Straddled vehicle

Abstract

The purpose of the present invention is to provide a straddled vehicle comprising a high-voltage hybrid system that is compact and lightweight. The straddled vehicle comprises: an engine; a drive wheel; a high-voltage power supply system; a permanent magnet-type motor generator; a first MG control device; and a first power transfer device that is electrically connected to the high-voltage power supply system, and that is without a secondary battery which is electrically connected to the high-voltage power supply system and which functions at the high-voltage. A first permanent magnet-type motor generator comprises: a stator that has a plurality of teeth arranged in the circumferential direction and windings respectively wound around the plurality of teeth; and a rotor that is provided on a rotational shaft which rotates coaxially with a crank shaft and at the same speed, and that has magnetic poles 142a of a quantity of 4 / 3 or more of the number of teeth. The first permanent magnet-type motor generator is electrically connected to the first power transfer device via the first MG control device which carries out power generation control and power running including field weakening control, and the first permanent magnet-type motor generator exchanges power with the first power transfer device not via a secondary battery which functions at a high-voltage.

Description

Straddled Vehicle

[0001] The present invention relates to a straddled vehicle.

[0002] For example, Patent Document 1 discloses a vehicle such as a motorcycle. The motorcycle of Patent Document 1 includes an engine, a motor, a large battery, and a motor control device. Torque is transmitted to the motor from the engine crankshaft via a belt. The motor receives power from a large battery with a high voltage, such as 144 V, and acts on a power transmission system including the crankshaft. The motor is also used as a generator to charge the large battery. The motor control device of Patent Document 1 controls the motor so that motor torque is added to engine torque. Fluctuations in engine rotation are suppressed.

[0003] Furthermore, for example, Patent Document 2 discloses a motorcycle equipped with a turbocharger having a turbine whose rotation is assisted by an auxiliary motor. In Patent Document 3, the engine is started by an EV motor, and after the engine starts, the EV motor operates as a generator to supply power to the auxiliary motor and a large-capacity battery.

[0004] Furthermore, for example, Patent Document 3 discloses a motorcycle having a compressor wheel that compresses air supplied to an engine and an electric machine that drives the compressor wheel.

[0005] Japanese Patent No. 4633843 Japanese Patent No. 6232952 German Patent Publication No. 102018200437

[0006] In some cases, it is desirable for a saddle-type vehicle to be equipped with a compact and lightweight high-voltage hybrid system. An object of the present invention is to provide a saddle-type vehicle equipped with a compact and lightweight high-voltage hybrid system.

[0007] A straddle-type vehicle is configured so that the vehicle's posture is controlled by the driver's weight shift while the vehicle is traveling. Therefore, from the standpoints of operability and traveling performance, there is a tendency for straddle-type vehicles to be small and lightweight. The present inventors have studied ways to make high-voltage hybrid systems more compact and lightweight, as disclosed in, for example, Patent Document 1.

[0008] For example, in relation to the vehicle technology described in Patent Document 1, the document shown in the first URL below has been made public: https: / / www.khi.co.jp / pressrelease / detail / 20221109_1.html (Kawasaki Heavy Industries, Ltd. website: Press Releases > Kawasaki Exhibits First Electric and Hybrid Motorcycles (Kawasaki Motors))

[0009] In addition, in relation to the vehicle technology disclosed at the above URL, the material shown at the second URL below has also been made public. https: / / kojintekibikematomeblog.com / archives / ninja-7-hybridninja7%e3%83%8f%e3%82%a4%e3%83%96%e3%83%aa%e3%83%83%e3%83%89%e3%81%8c%e7%99%ba%e8%a1%a8%e3%81%95%e3%82%8c%e3%81%be%e3%81%97%e3%81%9f.html (Personal motorcycle summary blog: "Kawasaki Ninja 7 Hybrid Specifications / Equipment")

[0010] The vehicle disclosed in Patent Document 1 and the vehicle described in the document at the above URL are saddle-type vehicles equipped with a high-voltage hybrid system. The motor in this high-voltage hybrid system receives power from the engine crankshaft, generates electricity, and charges a large battery. The dynamic range of rotational speeds of saddle-type vehicle engines tends to be wider than, for example, that of automobiles. Saddle-type vehicle engines tend to operate at higher rotational speeds than, for example, that of automobiles. For example, if the rotational speed of the crankshaft is reduced and transmitted to the motor using a belt transmission mechanism, the high-voltage hybrid system, including the space for accommodating the belt transmission mechanism, may become larger and heavier. Furthermore, if the battery operates at a voltage higher than the extra-low voltage range specified by, for example, the International Electrotechnical Commission (IEC), the battery tends to become larger. This can lead to larger and heavier high-voltage hybrid systems. As a result, saddle-type vehicles equipped with high-voltage hybrid systems may become larger and heavier.

[0011] After extensive research into the above-mentioned problems, the inventors came up with a configuration in which a secondary battery is removed from a high-voltage power supply system electrically connected to a permanent magnet motor generator, and a power transfer device other than the permanent magnet motor generator is electrically connected to the high-voltage power supply system. The inventors also came up with a configuration in which the permanent magnet motor generator is mounted on a rotating shaft that is coaxial with and rotates at the same speed as the crankshaft, and the number of magnetic poles of the permanent magnet motor generator is at least 4 / 3 of the number of teeth. The inventors then came up with a configuration in which the permanent magnet motor generator is subjected to powering and power generation control, including field-weakening control.

[0012] When the number of magnetic poles is 4 / 3 or more of the number of teeth, the angular velocity ω in electrical angle relative to the mechanical rotation speed of the rotor increases compared to when the number of magnetic poles is less than 4 / 3, for example, 2 / 3 of the number of teeth. Therefore, the impedance due to the electrical inductance of the windings increases. This makes it easier to suppress the current output from the permanent magnet motor generator when it rotates in the high rotation range. Furthermore, by performing field-weakening control on the permanent magnet motor generator, the influence of the magnetic field due to the magnetic poles formed by the permanent magnets can be suppressed. Here, the greater the angular velocity in electrical angle, the greater the suppression of the influence of the magnetic field due to the magnetic poles. Therefore, the field-weakening control effectively suppresses the influence of the magnetic field in the high rotation range. A configuration in which the number of magnetic poles is 4 / 3 or more of the number of teeth can obtain output power in the high rotation range corresponding to the engine of a saddle-ride type vehicle.

[0013] Therefore, even if the permanent magnet motor generator is not configured to receive rotational speeds reduced by, for example, a belt transmission mechanism, it can output electric power with suppressed fluctuations from low to high rotational speeds. In other words, the permanent magnet motor generator can output electric power corresponding to the high-voltage power supply system over a range closer to the dynamic range of the engine's rotational speed. Therefore, even if the high-voltage power supply system exchanges electric power with the power exchange device without using a secondary battery, it can continue to exchange electric power with the first power exchange device over a range of rotational speeds closer to the dynamic range of the engine's rotational speed. This allows the secondary battery to be omitted from the high-voltage power supply system. This allows the high-voltage hybrid system provided in the saddle-ride type vehicle to be made compact and lightweight. As a result, the saddle-ride type vehicle can also be made compact and lightweight.

[0014] In order to achieve the above object, according to one aspect of the present invention, a vehicle has the following configuration.

[0015] (1) A saddle-ride type vehicle including an engine having a crankshaft and outputting torque via the crankshaft; drive wheels to which at least a portion of the torque output from the engine is mechanically transmitted and which drive the saddle-ride type vehicle; a high-voltage power supply system of a high voltage higher than the low voltage of a low-voltage power supply system; a first permanent magnet motor generator electrically connected to the high-voltage power supply system and powering the drive wheels to apply torque and receive torque from the engine or the drive wheels to generate electricity; and a first MG control device that controls the powering and power generation of the first permanent magnet motor generator, wherein the vehicle includes a first power transfer device that is one of a capacitor for transferring power, a permanent magnet turbo motor generator provided in an electric turbocharger, a permanent magnet supercharger motor generator provided in an electric supercharger, and a second permanent magnet motor generator that is separate from the first permanent magnet motor generator and powers and generates electricity, electrically connected to the high-voltage power supply system without a secondary battery electrically connected to the high-voltage power supply system and functioning at the high voltage, The first permanent magnet motor generator comprises a stator having a plurality of teeth arranged circumferentially and windings wound around each of the plurality of teeth, and a rotor disposed on a rotating shaft that is coaxial with and rotates at the same speed as the crankshaft and has magnetic poles in a number equal to or greater than four-thirds the number of the teeth, and is electrically connected to the first power transfer device via the first MG control device that performs powering and power generation control including field weakening control, and transfers power to and from the first power transfer device without going through the secondary battery that functions at high voltage.

[0016] The saddle-riding type vehicle (1) includes an engine, drive wheels, a high-voltage power supply system, a first permanent magnet motor generator, and a first MG control device. The engine has a crankshaft. The engine outputs torque via the crankshaft. The drive wheels drive the saddle-riding type vehicle. At least a portion of the torque output from the engine is mechanically transmitted to the drive wheels. The high-voltage power supply system supplies high-voltage electricity higher than the low voltage of the low-voltage power supply system. The first permanent magnet motor generator is electrically connected to the high-voltage power supply system. The first permanent magnet motor generator applies torque to the drive wheels by powering. The first permanent magnet motor generator receives torque from the engine or the drive wheels to generate electricity. The first MG control device controls the powering and power generation of the first permanent magnet motor generator. The saddle-riding type vehicle is a hybrid vehicle. The engine, drive wheels, high-voltage power supply system, first permanent magnet motor generator, and first MG control device are included in a high-voltage hybrid system of the saddle-riding type vehicle.

[0017] The saddle-ride type vehicle further includes a first power transfer device. The first power transfer device is electrically connected to a high-voltage power supply system without a secondary battery electrically connected to the high-voltage power supply system and functioning at the high voltage. The first power transfer device is one of a capacitor that transfers power, a permanent magnet turbo motor generator provided in an electric turbocharger, a permanent magnet supercharger motor generator provided in an electric supercharger, and a second permanent magnet motor generator. The second permanent magnet motor generator is a motor generator that is separate from the first permanent magnet motor generator and performs power running and generates electricity. The first permanent magnet motor generator in the saddle-ride type vehicle of (1) also includes a stator and a rotor. The stator has a plurality of teeth arranged in the circumferential direction and windings wound around each of the plurality of teeth. The rotor is provided on a rotating shaft that is coaxial with the crankshaft and rotates at the same speed. The rotor has magnetic poles 142a in a number equal to or greater than four-thirds the number of teeth. The first permanent magnet motor generator is electrically connected to the first power transfer device via a first MG control device. The first MG control device performs power running and power generation control, including field weakening control. The first permanent magnet motor generator transfers power to and from the first power transfer device via the first MG control device without going through a secondary battery that functions at high voltage.

[0018] In a first permanent magnet motor-generator having magnetic poles that are equal to or greater than 4 / 3 of the number of teeth, the angular velocity ω in electrical angle is higher than the mechanical rotation speed of the rotor compared to a case where the number of magnetic poles 142a is less than 4 / 3, for example, 2 / 3 of the number of teeth. The mechanical rotation speed is the number of rotations of the rotor per unit time. In contrast, the angular velocity in electrical angle is the rotation angle based on the period in which a pair of magnetic poles passes near a certain tooth. As the angular velocity in electrical angle increases, the impedance due to the electrical inductance of the windings increases. Therefore, the power output from the first permanent magnet motor-generator is suppressed when the first permanent magnet motor-generator rotates in the high rotation range. Furthermore, by performing field-weakening control on the first permanent magnet motor-generator, the influence of the magnetic field due to the magnetic poles formed by the permanent magnets can be suppressed. Here, the suppression of the influence of the magnetic field due to the magnetic poles increases as the angular velocity in electrical angle increases. Therefore, the field-weakening control effectively suppresses the output current in the high rotation range. A first permanent magnet motor generator is adopted in which the number of magnetic poles is 4 / 3 or more of the number of teeth, and by using field-weakening control, the winding structure can be adjusted to increase the output current and output voltage in the low rotation range, while suppressing the increase in output current when rotating in the high rotation range.

[0019] Therefore, even if a configuration that receives reduced rotation by, for example, a belt transmission mechanism is not adopted, the first permanent magnet motor generator can output power corresponding to the high-voltage power supply system over a range closer to the dynamic range of the engine rotation speed. Therefore, even if power is exchanged with the first power exchange device in the high-voltage power supply system without using a secondary battery, power can be continuously exchanged with the first power exchange device over a range of rotation speeds closer to the dynamic range of the engine rotation speed. This allows the secondary battery to be omitted from the high-voltage power supply system. Therefore, the high-voltage hybrid system provided in the saddle-ride type vehicle can be made compact and lightweight.

[0020] According to one aspect of the present invention, the vehicle can employ the following configuration: (2) The saddle-ride type vehicle according to (1), further comprising a starter motor that operates on the low voltage of the low-voltage power supply system to start the engine without powering the first permanent magnet motor generator.

[0021] The saddle-type vehicle (2) includes a starter motor that operates at a low voltage and starts the engine. Therefore, the engine can be started even if the first permanent magnet motor generator does not have an engine-starting function. Generally, engine-starting motors output a torque large enough to start the engine, and therefore are often required to have a large number of turns in their windings. However, omitting the starting function from the first permanent magnet motor generator increases structural freedom, allowing the number of turns in the windings to be reduced, for example. Therefore, the first permanent magnet motor generator can output power corresponding to the high-voltage power supply system over a range closer to the dynamic range of the engine rotational speed. As a result, the high-voltage hybrid system included in the saddle-type vehicle can be made more compact and lightweight.

[0022] According to one aspect of the present invention, the vehicle can employ the following configuration: (3) In the saddle-ride type vehicle of (1) or (2), the first power exchange device is the capacitor, and the first permanent magnet motor generator receives electric power from the capacitor to power the first permanent magnet motor generator and apply torque to the crankshaft.

[0023] Unlike secondary batteries, capacitors charge and discharge without chemical reactions at the electrodes. Therefore, they can be made smaller and lighter than secondary batteries that can input and output the same current at the same voltage. The first permanent magnet motor-generator receives power from the capacitor rather than the secondary battery to apply torque to the crankshaft. This expands the conditions under which torque can be applied to the crankshaft, making it possible to make the high-voltage hybrid system installed in saddle-type vehicles more compact and lightweight.

[0024] According to one aspect of the present invention, the vehicle can employ the following configuration: (4) The saddle-ride type vehicle according to any one of (1) to (3), wherein the first power transfer device is the permanent magnet turbo motor generator provided in the electric turbocharger, and the first permanent magnet motor generator receives electric power generated by the permanent magnet turbo motor generator to power the first permanent magnet motor generator and apply torque to the crankshaft.

[0025] According to (4), the power generated by the first permanent magnet motor generator can be used to increase the capacity of the electric turbocharger. This allows for increased engine capacity and a more compact engine. Furthermore, for example, when the engine output is high, the electric turbocharger is driven by engine exhaust gas, allowing the permanent magnet turbo motor generator to generate power. The first permanent magnet motor generator receives the power generated by the permanent magnet turbo motor generator and powers the crankshaft, applying torque to the crankshaft. The first permanent magnet motor generator can assist the engine without a secondary battery that functions at high voltage. This not only eliminates the need for a secondary battery, but also allows for a more compact engine. This allows for a more compact and lightweight high-voltage hybrid system for a saddle-type vehicle while minimizing the reduction in torque or power transmitted to the drive wheels.

[0026] According to one aspect of the present invention, the vehicle can employ the following configuration: (5) The saddle-ride type vehicle of any one of (1) to (4), wherein the first power transfer device is the permanent magnet supercharger motor generator provided in the electric supercharger, and the first permanent magnet motor generator receives electric power generated by the permanent magnet supercharger motor generator to power the first permanent magnet motor generator and apply torque to the crankshaft.

[0027] According to (5), the power generated by the first permanent magnet motor generator can be used to increase the capacity of the electric supercharger. This allows for increased engine capacity and a more compact engine. Furthermore, when the speed of the electric supercharger is reduced, the permanent magnet supercharger motor generator can generate power by utilizing the rotational inertia of the electric supercharger. The first permanent magnet motor generator receives the power generated by the permanent magnet supercharger motor generator and applies torque to the crankshaft. The first permanent magnet motor generator can assist the engine without a secondary battery that functions at high voltage. This not only eliminates the need for a secondary battery, but also allows for a more compact engine. This allows for a more compact and lightweight high-voltage hybrid system for a saddle-type vehicle while minimizing the reduction in torque or power transmitted to the drive wheels.

[0028] According to one aspect of the present invention, the vehicle can employ the following configuration: (6) The saddle-ride type vehicle according to any one of (1) to (5), wherein the first power transfer device is the second permanent magnet motor generator, and the first permanent magnet motor generator receives electric power generated by the second permanent magnet motor generator to power the first permanent magnet motor generator and apply torque to the crankshaft.

[0029] According to (6), the second permanent magnet motor generator can be powered by the electric power generated by the first permanent magnet motor generator. Furthermore, when the second permanent magnet motor generator receives torque, the second permanent magnet motor generator can generate electricity. The first permanent magnet motor generator receives the electric power generated by the second permanent magnet motor generator and powers the engine, applying torque to the crankshaft. The first permanent magnet motor generator can assist the engine without a secondary battery that functions at high voltage. This not only eliminates the need for a secondary battery, but also allows the engine to be made smaller. This allows the high-voltage hybrid system provided in the saddle-type vehicle to be made more compact and lightweight.

[0030] According to one aspect of the present invention, the vehicle can employ the following configuration: (7) The saddle-ride type vehicle of any one of (1) to (6), wherein the first power transfer device is the second permanent magnet motor generator mechanically connected to a rotating shaft provided in a torque transmission path between the crankshaft and the drive wheels, and the first permanent magnet motor generator receives electric power generated by the second permanent magnet motor generator to power the crankshaft and apply torque to the crankshaft.

[0031] According to (7), the second permanent magnet motor generator can be powered by electric power generated by the first permanent magnet motor generator. This allows, for example, drive wheels to be driven from a position on a transmission path different from that of the engine. This improves the design flexibility of the driving state of the saddle-ride type vehicle. Furthermore, when the second permanent magnet motor generator rotates at a high speed, the second permanent magnet motor generator can generate electricity. The first permanent magnet motor generator receives the electric power generated by the second permanent magnet motor generator and powers the engine, applying torque to the crankshaft. The first permanent magnet motor generator can assist the engine without a secondary battery that operates at high voltage. This not only eliminates the need for a secondary battery, but also allows the engine to be made smaller. This improves the design flexibility of the driving state of the saddle-ride type vehicle, while making the high-voltage hybrid system equipped in the saddle-ride type vehicle more compact and lightweight.

[0032] According to one aspect of the present invention, the vehicle can employ the following configuration: (8) The saddle-ride type vehicle of any one of (1) to (7), wherein the first power transfer device is the capacitor, and the saddle-ride type vehicle further includes a second power transfer device that is one of the permanent magnet turbo motor generator provided in the electric turbocharger, the permanent magnet supercharger motor generator provided in the electric supercharger, and the second permanent magnet motor generator that is separate from the first permanent magnet motor generator and generates power and power.

[0033] According to (8), the first permanent magnet motor generator receives power from the capacitor rather than the secondary battery, powers the crankshaft, and applies torque to the crankshaft. This allows the high-voltage hybrid system provided in the saddle-ride type vehicle to be made more compact and lightweight while expanding the conditions under which torque can be applied to the crankshaft. Furthermore, even if the period when the second power transfer device generates power differs from the period when the first permanent magnet motor generator powers, the generated power is temporarily stored in the capacitor and then used for powering. Conversely, even if the period when the first permanent magnet motor generator generates power differs from the period when the second power transfer device powers, the generated power is temporarily stored in the capacitor and then used for powering. This allows the high-voltage hybrid system provided in the saddle-ride type vehicle to be made more compact and lightweight while further expanding the conditions under which torque can be applied to the crankshaft.

[0034] According to one aspect of the present invention, the vehicle can employ the following configuration: (9) In the saddle-ride type vehicle of (8), the second power exchange device receives electric power from both the capacitor and the first permanent magnet motor generator to perform power running.

[0035] (9) The second power exchange device can receive large amounts of electric power from both the capacitor and the first permanent magnet motor generator for power running. This increases the capacity of the second power exchange device without the need for a secondary battery that operates at high voltages, while making the high-voltage hybrid system included in the saddle-ride type vehicle more compact and lightweight.

[0036] The terminology used herein is for the purpose of defining particular embodiments only and is not intended to limit the invention. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed components. As used herein, the use of the terms "including," "comprising," or "having," and variations thereof, identifies the presence of stated features, steps, operations, elements, components, and / or equivalents thereof, but may include one or more of the steps, operations, elements, components, and / or groups thereof. As used herein, the terms "attached," "connected," "coupled," and / or equivalents thereof are used broadly and encompass both direct and indirect attachments, connections, and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can include direct or indirect electrical connections or couplings. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted to have a meaning consistent with the relevant technology and the context of this disclosure, and should not be interpreted in an idealized or overly formal sense unless explicitly defined herein. It is understood that numerous techniques and processes are disclosed in the description of the present invention. Each of these has distinct advantages, and each can be used with one or more, or in some cases all, of the other disclosed technologies. Therefore, for the sake of clarity, this description will refrain from unnecessarily repeating all possible combinations of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims. A novel straddle-type vehicle is described herein. In the following description, for purposes of explanation, numerous specific details are set forth to provide a thorough understanding of the present invention.However, it will be apparent to one skilled in the art that the present invention may be practiced without these specific details. The present disclosure is to be considered as an example of the present invention and is not intended to limit the invention to the specific embodiments illustrated by the following drawings or description.

[0037] A saddle-type vehicle is a vehicle in which a driver sits astride a saddle. A saddle-type vehicle is configured so that the vehicle's posture is controlled by the driver's weight shift while traveling. Examples of saddle-type vehicles include scooter-type, moped-type, off-road-type, and on-road-type motorcycles. Furthermore, saddle-type vehicles are not limited to motorcycles, and may include, for example, three-wheeled or four-wheeled buggies known as ATVs (All Terrain Vehicles), snowmobiles, and the like. An example of a saddle-type vehicle is a lean vehicle that turns in a lean position. A lean vehicle leans toward the center of rotation when turning. An example of a lean vehicle is a motorcycle or a three-wheeled motorcycle. A saddle-type vehicle in the present disclosure is a vehicle driven by the output of an engine. The saddle-type vehicle does not include, for example, a bicycle.

[0038] The engine may be an internal combustion engine, for example a single-cylinder engine or a multi-cylinder engine, for example a four-stroke engine or a two-stroke engine.

[0039] A drive wheel is a wheel that drives a saddle-riding vehicle. A saddle-riding vehicle may also have wheels other than drive wheels. A saddle-riding vehicle may have, for example, front wheels and rear wheels. In this case, the drive wheels may be rear wheels, front wheels, or both front and rear wheels.

[0040] The high-voltage power supply system is a system that transmits a high voltage. The high voltage is a voltage higher than the low voltage of the low-voltage power supply system. When a saddle-ride type vehicle has a system that transmits a high voltage and a system that transmits a low voltage, the system that transmits the high voltage is the high-voltage power supply system. The high voltage in the high-voltage power supply system means the voltage when at least the engine is in combustion operation. When the engine is stopped, the voltage in the high-voltage power supply system may be a low voltage including zero. The high voltage in a saddle-ride type vehicle is, for example, a voltage exceeding 24 V. In this case, the low voltage is a voltage equal to or less than 24 V. The high voltage may be, for example, a voltage exceeding 12 V. In this case, the low voltage is a voltage equal to or less than 12 V. If the high voltage in a saddle-type vehicle does not exceed, for example, 60 V, the saddle-type vehicle operates within the "extra low voltage (ELV)" or "safety extra low voltage (SELV)" range defined in the IEC 60950 standard of the International Electrotechnical Commission (IEC). In this case, the level of insulation in the power supply system is sufficient within the "operational insulation" range, allowing the wiring area to be reduced in size. However, the high voltage in a saddle-type vehicle is not particularly limited and may be, for example, 60 V or higher.

[0041] Secondary batteries and capacitors are devices that charge and discharge. Secondary batteries are storage batteries. Secondary batteries charge and discharge through chemical reactions at the electrodes. Secondary batteries charge and discharge through oxidation and reduction reactions at the electrodes. Secondary batteries store charged power as chemical energy. Secondary batteries convert stored chemical energy into electrical energy. Capacitors charge and discharge without chemical reactions at the electrodes. Capacitors store supplied power as an electric charge.

[0042] A permanent magnet motor generator is a rotating electric machine that combines the functions of a motor and a generator. A permanent magnet motor generator generates a magnetic field using a permanent magnet. This does not include induction machines or alternators, which generate a magnetic field using electromagnets. A permanent magnet motor generator is, for example, an outer rotor type. However, the permanent magnet motor generator is not particularly limited and may be, for example, an inner rotor type. A permanent magnet motor generator is, for example, a surface permanent magnet motor (SPM). However, the permanent magnet motor generator is not particularly limited and may be, for example, an interior permanent magnet motor (IPM). If the permanent magnet motor generator is, for example, a brushless motor generator, it is easy to electronically control the field weakening control. If the permanent magnet motor generator is, for example, a permanent magnet three-phase brushless motor generator, it is possible to electronically control the field weakening control while minimizing the number of switching elements for each phase. However, the permanent magnet motor generator is not particularly limited and may be, for example, a brushed motor generator with controllable brush positions. A first permanent magnet motor generator having magnetic poles that are 4 / 3 or more of the number of teeth has, for example, 4 / 3 of the number of teeth. For example, the first permanent magnet motor generator has 18 teeth and 24 magnetic poles. When the number of magnetic poles is a multiple of 2, it is easy to form magnetic pole pairs that are aligned circumferentially. Also, when the number of teeth is a multiple of 3, the first permanent magnet motor generator can operate with high efficiency using a three-phase drive current. However, the number of teeth and magnetic poles is not limited to the above numbers, as long as the number of magnetic poles is 4 / 3 or more of the number of teeth.

[0043] The rotating shaft on which the rotor is provided, i.e., the rotating shaft that rotates coaxially with and at the same speed as the crankshaft, is, for example, the crankshaft itself. In this case, the rotor is provided on a part of the crankshaft. However, the rotating shaft is not particularly limited and may be, for example, a rotating shaft that is separate from the crankshaft, arranged coaxially with the crankshaft, and connected to the crankshaft by a connecting member such as a connecting sleeve. However, for example, a shaft connected to the crankshaft via a planetary gear does not rotate at the same speed as the crankshaft, and therefore does not fall under the category of a rotating shaft that is coaxial with and rotates at the same speed as the crankshaft.

[0044] A turbocharger is a device that uses the engine's exhaust gas as a power source to supercharge the engine. An electric turbocharger is a turbocharger that has a permanent magnet turbo motor generator attached to the rotating shaft of a turbine that rotates using the power of the exhaust gas and a compressor that compresses the intake air. An electric supercharger is a device that supercharges the engine by operating the compressor using a permanent magnet supercharger motor generator. An electric supercharger may operate using power other than exhaust gas in addition to the power of the permanent magnet supercharger motor generator.

[0045] The first MG control device includes, for example, a processor that executes a program and a memory that stores the program and data. The control device is realized, for example, by the processor executing a program stored in the memory. However, the structure of the control device is not particularly limited, and may be, for example, a logic circuit that processes data without relying on a processor or a program. The first MG control device may also have, for example, a function to control the engine. However, the first MG control device is not particularly limited, and may be, for example, a separate entity from the control device that controls the engine.

[0046] Field-weakening control is a method of controlling the current in a winding so that a component of current that weakens the field generated by the permanent magnet of the motor generator flows through the winding. The component of current that weakens the field corresponds to the d-axis component in a vector control method. However, the control method is not particularly limited as long as the component of current that weakens the field flows through the winding as a result of the control. The control method may be, for example, phase control, in which the d-axis component is not explicitly processed and the phase of the current is directly controlled in relation to the phase of the electrical angle.

[0047] The rotating shaft provided in the torque transmission path between the crankshaft and the drive wheels is, for example, an input shaft or an output shaft of a transmission. However, the rotating shaft is not particularly limited and may be a rotating shaft other than that of the transmission.

[0048] According to the present invention, it is possible to provide a saddle-type vehicle equipped with a compact and lightweight high-voltage hybrid system.

[0049] Fig. 1 is a diagram illustrating a saddle-ride type vehicle according to a first embodiment; Fig. 2 is a chart schematically illustrating the operation of field-weakening control in the first permanent magnet motor generator shown in Fig. 1; Fig. 3 is a block diagram illustrating a second embodiment, which is a block diagram showing the flow of current in the high-voltage hybrid system shown in Fig. 1; Fig. 4 is a block diagram illustrating a third embodiment; Fig. 5 is a block diagram illustrating a fifth embodiment; Fig. 6 is a block diagram illustrating a sixth embodiment;

[0050] Hereinafter, a saddle-type vehicle according to an embodiment will be described with reference to the drawings. Note that the embodiment described below is merely an example. The present invention should not be construed as being limited in any way by the embodiment described below.

[0051] [First embodiment] Fig. 1 is a diagram illustrating a saddle-ride type vehicle according to a first embodiment. Part (a) of Fig. 1 is a schematic side view of the saddle-ride type vehicle. Part (b) of Fig. 1 is a block diagram showing a schematic configuration of a high-voltage hybrid system for the saddle-ride type vehicle. Part (c) of Fig. 1 is a side view showing a more detailed configuration of a first permanent magnet motor-generator shown in part (b) of Fig. 1.

[0052] The straddle-type vehicle 10 shown in FIG. 1 includes an engine (EG) 11 , drive wheels 12 a , a high-voltage power supply system 13 , a first permanent magnet motor generator 14 , and a first MG control unit (MGCU) 15 .

[0053] The engine 11 has a crankshaft 11a. The engine 11 generates power by combusting an air-fuel mixture containing air and fuel. The engine 11 outputs power as rotational torque. The engine 11 outputs torque via the crankshaft 11a. The drive wheels 12a drive the saddle-riding vehicle 10. The saddle-riding vehicle 10 has multiple wheels 12a, 12b. The wheel 12a functions as the drive wheel 12a. At least a portion of the torque output from the engine 11 is mechanically transmitted to the drive wheel 12a. The high-voltage power supply system 13 supplies electricity at a high voltage that is higher than the low voltage of the low-voltage power supply system 17. In the example shown in the figure, the low-voltage power supply system 17 is connected to the high-voltage power supply system 13 via a DC-DC converter 18. The high voltage of the high-voltage power supply system 13 is converted to a low voltage by the DC-DC converter 18 and supplied to the low-voltage power supply system 17. A low-voltage device 19 that operates at a low voltage is connected to the low-voltage power supply system 17.

[0054] The first permanent magnet motor generator 14 is electrically connected to the high-voltage power supply system 13. More specifically, the first permanent magnet motor generator 14 is electrically connected to the high-voltage power supply system 13 via a first MG control unit (MGCU) 15. The first permanent magnet motor generator 14 applies torque to the drive wheels 12a by powering. More specifically, the first permanent magnet motor generator 14 applies torque to the crankshaft 11a by powering. For example, the first permanent magnet motor generator 14 assists the engine 11 in traveling by powering. The first permanent magnet motor generator 14 also receives torque from the engine 11 or the drive wheels 12a to generate electricity. The first MG control unit 15 controls the powering and power generation of the first permanent magnet motor generator 14. The saddle-ride type vehicle 10 is a hybrid vehicle. The engine 11 , the drive wheels 12 a , the high-voltage power supply system 13 , the first permanent magnet motor generator 14 , and the first MG control device 15 are included in a high-voltage hybrid system HV of the saddle-ride type vehicle 10 .

[0055] The saddle-ride type vehicle 10 further includes a first power transfer device 161. The first power transfer device 161 is electrically connected to the high-voltage power supply system 13 without a secondary battery that is electrically connected to the high-voltage power supply system 13 and functions at high voltage. In this embodiment, the first power transfer device 161 is a permanent magnet turbo motor generator (eTC) 161 of the electric turbocharger 16. In this embodiment, the first power transfer device 161 is also referred to as a permanent magnet turbo motor generator 161. The electric turbocharger 16 is a device that uses exhaust gas from the engine 11 as a power source and supercharges the engine 11. The electric turbocharger 16 includes the permanent magnet turbo motor generator (eTC) 161. The permanent magnet turbo motor generator 161 is provided on a rotating shaft of a turbine (not shown) that rotates by the force of the exhaust gas and a compressor (not shown) that compresses intake air. The electric turbocharger 16 also includes a turbo control unit (eTCCU) 162 that controls the permanent magnet turbo motor generator 161. Specifically, the first power transfer device 161 is electrically connected to the high-voltage power supply system 13 via the turbo control unit 162.

[0056] The first permanent magnet motor generator 14 in the saddle-ride type vehicle 10 includes a stator 141 and a rotor 142. The stator 141 has a plurality of teeth 141T arranged in the circumferential direction, i.e., the rotational direction of the rotor 142, and windings 141W wound around each of the plurality of teeth 141T. More specifically, the stator 141 has a stator core 141C, and the plurality of teeth 141T are provided so as to protrude radially from the stator core 141C. The plurality of teeth 141T are arranged so as to be separated by slots 141S.

[0057] The rotor 142 is mounted on a rotating shaft that is coaxial with and rotates at the same speed as the crankshaft 11a. In this embodiment, the rotating shaft that is coaxial with and rotates at the same speed as the crankshaft 11a is the crankshaft 11a. The rotor 142 is mechanically connected to an end of the crankshaft 11a. In other words, the first permanent magnet motor-generator 14 is connected to the end of the crankshaft 11a. More specifically, the rotor 142 in this embodiment is generally cylindrical with a bottom and is connected to the crankshaft 11a, which is disposed so as to pass through a hole provided in the center of the stator 141. The rotor 142 has magnetic poles 142a in a number equal to or greater than four-thirds the number of teeth 141T. The magnetic poles 142a are arranged in a line in the rotational direction. The magnetic poles 142a are made of permanent magnets. In the example shown in the figure, a structure is shown in which the same number of permanent magnets as the magnetic poles 142a are arranged in a circumferential direction. However, the structure of the magnetic poles 142a is not particularly limited, and may be, for example, a structure magnetized so that multiple magnetic poles 142a are generated in one cylindrical permanent magnet, or a structure magnetized so that multiple magnetic poles 142a are generated in each of a permanent magnet shaped like a cylinder divided into two or three blocks.

[0058] The first permanent magnet motor generator 14 is electrically connected to a permanent magnet turbo motor generator 161, which is a first power exchange device, via a first MG control device 15. The first MG control device 15 performs power running and power generation control, including field weakening control. The first permanent magnet motor generator 14 exchanges power with the permanent magnet turbo motor generator 161 via the first MG control device 15 without going through a secondary battery that functions at high voltage.

[0059] In a first permanent magnet motor-generator 14 having magnetic poles 142a that are equal to or greater than four-thirds the number of teeth 141T, the angular velocity ω in electrical angle relative to the mechanical rotation speed of the rotor 142 is higher than in a case where the number of magnetic poles 142a is less than four-thirds, for example, two-thirds the number of teeth 141T. The mechanical rotation speed is the number of rotations per unit time of the rotor 142. In contrast, the angular velocity in electrical angle is the rotation angle based on the repetition period of a pair of magnetic poles 142a passing near one tooth 141T. As the angular velocity in electrical angle increases, the impedance due to the electrical inductance of the winding 141W increases. Therefore, the power output from the first permanent magnet motor-generator 14 is suppressed when the first permanent magnet motor-generator 14 rotates in a high rotation speed range. Furthermore, by performing field-weakening control on the first permanent magnet motor-generator 14, the influence of the magnetic field caused by the magnetic poles 142a formed by permanent magnets can be suppressed. Here, the greater the angular velocity ω in electrical angle, the greater the degree to which the influence of the magnetic field by the magnetic pole 142a is suppressed, which increases the effect of suppressing the output current in the high rotation speed range by field weakening control.

[0060] By performing field-weakening control on the first permanent magnet motor-generator 14, it is possible to suppress the influence of the magnetic field caused by the magnetic poles 142a formed by permanent magnets. As a result, when the first permanent magnet motor-generator 14 is powered by the voltage of the high-voltage power supply system 13, it is possible to increase the powering state of the first permanent magnet motor-generator 14 to a higher rotation range.

[0061] FIG. 2 is a chart that schematically illustrates the effect of field-weakening control in the first permanent magnet motor-generator shown in FIG. 1 . Part (a) of FIG. 2 illustrates the maximum output torque and output power characteristics versus rotational speed during power generation. Part (b) of FIG. 2 illustrates the output power characteristics versus rotational speed during power generation. The output power of the motor-generator during power generation is mechanical, and the output power during power generation is electrical. The motor-generator is a device that converts mechanical power and electrical power, and vice versa. Mechanical power also corresponds to electrical power. The characteristics are based on a simulation modeled on the first permanent magnet motor-generator 14 shown in FIG. 1 , where the high voltage of the high-voltage power supply system 13 is 48 V. The solid lines in part (a) of FIG. 1 represent the output torque Ta and output power Pma when field-weakening is implemented. The dashed lines represent the output torque Tb and output power Pmb when field-weakening is not implemented. The dashed dotted line represents, for reference, the output torque Tc and output power Pmc when field weakening is implemented, using a model configuration in which the number of magnetic poles is less than 4 / 3 of the number of teeth.

[0062] First, referring to part (a) of Figure 2, the characteristics of the first permanent magnet motor-generator functioning as a motor during powering will be described. For example, if field-weakening control is not performed, as shown by the dashed line Tb in part (a) of Figure 2, the output torque of the first permanent magnet motor-generator 14 decreases significantly as the rotational speed of the crankshaft 11a increases. In other words, if field-weakening control is not performed, the amount of decrease in output torque is large. This is because the induced voltage increases as the rotational speed of the crankshaft 11a increases, reducing the maximum current that can be supplied to the first permanent magnet motor-generator 14.

[0063] In this embodiment, the first MG control device 15 performs field-weakening control. In this field-weakening control, the first MG control device 15 passes current through the winding 141W to generate a magnetic field in the opposite direction to the magnetic field generated by the magnetic pole 142a, which generates the induced electromotive force. This is equivalent to a decrease in the magnetic force of the magnetic pole 142a. As a result, at the maximum output rotation speed NmaxP of the engine 11, a larger current that contributes to torque can be passed through the winding 141W. The maximum output rotation speed NmaxP is the rotation speed at which the maximum output of the engine 11 is obtained and is one index representing the dynamic range of the rotation speed of the engine 11. The maximum output rotation speed NmaxP varies depending on the type of saddle-ride type vehicle 10, but is, for example, in the range of 8000 rpm to 1200 rpm. The upper limit rotation speed (maximum allowable rotation speed) Na of the engine 11 is even greater than the maximum output rotation speed NmaxP.

[0064] More specifically, the first MG control device 15 applies a d-axis current that contributes to the reverse magnetic flux as field-weakening control. The upper right portion of part (a) of FIG. 2 shows a voltage vector diagram illustrating the voltage relationship at the maximum output rotation speed NmaxP of the engine 11. In the voltage vector diagram, V represents the magnitude of the voltage of the high-voltage power supply system 13. E represents the induced voltage. Id represents the d-axis current component. Iq represents the q-axis current component. ω represents the angular velocity in electrical angle. ω is expressed, for example, by the following equation: ω = (P / 2) × (N rpm / 60) × 2π (P: number of magnetic poles, N: crankshaft rotation speed). In other words, the angular velocity ω in electrical angle is proportional to the number P of magnetic poles of the motor generator.

[0065] Through field-weakening control, the magnitude of the voltage Vt at the output switching unit of the first MG control device 15 is equal to the magnitude of the voltage V of the high-voltage power supply system 13. Specifically, the magnitude of the voltage Vt obtained by combining the induced electromotive force E with the voltage drops Iq·R and Iq·ωL of the q-axis current Iq and the voltage drops Id·R and Id·ωL of the d-axis current Id is equal to the magnitude of the voltage V of the high-voltage power supply system 13. Here, R represents the resistance of the winding 141W, and L represents the inductance of the winding 141W. In this case, at the maximum output rotation speed NmaxP, the first MG control device 15 can use the voltage of the high-voltage power supply system 13 to cause the first permanent magnet motor-generator 14 to output torque that rotates the crankshaft 11a. In the example shown in the figure, the first permanent magnet motor-generator 14 can output power for power running even at a rotation speed Na that exceeds the maximum output rotation speed NmaxP of the engine 11. The number of magnetic poles 142a in the first permanent magnet motor-generator 14 is equal to or greater than 4 / 3 of the number of teeth 141T. Therefore, the angular velocity ω of the first permanent magnet motor-generator 14, based on the electrical angle of the starter-generator, is greater than, for example, a configuration having magnetic poles less than 4 / 3 of the number of teeth 141T. This results in a high field-weakening effect. Furthermore, because the number of magnetic poles 142a is equal to or greater than 4 / 3 of the number of teeth 141T, the size of the magnetic poles 142a themselves is small. Therefore, the magnetic flux caused by the magnetic poles 142a is easily weakened by the magnetic field of the winding 141W through which the d-axis current flows. Therefore, at the maximum output rotation speed NmaxP, the output torque Ta of the first permanent magnet motor-generator 14 is greater than the output torque Tc of a configuration having magnetic poles less than 4 / 3 of the number of teeth 141T.

[0066] The output power Pma of the first permanent magnet motor-generator 14 depends on the product of the output torque and the rotational speed. Therefore, at the maximum output rotational speed NmaxP, the output power Pma of the first permanent magnet motor-generator 14 subjected to field-weakening control is greater than the output power Pmb without field-weakening control. Furthermore, at the maximum output rotational speed NmaxP, the output power Pma of the first permanent magnet motor-generator 14 is greater than the output power Pmc of a configuration having magnetic poles less than 4 / 3 the number of teeth 141T. Therefore, the first permanent magnet motor-generator 14 receives power from the first power transfer device 16 via the piezoelectric power supply system 13 and can provide sufficient driving force to the crankshaft 11a over a wide rotational speed range of the engine 11, including the maximum output rotational speed NmaxP. Furthermore, the first permanent magnet motor-generator 14 can absorb the power generated by the first power transfer device 16 over a wide rotational speed range of the engine 11 without a secondary battery.

[0067] Next, with reference to part (b) of Fig. 2, the characteristics of the first permanent magnet motor-generator 14 when it functions as a motor will be described. The solid line in part (b) of Fig. 1 represents output power Pma when field-weakening is implemented. The dashed line represents output power Pmb when field-weakening is not implemented. The dashed-dotted line represents, for reference, output power Pmc when field-weakening is implemented, using a model configuration in which the number of magnetic poles is less than 4 / 3 the number of teeth. Power generation by the first permanent magnet motor-generator 14 is affected by the inductance of the winding 141W.

[0068] Field-weakening control is also performed during power generation by the first permanent magnet motor-generator 14. Field-weakening control during power generation control is equivalent to reducing the q-axis current Iq while maintaining the d-axis current Id in the voltage vector diagram shown in part (a) of FIG. 2 . In other words, the first MG control device 15 causes the first permanent magnet motor-generator 14 to generate power while performing field-weakening control. The graph of output power Pga, Pgb, and Pgc during power generation is approximately symmetrical to part (a) of FIG. 2 . In other words, at the maximum output rotation speed NmaxP, the output power Pga of the first permanent magnet motor-generator 14 subjected to field-weakening control is greater than the output power Pgb without field-weakening control. Furthermore, at the maximum output rotation speed NmaxP, the output power Pga of the first permanent magnet motor-generator 14 is greater than the output power Pgc for a configuration having magnetic poles with less than 4 / 3 the number of teeth 141T. Accordingly, the output power Pga of the first permanent magnet motor generator 14 can output power exceeding the maximum power Pgy of the first power transfer device 16 over a wide range of rotational speeds including the maximum output rotational speed NmaxP. Therefore, the first permanent magnet motor generator 14 can supply sufficient power for the operation of the first power transfer device 16 via the high-voltage power supply system 13.

[0069] The d-axis current and q-axis current described above can be easily controlled explicitly and independently by adopting vector control as the control method for the first MG control device 15. However, there are no particular limitations on the control method for implementing field weakening in the first MG control device 15. Field weakening control can be implemented by adjusting the timing at which current is received by the windings 141W of each phase.

[0070] According to this embodiment, the first permanent magnet motor-generator 14 can operate over a wide rotational speed range, from low to high rotational speeds. The first permanent magnet motor-generator 14 can operate over a wide rotational speed range, including the maximum output rotational speed NmaxP. The first permanent magnet motor-generator 14 can perform power running and power generation over a wide rotational speed range, including, for example, the upper limit rotational speed Na. In other words, the first permanent magnet motor-generator 14 can output power corresponding to the high-voltage power supply system 13 over a range closer to the dynamic range of the rotational speed of the engine 11. Therefore, even if power is exchanged between the first permanent magnet motor-generator 14 and the permanent magnet turbo motor-generator 161 in the high-voltage power supply system 13 without using a secondary battery, power can be continuously exchanged with the permanent magnet turbo motor-generator 161 over a range closer to the dynamic range of the rotational speed of the engine 11. This allows the secondary battery to be omitted from the high-voltage power supply system 13. This allows the high-voltage hybrid system HV provided in the saddle-ride type vehicle 10 to be compact and lightweight.

[0071] The first power transfer device according to this embodiment is a permanent magnet turbo motor generator 161 provided in the electric turbocharger 16. For example, when the engine 11 operates at high speed, the permanent magnet turbo motor generator 161 generates electricity. The first permanent magnet motor generator 14 receives the electric power generated by the permanent magnet turbo motor generator 161 and powers the first permanent magnet motor generator 14, applying torque to the crankshaft 11a.

[0072] According to this embodiment, the power generated by the first permanent magnet motor generator 14 can be used to increase the capacity of the electric turbocharger 16. This makes it possible to increase the capacity of the engine 11 or reduce the size of the engine 11, for example.

[0073] Fig. 3 is a block diagram showing the current flow in the high-voltage hybrid system shown in Fig. 1. Part (a) of Fig. 3 shows the electric turbocharger assist state, and part (b) of Fig. 3 shows the exhaust energy recovery state.

[0074] As shown in part (a) of FIG. 3 , when an acceleration request is input while the engine 11 is operating, high-voltage electric power is supplied from the first permanent magnet motor generator 14 to the electric turbocharger 16 via the first MG control device 15 and the high-voltage power supply system 13. This electrically assists the operation of the electric turbocharger 16. This electrical assistance improves the responsiveness of the supercharging function. As shown in part (b) of FIG. 3 , for example, when the engine 11 has a high output, the electric turbocharger 16 is driven by the exhaust gas from the engine 11. This causes the permanent magnet turbo motor generator 161 to generate electricity. The first permanent magnet motor generator 14 receives the electric power generated by the permanent magnet turbo motor generator 161 and applies torque to the crankshaft 11 a. In other words, the first permanent magnet motor generator 14 can assist the engine 11 without a secondary battery that operates at high voltage. This not only eliminates the need for a secondary battery, but also allows the engine 11 to be made smaller. Therefore, the high-voltage hybrid system HV provided in the saddle-type vehicle 10 can be made more compact and lightweight while suppressing a decrease in the torque or power transmitted to the drive wheels 12a.

[0075] [Second embodiment] Fig. 4 is a block diagram showing a second embodiment, in which part (a) of Fig. 4 is a block diagram showing the current in the starting state, and part (b) of Fig. 4 is a block diagram showing the current in the charging state.

[0076] The saddle-type vehicle 10 shown in Figure 4 includes a starter motor 21 that starts the engine 11. The starter motor 21 drives, for example, the crankshaft 11a during starting. The starter motor 21 operates at a low voltage from the low-voltage power supply system 17 to start the engine 11 without powering the first permanent magnet motor-generator 14. The saddle-type vehicle 10 also includes a battery (BAT) 22 connected to the low-voltage power supply system 17. The battery 22 is a secondary battery that operates at a low voltage.

[0077] The above points are the main differences from the first embodiment. Hereinafter, the differences from the first embodiment will be mainly described, and the same reference numerals will be used to denote elements common to the first embodiment, and description thereof will be omitted.

[0078] The saddle-ride type vehicle 10 of this embodiment includes a starter motor 21 that operates at a low voltage and starts the engine 11. Therefore, the engine 11 can be started even if the first permanent magnet motor-generator 14 does not have the function of starting the engine 11. For example, as shown in part (a) of FIG. 4 , when starting the engine 11, current flows from the battery 22 to the starter motor 21 to supply power. The starter motor 21 starts the engine 11 using the power from the battery 22. After the engine 11 starts, the first permanent magnet motor-generator 14 is driven by the engine 11 to generate electricity. As shown in part (b) of FIG. 4 , the current generated by the first permanent magnet motor-generator 14 flows from the high-voltage power supply system 13 to the low-voltage power supply system 17 via the DC-DC converter 18. The DC-DC converter 18 converts the high voltage generated by the first permanent magnet motor-generator 14 to a low voltage. The current supplied via the DC-DC converter 18 is stored in the battery 22.

[0079] Generally, a motor for starting the engine 11 is required to output a torque large enough to start the engine 11, and therefore is often required to have a large number of turns in its windings. However, in this embodiment, the starting function is omitted from the first permanent magnet motor-generator 14, which increases the design freedom, allowing, for example, the number of turns in the winding 141W to be reduced. Therefore, the first permanent magnet motor-generator 14 can be configured to output power corresponding to the high-voltage power supply system 13 over a range closer to the dynamic range of the rotational speed of the engine 11. As a result, the high-voltage hybrid system HV included in the saddle-ride type vehicle 10 can be made more compact and lightweight.

[0080] Third Embodiment FIG. 5 is a block diagram showing a third embodiment.

[0081] The saddle-ride type vehicle 10 shown in Figure 5 includes a capacitor 31 as a first power transfer device. The capacitor 31 stores electric power in the form of an electric charge. The capacitor 31 outputs the stored electric power in the form of an electric charge. The first permanent magnet motor generator 14 receives electric power from the capacitor 31 and powers the first permanent magnet motor generator 14, thereby applying torque to the crankshaft 11a. When the first permanent magnet motor generator 14 generates electric power, the electric power output from the first permanent magnet motor generator 14 is stored in the capacitor 31.

[0082] The above points are the main differences from the first embodiment. Hereinafter, the differences from the first embodiment will be mainly described, and the same reference numerals will be used to denote elements common to the first embodiment, and description thereof will be omitted.

[0083] Unlike a secondary battery, the capacitor 31 charges and discharges without chemical reactions at the electrodes. Therefore, it can be made smaller and lighter than a secondary battery that can input and output the same current at the same voltage. According to this embodiment, the first permanent magnet motor-generator 14 receives power from the capacitor 31 instead of the secondary battery, and applies torque to the crankshaft 11a. Therefore, the conditions under which torque can be applied to the crankshaft 11a can be expanded, while the high-voltage hybrid system HV included in the saddle-type vehicle 10 can be made more compact and lightweight.

[0084] Fourth Embodiment FIG. 6 is a block diagram showing a fourth embodiment.

[0085] The saddle-type vehicle 10 shown in FIG. 6 includes an electric supercharger 46 instead of the electric turbocharger 16. The first electric power transfer device in this embodiment is a permanent magnet supercharger motor generator (eSC) 461 provided in the electric supercharger 46. In this embodiment, the first electric power transfer device may also be referred to as the permanent magnet supercharger motor generator 461. The permanent magnet supercharger motor generator 461 is controlled by a supercharger control device 462. The permanent magnet supercharger motor generator 461 receives electric power generated by the first permanent magnet motor generator 14 to power the engine 11 and supercharge it. The first permanent magnet motor generator 14 also receives electric power generated by the permanent magnet supercharger motor generator 461 to power the engine 11 and apply torque to the crankshaft 11a.

[0086] The above points are the main differences from the first embodiment. Hereinafter, the differences from the first embodiment will be mainly described, and the same reference numerals will be used to denote elements common to the first embodiment, and description thereof will be omitted.

[0087] According to this embodiment, the power generated by the first permanent magnet motor generator 14 can increase the capacity of the electric supercharger 46. The first permanent magnet motor generator 14 can supply power to the electric supercharger 46 without a high-voltage secondary battery. This allows the engine 11 to be increased in capacity and the engine 11 to be made smaller. Furthermore, when the electric supercharger decelerates, the permanent magnet supercharger motor generator 461 can generate power by utilizing the rotational inertia of the electric supercharger 46. The first permanent magnet motor generator 14 receives the power generated by the permanent magnet supercharger motor generator 461 and applies torque to the crankshaft 11a. The permanent magnet turbo motor generator 161 can assist the engine 11 without a high-voltage secondary battery. According to this embodiment, in addition to eliminating the need for a secondary battery, the engine 11 can be made smaller. Therefore, the high-voltage hybrid system HV provided in the saddle-type vehicle 10 can be made more compact and lightweight while suppressing a decrease in the torque or power transmitted to the drive wheels 12a.

[0088] Fifth Embodiment FIG. 7 is a block diagram showing a fifth embodiment.

[0089] The saddle-ride type vehicle 10 shown in FIG. 7 includes a second permanent magnet motor generator 56 instead of the electric turbocharger 16. The first power transfer device in this embodiment is a second permanent magnet motor generator 561. More specifically, the second permanent magnet motor generator 561 is mechanically connected to a rotating shaft provided in a torque transmission path PT between the crankshaft 11a and the drive wheels 12a. The rotating shaft provided in the torque transmission path PT is, for example, an input shaft or output shaft of a transmission (not shown). In this embodiment, the first power transfer device may also be referred to as the second permanent magnet motor generator 561. The first permanent magnet motor generator 14 receives electric power generated by the second permanent magnet motor generator 561 and applies torque to the crankshaft 11a.

[0090] The above points are the main differences from the first embodiment. Hereinafter, the differences from the first embodiment will be mainly described, and the same reference numerals will be used to denote elements common to the first embodiment, and description thereof will be omitted.

[0091] According to this embodiment, the second permanent magnet motor generator 561 can be powered by the electric power generated by the first permanent magnet motor generator 14. The first permanent magnet motor generator 14 can supply electric power to the second permanent magnet motor generator 561 without a secondary battery that operates at high voltage. Furthermore, when the second permanent magnet motor generator 561 receives torque, the second permanent magnet motor generator 561 can generate electric power. The first permanent magnet motor generator 14 receives the electric power generated by the second permanent magnet motor generator 561 and powers the crankshaft 11a, applying torque to the crankshaft 11a. The first permanent magnet motor generator 14 can assist the engine 11 without a secondary battery that operates at high voltage. This not only eliminates the need for a secondary battery, but also allows the engine 11 to be made smaller. This allows the high-voltage hybrid system HV included in the saddle-ride type vehicle 10 to be more compact and lightweight. Furthermore, the second permanent magnet motor generator 561 can drive the drive wheels 12a, for example, from a position on a power transmission path different from that of the engine 11. This improves the degree of freedom in setting the running state of the saddle-ride type vehicle 10. This improves the degree of freedom in setting the running state of the saddle-ride type vehicle 10, while also making the high-voltage hybrid system HV included in the saddle-ride type vehicle 10 more compact and lightweight.

[0092] Sixth Embodiment FIG. 8 is a block diagram showing a sixth embodiment.

[0093] The saddle-riding vehicle 10 shown in Figure 8 includes a capacitor 31 serving as a first power transfer device. The saddle-riding vehicle 10 also includes a second power transfer device. In this embodiment, the second power transfer device is a permanent magnet turbo motor generator 161 provided in the electric turbocharger 16. The permanent magnet turbo motor generator 161 serving as the second power transfer device receives electric power from both the capacitor 31 and the first permanent magnet motor generator 14 to perform power running.

[0094] The above points are the main differences from the first embodiment. Hereinafter, the differences from the first embodiment will be mainly described, and the same reference numerals will be used to denote elements common to the first embodiment, and description thereof will be omitted.

[0095] According to this embodiment, the first permanent magnet motor generator 14 receives power from the capacitor 31, not from the secondary battery, and applies torque to the crankshaft 11a. This expands the conditions under which torque can be applied to the crankshaft 11a, while making the high-voltage hybrid system HV included in the saddle-ride type vehicle 10 more compact and lightweight. Furthermore, even if there is a period when the period when the permanent magnet turbo motor generator 161, serving as the second power transfer device, generates electricity does not overlap with the period when the first permanent magnet motor generator 14 performs power transfer, the generated electricity is temporarily stored in the capacitor 31 and then used for power transfer. Conversely, even if there is a period when the period when the first permanent magnet motor generator 14 generates electricity does not overlap with the period when the permanent magnet turbo motor generator 161, serving as the second power transfer device, performs power transfer, the generated electricity is temporarily stored in the capacitor 31 and then used for power transfer. This allows the conditions under which torque can be applied to the crankshaft 11a to be further expanded, while making the high-voltage hybrid system HV included in the saddle-riding type vehicle 10 more compact and lightweight. Also, the permanent magnet turbo motor generator 161 serving as the second power exchange device can receive electric power from both the capacitor 31 and the first permanent magnet motor generator 14 for power running. This allows the high-voltage hybrid system HV included in the saddle-riding type vehicle 10 to be more compact and lightweight, while increasing the capacity of the second power exchange device, without the need for a secondary battery that functions at high voltage.

[0096] In the sixth embodiment described above, an example of the second power transfer device has been described in which the permanent magnet turbo motor generator 161 is provided in the electric turbocharger 16. However, the second power transfer device in the disclosed technology is not particularly limited, and may be, for example, at least one of a permanent magnet supercharger motor generator provided in an electric supercharger as shown in FIG. 6 and a second permanent magnet motor generator that is separate from the first permanent magnet motor generator and performs power running and generates electricity as shown in FIG.

[0097] Furthermore, the contents of the above-described embodiments can be combined in any manner. For example, the first embodiment equipped with an electric turbocharger can be combined with the electric supercharger of the fourth embodiment. Furthermore, the second permanent magnet motor-generator of the fifth embodiment can be combined. Furthermore, the starter motor of the second embodiment and a battery operating at a low voltage can be combined. Furthermore, the capacitor of the third embodiment can be combined. Furthermore, the first embodiment equipped with an electric turbocharger can be combined with the second permanent magnet motor-generator of the fifth embodiment. Furthermore, the starter motor of the second embodiment and a battery operating at a low voltage can be combined. Furthermore, the capacitor of the third embodiment can be combined. Furthermore, the fourth embodiment equipped with an electric supercharger can be combined with the second permanent magnet motor-generator of the fifth embodiment. Furthermore, the starter motor of the second embodiment and a battery operating at a low voltage can be combined. Furthermore, the capacitor of the third embodiment can be combined. The second embodiment, which includes a starter motor and a battery that operates at a low voltage, can be combined with either the capacitor of the third embodiment, the electric supercharger of the fourth embodiment, or the second permanent magnet motor generator of the fifth embodiment. The third embodiment, which includes a capacitor, can be combined with either the starter motor and a battery that operates at a low voltage of the second embodiment, the electric supercharger of the fourth embodiment, or the second permanent magnet motor generator of the fifth embodiment.

[0098] 10 saddle-ride type vehicle 11 engine 11a crankshaft 12a drive wheel 13 high-voltage power supply system 14 first permanent magnet motor generator 15 first MG control device 16 electric turbocharger 17 low-voltage power supply system 21 starter motor 31 capacitor 46 electric supercharger 56 second permanent magnet motor generator 141 stator 141T teeth 141W winding 142 rotor 142a magnetic pole 161 permanent magnet turbo motor generator (first power transfer device) 461 permanent magnet supercharger motor generator (first power transfer device) 561 second permanent magnet motor generator (first power transfer device)

Claims

1. A saddle-type vehicle comprising: an engine having a crankshaft and outputting torque via the crankshaft; drive wheels to which at least a portion of the torque output from the engine is mechanically transmitted and which drive the saddle-type vehicle; a high-voltage power supply system having a high voltage higher than the low voltage of a low-voltage power supply system; a first permanent magnet motor generator electrically connected to the high-voltage power supply system and which applies torque to the drive wheels by powering them and which generates electricity by receiving torque from the engine or the drive wheels; and a first MG control device which controls the powering and power generation of the first permanent magnet motor generator; and a first power transfer device which is one of a capacitor for transferring power, a permanent magnet turbo motor generator provided in an electric turbocharger, a permanent magnet supercharger motor generator provided in an electric supercharger, and a second permanent magnet motor generator which is separate from the first permanent magnet motor generator and powers and generates electricity, which are electrically connected to the high-voltage power supply system without a secondary battery electrically connected to the high-voltage power supply system and which functions at the high voltage, The first permanent magnet motor generator comprises a stator having a plurality of teeth arranged circumferentially and windings wound around each of the plurality of teeth, and a rotor which is mounted on a rotating shaft which is coaxial with the crankshaft and rotates at the same speed as the crankshaft and has magnetic poles in a number equal to or more than 4 / 3 of the number of the teeth. The first permanent magnet motor generator is electrically connected to the first power transfer device via the first MG control device which performs powering and power generation control including field weakening control, and transfers power to and from the first power transfer device without going through the secondary battery which functions at high voltage.

2. A saddle-type vehicle as claimed in claim 1, further comprising a starter motor which operates on the low voltage of the low-voltage power supply system and starts the engine without the powering of the first permanent magnet motor generator.

3. A saddle-type vehicle as claimed in claim 1 or 2, wherein the first power transfer device is the capacitor, and the first permanent magnet motor generator receives power from the capacitor to power the crankshaft and apply torque to the crankshaft.

4. A saddle-type vehicle as described in any one of claims 1 to 3, wherein the first power transfer device is the permanent magnet type turbo motor generator provided on the electric turbocharger, and the first permanent magnet type motor generator receives electric power generated by the permanent magnet type turbo motor generator and powers the crankshaft to apply torque.

5. A saddle-type vehicle as described in any one of claims 1 to 4, wherein the first power transfer device is the permanent magnet type supercharger motor generator provided on the electric supercharger, and the first permanent magnet type motor generator receives electric power generated by the permanent magnet type supercharger motor generator and powers the crankshaft to apply torque.

6. A saddle-type vehicle as claimed in any one of claims 1 to 5, wherein the first power transfer device is the second permanent magnet motor generator, and the first permanent magnet motor generator receives power generated by the second permanent magnet motor generator and powers the crankshaft to apply torque.

7. A saddle-type vehicle as claimed in any one of claims 1 to 6, wherein the first power transfer device is the second permanent magnet motor generator mechanically connected to a rotating shaft provided in a torque transmission path between the crankshaft and the drive wheels, and the first permanent magnet motor generator receives electric power generated by the second permanent magnet motor generator and powers the crankshaft to apply torque.

8. A saddle-type vehicle as claimed in any one of claims 1 to 7, wherein the first power transfer device is the capacitor, and the saddle-type vehicle further comprises a second power transfer device which is any one of the permanent magnet turbo motor generator provided in the electric turbocharger, the permanent magnet supercharger motor generator provided in the electric supercharger, and the second permanent magnet motor generator which is separate from the first permanent magnet motor generator and generates power.

9. A saddle-type vehicle according to claim 8, wherein the second power receiving / transmitting device receives electric power from both the capacitor and the first permanent magnet motor generator to perform power running.

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