JP5692027B2 - Engine accessory system for motorcycles - Google Patents

Description

  The present invention relates to an engine accessory system for a motorcycle.

In recent years, an increasing number of vehicles are equipped with an idling stop system (hereinafter referred to as ISS) that can improve fuel efficiency by automatically stopping the engine when the vehicle is temporarily stopped. In a vehicle equipped with this ISS, the number of start times of the engine is greatly increased, so that the number of starter operations for starting the engine is also greatly increased. For this reason, in a DC starter having a brush, wear of the brush becomes a problem.
On the other hand, there is a known technique for starting an engine with an ACG starter motor (see Patent Document 1). The ACG starter motor described in Patent Document 1 is applied to an engine for a motorcycle, and functions as a starter and a generator that are directly connected to the crankshaft of the engine.

Japanese Patent No. 3967309

However, the above ACG starter motor is directly connected to the engine shaft. In other words, since the generated torque of the motor is transmitted to the engine shaft without being amplified, an engine with a small displacement (for example, 50 cc) is started. Although it is possible to start an engine with a large displacement (for example, 100 cc or more), there is a problem that the drive torque is insufficient. Although it is conceivable to use a speed reducer to amplify the torque generated by the motor, there is a problem when it is used as a generator even though it can be used as a starter motor. In other words, when the speed reducer is used, the rotational speed of the engine that drives the generator is increased by the speed reducer, so that the voltage generated by the power generator becomes excessive, and control for preventing overcharging of the battery is difficult.
The present invention has been made based on the above circumstances, and an object of the present invention is to provide an engine accessory system that can efficiently operate a motorcycle engine and can improve fuel efficiency.

(Invention of Claim 1)
The present invention is an engine accessory system for a motorcycle, which is directly connected to an engine shaft, an AC starter for starting an engine that operates by receiving supply of AC power, a speed reducer that amplifies torque generated by the AC starter, and an engine shaft. An AC generator that is driven by an engine to generate electric power and that functions as an AC motor by receiving supply of AC power, and an AC starter and an AC generator that convert DC power obtained from a vehicle-mounted battery into AC power A common inverter for driving the inverter, a first power supply circuit for supplying power to the AC starter from the inverter, a second power supply circuit for supplying power to the AC generator from the inverter, and a first power supply A switching relay that selectively switches between the circuit and the second power supply circuit, and a reduction relay that is interposed between the engine shaft and the engine shaft so that the number of revolutions of the engine shaft is predetermined. The first clutch that separates the speed reducer and the engine shaft when the number of rotations is exceeded, and the engine shaft and the axle are interposed between the engine shaft and the rotation speed of the engine shaft exceeds a predetermined joint rotation speed. And a second clutch for joining the engine shaft and the axle.

The engine accessory system of the present invention can share the inverter that drives the AC motor and the inverter that drives the AC generator by selectively switching the first power feeding circuit and the second power feeding circuit by the switching relay. That is, the operation of the AC starter and the operation of the AC generator can be controlled by one inverter. As a result, when the engine is started, the engine can be cranked by driving the AC starter with an inverter by selecting the first power feeding circuit with the switching relay.
When the rotational speed of the engine shaft becomes equal to or higher than a predetermined joining rotational speed, the second clutch is engaged and the engine shaft and the axle are joined. As a result, the vehicle can be driven by the torque generated by the AC starter even in the cranking state, and the vehicle can be driven by the torque generated by the engine after the engine is completely exploded.
When the rotational speed of the engine shaft becomes equal to or higher than the separation rotational speed higher than the joint rotational speed, the first clutch is separated and the AC starter is separated from the engine shaft.
Thereafter, by switching from the first power supply circuit to the second power supply circuit, the electric power generated by the AC generator is regenerated to the in-vehicle battery via the inverter. Alternatively, driving torque can be assisted by driving the AC generator with an inverter.

(Invention of Claim 2)
2. The engine accessory system for a motorcycle according to claim 1, wherein the rotation speed of the engine shaft is set after the separation rotational speed of the first clutch is set higher than the joint rotational speed of the second clutch and the engine is completely exploded. While the number rises to the separated rotational speed, the power supply from the inverter to the AC starter is continued.
In the above configuration, since the separation rotation speed of the first clutch is set higher than the engagement rotation speed of the second clutch, the second clutch is already in the engagement state when the first clutch is in the separation state. It has become. As a result, even after the engine is completely exploded, the power supply from the inverter to the AC starter is continued. In other words, the AC starter is driven by the inverter until the first clutch is disengaged. Torque assist can be performed. As a result, the vehicle can travel stably even in a region where the engine is low and the torque is unstable.

(Invention of Claim 3)
The engine accessory system for a motorcycle according to claim 1 or 2, wherein the separation rotational speed of the first clutch is set higher than the joint rotational speed of the second clutch, and the rotational speed of the engine shaft reaches 3000 rpm. Up to this point, it is characterized in that the voltage generated by the AC generator is kept below the rated voltage of the in-vehicle battery.
According to the present invention, until the engine shaft speed reaches 3000 rpm, the voltage generated by the AC generator does not exceed the rated voltage (for example, 12V) of the vehicle-mounted battery, and during that time (the engine shaft speed is 3000 rpm). In the meantime, power can be supplied from the inverter to the AC generator, and the AC generator can be driven by the inverter as an AC motor.

  Since an AC generator mounted on a general two-wheeled vehicle is set at a low voltage so that power can be generated even in an idling state, for example, when the idling speed is 1500 rpm, the motor cannot be driven at 1500 rpm or more. On the other hand, in the present invention, the generated voltage of the AC generator is suppressed to 3000 rpm or less than the rated voltage of the in-vehicle battery. That is, since the generated voltage is set high, it is possible to supply power to the AC generator through the inverter during that time. As a result, the AC generator can be inverter-driven as an AC motor up to 3000 rpm, which is higher than a general idling speed (for example, 1500 rpm), so that torque assist after starting is possible.

(Invention of Claim 4)
The engine accessory system for a motorcycle according to claim 1 is characterized in that the joint rotation speed of the second clutch is set to 1200 rpm or less.
In this case, the second clutch is engaged at a joining rotational speed of 1200 rpm or less, that is, the engine shaft and the axle are joined, so that the torque assist area by the alternator can be expanded, and the alternator is started from the start. Torque assist by is possible.

(Invention of Claim 5)
The engine accessory system for a motorcycle according to any one of claims 1 to 4, wherein the generated voltage of the AC generator is boosted by an inverter in a rotational speed region where the generated voltage of the AC generator is lower than the rated voltage of the on-vehicle battery. And regenerating to the on-board battery.
When the engine speed is low and the voltage generated by the AC generator is lower than the rated voltage of the on-vehicle battery, the in-vehicle battery is charged from the AC generator via the inverter by boosting the voltage with the inverter according to the engine speed. It becomes possible.

(Invention of Claim 6)
The engine accessory system for a motorcycle according to any one of claims 1 to 5, further comprising an engine case that accommodates the engine and an AC generator, wherein an AC starter is disposed inside the engine case to cool in oil. It is characterized by that.
By arranging the AC starter in the engine case, the entire auxiliary system including the engine can be cooled in oil at a time. In addition, when the AC starter is arranged outside the engine case, a seal structure such as an oil seal is provided between the engine case and the engine shaft in order to take out the engine shaft directly connected to the AC generator to the outside of the engine case. While it is necessary to provide the seal structure in the present invention, it contributes to cost reduction.

(Invention of Claim 7)
7. An alternator system for a motorcycle according to claim 1, wherein when the vehicle speed is zero, the engine is rotated at a constant speed at a speed lower than the joint speed of the second clutch. A power generation mode in which alternating current of a specific frequency is generated and the generated voltage can be extracted outside is set.
According to the above configuration, by setting the power generation mode, even when the vehicle is stopped (when the vehicle speed is zero), the AC generator generates power at a specific frequency (for example, 50 Hz or 60 Hz), and the power is externally transmitted. It can be taken out and used.

(Invention of Claim 8)
The engine starter system for a motorcycle according to any one of claims 1 to 7, wherein the AC starter has a three-phase coil connected in a star shape, and a neutral point of the three-phase coil is connected to an in-vehicle battery. The coil ends of each phase are connected to an inverter.
In this case, since the voltage applied to the three-phase coil of the AC starter can be increased, torque assist by the AC starter at high speed can be achieved. In other words, by applying the voltage of the on-vehicle battery to the neutral point of the three-phase coil, the phase voltage can be increased, so that current can be passed through the three-phase coil even at high speeds, and torque assist with an AC starter is possible. .

1 is a block diagram showing a configuration of an engine accessory system according to Embodiment 1. FIG. It is a flowchart which shows the operation | movement procedure at the time of engine starting. It is a flowchart which shows the operation | movement procedure at the time of an engine stop. It is a time chart which shows the operating state of an engine auxiliary machine system. It is a block diagram which shows the structure of the engine accessory system which concerns on Example 2. FIG. It is a connection diagram of an AC starter.

  The mode for carrying out the present invention will be described in detail with reference to the following examples.

Example 1
In Example 1, an engine accessory system for a motorcycle equipped with a single cylinder engine will be described.
As shown in FIG. 1, the engine accessory system S includes an AC starter 2 for starting the engine 1, a speed reducer 3 that amplifies the torque generated by the AC starter 2, and an output shaft of the engine 1 (hereinafter referred to as the engine). An AC generator 4 directly connected to the shaft 1a), a first centrifugal clutch 5 that intermittently connects between the speed reducer 3 and the engine shaft 1a, and a second that intermittently connects between the engine shaft 1a and the axle 6. Centrifugal clutch 7, common inverter 8 that drives AC starter 2 and AC generator 4, first power supply circuit 9 for supplying power to AC starter 2 from inverter 8, and AC generator 4 from inverter 8. And a switching relay 11 that selectively switches between the first power feeding circuit 9 and the second power feeding circuit 10.

The AC starter 2 includes, for example, a synchronous motor including a stator that generates a rotating magnetic field and a rotor that rotates in synchronization with the rotating magnetic field.
The stator has, for example, an armature winding formed by star connection (see FIG. 6) of three-phase coils U, V, and W, and a symmetrical three-phase alternating current is applied to the armature winding from the inverter 8. As a result, a rotating magnetic field is generated. The rotor is configured as a magnet-embedded rotor in which a permanent magnet is embedded in the core or a surface magnet rotor in which a permanent magnet is attached to the core surface. In addition to the synchronous motor, for example, a relaxance motor having a salient pole structure in the rotor, a cage induction motor, or the like can be used.
The speed reducer 3 is, for example, a known planetary gear speed reducer, which reduces the rotational speed of the AC starter 2 and outputs a torque proportional to the speed reduction ratio.

The AC generator 4 includes a rotor that works as a magnetic field and a stator that is wound with a three-phase stator coil. The rotor directly connected to the engine shaft 1a is driven by the engine 1 and rotates to rotate the stator coil. Generates three-phase alternating current. The AC generator 4 also functions as an AC synchronous motor that generates a rotating magnetic field by applying a symmetrical three-phase AC to the stator coil from the inverter 8 and rotates the rotor in synchronization with the rotating magnetic field.
The first centrifugal clutch 5 enters a separated state and separates the speed reducer 3 and the engine shaft 1a when the rotational speed of the engine shaft 1a reaches or exceeds a predetermined separation rotational speed. In other words, when the rotational speed of the engine shaft 1a is 0 to the separated rotational speed, the first centrifugal clutch 5 is in a connected state, and the speed reducer 3 and the engine shaft 1a are connected.
The second centrifugal clutch 7 enters a connected state and connects the engine shaft 1a and the axle 6 when the rotational speed of the engine shaft 1a becomes equal to or higher than a predetermined joint rotational speed. In other words, the engine shaft 1a is in a separated state between the rotational speed of 0 and the joint rotational speed, and the engine shaft 1a and the axle 6 are separated.

The inverter 8 converts the DC power obtained from the vehicle-mounted battery 12 into AC power, and outputs the variable frequency and voltage.
The switching relay 11 selects the first power feeding circuit 9 when the AC starter 2 is driven by an inverter, that is, when power is supplied from the inverter 8 to the AC starter 2, and when the AC generator 4 is driven by an inverter, that is, The second power feeding circuit 10 is selected when power is supplied from the inverter 8 to the AC generator 4 and when the power generated by the AC generator 4 is regenerated to the in-vehicle battery 12 through the inverter 8. For example, the switching relay 11 selects the first power feeding circuit 9 in a state where the engine 1 is stopped, and after the engine 1 is started by the AC starter 2, the energization to the AC starter 2 is stopped and then the second relay relay 11 is operated. Switch to the power supply circuit 10.

Next, an example of the operation of the engine accessory system S will be described based on the flowcharts shown in FIGS. 2 and 3 and the time chart shown in FIG. 2 and 3 correspond to the following steps 1 to 11 and 20 to 23, respectively. Step 1: An engine restart command is output from a state in which the engine 1 is stopped by idling stop. The engine restart command can be determined, for example, by turning on the accelerator signal shown in FIG.
Step 2 ... Electric power (three-phase alternating current) is supplied from the inverter 8 to the AC starter 2, and the AC starter 2 rotates as shown in FIG. 4 (d).
Step 3 ... The torque generated by the AC starter 2 is amplified by the speed reducer 3 and transmitted to the engine shaft 1a via the first centrifugal clutch 5 to crank the engine 1 (see FIG. 4 (c)). .

Step 4... When the rotational speed of the engine shaft 1a is equal to or higher than the predetermined joint rotational speed, the second centrifugal clutch 7 is engaged as shown in FIG. 4 (h), and the engine shaft 1a and the axle 6 are connected. Connected.
Step 5: The generated torque of the engine 1 or the driving torque of the AC starter 2 is transmitted to the axle 6 to generate the axle torque shown in FIG. 4 (f), so that the vehicle can travel.
Step 6: It is determined whether or not the rotational speed Nm of the engine shaft 1a is equal to or higher than the reference rotational speed Nm0. Here, the reference rotational speed Nm0 sets an upper limit rotational speed at which torque assist can be performed by the AC starter 2.
If the determination result in step 6 is NO, the process returns to step 5, and if the determination result is YES, the process proceeds to step 7.

Step 7: The energization of the AC starter 2 by the inverter 8 is stopped. Further, as shown in FIG. 4G, when the first centrifugal clutch 5 reaches a predetermined separation rotational speed, the first centrifugal clutch 5 enters a separated state, and the AC starter 2 is disconnected from the engine shaft 1a.
Step 8... The second relay circuit 10 is switched by the switching relay 11.
Step 9: It is determined whether or not there is an acceleration assist command. The acceleration assist command can be determined based on, for example, an accelerator signal. If the determination result is YES, the process proceeds to step 10, and if the determination result is NO, the process proceeds to step 11.
Step 10: Electric power is supplied from the inverter 8 to the AC generator 4. For example, when an acceleration assist command is output when traveling on an uphill road, the inverter 8 drives the AC generator 4 with a motor to perform torque assist. The torque in the plus region shown in FIG. 4 (e) is a generated torque when the AC generator 4 is driven by a motor.
Step 11 ... When the acceleration assist command is not output, the electric power generated by the AC generator 4 (see FIG. 4 (e)) is regenerated to the in-vehicle battery 12 through the inverter 8.

Next, an operation when performing idling stop will be described.
Step 20: An engine stop command is output. This engine stop command can be determined, for example, by turning on the brake signal shown in FIG.
Step 21: It is determined whether or not the vehicle speed V is equal to or less than the stop determination speed V0. The stop determination speed V0 can be set to 2 to 3 km / h, for example.
When this determination result is NO, the process of step 21 is repeatedly executed until the determination result is YES. If the determination result is YES, the process proceeds to step 22.
Step 22: The second centrifugal clutch 7 is separated, and the engine shaft 1a and the axle 6 are separated.
Step 23: The engine is stopped.

(Operation and Effect of Example 1)
The engine accessory system S described in the first embodiment selectively switches between the first power feeding circuit 9 and the second power feeding circuit 10 by the switching relay 11 so that the AC starter 2 and the AC are switched by one common inverter 8. The generator 4 can be controlled. For example, when the engine is started, the engine 1 is cranked by selecting the first power supply circuit 9 and driving the AC starter 2 with an inverter.
When the rotational speed of the engine shaft 1a is equal to or higher than a predetermined joint rotational speed, the second centrifugal clutch 7 is engaged and the engine shaft 1a and the axle 6 are joined. As a result, the vehicle can be driven by the torque generated by the AC starter 2 even before the engine 1 is completely exploded, that is, in the cranking state. Is possible.

Further, when the rotational speed of the engine shaft 1a becomes equal to or higher than the separation rotational speed higher than the joining rotational speed, the first centrifugal clutch 5 is separated and the AC starter 2 is separated from the engine shaft 1a. Thereafter, by switching from the first power supply circuit 9 to the second power supply circuit 10 by the switching relay 11, the electric power generated by the AC generator 4 is regenerated to the in-vehicle battery 12 via the inverter 8. Alternatively, the driving torque can be assisted by driving the AC generator 4 with a motor.
Further, in the engine accessory system S of the present embodiment, after the separation rotational speed of the first centrifugal clutch 5 is set higher than the joint rotational speed of the second centrifugal clutch 7 and the engine 1 is completely exploded, While the rotational speed of the shaft 1a rises to the separated rotational speed of the first centrifugal clutch 5, the AC starter 2 is continuously driven by the inverter 8 so that torque assist at the start of the vehicle is performed by the AC starter 2. Can do. As a result, even when the engine 1 is at a low speed and the torque is unstable, the vehicle can travel stably.

Further, the voltage generated by the AC generator 4 is set until the separation rotational speed of the first centrifugal clutch 5 is set higher than the joint rotational speed of the second centrifugal clutch 7 and the rotational speed of the engine shaft 1a reaches 3000 rpm. Since the AC generator 4 can be motor-driven up to 3000 rpm by limiting the voltage to a rated voltage (for example, 12 V) of the in-vehicle battery 12, torque assist after starting is possible not only during idling. In addition, in the rotation speed region where the generated voltage of the AC generator 4 is lower than the rated voltage of the in-vehicle battery 12, it is possible to regenerate power to the in-vehicle battery 12 by boosting the generated voltage of the AC generator 4 with the inverter 8. .
Moreover, when the rotation speed of the second centrifugal clutch 7 is set to 1200 rpm or less, torque assist by the alternator 4 can be performed from the start, and the torque assist range by the alternator 4 can be expanded.

As described above, the engine accessory system S of the present embodiment can perform torque assist by driving the AC generator 4 by the inverter 8 even when the engine 1 is in a low rotation and unstable torque. In addition, since torque assist can be performed even when the load changes in the high-speed rotation range (for example, when climbing), the engine 1 can be operated efficiently, and fuel consumption can be improved.
Further, since the engine is started by the AC starter 2, it has a longer life than the DC starter and can be suitably used for a vehicle equipped with an idling stop in which the number of times of starting the engine 1 is greatly increased.

  Further, in Patent Document 1 described above, the engine 1 is started by the ACG starter motor having both the function of the generator and the function of the starter. Torque is insufficient. On the other hand, in this embodiment, the AC starter 2 is not used as a generator, so that the torque generated by the AC starter 2 can be amplified by the speed reducer 3 and transmitted to the engine shaft 1a. As a result, it can be applied to a two-wheeled vehicle equipped with the engine 1 having a displacement of 100 cc or more, not to mention a small displacement engine. In addition, the AC starter 2 and the AC generator 4 can be driven by one common inverter 8 by switching the first power supply circuit 9 and the second power supply circuit 10 by the switching relay 11, so that the inverter 8 dedicated to the AC starter is used. It is not necessary to have the cost, and the cost can be kept low.

(Example 2)
In the engine accessory system S described in the first embodiment, the AC starter 2 is arranged outside the engine case 13 that houses the engine 1 and the AC generator 4. The engine accessory system S shown in the second embodiment is used. As shown in FIG. 5, the AC starter 2 is arranged inside the engine case 13. The interior of the engine case 13 is filled with lubricating oil.
In this case, since the entire auxiliary system including the engine 1 is accommodated in the engine case 13, the entire system can be cooled in oil collectively. When the AC starter 2 is arranged outside the engine case 13 as in the first embodiment, the engine case 13 and the engine case 13 are connected to the engine case 13 so that the engine shaft 1a to which the AC generator 4 is directly connected is taken out. While it is necessary to provide a seal structure such as an oil seal between the engine shaft 1a and the present invention can eliminate the seal structure, the cost can be reduced.

(Example 3)
In the third embodiment, as shown in FIG. 6, the in-vehicle battery 12 is connected to the neutral point O of the three-phase coils U, V, and W that form the armature winding of the AC starter 2, and the coil end of each phase The parts Uo, Vo, Wo are connected to the inverter 8 via the switching relay 11.
According to the above configuration, the voltage applied to each phase can be increased by directly applying the power supply voltage to the neutral point O of the three-phase coils U, V, and W. As a result, current can be passed through the three-phase coils U, V, and W even at high speed, so that the torque assist region by the AC starter 2 can be expanded.

Example 4
In the fourth embodiment, when the vehicle is stopped and the vehicle speed is zero, the engine 1 is rotated at a constant speed lower than the joint rotation speed of the second centrifugal clutch 7 to cause the AC generator 4 to have a specific frequency ( This is an example in which a power generation mode for generating an alternating current of 50 Hz or 60 Hz, for example, is set. The alternating current of the specific frequency obtained by this power generation mode can be taken out from a dedicated outlet and used, for example.

(Modification)
In the first embodiment, an example of an engine accessory system for a motorcycle equipped with a single cylinder engine is described. However, the present invention is not limited to a single cylinder engine. For example, the present invention can be applied to a two cylinder engine. is there.

S engine auxiliary system 1 engine 1a engine shaft 2 AC starter 3 speed reducer 4 AC generator 5 first centrifugal clutch (first clutch)
7 Second centrifugal clutch (second clutch)
DESCRIPTION OF SYMBOLS 8 Inverter 9 1st electric power feeding circuit 10 2nd electric power feeding circuit 11 Switching relay 12 Car-mounted battery 13 Engine case U, V, W Three-phase coil of AC starter

Claims (8)

An AC starter for starting an engine that operates upon receiving an AC power supply;
A speed reducer that amplifies the torque generated by this AC starter;
An AC generator that is directly connected to the engine shaft and is driven by the engine to generate electric power and function as an AC motor by receiving supply of AC power;
A common inverter that drives the AC starter and the AC generator by converting DC power obtained from the vehicle battery to AC power; and
A first power supply circuit for supplying power to the AC starter from the inverter;
A second power supply circuit for supplying power to the AC generator from the inverter;
A switching relay that selectively switches between the first feeding circuit and the second feeding circuit;
A first clutch that is interposed between the speed reducer and the engine shaft and separates the speed reducer and the engine shaft when the rotational speed of the engine shaft is equal to or higher than a predetermined separation rotational speed;
And a second clutch that is interposed between the engine shaft and the axle, and that joins the engine shaft and the axle when the rotational speed of the engine shaft becomes equal to or higher than a predetermined joining rotational speed. Engine accessory system for motorcycles. The engine accessory system for a motorcycle according to claim 1,
While the separation rotational speed of the first clutch is set to be higher than the joint rotational speed of the second clutch, and after the engine has completely exploded, the rotational speed of the engine shaft rises to the separation rotational speed. An engine accessory system for a motorcycle, wherein power is continuously supplied from the inverter to the AC starter. The engine accessory system for a motorcycle according to claim 1 or 2,
Until the rotational speed of the first clutch is set higher than the rotational speed of the second clutch and the rotational speed of the engine shaft reaches 3000 rpm, the voltage generated by the AC generator is set to the in-vehicle battery. An auxiliary engine system for two-wheeled vehicles, characterized in that it is kept below the rated voltage. The engine accessory system for a motorcycle according to claim 1,
The engine accessory system for a two-wheeled vehicle, wherein the number of revolutions of the second clutch is set to 1200 rpm or less. The engine accessory system for a motorcycle according to any one of claims 1 to 4,
The engine for a two-wheeled vehicle, wherein the voltage generated by the AC generator is boosted by the inverter and regenerated to the vehicle battery in a rotation speed region where the voltage generated by the AC generator is lower than a rated voltage of the vehicle battery. Auxiliary machine system. The engine accessory system for a motorcycle according to any one of claims 1 to 5,
An engine accessory system for a two-wheeled vehicle, comprising: an engine case that houses the engine and the AC generator; and the AC starter is disposed in the engine case and cooled in oil. The engine accessory system for a motorcycle according to any one of claims 1 to 6,
When the vehicle speed is zero, the engine can be rotated at a constant speed at a rotational speed lower than the joint rotational speed of the second clutch to cause the alternating current generator to generate alternating current at a specific frequency, and the generated voltage can be taken out to the outside. An engine accessory system for two-wheeled vehicles characterized by setting possible power generation modes. The engine accessory system for a motorcycle according to any one of claims 1 to 7,
The AC starter has a star-connected three-phase coil, a neutral point of the three-phase coil is connected to the vehicle battery, and a coil end of each phase is connected to the inverter. Engine accessory system for motorcycles.

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