WO2021117738A1 - Véhicule à selle - Google Patents

Véhicule à selle 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
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English (en)
Japanese (ja)
Inventor
日野　陽至
Original Assignee
ヤマハ発動機株式会社
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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/ja
Priority to TW109143866A priority patent/TWI764426B/zh
Publication of WO2021117738A1 publication Critical patent/WO2021117738A1/fr

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

Abstract

Le but de la présente invention est de fournir un véhicule à selle qui permet d'obtenir un corps de véhicule compact tout en réduisant au minimum les diminutions de performance d'un générateur de moteur de type à aimant permanent disposé à une extrémité d'un vilebrequin. Ce véhicule à selle est pourvu de roues, d'un moteur, d'un générateur de moteur de type à aimant permanent, d'une première unité de stockage d'énergie, d'une seconde unité de stockage d'énergie, d'un onduleur et d'un circuit de maintien de courant. La première unité de stockage d'énergie est une batterie ayant une tension nominale maximale d'au moins 12V. La seconde unité de stockage d'énergie est normalement connectée en série avec la première unité de stockage d'énergie et a une vitesse de charge maximale de plus de deux fois supérieure à la vitesse de charge maximale de la première unité de stockage d'énergie. Lors du démarrage ou de l'assistance du moteur, le circuit de maintien de courant amène le courant à être délivré par l'intermédiaire de l'onduleur à partir de la première unité de stockage d'énergie et de la seconde unité de stockage d'énergie connectée en série au générateur de moteur de type à aimant permanent et, pendant la charge, maintient un état dans lequel la seconde unité de stockage d'énergie n'est pas électriquement déconnectée et le courant de charge circule vers la première unité de stockage d'énergie de telle sorte que la tension appliquée à la seconde unité de stockage d'énergie ne dépasse pas une tension limite supérieure réglée à l'intérieur de cette dernière.
PCT/JP2020/045725 2019-12-13 2020-12-08 Véhicule à selle WO2021117738A1 (fr)

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JPS6194535A (ja) * 1984-10-15 1986-05-13 Yamaha Motor Co Ltd 磁石発電機の冷却装置
JP2003087988A (ja) * 2001-09-06 2003-03-20 Furukawa Electric Co Ltd:The 蓄電装置
WO2013014866A1 (fr) * 2011-07-22 2013-01-31 パナソニック株式会社 Bloc d'alimentation de véhicule
JP2015074296A (ja) * 2013-10-07 2015-04-20 株式会社デンソー 車両駆動システム
JP2016516389A (ja) * 2013-03-15 2016-06-02 レバント パワー コーポレイション 車両高電力電気システムならびにシステム状態を信号伝達するために電圧バスレベルを使用するためのシステムおよび方法
JP2017046572A (ja) * 2015-08-28 2017-03-02 ゼネラル・エレクトリック・カンパニイ 複数のエネルギー蓄積装置を有するハイブリッドシステム
JP2017131042A (ja) * 2016-01-20 2017-07-27 ヤマハ発動機株式会社 ビークル

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JP2011031837A (ja) * 2009-08-05 2011-02-17 Kokusan Denki Co Ltd 自動二輪車
DE102011003605A1 (de) * 2011-02-03 2012-08-09 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung und Verfahren zum Stabilisieren einer an einem in einem Bordnetz eines Fahrzeugs angeordneten ersten elektrischen Verbraucher anliegenden Spannung

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6194535A (ja) * 1984-10-15 1986-05-13 Yamaha Motor Co Ltd 磁石発電機の冷却装置
JP2003087988A (ja) * 2001-09-06 2003-03-20 Furukawa Electric Co Ltd:The 蓄電装置
WO2013014866A1 (fr) * 2011-07-22 2013-01-31 パナソニック株式会社 Bloc d'alimentation de véhicule
JP2016516389A (ja) * 2013-03-15 2016-06-02 レバント パワー コーポレイション 車両高電力電気システムならびにシステム状態を信号伝達するために電圧バスレベルを使用するためのシステムおよび方法
JP2015074296A (ja) * 2013-10-07 2015-04-20 株式会社デンソー 車両駆動システム
JP2017046572A (ja) * 2015-08-28 2017-03-02 ゼネラル・エレクトリック・カンパニイ 複数のエネルギー蓄積装置を有するハイブリッドシステム
JP2017131042A (ja) * 2016-01-20 2017-07-27 ヤマハ発動機株式会社 ビークル

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WO2021117216A1 (fr) 2021-06-17
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JP7235897B2 (ja) 2023-03-08
TW202128471A (zh) 2021-08-01

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