the gear ratio, which is the ratio of the rotation speed of the output to the rotation speed of the input.
  • the transmission CVT can change the gear ratio corresponding to the rotation speed of the wheels with respect
  • the engine unit EU is provided with a fuel injection device 18.
  • the fuel injection device 18 supplies fuel to the combustion chamber by injecting fuel.
  • the fuel injection device 18 injects fuel into the air flowing through the intake passage Ip.
  • a mixture of air and fuel is supplied to the combustion chamber of the engine 10.
  • the engine unit EU is provided with an ignition device 19.
  • the ignition device 19 has a spark plug 19a and an ignition voltage generation circuit 19b.
  • the spark plug 19a is provided in the engine 10.
  • the spark plug 19a is electrically connected to the ignition voltage generation circuit 19b.
  • the fuel injection device 18 and the ignition device 19 are examples of the electric auxiliary machine L shown in FIG.
  • the fuel injection device 18 and the ignition device 19 are examples of auxiliary equipment for an engine.
  • the fuel injection device 18 and the ignition device 19 operate at an 18V system voltage.
  • the engine 10 is an internal combustion engine.
  • the engine 10 is supplied with fuel.
  • the engine 10 outputs power by a combustion operation that burns the air-fuel mixture. That is, the piston 13 reciprocates by burning the air-fuel mixture containing the fuel supplied to the combustion chamber.
  • the crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13.
  • the power is output to the outside of the engine 10 via the crankshaft 15.
  • the fuel injection device 18 adjusts the power output from the engine 10 by adjusting the amount of fuel to be supplied.
  • the fuel injection device 18 is controlled by the control device 60.
  • the fuel injection device 18 is controlled to supply an amount of fuel based on the amount of air supplied to the engine 10.
  • the igniter 19 ignites a gas in which fuel and air are mixed.
  • the fuel injection device 18 and the ignition device 19 are engine auxiliary machines that operate to cause the engine 10 to perform combustion.
  • the engine 10 outputs power via the crankshaft 15.
  • the power of the crankshaft 15 is transmitted to the wheels 3b via the transmission CVT and the clutch CL (see part (b) of FIG. 5).
  • the crankcase 11 is configured so that the inside is lubricated with lubricating oil (oil FIG. 5 part (b)).
  • the permanent magnet type motor generator 20 is provided at a position where it comes into contact with lubricating oil (oil).
  • the engine 10 has a high load region in which the load for rotating the crankshaft 15 is large and a low load region in which the load for rotating the crankshaft 15 is smaller than the load in the high load region during the four strokes.
  • the high load region means a region in which the load torque is higher than the average value of the load torque in one combustion cycle in one combustion cycle of the engine 10.
  • the low load region means a region in which the load torque is lower than the average value of the load torque in one combustion cycle in one combustion cycle of the engine 10. Looking at the rotation angle of the crankshaft 15 as a reference, the low load region is wider than the high load region. More specifically, the engine 10 rotates forward while repeating four strokes of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. The compression stroke has an overlap with the high load region.
  • the engine 10 is a single cylinder engine.
  • FIG. 7 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the permanent magnet type motor generator 20 shown in FIG.
  • the permanent magnet type motor generator 20 will be described with reference to FIGS. 6 and 7.
  • the permanent magnet type motor generator 20 has a rotor 30 and a stator 40.
  • the permanent magnet type motor generator 20 of this application example is a radial gap type.
  • the permanent magnet type motor generator 20 is an outer rotor type. That is, the rotor 30 is an outer rotor.
  • the stator 40 is an inner stator.
  • the rotor 30 has a rotor main body 31.
  • the rotor body 31 is made of, for example, a ferromagnetic material.
  • the rotor main body 31 has a bottomed tubular shape.
  • the rotor main body 31 has a tubular boss portion 32, a disk-shaped bottom wall portion 33, and a tubular back yoke portion 34.
  • the bottom wall portion 33 and the back yoke portion 34 are integrally formed.
  • the bottom wall portion 33 and the back yoke portion 34 may be configured separately.
  • the bottom wall portion 33 and the back yoke portion 34 are fixed to the crankshaft 15 via the tubular boss portion 32.
  • the rotor 30 is not provided with a winding to which a current is supplied.
  • the rotor 30 has a permanent magnet portion 37.
  • the rotor 30 has a plurality of magnetic pole portions 37a.
  • the plurality of magnetic pole portions 37a are formed by the permanent magnet portions 37.
  • the plurality of magnetic pole portions 37a are provided on the inner peripheral surface of the back yoke portion 34.
  • the permanent magnet portion 37 has a plurality of permanent magnets. That is, the rotor 30 has a plurality of permanent magnets.
  • the plurality of magnetic pole portions 37a are provided on each of the plurality of permanent magnets.
  • the permanent magnet portion 37 can also be formed by one annular permanent magnet. In this case, one permanent magnet is magnetized so that a plurality of magnetic pole portions 37a are lined up on the inner peripheral surface.
  • the plurality of magnetic pole portions 37a are provided so that the north pole and the south pole are alternately arranged in the circumferential direction of the permanent magnet type motor generator 20.
  • the number of magnetic poles of the rotor 30 facing the stator 40 is 24.
  • the number of magnetic poles of the rotor 30 means the number of magnetic poles facing the stator 40.
  • No magnetic material is provided between the magnetic pole portion 37a and the stator 40.
  • the magnetic pole portion 37a is provided outside the stator 40 in the radial direction of the permanent magnet type motor generator 20.
  • the back yoke portion 34 is provided outside the magnetic pole portion 37a in the radial direction.
  • the permanent magnet type motor generator 20 has more magnetic pole portions 37a than the number of tooth portions 45.
  • the rotor 30 may be of an embedded magnet type (IPM type) in which the magnetic pole portion 37a is embedded in a magnetic material, but as in this application example, the magnetic pole portion 37a is a surface magnet type exposed from the magnetic material. (SPM type) is preferable.
  • IPM type embedded magnet type
  • SPM type surface magnet type exposed from the magnetic material
  • the stator 40 has a stator core ST and a plurality of stator windings W.
  • the stator core ST has a plurality of teeth 45 provided at intervals in the circumferential direction.
  • the plurality of tooth portions 45 integrally extend radially outward from the stator core ST.
  • a total of 18 tooth portions 45 are provided at intervals in the circumferential direction.
  • the stator core ST has a total of 18 slots SL formed at intervals in the circumferential direction.
  • the tooth portions 45 are arranged at equal intervals in the circumferential direction.
  • the rotor 30 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 45.
  • the number of magnetic poles is 4/3 of the number of slots.
  • FIG. 7 shows a state in which the stator winding W is in the slot SL.
  • the permanent magnet type motor generator 20 is a three-phase generator.
  • Each of the stator windings W belongs to any of U phase, V phase, and W phase.
  • the stator windings W are arranged so as to be arranged in the order of, for example, U phase, V phase, and W phase.
  • the power storage device 4 When the engine 10 is operating while the saddle-mounted vehicle 1 is running, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20. When the power storage device 4 is fully charged, the electric power generated by the permanent magnet type motor generator 20 is consumed as heat by, for example, a short circuit of the windings, without being used for charging. Further, when the rotation speed of the crank shaft 15 becomes so large that the voltage output from the inverter 21 to the power storage device 4 cannot be suppressed to the rated value, the inverter 21 short-circuits the stator winding W of the permanent magnet type motor generator 20. The switching unit 211 is controlled so as to do so. The upper limit rotation speed of the crankshaft 15 capable of charging the power storage device 4 can be set to a high value.
  • Impedance is an element that hinders the current flowing through the stator winding W.
  • Impedance includes the product of rotational speed ⁇ and inductance.
  • the rotation speed ⁇ actually corresponds to the number of magnetic poles passing near the tooth portion in a unit time. That is, the rotation speed ⁇ is proportional to the ratio of the number of magnetic poles to the number of teeth in the generator and the rotation speed of the rotor.
  • the permanent magnet type motor generator 20 shown in FIG. 7 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 45. That is, the permanent magnet type motor generator 20 has a number of magnetic pole portions 37a that is larger than the number of slots SL. Therefore, the stator winding W has a large impedance. Therefore, the voltage applied to the power storage device 4 is reduced as compared with the case where the number of magnetic poles is smaller than the number of teeth, for example. Therefore, the upper limit rotation speed of the crankshaft 15 can be set to a higher value than in the case of, for example, 12V. Therefore, in order to increase the torque at the time of starting in the permanent magnet type motor generator 20, a thick winding having a small electric resistance can be adopted.
  • the temperature of the stator winding W does not become higher than or is unlikely to become higher than the temperature of the lubricating oil. Therefore, even if the permanent magnet type motor generator 20 is arranged so as to come into contact with the lubricating oil, it may be arranged. Evaporation of lubricating oil can be suppressed. Therefore, it is possible to suppress or avoid an increase in the size of the lubricating oil cooling mechanism.
  • the rotor 30 is provided with a plurality of detected portions 38 provided on the rotor at intervals in the circumferential direction.
  • a plurality of detected portions 38 are provided to detect the rotational position of the rotor 30.
  • the detected portion 38 can accurately detect the rotational positions of the rotor 30 and the crankshaft 15.
  • the detected portion 38 is provided on the outer surface of the rotor 30.
  • the plurality of detected portions 38 are detected by magnetic action.
  • the plurality of detected portions 38 are provided on the outer surface of the rotor 30 at intervals in the circumferential direction. In the present embodiment, the plurality of detected portions 38 are provided on the outer peripheral surface of the rotor 30 at intervals in the circumferential direction.
  • the rotor position detecting device 50 detects the position of the rotor 30.
  • the rotor position detecting device 50 is provided at a position facing the plurality of detected portions 38. That is, the rotor position detecting device 50 is arranged at a position where a plurality of detected portions 38 sequentially face the rotor position detecting device 50.
  • the rotor position detecting device 50 faces the path through which the detected unit 38 passes as the rotor 30 rotates.
  • the rotor position detecting device 50 is arranged at a position away from the stator 40.
  • the back yoke portion 34 and the permanent magnet portion 37 of the rotor 30 are positioned between the rotor position detecting device 50 and the stator 40 and the stator winding W in the radial direction of the crankshaft 15. It is arranged to do.
  • the rotor position detecting device 50 is arranged outside the rotor 30 in the radial direction of the starter motor SG, and faces the outer peripheral surface of the rotor 30.
  • the rotor position detecting device 50 has a winding for detection.
  • the detection winding 51 is a winding provided separately from the stator winding W of the stator 40.
  • the stator winding W is supplied with a current that drives the rotor 30 of the starter motor SG by electromagnetic force, whereas the detection winding 51 is not supplied with a current that drives the rotor 30 of the starter motor SG. Since the rotor position detecting device 50 electromagnetically detects the detected portion 38, the rotor position detecting device 50 has a higher degree of freedom in arrangement than, for example, a Hall IC.
  • the engine unit EU can be miniaturized.
  • FIG. 8 is a chart showing an outline of a voltage change during charging of a second application example having a second storage unit 42 of a different type.
  • a capacitor is assumed as the second power storage unit 42.
  • the first power storage unit 41 is the same battery as the example shown in FIG.
  • a capacitor is an element that stores electric charges such as ions by utilizing electrostatic force regardless of a chemical reaction. Therefore, the voltage of the capacitor is almost proportional to the amount of charge. For example, the voltage of the capacitor decreases as the capacitor discharges. Capacitor capacities generally have a smaller capacity than batteries of equal volume. Capacitors also have a higher maximum charging current than batteries of equal volume because they store charge regardless of chemical reaction. Therefore, the maximum charging rate of the capacitor is higher than that of the battery.
  • FIG. 8 shows an outline of a voltage change when charging is started from a state (time 0) in which the charging amount of the second storage unit 42, which is a capacitor, becomes almost 0% due to discharge.
  • the second voltage V2b of the second power storage unit 42 which has a charge amount of almost 0%, is almost 0V. Since the second power storage unit 42 has a large maximum charging rate, the second voltage V2b of the second power storage unit 42 rises rapidly. The second power storage unit 42 is charged more rapidly than the first power storage unit 41. When the second voltage V2b of the second power storage unit 42 reaches the upper limit voltage, the second voltage V2b is controlled to the upper limit voltage by the current maintenance circuit 43. In the example of FIG. 8, it is maintained at about 6V. The second power storage unit 42 is charged more rapidly until the second voltage V2b of the second power storage unit 42 reaches the upper limit voltage than after the second voltage V2b reaches the upper limit voltage.
  • Rapid charging is charging with a high charging speed, that is, a large amount of charge per unit time.
  • the second power storage unit 42 is charged at a charging speed higher than that in the period before the time t3 and in the period after the time t3.
  • the first power storage unit 41 is charged at a charging speed smaller than that after the time t3 in the period before the time t3.
  • the first power storage unit 41 is charged at a large charging speed by the current from the current maintenance circuit 43 in a period after the time t3.
  • the voltage VTb of the power storage device 4 is the sum of the first voltage V1b of the first power storage unit 41 and the second voltage V2b of the second power storage unit 42.
  • FIG. 9 is a diagram showing an example of variations of the power storage device 4 shown in FIG.
  • the power storage device 4 of the example shown in FIG. 9A includes a battery as the first power storage unit 41 and a battery as the second power storage unit 42.
  • the power storage device 4 is provided with a current maintenance circuit 43.
  • the maximum charge rate of the battery as the second power storage unit 42 is larger than twice the maximum charge rate of the battery as the first power storage unit 41.
  • the maximum rated voltage of the battery as the second power storage unit 42 is smaller than the maximum rated voltage of the battery as the first power storage unit 41.
  • the upper limit voltage of the battery as the second power storage unit 42 is smaller than the maximum rated voltage of the battery as the first power storage unit 41.
  • the upper limit voltage of the battery as the second power storage unit 42 is smaller than the nominal voltage of the battery as the first power storage unit 41.
  • the nominal voltage of the battery as the first power storage unit 41 is, for example, 12V.
  • the nominal voltage of the battery as the second power storage unit 42 is, for example, 6V.
  • the upper limit voltage of the battery as the second power storage unit 42 is, for example, 6V.
  • the specific combination of voltages of the first power storage unit 41 and the second power storage unit 42 is not particularly limited, and for example, a combination of 8V and 6V, for example, a combination of 10V and 8V, a combination of 11V and 8V, or 12V And 2.5V may be combined.
  • the power storage device 4 of the example shown in FIG. 9B includes a battery as the first power storage unit 41 and one capacitor as the second power storage unit 42.
  • the power storage device 4 is provided with a current maintenance circuit 43.
  • the maximum voltage applied to one capacitor as the second power storage unit 42 is the upper limit voltage set in the current maintenance circuit 43.
  • the upper limit voltage of the current maintenance circuit 43 is set according to the withstand voltage of the capacitor and the maximum rated voltage of the power storage device 4.
  • the upper limit voltage set in the current maintenance circuit 43 is, for example, 6V. However, the upper limit voltage is not particularly limited and may be 2.5V, 8V or 10V depending on the withstand voltage of the capacitor and the power storage device 4.
  • the power storage device 4 of the example shown in FIG. 9C includes a battery as the first power storage unit 41 and two capacitors as the second power storage unit 42.
  • a voltage larger than the withstand voltage of one capacitor can be set as the upper limit voltage of the current maintenance circuit 43.
  • the second storage unit 42 can input and output a voltage larger than the withstand voltage of one capacitor.
  • the power storage device 4 of the example shown in FIG. 9D includes a battery as the first power storage unit 41 and three capacitors as the second power storage unit 42.
  • the upper limit voltage of the current maintenance circuit 43 can be set to a voltage larger than twice the withstand voltage of one capacitor.
  • the second storage unit 42 can input and output a voltage larger than twice the withstand voltage of one capacitor.
  • the power storage device 4 of the example shown in FIG. 9 (E) further includes a parallel capacitor unit 44 as compared with the example shown in FIG. 9 (B).
  • the parallel capacitor unit 44 is connected in parallel with the first power storage unit 41.
  • the parallel capacitor unit 44 includes one capacitor. This configuration is suitable when the withstand voltage of one capacitor is larger than that of the battery as the first power storage unit 41.
  • Capacitors can generally supply power in a shorter period of time than batteries that discharge the same amount of power.
  • the internal resistance of a capacitor is generally smaller than the internal resistance of a battery.
  • the capacitor stores electric power (charge) substantially proportional to the voltage. Capacitors can generally discharge power proportional to voltage.
  • the voltage can be supplied from the first storage unit 41 to the parallel capacitor unit 44. That is, the parallel capacitor unit 44 can be charged with the electric power of the first power storage unit 41.
  • the parallel capacitor unit 44 can supply the electric power required for the start even in a situation where the first power storage unit 41 cannot independently supply the electric power required for the start.
  • a parallel capacitor unit 44 is added to the example shown in FIG. 9 (C).
  • the number of capacitors included in the first storage unit 41 and the number of capacitors included in the parallel capacitor unit 44 may be different.
  • the number of capacitors possessed by the first storage unit 41 and the number of capacitors possessed by the parallel capacitor unit 44 are selected according to the upper limit voltage of the current maintenance circuit 43 and the maximum rated voltage of the battery as the first storage unit 41. Is possible.
  • the parallel capacitor unit 44 includes four capacitors.
  • a parallel capacitor unit 44 is added to the example shown in FIG. 9 (D).
  • the parallel capacitor unit 44 includes three capacitors.
  • the parallel capacitor unit 44 may include six capacitors with respect to the power storage device 4 of the example shown in FIG. 7 (G). It is easy to maintain the balance between the maximum rated voltage of the capacitor constituting the first storage unit 41 and the capacitor constituting the parallel capacitor unit 44.
  • the first power storage unit 41 may include, for example, a set of two sets of capacitors connected in parallel to each other. The set of capacitors is composed of, for example, three capacitors connected in series. In this case, the capacity of the first power storage unit 41 increases.
  • the parallel capacitor unit 44 may further include six capacitors.
  • the capacitor included in the parallel capacitor section 44 and the capacitor included in the second storage section 42 are of the same type.
  • a capacitor having substantially the same maximum rated voltage and capacitance is a capacitor of the same type.
  • a capacitor having the same nominal value of voltage and capacitance is a capacitor of the same type.
  • the capacitor included in the parallel capacitor section 44 and the capacitor included in the second storage section 42 may be of different types.
  • FIG. 10 is a block diagram showing variations in the electrical configuration of the saddle-mounted vehicle shown in FIG.
  • the electric auxiliary machine L receives power supply from the first power storage unit 41 without receiving power supply from the second power storage unit 42.
  • the electric power stored in the first power storage unit 41 can be centrally supplied by driving the permanent magnet type motor generator 20.
  • the permanent magnet motor generator 20 can be driven for a longer period of time when the engine 10 is started.
  • a device having a rated voltage smaller than the maximum total voltage of the first power storage unit 41 and the second power storage unit 42 can be provided.
  • the main relay 75a in the example shown in FIG. 10 is a two-circuit type corresponding to both 18V system voltage and 12V system voltage.
  • the relay is not particularly limited, and may be, for example, two independent relays.
  • the electric auxiliary machine L not only the electric auxiliary machine L but also, for example, a part of the circuit of the control device 60 is supplied with power from the first power storage unit 41 without receiving the power supply from the second power storage unit 42 as in the electric auxiliary machine L. May be configured to receive.
  • the saddle-mounted vehicle may be provided with a starter motor different from the permanent magnet type motor generator 20. That is, the saddle-mounted vehicle may include a permanent magnet type motor generator 20 and a starter motor.
  • the starter motor is electrically provided at the position of the electric auxiliary machine L in the example of FIG.
  • the starter motor receives power from the first power storage unit 41 via a switch interlocking with the starter switch 6.
  • the permanent magnet type motor generator 20 assists the engine start by the starter motor. That is, at least a part of the period in which the starter motor receives electric power to drive the crankshaft 15 overlaps with at least a part of the period in which the permanent magnet type motor generator 20 receives electric power to drive the crankshaft 15. ..
  • the starter motor receives a voltage of, for example, 12 V from the first power storage unit 41.
  • the permanent magnet type motor generator 20 receives electric power from the first power storage unit 41 and the second power storage unit 42 connected in series. That is, the permanent magnet type motor generator 20 receives a voltage larger than, for example, 12V.
  • the power supply path of the starter motor in the variation of the saddle-type vehicle is not limited to the configuration described above.
  • the starter motor may receive electric power from the first power storage unit 41 and the second power storage unit 42 connected in series, similarly to the permanent magnet type motor generator 20.
  • the starter motor receives power from the first power storage unit 41, and then, When the voltage of the first power storage unit 41 is smaller than the reference, power may be supplied from the first power storage unit 41 and the second power storage unit 42 connected in series.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Eletrric Generators (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The purpose of the present invention is to provide a straddled vehicle that makes it possible to achieve a compact vehicle body while minimizing decreases in the performance of a permanent magnet-type motor generator provided to one end of a crankshaft. This straddled vehicle is provided with wheels, an engine, a permanent magnet-type motor generator, a first power storage unit, a second power storage unit, an inverter, and a current maintenance circuit. The first power storage unit is a battery having a maximum rated voltage of at least 12V. The second power storage unit is normally connected in series with the first power storage unit and has a maximum charging rate greater than two times the maximum charging rate of the first power storage unit. When starting or assisting the engine, the current maintenance circuit causes current to be output via the inverter from the first power storage unit and the second power storage unit connected in series to the permanent magnet-type motor generator and, during charging, maintains a state in which the second power storage unit is not electrically disconnected and charging current flows to the first power storage unit such that the voltage applied to the second power storage unit does not surpass an upper limit voltage set therein.

Description

ストラドルドビークルStraddle vehicle
　本発明は、鞍乗型車両に関する。 The present invention relates to a saddle-mounted vehicle.
　例えば、特許文献１には、鞍乗型車両が示されている。特許文献１の鞍乗型車両は、ハイブリッド車両である。特許文献１の鞍乗型車両は、エンジンと、ＡＣＧスタータ（alternating　current　generator　starter）と、第１バッテリと、第２バッテリとを備える。
　ＡＣＧスタータは永久磁石式発電機である。ＡＣＧスタータは、エンジンのクランク軸の一端部に設けられている。エンジンは、ＡＣＧスタータの駆動により始動する。第１バッテリは、ＡＣＧスタータに電力を供給する４８Ｖ系のバッテリである。第２バッテリは、複数の補機に電力を供給する低電圧１２Ｖ系のバッテリである。ＡＣＧスタータは発電機として機能する。第１バッテリが充電される。また、第１バッテリの電圧に起因する電荷がコンデンサに蓄積される。この電荷は、コンバータを介して第２バッテリに充電される。
　特許文献１の鞍乗型車両の第１バッテリは、ＡＣＧスタータに電力を供給することによりエンジンを始動させる。第１バッテリの残容量が設定値未満である場合、第２バッテリから供給される電力によりＡＣＧスタータが駆動される。 For example, Patent Document 1 discloses a saddle-mounted vehicle. The saddle-mounted vehicle of Patent Document 1 is a hybrid vehicle. The saddle-mounted vehicle of Patent Document 1 includes an engine, an ACG starter (alternating current generator starter), a first battery, and a second battery.
The ACG starter is a permanent magnet generator. The ACG starter is provided at one end of the crankshaft of the engine. The engine is started by driving the ACG starter. The first battery is a 48V battery that supplies power to the ACG starter. The second battery is a low-voltage 12V battery that supplies electric power to a plurality of auxiliary machines. The ACG starter functions as a generator. The first battery is charged. In addition, the electric charge caused by the voltage of the first battery is accumulated in the capacitor. This charge is charged to the second battery via the converter.
The first battery of the saddle-mounted vehicle of Patent Document 1 starts the engine by supplying electric power to the ACG starter. When the remaining capacity of the first battery is less than the set value, the ACG starter is driven by the electric power supplied from the second battery.
国際公開第２０１８／１８０６５０号International Publication No. 2018/180650
　鞍乗型車両は、走行時に運転者の体重移動によって車両の姿勢が制御されるように構成されている。そのため、操作性及び走行性能の観点から、鞍乗型車両は、車体をコンパクトにすることが求められている。
　鞍乗型車両は、エンジン始動性能の低下を抑えつつ車体をコンパクトにすることが求められている。
　例えば、特許文献１に示すように鞍乗型車両のＡＣＧスタータは、ギア又はベルトプーリといった減速装置を介することなくクランク軸に接続される。このため、エンジンとＡＣＧスタータを含むユニットの構造が簡潔であり、鞍乗型車両の車体のコンパクト化が図られている。 The saddle-mounted vehicle is configured so that the posture of the vehicle is controlled by the weight shift of the driver during traveling. Therefore, from the viewpoint of operability and running performance, the saddle-mounted vehicle is required to have a compact body.
Saddle-mounted vehicles are required to have a compact body while suppressing deterioration of engine starting performance.
For example, as shown in Patent Document 1, the ACG starter of a saddle-mounted vehicle is connected to the crankshaft without a reduction device such as a gear or a belt pulley. Therefore, the structure of the unit including the engine and the ACG starter is simple, and the body of the saddle-mounted vehicle is made compact.
　減速機を介さずクランク軸に設けられたＡＣＧスタータは、減速装置を介してクランク軸に接続される場合と比べて、エンジン始動性能を発揮してクランク軸を駆動する場合に大きなトルクの出力を求められる。
　鞍乗型車両は、エンジン始動又はアシスト性能の低下を抑えつつ車体をコンパクトにすることが求められている。 The ACG starter provided on the crankshaft without a reduction gear outputs a large torque when driving the crankshaft by demonstrating engine starting performance compared to the case where it is connected to the crankshaft via a reduction gear. Desired.
Saddle-mounted vehicles are required to have a compact body while suppressing deterioration of engine starting or assist performance.
　本発明の目的は、クランク軸に減速機を介さずに設けられた永久磁石式発電機によるエンジン始動又はアシスト性能の低下を抑えつつ車体をコンパクトにできる鞍乗型車両を提供することである。 An object of the present invention is to provide a saddle-type vehicle capable of making the vehicle body compact while suppressing deterioration of engine starting or assist performance by a permanent magnet type generator provided on the crankshaft without using a speed reducer.
　特許文献１の鞍乗型車両によれば、例えば第１バッテリはエンジン始動のため４８Ｖを出力する。なお、第１バッテリの残容量が設定値未満である場合、電源が第１バッテリから１２Ｖ系の第２バッテリに切り替わる。エンジン始動のため４８Ｖを出力する第１バッテリは、１２Ｖ系のバッテリよりも多いセルを内蔵するため、一般的に１２Ｖを出力するバッテリと比べて大型である。この結果、特許文献１に示すような鞍乗型車両は、減速装置を介することなくクランク軸に接続されるＡＣＧスタータを備えるにも拘わらず、却って大型化する。つまり、車体をコンパクトにできない。 According to the saddle-mounted vehicle of Patent Document 1, for example, the first battery outputs 48V for starting the engine. If the remaining capacity of the first battery is less than the set value, the power supply is switched from the first battery to the second battery of the 12V system. Since the first battery that outputs 48V for starting the engine contains more cells than the 12V type battery, it is generally larger than the battery that outputs 12V. As a result, the saddle-mounted vehicle as shown in Patent Document 1 is rather large in size even though it is provided with an ACG starter connected to the crankshaft without using a speed reducing device. That is, the vehicle body cannot be made compact.
　本発明者は、２種類の蓄電部を有効活用する方法を考えた。
　本発明者は、１２Ｖ以上の最大定格電圧を有し電力を蓄える第１蓄電部に加え、第１蓄電部と常時直列接続される第２蓄電部について検討した。第２蓄電部が、第１蓄電部の最大充電レートより大きい最大充電レートを有するように設定した。本発明者は、更に、第２蓄電部に掛かる電圧が第２蓄電部の上限電圧を超えないように電圧降下を生じる第１蓄電部へ充電電流が流れる状態を維持する電流維持回路の追加を検討した。
　これによって、第１蓄電部を充電する間、第２蓄電部を電気的に切断することなく、第２蓄電部に掛かる電圧が第２蓄電部に設定された上限電圧を超えないように第１蓄電部へ充電電流が流れる状態を維持することができる。 The present inventor has considered a method for effectively utilizing two types of power storage units.
The present inventor has studied a second power storage unit that has a maximum rated voltage of 12 V or more and stores electric power, and a second power storage unit that is always connected in series with the first power storage unit. The second power storage unit is set to have a maximum charge rate higher than the maximum charge rate of the first power storage unit. The present inventor further adds a current maintenance circuit that maintains a state in which a charging current flows to a first storage unit that causes a voltage drop so that the voltage applied to the second storage unit does not exceed the upper limit voltage of the second storage unit. investigated.
As a result, while charging the first power storage unit, the voltage applied to the second power storage unit does not exceed the upper limit voltage set in the second power storage unit without electrically disconnecting the second power storage unit. It is possible to maintain a state in which the charging current flows to the power storage unit.
　また、特表２０１４－５１０６５７号公報には、自動車に備えられた第１の電圧供給ユニットと蓄電ユニットとが示されている。この公報によれば、スイッチの状態によって蓄電ユニットが切り離されるため、発電の最大電圧が第１の電圧供給ユニットに直接に印加される場合がある。特表２０１４－５１０６５７号公報に示すような自動車には、一般的に界磁電流で出力を調整可能なオルタネータが搭載される。
　これに対し、鞍乗型車両は、永久磁石式モータジェネレータを備えることによって、搭載される発電手段をコンパクト化できる。しかし、永久磁石式モータジェネレータは、オルタネータとは異なり、界磁電流による発電電力の調節ができない。
　しかし、電流維持回路が第２蓄電部を電気的に切断することなく電圧降下を生じる構成とすることによって、第１蓄電部に印加される残りの電圧が第１蓄電部の充電に適するように抑制できる。 Further, Japanese Patent Application Laid-Open No. 2014-510657 shows a first voltage supply unit and a power storage unit provided in an automobile. According to this publication, since the power storage unit is disconnected depending on the state of the switch, the maximum voltage for power generation may be directly applied to the first voltage supply unit. An automobile as shown in Japanese Patent Application Laid-Open No. 2014-510657 is generally equipped with an alternator whose output can be adjusted by a field current.
On the other hand, the saddle-mounted vehicle can be equipped with a permanent magnet type motor generator to make the power generation means mounted on the vehicle compact. However, unlike the alternator, the permanent magnet type motor generator cannot adjust the generated power by the field current.
However, by configuring the current maintenance circuit to generate a voltage drop without electrically disconnecting the second storage unit, the remaining voltage applied to the first storage unit is suitable for charging the first storage unit. Can be suppressed.
　蓄電装置が、１２Ｖ以上の最大定格電圧を有する第１蓄電部と第２蓄電部とを備え、第１蓄電部と第２蓄電部とが常時直列接続されることによって、蓄電装置が放電する時に、１２Ｖよりも大きな電圧を出力することができる。これにより、エンジンの始動又はアシスト時に、永久磁石式モータジェネレータ及びインバータを１２Ｖよりも大きな電圧で駆動することができる。第２蓄電部の組合せによって、１２Ｖよりも大きな電圧を出力することが容易である。
　しかも、第１蓄電部に組合せられる第２蓄電部の種類及び構成、及び、電流維持回路の電圧を調整することによって、蓄電装置が放電する場合の電圧を、永久磁石式モータジェネレータの能力及び要求出力に容易に適合することができる。つまり、蓄電装置の出力電圧として、第１蓄電部の電圧より大きな電圧を容易に設定することができる。 When the power storage device is provided with a first power storage unit and a second power storage unit having a maximum rated voltage of 12 V or more, and the first power storage unit and the second power storage unit are always connected in series, the power storage device is discharged. , A voltage larger than 12V can be output. As a result, the permanent magnet type motor generator and the inverter can be driven by a voltage larger than 12V when the engine is started or assisted. By combining the second power storage unit, it is easy to output a voltage larger than 12V.
Moreover, by adjusting the type and configuration of the second power storage unit combined with the first power storage unit and the voltage of the current maintenance circuit, the voltage when the power storage device is discharged can be determined by the capacity and requirement of the permanent magnet type motor generator. It can be easily adapted to the output. That is, as the output voltage of the power storage device, a voltage larger than the voltage of the first power storage unit can be easily set.
　第２蓄電部の最大充電レートは、第１蓄電部の最大充電レートの２倍より大きく設定される。このため、蓄電装置の充電時に第２蓄電部を流れる電流が第１蓄電部も流れる場合、第２蓄電部の満充電に対する充電率は、第１蓄電部における充電率よりも高くなりやすい。つまり、例えば、第２蓄電部は、第１蓄電部よりも短い期間で充電される。このため、蓄電装置が放電した後で充電されている途中でも、蓄電装置が１２Ｖよりも大きな電圧を出力でき、しかも、充電開始後に短時間で大きな電圧を出力可能な状態に回復できる。 The maximum charge rate of the second power storage unit is set to be larger than twice the maximum charge rate of the first power storage unit. Therefore, when the current flowing through the second power storage unit also flows when charging the power storage device, the charge rate for the full charge of the second power storage unit tends to be higher than the charge rate in the first power storage unit. That is, for example, the second power storage unit is charged in a shorter period of time than the first power storage unit. Therefore, even while the power storage device is being charged after being discharged, the power storage device can output a voltage larger than 12 V, and can be restored to a state in which a large voltage can be output in a short time after the start of charging.
　このため、エンジンの始動又はアシスト時に、永久磁石式モータジェネレータを１２Ｖよりも大きな電圧で駆動することができる。 Therefore, the permanent magnet type motor generator can be driven with a voltage larger than 12V when the engine is started or assisted.
　例えば、特表２０１４－５１０６５７号公報における第１の電圧供給ユニットと蓄電ユニットは、直列接続されている。直列接続された第１の電圧供給ユニットと蓄電ユニットの双方からの電圧は、印加電圧に安定化を求める電装品に供給される。エンジンの始動又はアシスト時、始動モータである第１の電気機械には、第１の電圧供給ユニットと蓄電ユニットのうち、第１の電圧供給ユニットのみから電力が供給される。第１の電圧供給ユニットは、１２Ｖのバッテリである。このため、始動モータに供給される最大の電圧は１２Ｖに制約される。 For example, the first voltage supply unit and the power storage unit in Japanese Patent Application Laid-Open No. 2014-510657 are connected in series. The voltage from both the first voltage supply unit and the power storage unit connected in series is supplied to the electrical component that requires stabilization of the applied voltage. When the engine is started or assisted, electric power is supplied to the first electric machine, which is the starting motor, only from the first voltage supply unit among the first voltage supply unit and the power storage unit. The first voltage supply unit is a 12V battery. Therefore, the maximum voltage supplied to the starting motor is limited to 12V.
　これに対し、始動モータが、直列接続された第１蓄電部及び第２蓄電部から電力の供給を受ける場合には、１２Ｖ以下の場合と比べて、始動モータが大きいトルクを出力できる。また、始動モータが、より高い回転速度まで、クランク軸を駆動することができる。従って、鞍乗型車両の始動性能又はアシスト性能を向上できる。 On the other hand, when the starting motor receives power from the first storage unit and the second storage unit connected in series, the starting motor can output a larger torque than in the case of 12V or less. Also, the starting motor can drive the crankshaft up to higher rotational speeds. Therefore, the starting performance or assist performance of the saddle-mounted vehicle can be improved.
　蓄電装置は、第１蓄電部と第２蓄電部の組合せにより１２Ｖよりも大きな電圧を出力することができる。このため、第１蓄電部も第２蓄電部も、単独で、１２Ｖよりも大きな電圧を出力する必要はない。従って、１２Ｖよりも大きな電圧で永久磁石式モータジェネレータを駆動する構成において、例えば、特許文献１のように第１蓄電部又は第２蓄電部の少なくとも一方が１２Ｖよりも大きな電圧に対応する場合と比べ、蓄電装置の容積を小型化することができる。 The power storage device can output a voltage larger than 12V by the combination of the first power storage unit and the second power storage unit. Therefore, neither the first power storage unit nor the second power storage unit need to output a voltage larger than 12V by itself. Therefore, in a configuration in which the permanent magnet type motor generator is driven by a voltage larger than 12V, for example, as in Patent Document 1, at least one of the first storage unit and the second storage unit corresponds to a voltage larger than 12V. In comparison, the volume of the power storage device can be reduced.
　また、蓄電装置が放電する場合及び充電する場合の双方で、蓄電装置と永久磁石式モータジェネレータとの間の電圧が、１２Ｖよりも大きい。このため、電力を伝送する場合に、蓄電装置と永久磁石式モータジェネレータとの間で流れる電流を低減できる。従って、電流による損失を低減できる。また、上述したように第２蓄電部は、第１蓄電部よりも短い期間で充電される。また、第１蓄電部はバッテリであるので、放電による電圧の低下量が、第２蓄電部と比べて小さい。即ち、放電による第１蓄電部の電圧の低下は抑制される。このため、蓄電装置が放電した状態から充電開始後に短時間で、蓄電装置は、第１蓄電部の電圧に第２蓄電部の電圧が加えられた大きな電圧を出力できる。 Further, the voltage between the power storage device and the permanent magnet type motor generator is larger than 12V both when the power storage device is discharged and when it is charged. Therefore, when transmitting electric power, the current flowing between the power storage device and the permanent magnet type motor generator can be reduced. Therefore, the loss due to the current can be reduced. Further, as described above, the second power storage unit is charged in a shorter period of time than the first power storage unit. Further, since the first power storage unit is a battery, the amount of voltage drop due to discharge is smaller than that of the second power storage unit. That is, the voltage drop of the first power storage unit due to the discharge is suppressed. Therefore, the power storage device can output a large voltage obtained by adding the voltage of the second power storage unit to the voltage of the first power storage unit in a short time after the start of charging from the state in which the power storage device is discharged.
　蓄電装置が大きな電圧を出力できるため、ある損失の許容範囲に対し、蓄電装置－インバータ永久磁石式モータジェネレータの配線距離を長く設定することができる。この結果、蓄電装置及びインバータの車体におけるレイアウト自由度が高まるので、蓄電装置及びインバータを配置する場合に生じる空間の無駄が抑えられるように蓄電装置及びインバータの配置位置を調整することができる。従って、車体をコンパクトにすることができる。 Since the power storage device can output a large voltage, the wiring distance between the power storage device and the inverter permanent magnet type motor generator can be set long for a certain loss tolerance. As a result, the degree of freedom in layout of the power storage device and the inverter in the vehicle body is increased, so that the arrangement position of the power storage device and the inverter can be adjusted so as to suppress the waste of space generated when the power storage device and the inverter are arranged. Therefore, the vehicle body can be made compact.
　以上の知見に基づいて完成した本発明の各観点による鞍乗型車両は、次の構成を備える。 The saddle-type vehicle according to each viewpoint of the present invention completed based on the above findings has the following configurations.
　（１）　鞍乗型車両であって、
　前記鞍乗型車両は、
　車輪と、
　クランク軸を有し、燃焼動作によって生じた前記車輪を駆動するためのトルクを前記クランク軸から出力するエンジンと、
　前記クランク軸の一端部に設けられ、永久磁石を有し、前記クランク軸を回転させることにより前記エンジンを始動又はアシストするとともに、前記エンジンに駆動されることにより発電する永久磁石式モータジェネレータと、
　１２Ｖ以上の最大定格電圧を有し電力を蓄えるバッテリである第１蓄電部と、
　前記永久磁石式モータジェネレータに対して前記第１蓄電部と常時直列接続され、前記第１蓄電部の最大充電レートの２倍より大きい最大充電レートを有する第２蓄電部と、
　前記第１蓄電部に常時直列接続された前記第２蓄電部と前記永久磁石式モータジェネレータとに電気的に接続され、前記永久磁石式モータジェネレータから出力される電流を制御する複数のスイッチング部を備えたインバータと、
　前記エンジンの始動又はアシスト時に、直列接続された前記第１蓄電部及び前記第２蓄電部から前記インバータを介して、前記クランク軸の一端部に減速機を介さずに設けられた前記永久磁石式モータジェネレータへ電流を出力させるとともに、前記永久磁石式モータジェネレータが発電することにより前記インバータが少なくとも前記第１蓄電部を充電する間、前記第２蓄電部を電気的に切断することなく、前記第２蓄電部に掛かる電圧が前記第２蓄電部に設定された上限電圧を超えないように前記第１蓄電部へ充電電流が流れる状態を維持する電流維持回路と、
を備える。 (1) It is a saddle-mounted vehicle.
The saddle-mounted vehicle is
With wheels
An engine that has a crankshaft and outputs torque for driving the wheels generated by combustion operation from the crankshaft.
A permanent magnet type motor generator provided at one end of the crankshaft, having a permanent magnet, starting or assisting the engine by rotating the crankshaft, and generating electricity by being driven by the engine.
The first power storage unit, which is a battery that has a maximum rated voltage of 12 V or more and stores electric power,
A second storage unit that is always connected in series with the first storage unit to the permanent magnet type motor generator and has a maximum charging rate that is greater than twice the maximum charging rate of the first storage unit.
A plurality of switching units that are electrically connected to the second storage unit and the permanent magnet type motor generator, which are always connected in series to the first storage unit, and control the current output from the permanent magnet type motor generator. With an inverter
When the engine is started or assisted, the permanent magnet type is provided at one end of the crank shaft via the inverter from the first power storage unit and the second power storage unit connected in series without using a speed reducer. While the inverter charges at least the first power storage unit by outputting a current to the motor generator and generating electricity from the permanent magnet type motor generator, the second power storage unit is not electrically cut off. 2. A current maintenance circuit that maintains a state in which a charging current flows through the first power storage unit so that the voltage applied to the power storage unit does not exceed the upper limit voltage set in the second power storage unit.
To be equipped.
　上記構成における鞍乗型車両では、１２Ｖ以上の最大定格電圧を有する第１蓄電部と第２蓄電部とが常時直列接続されることによって、蓄電装置が放電する場合、１２Ｖよりも大きな電圧を出力することができる。なお、蓄電装置は、第１蓄電部と第２蓄電部とを備える。これにより、エンジンの始動又はアシスト時に、永久磁石式モータジェネレータ及びインバータを１２Ｖよりも大きな電圧で駆動することができる。第２蓄電部の組合せによって、１２Ｖよりも大きな電圧を出力することが容易である。
　しかも、第１蓄電部に組合せられる第２蓄電部の種類及び構成を調整することによって、蓄電装置が放電する場合の電圧を、永久磁石式モータジェネレータの能力及び要求出力に容易に適合することができる。
　第２蓄電部の最大充電レートは、第１蓄電部の最大充電レートの２倍より大きく設定される。このため、蓄電装置の充電時に第２蓄電部を流れる電流が、第２蓄電部と直列接続の関係にある第１蓄電部にも流れる場合、第２蓄電部の満充電に対する充電率は、第１蓄電部における充電率よりも高くなりやすい。つまり、例えば、第２蓄電部は、第１蓄電部よりも短い期間で充電される。このため、蓄電装置が一旦放電した後で充電されている途中で放電する場合でも、蓄電装置が１２Ｖよりも大きな電圧を出力できる。
　第２蓄電部は、第１蓄電部よりも短い期間で充電状態の変化が進む。電流維持回路は、第２蓄電部が第２蓄電部の上限電圧を超えないように、電圧降下を生じる。上記構成における鞍乗型車両では、電流維持回路によって、第２蓄電部が第２蓄電部の上限電圧を超えないように第１蓄電部へ充電電流が流れる状態が維持される。従って、例えば第２蓄電部の充電終了後も第１蓄電部への充電状態が継続できる。 In the saddle-mounted vehicle in the above configuration, the first power storage unit and the second power storage unit having a maximum rated voltage of 12 V or more are always connected in series, so that when the power storage device discharges, a voltage larger than 12 V is output. can do. The power storage device includes a first power storage unit and a second power storage unit. As a result, the permanent magnet type motor generator and the inverter can be driven by a voltage larger than 12V when the engine is started or assisted. By combining the second power storage unit, it is easy to output a voltage larger than 12V.
Moreover, by adjusting the type and configuration of the second power storage unit combined with the first power storage unit, the voltage when the power storage device discharges can be easily matched to the capacity and required output of the permanent magnet type motor generator. it can.
The maximum charging rate of the second power storage unit is set to be larger than twice the maximum charging rate of the first power storage unit. Therefore, when the current flowing through the second power storage unit during charging of the power storage device also flows to the first power storage unit which is connected in series with the second power storage unit, the charge rate for the full charge of the second power storage unit is the second. It tends to be higher than the charge rate in one power storage unit. That is, for example, the second power storage unit is charged in a shorter period of time than the first power storage unit. Therefore, even when the power storage device is discharged once and then discharged in the middle of being charged, the power storage device can output a voltage larger than 12V.
The state of charge of the second power storage unit changes in a shorter period of time than that of the first power storage unit. The current maintenance circuit causes a voltage drop so that the second power storage unit does not exceed the upper limit voltage of the second power storage unit. In the saddle-mounted vehicle having the above configuration, the current maintenance circuit maintains a state in which the charging current flows to the first power storage unit so that the second power storage unit does not exceed the upper limit voltage of the second power storage unit. Therefore, for example, the charging state of the first power storage unit can be continued even after the charging of the second power storage unit is completed.
　また、上記構成における鞍乗型車両では、エンジンの始動又はアシスト時に、永久磁石式モータジェネレータを１２Ｖよりも大きな電圧で駆動することができるので、１２Ｖ以下の場合と比べて、永久磁石式モータジェネレータが大きいトルクを出力できる。また、永久磁石式モータジェネレータが、より高い回転速度まで、クランク軸を駆動することができる。従って、クランク軸の一端部に設けられた永久磁石式発電機を有する鞍乗型車両において、性能の低下を抑えることができる。 Further, in the saddle-mounted vehicle in the above configuration, the permanent magnet type motor generator can be driven by a voltage larger than 12V at the time of starting or assisting the engine, so that the permanent magnet type motor generator is compared with the case of 12V or less. Can output a large torque. Also, a permanent magnet motor generator can drive the crankshaft up to higher rotational speeds. Therefore, in a saddle-type vehicle having a permanent magnet type generator provided at one end of the crankshaft, deterioration of performance can be suppressed.
　蓄電装置は、第１蓄電部と第２蓄電部の組合せにより１２Ｖよりも大きな電圧を出力することができる。このため、第１蓄電部も第２蓄電部も、１２Ｖよりも大きな電圧を出力する必要はない。従って、１２Ｖよりも大きな電圧で永久磁石式モータジェネレータを駆動する構成において、例えば、特許文献１のように第１蓄電部又は第２蓄電部の少なくとも一方が１２Ｖよりも大きな電圧に対応する場合と比べ、蓄電装置の容積を小型化することができる。 The power storage device can output a voltage larger than 12V by the combination of the first power storage unit and the second power storage unit. Therefore, neither the first power storage unit nor the second power storage unit need to output a voltage larger than 12V. Therefore, in a configuration in which the permanent magnet type motor generator is driven by a voltage larger than 12V, for example, as in Patent Document 1, at least one of the first storage unit and the second storage unit corresponds to a voltage larger than 12V. In comparison, the volume of the power storage device can be reduced.
　また、蓄電装置が放電する場合及び充電する場合の双方で、蓄電装置と永久磁石式モータジェネレータとの間の電圧が、１２Ｖよりも大きい。このため、電力を伝送する場合に、蓄電装置と永久磁石式モータジェネレータとの間で流れる電流を低減できる。従って、電流による損失を低減できる。このため、ある損失の許容範囲に対し、蓄電装置－インバータ永久磁石式モータジェネレータの配線距離を長くすることができる。この結果、蓄電装置及びインバータの車体におけるレイアウト自由度が高まるので、蓄電装置及びインバータを配置する場合に生じる空間の無駄が抑えられるように蓄電装置及びインバータの配置位置を調整することができる。従って、車体をコンパクトにすることができる。
　このように、上記構成における鞍乗型車両によれば、クランク軸の一端部に設けられた永久磁石式発電機を有する鞍乗型車両において、エンジン始動又はアシスト性能の低下を抑えつつ車体をコンパクトにすることができる。 Further, the voltage between the power storage device and the permanent magnet type motor generator is larger than 12V both when the power storage device is discharged and when the power storage device is charged. Therefore, when transmitting electric power, the current flowing between the power storage device and the permanent magnet type motor generator can be reduced. Therefore, the loss due to the current can be reduced. Therefore, the wiring distance between the power storage device and the inverter permanent magnet type motor generator can be increased with respect to a certain loss tolerance range. As a result, the degree of freedom in layout of the power storage device and the inverter in the vehicle body is increased, so that the arrangement position of the power storage device and the inverter can be adjusted so as to suppress the waste of space generated when the power storage device and the inverter are arranged. Therefore, the vehicle body can be made compact.
As described above, according to the saddle-type vehicle in the above configuration, in the saddle-type vehicle having a permanent magnet generator provided at one end of the crankshaft, the vehicle body is made compact while suppressing deterioration of engine start or assist performance. Can be.
　（２）　（１）の鞍乗型車両であって、前記第２蓄電部の上限電圧は、前記第１蓄電部の最大定格電圧よりも低い。 (2) In the saddle-mounted vehicle of (1), the upper limit voltage of the second power storage unit is lower than the maximum rated voltage of the first power storage unit.
　上記構成における鞍乗型車両によれば、蓄電装置の充電時、第２蓄電部は、第１蓄電部よりも短い期間で充電されやすい。このため、１２Ｖ以上の電圧を出力する第１蓄電部の充電期間よりも短い充電期間で第２蓄電部が充電される。従って、短い充電期間の後でも、第２蓄電部の活用が可能となる。 According to the saddle-mounted vehicle in the above configuration, when charging the power storage device, the second power storage unit is likely to be charged in a shorter period of time than the first power storage unit. Therefore, the second power storage unit is charged in a charging period shorter than the charging period of the first power storage unit that outputs a voltage of 12 V or more. Therefore, the second power storage unit can be utilized even after a short charging period.
　（３）　（１）又は（２）の鞍乗型車両であって、
　前記インバータが少なくとも前記第１蓄電部を充電する間、前記第２蓄電部に掛かる前記電圧である第２電圧が、前記第１蓄電部に掛かる第１電圧よりも低い。 (3) The saddle-type vehicle of (1) or (2).
While the inverter charges at least the first power storage unit, the second voltage, which is the voltage applied to the second power storage unit, is lower than the first voltage applied to the first power storage unit.
　上記構成における鞍乗型車両によれば、第２電圧が第１電圧よりも低い。このため、蓄電装置及びインバータから電圧の供給を受けて動作する電動補機の種類の変更なしに、蓄電装置の電圧を調整することができる。 According to the saddle-mounted vehicle in the above configuration, the second voltage is lower than the first voltage. Therefore, the voltage of the power storage device can be adjusted without changing the type of the electric auxiliary machine that operates by receiving the voltage supply from the power storage device and the inverter.
　（４）　（１）～（３）いずれか１の鞍乗型車両であって、
　前記鞍乗型車両は、バッテリである前記第１蓄電部と並列接続されたキャパシタを備える。 (4) A saddle-mounted vehicle of any one of (1) to (3).
The saddle-mounted vehicle includes a capacitor connected in parallel with the first power storage unit, which is a battery.
　上記構成における鞍乗型車両の第１蓄電部は、例えば劣化により充電容量が低下した場合でも最大定格電圧の低下が抑えられるので、最大定格電圧でキャパシタを充電することができる。このため、エンジンの始動又はアシスト時に、キャパシタに充電された電荷も合わせて、永久磁石式モータジェネレータに電力を出力することができる。 The first power storage unit of the saddle-mounted vehicle in the above configuration can charge the capacitor at the maximum rated voltage because the decrease in the maximum rated voltage is suppressed even when the charging capacity decreases due to deterioration, for example. Therefore, when the engine is started or assisted, electric power can be output to the permanent magnet type motor generator together with the electric charge charged in the capacitor.
　（５）　（１）～（４）いずれか１の鞍乗型車両であって、
　永久磁石式モータジェネレータは、前記永久磁石で構成された複数の磁極部を有するロータと、
複数のスロットが前記永久磁石式モータジェネレータの周方向に間隔を空けて形成されたステータコア及び前記スロットを通るように設けられた巻線を有するステータと、を備え、
前記磁極部の数は前記複数のティースの数より多い。 (5) A saddle-mounted vehicle of any one of (1) to (4).
The permanent magnet type motor generator includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet motor generator and a stator having windings provided so as to pass through the slots are provided.
The number of magnetic poles is larger than the number of the plurality of teeth.
　上記構成における鞍乗型車両によれば、磁極部の数が複数のティースの数より少ない場合と比べてロータの回転速度に対する角速度が大きい。
　角速度は、磁極の繰返し周期を基準とした電気角についての角速度である。角速度が大きいと、巻線のインダクタンスが大きい。また、角速度は、ロータの回転速度の増大に伴い更に増大する。巻線のインダクタンスは、巻線を流れる電流を妨げる。このため、誘導起電圧は、ロータの回転速度の増大に伴い増大するが、大きな巻線のインダクタンスによって、発電機から出力される過度の電流の増大が抑えられる。
　このため、上記構成における鞍乗型車両によれば、磁極部の数が複数のティースの数より少ない場合と比べて、さらに高いクランク軸の回転速度まで蓄電装置を充電することができる。従って、電力の無駄な消費を抑えることができる。 According to the saddle-mounted vehicle in the above configuration, the angular velocity with respect to the rotational speed of the rotor is larger than that in the case where the number of magnetic poles is smaller than the number of the plurality of teeth.
The angular velocity is the angular velocity with respect to the electric angle based on the repetition period of the magnetic poles. When the angular velocity is large, the inductance of the winding is large. Further, the angular velocity further increases as the rotation speed of the rotor increases. The inductance of the winding interferes with the current flowing through the winding. Therefore, the induced electromotive voltage increases as the rotation speed of the rotor increases, but the large winding inductance suppresses an excessive increase in the current output from the generator.
Therefore, according to the saddle-mounted vehicle in the above configuration, the power storage device can be charged to a higher rotation speed of the crankshaft than in the case where the number of magnetic poles is smaller than the number of the plurality of teeth. Therefore, wasteful consumption of electric power can be suppressed.
　（６）　（１）～（４）いずれか１の鞍乗型車両であって、
　永久磁石式発電機は、前記永久磁石で構成された複数の磁極部を有し、クランク軸の一端部に減速機を介さずに接続されたロータと、
複数のスロットが前記永久磁石式発電機の周方向に間隔を空けて形成されたステータコア及び前記スロットを通るように設けられたステータ巻線を有するステータと、
周方向に間隔を空けて前記ロータに設けられる複数の被検出部と、
複数の前記被検出部と対向する位置に設けられ、前記ステータ巻線とは別に設けられた検出用巻線を有するロータ位置検出装置と、
を備える。 (6) A saddle-mounted vehicle of any one of (1) to (4).
The permanent magnet type generator has a plurality of magnetic pole portions composed of the permanent magnets, and is connected to one end of a crankshaft without a reduction gear.
A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and a stator having a stator winding provided so as to pass through the slots.
A plurality of detected portions provided on the rotor at intervals in the circumferential direction, and
A rotor position detection device provided at a position facing the plurality of detected portions and having a detection winding provided separately from the stator winding.
To be equipped.
　（７）　（１）～（６）いずれか１の鞍乗型車両であって、
　前記エンジンは、オイルで内部が潤滑されるように構成されたクランクケースを更に備え、
　前記永久磁石式モータジェネレータは、前記オイルと接触する位置に設けられる。 (7) A saddle-mounted vehicle of any one of (1) to (6).
The engine further comprises a crankcase configured to lubricate the interior with oil.
The permanent magnet type motor generator is provided at a position where it comes into contact with the oil.
　上記構成における鞍乗型車両によれば、高いクランク軸の回転速度までの範囲で、電力を無駄に消費することなく蓄電装置を充電することができる。従って、このような永久磁石式モータジェネレータでは、ステータ巻線の温度がオイルの温度よりも高くならない又は高くなり難いため、永久磁石式モータジェネレータがオイルと接触するように配置されても、オイルの蒸発を抑制できる。
　例えば、永久磁石式モータジェネレータがオイルと接触する環境下に配置される場合には、通常、冷却機構を大型化することが求められる。しかし、上記構成における鞍乗型車両によれば、冷却機構の大型化を抑制乃至回避できる。従って、車体をよりコンパクトにできる。 According to the saddle-mounted vehicle in the above configuration, the power storage device can be charged in the range up to the rotation speed of the high crankshaft without wasting electric power. Therefore, in such a permanent magnet type motor generator, the temperature of the stator winding does not become higher than or is unlikely to be higher than the temperature of the oil, so that even if the permanent magnet type motor generator is arranged so as to come into contact with the oil, the oil Evaporation can be suppressed.
For example, when the permanent magnet type motor generator is arranged in an environment where it comes into contact with oil, it is usually required to increase the size of the cooling mechanism. However, according to the saddle-mounted vehicle in the above configuration, it is possible to suppress or avoid the increase in size of the cooling mechanism. Therefore, the vehicle body can be made more compact.
　（８）　（１）～（７）いずれか１の鞍乗型車両であって、
　前記インバータは、前記鞍乗型車両の走行中、前記永久磁石式モータジェネレータに前記第１蓄電部及び第２蓄電部からの電力を供給し、永久磁石式モータジェネレータにクランク軸の回転を補助する。 (8) A saddle-mounted vehicle of any one of (1) to (7).
The inverter supplies electric power from the first power storage unit and the second power storage unit to the permanent magnet type motor generator while the saddle-mounted vehicle is traveling, and assists the permanent magnet type motor generator in rotation of the crankshaft. ..
　上記構成における鞍乗型車両によれば、鞍乗型車両の走行中、永久磁石式モータジェネレータが、１２Ｖよりも大きい電圧で駆動することができる。このため、例えば１２Ｖで駆動する場合と比べて、より高い回転速度までクランク軸を駆動することができる。従って、例えば１２Ｖで駆動する場合と比べて、より高い回転速度までエンジンによる加速を補助することができる。さらに、例えば１２Ｖの蓄電装置とは異なる蓄電装置を設ける場合と比べて、車体をよりコンパクトにできる。 According to the saddle-mounted vehicle in the above configuration, the permanent magnet type motor generator can be driven by a voltage larger than 12 V while the saddle-mounted vehicle is running. Therefore, the crankshaft can be driven to a higher rotation speed than, for example, when it is driven at 12 V. Therefore, it is possible to assist the acceleration by the engine up to a higher rotation speed as compared with the case of driving at 12V, for example. Further, the vehicle body can be made more compact as compared with the case where a power storage device different from, for example, a 12V power storage device is provided.
　第１蓄電部は、例えばバッテリである。第１蓄電部は、例えば鉛バッテリである。ただし、第１蓄電部は、特に限定されず例えばリチウムイオンバッテリでもよい。 The first power storage unit is, for example, a battery. The first power storage unit is, for example, a lead battery. However, the first power storage unit is not particularly limited, and may be, for example, a lithium ion battery.
　第２蓄電部は、例えばキャパシタである。第２蓄電部は、例えば、リチウムイオンキャパシタである。但し、第２蓄電部は、特に限定されず例えば電気二重層キャパシタ、又は電解コンデンサでもよい。また、第２蓄電部は、例えばバッテリであってもよい。第２蓄電部は、例えば、負極に炭素材料を採用したリチウムイオンバッテリ（例えばＳＣｉＢ（登録商標））、又はニッケル水素電池でもよい。なお、蓄電装置は、第１蓄電部及び第２蓄電部、並びに電流維持回路を備える。蓄電装置は、他の蓄電部を備えていてもよい。他の蓄電部としては、例えば、第１蓄電部と並列接続されるキャパシタが挙げられる。蓄電装置は、必ずしも、全体としてユニット化されている必要は無い。言い換えれば、蓄電装置を構成する各蓄電部は、必ずしも、物理的に一体として構成されている必要は無い。各蓄電部が、互いに電気的に接続された状態で、鞍乗型車両における異なる位置に別々に設置されていてもよい。 The second power storage unit is, for example, a capacitor. The second power storage unit is, for example, a lithium ion capacitor. However, the second power storage unit is not particularly limited, and may be, for example, an electric double layer capacitor or an electrolytic capacitor. Further, the second power storage unit may be, for example, a battery. The second power storage unit may be, for example, a lithium ion battery (for example, SCiB (registered trademark)) in which a carbon material is used for the negative electrode, or a nickel hydrogen battery. The power storage device includes a first power storage unit, a second power storage unit, and a current maintenance circuit. The power storage device may include other power storage units. Examples of other power storage units include capacitors connected in parallel with the first power storage unit. The power storage device does not necessarily have to be unitized as a whole. In other words, each power storage unit constituting the power storage device does not necessarily have to be physically integrated. The power storage units may be separately installed at different positions in the saddle-type vehicle while being electrically connected to each other.
　最大充電レートとは、蓄電部が許容する最大の充電レートである。充電レートとは、充電のスピードを表す。単位はＣである。定電流充電測定の場合、電池の容量を１時間で完全充電させる電流の大きさを１Ｃと定義される。例えば、電池の容量が２Ａｈである場合、１Ｃは、２Ａである。 The maximum charging rate is the maximum charging rate allowed by the power storage unit. The charging rate represents the speed of charging. The unit is C. In the case of constant current charge measurement, the magnitude of the current that completely charges the capacity of the battery in one hour is defined as 1C. For example, when the capacity of the battery is 2Ah, 1C is 2A.
　永久磁石式モータジェネレータは、ジェネレータとして機能する。また、永久磁石式モータジェネレータは、モータとして機能する。永久磁石式モータジェネレータは、エンジンの始動モータとして機能することができる。永久磁石式モータジェネレータは、特に限られず、例えば、始動モータとして機能せず、鞍乗型車両の加速時にエンジンによる駆動をアシストする機能を有してもよい。また、永久磁石式モータジェネレータは、例えば、エンジンによる駆動をアシストする機能と始動モータの機能の双方を有してもよい。 The permanent magnet type motor generator functions as a generator. Further, the permanent magnet type motor generator functions as a motor. The permanent magnet motor generator can function as the starting motor of the engine. The permanent magnet type motor generator is not particularly limited, and may have, for example, a function of not functioning as a starting motor and assisting driving by an engine when accelerating a saddle-type vehicle. Further, the permanent magnet type motor generator may have both a function of assisting driving by the engine and a function of a starting motor, for example.
　永久磁石式モータジェネレータは、例えば、電力の供給を受けてエンジンのクランク軸を駆動する。永久磁石式モータジェネレータは、例えば、クラッチを介することなくクランク軸に接続される。この場合、クラッチが動力切断状態であっても、永久磁石式モータジェネレータはエンジンを始動することができる。また、鞍乗型車両が停止状態であっても永久磁石式モータジェネレータは発電できる。 The permanent magnet type motor generator, for example, is supplied with electric power to drive the crankshaft of the engine. The permanent magnet motor generator is connected to the crankshaft, for example, without the intervention of a clutch. In this case, the permanent magnet motor generator can start the engine even when the clutch is in the disengaged state. In addition, the permanent magnet type motor generator can generate electricity even when the saddle-mounted vehicle is stopped.
　永久磁石式モータジェネレータの接続構成は、特に限定されず、例えば、クランク軸と永久磁石式モータジェネレータとの間にクラッチ又は変速装置が介在してもよい。この場合、永久磁石式モータジェネレータは、エンジンの状態に拘わらず鞍乗型車両の加速を行なうことができる。また、永久磁石式モータジェネレータは、エンジンの状態に拘わらず、車輪からの動力で発電できる。この場合、鞍乗型車両は、永久磁石式モータジェネレータとは別個のスタータモータを備えてもよい。 The connection configuration of the permanent magnet type motor generator is not particularly limited, and for example, a clutch or a transmission may be interposed between the crankshaft and the permanent magnet type motor generator. In this case, the permanent magnet type motor generator can accelerate the saddle-type vehicle regardless of the state of the engine. In addition, the permanent magnet type motor generator can generate electricity by power from the wheels regardless of the state of the engine. In this case, the saddle-mounted vehicle may be provided with a starter motor separate from the permanent magnet motor generator.
　永久磁石式モータジェネレータは、永久磁石を有する。例えばロータに永久磁石ではなく界磁用のコイルを備えた構成は、本構成における永久磁石式モータジェネレータと異なる。 The permanent magnet type motor generator has a permanent magnet. For example, the configuration in which the rotor is provided with a coil for a field magnet instead of a permanent magnet is different from the permanent magnet type motor generator in this configuration.
　「電気的に切断する」とは、対象を含む電力の閉回路の一部を、例えば、スイッチ又はリレーの動作により開状態とすることである。「電気的に切断する」には、閉回路を構成するトランジスタを導通状態から非導通状態にすることも含まれる。これに対し、「電気的に切断することなく」とは、対象を含む電力の閉回路の状態を維持することである。「電気的に切断することなく」する状態は、対象に電流が流れない状態も含む。例えば、対象が充電されたキャパシタであり、しかも、キャパシタの両端の電圧と等しい電圧がキャパシタに印加された場合は、キャパシタに電流は流れないが電気的に切断されていない状態である。 "Electrically disconnecting" means opening a part of the closed circuit of electric power including the target by, for example, operating a switch or a relay. "Electrically disconnecting" also includes changing the transistors constituting the closed circuit from a conductive state to a non-conducting state. On the other hand, "without electrical disconnection" means maintaining the closed circuit state of the power including the target. The state of "without electrical disconnection" includes a state in which no current flows through the target. For example, when the target is a charged capacitor and a voltage equal to the voltage across the capacitor is applied to the capacitor, no current flows through the capacitor but it is not electrically cut off.
　エンジンは、例えば単気筒エンジン、２気筒エンジン、不等間隔燃焼型３気筒エンジン、又は、不等間隔燃焼型４気筒エンジンである。エンジンは、例えば、３つより少ない気筒を有するエンジンである。２気筒エンジンは、２つの気筒を有する不等間隔燃焼エンジンであってもよい。２つの気筒を有する不等間隔燃焼エンジンとして、例えばＶ型エンジンが挙げられる。但し、エンジンは、特に限定されず、等間隔燃焼型多気筒エンジンでもよい。 The engine is, for example, a single-cylinder engine, a 2-cylinder engine, an unequal interval combustion type 3-cylinder engine, or an unequal interval combustion type 4-cylinder engine. The engine is, for example, an engine having less than three cylinders. The two-cylinder engine may be a non-equidistant combustion engine having two cylinders. As an unequal-interval combustion engine having two cylinders, for example, a V-type engine can be mentioned. However, the engine is not particularly limited, and an evenly spaced combustion type multi-cylinder engine may be used.
　鞍乗型車両は、運転者がサドルに跨って着座する形式の車両をいう。鞍乗型車両は、サドル型のシートを備える車両である。鞍乗型車両は、運転者が騎乗スタイルで乗車する車両である。鞍乗型車両は、ビークルの一例である。鞍乗型車両は、例えば、リーン姿勢で旋回する車両であり、旋回時にカーブ中心方向にリーンするように構成されている。
　鞍乗型車両は例えば自動二輪車である。自動二輪車としては、特に限定されず、例えば、スクータ型、モペット型、オフロード型、オンロード型の自動二輪車が挙げられる。また、鞍乗型車両としては、自動二輪車に限定されず、例えば三輪車であってもよい。また、鞍乗型車両としては、例えば、ＡＴＶ（Ａｌｌ－Ｔｅｒｒａｉｎ　Ｖｅｈｉｃｌｅ）等であってもよい。 A saddle-mounted vehicle is a vehicle in which the driver sits across the saddle. A saddle-type vehicle is a vehicle equipped with a saddle-type seat. A saddle-mounted vehicle is a vehicle in which the driver rides in a riding style. A saddle-mounted vehicle is an example of a vehicle. The saddle-mounted vehicle is, for example, a vehicle that turns in a lean posture, and is configured to lean toward the center of the curve when turning.
The saddle-mounted vehicle is, for example, a motorcycle. The motorcycle is not particularly limited, and examples thereof include a scooter type, a moped type, an off-road type, and an on-road type motorcycle. Further, the saddle-mounted vehicle is not limited to a motorcycle, and may be, for example, a tricycle. Further, the saddle-mounted vehicle may be, for example, an ATV (All-Terrain Vehicle) or the like.
　本明細書にて使用される専門用語は特定の実施例のみを定義する目的であって発明を制限する意図を有しない。
　本明細書にて使用される用語「および/または」はひとつの、または複数の関連した列挙された構成物のあらゆるまたはすべての組み合わせを含む。
　本明細書中で使用される場合、用語「含む、備える（including）」「含む、備える（comprising）」または「有する（having）」およびその変形の使用は、記載された特徴、工程、操作、要素、成分および/またはそれらの等価物の存在を特定するが、ステップ、動作、要素、コンポーネント、および/またはそれらのグループのうちの1つまたは複数を含むことができる。
　本明細書中で使用される場合、用語「取り付けられた」、「結合された」および/またはそれらの等価物は広く使用され、特に指定しない限り直接的および間接的な取り付け、および結合の両方を包含する。
　他に定義されない限り、本明細書で使用される全ての用語（技術用語および科学用語を含む）は、本発明が属する当業者によって一般的に理解されるのと同じ意味を有する。
　一般的に使用される辞書に定義された用語のような用語は、関連する技術および本開示の文脈における意味と一致する意味を有すると解釈されるべきであり、本明細書で明示的に定義されていない限り、理想的または過度に形式的な意味で解釈されることはない。
　本発明の説明においては、技術および多くの工程が開示されていると理解される。
　これらの各々は個別の利益を有し、それぞれは、他の開示された技術の1つ以上、または、場合によっては全てと共に使用することもできる。
　したがって、明確にするために、この説明は、不要に個々のステップの可能な組み合わせをすべて繰り返すことを控える。
　それにもかかわらず、明細書および特許請求の範囲は、そのような組み合わせがすべて本発明および請求項の範囲内にあることを理解して読まれるべきである。
　本明細書では、新しい鞍乗型車両について説明する。
　以下の説明では、説明の目的で、本発明の完全な理解を提供するために多数の具体的な詳細を述べる。
　しかしながら、当業者には、これらの特定の詳細なしに本発明を実施できることが明らかである。
　本開示は、本発明の例示として考慮されるべきであり、本発明を以下の図面または説明によって示される特定の実施形態に限定することを意図するものではない。 The terminology used herein is for the purpose of defining only specific embodiments and is not intended to limit the invention.
As used herein, the term "and / or" includes any or all combinations of one or more related listed components.
As used herein, the use of the terms "including, including,""comprising," or "having," and variations thereof, is a feature, process, operation, described. It identifies the presence of elements, components and / or their equivalents, but can include one or more of steps, actions, elements, components, and / or groups thereof.
As used herein, the terms "attached", "combined" and / or their equivalents are widely used and are both direct and indirect attachments and bindings unless otherwise specified. Including.
Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.
Terms such as those defined in commonly used dictionaries should be construed to have meaning consistent with the relevant technology and in the context of the present disclosure and are expressly defined herein. Unless it is, it will not be interpreted in an ideal or overly formal sense.
It is understood that the techniques and many steps are disclosed in the description of the present invention.
Each of these has its own interests, and each may be used in conjunction with one or more of the other disclosed techniques, or in some cases all.
Therefore, for clarity, this description refrains from unnecessarily repeating all possible combinations of individual steps.
Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims.
This specification describes a new saddle-mounted vehicle.
In the following description, for purposes of illustration, a number of specific details are given to provide a complete understanding of the present invention.
However, it will be apparent to those skilled in the art that the present invention can be practiced without these particular details.
The present disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.
　本発明によれば、エンジン始動性能の低下を抑えつつ車体をコンパクトにできる鞍乗型車両を実現できる。 According to the present invention, it is possible to realize a saddle-mounted vehicle that can make the vehicle body compact while suppressing deterioration of engine starting performance.
本発明の一実施形態に係る鞍乗型車両を模式的に示す図である。It is a figure which shows typically the saddle type vehicle which concerns on one Embodiment of this invention. 図１に示す電流維持回路の構成例を示すブロック図である。It is a block diagram which shows the structural example of the current maintenance circuit shown in FIG. 図１に示す第１蓄電部の電圧と第２蓄電部の一例の充電時における電圧変化の概略を示すチャートである。It is a chart which shows the outline of the voltage of the 1st power storage part and the voltage change at the time of charging of an example of a 2nd power storage part shown in FIG. （Ａ）は、鞍乗型車両における蓄電装置の配置の第１の変形例を示す側面図である。（Ｂ）は、鞍乗型車両における蓄電装置の配置の第２の変形例を示す側面図である。(A) is a side view showing the first modification of the arrangement of the power storage device in a saddle-mounted vehicle. (B) is a side view showing a second modification of the arrangement of the power storage device in the saddle-mounted vehicle. 図１に示す実施形態の適用例である鞍乗型車両及び電気系統を模式的に示す図であるIt is a figure which shows typically the saddle-type vehicle and the electric system which are application examples of the embodiment shown in FIG. 図５に示すエンジンユニットの概略構成を模式的に示す部分断面図である。FIG. 5 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit shown in FIG. 図６に示す永久磁石式モータジェネレータの回転軸線に垂直な断面を示す断面図である。It is sectional drawing which shows the cross section perpendicular to the rotation axis of the permanent magnet type motor generator shown in FIG. 異なる種類の第２蓄電部を有する第２の適用例の充電時における電圧変化の概略を示すチャートである。It is a chart which shows the outline of the voltage change at the time of charging of the 2nd application example which has a 2nd storage part of a different kind. 図１に示す蓄電装置のバリエーションの例を示す図である。It is a figure which shows the example of the variation of the power storage device shown in FIG. 図１に示す鞍乗型車両の電気構成のバリエーションを示すブロック図である。It is a block diagram which shows the variation of the electric composition of the saddle type vehicle shown in FIG.
　以下、本発明を、実施形態に基づいて図面を参照しつつ説明する。 Hereinafter, the present invention will be described based on the embodiments with reference to the drawings.
　図１は、本発明の一実施形態に係る鞍乗型車両を模式的に示す図である。図１のパート（ａ）は、鞍乗型車両の側面図である。図１のパート（ｂ）は、パート（ａ）に示す鞍乗型車両の概略的な電気構成を示すブロック図である。 FIG. 1 is a diagram schematically showing a saddle-type vehicle according to an embodiment of the present invention. Part (a) of FIG. 1 is a side view of a saddle-mounted vehicle. Part (b) of FIG. 1 is a block diagram showing a schematic electrical configuration of the saddle-mounted vehicle shown in Part (a).
　図１に示す鞍乗型車両１は、車輪３ａ，３ｂと、エンジン１０と、永久磁石式モータジェネレータ２０と、蓄電装置４と、インバータ２１とを備える。また、鞍乗型車両１は、電動補機Ｌを備えている。蓄電装置４は、第１蓄電部４１と、第２蓄電部４２と、電流維持回路４３とを備える。つまり、鞍乗型車両１は、車輪３ａ，３ｂと、エンジン１０と、永久磁石式モータジェネレータ２０と、第１蓄電部４１と、第２蓄電部４２と、電流維持回路４３と、インバータ２１とを備える。
　また、鞍乗型車両１は、車体２を備えている。図１には、鞍乗型車両１の例として、リーン車両が示されている。リーン車両は、左旋回中に車両左方向に傾斜し右旋回中に車両右方向に傾斜する。 The saddle-mounted vehicle 1 shown in FIG. 1 includes wheels 3a and 3b, an engine 10, a permanent magnet type motor generator 20, a power storage device 4, and an inverter 21. Further, the saddle-mounted vehicle 1 is provided with an electric auxiliary machine L. The power storage device 4 includes a first power storage unit 41, a second power storage unit 42, and a current maintenance circuit 43. That is, the saddle-mounted vehicle 1 includes wheels 3a and 3b, an engine 10, a permanent magnet type motor generator 20, a first power storage unit 41, a second power storage unit 42, a current maintenance circuit 43, and an inverter 21. To be equipped.
Further, the saddle-mounted vehicle 1 includes a vehicle body 2. FIG. 1 shows a lean vehicle as an example of the saddle-mounted vehicle 1. The lean vehicle tilts to the left of the vehicle while turning left and tilts to the right of the vehicle while turning right.
　鞍乗型車両１に備えられた車輪３ａ，３ｂは、前の車輪３ａと後ろの車輪３ｂを含む。後ろの車輪３ｂは駆動輪である。 The wheels 3a and 3b provided in the saddle-mounted vehicle 1 include a front wheel 3a and a rear wheel 3b. The rear wheel 3b is a driving wheel.
　エンジン１０は、クランク軸１５を備えている。
　エンジン１０は、クランク軸１５を介して動力を出力する。エンジン１０は、車輪３ｂを駆動するためのトルクをクランク軸１５から出力する。車輪３ｂは、クランク軸１５の動力を受け、鞍乗型車両１を走行させる。
　エンジン１０から出力される動力は、例えば、変速機及びクラッチを介して車輪３ｂに伝達されることができる。 The engine 10 includes a crankshaft 15.
The engine 10 outputs power via the crankshaft 15. The engine 10 outputs torque for driving the wheels 3b from the crankshaft 15. The wheels 3b receive the power of the crankshaft 15 to drive the saddle-mounted vehicle 1.
The power output from the engine 10 can be transmitted to the wheels 3b via, for example, a transmission and a clutch.
　電動補機Ｌは、鞍乗型車両１に搭載される電動装置である。電動補機Ｌは、電力の供給を受けて動作する。
　電動補機Ｌは、例えば、エンジン１０に燃焼を行なわせるよう動作するエンジン用補機である。エンジン用補機は、例えば、燃料噴射装置１８及び点火装置１９（図６参照）を含む。燃料噴射装置１８は、エンジン１０の内部に向けて若しくは当該内部において燃料を噴射する。点火装置１９は、エンジン１０の内部の燃料に点火する。 The electric auxiliary machine L is an electric device mounted on the saddle-mounted vehicle 1. The electric auxiliary machine L operates by being supplied with electric power.
The electric auxiliary machine L is, for example, an engine auxiliary machine that operates so as to cause the engine 10 to perform combustion. Engine accessories include, for example, a fuel injection device 18 and an ignition device 19 (see FIG. 6). The fuel injection device 18 injects fuel toward or inside the engine 10. The ignition device 19 ignites the fuel inside the engine 10.
　永久磁石式モータジェネレータ２０は、クランク軸１５の一端部に設けられる。
　永久磁石式モータジェネレータ２０は、永久磁石を有する。より詳細には、永久磁石式モータジェネレータ２０は、永久磁石で構成された永久磁石部３７を備えている。
　永久磁石式モータジェネレータ２０は、エンジン１０を始動するスタータを兼ねる。永久磁石式モータジェネレータ２０は、永久磁石式始動発電機である。永久磁石式モータジェネレータ２０は、クランク軸１５を回転させることによりエンジン１０を始動する。永久磁石式モータジェネレータ２０はまた、エンジン１０に駆動されることにより発電する。 The permanent magnet type motor generator 20 is provided at one end of the crankshaft 15.
The permanent magnet type motor generator 20 has a permanent magnet. More specifically, the permanent magnet type motor generator 20 includes a permanent magnet portion 37 composed of a permanent magnet.
The permanent magnet type motor generator 20 also serves as a starter for starting the engine 10. The permanent magnet type motor generator 20 is a permanent magnet type start generator. The permanent magnet type motor generator 20 starts the engine 10 by rotating the crankshaft 15. The permanent magnet type motor generator 20 also generates electricity by being driven by the engine 10.
　蓄電装置４は、電気を充電及び放電することができる装置である。蓄電装置４は、電力を蓄える。
　蓄電装置４は、充電された電力を外部に出力する。蓄電装置４は、電力を永久磁石式モータジェネレータ２０に供給する。蓄電装置４は、エンジン１０の始動時に永久磁石式モータジェネレータ２０に電力を供給する。また、例えばエンジン１０の始動後、蓄電装置４は、永久磁石式モータジェネレータ２０で発電された電力によって充電される。 The power storage device 4 is a device capable of charging and discharging electricity. The power storage device 4 stores electric power.
The power storage device 4 outputs the charged electric power to the outside. The power storage device 4 supplies electric power to the permanent magnet type motor generator 20. The power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started. Further, for example, after the engine 10 is started, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20.
　蓄電装置４は、第１蓄電部４１と、第２蓄電部４２と、電流維持回路４３とを備える。
　第１蓄電部４１は、電力を蓄えるバッテリである。第１蓄電部４１は、１２Ｖ以上の最大定格電圧を有する。例えば、第１蓄電部４１は、１２Ｖの公称電圧を有するバッテリである。例えば、第１蓄電部４１は、鉛バッテリである。第１蓄電部４１は、例えば最大定格電圧１４Ｖを有する。第１蓄電部４１は、エンジン１０を少なくとも１回始動する量の電力を充電可能な容量を有する。
　第２蓄電部４２は、第１蓄電部４１と常時直列接続される。第２蓄電部４２は、第１蓄電部４１の最大充電レートの２倍より大きい最大充電レートを有する。例えば、第２蓄電部４２は、電力を蓄えるバッテリである。第２蓄電部４２は、エンジン１０を少なくとも１回始動する量の電力を充電可能な容量を有する。
　充電レートとは、充電のスピードを表す。単位はＣ［シー］である。電池の容量を１時間で完全充電させる電流の大きさを１Ｃと定義される。最大充電レートとは、許容する最大の充電レートである。
　第１蓄電部４１と第２蓄電部４２のコンビネーションはこれに限られない。上述したように、第２蓄電部４２は、第１蓄電部４１の最大充電レートの２倍より大きい最大充電レートを有する。 The power storage device 4 includes a first power storage unit 41, a second power storage unit 42, and a current maintenance circuit 43.
The first power storage unit 41 is a battery that stores electric power. The first power storage unit 41 has a maximum rated voltage of 12 V or more. For example, the first power storage unit 41 is a battery having a nominal voltage of 12 V. For example, the first power storage unit 41 is a lead battery. The first power storage unit 41 has, for example, a maximum rated voltage of 14V. The first power storage unit 41 has a capacity capable of charging an amount of electric power that starts the engine 10 at least once.
The second power storage unit 42 is always connected in series with the first power storage unit 41. The second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41. For example, the second power storage unit 42 is a battery that stores electric power. The second power storage unit 42 has a capacity capable of charging an amount of electric power that starts the engine 10 at least once.
The charging rate represents the speed of charging. The unit is C [sea]. The magnitude of the current that fully charges the capacity of the battery in one hour is defined as 1C. The maximum charge rate is the maximum charge rate allowed.
The combination of the first power storage unit 41 and the second power storage unit 42 is not limited to this. As described above, the second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41.
　第１蓄電部４１としては、例えば１Ｃ以下の最大充電レートを有するバッテリが挙げられる。 Examples of the first power storage unit 41 include a battery having a maximum charging rate of 1C or less.
　第１蓄電部４１の種類は、例えば、鉛バッテリ、負極に炭素材料を採用したリチウムイオンバッテリである。 The type of the first power storage unit 41 is, for example, a lead battery and a lithium ion battery in which a carbon material is used for the negative electrode.
　第２蓄電部４２としては、例えば２０Ｃ以上の最大充電レートを有するバッテリが挙げられる。 Examples of the second power storage unit 42 include a battery having a maximum charge rate of 20 C or more.
　第２蓄電部４２の種類は、例えば、ニッケル水素バッテリ、及び負極にチタン酸リチウムを採用したリチウムイオンバッテリである。第２蓄電部４２の種類として、例えば、キャパシタが挙げられる。例えば、電気二重層キャパシタ、リチウムイオンキャパシタが挙げられる。 The type of the second power storage unit 42 is, for example, a nickel hydrogen battery and a lithium ion battery in which lithium titanate is used for the negative electrode. Examples of the type of the second power storage unit 42 include a capacitor. For example, electric double layer capacitors and lithium ion capacitors can be mentioned.
　ただし、第２蓄電部４２としては、第１蓄電部４１の最大充電レートの２倍より大きい最大充電レートを有する装置が採用可能である。 However, as the second power storage unit 42, a device having a maximum charge rate larger than twice the maximum charge rate of the first power storage unit 41 can be adopted.
　例えば、第１蓄電部４１は、１Ｃの最大充電レートを有するバッテリであり、第２蓄電部４２は、４０Ｃの最大充電レートを有するバッテリである。例えば、第１蓄電部４１は、１Ｃの最大充電レートを有する鉛バッテリである。例えば、第１蓄電部４１は、６Ａｈの容量を有し最大充電電流６Ａの鉛バッテリである。この場合、第１蓄電部４１の最大充電レートは、１Ｃである。
　第２蓄電部４２は、１０Ｃの最大充電レートを有するニッケル水素バッテリである。例えば、第２蓄電部４２は、１Ａｈの容量を有し最大充電電流２０Ａのニッケル水素バッテリである。この場合、第１蓄電部４１の最大充電レートは、２０Ｃである。 For example, the first power storage unit 41 is a battery having a maximum charge rate of 1C, and the second power storage unit 42 is a battery having a maximum charge rate of 40C. For example, the first power storage unit 41 is a lead battery having a maximum charge rate of 1C. For example, the first power storage unit 41 is a lead battery having a capacity of 6 Ah and a maximum charging current of 6 A. In this case, the maximum charging rate of the first power storage unit 41 is 1C.
The second power storage unit 42 is a nickel-metal hydride battery having a maximum charge rate of 10C. For example, the second power storage unit 42 is a nickel-metal hydride battery having a capacity of 1 Ah and a maximum charging current of 20 A. In this case, the maximum charging rate of the first power storage unit 41 is 20C.
　電流維持回路４３は、エンジン１０の始動時に直列接続された第１蓄電部４１及び第２蓄電部４２からインバータ２１を介して永久磁石式モータジェネレータ２０へ電流を出力させる。また、電流維持回路４３は、インバータ２１が少なくとも第１蓄電部４１を充電する間、第２蓄電部４２を電気的に切断することなく、第１蓄電部４１へ充電電流が流れる状態を維持する。
　電流維持回路４３は、蓄電装置４が充電される間、第２蓄電部４２に掛かる電圧が第２蓄電部４２に設定された上限電圧を超えないように第１蓄電部４１へ充電電流が流れる状態を維持する。ここでいう「蓄電装置４が充電される間」とは、少なくとも第１蓄電部４１が充電される間を指す。電流維持回路４３は、第２蓄電部４２を電気的に切断することなく、第１蓄電部へ充電電流が流れる状態を維持する。
　第２蓄電部４２に設定された上限電圧は、第２蓄電部４２に印加され得る上限である。第２蓄電部４２に設定された上限電圧は、第２蓄電部４２の最大定格電圧よりも小さい。第２蓄電部４２として、例えば、第１蓄電部４１の最大定格電圧よりも小さい最大定格電圧を有する装置が採用される。この場合、第１蓄電部４１の最大定格電圧よりも小さい上限電圧が採用される。例えば、公称電圧１２Ｖの第１蓄電部４１と、上限電圧６Ｖの第２蓄電部４２が採用される。但し、第１蓄電部４１と第２蓄電部４２の組合せはこれに限られない。例えば、最大定格電圧が１４Ｖの第１蓄電部４１が採用される場合、第２蓄電部４２の最大定格電圧は１４Ｖよりも小さい。例えば、第２蓄電部４２の上限電圧は１４Ｖよりも小さい。また、第１蓄電部４１の最大定格電圧は１４Ｖ以外でもよい。第１蓄電部４１の最大定格電圧は、例えば、２８Ｖ、または、７Ｖでもよい。
　電流維持回路４３としては、例えば、第２蓄電部４２と並列接続され、かつ、第１蓄電部４１と直列接続された回路が挙げられる。この場合、電流維持回路４３は、第２蓄電部４２に掛かる電圧が、上限電圧を超えると、蓄電装置４から流れる電流を第１蓄電部４１に流す。例えば、電流維持回路４３は、第２蓄電部４２の電圧が上限電圧を超えたことを検出する回路と、検出に応じて、インバータ２１から流れる電流を第１蓄電部４１に流す回路とを有する。 The current maintenance circuit 43 outputs a current from the first power storage unit 41 and the second power storage unit 42, which are connected in series when the engine 10 is started, to the permanent magnet type motor generator 20 via the inverter 21. Further, the current maintenance circuit 43 maintains a state in which the charging current flows to the first power storage unit 41 without electrically disconnecting the second power storage unit 42 while the inverter 21 charges at least the first power storage unit 41. ..
In the current maintenance circuit 43, while the power storage device 4 is charged, a charging current flows through the first power storage unit 41 so that the voltage applied to the second power storage unit 42 does not exceed the upper limit voltage set in the second power storage unit 42. Maintain the state. The term "while the power storage device 4 is being charged" as used herein means at least the time when the first power storage unit 41 is being charged. The current maintenance circuit 43 maintains a state in which the charging current flows to the first power storage unit without electrically disconnecting the second power storage unit 42.
The upper limit voltage set in the second power storage unit 42 is the upper limit that can be applied to the second power storage unit 42. The upper limit voltage set in the second power storage unit 42 is smaller than the maximum rated voltage of the second power storage unit 42. As the second power storage unit 42, for example, a device having a maximum rated voltage smaller than the maximum rated voltage of the first power storage unit 41 is adopted. In this case, an upper limit voltage smaller than the maximum rated voltage of the first power storage unit 41 is adopted. For example, a first storage unit 41 having a nominal voltage of 12V and a second storage unit 42 having an upper limit voltage of 6V are adopted. However, the combination of the first power storage unit 41 and the second power storage unit 42 is not limited to this. For example, when the first power storage unit 41 having a maximum rated voltage of 14V is adopted, the maximum rated voltage of the second power storage unit 42 is smaller than 14V. For example, the upper limit voltage of the second power storage unit 42 is smaller than 14V. Further, the maximum rated voltage of the first power storage unit 41 may be other than 14V. The maximum rated voltage of the first power storage unit 41 may be, for example, 28V or 7V.
Examples of the current maintenance circuit 43 include a circuit connected in parallel with the second power storage unit 42 and connected in series with the first power storage unit 41. In this case, when the voltage applied to the second power storage unit 42 exceeds the upper limit voltage, the current maintenance circuit 43 causes the current flowing from the power storage device 4 to flow to the first power storage unit 41. For example, the current maintenance circuit 43 includes a circuit that detects that the voltage of the second storage unit 42 exceeds the upper limit voltage, and a circuit that causes the current flowing from the inverter 21 to flow to the first storage unit 41 in response to the detection. ..
　但し、電流維持回路４３は、例えば、上限電圧に見合う数の直列接続された低電圧ダイオードでもよい。また、電流維持回路４３は、第２蓄電部４２と直列接続されてもよい。
However, the current maintenance circuit 43 may be, for example, a number of low-voltage diodes connected in series corresponding to the upper limit voltage. Further, the current maintenance circuit 43 may be connected in series with the second power storage unit 42.
　インバータ２１は、例えばエンジン１０が燃焼動作している場合に、永久磁石式モータジェネレータ２０で発電された電力を、蓄電装置４に供給する。この場合、インバータ２１は、永久磁石式モータジェネレータ２０で発電された電流を整流する。
　また、インバータ２１は、永久磁石式モータジェネレータ２０に電力を供給することによって、永久磁石式モータジェネレータ２０を回転させる。インバータ２１は、永久磁石式モータジェネレータ２０のステータ巻線Ｗに流れる電流のオン・オフを制御することによって、電流を制御する。 For example, when the engine 10 is in combustion operation, the inverter 21 supplies the electric power generated by the permanent magnet type motor generator 20 to the power storage device 4. In this case, the inverter 21 rectifies the current generated by the permanent magnet type motor generator 20.
Further, the inverter 21 rotates the permanent magnet type motor generator 20 by supplying electric power to the permanent magnet type motor generator 20. The inverter 21 controls the current by controlling the on / off of the current flowing through the stator winding W of the permanent magnet type motor generator 20.
　インバータ２１は、スイッチング部２１１と、制御装置６０を含んでいる。制御装置６０は、インバータ２１と物理的に一体に設けられている。制御装置６０は、インバータ２１のスイッチング部２１１の動作を制御することによって、インバータ２１から出力される電圧を制御する。制御装置６０は、インバータ２１のスイッチング部２１１の動作を制御することによって、永久磁石式モータジェネレータ２０と蓄電装置４との間で流れる電流を制御する。また、制御装置６０は、永久磁石式モータジェネレータ２０の動作を制御する。制御装置６０は、例えば位相制御方式又はベクトル制御によって、インバータ２１から出力される電圧を制御する。 The inverter 21 includes a switching unit 211 and a control device 60. The control device 60 is physically provided integrally with the inverter 21. The control device 60 controls the voltage output from the inverter 21 by controlling the operation of the switching unit 211 of the inverter 21. The control device 60 controls the current flowing between the permanent magnet type motor generator 20 and the power storage device 4 by controlling the operation of the switching unit 211 of the inverter 21. Further, the control device 60 controls the operation of the permanent magnet type motor generator 20. The control device 60 controls the voltage output from the inverter 21 by, for example, a phase control method or vector control.
　制御装置６０は、例えば、インバータ２１から出力される電圧が、第１蓄電部４１の最大定格電圧と第２蓄電部４２の最大定格電圧との和よりも小さい電圧を出力するよう、インバータ２１を制御する。制御装置６０は、例えば、インバータ２１から出力される電圧が、第１蓄電部４１の最大定格電圧と第２蓄電部４２の上限電圧との和よりも小さい電圧を出力するよう、インバータ２１を制御する。 For example, the control device 60 outputs the inverter 21 so that the voltage output from the inverter 21 is smaller than the sum of the maximum rated voltage of the first storage unit 41 and the maximum rated voltage of the second storage unit 42. Control. The control device 60 controls the inverter 21, for example, so that the voltage output from the inverter 21 is smaller than the sum of the maximum rated voltage of the first power storage unit 41 and the upper limit voltage of the second power storage unit 42. To do.
　例えば、制御装置６０は、スタータスイッチ６からの信号に応じて、インバータ２１に、蓄電装置４から永久磁石式モータジェネレータ２０に電流を供給させる。これによって、蓄電装置４から永久磁石式モータジェネレータ２０に電力が供給され、エンジン１０が始動する。
　エンジン１０の始動の場合に、蓄電装置４が、従来一般に採用されている１２Ｖよりも大きい電圧で永久磁石式モータジェネレータ２０を駆動することができる。従って、永久磁石式モータジェネレータ２０は、１２Ｖの場合と比べて大きいトルクを出力できる。従って、永久磁石式モータジェネレータ２０の性能の低下が抑えられる。 For example, the control device 60 causes the inverter 21 to supply a current from the power storage device 4 to the permanent magnet type motor generator 20 in response to the signal from the starter switch 6. As a result, electric power is supplied from the power storage device 4 to the permanent magnet type motor generator 20, and the engine 10 is started.
When the engine 10 is started, the power storage device 4 can drive the permanent magnet type motor generator 20 with a voltage larger than 12V which is generally used in the past. Therefore, the permanent magnet type motor generator 20 can output a larger torque than in the case of 12V. Therefore, the deterioration of the performance of the permanent magnet type motor generator 20 can be suppressed.
　エンジン１０の始動後、即ち燃焼動作開始後、制御装置６０は、永久磁石式モータジェネレータ２０からの電流を蓄電装置４に流すようインバータ２１を制御する。これによって、蓄電装置４が永久磁石式モータジェネレータ２０の発電電力によって充電される。
　また、制御装置６０は、エンジン１０の始動後、即ち燃焼動作開始後、加速指示部８（図５参照）の操作に応じてインバータ２１に、蓄電装置４の電力を永久磁石式モータジェネレータ２０に供給させることができる。より詳細には、制御装置６０は、鞍乗型車両１の走行中、永久磁石式モータジェネレータ２０に蓄電装置４からの電力を供給し、永久磁石式モータジェネレータ２０にクランク軸１５の回転を補助させる。これによって、エンジン１０による鞍乗型車両１の加速が永久磁石式モータジェネレータ２０でアシストされる。 After the engine 10 is started, that is, after the combustion operation is started, the control device 60 controls the inverter 21 so that the current from the permanent magnet type motor generator 20 flows through the power storage device 4. As a result, the power storage device 4 is charged by the generated power of the permanent magnet type motor generator 20.
Further, the control device 60 transfers the electric power of the power storage device 4 to the permanent magnet type motor generator 20 in response to the operation of the acceleration indicator 8 (see FIG. 5) after the engine 10 is started, that is, after the combustion operation is started. Can be supplied. More specifically, the control device 60 supplies electric power from the power storage device 4 to the permanent magnet type motor generator 20 while the saddle-mounted vehicle 1 is traveling, and assists the permanent magnet type motor generator 20 in rotating the crankshaft 15. Let me. As a result, the acceleration of the saddle-mounted vehicle 1 by the engine 10 is assisted by the permanent magnet type motor generator 20.
　制御装置６０は、エンジン１０への燃料の供給及び燃焼を制御するエンジン制御部の機能も有する。制御装置６０は、エンジン用補機として機能する電動補機Ｌの動作を制御することによって、エンジン１０の燃焼を制御する。
　制御装置６０は、図示しない中央処理装置及びメモリを備えている。制御装置６０は、メモリに記憶されたプログラムを実行することによって、エンジン１０の燃焼を制御する。
　制御装置６０は、蓄電装置４の電力で動作する。より詳細には、制御装置６０は、蓄電装置４の電圧から、制御装置６０に適用するようダウンコンバートされた動作電圧で動作する。ダウンコンバータは、例えばインバータ２１に設けられている。例えば蓄電装置４がバッテリとキャパシタを有する場合、制御装置６０は、バッテリの電圧からダウンコンバートされた動作電圧で動作してもよい。 The control device 60 also has a function of an engine control unit that controls the supply and combustion of fuel to the engine 10. The control device 60 controls the combustion of the engine 10 by controlling the operation of the electric auxiliary machine L that functions as an auxiliary machine for the engine.
The control device 60 includes a central processing unit and a memory (not shown). The control device 60 controls the combustion of the engine 10 by executing a program stored in the memory.
The control device 60 operates with the electric power of the power storage device 4. More specifically, the control device 60 operates from the voltage of the power storage device 4 at an operating voltage down-converted so as to be applied to the control device 60. The down converter is provided in, for example, the inverter 21. For example, when the power storage device 4 has a battery and a capacitor, the control device 60 may operate at an operating voltage down-converted from the voltage of the battery.
　図２は、図１に示す電流維持回路の構成例を示すブロック図である。図２には、電流維持回路の機能の分かりやすさのため、第１蓄電部４１及び第２蓄電部４２も示されている。図２には第２蓄電部４２の例としてキャパシタが示されている。
　図２に示す例としての電流維持回路４３ａは、電圧降下生成部４３１を備えている。電圧降下生成部４３１は、電気的に第２蓄電部４２と並列接続されている。電圧降下生成部４３１は、第２蓄電部４２と直列接続されていないので、第２蓄電部４２の電流経路を遮断しない。電圧降下生成部４３１は、スイッチではない。
　電圧降下生成部４３１は、第２蓄電部４２に掛かる電圧が第２蓄電部４２に設定された上限電圧を超えないように電圧降下を生じる。より詳細には、電圧降下生成部４３１が生じる電圧降下の量は、第２蓄電部４２に掛かる電圧と実質的に等しい。従って、電圧降下生成部４３１は、上限電圧を超えない量の電圧降下を生じる。
　つまり、電気的に第２蓄電部４２と並列接続された電圧降下生成部４３１は、第２蓄電部４２の電流経路を遮断することなく、上限電圧を超えない量の電圧降下を生じる。 FIG. 2 is a block diagram showing a configuration example of the current maintenance circuit shown in FIG. In FIG. 2, the first power storage unit 41 and the second power storage unit 42 are also shown for the sake of easy understanding of the function of the current maintenance circuit. FIG. 2 shows a capacitor as an example of the second power storage unit 42.
The current maintenance circuit 43a as an example shown in FIG. 2 includes a voltage drop generation unit 431. The voltage drop generation unit 431 is electrically connected in parallel with the second power storage unit 42. Since the voltage drop generation unit 431 is not connected in series with the second power storage unit 42, the current path of the second power storage unit 42 is not interrupted. The voltage drop generation unit 431 is not a switch.
The voltage drop generation unit 431 generates a voltage drop so that the voltage applied to the second power storage unit 42 does not exceed the upper limit voltage set in the second power storage unit 42. More specifically, the amount of voltage drop generated by the voltage drop generation unit 431 is substantially equal to the voltage applied to the second power storage unit 42. Therefore, the voltage drop generation unit 431 generates a voltage drop in an amount not exceeding the upper limit voltage.
That is, the voltage drop generation unit 431 electrically connected in parallel with the second power storage unit 42 causes a voltage drop of an amount not exceeding the upper limit voltage without interrupting the current path of the second power storage unit 42.
　より詳細には、電圧降下生成部４３１は、第２蓄電部に掛かる電圧が上昇して上限電圧に近づくほど、内部抵抗を低下させる。これにより、電圧降下の量が上限電圧を超えないように制御される。 More specifically, the voltage drop generation unit 431 lowers the internal resistance as the voltage applied to the second power storage unit rises and approaches the upper limit voltage. As a result, the amount of voltage drop is controlled so as not to exceed the upper limit voltage.
　より詳細には、電流維持回路４３ａは、電圧降下生成部４３１と、電圧降下制御部４３２と、フィードバック部４３３と、基準電圧生成部４３４とを備えている。
　基準電圧生成部４３４は、上限電圧に関連する基準電圧を生成する。電圧降下制御部４３２は、基準電圧と第２蓄電部に掛かる電圧とに基づいて、電圧降下生成部４３１における電圧降下の量を制御する。フィードバック部４３３は、電圧降下制御部４３２の出力電圧を入力に反映させる。
　電圧降下生成部４３１は、第２蓄電部に掛かる電圧に応じて電圧降下の量をアナログで制御する。 More specifically, the current maintenance circuit 43a includes a voltage drop generation unit 431, a voltage drop control unit 432, a feedback unit 433, and a reference voltage generation unit 434.
The reference voltage generation unit 434 generates a reference voltage related to the upper limit voltage. The voltage drop control unit 432 controls the amount of voltage drop in the voltage drop generation unit 431 based on the reference voltage and the voltage applied to the second storage unit. The feedback unit 433 reflects the output voltage of the voltage drop control unit 432 on the input.
The voltage drop generation unit 431 controls the amount of voltage drop in analog according to the voltage applied to the second power storage unit.
　なお、図１に示す電流維持回路４３の構成は、図２に示す電流維持回路４３ａに限られない。電圧降下生成部４３１としてバイポーラトランジスタが示されているが、電圧降下生成部４３１は例えば電界効果トランジスタ（ＦＥＴ）といった電流制御素子でもよい。また、電圧降下制御部４３２としてアンプが示されているが、電圧降下制御部４３２は、例えばデジタル制御回路でもよい。 The configuration of the current maintenance circuit 43 shown in FIG. 1 is not limited to the current maintenance circuit 43a shown in FIG. Although a bipolar transistor is shown as the voltage drop generation unit 431, the voltage drop generation unit 431 may be a current control element such as a field effect transistor (FET). Further, although the amplifier is shown as the voltage drop control unit 432, the voltage drop control unit 432 may be, for example, a digital control circuit.
　図３は、図１に示す第１蓄電部４１の電圧と第２蓄電部４２の一例の充電時における電圧変化の概略を示すチャートである。 FIG. 3 is a chart showing an outline of voltage changes of the voltage of the first power storage unit 41 and an example of the second power storage unit 42 shown in FIG. 1 during charging.
　第１蓄電部４１の例として公称電圧１２Ｖのバッテリと、第２蓄電部４２の例として公称電圧６Ｖバッテリの組合せが示されている。第１蓄電部４１の充電前の電圧は放電により１１Ｖとなっている。第２蓄電部４２の充電前の電圧は放電により５．５Ｖとなっている。第２蓄電部４２は、第１蓄電部４１の最大充電レートの２倍より大きい最大充電レートを有する。 A combination of a battery having a nominal voltage of 12 V as an example of the first power storage unit 41 and a battery having a nominal voltage of 6 V is shown as an example of the second power storage unit 42. The voltage of the first power storage unit 41 before charging is 11V due to discharge. The voltage of the second power storage unit 42 before charging is 5.5V due to discharge. The second power storage unit 42 has a maximum charge rate that is greater than twice the maximum charge rate of the first power storage unit 41.
　直列接続された第１蓄電部４１と第２蓄電部４２が１８Ｖで充電されると、充電時間の経過に伴い第１蓄電部４１の第１電圧Ｖ１および第２蓄電部４２の第２電圧Ｖ２が上昇する。第２蓄電部４２は、第１蓄電部４１の最大充電レートの２倍より大きい最大充電レートを有するので、第２蓄電部４２の第２電圧Ｖ２は、第１蓄電部４１の第１電圧Ｖ１と比べて急速に上昇する。つまり、第２蓄電部４２は、第１蓄電部４１と比べて急速に充電される。
　蓄電装置４の電圧ＶＴは、第１蓄電部４１の第１電圧Ｖ１と第２蓄電部４２の第２電圧Ｖ２との合計である。蓄電装置４の電圧ＶＴは、例えば第２蓄電部無しで第１蓄電部４１の規模の単純に１．５倍とした場合における蓄電装置の電圧ＶＴ’と比べて大きい。例えば、充電開始から、蓄電装置４の電圧ＶＴが充電電圧の約９５％である１７．５Ｖに到達するまでの時間ｔ１は、例えば第２蓄電部無しで第１蓄電部４１の規模を単純に１．５倍とした場合における蓄電装置の電圧ＶＴ’が１７．５Ｖに到達するまでの時間ｔ２よりも短い。 When the first storage unit 41 and the second storage unit 42 connected in series are charged at 18V, the first voltage V1 of the first storage unit 41 and the second voltage V2 of the second storage unit 42 with the lapse of the charging time. Rise. Since the second power storage unit 42 has a maximum charge rate larger than twice the maximum charge rate of the first power storage unit 41, the second voltage V2 of the second power storage unit 42 is the first voltage V1 of the first power storage unit 41. It rises rapidly compared to. That is, the second power storage unit 42 is charged more rapidly than the first power storage unit 41.
The voltage VT of the power storage device 4 is the sum of the first voltage V1 of the first power storage unit 41 and the second voltage V2 of the second power storage unit 42. The voltage VT of the power storage device 4 is larger than the voltage VT'of the power storage device when, for example, the scale of the first power storage unit 41 is simply 1.5 times the scale without the second power storage unit. For example, the time t1 from the start of charging until the voltage VT of the power storage device 4 reaches 17.5 V, which is about 95% of the charging voltage, is simply the scale of the first power storage unit 41 without the second power storage unit, for example. When the voltage is 1.5 times, the voltage VT'of the power storage device is shorter than the time t2 until the voltage reaches 17.5 V.
　このように、直列接続された第１蓄電部４１と第２蓄電部４２によって、蓄電装置４の電圧ＶＴは、例えば第１蓄電部４１の規模が単純に拡大した場合の電圧ＶＴ’と比べて大きい。
　図３の例に示すように、第２蓄電部４２が第１蓄電部４１よりも短い期間で充電されるため、蓄電装置４は、蓄電装置４が放電した状態から充電開始後に短時間で大きな電圧ＶＴを出力できる。例えば、時刻ｔ１でエンジン１０の始動の場合でも、永久磁石式モータジェネレータ２０が、従来一般に採用されている１２Ｖよりも大きい１７Ｖで駆動されることができる。 In this way, due to the first power storage unit 41 and the second power storage unit 42 connected in series, the voltage VT of the power storage device 4 is compared with, for example, the voltage VT'when the scale of the first power storage unit 41 is simply expanded. large.
As shown in the example of FIG. 3, since the second power storage unit 42 is charged in a shorter period than the first power storage unit 41, the power storage device 4 is large in a short time after the start of charging from the state in which the power storage device 4 is discharged. A voltage VT can be output. For example, even when the engine 10 is started at time t1, the permanent magnet type motor generator 20 can be driven by 17V, which is larger than 12V which is generally adopted in the past.
　図３を参照して、１２Ｖと６Ｖの組合せを説明した。しかし、本実施形態の鞍乗型車両１では、第２蓄電部４２の種類及び構成、及び、電流維持回路４３の上限電圧設定値を調整することによって、蓄電装置４が放電する場合の電圧を、容易に調整することができる。つまり、蓄電装置４の出力電圧として、第１蓄電部４１の電圧より高い電圧を容易に設定することができる。例えば、第１蓄電部４１として公称電圧１２Ｖのバッテリを用いる場合、蓄電装置４が放電した後の短い充電時間で蓄電装置４が出力可能な電圧を１２Ｖよりも大きい要求電圧に調整することが容易である。
　蓄電装置４が大きな電圧を出力できる場合、ある損失の許容範囲に対し、蓄電装置４－インバータ２１－永久磁石式モータジェネレータ２０の配線距離を長くすることが許容できる。この結果、蓄電装置４及びインバータ２１の車体におけるレイアウト自由度が高まる。 The combination of 12V and 6V has been described with reference to FIG. However, in the saddle-mounted vehicle 1 of the present embodiment, the voltage when the power storage device 4 is discharged can be adjusted by adjusting the type and configuration of the second power storage unit 42 and the upper limit voltage set value of the current maintenance circuit 43. , Can be easily adjusted. That is, as the output voltage of the power storage device 4, a voltage higher than the voltage of the first power storage unit 41 can be easily set. For example, when a battery having a nominal voltage of 12 V is used as the first power storage unit 41, it is easy to adjust the voltage that can be output by the power storage device 4 to a required voltage larger than 12 V in a short charging time after the power storage device 4 is discharged. Is.
When the power storage device 4 can output a large voltage, it is permissible to increase the wiring distance of the power storage device 4-inverter 21-permanent magnet type motor generator 20 with respect to a certain loss tolerance range. As a result, the degree of freedom in layout of the power storage device 4 and the inverter 21 in the vehicle body is increased.
　図４（Ａ）は、鞍乗型車両１における蓄電装置４の配置の第１の変形例を示す側面図である。図４（Ｂ）は、鞍乗型車両１における蓄電装置４の配置の第２の変形例を示す側面図である。 FIG. 4A is a side view showing a first modification of the arrangement of the power storage device 4 in the saddle-mounted vehicle 1. FIG. 4B is a side view showing a second modification of the arrangement of the power storage device 4 in the saddle-mounted vehicle 1.
　図４（Ａ）に示す第１の変形例では、蓄電装置４が、車体２の後端部に配置されている。図４（Ｂ）に示す第２の変形例では、蓄電装置４が、車体２の前端部に配置されている。
　蓄電装置４－インバータ２１－永久磁石式モータジェネレータ２０の配線距離を長くすることが許容できるので、図４（Ａ）又は図４（Ｂ）に示すように、蓄電装置４及びインバータ２１の車体におけるレイアウト自由度が高まる。このため、蓄電装置４及びインバータ２１を配置する場合に生じる空間の無駄が抑えられるように蓄電装置４及びインバータ２１の配置位置を調整することができる。従って、車体２をコンパクトにすることができる。 In the first modification shown in FIG. 4A, the power storage device 4 is arranged at the rear end of the vehicle body 2. In the second modification shown in FIG. 4B, the power storage device 4 is arranged at the front end portion of the vehicle body 2.
Since it is permissible to increase the wiring distance of the power storage device 4-inverter 21-permanent magnet type motor generator 20, as shown in FIG. 4A or FIG. 4B, in the vehicle body of the power storage device 4 and the inverter 21. Increases layout freedom. Therefore, the arrangement positions of the power storage device 4 and the inverter 21 can be adjusted so as to suppress the waste of space generated when the power storage device 4 and the inverter 21 are arranged. Therefore, the vehicle body 2 can be made compact.
　このように、鞍乗型車両１によれば、エンジン始動性能の低下を抑えつつ車体をコンパクトにできる。 In this way, according to the saddle-mounted vehicle 1, the vehicle body can be made compact while suppressing the deterioration of the engine starting performance.
［第１の適用例］
　続いて、図５を参照して、実施形態の適用例を説明する。 [First application example]
Subsequently, an application example of the embodiment will be described with reference to FIG.
　図５は、図１に示す実施形態の適用例である鞍乗型車両１及び電気系統を模式的に示す図である。図５のパート（ａ）は、鞍乗型車両１の平面図である。図５のパート（ｂ）は、鞍乗型車両１の側面図である。図５のパート（ｃ）は、鞍乗型車両１の電気系統の接続を模式的に示す実体配線図である。
　図５以降に示す適用例において、図１に示す実施形態に対応する要素は、図１と同じ符号を付して説明を行う。 FIG. 5 is a diagram schematically showing a saddle-mounted vehicle 1 and an electric system, which are application examples of the embodiment shown in FIG. Part (a) of FIG. 5 is a plan view of the saddle-mounted vehicle 1. Part (b) of FIG. 5 is a side view of the saddle-mounted vehicle 1. Part (c) of FIG. 5 is a physical wiring diagram schematically showing the connection of the electric system of the saddle-mounted vehicle 1.
In the application examples shown in FIGS. 5 and 5 onward, the elements corresponding to the embodiments shown in FIG. 1 will be described with the same reference numerals as those in FIG.
　図５に示す鞍乗型車両１は、車体２を備えている。車体２には、運転者が着座するためのシート２ａが備えられている。運転者は、シート２ａに跨がるようにして着座する。図５には、鞍乗型車両１の一例として自動二輪車が示されている。 The saddle-mounted vehicle 1 shown in FIG. 5 includes a vehicle body 2. The vehicle body 2 is provided with a seat 2a for the driver to sit on. The driver sits so as to straddle the seat 2a. FIG. 5 shows a motorcycle as an example of the saddle-mounted vehicle 1.
　鞍乗型車両１は、前の車輪３ａと後ろの車輪３ｂを備えている。鞍乗型車両１の車輪３ａ，３ｂのトレッド面は、路面と接触しない状態で円弧状の断面形状を有する。 The saddle-mounted vehicle 1 is provided with front wheels 3a and rear wheels 3b. The tread surfaces of the wheels 3a and 3b of the saddle-mounted vehicle 1 have an arcuate cross-sectional shape in a state where they do not come into contact with the road surface.
　エンジン１０は、エンジンユニットＥＵを構成する。即ち、鞍乗型車両１は、エンジンユニットＥＵを備えている。
　エンジンユニットＥＵは、エンジン１０と、永久磁石式モータジェネレータ２０とを含む。
　エンジン１０は、クランク軸１５を介して動力を出力する。エンジン１０は、車輪３ｂを駆動するためのトルクをクランク軸１５から出力する。車輪３ｂは、クランク軸１５の動力を受け、鞍乗型車両１を走行させる。エンジン１０は、例えば１００ｍＬ以上の排気量を有する。エンジン１０は、例えば、４００ｍＬ未満の排気量を有する。
　また、鞍乗型車両１は、変速機ＣＶＴ及びクラッチＣＬを備えている。エンジン１０から出力される動力は、変速機ＣＶＴ及びクラッチＣＬを介して車輪３ｂに伝達される。 The engine 10 constitutes an engine unit EU. That is, the saddle-mounted vehicle 1 includes an engine unit EU.
The engine unit EU includes an engine 10 and a permanent magnet type motor generator 20.
The engine 10 outputs power via the crankshaft 15. The engine 10 outputs torque for driving the wheels 3b from the crankshaft 15. The wheels 3b receive the power of the crankshaft 15 to drive the saddle-mounted vehicle 1. The engine 10 has, for example, a displacement of 100 mL or more. The engine 10 has, for example, a displacement of less than 400 mL.
Further, the saddle-mounted vehicle 1 includes a transmission CVT and a clutch CL. The power output from the engine 10 is transmitted to the wheels 3b via the transmission CVT and the clutch CL.
　永久磁石式モータジェネレータ２０は、エンジン１０に駆動されて発電する。図５に示す永久磁石式モータジェネレータ２０は、磁石式始動発電機である。
　永久磁石式モータジェネレータ２０は、ロータ３０及びステータ４０（図６参照）を有する。ロータ３０は、永久磁石で構成された永久磁石部３７を備えている。ロータ３０は、クランク軸１５から出力される動力で回転する。ステータ４０は、ロータ３０と対向するように配置されている。 The permanent magnet type motor generator 20 is driven by the engine 10 to generate electricity. The permanent magnet type motor generator 20 shown in FIG. 5 is a magnet type start generator.
The permanent magnet motor generator 20 has a rotor 30 and a stator 40 (see FIG. 6). The rotor 30 includes a permanent magnet portion 37 composed of a permanent magnet. The rotor 30 rotates with the power output from the crankshaft 15. The stator 40 is arranged so as to face the rotor 30.
　蓄電装置４は、充電及び放電することができる装置である。蓄電装置４は、充電された電力を外部に出力する。蓄電装置４は、電力を永久磁石式モータジェネレータ２０及び電動補機Ｌに供給する。蓄電装置４は、エンジン１０の始動時に永久磁石式モータジェネレータ２０に電力を供給する。また、蓄電装置４は、永久磁石式モータジェネレータ２０で発電された電力によって充電される。 The power storage device 4 is a device that can be charged and discharged. The power storage device 4 outputs the charged electric power to the outside. The power storage device 4 supplies electric power to the permanent magnet type motor generator 20 and the electric auxiliary machine L. The power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started. Further, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20.
　鞍乗型車両１は、インバータ２１を備えている。インバータ２１は、永久磁石式モータジェネレータ２０と蓄電装置４との間を流れる電流を制御する複数のスイッチング部２１１を備えている。 The saddle-mounted vehicle 1 is equipped with an inverter 21. The inverter 21 includes a plurality of switching units 211 that control the current flowing between the permanent magnet type motor generator 20 and the power storage device 4.
　永久磁石式モータジェネレータ２０は、蓄電装置４の電力によってクランク軸１５を回転させる。これによって永久磁石式モータジェネレータ２０はエンジン１０を始動する。 The permanent magnet type motor generator 20 rotates the crankshaft 15 by the electric power of the power storage device 4. As a result, the permanent magnet type motor generator 20 starts the engine 10.
　鞍乗型車両１は、メインスイッチ５を備えている。メインスイッチ５は、操作に応じて鞍乗型車両１に備えられた電動補機Ｌ（図５（ｃ）参照）に電力を供給するためのスイッチである。電動補機Ｌは、永久磁石式モータジェネレータ２０を除いて、電力を消費しながら動作する装置を包括的に表したものである。電動補機Ｌは、例えば、前照灯９、燃料噴射装置１８、及び点火装置１９（図６参照）を含む。
　鞍乗型車両１は、スタータスイッチ６を備えている。スタータスイッチ６は、操作に応じてエンジン１０を始動するためのスイッチである。鞍乗型車両１は、メインリレー７５を備えている。メインリレー７５は、メインスイッチ５からの信号に応じて、電動補機Ｌを含む回路を開閉する。
　鞍乗型車両１は、加速指示部８を備えている。加速指示部８は、操作に応じて鞍乗型車両１の加速を指示するための操作子である。加速指示部８は、詳細には、アクセルグリップである。 The saddle-mounted vehicle 1 includes a main switch 5. The main switch 5 is a switch for supplying electric power to the electric auxiliary machine L (see FIG. 5C) provided in the saddle-mounted vehicle 1 according to the operation. The electric auxiliary machine L comprehensively represents a device that operates while consuming electric power, except for the permanent magnet type motor generator 20. The electric auxiliary machine L includes, for example, a headlight 9, a fuel injection device 18, and an ignition device 19 (see FIG. 6).
The saddle-mounted vehicle 1 includes a starter switch 6. The starter switch 6 is a switch for starting the engine 10 in response to an operation. The saddle-mounted vehicle 1 includes a main relay 75. The main relay 75 opens and closes a circuit including the electric auxiliary machine L in response to a signal from the main switch 5.
The saddle-mounted vehicle 1 includes an acceleration indicator 8. The acceleration instruction unit 8 is an operator for instructing the acceleration of the saddle-mounted vehicle 1 according to the operation. The acceleration indicator 8 is, in detail, an accelerator grip.
　蓄電装置４は、例えば、１２Ｖで動作する第１蓄電部４１と、このバッテリに直列接続された第２蓄電部４２とを有する。第１蓄電部４１は、例えば鉛バッテリである。キャパシタは、例えば電気二重層キャパシタ（Electric　Double　Layer　Capacitor,　EDLC）である。
　また、蓄電装置４は、キャパシタの電圧が６Ｖを超えると蓄電装置４に入力される電流を、キャパシタではなくバッテリに供給する電流維持回路４３を有する。
　蓄電装置４は、１８Ｖで充電され、１８Ｖを出力する。ただし、充電電圧及び出力電圧は、蓄電装置４の充電状態及びクランク軸１５の回転速度によっても変動する。１８Ｖを含む範囲の電圧を、１８Ｖ系統電圧と称する。 The power storage device 4 includes, for example, a first power storage unit 41 that operates at 12 V, and a second power storage unit 42 that is connected in series to the battery. The first power storage unit 41 is, for example, a lead battery. The capacitor is, for example, an Electric Double Layer Capacitor (EDLC).
Further, the power storage device 4 has a current maintenance circuit 43 that supplies the current input to the power storage device 4 to the battery instead of the capacitor when the voltage of the capacitor exceeds 6 V.
The power storage device 4 is charged with 18V and outputs 18V. However, the charging voltage and the output voltage also vary depending on the charging state of the power storage device 4 and the rotation speed of the crankshaft 15. The voltage in the range including 18V is referred to as an 18V system voltage.
　図５に示す構成で、蓄電装置４は、エンジン１０の始動時に永久磁石式モータジェネレータ２０に電力を供給する。永久磁石式モータジェネレータ２０が、１８Ｖ系統電圧で駆動されることができる。従って、永久磁石式モータジェネレータ２０は、例えば１２Ｖの場合と比べて大きいトルクを出力できる。 With the configuration shown in FIG. 5, the power storage device 4 supplies electric power to the permanent magnet type motor generator 20 when the engine 10 is started. The permanent magnet type motor generator 20 can be driven by the 18V system voltage. Therefore, the permanent magnet type motor generator 20 can output a larger torque than in the case of, for example, 12V.
　図５のパート（ｃ）に示すように、永久磁石式モータジェネレータ２０、蓄電装置４、メインリレー７５、インバータ２１、及び電動補機Ｌは、配線Ｊで電気的に接続されている。符号の見やすさのため、配線の符号（Ｊ）は、図５のパート（ｃ）に示す配線の一部に付している。
　配線Ｊは、例えばリード線で構成される。配線Ｊは、繋ぎ合わされた複数のリード線で構成される場合もある。また、配線Ｊは、リード線を中継するコネクタ、ヒューズ、及び接続端子を含む場合もある。コネクタ、ヒューズ、及び接続端子の図示は省略する。また、図５のパート（ｃ）の実体配線図では、正極領域の接続が示されている。負極領域即ちグランド領域は、車体２を介して電気的に接続されている。より詳細には、負極領域は、車体２の図示しない金属製フレームを介して電気的に接続されている。車体２を介した各装置の電気的な接続の距離は、通常、リード線等による正極領域の接続と同等であるか、より短い。そこで、図５のパート（ｃ）において、車体２による負極領域の接続の図示を省略し、主として、正極領域の配線について説明する。
　図５に示す配線Ｊは、車両に設けられた他の配線と組み合わされて図示しないワイヤハーネスを構成する。図５のパート（ｃ）では、図に示された装置を電気的に接続する配線Ｊのみを示す。
　図５のパート（ｃ）には、各装置間の配線Ｊの接続関係、及び配線Ｊの距離が概略的に示されている。 As shown in part (c) of FIG. 5, the permanent magnet type motor generator 20, the power storage device 4, the main relay 75, the inverter 21, and the electric auxiliary machine L are electrically connected by wiring J. For the sake of legibility of the code, the code (J) of the wiring is attached to a part of the wiring shown in the part (c) of FIG.
The wiring J is composed of, for example, a lead wire. The wiring J may be composed of a plurality of connected lead wires. Further, the wiring J may include a connector for relaying a lead wire, a fuse, and a connection terminal. The illustration of connectors, fuses, and connection terminals is omitted. Further, in the physical wiring diagram of the part (c) of FIG. 5, the connection of the positive electrode region is shown. The negative electrode region, that is, the ground region is electrically connected via the vehicle body 2. More specifically, the negative electrode region is electrically connected via a metal frame (not shown) of the vehicle body 2. The distance of electrical connection of each device via the vehicle body 2 is usually equal to or shorter than the connection of the positive electrode region by a lead wire or the like. Therefore, in the part (c) of FIG. 5, the connection of the negative electrode region by the vehicle body 2 is not shown, and the wiring of the positive electrode region will be mainly described.
The wiring J shown in FIG. 5 is combined with other wiring provided in the vehicle to form a wire harness (not shown). Part (c) of FIG. 5 shows only the wiring J that electrically connects the devices shown in the figure.
Part (c) of FIG. 5 schematically shows the connection relationship of the wiring J between the devices and the distance of the wiring J.
［エンジンユニット］
　図６は、図５に示すエンジンユニットＥＵの概略構成を模式的に示す部分断面図である。 [Engine unit]
FIG. 6 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit EU shown in FIG.
　エンジンユニットＥＵは、エンジン１０を備えている。エンジン１０は、クランクケース１１と、シリンダ１２と、ピストン１３と、コネクティングロッド１４と、クランク軸１５とを備えている。ピストン１３は、シリンダ１２内に往復動可能に設けられている。
　クランク軸１５は、クランクケース１１内に回転可能に設けられている。クランク軸１５は、コネクティングロッド１４を介して、ピストン１３と連結されている。シリンダ１２の上部には、シリンダヘッド１６が取り付けられている。シリンダ１２とシリンダヘッド１６とピストン１３とによって、燃焼室が形成される。クランク軸１５は、クランクケース１１に、回転自在な態様で支持されている。クランク軸１５の一端部１５ａには、永久磁石式モータジェネレータ２０が取り付けられている。クランク軸１５の他端部１５ｂには、変速機ＣＶＴが取り付けられている。変速機ＣＶＴは、入力の回転速度に対する出力の回転速度の比である変速比を変更することができる。変速機ＣＶＴは、クランク軸１５の回転速度に対する、車輪の回転速度に対応する変速比を変更することができる。 The engine unit EU includes an engine 10. The engine 10 includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15. The piston 13 is provided in the cylinder 12 so as to be reciprocating.
The crankshaft 15 is rotatably provided in the crankcase 11. The crankshaft 15 is connected to the piston 13 via a connecting rod 14. A cylinder head 16 is attached to the upper part of the cylinder 12. A combustion chamber is formed by the cylinder 12, the cylinder head 16, and the piston 13. The crankshaft 15 is supported by the crankcase 11 in a rotatable manner. A permanent magnet type motor generator 20 is attached to one end portion 15a of the crankshaft 15. A transmission CVT is attached to the other end 15b of the crankshaft 15. The transmission CVT can change the gear ratio, which is the ratio of the rotation speed of the output to the rotation speed of the input. The transmission CVT can change the gear ratio corresponding to the rotation speed of the wheels with respect to the rotation speed of the crankshaft 15.
　エンジンユニットＥＵには、燃料噴射装置１８が備えられている。燃料噴射装置１８は、燃料を噴射することによって、燃焼室に燃料を供給する。吸気通路Ｉｐを通って流れる空気に対し、燃料噴射装置１８が燃料を噴射する。空気と燃料の混合気が、エンジン１０の燃焼室に供給される。
　また、エンジンユニットＥＵには、点火装置１９が設けられている。点火装置１９は、点火プラグ１９ａ及び点火電圧生成回路１９ｂを有する。点火プラグ１９ａは、エンジン１０に設けられている。点火プラグ１９ａは、点火電圧生成回路１９ｂと電気的に接続される。
　燃料噴射装置１８及び点火装置１９は、図１に示す電動補機Ｌの一例である。燃料噴射装置１８及び点火装置１９は、エンジン用補機の一例である。燃料噴射装置１８及び点火装置１９は、１８Ｖ系統電圧で動作する。 The engine unit EU is provided with a fuel injection device 18. The fuel injection device 18 supplies fuel to the combustion chamber by injecting fuel. The fuel injection device 18 injects fuel into the air flowing through the intake passage Ip. A mixture of air and fuel is supplied to the combustion chamber of the engine 10.
Further, the engine unit EU is provided with an ignition device 19. The ignition device 19 has a spark plug 19a and an ignition voltage generation circuit 19b. The spark plug 19a is provided in the engine 10. The spark plug 19a is electrically connected to the ignition voltage generation circuit 19b.
The fuel injection device 18 and the ignition device 19 are examples of the electric auxiliary machine L shown in FIG. The fuel injection device 18 and the ignition device 19 are examples of auxiliary equipment for an engine. The fuel injection device 18 and the ignition device 19 operate at an 18V system voltage.
　エンジン１０は、内燃機関である。エンジン１０は、燃料の供給を受ける。エンジン１０は、混合気を燃焼する燃焼動作によって動力を出力する。即ち、ピストン１３が、燃焼室に供給された燃料を含む混合気の燃焼によって往復動する。ピストン１３の往復動に連動してクランク軸１５が回転する。動力は、クランク軸１５を介してエンジン１０の外部に出力される。
　燃料噴射装置１８は、供給燃料の量を調整することによって、エンジン１０から出力される動力を調節する。燃料噴射装置１８は、制御装置６０によって制御される。燃料噴射装置１８は、エンジン１０に供給される空気の量に基づいた量の燃料を供給するよう制御される。点火装置１９は、燃料と空気が混合されたガスに点火する。燃料噴射装置１８及び点火装置１９は、エンジン１０に燃焼を行なわせるよう動作するエンジン用補機である。
　エンジン１０は、クランク軸１５を介して動力を出力する。クランク軸１５の動力は、変速機ＣＶＴ及びクラッチＣＬ（図５のパート（ｂ）参照）を介して、車輪３ｂに伝達される。 The engine 10 is an internal combustion engine. The engine 10 is supplied with fuel. The engine 10 outputs power by a combustion operation that burns the air-fuel mixture. That is, the piston 13 reciprocates by burning the air-fuel mixture containing the fuel supplied to the combustion chamber. The crankshaft 15 rotates in conjunction with the reciprocating movement of the piston 13. The power is output to the outside of the engine 10 via the crankshaft 15.
The fuel injection device 18 adjusts the power output from the engine 10 by adjusting the amount of fuel to be supplied. The fuel injection device 18 is controlled by the control device 60. The fuel injection device 18 is controlled to supply an amount of fuel based on the amount of air supplied to the engine 10. The igniter 19 ignites a gas in which fuel and air are mixed. The fuel injection device 18 and the ignition device 19 are engine auxiliary machines that operate to cause the engine 10 to perform combustion.
The engine 10 outputs power via the crankshaft 15. The power of the crankshaft 15 is transmitted to the wheels 3b via the transmission CVT and the clutch CL (see part (b) of FIG. 5).
　クランクケース１１は、潤滑オイル（ｏｉｌ図５パート（ｂ））で内部が潤滑されるように構成されている。永久磁石式モータジェネレータ２０は、潤滑オイル（ｏｉｌ）と接触する位置に設けられている。 The crankcase 11 is configured so that the inside is lubricated with lubricating oil (oil FIG. 5 part (b)). The permanent magnet type motor generator 20 is provided at a position where it comes into contact with lubricating oil (oil).
　エンジン１０は、４ストロークの間に、クランク軸１５を回転させる負荷が大きい高負荷領域と、クランク軸１５を回転させる負荷が高負荷領域の負荷より小さい低負荷領域とを有する。高負荷領域とは、エンジン１０の１燃焼サイクルにおいて、負荷トルクが１燃焼サイクルにおける負荷トルクの平均値よりも高い領域をいう。また、低負荷領域とは、エンジン１０の１燃焼サイクルにおいて、負荷トルクが１燃焼サイクルにおける負荷トルクの平均値よりも低い領域をいう。クランク軸１５の回転角度を基準として見ると、低負荷領域は高負荷領域よりも広い。より詳細には、エンジン１０は、吸気行程、圧縮行程、膨張行程、及び排気行程の４行程を繰返しながら正回転する。圧縮行程は、高負荷領域との重なりを有する。エンジン１０は、単気筒エンジンである。 The engine 10 has a high load region in which the load for rotating the crankshaft 15 is large and a low load region in which the load for rotating the crankshaft 15 is smaller than the load in the high load region during the four strokes. The high load region means a region in which the load torque is higher than the average value of the load torque in one combustion cycle in one combustion cycle of the engine 10. Further, the low load region means a region in which the load torque is lower than the average value of the load torque in one combustion cycle in one combustion cycle of the engine 10. Looking at the rotation angle of the crankshaft 15 as a reference, the low load region is wider than the high load region. More specifically, the engine 10 rotates forward while repeating four strokes of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. The compression stroke has an overlap with the high load region. The engine 10 is a single cylinder engine.
　図７は、図６に示す永久磁石式モータジェネレータ２０の回転軸線に垂直な断面を示す断面図である。
　図６及び図７を参照して永久磁石式モータジェネレータ２０を説明する。 FIG. 7 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the permanent magnet type motor generator 20 shown in FIG.
The permanent magnet type motor generator 20 will be described with reference to FIGS. 6 and 7.
　永久磁石式モータジェネレータ２０は、ロータ３０と、ステータ４０とを有する。本適用例の永久磁石式モータジェネレータ２０は、ラジアルギャップ型である。永久磁石式モータジェネレータ２０は、アウタロータ型である。即ち、ロータ３０はアウタロータである。ステータ４０はインナーステータである。
　ロータ３０は、ロータ本体部３１を有する。ロータ本体部３１は、例えば強磁性材料からなる。ロータ本体部３１は、有底筒状を有する。ロータ本体部３１は、筒状ボス部３２と、円板状の底壁部３３と、筒状のバックヨーク部３４とを有する。底壁部３３及びバックヨーク部３４は一体的に形成されている。なお、底壁部３３とバックヨーク部３４とは別体に構成されていてもよい。底壁部３３及びバックヨーク部３４は筒状ボス部３２を介してクランク軸１５に固定されている。ロータ３０には、電流が供給される巻線が設けられていない。 The permanent magnet type motor generator 20 has a rotor 30 and a stator 40. The permanent magnet type motor generator 20 of this application example is a radial gap type. The permanent magnet type motor generator 20 is an outer rotor type. That is, the rotor 30 is an outer rotor. The stator 40 is an inner stator.
The rotor 30 has a rotor main body 31. The rotor body 31 is made of, for example, a ferromagnetic material. The rotor main body 31 has a bottomed tubular shape. The rotor main body 31 has a tubular boss portion 32, a disk-shaped bottom wall portion 33, and a tubular back yoke portion 34. The bottom wall portion 33 and the back yoke portion 34 are integrally formed. The bottom wall portion 33 and the back yoke portion 34 may be configured separately. The bottom wall portion 33 and the back yoke portion 34 are fixed to the crankshaft 15 via the tubular boss portion 32. The rotor 30 is not provided with a winding to which a current is supplied.
　ロータ３０は、永久磁石部３７を有する。ロータ３０は、複数の磁極部３７ａを有する。複数の磁極部３７ａは永久磁石部３７により形成されている。複数の磁極部３７ａは、バックヨーク部３４の内周面に、設けられている。本適用例において、永久磁石部３７は、複数の永久磁石を有する。即ち、ロータ３０は、複数の永久磁石を有する。複数の磁極部３７ａは、複数の永久磁石のそれぞれに設けられている。
　なお、永久磁石部３７は、１つの環状の永久磁石によって形成されることも可能である。この場合、１つの永久磁石は、複数の磁極部３７ａが内周面に並ぶように着磁される。 The rotor 30 has a permanent magnet portion 37. The rotor 30 has a plurality of magnetic pole portions 37a. The plurality of magnetic pole portions 37a are formed by the permanent magnet portions 37. The plurality of magnetic pole portions 37a are provided on the inner peripheral surface of the back yoke portion 34. In this application example, the permanent magnet portion 37 has a plurality of permanent magnets. That is, the rotor 30 has a plurality of permanent magnets. The plurality of magnetic pole portions 37a are provided on each of the plurality of permanent magnets.
The permanent magnet portion 37 can also be formed by one annular permanent magnet. In this case, one permanent magnet is magnetized so that a plurality of magnetic pole portions 37a are lined up on the inner peripheral surface.
　複数の磁極部３７ａは、永久磁石式モータジェネレータ２０の周方向にＮ極とＳ極とが交互に配置されるように設けられている。本適用例では、ステータ４０と対向するロータ３０の磁極数が２４個である。ロータ３０の磁極数とは、ステータ４０と対向する磁極数をいう。磁極部３７ａとステータ４０との間には磁性体が設けられていない。
　磁極部３７ａは、永久磁石式モータジェネレータ２０の径方向におけるステータ４０よりも外方に設けられている。バックヨーク部３４は、径方向における磁極部３７ａよりも外方に設けられている。永久磁石式モータジェネレータ２０は、歯部４５の数よりも多い磁極部３７ａを有している。
　なお、ロータ３０は、磁極部３７ａが磁性材料に埋め込まれた埋込磁石型（ＩＰＭ型）であってもよいが、本適用例のように、磁極部３７ａが磁性材料から露出した表面磁石型（ＳＰＭ型）であることが好ましい。 The plurality of magnetic pole portions 37a are provided so that the north pole and the south pole are alternately arranged in the circumferential direction of the permanent magnet type motor generator 20. In this application example, the number of magnetic poles of the rotor 30 facing the stator 40 is 24. The number of magnetic poles of the rotor 30 means the number of magnetic poles facing the stator 40. No magnetic material is provided between the magnetic pole portion 37a and the stator 40.
The magnetic pole portion 37a is provided outside the stator 40 in the radial direction of the permanent magnet type motor generator 20. The back yoke portion 34 is provided outside the magnetic pole portion 37a in the radial direction. The permanent magnet type motor generator 20 has more magnetic pole portions 37a than the number of tooth portions 45.
The rotor 30 may be of an embedded magnet type (IPM type) in which the magnetic pole portion 37a is embedded in a magnetic material, but as in this application example, the magnetic pole portion 37a is a surface magnet type exposed from the magnetic material. (SPM type) is preferable.
　ステータ４０は、ステータコアＳＴと複数のステータ巻線Ｗとを有する。ステータコアＳＴは、周方向に間隔を空けて設けられた複数の歯部（ティース）４５を有する。複数の歯部４５は、ステータコアＳＴから径方向外方に向かって一体的に延びている。本適用例においては、合計１８個の歯部４５が周方向に間隔を空けて設けられている。換言すると、ステータコアＳＴは、周方向に間隔を空けて形成された合計１８個のスロットＳＬを有する。歯部４５は周方向に等間隔で配置されている。 The stator 40 has a stator core ST and a plurality of stator windings W. The stator core ST has a plurality of teeth 45 provided at intervals in the circumferential direction. The plurality of tooth portions 45 integrally extend radially outward from the stator core ST. In this application example, a total of 18 tooth portions 45 are provided at intervals in the circumferential direction. In other words, the stator core ST has a total of 18 slots SL formed at intervals in the circumferential direction. The tooth portions 45 are arranged at equal intervals in the circumferential direction.
　ロータ３０は、歯部４５の数より多い数の磁極部３７ａを有する。磁極部の数は、スロット数の４／３である。 The rotor 30 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 45. The number of magnetic poles is 4/3 of the number of slots.
　各歯部４５の周囲には、ステータ巻線Ｗが巻回している。つまり、複数相のステータ巻線Ｗは、スロットＳＬを通るように設けられている。図７には、ステータ巻線Ｗが、スロットＳＬの中にある状態が示されている。 A stator winding W is wound around each tooth portion 45. That is, the multi-phase stator winding W is provided so as to pass through the slot SL. FIG. 7 shows a state in which the stator winding W is in the slot SL.
　永久磁石式モータジェネレータ２０は、三相発電機である。ステータ巻線Ｗのそれぞれは、Ｕ相、Ｖ相、Ｗ相の何れかに属する。ステータ巻線Ｗは、例えば、Ｕ相、Ｖ相、Ｗ相の順に並ぶように配置される。 The permanent magnet type motor generator 20 is a three-phase generator. Each of the stator windings W belongs to any of U phase, V phase, and W phase. The stator windings W are arranged so as to be arranged in the order of, for example, U phase, V phase, and W phase.
　鞍乗型車両１が走行中にエンジン１０が動作状態している場合、永久磁石式モータジェネレータ２０で発電される電力によって、蓄電装置４が充電される。蓄電装置４が満充電になると、永久磁石式モータジェネレータ２０で発電される電力は、充電に用いられることなく例えば巻線の短絡によって熱として消費される。また、インバータ２１から蓄電装置４に出力される電圧が定格値に抑えられない程度にクランク軸１５の回転速度が大きくなる場合、インバータ２１は、永久磁石式モータジェネレータ２０のステータ巻線Ｗを短絡するようにスイッチング部２１１を制御する。蓄電装置４を充電することができるクランク軸１５の上限回転速度は、高い値に設定することができる。
　発電機が発電する場合、ステータ巻線Ｗを流れる電流は、ステータ巻線Ｗ自体に生じるインピーダンスの影響を受ける。インピーダンスはステータ巻線Ｗを流れる電流を妨げる要素である。インピーダンスは、回転速度ωとインダクタンスの積を含む。ここで、回転速度ωは、実際には、単位時間に歯部近傍を通過する磁極部の数に相当する。即ち、回転速度ωは、発電機における歯部の数に対する磁極部の数の比と、ロータの回転速度とに比例する。 When the engine 10 is operating while the saddle-mounted vehicle 1 is running, the power storage device 4 is charged by the electric power generated by the permanent magnet type motor generator 20. When the power storage device 4 is fully charged, the electric power generated by the permanent magnet type motor generator 20 is consumed as heat by, for example, a short circuit of the windings, without being used for charging. Further, when the rotation speed of the crank shaft 15 becomes so large that the voltage output from the inverter 21 to the power storage device 4 cannot be suppressed to the rated value, the inverter 21 short-circuits the stator winding W of the permanent magnet type motor generator 20. The switching unit 211 is controlled so as to do so. The upper limit rotation speed of the crankshaft 15 capable of charging the power storage device 4 can be set to a high value.
When the generator generates electricity, the current flowing through the stator winding W is affected by the impedance generated in the stator winding W itself. Impedance is an element that hinders the current flowing through the stator winding W. Impedance includes the product of rotational speed ω and inductance. Here, the rotation speed ω actually corresponds to the number of magnetic poles passing near the tooth portion in a unit time. That is, the rotation speed ω is proportional to the ratio of the number of magnetic poles to the number of teeth in the generator and the rotation speed of the rotor.
　図７に示す永久磁石式モータジェネレータ２０は、歯部４５の数より多い数の磁極部３７ａを有する。即ち、永久磁石式モータジェネレータ２０は、スロットＳＬの数より多い数の磁極部３７ａを有する。このため、ステータ巻線Ｗが大きなインピーダンスを有する。従って、蓄電装置４に掛かる電圧が、例えば歯部の数より少ない数の磁極部を有する場合と比べ、減少する。このため、クランク軸１５の上限回転速度は、例えば１２Ｖの場合と比べて高い値に設定することができる。このため、永久磁石式モータジェネレータ２０において始動時のトルクを増大するため、電気抵抗の小さい太い巻線を採用することができる。 The permanent magnet type motor generator 20 shown in FIG. 7 has a number of magnetic pole portions 37a that is larger than the number of tooth portions 45. That is, the permanent magnet type motor generator 20 has a number of magnetic pole portions 37a that is larger than the number of slots SL. Therefore, the stator winding W has a large impedance. Therefore, the voltage applied to the power storage device 4 is reduced as compared with the case where the number of magnetic poles is smaller than the number of teeth, for example. Therefore, the upper limit rotation speed of the crankshaft 15 can be set to a higher value than in the case of, for example, 12V. Therefore, in order to increase the torque at the time of starting in the permanent magnet type motor generator 20, a thick winding having a small electric resistance can be adopted.
　また、永久磁石式モータジェネレータ２０では、ステータ巻線Ｗの温度が潤滑オイルの温度よりも高くならない又は高くなり難いため、永久磁石式モータジェネレータ２０が潤滑オイルと接触するように配置されても、潤滑オイルの蒸発を抑制できる。従って、潤滑オイルの冷却機構の大型化を抑制乃至回避できる。 Further, in the permanent magnet type motor generator 20, the temperature of the stator winding W does not become higher than or is unlikely to become higher than the temperature of the lubricating oil. Therefore, even if the permanent magnet type motor generator 20 is arranged so as to come into contact with the lubricating oil, it may be arranged. Evaporation of lubricating oil can be suppressed. Therefore, it is possible to suppress or avoid an increase in the size of the lubricating oil cooling mechanism.
　ロータ３０には、周方向に間隔を空けて前記ロータに設けられる複数の被検出部３８が設けられている。複数の被検出部３８は、ロータ３０の回転位置を検出させるため設けられている。被検出部３８によって、ロータ３０及びクランク軸１５の回転位置を精密に検出することができる。
　被検出部３８は、ロータ３０の外面に設けられている。複数の被検出部３８は、磁気作用によって検出される。複数の被検出部３８は、周方向に間隔を空けてロータ３０の外面に設けられている。本実施形態において、複数の被検出部３８は、周方向に間隔を空けてロータ３０の外周面に設けられている。 The rotor 30 is provided with a plurality of detected portions 38 provided on the rotor at intervals in the circumferential direction. A plurality of detected portions 38 are provided to detect the rotational position of the rotor 30. The detected portion 38 can accurately detect the rotational positions of the rotor 30 and the crankshaft 15.
The detected portion 38 is provided on the outer surface of the rotor 30. The plurality of detected portions 38 are detected by magnetic action. The plurality of detected portions 38 are provided on the outer surface of the rotor 30 at intervals in the circumferential direction. In the present embodiment, the plurality of detected portions 38 are provided on the outer peripheral surface of the rotor 30 at intervals in the circumferential direction.
　ロータ位置検出装置５０は、ロータ３０の位置を検出する。ロータ位置検出装置５０は、複数の被検出部３８と対向する位置に設けられている。つまり、ロータ位置検出装置５０は、複数の被検出部３８がロータ位置検出装置５０と順次対向するような位置に配置されている。ロータ位置検出装置５０は、ロータ３０の回転に伴い被検出部３８が通過する経路に対向している。ロータ位置検出装置５０は、ステータ４０とは離れた位置に配置されている。本実施形態において、ロータ位置検出装置５０は、クランク軸１５の径方向においてロータ位置検出装置５０とステータ４０及びステータ巻線Ｗとの間にロータ３０のバックヨーク部３４及び永久磁石部３７が位置するように配置されている。ロータ位置検出装置５０は、スタータモータＳＧの径方向における、ロータ３０よりも外側に配置されており、ロータ３０の外周面に向いている。 The rotor position detecting device 50 detects the position of the rotor 30. The rotor position detecting device 50 is provided at a position facing the plurality of detected portions 38. That is, the rotor position detecting device 50 is arranged at a position where a plurality of detected portions 38 sequentially face the rotor position detecting device 50. The rotor position detecting device 50 faces the path through which the detected unit 38 passes as the rotor 30 rotates. The rotor position detecting device 50 is arranged at a position away from the stator 40. In the present embodiment, in the rotor position detecting device 50, the back yoke portion 34 and the permanent magnet portion 37 of the rotor 30 are positioned between the rotor position detecting device 50 and the stator 40 and the stator winding W in the radial direction of the crankshaft 15. It is arranged to do. The rotor position detecting device 50 is arranged outside the rotor 30 in the radial direction of the starter motor SG, and faces the outer peripheral surface of the rotor 30.
　ロータ位置検出装置５０は、検出用巻線を有している。検出用巻線５１は、ステータ４０が有するステータ巻線Ｗとは別に設けられた巻線である。ステータ巻線Ｗには、スタータモータＳＧのロータ３０を電磁力によって駆動する電流が供給されるのに対し、検出用巻線５１には、スタータモータＳＧのロータ３０を駆動する電流が供給されない。
　ロータ位置検出装置５０は、被検出部３８を電磁気的に検出するので、例えばホールＩＣと比べて配置の自由度が高い。エンジンユニットＥＵを小型化することができる。 The rotor position detecting device 50 has a winding for detection. The detection winding 51 is a winding provided separately from the stator winding W of the stator 40. The stator winding W is supplied with a current that drives the rotor 30 of the starter motor SG by electromagnetic force, whereas the detection winding 51 is not supplied with a current that drives the rotor 30 of the starter motor SG.
Since the rotor position detecting device 50 electromagnetically detects the detected portion 38, the rotor position detecting device 50 has a higher degree of freedom in arrangement than, for example, a Hall IC. The engine unit EU can be miniaturized.
［第２の適用例］
　図８は、異なる種類の第２蓄電部４２を有する第２の適用例の充電時における電圧変化の概略を示すチャートである。
　図８に示される第２の適用例では、第２蓄電部４２としてキャパシタが想定されている。なお、第１蓄電部４１は、図３に示す例と同じバッテリである。 [Second application example]
FIG. 8 is a chart showing an outline of a voltage change during charging of a second application example having a second storage unit 42 of a different type.
In the second application example shown in FIG. 8, a capacitor is assumed as the second power storage unit 42. The first power storage unit 41 is the same battery as the example shown in FIG.
　キャパシタは、化学反応によらず静電気力を利用してイオンといった電荷を蓄える素子である。このため、キャパシタの電圧は、充電量にほぼ比例する。例えば、キャパシタの放電に従いキャパシタの電圧は低下する。
　キャパシタの容量は、一般的に、等しい容積を有するバッテリよりも小さい容量を有する。また、キャパシタは、化学反応によらず電荷を蓄えるため、等しい容積を有するバッテリよりも大きな最大充電電流を有する。このため、キャパシタの最大充電レートは、バッテリよりも高い。
　図８では、キャパシタである第２蓄電部４２で充電量が放電によってほぼ０％となった状態（時刻０）から、充電が開始した場合における電圧変化の概略を示す。
　時刻０で、充電量がほぼ０％である第２蓄電部４２の第２電圧Ｖ２ｂは、ほぼ０Ｖである。
　第２蓄電部４２は、大きい最大充電レートを有するので、第２蓄電部４２の第２電圧Ｖ２ｂは、急速に上昇する。第２蓄電部４２は、第１蓄電部４１と比べて急速に充電される。第２蓄電部４２の第２電圧Ｖ２ｂが上限電圧に達すると、第２電圧Ｖ２ｂは、電流維持回路４３によって上限電圧に制御される。図８の例では約６Ｖに維持される。第２蓄電部４２は、第２蓄電部４２の第２電圧Ｖ２ｂが上限電圧に達するまで、第２電圧Ｖ２ｂが上限電圧に達する後よりも急速に充電される。急速な充電は、充電速度、即ち単位時間あたりの充電量が大きい充電である。図８に示す例において、第２蓄電部４２は、時刻ｔ３よりも前の期間で、時刻ｔ３よりも後の期間に比べ大きな充電速度で充電される。これに対し、第１蓄電部４１は、時刻ｔ３よりも前の期間で、時刻ｔ３よりも後に比べ小さな充電速度で充電される。第１蓄電部４１は、時刻ｔ３よりも後の期間で電流維持回路４３からの電流により、大きな充電速度で充電される。 A capacitor is an element that stores electric charges such as ions by utilizing electrostatic force regardless of a chemical reaction. Therefore, the voltage of the capacitor is almost proportional to the amount of charge. For example, the voltage of the capacitor decreases as the capacitor discharges.
Capacitor capacities generally have a smaller capacity than batteries of equal volume. Capacitors also have a higher maximum charging current than batteries of equal volume because they store charge regardless of chemical reaction. Therefore, the maximum charging rate of the capacitor is higher than that of the battery.
FIG. 8 shows an outline of a voltage change when charging is started from a state (time 0) in which the charging amount of the second storage unit 42, which is a capacitor, becomes almost 0% due to discharge.
At time 0, the second voltage V2b of the second power storage unit 42, which has a charge amount of almost 0%, is almost 0V.
Since the second power storage unit 42 has a large maximum charging rate, the second voltage V2b of the second power storage unit 42 rises rapidly. The second power storage unit 42 is charged more rapidly than the first power storage unit 41. When the second voltage V2b of the second power storage unit 42 reaches the upper limit voltage, the second voltage V2b is controlled to the upper limit voltage by the current maintenance circuit 43. In the example of FIG. 8, it is maintained at about 6V. The second power storage unit 42 is charged more rapidly until the second voltage V2b of the second power storage unit 42 reaches the upper limit voltage than after the second voltage V2b reaches the upper limit voltage. Rapid charging is charging with a high charging speed, that is, a large amount of charge per unit time. In the example shown in FIG. 8, the second power storage unit 42 is charged at a charging speed higher than that in the period before the time t3 and in the period after the time t3. On the other hand, the first power storage unit 41 is charged at a charging speed smaller than that after the time t3 in the period before the time t3. The first power storage unit 41 is charged at a large charging speed by the current from the current maintenance circuit 43 in a period after the time t3.
　蓄電装置４の電圧ＶＴｂは、第１蓄電部４１の第１電圧Ｖ１ｂと第２蓄電部４２の第２電圧Ｖ２ｂとの合計である。充電開始から、蓄電装置４の電圧ＶＴｂが例えば充電電圧の約９５％である１７．５Ｖに到達するまでの時間ｔ３は、例えば第２蓄電部無しに第１蓄電部４１の規模が単純に１．５倍となった場合における蓄電装置４の電圧ＶＴｂ’が１７．５Ｖに到達するまでの時間ｔ４よりも短い。 The voltage VTb of the power storage device 4 is the sum of the first voltage V1b of the first power storage unit 41 and the second voltage V2b of the second power storage unit 42. The time t3 from the start of charging until the voltage VTb of the power storage device 4 reaches 17.5 V, which is about 95% of the charging voltage, for example, the scale of the first power storage unit 41 is simply 1 without the second power storage unit. It is shorter than the time t4 until the voltage VTb'of the power storage device 4 reaches 17.5V when it becomes 5.5 times.
　図９は、図１に示す蓄電装置４のバリエーションの例を示す図である。 FIG. 9 is a diagram showing an example of variations of the power storage device 4 shown in FIG.
　図９の（Ａ）に示す例の蓄電装置４は、第１蓄電部４１としてのバッテリと、第２蓄電部４２としてのバッテリとを備える。蓄電装置４には、電流維持回路４３が設けられている。
　第２蓄電部４２としてのバッテリの最大充電レートは、第１蓄電部４１としてのバッテリの最大充電レートの２倍より大きい。第２蓄電部４２としてのバッテリの最大定格電圧は、第１蓄電部４１としてのバッテリの最大定格電圧より小さい。第２蓄電部４２としてのバッテリの上限電圧は、第１蓄電部４１としてのバッテリの最大定格電圧より小さい。第２蓄電部４２としてのバッテリの上限電圧は、第１蓄電部４１としてのバッテリの公称電圧よりも小さい。
　第１蓄電部４１としてのバッテリの公称電圧は、例えば１２Ｖである。第２蓄電部４２としてのバッテリの公称電圧は、例えば６Ｖである。第２蓄電部４２としてのバッテリの上限電圧は、例えば６Ｖである。但し、第１蓄電部４１と第２蓄電部４２の具体的な電圧の組合せは特に限られず、例えば８Ｖと６Ｖの組合せ、例えば１０Ｖと８Ｖの組合せ、又は、１１Ｖと８Ｖの組合せ、又は、１２Ｖと２．５Ｖの組合せでもよい。 The power storage device 4 of the example shown in FIG. 9A includes a battery as the first power storage unit 41 and a battery as the second power storage unit 42. The power storage device 4 is provided with a current maintenance circuit 43.
The maximum charge rate of the battery as the second power storage unit 42 is larger than twice the maximum charge rate of the battery as the first power storage unit 41. The maximum rated voltage of the battery as the second power storage unit 42 is smaller than the maximum rated voltage of the battery as the first power storage unit 41. The upper limit voltage of the battery as the second power storage unit 42 is smaller than the maximum rated voltage of the battery as the first power storage unit 41. The upper limit voltage of the battery as the second power storage unit 42 is smaller than the nominal voltage of the battery as the first power storage unit 41.
The nominal voltage of the battery as the first power storage unit 41 is, for example, 12V. The nominal voltage of the battery as the second power storage unit 42 is, for example, 6V. The upper limit voltage of the battery as the second power storage unit 42 is, for example, 6V. However, the specific combination of voltages of the first power storage unit 41 and the second power storage unit 42 is not particularly limited, and for example, a combination of 8V and 6V, for example, a combination of 10V and 8V, a combination of 11V and 8V, or 12V And 2.5V may be combined.
　図９の（Ｂ）に示す例の蓄電装置４は、第１蓄電部４１としてのバッテリと、第２蓄電部４２としての１個のキャパシタとを備える。蓄電装置４には、電流維持回路４３が設けられている。第２蓄電部４２としての１個のキャパシタに掛かる最大電圧は、電流維持回路４３に設定される上限電圧である。電流維持回路４３の上限電圧は、キャパシタの耐圧及び蓄電装置４の最大定格電圧に応じて設定される。電流維持回路４３に設定される上限電圧は、例えば６Ｖである。但し、上限電圧は、特に限られず、キャパシタの耐圧及び蓄電装置４に応じて２．５Ｖ又は８Ｖ又は１０Ｖでもよい。 The power storage device 4 of the example shown in FIG. 9B includes a battery as the first power storage unit 41 and one capacitor as the second power storage unit 42. The power storage device 4 is provided with a current maintenance circuit 43. The maximum voltage applied to one capacitor as the second power storage unit 42 is the upper limit voltage set in the current maintenance circuit 43. The upper limit voltage of the current maintenance circuit 43 is set according to the withstand voltage of the capacitor and the maximum rated voltage of the power storage device 4. The upper limit voltage set in the current maintenance circuit 43 is, for example, 6V. However, the upper limit voltage is not particularly limited and may be 2.5V, 8V or 10V depending on the withstand voltage of the capacitor and the power storage device 4.
　図９の（Ｃ）に示す例の蓄電装置４は、第１蓄電部４１としてのバッテリと、第２蓄電部４２としての２個のキャパシタとを備える。これによって、電流維持回路４３の上限電圧として、１つのキャパシタの耐圧よりも大きな電圧を設定することができる。また、第２蓄電部４２が１つのキャパシタの耐圧よりも大きな電圧を入力及び出力することができる。 The power storage device 4 of the example shown in FIG. 9C includes a battery as the first power storage unit 41 and two capacitors as the second power storage unit 42. As a result, a voltage larger than the withstand voltage of one capacitor can be set as the upper limit voltage of the current maintenance circuit 43. Further, the second storage unit 42 can input and output a voltage larger than the withstand voltage of one capacitor.
　図９の（Ｄ）に示す例の蓄電装置４は、第１蓄電部４１としてのバッテリと、第２蓄電部４２としての３個のキャパシタとを備える。これによって、電流維持回路４３の上限電圧として、１つのキャパシタの耐圧の２倍よりも大きな電圧を設定することができる。また、第２蓄電部４２が１つのキャパシタの耐圧の２倍よりも大きな電圧を入力及び出力することができる。 The power storage device 4 of the example shown in FIG. 9D includes a battery as the first power storage unit 41 and three capacitors as the second power storage unit 42. As a result, the upper limit voltage of the current maintenance circuit 43 can be set to a voltage larger than twice the withstand voltage of one capacitor. Further, the second storage unit 42 can input and output a voltage larger than twice the withstand voltage of one capacitor.
　図９の（Ｅ）に示す例の蓄電装置４は、図９の（Ｂ）に示す例に対し、さらに並列キャパシタ部４４を備える。並列キャパシタ部４４は、第１蓄電部４１と並列に接続されている。並列キャパシタ部４４は、１個のキャパシタを備える。この構成は、１個のキャパシタの耐圧が第１蓄電部４１としてのバッテリよりも大きい場合に好適である。
　キャパシタは、一般的に、同じ電力を放電するバッテリよりも短い期間で電力を供給することができる。キャパシタの内部抵抗は、一般的にバッテリの内部抵抗よりも小さい。また、キャパシタは、電圧に実質的に比例した電力（電荷）を蓄電する。キャパシタは、一般的に電圧に比例する電力を放電することができる。
　従って、例えばエンジン始動によって第１蓄電部４１と並列キャパシタ部４４の電力が消費された後、第１蓄電部４１から並列キャパシタ部４４に電圧が供給され得る。即ち並列キャパシタ部４４が、第１蓄電部４１の電力で充電できる。次のエンジン始動で、第１蓄電部４１が、始動に求められる電力を単独で供給できない状況でも、並列キャパシタ部４４が、始動に求められる電力を供給できる可能性が高い。 The power storage device 4 of the example shown in FIG. 9 (E) further includes a parallel capacitor unit 44 as compared with the example shown in FIG. 9 (B). The parallel capacitor unit 44 is connected in parallel with the first power storage unit 41. The parallel capacitor unit 44 includes one capacitor. This configuration is suitable when the withstand voltage of one capacitor is larger than that of the battery as the first power storage unit 41.
Capacitors can generally supply power in a shorter period of time than batteries that discharge the same amount of power. The internal resistance of a capacitor is generally smaller than the internal resistance of a battery. In addition, the capacitor stores electric power (charge) substantially proportional to the voltage. Capacitors can generally discharge power proportional to voltage.
Therefore, for example, after the electric power of the first storage unit 41 and the parallel capacitor unit 44 is consumed by starting the engine, the voltage can be supplied from the first storage unit 41 to the parallel capacitor unit 44. That is, the parallel capacitor unit 44 can be charged with the electric power of the first power storage unit 41. At the next engine start, there is a high possibility that the parallel capacitor unit 44 can supply the electric power required for the start even in a situation where the first power storage unit 41 cannot independently supply the electric power required for the start.
　図９の（Ｆ）に示す例の蓄電装置４では、図９の（Ｃ）に示す例に対し、並列キャパシタ部４４が付加されている。
　図９の（Ｆ）に示す例のように、第１蓄電部４１が有するキャパシタの数と、並列キャパシタ部４４が有するキャパシタの数とは異なってもよい。第１蓄電部４１が有するキャパシタの数と、並列キャパシタ部４４が有するキャパシタの数とは、電流維持回路４３の上限電圧及び第１蓄電部４１としてのバッテリの最大定格電圧に応じて選択することが可能である。図９の（Ｆ）に示す例の蓄電装置４では、並列キャパシタ部４４が４個のキャパシタを備えている。 In the power storage device 4 of the example shown in FIG. 9 (F), a parallel capacitor unit 44 is added to the example shown in FIG. 9 (C).
As shown in the example shown in FIG. 9F, the number of capacitors included in the first storage unit 41 and the number of capacitors included in the parallel capacitor unit 44 may be different. The number of capacitors possessed by the first storage unit 41 and the number of capacitors possessed by the parallel capacitor unit 44 are selected according to the upper limit voltage of the current maintenance circuit 43 and the maximum rated voltage of the battery as the first storage unit 41. Is possible. In the power storage device 4 of the example shown in FIG. 9 (F), the parallel capacitor unit 44 includes four capacitors.
　図９の（Ｇ）に示す例の蓄電装置４では、図９の（Ｄ）に示す例に対し、並列キャパシタ部４４が付加されている。図９の（Ｇ）に示す例の蓄電装置４では、並列キャパシタ部４４が３個のキャパシタを備えている。 In the power storage device 4 of the example shown in FIG. 9 (G), a parallel capacitor unit 44 is added to the example shown in FIG. 9 (D). In the power storage device 4 of the example shown in FIG. 9 (G), the parallel capacitor unit 44 includes three capacitors.
　バッテリの数及びキャパシタの数は、図９の（Ａ）から（Ｇ）に示す数に限られない。
例えば、図７の（Ｇ）に示す例の蓄電装置４に対し、並列キャパシタ部４４が６個のキャパシタを備えていてもよい。第１蓄電部４１を構成するキャパシタと、並列キャパシタ部４４を構成するキャパシタの最大定格電圧のバランスが保ちやすい。
　また更に、蓄電装置４に対し、第１蓄電部４１は、例えば、互いに並列接続された２組のキャパシタの組を備えてもよい。キャパシタの組は、例えば、直列接続された３個のキャパシタで構成される。この場合、第１蓄電部４１の容量が増大する。また例えば、更に、並列キャパシタ部４４が６個のキャパシタを備えていてもよい。
　並列キャパシタ部４４が有するキャパシタと第２蓄電部４２が有するキャパシタは同種類である。例えば最大定格電圧及び静電容量が実質的に等しいキャパシタは同種類のキャパシタである。例えば電圧及び静電容量の公称値が等しいキャパシタは同種類のキャパシタである。
　但し、並列キャパシタ部４４が有するキャパシタと第２蓄電部４２が有するキャパシタとは互いに異なる種類でもよい。 The number of batteries and the number of capacitors are not limited to the numbers shown in FIGS. 9A to 9G.
For example, the parallel capacitor unit 44 may include six capacitors with respect to the power storage device 4 of the example shown in FIG. 7 (G). It is easy to maintain the balance between the maximum rated voltage of the capacitor constituting the first storage unit 41 and the capacitor constituting the parallel capacitor unit 44.
Furthermore, with respect to the power storage device 4, the first power storage unit 41 may include, for example, a set of two sets of capacitors connected in parallel to each other. The set of capacitors is composed of, for example, three capacitors connected in series. In this case, the capacity of the first power storage unit 41 increases. Further, for example, the parallel capacitor unit 44 may further include six capacitors.
The capacitor included in the parallel capacitor section 44 and the capacitor included in the second storage section 42 are of the same type. For example, a capacitor having substantially the same maximum rated voltage and capacitance is a capacitor of the same type. For example, a capacitor having the same nominal value of voltage and capacitance is a capacitor of the same type.
However, the capacitor included in the parallel capacitor section 44 and the capacitor included in the second storage section 42 may be of different types.
　図１０は、図１に示す鞍乗型車両の電気構成のバリエーションを示すブロック図である。
　図１０に示す例では、電動補機Ｌが、第２蓄電部４２から電力供給を受けること無しに第１蓄電部４１から電力供給を受ける。
　これによって、第１蓄電部４１に蓄えられた電力を、永久磁石式モータジェネレータ２０の駆動により集中的に供給することができる。例えば、エンジン１０の始動時に、より長い期間永久磁石式モータジェネレータ２０を駆動することができる。
　また、電動補機Ｌ又はその一部として、第１蓄電部４１及び第２蓄電部４２の最大合計電圧よりも小さい定格電圧を有する装置を備えることができる。 FIG. 10 is a block diagram showing variations in the electrical configuration of the saddle-mounted vehicle shown in FIG.
In the example shown in FIG. 10, the electric auxiliary machine L receives power supply from the first power storage unit 41 without receiving power supply from the second power storage unit 42.
As a result, the electric power stored in the first power storage unit 41 can be centrally supplied by driving the permanent magnet type motor generator 20. For example, the permanent magnet motor generator 20 can be driven for a longer period of time when the engine 10 is started.
Further, as the electric auxiliary machine L or a part thereof, a device having a rated voltage smaller than the maximum total voltage of the first power storage unit 41 and the second power storage unit 42 can be provided.
　なお、図１０に示す例におけるメインリレー７５ａは、１８Ｖ系統電圧と１２Ｖ系統電圧の双方に対応した２回路タイプである。ただし、リレーは特に限られず、例えば独立した２つのリレーであってもよい。また、電動補機Ｌのみならず、例えば制御装置６０の一部の回路が、電動補機Ｌと同様に、第２蓄電部４２から電力供給を受けること無しに第１蓄電部４１から電力供給を受けるように構成されてもよい。 The main relay 75a in the example shown in FIG. 10 is a two-circuit type corresponding to both 18V system voltage and 12V system voltage. However, the relay is not particularly limited, and may be, for example, two independent relays. Further, not only the electric auxiliary machine L but also, for example, a part of the circuit of the control device 60 is supplied with power from the first power storage unit 41 without receiving the power supply from the second power storage unit 42 as in the electric auxiliary machine L. May be configured to receive.
　また、鞍乗型車両は、永久磁石式モータジェネレータ２０とは異なるスタータモータを備えてもよい。即ち、鞍乗型車両は、永久磁石式モータジェネレータ２０と、スタータモータとを備えてもよい。この場合、スタータモータは、電気的には、図１０の例における電動補機Ｌの位置に設けられる。この場合、スタータモータは、スタータスイッチ６と連動するスイッチを介して、第１蓄電部４１から電力の供給を受ける。この場合、永久磁石式モータジェネレータ２０は、スタータモータによるエンジン始動のアシストを行なう。つまり、スタータモータが電力の供給を受けてクランク軸１５を駆動する期間の少なくとも一部は、永久磁石式モータジェネレータ２０が電力の供給を受けてクランク軸１５を駆動する期間の少なくとも一部と重なる。
　つまり、スタータモータは、第１蓄電部４１から例えば１２Ｖの電圧の供給を受ける。永久磁石式モータジェネレータ２０は、直列接続された第１蓄電部４１及び第２蓄電部４２から電力の供給を受ける。つまり、永久磁石式モータジェネレータ２０は、例えば１２Ｖより大きな電圧の供給を受ける。 Further, the saddle-mounted vehicle may be provided with a starter motor different from the permanent magnet type motor generator 20. That is, the saddle-mounted vehicle may include a permanent magnet type motor generator 20 and a starter motor. In this case, the starter motor is electrically provided at the position of the electric auxiliary machine L in the example of FIG. In this case, the starter motor receives power from the first power storage unit 41 via a switch interlocking with the starter switch 6. In this case, the permanent magnet type motor generator 20 assists the engine start by the starter motor. That is, at least a part of the period in which the starter motor receives electric power to drive the crankshaft 15 overlaps with at least a part of the period in which the permanent magnet type motor generator 20 receives electric power to drive the crankshaft 15. ..
That is, the starter motor receives a voltage of, for example, 12 V from the first power storage unit 41. The permanent magnet type motor generator 20 receives electric power from the first power storage unit 41 and the second power storage unit 42 connected in series. That is, the permanent magnet type motor generator 20 receives a voltage larger than, for example, 12V.
　但し、鞍乗型車両のバリエーションにおけるスタータモータの電力供給経路は、上記の説明の構成に限られない。例えば、スタータモータは、永久磁石式モータジェネレータ２０と同じく、直列接続された第１蓄電部４１及び第２蓄電部４２から電力の供給を受けてもよい。
　また、例えば、電源経路の切替部がさらに備えられることで、例えば、第１蓄電部４１の電圧が基準よりも大きい場合に、スタータモータが第１蓄電部４１から電力の供給を受け、そして、第１蓄電部４１の電圧が基準よりも小さい場合に、直列接続された第１蓄電部４１及び第２蓄電部４２から電力の供給を受けてもよい。 However, the power supply path of the starter motor in the variation of the saddle-type vehicle is not limited to the configuration described above. For example, the starter motor may receive electric power from the first power storage unit 41 and the second power storage unit 42 connected in series, similarly to the permanent magnet type motor generator 20.
Further, for example, by further providing a power supply path switching unit, for example, when the voltage of the first power storage unit 41 is larger than the reference, the starter motor receives power from the first power storage unit 41, and then, When the voltage of the first power storage unit 41 is smaller than the reference, power may be supplied from the first power storage unit 41 and the second power storage unit 42 connected in series.
　１　　鞍乗型車両
　３ａ，３ｂ　　車輪
　４　　蓄電装置
　４１　第１蓄電部
　４２　第２蓄電部
　４３　電流維持回路
　１０　　エンジン
　１５　　クランク軸
　２０　　永久磁石式モータジェネレータ
　２１　　インバータ 1 Saddle-mounted vehicle 3a, 3b Wheels 4 Power storage device 41 1st power storage unit 42 2nd power storage unit 43 Current maintenance circuit 10 Engine 15 Crankshaft 20 Permanent magnet type motor generator 21 Inverter

Claims (8)

  1. 鞍乗型車両であって、
    　前記鞍乗型車両は、
    　車輪と、
    　クランク軸を有し、燃焼動作によって生じた前記車輪を駆動するためのトルクを前記クランク軸から出力するエンジンと、
    　前記クランク軸の一端部に設けられ、永久磁石を有し、前記クランク軸を回転させることにより前記エンジンを始動又はアシストするとともに、前記エンジンに駆動されることにより発電する永久磁石式モータジェネレータと、
    　１２Ｖ以上の最大定格電圧を有し電力を蓄えるバッテリである第１蓄電部と、
    　前記永久磁石式モータジェネレータに対して前記第１蓄電部と常時直列接続され、前記第１蓄電部の最大充電レートの２倍より大きい最大充電レートを有する第２蓄電部と、
    　前記第１蓄電部に常時直列接続された前記第２蓄電部と前記永久磁石式モータジェネレータとに電気的に接続され、前記永久磁石式モータジェネレータから出力される電流を制御する複数のスイッチング部を備えたインバータと、
    　前記エンジンの始動又はアシスト時に、直列接続された前記第１蓄電部及び前記第２蓄電部から前記インバータを介して前記永久磁石式モータジェネレータへ電流を出力させるとともに、前記クランク軸の一端部に減速機を介さずに設けられた前記永久磁石式モータジェネレータが発電することにより前記インバータが少なくとも前記第１蓄電部を充電する間、前記第２蓄電部を電気的に切断することなく、前記第２蓄電部に掛かる電圧が前記第２蓄電部に設定された上限電圧を超えないように電圧降下を生じつつ前記第１蓄電部へ充電電流が流れる状態を維持する電流維持回路と、
    を備える。     It ’s a saddle-mounted vehicle,
    The saddle-mounted vehicle is
    With wheels
    An engine that has a crankshaft and outputs torque for driving the wheels generated by combustion operation from the crankshaft.
    A permanent magnet type motor generator provided at one end of the crankshaft, having a permanent magnet, starting or assisting the engine by rotating the crankshaft, and generating electricity by being driven by the engine.
    The first power storage unit, which is a battery that has a maximum rated voltage of 12 V or more and stores electric power,
    A second storage unit that is always connected in series with the first storage unit to the permanent magnet type motor generator and has a maximum charging rate that is greater than twice the maximum charging rate of the first storage unit.
    A plurality of switching units that are electrically connected to the second storage unit and the permanent magnet type motor generator, which are always connected in series to the first storage unit, and control the current output from the permanent magnet type motor generator. With an inverter
    When the engine is started or assisted, a current is output from the first power storage unit and the second power storage unit connected in series to the permanent magnet type motor generator via the inverter, and decelerates to one end of the crank shaft. The second storage unit is not electrically cut off while the inverter charges at least the first storage unit by generating power from the permanent magnet type motor generator provided without a machine. A current maintenance circuit that maintains a state in which a charging current flows to the first power storage unit while causing a voltage drop so that the voltage applied to the power storage unit does not exceed the upper limit voltage set in the second power storage unit.
    To be equipped.
  2. 　請求項１記載の鞍乗型車両であって、前記第２蓄電部の上限電圧は、前記第１蓄電部の最大定格電圧よりも低い。 The saddle-mounted vehicle according to claim 1, wherein the upper limit voltage of the second power storage unit is lower than the maximum rated voltage of the first power storage unit.
  3. 　請求項１又は２記載の鞍乗型車両であって、
    　前記インバータが少なくとも前記第１蓄電部を充電する間、前記第２蓄電部に掛かる前記電圧である第２電圧が、前記第１蓄電部に掛かる第１電圧よりも低い。     The saddle-mounted vehicle according to claim 1 or 2.
    While the inverter charges at least the first power storage unit, the second voltage, which is the voltage applied to the second power storage unit, is lower than the first voltage applied to the first power storage unit.
  4. 　請求項１から３いずれか１項に記載の鞍乗型車両であって、
    　前記鞍乗型車両は、バッテリである前記第１蓄電部と並列接続されたキャパシタを備える。     The saddle-mounted vehicle according to any one of claims 1 to 3.
    The saddle-mounted vehicle includes a capacitor connected in parallel with the first power storage unit, which is a battery.
  5. 　請求項１から４いずれか１項に記載の鞍乗型車両であって、
    　永久磁石式モータジェネレータは、前記永久磁石で構成された複数の磁極部を有するロータと、
    複数のスロットが前記永久磁石式モータジェネレータの周方向に間隔を空けて形成されたステータコア及び前記スロットを通るように設けられた巻線を有するステータと、を備え、
    前記磁極部の数は前記複数のティースの数より多い。     The saddle-mounted vehicle according to any one of claims 1 to 4.
    The permanent magnet type motor generator includes a rotor having a plurality of magnetic poles composed of the permanent magnets and a rotor.
    A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet motor generator and a stator having windings provided so as to pass through the slots are provided.
    The number of magnetic poles is larger than the number of the plurality of teeth.
  6. 　請求項１から４いずれか１項に記載の鞍乗型車両であって、
    　永久磁石式発電機は、前記永久磁石で構成された複数の磁極部を有し、クランク軸の一端部に減速機を介さずに接続されたロータと、
    複数のスロットが前記永久磁石式発電機の周方向に間隔を空けて形成されたステータコア及び前記スロットを通るように設けられたステータ巻線を有するステータと、
    周方向に間隔を空けて前記ロータに設けられる複数の被検出部と、
    複数の前記被検出部と対向する位置に設けられ、前記ステータ巻線とは別に設けられた検出用巻線を有するロータ位置検出装置と、
    を備える。     The saddle-mounted vehicle according to any one of claims 1 to 4.
    The permanent magnet type generator has a plurality of magnetic pole portions composed of the permanent magnets, and is connected to one end of a crankshaft without a reduction gear.
    A stator core having a plurality of slots formed at intervals in the circumferential direction of the permanent magnet generator, and a stator having a stator winding provided so as to pass through the slots.
    A plurality of detected portions provided on the rotor at intervals in the circumferential direction, and
    A rotor position detection device provided at a position facing the plurality of detected portions and having a detection winding provided separately from the stator winding.
    To be equipped.
  7. 　請求項１から６いずれか１項に記載の鞍乗型車両であって、
    　前記エンジンは、オイルで内部が潤滑されるように構成されたクランクケースを更に備え、
    　前記永久磁石式モータジェネレータは、前記オイルと接触する位置に設けられる。     The saddle-mounted vehicle according to any one of claims 1 to 6.
    The engine further comprises a crankcase configured to lubricate the interior with oil.
    The permanent magnet type motor generator is provided at a position where it comes into contact with the oil.
  8. 　請求項１から７いずれか１項に記載の鞍乗型車両であって、
    　前記インバータは、前記鞍乗型車両の走行中、前記永久磁石式モータジェネレータに前記第１蓄電部及び前記第２蓄電部からの電力を供給し、永久磁石式モータジェネレータにクランク軸の回転を補助する。     The saddle-mounted vehicle according to any one of claims 1 to 7.
    The inverter supplies electric power from the first power storage unit and the second power storage unit to the permanent magnet type motor generator while the saddle-mounted vehicle is traveling, and assists the permanent magnet type motor generator in rotation of the crankshaft. To do.
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