CN111422292B - Saddle-ride type vehicle - Google Patents

Abstract

A saddle-ride type vehicle (10) provided with a swing arm that supports a rear wheel is provided with: a passenger seat (150) on which a passenger sits; a hollow case (142) provided below the passenger seat (150); a swing arm (100) that clamps the rear wheel (14) by means of a left arm (102L) and a right arm (102R); and a rear suspension (52) disposed below the housing (142), one end of the rear suspension (52) being supported by a suspension connection section (104) of the swing arm (100), and the other end being supported by the vehicle frame (16). The swing arm (100) has a pivot connection section (106), the pivot connection section (106) is provided with a pivot (94) for supporting the swing arm (100) on the vehicle frame (16), and the suspension connection section (104) is located above the pivot connection section (106) and is set to be narrower than the pivot connection section (106).

Description

Saddle-ride type vehicle

Technical Field

The present invention relates to a straddle-type vehicle including a swing arm supporting a rear wheel.

Background

A motorcycle, which is a typical example of a saddle-ride type vehicle, includes a swing arm that supports a rear wheel. The swing arm generally has a left arm portion and a right arm portion, by which the rear wheel is sandwiched. Conventionally, although one end of a rear suspension is connected to each of a connection portion between a left arm portion and a rear wheel and a connection portion between a right arm portion and a rear wheel, a configuration is also known in which one rear suspension is disposed at the center in the vehicle width direction as shown in fig. 1 and the like of japanese patent laid-open publication No. 2012-91689.

Further, chinese utility model No. 205837102 discloses a swing arm structure for disposing a rear suspension at the center in the vehicle width direction.

The swing arm described in the specification of chinese utility model No. 205837102 is provided such that an upper pivot coupling portion at the front end is close to a suspension coupling portion. The pivot coupling portion is set to have a narrow width. In the swing arm thus configured, it is not easy to obtain sufficient rigidity. From this viewpoint, it is conceivable to set the width of the pivot coupling portion to be wide.

Here, for example, in a small motorcycle, a hollow casing (a seat lower case) is disposed below a passenger seat, and the casing may be used as a cargo compartment. In this case, when the pivot coupling portion provided at the upper portion of the front of the swing arm is set to have a wide width, it is necessary to form a large escape portion in the housing or to dispose the bottom wall of the housing above the pivot coupling portion so that the bottom wall of the housing does not interfere with the wide pivot coupling portion. This causes a reduction in the volume of the space inside the housing (the capacity of the housing).

Disclosure of Invention

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a straddle-type vehicle including a swing arm having sufficient rigidity and sufficiently securing a capacity of a housing below a seat for a passenger.

In order to achieve the above object, according to one embodiment of the present invention, there is provided a saddle-ride type vehicle (10) including: a passenger seat (150) on which a passenger sits; a hollow case (142) provided below the passenger seat (150); a swing arm (100) that clamps the rear wheel (14) by means of a left arm (102L) and a right arm (102R); and a rear suspension (52) disposed below the housing (142), one end of the rear suspension (52) being supported by a suspension connection section (104) of the swing arm (100), and the other end being supported by a vehicle frame (16),

the swing arm (100) has a pivot joint section (106), the pivot joint section (106) is provided with a pivot (94) for supporting the swing arm (100) on the frame (16),

the suspension connecting portion (104) is located above the pivot connecting portion (106), and is set to be narrower than the pivot connecting portion (106).

A motorcycle is a typical example of the saddle-ride type vehicle, but the present invention is not particularly limited to this, and may be a three-wheeled motor vehicle having two front wheels. The above-described swing arm structure can be applied not only to an electric saddle-ride type vehicle but also to a saddle-ride type vehicle mounted with an internal combustion engine.

As described above, in the present invention, the pivot coupling portion of the swing arm is set to be wider than the suspension coupling portion width. Therefore, the rigidity as a swing arm becomes large. Further, since the wide pivot coupling portion is located below the lower end of the housing, the capacity of the housing can be set large.

The above objects, features and advantages will be more readily understood from the following description of the embodiments with reference to the accompanying drawings.

Drawings

Fig. 1 is an overall schematic side view of a motorcycle as a saddle-ride type vehicle according to an embodiment of the present invention.

Fig. 2 is an overall schematic perspective view of a frame constituting the motorcycle of fig. 1.

Fig. 3 is a schematic perspective view of a main portion of the vehicle body frame of fig. 2.

Fig. 4 is a schematic perspective view of a main part of the motorcycle of fig. 1.

Fig. 5 is a schematic rear view of a main part of the motorcycle of fig. 1.

Fig. 6 is an overall schematic perspective view of a swing arm attached to the vehicle body frame of fig. 2.

Fig. 7 is an overall schematic side view of the swing arm.

Fig. 8 is a schematic plan view of a main part showing a positional relationship between a suspension link portion of a swing arm and a seat lower case.

Fig. 9 is a schematic perspective view of the seat lower case and its vicinity.

Fig. 10 is an overall schematic perspective view of the socket.

Fig. 11 is an enlarged view of a main portion of fig. 1.

Fig. 12 is a schematic front view of a main part of the motorcycle with a front cover omitted.

Detailed Description

Hereinafter, a saddle-ride type vehicle according to the present invention will be described in detail with reference to the accompanying drawings, taking a motorcycle as an example of a preferred embodiment. In the following, front, rear, left, and right correspond to front, rear, left, and right of a driver (passenger) seated in a passenger seat, and the "vehicle width direction" corresponds to the "left-right direction". In addition, the "user" includes a sales clerk, a maintenance worker, or the like, in addition to the driver.

Fig. 1 is an overall schematic side view of a motorcycle 10 according to the present embodiment. The motorcycle 10 includes a front wheel 12 and a rear wheel 14 for traveling, and a motor (not shown) housed in a wheel 15 of the rear wheel 14. The motor is a driving force generating source for rotating the rear wheel 14, and the motorcycle 10 travels as the rear wheel 14 rotates. That is, the motorcycle 10 is an electric motorcycle provided with a so-called in-wheel motor.

The motorcycle 10 includes a frame 16 shown in fig. 2. The frame 16 includes: a head pipe 18; a main tube 20 extending obliquely downward from the rear direction of the head tube 18; a left seat rail 22L and a right seat rail 22R extending rearward from the main pipe 20 and having rear ends extending obliquely upward; and a left sub-frame 24L and a right sub-frame 24R disposed below the left seat rail 22L and the right seat rail 22R.

A front cross member 26, a center cross member 28, and a rear cross member 30, which form the frame 16 and have a substantially U-shape, are provided between the left seat rail 22L and the right seat rail 22R. The left sub frame 24L and the right sub frame 24R are supported by the left seat rail 22L and the right seat rail 22R via the front cross member 26 and the middle cross member 28. Further, a left stopper 32L and a right stopper 32R are provided upright between the left seat rail 22L and the left sub-frame 24L and between the right seat rail 22R and the right sub-frame 24R, respectively. The lower end of the main pipe 20 is connected to the front cross member 26.

A parking frame mounting stay 34 is mounted to the left of the center cross member 28. A side stand 35 (see fig. 1) is rotatably held by the stand mounting stay 34.

The bar stay 38 extends from the left seat rail 22L to the right seat rail 22R across a position where a part thereof overlaps the jiffy stand mounting stay 34 in a plan view. Left and right case support brackets 42L and 42R are provided on the upper surfaces of left and right seat rails 22L and 22R behind strip stay 38 (see fig. 2).

The rear cross member 30 is disposed forward of the curved portions of the left and right seat rails 22L, 22R that are curved inward in the vehicle width direction. Further, as shown in fig. 3, a gently curved frame 46 is erected from the middle cross member 28 to the rear cross member 30. A suspension support stay 50 is provided on the curved frame 46, and a lower end of a rear suspension 52 (see fig. 6) is connected to the suspension support stay 50.

A left arm attachment stay 54L and a right arm attachment stay 54R (see fig. 2) are provided near the bent portions of the left and right seat rails 22L and 22R so as to hang downward. Left PCU support brackets 60L and 62L and right PCU support brackets 60R and 62R are attached to the middle of the bent portion to the rear end, and a support plate 64 extending from left seat rail 22L to right seat rail 22R is provided at the rear end.

A key system 199 described later is supported by the head pipe 18 of the vehicle body frame 16 configured as described above via the key bracket 66, and the head pipe 18 is inserted through the column shaft 68 of the steering column (not shown) (both refer to fig. 12). The steering column holds 2 front forks 70 of 1 set (see fig. 1). The front wheel 12 is rotatably held between the left and right front forks 70, 70. In addition, the upper portion of the front wheel 12 is covered by a front fender 72. A steering device 74 (see fig. 5) is inserted through the upper end of the column shaft 68 protruding from the head pipe 18. The upper ends of the column shafts 68 and the steering 74 are covered with a handlebar cover 76.

Front direction indicator lamps 78 are provided on the left and right sides of the front surface of the handlebar cover 76. As shown in fig. 5, a winker switch 80, a starter switch 82, and the like are provided on the rear surface of the handlebar cover 76. On the other hand, a handle grip 84 covers the left end of the steering device 74, and an accelerator grip 86 is provided rotatably at the right end of the steering device 74. A rear brake lever 88 and a front brake lever 89 are rotatably disposed in the vicinity of the handlebar grip 84 and the accelerator grip 86.

As shown in fig. 1 and 4, a battery case 90 as a part of a floor support 170 (described later) is disposed in a space defined by the left sub-frame 24L, the left seat rail 22L, the right sub-frame 24R, and the right seat rail 22R. The battery case 90 is blocked by the left stopper 32L and the right stopper 32R, thereby preventing the battery case 90 from being exposed outward in the vehicle width direction from the space.

A mobile battery 92 as a secondary battery is housed in the battery case 90. The portable battery 92 can be taken out from the battery box 90.

A swing arm 100 is attached to the vicinity of the bent portions of the left and right seat rails 22L and 22R via a pivot shaft 94 (see fig. 7). In describing the swing arm 100, the swing arm 100 has a left arm portion 102L and a right arm portion 102R which converge at the front upper end and branch so as to be spaced apart from each other toward the rear as shown in fig. 6. A suspension connecting portion 104 is provided at the front upper end where the left arm portion 102L and the right arm portion 102R converge.

A cylindrical pivot coupling portion 106 for coupling the pivot shaft 94 is provided so as to extend from the front lower end of the left arm portion 102L to the front lower end of the right arm portion 102R. The pivot coupling portion 106 inserted between the left arm attachment stay 54L and the right arm attachment stay 54R is coupled to the left arm attachment stay 54L and the right arm attachment stay 54R via the pivot 94 (see fig. 1). By this connection, the swing arm 100 is attached to the left and right seat rails 22L and 22R, and further to the vehicle frame 16.

As shown in fig. 7 (and fig. 8), the upper end of the rear suspension 52 is connected to the suspension connecting portion 104. That is, the lower end and the upper end of the rear suspension 52 are connected to the vehicle body frame 16 and the swing arm 100, respectively. Note that O1 in fig. 7 indicates the rotation center of the swing arm 100, and O2 and O3 indicate the rotation center of the rear suspension 52.

The distance from the pivot coupling portion 106 to the suspension coupling portion 104, in other words, the height H1 of the front end of the swing arm 100 is set to be greater than the height H2 of the rear end of the swing arm 100. Therefore, the left arm portion 102L and the right arm portion 102R have a substantially triangular shape in side view. By adopting the above configuration, the swing arm 100 can be miniaturized while sufficient rigidity can be obtained for the left arm portion 102L and the right arm portion 102R. Further, since the swing arm 100 can be downsized, the swing arm 100 can be reduced in weight. The swing arm 100 having a substantially triangular shape in side view is excellent in appearance.

The left arm portion 102L is formed with a first through hole 108a and a second through hole 108b along the thickness direction, and the right arm portion 102R is similarly formed with a third through hole 108c and a fourth through hole 108 d. By forming the first through hole 108a to the fourth through hole 108d, the swing arm 100 can be further reduced in weight. In the side view of the motorcycle 10, the first through hole 108a to the fourth through hole 108d overlap the left seat rail 22L and the right seat rail 22R (i.e., the frame 16) as seen in fig. 1.

In this case, the pivot coupling portion 106 is located lower and rearward than the suspension coupling portion 104. In other words, the suspension link 104 protrudes forward from the pivot link 106. By adopting this configuration, the swing arm 100 also exhibits sufficient rigidity. The suspension coupling portion 104 is set to be narrower than the pivot coupling portion 106.

A strip-shaped front support portion 110 is bridged from the left arm portion 102L to the right arm portion 102R. The front support portion 110 is provided slightly above the second through hole 108b and the fourth through hole 108 d. Further, a left support recess 112L and a right support recess 112R for supporting the rear wheel 14 are formed at the rear ends of the left arm portion 102L and the right arm portion 102R, respectively. A rear support 116 that supports a rear fender 114 (see fig. 1) together with the front support 110 projects above the right arm 102R in the vicinity of the right support recess 112R. Of course, the rear fender 114 covers the upper portion of the rear wheel 14.

As described above, in the present embodiment, the rear fender 114 is attached to the swing arm 100. Therefore, the number of components can be reduced as compared with the case where the rear fender 114 is attached to the vehicle body frame 16 via a stay or the like. Further, the user or the like has good appearance when visually observing.

A plurality of left hooks (not shown) and right hooks 118 (see fig. 6) are provided on the inner wall of the left arm portion 102L facing the right arm portion 102R and the inner wall of the right arm portion 102R facing the left arm portion 102L, respectively. The left and right hooks 118 are disposed behind the second and fourth through holes 108b and 108 d.

As shown in fig. 1, a power control unit (hereinafter also referred to as "PCU") 140 as a control device is disposed above the swing arm 100. PCU140 is positioned and fixed by being coupled to left PCU support brackets 60L, 62L, right PCU support brackets 60R, 62R, and support plate 64.

The rear lower end of the seat lower case 142, which is a hollow case, is coupled to the left case support bracket 42L and the right case support bracket 42R. A U-shaped hook, not shown, having an opening at the lower side is provided at each of the left and right front lower ends of the seat lower case 142. These U-shaped hooks are engaged with the left seat rail 22L and the right seat rail 22R, respectively. A lamp unit 146 provided with a stop lamp, a rear direction indicator lamp, or the like is disposed on the lower surface of a protruding portion 144 provided at the upper rear end of the seat lower case 142.

Since the pivot coupling portion 106 of the swing arm 100 is positioned below the respective bent portions of the left and right seat rails 22L, 22R and the lower end of the seat lower case 142 is coupled to the left and right case support brackets 42L, 42R provided on the upper surface sides of the left and right seat rails 22L, 22R, the pivot coupling portion 106 is positioned below the lower end of the seat lower case 142. Therefore, the pivot coupling portion 106 does not interfere with the seat lower case 142, and the capacity of the seat lower case 142 can be increased. That is, a large or bulky load can be accommodated in the seat lower case 142.

Suspension coupling portion 104 is located above the lower end of seat lower case 142. By disposing the suspension connecting portion 104 in this manner, the rigidity of the swing arm 100 of the motorcycle 10 is fully utilized.

As described above, the suspension connecting portion 104 is narrower than the width of the pivot connecting portion 106, and the entire swing arm 100 is formed in a substantially quadrangular pyramid shape (see fig. 6). As shown in fig. 8, the escape portion 149 for avoiding interference of the suspension connecting portion 104 is formed in the seat lower case 142, but since the swing arm 100 has a substantially quadrangular pyramid shape and the suspension connecting portion 104 is configured to be narrow in width, the clearance of the escape portion 149 can be set small. Therefore, the capacity reduction of the under-seat case 142 due to the formation of the escape portion 149 can be minimized.

The lower seat case 142 is opened at the upper side thereof, and is closed by at least a passenger seat 150 on which a driver sits. The front end of the passenger seat 150 is pivotably coupled to the front end of the seat lower case 142 via a seat hinge, not shown.

Fig. 9 is an enlarged view of a main portion of the seat lower case 142 in an open state. In fig. 9, the passenger seat 150 is not shown.

Although not particularly shown, a locking hook is provided behind the lower surface of the passenger seat 150. On the other hand, a seat lock mechanism 152 for hooking a lock hook is provided inside the protrusion 144 constituting the seat lower case 142. When a switch 200 (see fig. 5) of a key system 199 described later is operated (rotated), the seat lock mechanism 152 is released and the passenger seat 150 is released from the restriction of the seat lock mechanism 152. In this state, the user, such as the driver, holds the rear side of the passenger seat 150 and lifts it forward, so that the passenger seat 150 pivots about the seat hinge at the front end. As a result, as shown by the imaginary line in fig. 1, the rear end of the passenger seat 150 moves upward to the upright posture and stops. Thereby, the seat lower case 142 is opened.

A release switch 154 is provided on the upper surface of the projection 144 so as to be biased rightward, and the release switch 154 is configured to allow a foot pedal 168 (see fig. 1 and 4) to be described later to be rotatable. The push button 156 of the release switch 154 is inclined downward from the right to the left, in other words, from the outside to the inside in the vehicle width direction of the motorcycle 10. The foot pedal 168 can be rotated by the user pressing down the right end of the push button 156, which is located above the left end.

As shown in fig. 1, the frame 16 is covered with a front cover 162 provided with a head lamp 160, a leg shield 164, a left side cover 166L, a right side cover 166R, and a footrest 168. A floor support 170 is disposed behind the leg shield 164. As shown in fig. 4, an opening 172 is formed in battery case 90, which is the front end of floor support 170, and footboard 168 is disposed in opening 172.

The foot board 168 is a member for placing feet as a driver of the passenger. Although not particularly shown, the front end of the foot board 168 is pivotably coupled to the front end of the floor support 170 via a floor hinge, not shown. Further, a locking hook is provided behind the lower surface of the step plate 168, and a not-shown floor locking mechanism for hooking the locking hook is disposed near the rear end of the opening 172. When the user operates the release switch 154 shown in fig. 9 (presses the right end of the button 156 downward), the floor lock mechanism is released and the foot pedal 168 is released from the restriction of the floor lock mechanism.

In this state, the user holds the rear side of footrest 168 and lifts it forward, and footrest 168 rotates about the floor hinge at the front end. As a result, as shown by the imaginary lines in fig. 1 and 4, the rear end of the foot plate 168 moves upward to the raised posture and stops. This allows the opening 72 of the battery box 90 to be opened, and the user can insert a hand through the opening 172 and touch the mobile battery 92.

The leg shield 164 and the front cover 162 are each formed of a single member, and each has a lower inclined portion 174a extending to be inclined toward the front from the foot board 168, a lower shield portion 176a, an upper inclined portion 174b connected to the lower inclined portion 174a and extending to be inclined toward the rear, and an upper shield portion 176 b. Therefore, bent portions 178 having a predetermined angle are formed between the lower inclined portion 174a and the upper inclined portion 174b and between the lower shield portion 176a and the upper shield portion 176 b. The front fender 72 is exposed from the vicinity of the bent portion 178. The steering device 74 and the handlebar cover 76 are disposed above the upper guard portion 176 b.

As shown in fig. 5, a wide recess 180 recessed in a substantially quadrangular prism shape toward the front cover 162 side is formed on the left side of the rear surface of the upper guard portion 176b constituting the leg shield 164. Approximately the lower half of the wide recess 180 is surrounded by a covering wall 182, and is thereby divided into a pocket-like inner case 184. The lower wall 185a, the side wall 185b, the upper wall 185c, the bottom wall 185d, and the cover wall 182 of the wide recess 180 are integrally formed with the upper protector 176b, and are part of the leg shield 164. That is, the lower wall 185a, the side wall 185b, the upper wall 185c, the bottom wall 185d, and the cover wall 182 of the wide recess 180 are not members separately manufactured from the leg shield 164 and are attached to the upper shield 176 b. Of course, the lower wall 185a, the side wall 185b, and the upper wall 185c are connected to the bottom wall 185 d.

A USB terminal 186 is disposed above the wide recess 180. A smartphone to be charged, for example, can be connected to the USB terminal 186. The smartphone may be housed in the inner case 184. Of course, other articles may be stored in the inner box 184.

A key depression 190 depressed forward is formed on the right side of the rear surface of the upper guard 176 b. A key switch 200 constituting a key system 199 is disposed on the bottom surface of the key depression 190. When a user carrying a smart key with a built-in transmitter grips the grip portion 202 of the key switch 200 and rotates the key switch to the right ON (ON) position, the motor is turned ON.

When the grip portion 202 is rotated to the left closed (OFF) position, the motor is in the OFF state in which the operation is stopped, and when the steering 74 is slightly tilted to the left and the grip portion 202 is rotated to the LOCK (LOCK) position further to the left, the steering 74 is locked so as not to be able to be rotated. When the grip portion 202 is rotated from the closed position to the OPEN (OPEN) position further to the left while the key switch 200 is pressed, the passenger seat 150 is released from the restriction of the seat lock mechanism 152 as described above, that is, the passenger seat 150 is rotatable about the seat hinge at the front end, and the seat lower case 142 is opened.

A first rail-shaped recess 212 recessed toward the front side is formed between the wide recess 180 and the key recess 190 (hereinafter referred to as a "post portion 210"), and a second rail-shaped recess 214 having a large depth is formed below the inside of the first rail-shaped recess 212. The second rail-shaped concave portion 214 extends from the lower end of the first rail-shaped concave portion 212 to a level slightly exceeding the substantially middle portion in the longitudinal direction.

A receptacle 230 to which a connector (not shown) of a charger is connected is disposed in the second rail-shaped recess 214. The socket 230 will be described.

As shown in fig. 10, the receptacle 230 has: the body 234 of the connector 232 and the lid 236 having a substantially inverted concave shape in cross section orthogonal to the longitudinal direction are provided. The main body 234 has a rail shape in a plan view, and a semicircular annular wall 238 projects rearward from an upper end portion, which is one end in the longitudinal direction. An opening/closing hinge 239 is provided to the semicircular wall portion 238, and the cylindrical upper end of the lid portion 236 is connected to the body portion 234 via the opening/closing hinge 239.

Therefore, the lid 236 can be rotated from the position shown by the solid line to the position shown by the imaginary line or in the opposite direction around the opening/closing hinge 239. The position shown in solid lines is a closed position for covering the connector 232, and the position shown in phantom lines is an open position for exposing the connector 232. As can be seen from fig. 5, the closed position is the front side of the motorcycle 10, and the open position is the rear side. That is, when the cover 236 is changed from the closed position to the open position, the lower side of the cover 236 is rotated from the front to the rear. The center of rotation at this time is the cylindrical upper end of the lid 236.

The lid 236 does not have a biasing mechanism such as a return spring (not shown) for biasing the lid 236 in the closing direction. The lid 236 is locked at an open position where the connector 232 is exposed and held at the open position, and when a load is applied to the lid 236 at the open position, it returns to the closed position by the elastic urging force of the return spring.

The connector 232 includes a plurality of current-carrying terminals (not shown) embedded in the protective wall 220. The main body 234 is provided with a peripheral wall 224 that surrounds the entire protection wall 220 and the current terminal. The protection wall 220 and the peripheral wall 224 protrude rearward of the motorcycle 10, and the protruding height of the peripheral wall 224 is set larger than the protection wall 220.

The bottom walls of the first rail-shaped recess 212 and the second rail-shaped recess 214 are inclined in accordance with the inclination of the upper guard 176b (see fig. 5). Therefore, the socket 230 positioned and fixed to the bottom wall of the second rail-shaped recess 214 is in an inclined posture along the upper guard 176 b.

As shown in fig. 10, the thickness of the cover 236 is substantially equal to the protruding thickness of the semi-circular wall 238. The thickness T1 from the bottom surface of the main body 234 (the surface facing the front of the motorcycle 10) to the highest level surface of the semicircular wall 238 (the surface facing the rear of the motorcycle 10) is set to be equal to or slightly smaller than the depth from the open end of the first rail-shaped recess 212 to the bottom surface of the second rail-shaped recess 214. Therefore, in the receptacle 230 attached to the bottom wall of the second rail-shaped recess 214, when the lid portion 236 is in the closed position, the lid portion 236 is prevented from being exposed to the rear side of the motorcycle 10 with respect to the opening of the first rail-shaped recess 212 (see fig. 5 and 11).

Although not particularly shown, an insertion hole is formed in the bottom surface of the second rail-shaped recess 214, and a power cable 240 electrically connected to the connector 232 of the receptacle 230 is inserted through the insertion hole. The current-carrying cable 240 passes through an internal space 242 (see fig. 12) defined between the leg shield 164 and the front cover 162, and further passes through a space between the mobile battery 92 and the left stopper 32L (see fig. 4) and extends to the PCU 140. A high-voltage current flows through the power cable 240.

On the other hand, a control cable 250 (see fig. 4) for passing a high-voltage current is connected to the mobile battery 92. The control cable 250 is connected to the power cable 240 at a position below the vicinity of the left front end of the seat lower case 142, and as a result, the mobile battery 92 is electrically connected to the PCU140 via the control cable 250 and the power cable 240.

As described above, in the present embodiment, the receptacle 230 is disposed on the rear surface of the leg shield 164, and the mobile battery 92 is disposed below the step plate 168 (in other words, below the floor in front of the motorcycle 10). Therefore, the distance separating the receptacle 230 from the mobile battery 92 becomes small. Therefore, since the control cable 250 is close to the power cable 240, the length of the control cable 250 through which a high voltage electric current flows can be reduced as much as possible by the two-wire cable connection.

On the other hand, a high-voltage cable 254 (see fig. 6) through which a high-voltage electric current flows extends from the motor to the PCU 140. The high-voltage cable 254 that is routed from the motor is hooked to the right hook 118, and is led out to the outside of the right arm portion 102R from the third through hole 108 c. One end portion of high-voltage cable 254 close to PCU140 is fixed to the right of cable fixing bracket 58 (see fig. 2). As described above, according to the present embodiment, since the third through hole 108c is formed, the high voltage cable 254 can be disposed by the inner surface of the swing arm 100. Therefore, it is difficult for a user to visually observe the high voltage cable 254. Therefore, the high-voltage cable 254 can be appropriately protected while having excellent appearance.

In addition, the right seat rail 22R (the vehicle body frame 16) overlaps the third through hole 108c in a side view. Thus, the high voltage cable 254 is protected by the right seat rail 22R.

As described above, the motor is provided in the rear wheel 14 (so-called in-wheel motor). PCU140 is disposed behind frame 16. Therefore, the motor is separated from PCU140 by a small distance. Therefore, the length of the high-voltage cable 254 can be reduced. Since the high-voltage cable 254 is generally heavy and expensive, it is possible to reduce the weight and cost by reducing the length.

A brake cable 256 for operating a rear drum brake, for example, is hooked to the left hook. The brake wire 256 is drawn out from the second through hole 108b to the outside of the left arm portion 102L, and passes between the travel battery 92 and the left stopper 32L. That is, by forming the second through hole 108b, the brake wire 256 and the like can also pass through the inner surface side of the swing arm 100, and it is difficult for the user to visually observe the brake wire 256. This also contributes to an improvement in the aesthetic appearance and appropriately protects the brake cable 256. In addition, since the left seat rail 22L (the vehicle frame 16) overlaps the second through hole 108b in a side view, the brake wire 256 is protected by the left seat rail 22L.

Returning to fig. 5, a cargo hook 260 is disposed on the bottom wall of the first rail-shaped recess 212 and above the second rail-shaped recess 214. Thus, the cargo hook 260 is positioned above the receptacle 230. The attachment strength of the cargo hook 260 is set to a strength that prevents the cargo 262 (a bag, a handbag, or the like) having a predetermined weight from being detached from the upper protection portion 176 b.

As can be seen with reference to the vertical line M shown in fig. 11, when the cover 236 is in the open position (in the open state), the cargo hook 260 is positioned above the cover 236. In other words, when the motorcycle 10 is viewed in plan, the cargo hook 260 overlaps the lid 236 above the lid 236 in the open state. Therefore, when the lid 236 is in the open position, the load 262 interferes with the lid 236 and a load is applied when the load 262 is hooked to the load hook 260.

As described above, the inner space 242 is defined between the leg shield 164 and the front cover 162. As shown in fig. 12, the lower wall 185a, the side wall 185b, the upper wall 185c, and the bottom wall 185d of the wide recess 180 protrude forward in the internal space 242. A part of the upper wall 185c is an inclined portion 270 inclined downward from the left to the right. The inclined portion 270 is provided on a side close to the back surface of the column portion 210. In this way, the inclined portion 270 is inclined downward toward the inside in the vehicle width direction.

A GPS unit 272 serving as a vibration detector and also serving as a communication device is fixed and positioned on the upper surface of the inclined portion 270. The GPS unit 272 incorporates therein an auxiliary power supply such as a lithium ion battery. As will be described later, the GPS unit 272 is operated by the electric power supplied from the portable battery 92 when the grip portion 202 of the key switch 200 is in the off position, but may be operated by the auxiliary power supply. That is, the GPS unit 272 also functions as a so-called autonomous power supply type wireless sensor.

When the motorcycle 10 vibrates particularly in a parked state, the GPS unit 272 detects the vibration. In this case, the current position of the motorcycle 10 is notified to a smartphone owned by the user (typically, the owner of the motorcycle 10) by communication from the GPS unit 272.

The positioning and fixing of the GPS unit 272 is done by, for example, bonding with double-sided adhesive tape. Alternatively, the fixed GPS unit 272 may be located using a magic tape (registered trademark). In this manner, in the present embodiment, GPS unit 272 is directly joined to the upper surface of upper wall 185c (inclined portion 270) of inner box 184 without using a support member such as a stay. Therefore, the number of components can be reduced, and positioning and fixing of the GPS unit 272 can be performed easily and at low cost. Further, since the GPS unit 272 is not attached via a stay or the like, vibration can be detected more accurately.

Since the inclined portion 270 is provided on the side close to the rear surface of the pillar portion 210, the GPS unit 272 positioned and fixed to the upper surface of the inclined portion 270 is disposed at a position closer to the head pipe 18 (the center in the vehicle width direction of the motorcycle 10) than the center line L indicating the center in the vehicle width direction of the inner box 184.

A communication cable 274 extending to the PCU140 is connected to the GPS unit 272. Further, a power supply cable 276 is connected to the USB terminal 186. The communication cable 274 and the power supply cable 276 are hooked on a clamping hook 280 (clamping portion) provided on the back surface side of the bottom wall 185d of the inner box 184 in the internal space 242. That is, the communication cable 274 and the power supply cable 276 are bundled together by the clamping hook 280. In this case, since the communication cable 274 and the power supply cable 276 share the single clamping hook 280, the number of components can be reduced as compared with a case where the communication cable 274 and the power supply cable 276 are respectively hooked to separate clamping hooks. As described later, the GPS unit 272 is prevented from coming off the upper surface of the inclined portion 270, or the power supply cable 276 is prevented from coming off the USB terminal 186.

The main pipe 20, the signal line 290 of the key system 199, the brake cable 256, the brake hose 292 for front braking, and the like are housed in the internal space 242, and the electric wirings for energizing the headlight 160, the horn, and the like are also housed therein, but these are not particularly illustrated.

The motorcycle 10 of the present embodiment basically has the above-described configuration, and the operational effects thereof will be described next.

First, by configuring the swing arm 100 as described above, the swing arm 100 can be made smaller and lighter while having a high rigidity.

When the motorcycle 10 is driven, the driver holds the steering device 74 and then sweeps and turns the side stand 35 with his/her foot with a smart key that transmits a radio signal of a predetermined frequency. After the driver sits on the passenger seat 150, the driver grips the grip portion 202 of the key switch 200, rotates the key switch 200 until the grip portion 202 is in the on position, and presses the starter switch 82. Thereby, the motor is started. At this time, the vibration detection function of the GPS unit 272 automatically turns off, and the vibration is no longer detected. However, the position information acquisition function of the GPS unit 272 continues to be on.

In this state, the driver turns the accelerator grip 86 (see fig. 5) rearward, and the motorcycle 10 starts traveling forward. The accelerator grip 86 may be rotated forward for a reduced speed, and the steering device 74 may be steered for a direction change.

Here, as shown in fig. 12, the communication cable 274 and the power supply cable 276 connected to the GPS unit 272 and the USB terminal 186, respectively, are hooked on a clamping hook 280 provided on the bottom wall 185d (rear surface) of the wide recess 180 (inner box 184). Therefore, the communication cable 274 and the power supply cable 276 are suppressed from vibrating or swinging in the internal space 242 during traveling of the motorcycle 10. Therefore, the GPS unit 272 is effectively suppressed from falling off from the upper surface of the inclined portion 270, the power supply cable 276 is effectively suppressed from coming off from the USB terminal 186, and the like.

During the running of the motorcycle 10, the vibration detection function of the GPS unit 272 is turned off as described above. Therefore, the power supplied from the portable battery 92 is reduced, and therefore, power saving can be achieved.

When the motorcycle 10 is parked after arriving at the destination, the driver grips a grip 202 (see fig. 5) of the key switch 200 and rotates the key switch 200 to bring the grip 202 to the off position. Thereby, the motor is turned off. The driver can get off the vehicle while holding the steering device 74 and turn the side stand 35 (see fig. 1) with his feet, and tilt the motorcycle 10 to the left to ground the side stand 35. Thus, the motorcycle 10 is supported on the ground via the side stand 35.

If necessary, the driver holds the grip portion 202 of the key switch 200, and presses the key switch 20 while rotating the key switch 20 further leftward to bring the grip portion 202 to the on position. Along with this, the seat lock mechanism 152 is released. That is, the locking hook provided behind the lower surface of the passenger seat 150 is released from the restriction of the seat locking mechanism 152. Then, the driver holds the rear side of the passenger seat 150 and lifts it forward, so that the passenger seat 150 rotates with the seat hinge at the front end as the rotation center. The passenger seat 150 is moved upward at the rear end thereof to an upright posture as shown by the imaginary line in fig. 1 and is stopped.

As a result, the seat lower case 142 is opened. In the normal electric motorcycle, the battery is housed in the seat lower case 142, but in the present embodiment, the mobile battery 92 is housed in the battery case 90 (see fig. 4) below the step 168. Therefore, a space of sufficient capacity is obtained inside the seat lower case 142. A helmet or the like can be stored in the space. By disposing the mobile battery 92 below the step 168 in this manner, the interior of the seat lower case 142 can be utilized as an effective cargo storage space.

In addition, in the key switch 200 in which the grip portion 202 is rotated to the open position, the driver reduces the grip force, and the grip portion is actively returned to the closed position by an elastic member not shown. When the driver rotates the passenger seat 150 and the passenger seat 150 covers the opening of the seat lower case 142, and then presses down the rear end of the passenger seat 150, the lock hook is restricted by the seat lock mechanism 152.

The steering device 74 is brought into a non-rotatable locked state as necessary. Therefore, the driver may turn the steering device 74 to the left to turn the front wheels 12 to the left, and then rotate the grip portion 202 of the key switch 200 to a lock position to the left of the off position.

When the grip 202 of the key switch 200 is in the off position, the vibration detection function of the GPS unit 272 is automatically turned on. Thereafter, the driver starts the detection of the presence or absence of the vibration after the wireless signal from the smart key does not arrive at the motorcycle 10 after the driver leaves the motorcycle 10 or after a predetermined time has elapsed. At this time, the position information acquisition function of the GPS unit 272 is still turned on.

After the driver leaves the motorcycle 10, the following situation is assumed: a person (non-user) other than the user who does not have the smart key that transmits the radio signal of the predetermined frequency forcibly turns the side stand 35, rotates the key switch 200, and the like in order to carry or drive the motorcycle 10. At this time, the motorcycle 10 vibrates. The vibration is detected by the GPS unit 272.

Here, as shown in fig. 12, the GPS unit 272 is attached to the back side of the bottom wall 185d of the inner box 184 (wide concave portion 180) which is the other portion where the leg shield 164 of the key switch 200 is provided. When vibration generated at this time when the key switch 200 is operated is transmitted to the leg shield plate 164, the vibration is also easily transmitted to the GPS unit 272 mounted on the leg shield plate 164. In this way, since both the key switch 200 and the GPS unit 272 are provided on the leg shield 164 which is the same member, it is possible to accurately detect the vibration when the key switch 200 is incorrectly operated.

The GPS unit 272 is directly joined to the back surface side of the bottom wall 185d of the inner case 184 (wide recess 180) by double-sided tape or the like. That is, no support member such as a stay is interposed between the bottom wall 185d and the GPS unit 272. With this, the vibration can be detected more accurately.

The head pipe 18 vibrates in the event that a non-user attempts to rotate the steering device 74 from the locked state in which rotation is not possible. Since the GPS unit 272 is disposed at a position close to the head pipe 18 on the bottom wall 185d of the inner box 184, the vibration at that time is also detected with high accuracy.

The GPS unit 272 that detects the vibration notifies the current position of the motorcycle 10 to the smartphone of the user. The user can know that the non-user is touching the motorcycle 10 at the time point when the notification is received. Even if the motorcycle 10 moves from the parking position, the current position of the motorcycle 10 can be grasped based on the display of the smartphone. When the GPS unit 27 detects the vibration, the horn may be automatically sounded.

Assume that a non-user attempts to remove the GPS unit 272 in order to avoid detecting vibrations. In the motorcycle 10, however, the GPS unit 272 is disposed in the internal space 242 formed between the front cover 162 and the leg shield 164. Therefore, in order to remove the GPS unit 272, the front cover 162 or the leg shield 164 must be removed. This operation is not only cumbersome but also takes a long time. Further, it is assumed that the leg shield 164 vibrates when removed. The GPS unit 272 detects the vibration and notifies the user of the vibration, so that the user can recognize the abnormality of the motorcycle 10.

Even if the user does not operate the side of front cover 162 or leg shield 164 and inserts his or her hand into interior space 242, GPS unit 272 is disposed at a position close to head pipe 18, that is, at a position close to the substantially middle in the vehicle width direction, as described above. Therefore, in order to remove the GPS unit 272, the hand needs to be inserted deep into the internal space 242. This insertion is inherently difficult to perform.

The GPS unit 272 is positioned and fixed to the inclined portion 270 that is inclined downward toward the center in the vehicle width direction. Therefore, when a hand is inserted from the left side of the motorcycle 10, it is difficult to contact the GPS unit 272. In the case of inserting a hand from the right, the head pipe 18 is positioned in front of the GPS unit 272, and therefore, it is difficult to contact the GPS unit 272 at this time.

As described above, when the non-user vibrates the motorcycle 10 (makes contact with the motorcycle 10), the GPS unit 272 and the smartphone user can recognize this situation. In addition, removing the GPS unit 272 is cumbersome and is accompanied by difficulties. This is effective for preventing theft.

As shown in fig. 5, a load 262 (for example, a bag or a bag) having a lower load resistance can be hooked on the load hook 260. Since the cargo hook 260 is positioned above the receptacle 230, the receptacle 230 is covered by the cargo 262 hooked to the cargo hook 260. In this state, the vehicle can travel.

During traveling, for example, there is a fear that water such as rainwater is transferred to the cargo 262. In this case, however, the connector 232 of the receptacle 230 is covered by the cover 236. Therefore, rainwater and the like are hard to intrude into the inside of the socket 230. It is assumed that even if rainwater or the like intrudes into the inside of the receptacle 230, the connector 232 is surrounded by the peripheral wall 224. It is also difficult for rain water to pass over the peripheral wall 224. Thus, the connector 232 is prevented from being wetted by the leaked liquid. As described above, the lid 236 and the peripheral wall 224 are provided to protect the current-carrying terminals (electrical contacts) of the receptacle 230.

It is also assumed that the cargo hook 260 is traveling in the rain with no cargo 262 hooked thereon. However, the receptacle 230 is disposed in the inclined upper guard 176b in a posture along the inclination of the upper guard 176 b. The socket 230 is embedded in the second rail-shaped recess 214 formed in the column portion 210 of the leg shield 164. Therefore, rainwater can be suppressed from wetting the receptacle 230. Even if rainwater adheres to the receptacle 230 (the lid portion 236), since the receptacle 230 is inclined as described above, the rainwater flows down by gravity. Thus, the socket 230 is difficult to wet.

In addition, since the cover 236 also covers the connector 232 in this case and the connector 232 is surrounded by the peripheral wall 224. Therefore, for the same reason as described above, the connector 232 can be prevented from being wetted by rainwater. As a result, even when the load 262 is not hooked to the load hook 260, the conductive terminal as the electrical contact of the receptacle 230 can be protected.

Here, when the lid 236 of the receptacle 230 is in the closed state, the entire lid is housed in the second rail-shaped recess 214. Therefore, even when the cargo 262 is not hooked to the cargo hook 260, the cover 236 does not protrude from the second rail-like recess 214 to the driver side and get out of the way. Therefore, convenience is good.

The discharge capacity of the mobile battery 92 decreases as the travel distance of the motorcycle 10 increases. When the discharge capacity is lower than a predetermined threshold value, charging may be performed in a charging station.

In a state where the goods 262 are hooked on the goods hooks 260, the goods 262 cover the cover 236 of the receptacle 230. In this state, the driver can be prevented from turning the lid 236 in the direction to open, i.e., from moving the lower end of the lid 236 upward. This is because it is difficult to rotate the cover 236 against the self-weight of the goods 262. Therefore, even when the liquid leaks to such an extent that it is stored in the cargo 262, the cover 236 is opened with the cargo 262 hooked on the cargo hook 260, and the connector 232 is exposed, or the exposed connector 232 is wetted with the liquid, is avoided.

Thus, the driver removes the cargo 262 from the cargo hook 260, after which the cover 236 of the receptacle 230 is rotated. As described above, the center of rotation of the lid 236 is the opening/closing hinge 239 provided at the upper end of the lid 236, and the lower end of the lid 236 moves upward. The cover 236 is, for example, rotated to a position extending in the front-rear direction and stopped. The cover 236 is positioned at the stop position (open position) due to the locking.

By this rotation, the connector 232 is exposed. As the charging operator (mainly the driver) connects the connector of the charging device to the connector 232, the charging is started. When the discharge capacity of the mobile battery 92 is restored after a predetermined time has elapsed, the connector of the charging device may be detached from the connector 232.

Here, as described above, the cargo hook 260 is positioned above the cover 236 in the open position. Therefore, assuming that the cargo 262 is hooked on the cargo hook 260 when the cover 236 is in the open position, the cargo 262 interferes with the cover 236. Accordingly, when a load is applied from the load 262 to the lid 236, the lid 236 is released from the positioning stop state and is rotated to the closed position. This is because the lid 236 is provided with a return spring or the like for urging the lid 236 in the closing direction. Since the cover 236 is closed as described above, charging can be performed while avoiding the load 262 being hooked on the load hook 260.

The movable battery 92 can be taken out from the battery box 90 and charged as a single body. Therefore, first, the passenger seat 150 is rotated after the holder 202 of the key switch 200 is rotated to the open position and the passenger seat 150 is released from the seat lock mechanism 152. By this rotation, the release switch 154 is exposed. When the right end of the push button 156 constituting the release switch 154, which is located above the left end, is pressed downward, the locking hook of the foot pedal 168 is released from the restriction of the floor locking mechanism.

When the driver holds the rear side of footrest 168 and lifts it forward, footrest 168 rotates about the floor hinge at the front end. The foot plate 168 is stopped by moving its rear end upward into the standing posture as shown by the imaginary line in fig. 1. Then, the connector portion of the control cable 250 is removed from the connector portion of the mobile battery 92, so that the mobile battery 92 can be removed from the battery box 90.

In this manner, in order to take out the portable battery 92 from the battery box 90, the passenger seat 150 is rotated to expose the release switch 154. If a non-user attempts to remove the mobile battery 92, it is necessary to insert a tool or the like from the lateral outside (for example, the right side near the release switch 154) between the seat lower case 142 and the passenger seat 150 to the inside and to press the button 156 with the tool. However, in order to release the locking mechanism for the bottom plate, the right end of the button 156 of the release switch 154 needs to be pressed downward. It is difficult to press the right end of the button 156, which is inclined so that the altitude decreases from the right end to the left end, as the altitude becomes the largest, with a tool that moves from the right to the left.

When the tool is inserted from the left side and moved to the right side, the tool is stopped by the locking hook before reaching the push button 156. Therefore, even if the tool is moved from the left to the right, the button 156 of the release switch 154 cannot be pressed.

For the above reasons, it is difficult for a non-user to release the locking mechanism for the chassis. Therefore, theft of the mobile storage battery 92 is effectively suppressed.

After the mobile battery 92 is removed from the motorcycle 10, electric power is supplied to the GPS unit 272 from an auxiliary power supply (lithium ion battery or the like) incorporated in the GPS unit 272. Therefore, even in a state where the mobile battery 92 is removed, the GPS unit 272 operates effectively. Therefore, even when a non-user wants to move the motorcycle 10 with the mobile battery 92 removed, the notification to the user's smartphone is completed in the same manner as described above.

The present invention is not particularly limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention.

For example, the passenger seat 150 may be configured as a member for a two-person passenger car including front and rear seats, and the seat lower case 142 or the like may be provided with a tandem footrest or a handle bar. In this case, the fellow passenger seated on the front and rear seats can also be the user.

When the discharge capacity of the portable battery 92 is lower than a predetermined threshold value, the electric power may be supplied from the auxiliary power supply to the GPS unit 272.

Claims (7)

1. A saddle-ride type vehicle (10) is provided with: a passenger seat (150) on which a passenger sits; a hollow case (142) provided below the passenger seat (150); a swing arm (100) that clamps the rear wheel (14) by means of a left arm (102L) and a right arm (102R); and a rear suspension (52) disposed below the housing (142), one end of the rear suspension (52) being supported by a suspension connection section (104) of the swing arm (100), and the other end being supported by a vehicle frame (16),

the swing arm (100) has a pivot joint section (106), the pivot joint section (106) is provided with a pivot (94) for supporting the swing arm (100) on the frame (16),

the suspension connecting portion (104) is located above the pivot connecting portion (106) and is set to be narrower than the pivot connecting portion (106),

in the straddle-type vehicle (10) in a side view, the suspension connecting portion (104) is located forward of the pivot connecting portion (106) with respect to the vehicle body.

2. The straddle-type vehicle (10) according to claim 1,

in the straddle-type vehicle (10) in a side view, the pivot connection section (106) is located below a lower end of the housing (142), and the suspension connection section (104) is located above the lower end of the housing (142).

3. The straddle-type vehicle (10) according to claim 1,

the height of the portion of the swing arm (100) located on the front side of the vehicle body is greater than the height of the portion of the swing arm (100) located on the rear side of the vehicle body.

4. The straddle-type vehicle (10) according to any one of claims 1 to 3,

the saddle-ride type vehicle (10) is provided with:

a motor as a driving force generation source for running, which is arranged on a wheel (15) of the rear wheel (14); and

a control device (140) that controls the motor,

a through hole (108d) through which a high-voltage cable (254) passes is formed in the swing arm (100), and the high-voltage cable (254) electrically connects the motor and the control device (140) and allows a high-voltage current to flow therethrough.

5. The straddle-type vehicle (10) according to claim 4,

the vehicle body frame (16) overlaps the through hole (108d) when the saddle-ride type vehicle (10) is viewed from the side.

6. The straddle-type vehicle (10) according to claim 4,

the control device (140) is disposed below the rear end side of the housing (142).

7. The straddle-type vehicle (10) according to claim 1,

the left arm section (102L) and the right arm section (102R) are shaped so as to incline downward from above as they go from the front to the rear of the vehicle body, and the swing arm (100) is provided with a mounting section for mounting a rear fender (114).

Images