CN115848543A - Saddle-ride type vehicle - Google Patents

Abstract

The invention provides a straddle type vehicle capable of reducing damage of an electric installation component. A saddle-ride type vehicle (1) is provided with: a frame (10); a bracket (40) fixed to the frame (10); and an ACG-ECU (30) which is held by the bracket (40) and is disposed on the side of the vehicle body. The holder (40) is provided with: a main body part (41) for supporting the ACG-ECU (30); a fixed part (43) combined with the frame (10); and a connecting part (45) for connecting the main body part (41) and the fixing part (43). The vehicle body frame (10) has a coupled portion (12) to which the fixing portion (43) is coupled. The width of the connecting part (45) is narrower than the width of the main body part (41) in the extending direction of the connected part (12).

Description

Saddle-ride type vehicle

Technical Field

The present invention relates to a saddle-ride type vehicle.

Background

Conventionally, a straddle-type vehicle includes electrical components such as a Control Unit (ECU). The electric component may be disposed on a side portion of the vehicle body (see, for example, international publication No. 2019/123742). International publication No. 2019/123742 discloses a structure in which an electrical component fixing member that supports a control unit is attached to a right side portion of a vehicle frame.

Disclosure of Invention

However, since the electrical component is generally less durable to external force than a strength member such as a vehicle frame, if the electrical component is disposed on the side portion of the vehicle body, the electrical component is easily damaged by external force received from the side of the vehicle, for example, at the time of a fall or a side collision. Therefore, in a straddle-type vehicle in which the electrical component is disposed on the vehicle body side portion, there is room for improvement in terms of reducing damage to the electrical component when an external force is applied to the electrical component from the vehicle side.

The invention provides a straddle-type vehicle capable of reducing damage of electric installation components.

A saddle-ride type vehicle according to an aspect of the present invention includes: a frame; a bracket fixed to the frame; and a first electrical component held by the bracket and arranged on a vehicle body side portion, the bracket including: a main body portion that supports the first electrical component; a fixing part coupled to the frame; and a coupling portion that couples the main body portion and the fixing portion, wherein the frame has a coupled portion to which the fixing portion is coupled, and a width of the coupling portion is narrower than a width of the main body portion in an extending direction of the coupled portion.

According to the aspect of the present invention, when an external force is applied to the bracket, the connection portion can be easily deformed preferentially over the main body portion. Thus, when the first electrical component receives an external force from the vehicle side, the connecting portion is deformed, and the main body portion is wound back toward the rear side of the joined portion of the vehicle body frame, so that the first electrical component can be retracted inward in the vehicle width direction. Thus, the external force applied from the vehicle-side direction to the first electrical component can be dissipated, and damage to the first electrical component can be reduced.

In the saddle-ride type vehicle, the connecting portion may be formed in a plate shape and may be thinner than the main body portion.

According to this configuration, the coupling portion can be deformed more easily than the body portion. Therefore, the above-described effects can be obtained.

In the saddle-ride type vehicle described above, the first electrical component may include a connector, and the bracket may include a cover portion that covers the connector.

According to this configuration, the connector having relatively low durability due to the exposure of the electrical component is covered with the cover, whereby damage to the first electrical component can be effectively reduced.

In the saddle-ride type vehicle, the first electric component may be a first control unit that controls electric power generated by the generator.

According to this configuration, among the various electric components, particularly, the first control unit which is likely to affect the operation of the other electric components due to a failure, due to the power generation function, can be prevented from being damaged. Therefore, the range of influence on various electric components caused during a fall, a side collision, or the like can be reduced.

The straddle-type vehicle may further include a rear fender supported by the frame, and the rear fender may integrally have a protruding portion protruding outward from the frame on a side where the first electrical mounting member is disposed in the vehicle width direction.

According to this configuration, since the rear fender receives an external force applied from the vehicle side at the time of a fall, a side collision, or the like, the external force received by the first electrical component can be reduced.

The straddle-type vehicle may further include a second electrical mounting member that is arranged in a vehicle front-rear direction with the first electrical mounting member and is accommodated in the protruding portion.

According to this configuration, when the second electrical component needs to be disposed in the vicinity of the first electrical component, the second electrical component can be housed using the protruding portion, and therefore, a dedicated housing member is not required. Further, external force applied from the side of the vehicle at the time of a fall, a side collision, or the like can be dispersed to the first electrical component and the second electrical component. This reduces the external force applied from the vehicle-side direction to the first electrical component, thereby further reducing damage to the first electrical component. Further, since the second electrical mounting component is housed in the protruding portion provided integrally with the rear fender, it is possible to make it difficult for external force applied from the vehicle side direction to the second electrical mounting component and the protruding portion to be transmitted to the bracket and the first electrical mounting component via the rear fender and the frame, compared to a structure in which the housing portion housing the second electrical mounting component is directly coupled to the frame. This can further reduce damage to the first electrical component.

In the saddle-ride type vehicle described above, the second electrical component may be a second control unit that controls the engine.

According to this configuration, the second control unit can be protected by the extension portion at the time of a fall, a side collision, or the like, and therefore, it is possible to suppress the vehicle from becoming unable to run due to damage to the second control unit caused by a fall, a side collision, or the like.

The saddle-ride type vehicle may further include a wire harness connecting the first electrical component and the second electrical component, wherein the second electrical component is disposed behind the first electrical component, and the wire harness extends forward from the second electrical component toward the first electrical component, is fixed to the front of the first electrical component, and is connected to the first electrical component.

If the wire harness connecting the first electrical component and the second electrical component is arranged at the shortest distance (in the case of passing between the first electrical component and the second electrical component), when one of the first electrical component and the second electrical component is displaced, the other may be pulled through the wire harness. In contrast, according to the present configuration, since the wire harness connecting the first electrical mounting member and the second electrical mounting member is disposed across the first electrical mounting member, flexibility is provided, and even if one of the first electrical mounting member and the second electrical mounting member is displaced, the other of the first electrical mounting member and the second electrical mounting member can be prevented from being pulled by the wire harness. Therefore, it is possible to suppress the influence on one of the first electrical component and the second electrical component when an external force is applied to the other from the vehicle side direction.

The saddle-ride type vehicle may further include a wire harness connecting the first electrical mounting member and the second electrical mounting member, wherein the second electrical mounting member is disposed behind the first electrical mounting member, and the wire harness extends rearward from the first electrical mounting member toward the second electrical mounting member, is fixed behind the second electrical mounting member, and is connected to the second electrical mounting member.

If the wire harness connecting the first electrical component and the second electrical component is arranged at the shortest distance (in the case of passing between the first electrical component and the second electrical component), when one of the first electrical component and the second electrical component is displaced, the other may be pulled through the wire harness. In contrast, according to the present configuration, since the wire harness connecting the first electrical component and the second electrical component is disposed across the second electrical component, flexibility is provided, and even if one of the first electrical component and the second electrical component is displaced, the other of the first electrical component and the second electrical component can be prevented from being pulled by the wire harness. Therefore, it is possible to suppress the influence on one of the first electrical component and the second electrical component when an external force is applied to the other from the vehicle side direction.

According to the aspect of the present invention, it is possible to provide a saddle-ride type vehicle capable of reducing damage to electrical components.

Drawings

Fig. 1 is a diagram showing an internal structure of a rear portion of a motorcycle according to an embodiment.

Fig. 2 is an enlarged perspective view of the rear portion of the motorcycle shown in fig. 1.

Fig. 3 is a right side view showing a part of the rear frame and the bracket according to the embodiment.

Fig. 4 is an enlarged perspective view of the rear portion of the motorcycle shown in fig. 1.

Detailed Description

Embodiments of the present invention are described below with reference to the drawings. In the following description, directions such as front-back, up-down, left-right, and the like are the same as those in the vehicle described below. That is, the vertical direction coincides with the vertical direction, and the horizontal direction coincides with the vehicle width direction. In the drawings used in the following description, arrow UP indicates the upward direction, arrow FR indicates the forward direction, and arrow LH indicates the left direction.

Fig. 1 is a diagram showing an internal structure of a rear portion of a motorcycle according to an embodiment. Fig. 1 illustrates a state in which the vehicle body cover is removed.

As shown in fig. 1, a motorcycle 1 is an example of a scooter type saddle-ride type vehicle. The motorcycle includes a frame 10 and a power unit 20 including an engine 21 as a prime mover.

The vehicle body frame 10 supports front wheels at a front end portion thereof via a steering mechanism including a front suspension so as to be steerable. The body frame 10 includes a head pipe provided at a front end portion, a down frame extending downward from the head pipe, a pair of left and right lower frames branching from lower portions of the down frame to left and right and extending rearward, and a pair of left and right rear frames 11 extending rearward and upward from rear ends of the respective lower frames, and these frames are integrally joined by welding or the like. The rear frame 11 is a cylindrical member. The pair of rear frames 11 extend at intervals in the vehicle width direction. The pair of rear frames 11 are arranged in bilateral symmetry with respect to the vehicle width center of the vehicle. The rear frame 11 has a front portion 11f and a rear portion 11r. The front portion 11f extends from the rear end of the lower frame in a front-lower and rear-higher manner in a side view seen in the vehicle width direction. The rear portion 11r extends from the upper end of the front portion 11f to be lower and higher than the front portion 11f in the horizontal direction in a side view. The rear portions 11r of the pair of rear frames 11 extend substantially parallel to each other, and extend in the front-rear direction in a plan view from above. The rear portion 11r does not have to extend lower in front and higher in rear, and may extend in the horizontal direction, for example.

The vehicle body frame 10 supports the rear fender 5 and the storage box 6. The rear fender 5 is formed of a resin material. The rear fender 5 is supported by the rear portion 11r of the rear frame 11. The rear fender 5 projects high in front and low in rear in side view, and is disposed so as to cover the rear wheel 3 from the rear upper side. The storage box 6 is disposed between the pair of rear frames 11. The storage box 6 supports a seat 7 on which an occupant sits from below.

The storage box 6 is formed in a container shape opened upward. The upper opening of the storage box 6 is closed by a seat 7. The seat 7 is disposed above the rear frame 11 in a side view.

The power unit 20 is a unit swing type rear suspension. The power unit 20 drives the rear wheel 3 as a driving wheel. The power unit 20 is supported by the frame 10 so as to be vertically swingable. Specifically, the power unit 20 is coupled to the frame 10 in the vicinity of the joint between the lower frame and the rear frame 11. The power unit 20 supports the rear wheel 3 below the rear portion 11r of the rear frame 11 in side view. The power unit 20 supports an inner rear fender 24, and the inner rear fender 24 covers the rear wheel 3 from above at a position closer to the rear wheel 3 than the rear fender 5.

The power unit 20 includes an ACG (AC Generator) starter motor 22 in addition to the engine 21. The ACG starter motor 22 rotates in synchronization with the engine 21 and functions as a motor or a generator. That is, the ACG starter motor 22 applies a starting torque to the engine 21 by supplying electric power from the battery, and generates electric power by the rotational power of the engine 21. However, the ACG starter motor 22 may function as an auxiliary motor that assists in driving the engine 21.

The motorcycle 1 includes, as electrical components, an ACG-ECU (Electronic Control Unit) 30 (first Control Unit, first electrical component) that controls electric power generated by the ACG starter motor 22, and an FI (Fuel Injection) -ECU31 (second Control Unit, second electrical component) that controls Fuel Injection and ignition of the engine 21.

The ACG-ECU30 is electrically connected to the ACG starter motor 22 via a wiring harness 32. When the ACG starter motor 22 is driven to rotate by the electric power of the battery, the ACG-ECU30 functions as a three-phase inverter. The ACG-ECU30 functions as a converter when the battery is charged by the three-phase induced electromotive force generated by the ACG starter motor 22. The FI-ECU31 is connected to a fuel injection device of the engine 21, an ignition coil, and an electromagnetic valve of a throttle area via a wire harness 32. The ACG-ECU30 and the FI-ECU31 are covered with a vehicle body cover, not shown, from the outside in the vehicle width direction. For example, the ACG-ECU30 and the FI-ECU31 are disposed so as to directly face the inner surface of the vehicle body cover. In this case, the ACG-ECU30 and the FI-ECU31 are exposed outward in the vehicle width direction by removing the vehicle body cover.

Fig. 2 is an enlarged perspective view of the rear portion of the motorcycle shown in fig. 1.

As shown in fig. 2, the ACG-ECU30 is held to the vehicle body by a bracket 40 described later. The ACG-ECU30 includes a unit body 30a that houses a CPU and the like, and a connector 30b that protrudes from the unit body 30a. The unit main body 30a is formed in a flat rectangular parallelepiped shape. The connector 30b protrudes from the unit body 30a in a direction orthogonal to the thickness direction of the unit body 30a. The ACG-ECU30 is disposed in the vehicle body right side portion with the thickness direction of the unit main body 30a along the vehicle width direction. The vehicle body side portion in the present embodiment refers to a position on one side with respect to the vehicle width center of the vehicle.

The FI-ECU31 is held by the vehicle body by an extension 50 described later. The FI-ECU31 includes a unit body 31a that houses a CPU and the like, and a connector 31b that protrudes from the unit body 31 a. The unit body 31a is formed in a flat rectangular parallelepiped shape. The FI-ECU31 is disposed in the right side portion of the vehicle body in a state where the thickness direction of the unit body 31a is along the vehicle width direction. The FI-ECU31 and the ACG-ECU30 are arranged in the front-rear direction. The FI-ECU31 is disposed rearward of the ACG-ECU30.

As shown in fig. 1, the ACG-ECU30 and the FI-ECU31 are connected to a wire harness 32. The wire harness 32 is disposed along the rear frame 11. At least a part of the wire harness 32 is continuously provided along a portion from the front portion 11f to the rear portion 11r in the rear frame 11. The harness 32 is arranged above the FI-ECU31 from the front of the ACG-ECU30 in a side view. A part of the harness 32 branches from a collecting portion along the rear frame 11 in front of the ACG-ECU30, and is connected to a connector 30b (see fig. 2) of the ACG-ECU30 in a slack state. The other part of the wire harness 32 branches from the collective portion along the rear frame 11 and is connected to the connector 31b of the FI-ECU31. Thus, the electric wires connecting the ACG-ECU30 and the FI-ECU31 to each other in the wire harness 32 are arranged along the frame 10 at the intermediate portion thereof. The wire harness 32 extends forward from the FI-ECU31 toward the ACG-ECU30, is fixed to the rear frame 11 in front of the ACG-ECU30, and is connected to the ACG-ECU30.

The motorcycle 1 includes: a bracket 40 that holds the ACG-ECU 30; a protruding portion 50 that houses the FI-ECU 31; and a cover 60 that covers the ACG-ECU30 from below.

Fig. 3 is a right side view showing a part of the rear frame and the bracket according to the embodiment.

As shown in fig. 2 and 3, the bracket 40 is fixed to the vehicle frame 10. The bracket 40 is formed of a metal material. The holder 40 includes: a main body portion 41 that supports the ACG-ECU 30; a pair of fixing portions 43 coupled to coupled portions 12 of frame 10; a pair of connecting portions 45 connecting the main body portion 41 and the fixing portion 43; and a cover portion 47 that covers a part of the ACG-ECU30 from the side opposite to the main body portion 41. The body 41, the fixing portion 43, and the connecting portion 45 are formed in a plate shape. In the present embodiment, the main body portion 41, the fixing portion 43, and the connecting portion 45 are integrally formed from a single plate material, and are disposed with the thickness direction along the vehicle width direction.

The main body portion 41 has a rectangular outer shape in side view. The body portion 41 is disposed in a state in which the longitudinal direction thereof is along the extending direction of the coupled portion 12 of the body frame 10 in a side view. The ACG-ECU30 is fixed to the main body portion 41. Specifically, both end portions of ACG-ECU30 in the extending direction of coupled portion 12 of frame 10 are fastened to main body portion 41.

The entire body portion 41 is located below the coupled portion 12 of the frame 10 in a side view.

The main body portion 41 is in non-contact with other members on the inside in the vehicle width direction so as to allow displacement to the inside in the vehicle width direction. In the illustrated example, the body portion 41 is subjected to weight reduction processing, but the presence or absence of the weight reduction processing is not particularly limited.

The fixing portion 43 is located closer to (above) the rear frame 11 of the vehicle body frame 10 than the main body portion 41 in a side view. The fixing portion 43 overlaps the rear frame 11 in a side view, and is provided at a distance from the main body portion 41. The fixing portion 43 is welded to the rear portion 11r of the rear frame 11. That is, the coupled portion 12 of the vehicle body frame 10 is the rear portion 11r of the rear frame 11. The pair of fixing portions 43 are provided at intervals from each other in the extending direction of the coupled portion 12 of the frame 10. The width of each fixing portion 43 is narrower than the width of the entire body portion 41 in the extending direction of the coupled portion 12. In the present embodiment, the width of each fixing portion 43 is narrower than the minimum width of the main body portion 41 in the extending direction of the coupled portion 12. In addition, the total width of the fixing portions 43 in the extending direction of the coupled portion 12 of the body frame 10 is smaller than the width of the entire main body portion 41. The fixing portion 43 is coupled to the lower half of the coupled portion 12. The lower half of the joined portion 12 is a lower portion of the joined portion 12 in the cross section, and is a portion in which the outer surface is inclined downward from the horizontal direction. In the present embodiment, the rear frame 11 is a cylindrical member, and therefore the lower half of the joined portion 12 is a portion located below the center axis of the rear frame 11 in a side view.

The coupling portion 45 extends from an upper edge of the main body portion 41 that extends along the coupled portion 12 of the vehicle body frame 10. The pair of coupling portions 45 are provided at intervals from each other in the extending direction of the coupled portion 12 of the vehicle body frame 10. The front coupling portion 45 extends with a constant width along the width direction of the body portion 41. The rear coupling portion 45 extends along the width direction of the body portion 41 so as to be tapered. Each of the coupling portions 45 is provided inside both ends of the body portion 41 in the extending direction of the coupled portion 12 of the body frame 10. The upper end of each connecting portion 45 is connected to the fixing portion 43 one-to-one. The width of each connecting portion 45 is narrower than the width of the entire body portion 41 in the extending direction of the coupled portion 12 of the body frame 10. In the present embodiment, the maximum width of each coupling portion 45 is narrower than the minimum width of the body portion 41 in the extending direction of the coupled portion 12. In addition, the total of the maximum widths of the coupling portions 45 in the extending direction of the coupled portion 12 of the body frame 10 is smaller than the width of the entire body portion 41.

The cover portion 47 is disposed so as to sandwich the ACG-ECU30 disposed along the body portion 41 together with the body portion 41. The cover portion 47 is formed in a band shape, and is disposed such that the longitudinal direction of the cover portion 47 is along the longitudinal direction of the main body portion 41 in a side view. Both ends of the cover portion 47 are fixed to the main body portion 41. The intermediate portion of the cover portion 47 is separated from the main body portion 41. The cover portion 47 is detachably attached to the main body portion 41. For example, the cover portion 47 has a front end fastened to the body portion 41 with a rear end thereof being engaged with the body portion 41.

The bracket 40 sandwiches the unit body 30a of the ACG-ECU30 with the body portion 41 and the hood portion 47. At this time, the ACG-ECU30 is disposed in a state in which the thickness direction of the unit body 30a is along the thickness direction of the body portion 41 of the bracket 40 and the connector 30b protrudes downward from the unit body 30a. The cover portion 47 covers the connector 30b of the ACG-ECU30 from three directions, i.e., the front, the rear, and the outside in the vehicle width direction, in a state in which most of the unit body 30a of the ACG-ECU30 is exposed to the outside in the vehicle width direction. In this way, the bracket 40 is fixed to the right rear frame 11 to hold the ACG-ECU30, thereby fixedly disposing the ACG-ECU30 at the right side portion of the vehicle body. The ACG-ECU30 held by the bracket 40 is disposed such that the unit body 30a overlaps the rear portion 11r of the rear frame 11 in a side view and a portion located below the rear portion 11r of the rear frame 11 in a side view is larger than a portion located above the rear portion 11r.

Fig. 4 is an enlarged perspective view of the rear portion of the motorcycle shown in fig. 1.

As shown in fig. 4, the protruding portion 50 is provided integrally with the rear fender 5. The extension portion 50 is made of resin by being integrally molded with the rear fender 5. The protruding portion 50 protrudes outward in the vehicle width direction from a portion of the rear fender 5 located below the rear portion 11r of the rear frame 11 in a side view toward the side where the bracket 40 is disposed in the vehicle width direction (i.e., the right side) than the rear portion 11r of the rear frame 11. The extension portion 50 is disposed rearward of the holder 40 in a side view. The protruding portion 50 has a rectangular shape in side view and is formed in a box shape that opens upward. The FI-ECU31 is disposed inside the extension 50. At this time, the FI-ECU31 is disposed in a state where the connector 31b (see fig. 2) protrudes upward from the unit body 31 a. The protruding portion 50 holds the FI-ECU31 inside without using a pressing member such as a rubber belt.

The hood 60 is provided integrally with the rear fender 5. The cover 60 is made of resin by being integrally molded with the rear fender 5. The hood 60 protrudes from a portion of the rear fender 5 located below the rear portion 11r of the rear frame 11 in a side view, to a side where the bracket 40 is arranged in the vehicle width direction. The cover 60 is disposed below the holder 40 in a side view. The cover 60 is disposed in front of the extension 50 and connected to the extension 50. The cover 60 is formed in a box shape opened upward. The cover 60 covers the connector 30b (see fig. 2) of the ACG-ECU30 from below, and supports the load of the portion of the harness 32 connected to the connector 30b from below.

As described above, the motorcycle 1 of the present embodiment includes the bracket 40 fixed to the body frame 10 and the ACG-ECU30 held by the bracket 40 and arranged on the vehicle body side portion. The holder 40 includes: a main body portion 41 that supports the ACG-ECU 30; a fixing portion 43 provided at a distance from the main body portion 41 and coupled to the coupled portion 12 of the body frame 10; and a connecting portion 45 connecting the main body portion 41 and the fixing portion 43. The width of the coupling portion 45 is narrower than the width of the body portion 41 in the extending direction of the coupled portion 12 of the body frame 10. According to this configuration, the coupling portion 45 can be easily deformed preferentially over the body portion 41 when an external force is applied to the bracket 40, as compared with a configuration in which the width of the coupling portion is set to be equal to or greater than the width of the body portion (for example, a configuration in which the body portion is directly connected to the fixing portion). Thus, when the ACG-ECU30 receives an external force from the vehicle side, the connecting portion 45 is deformed, and the body portion 41 is turned back toward the rear side of the coupled portion 12 of the body frame 10, so that the ACG-ECU30 can be retracted inward in the vehicle width direction. This allows the external force applied from the vehicle side direction to the ACG-ECU30 to escape, thereby reducing damage to the ACG-ECU30.

The fixing portion 43 is coupled to the lower half of the coupled portion 12 of the body frame 10. According to this configuration, compared to a configuration in which the fixed portion is coupled to the upper half portion of the coupled portion 12 of the vehicle frame 10, the range in which the coupling portion 45 overlaps the vehicle frame 10 can be reduced in side view, and therefore, the coupling portion 45 is easily deformed so as to wrap the main body portion 41 back toward the rear side of the coupled portion 12 of the vehicle frame 10. Therefore, the above-described effects can be easily achieved.

The main body portion 41 of the bracket 40 is located below the coupled portion 12 of the body frame 10 in a side view. Thus, compared to a configuration in which the body portion of the bracket is located above the coupled portion of the vehicle body frame in a side view, the ACG-ECU30 supported by the body portion 41 is disposed at a position close to the ground. Therefore, the ground contact point of the vehicle approaches the distance of the ACG-ECU30 at the time of a fall, so that the moment of force applied to the ACG-ECU30 at the time of the fall can be reduced. This can reduce the damage of the ACG-ECU30 during falling.

Further, the main body portion 41 is not in contact with other members on the inside in the vehicle width direction, so that the main body portion 41 can be displaced to the inside in the vehicle width direction, and therefore the heat dissipation performance of the ACG-ECU30 can be improved. Further, since the bracket 40 is made of metal, the heat dissipation of the ACG-ECU30 can be further improved. Further, since the ACG-ECU30 is covered by the vehicle body cover from the outside in the vehicle width direction, the theft prevention performance of the ACG-ECU30 can be improved.

In addition, the width of the fixing portion 43 is narrower than the width of the main body portion 41 in the extending direction of the coupled portion 12. According to this configuration, the length of the joint portion is shortened in the extending direction of the joined portion 12 of the frame 10, compared to a configuration in which the body portion of the bracket that supports the ACG-ECU is directly joined to the frame, and thereby the joint portion 45 is more easily deformed. As a result, when the ACG-ECU30 receives an external force from the vehicle side, the connection portion 45 is easily deformed, and the ACG-ECU30 can be reliably retracted inward in the vehicle width direction.

Therefore, the external force applied from the vehicle side direction to the ACG-ECU30 can be released, and the damage of the ACG-ECU30 can be further reduced.

Further, since bracket 40 is welded to frame 10, heat is easily transmitted from bracket 40 to frame 10, and the heat dissipation of ACG-ECU30 can be improved. Further, the length of the welding portion between bracket 40 and frame 10 is shorter than the structure in which the main body portion is directly welded to the frame, and thus the manufacturing cost can be reduced by reducing the size of the components and simplifying the welding process. Further, since the bracket 40 can be coupled to the frame 10 without using a fixing member such as a fastening member, an increase in the number of components can be suppressed, and manufacturing cost can be reduced.

The bracket 40 has a hood 47 that covers the connector 30b of the ACG-ECU30. According to this configuration, since the connector 30b having relatively low durability due to the exposure of the terminals as the electrical components is covered by the cover portion 47, the damage of the ACG-ECU30 can be effectively reduced.

In the present embodiment, the electrical component held by the bracket 40 is the ACG-ECU30 that controls the electric power generated by the ACG starter motor 22. With this configuration, among various electrical components, particularly, damage to the ACG-ECU30, which is likely to affect the operation of other electrical components due to a failure, due to the power generation function, can be suppressed. Therefore, the range of influence on various electric components caused by falling, side collision, or the like can be reduced.

The motorcycle 1 further includes a rear fender 5 supported by the frame 10. The rear fender 5 integrally has a protruding portion 50 protruding outward from the vehicle body frame 10 on the side where the ACG-ECU30 is disposed in the vehicle width direction. With this configuration, the rear fender 5 receives an external force applied from the side of the vehicle when falling, a side collision, or the like, and therefore the external force received by the ACG-ECU30 can be reduced.

The motorcycle 1 includes an FI-ECU31 arranged in the front-rear direction with respect to the ACG-ECU30 and controlling the engine 21. According to this configuration, when the FI-ECU31 needs to be disposed in the vicinity of the ACG-ECU30, the FI-ECU31 can be housed using the extension portion 50, and therefore, a dedicated housing member is not required.

Further, external forces applied from the side of the vehicle during a fall, a side collision, or the like can be dispersed to the ACG-ECU30 and the FI-ECU31. This reduces the external force applied from the vehicle-side direction to the ACG-ECU30, thereby further reducing damage to the ACG-ECU30. Further, since the FI-ECU31 is housed in the extension portion 50 provided integrally with the rear fender 5, it is possible to make it difficult for external force applied from the vehicle side direction to the FI-ECU31 and the extension portion 50 to be transmitted to the bracket 40 and the ACG-ECU30 via the rear fender 5 and the frame 10, compared to a structure in which the extension portion is directly coupled to the frame. This can further reduce damage to the ACG-ECU30.

In the present embodiment, the other electrical components housed in the extension portion 50 are the FI-ECU31 that controls the engine 21. According to this configuration, the FI-ECU31 can be protected by the extension portion 50 at the time of a fall, a side collision, or the like, and therefore, it is possible to suppress the FI-ECU31 from being damaged by a fall, a side collision, or the like, and thereby prevent the vehicle from becoming unable to travel. Further, damage to the ACG-ECU30 can be suppressed more preferentially than damage to the FI-ECU31. Therefore, the range of influence on various electric components caused during a fall, a side collision, or the like can be reduced.

The motorcycle 1 further includes a harness 32 for connecting the ACG-ECU30 and the FI-ECU31. The wire harness 32 extends forward from the FI-ECU31 toward the ACG-ECU30, is fixed to the rear frame 11 in front of the ACG-ECU30, and is connected to the ACG-ECU30.

If the harness connecting the ACG-ECU30 and the FI-ECU31 is arranged at the shortest distance (for example, in the case of passing between the ACG-ECU30 and the FI-ECU 31), one of the ACG-ECU30 and the FI-ECU31 may be pulled via the harness when the other is displaced. In contrast, according to the present embodiment, since the harness 32 connecting the ACG-ECU30 and the FI-ECU31 is disposed across the ACG-ECU30, slack is generated, and even if one of the ACG-ECU30 and the FI-ECU31 is displaced, the other of the ACG-ECU30 and the FI-ECU31 can be prevented from being pulled by the harness 32. Therefore, it is possible to suppress the influence on one of the ACG-ECU30 and the FI-ECU31 when an external force is applied from the other.

The harness 32 may be supported by the frame 10 so as to be rotatable around the frame. Thus, when the ACG-ECU30 or the FI-ECU31 is displaced inward in the vehicle width direction, the wire harness 32 can also be displaced inward in the vehicle width direction. This can suppress the influence on one of the ACG-ECU30 and the FI-ECU31 when an external force is applied to the other from the vehicle side.

The thickness relationship between the body portion 41 of the bracket 40 and the coupling portion 45 is not particularly limited, but the thickness of the coupling portion 45 is preferably set to be equal to or less than the thickness of the body portion 41. In particular, when the connecting portion 45 is thinner than the body portion 41, the connecting portion 45 can be more easily deformed than the body portion 41. Therefore, the above-described effects can be obtained.

The present invention is not limited to the above-described embodiments described with reference to the drawings, and various modifications are considered within the technical scope thereof.

In the above-described embodiment, the present invention is applied to a motorcycle, but the application range of the present invention is not limited to a motorcycle. For example, the present invention can be applied to all straddle-type vehicles in which a driver rides a vehicle straddling a vehicle body. That is, the present invention can be applied not only to a motorcycle but also to a three-wheeled motor Vehicle, or a four-wheeled motor Vehicle such as a truck and an ATV (All Terrain Vehicle).

The present invention is also applicable to an electric vehicle including a motor as a prime mover. In this case, an ECU that controls a motor for traveling may be used as the electrical component. Further, electrical components such as an ECU other than the ECU that controls the generator (motor), and a battery may be used as the electrical components supported by the bracket.

In the above embodiment, a pair of the fixing portion 43 and the connecting portion 45 of the bracket 40 is provided, but the configuration is not limited to this. For example, one or more than three fixing portions and connecting portions may be provided. Further, the single fixing portion may be formed long along the extending direction of the coupled portion of the frame, and the plurality of coupling portions may be connected to the single fixing portion.

The plurality of coupling portions may not extend substantially parallel to each other, and for example, the pair of coupling portions may extend so as to approach each other or separate from each other as they extend from the main body portion toward the fixing portion.

In addition, in the above embodiment, the bracket 40 is fixed to the rear portion 11r of the rear frame 11 of the vehicle body frame 10, but the bracket may be fixed to the front portion 11f of the rear frame 11. In addition, the coupled portion of the frame to which the bracket is coupled may extend in the vertical direction.

In the above-described embodiment, the wires interconnecting the ACG-ECU30 and the FI-ECU31 in the wire harness 32 are arranged along the frame 10 at the intermediate portion thereof, but the arrangement shape of the wire harness is not particularly limited. However, in order to suppress the ECU from being pulled by the harness, the wires connecting the ACG-ECU30 and the FI-ECU31 to each other are preferably arranged to have slack.

In the above embodiment, the ACG-ECU30 is retracted inward in the vehicle width direction by deforming the connection portion 45. Alternatively, when an external force is applied to the bracket 40, the ACG-ECU30 may be retracted inward in the vehicle width direction by separating the welded portion between the fixing portion 43 and the vehicle body frame 10. The method of fixing the bracket to the vehicle frame is not limited to welding, and for example, rivet fixing or the like may be applied.

In the above embodiment, the harness 32 extends forward from the FI-ECU31 toward the ACG-ECU30, is fixed to the rear frame 11 in front of the ACG-ECU30, and is connected to the ACG-ECU30, but the electrical components to which the harness is connected are not limited to the FI-ECU31 and the ACG-ECU30, and may be other electrical components. The positional relationship between the front and rear of the electrical component is not limited to the above embodiment. The harness may extend from the ACG-ECU30 rearward toward the FI-ECU31, be fixed behind the FI-ECU31, and be connected to the FI-ECU31. In this configuration, the wire harness connecting the ACG-ECU30 and the FI-ECU31 is also disposed across the FI-ECU31, and therefore has slack, and therefore, similarly to the above-described embodiment, it is possible to suppress the influence on one of the ACG-ECU30 and the FI-ECU31 when an external force is applied to the other from the vehicle side direction.

In addition, the components in the above-described embodiments may be replaced with known components as appropriate without departing from the scope of the present invention.

Claims (9)

1. A saddle-ride type vehicle in which, in a saddle-ride type vehicle,

the straddle-type vehicle is provided with:

a frame;

a bracket fixed to the frame; and

a first electrical component held by the bracket and arranged on a vehicle body side portion,

the stent is provided with:

a main body portion that supports the first electrical component;

a fixing part coupled to the frame; and

a connecting portion connecting the main body portion and the fixing portion,

the frame is provided with a combined part for combining the fixed part,

the width of the coupling portion is narrower than the width of the body portion in the extending direction of the coupled portion.

2. The straddle-type vehicle according to claim 1, wherein,

the connecting portion is formed in a plate shape and is thinner than the main body portion.

3. The straddle-type vehicle according to claim 1 or 2, wherein,

the first electrical mounting component has a connector,

the bracket has a hood covering the connector.

4. The straddle-type vehicle according to claim 1 or 2, wherein,

the first electrical component is a first control unit that controls the power generated by the generator.

5. The straddle-type vehicle according to claim 1 or 2, wherein,

the saddle-ride type vehicle further includes a rear fender supported by the frame,

the rear fender integrally has a protruding portion protruding outward from the vehicle body frame on a side where the first electrical attachment member is disposed in the vehicle width direction.

6. The straddle-type vehicle according to claim 5, wherein,

the straddle-type vehicle further includes a second electrical mounting member disposed in a vehicle front-rear direction with the first electrical mounting member and housed in the protruding portion.

7. The straddle-type vehicle according to claim 6, wherein,

the second electrical component is a second control unit that controls the engine.

8. The straddle-type vehicle according to claim 6, wherein,

the straddle-type vehicle includes a wire harness connecting the first electrical mounting member and the second electrical mounting member,

the second electrical component is disposed behind the first electrical component,

the wire harness extends forward from the second electrical mounting member toward the first electrical mounting member, is fixed to the front of the first electrical mounting member, and is connected to the first electrical mounting member.

9. The straddle-type vehicle according to claim 6,

the straddle-type vehicle includes a wire harness connecting the first electrical mounting member and the second electrical mounting member,

the second electrical component is disposed behind the first electrical component,

the wire harness extends rearward from the first electrical component toward the second electrical component, is fixed behind the second electrical component, and is connected to the second electrical component.

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