JP7064622B2 - Saddle-type vehicle - Google Patents

Description

The present invention relates to a saddle-type vehicle, and more particularly to a saddle-type vehicle equipped with a rechargeable and dischargeable secondary battery.

Saddle-type vehicles that use a motor as a travel drive source, particularly motorcycles, have come to be widely known as so-called electric motorcycles. A secondary battery is mounted on the electric motorcycle in addition to the motor, and electric power is supplied to the motor from the secondary battery. When the discharge capacity of the secondary battery decreases, the charger is electrically connected to the secondary battery to charge the battery. The electric motorcycle is provided with a receptacle to which the connector of the charger is electrically connected so that the battery can be charged without removing the secondary battery from the vehicle body at this time.

For example, International Publication No. 2013/094558 describes that a scooter-type electric motorcycle is provided with a receptacle on a leg shield. According to International Publication No. 2013/094558, in this case, the connection position between the receptacle and the connector is high, so that the driver of another vehicle does not overlook the cord of the charger during charging. It is said that. When the receptacle is provided on the leg shield, it is expected that the charging work will be facilitated because the user can connect the receptacle and the connector in a comfortable posture.

Especially in a scooter type electric motorcycle, it is desirable to provide a loading hook on the leg shield. This is because the convenience for the user is improved.

A main object of the present invention is to provide a saddle-type vehicle capable of protecting a receptacle while improving convenience.

According to one embodiment of the present invention, a saddle provided with a rechargeable secondary battery and a receptacle to which a charger for charging the secondary battery is electrically connected is provided on the rear surface of the leg shield. It ’s a riding vehicle,
The receptacle has a main body portion having a connector and a lid portion connected to an upper portion of the main body portion via an opening / closing hinge, and the lid portion can rotate about the opening / closing hinge as a rotation center. When it is rotated downward, it is in a closed state which covers the connector, while when it is rotated upward, it is in an open state where the connector is exposed.
Further provided is a saddle-type vehicle in which a loading hook is arranged above the receptacle of the leg shield.

A motorcycle is a typical example of a saddle-mounted vehicle, but the present invention is not particularly limited to this, and may be a motorcycle having two front wheels or two rear wheels. However, it may be a buggy four-wheeled vehicle.

In the present invention, as described above, both the receptacle and the loading hook are provided on the leg shield, which is convenient for the user. Also, since the loading hook is located above the receptacle, the luggage covers the receptacle when the luggage is suspended on the loading hook. As a result, the lid of the receptacle is pressed toward the closing side by the load. Therefore, it is difficult to rotate the lid portion upward, in other words, to open the lid portion. Therefore, it is prevented from charging the secondary battery with the load hooked on the load hook.

That is, in order to rotate the lid of the receptacle to connect the connector of the charger to the connector of the receptacle, it is necessary to remove the load from the loading hook. Therefore, for example, it is possible to effectively prevent the connector of the receptacle from being wetted (water-covered by the receptacle) with a liquid such as drinking water leaked from the drinking water container in the luggage or rainwater stored in the luggage. can. In other words, the receptacle is protected.

The above objectives, features and advantages will be readily appreciated from the description of the following embodiments described with reference to the accompanying drawings.

FIG. 1 is an overall schematic side view of a motorcycle as a saddle-type vehicle according to an embodiment of the present invention. FIG. 2 is an overall schematic perspective view of a vehicle body frame constituting the motorcycle of FIG. 1. FIG. 3 is a schematic perspective view of a main part of the vehicle body frame of FIG. FIG. 4 is a schematic perspective view of a main part of the motorcycle of FIG. FIG. 5 is a schematic rear view of a main part of the motorcycle of FIG. FIG. 6 is an overall schematic perspective view of the 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 the positional relationship between the suspension connecting portion of the swing arm and the box under the seat. FIG. 9 is a schematic perspective view of the box under the seat and its vicinity. FIG. 10 is an overall schematic perspective view of the receptacle. FIG. 11 is an enlarged view of a main part of FIG. FIG. 12 is a schematic front view of a main part of a motorcycle without a front cover.

Hereinafter, a suitable embodiment of the saddle-mounted vehicle according to the present invention will be illustrated by exemplifying a motorcycle, and will be described in detail with reference to the accompanying drawings. In the following, the front, rear, left and right correspond to the front, rear, left and right of the driver (occupant) seated in the passenger seat, and the "vehicle width direction" corresponds to the "left and right direction". In addition to the driver, the "user" includes a sales business operator, a maintenance worker, and the like.

FIG. 1 is an overall schematic side view of the motorcycle 10 according to the present embodiment. The motorcycle 10 has a front wheel 12 and a rear wheel 14 for traveling, and a motor (not shown) housed in the wheel 15 of the rear wheel 14. The motor is a travel driving force generating source that rotates the rear wheels 14, and the motorcycle 10 travels as the rear wheels 14 rotate. That is, the motorcycle 10 is an electric two-wheeled vehicle including a so-called in-wheel motor.

The motorcycle 10 includes a vehicle body frame 16 shown in FIG. The vehicle body frame 16 has a head pipe 18, a main pipe 20 extending diagonally downward from the rear of the head pipe 18, and a left extending diagonally upward from the main pipe 20 and extending rearward. It has a seat rail 22L and a right seat rail 22R, and a left subframe 24L and a right subframe 24R arranged below the left seat rail 22L and the right seat rail 22R.

Between the left seat rail 22L and the right seat rail 22R, a front cross member 26, a middle cross member 28, and a rear cross member 30 that form a vehicle body frame 16 and form a substantially U-shape are provided. The left subframe 24L and the right subframe 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 erected between the left seat rail 22L and the left subframe 24L, and between the right seat rail 22R and the right subframe 24R, respectively. The lower end of the main pipe 20 is connected to the front cross member 26.

A stand mounting stay 34 is mounted on the left side of the middle cross member 28. A side stand 35 (see FIG. 1) is rotatably held by the stand mounting stay 34.

From the left seat rail 22L to the right seat rail 22R, the bar-shaped stay 38 straddles the position where a part of the left seat rail 22L overlaps the stand mounting stay 34 in a plan view. Further, a left box support bracket 42L and a right box support bracket 42R are provided on the upper surface of each of the left seat rail 22L and the right seat rail 22R behind the bar-shaped stay 38 (see FIG. 2).

The rear cross member 30 is arranged in front of the bent portion of the left seat rail 22L and the right seat rail 22R that bends inward in the vehicle width direction. Further, as shown in FIG. 3, a gently curved curved frame 46 is bridged from the middle cross member 28 to the rear cross member 30. The curved frame 46 is provided with a suspension support stay 50, and the lower end of the rear suspension 52 (see FIG. 7) is connected to the suspension support stay 50.

A left arm mounting stay 54L and a right arm mounting stay 54R are provided in the vicinity of the bent portion of the left seat rail 22L and the right seat rail 22R so as to hang downward (see FIG. 2). Further, the left PCU support brackets 60L and 62L and the right PCU support brackets 60R and 62R are attached on the way from the bent portion to the rear end, respectively, and the support plate straddling the left seat rail 22L and the right seat rail 22R at the rear end. 64 is provided.

A key system 199, which will be described later, is supported via a key bracket 66, and a stem shaft 68 of a steering stem (not shown) is passed through the head pipe 18 in the vehicle body frame 16 configured as described above (both). See FIG. 12). A set of two front forks 70 (see FIG. 1) is held on the steering stem. The front wheel 12 is rotatably sandwiched between the left and right front forks 70 and 70. Further, the upper portion of the front wheel 12 is covered with the front fender 72. A steering 74 (see FIG. 5) is passed through the upper end of the stem shaft 68 protruding from the head pipe 18. The upper end of the stem shaft 68 and the steering 74 are covered with the handle cover 76.

Front winkers 78 are provided on the left and right sides of the front surface of the steering wheel cover 76. Further, as shown in FIG. 5, a winker switch 80, a starter switch 82, and the like are provided on the rear surface of the handle cover 76. On the other hand, the steering wheel grip 84 is covered on the left end of the steering 74, and the accelerator grip 86 is rotatably provided on the right end. A rear brake lever 88 and a front brake lever 89 are rotatably arranged in the vicinity of the handle grip 84 and the accelerator grip 86.

As shown in FIGS. 1 and 4, the space defined by the left subframe 24L, the left seat rail 22L, the right subframe 24R and the right seat rail 22R is a battery that is a part of the floor support 170 (described later). The box 90 is arranged. The battery box 90 is blocked by the left stopper 32L and the right stopper 32R, whereby the battery box 90 is prevented from being exposed from the inside of the space to the outside in the vehicle width direction.

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

A swing arm 100 is attached to the vicinity of the bent portion of the left seat rail 22L and the right seat rail 22R via a pivot shaft 94 (see FIG. 7). Explaining the swing arm 100, as shown in FIG. 6, the swing arm 100 has a left arm portion 102L and a right arm portion 102R that are gathered at the upper end of the front and branched so as to be separated from each other toward the rear. 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.

Further, from the front lower end of the left arm portion 102L to the front lower end of the right arm portion 102R, a cylindrical pivot connecting portion 106 to which the pivot shaft 94 is connected is bridged. The pivot connecting portion 106 inserted between the left arm mounting stay 54L and the right arm mounting stay 54R is connected to the left arm mounting stay 54L and the right arm mounting stay 54R via the pivot shaft 94 (FIG. 1). By this connection, the swing arm 100 is attached to the left seat rail 22L, the right seat rail 22R, and eventually the vehicle body 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 and upper ends 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 represents the center of rotation of the swing arm 100, and O2 and O3 represent the center of rotation of the rear suspension 52.

The distance from the pivot connecting portion 106 to the suspension connecting portion 104, in other words, the height H1 of the front end of the swing arm 100 is set larger 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 when viewed from the side. With such a structure, it is possible to obtain sufficient rigidity for the left arm portion 102L and the right arm portion 102R while reducing the size of the swing arm 100. Moreover, since the size can be reduced, the weight of the swing arm 100 can be reduced. Further, the swing arm 100, which has a substantially triangular shape when viewed from the side, is excellent in aesthetics.

A first through hole 108a and a second through hole 108b are formed in the left arm portion 102L along the thickness direction, and a third through hole 108c and a fourth through hole 108d are similarly formed in the right arm portion 102R. By forming the first through holes 108a to the fourth through holes 108d, the weight of the swing arm 100 can be further reduced. When the motorcycle 10 is viewed from the side, the first through holes 108a to the fourth through holes 108d overlap the left seat rail 22L and the right seat rail 22R (that is, the vehicle body frame 16) as can be understood from FIG.

In this case, the pivot connecting portion 106 is located below and behind the suspension connecting portion 104. In other words, the suspension connecting portion 104 projects forward from the pivot connecting portion 106. Even with this structure, the swing arm 100 exhibits sufficient rigidity. Further, the suspension connecting portion 104 is set to be narrower than the pivot connecting portion 106.

A bar-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 behind and above the second through hole 108b and the fourth through hole 108d. Further, at the rear ends of the left arm portion 102L and the right arm portion 102R, a left support recess 112L and a right support recess 112R for supporting the rear wheel 14 are formed, respectively. A rear support portion 116 that supports the rear fender 114 (see FIG. 1) projects together with the front support portion 110 above the right arm portion 102R in the vicinity of the right support recess 112R. Of course, the rear fender 114 covers the upper part 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 parts 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. Moreover, the aesthetic appearance when visually recognized by the user or the like is improved.

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

As shown in FIG. 1, a power control unit (hereinafter, also referred to as “PCU”) 140, which is a control device, is arranged above the swing arm 100. The PCU 140 is positioned and fixed by being connected to the left PCU support brackets 60L and 62L, the right PCU support brackets 60R and 62R, and the support plate 64.

The rear lower end of the under-seat box 142, which is a hollow housing, is connected to the left box support bracket 42L and the right box support bracket 42R. A U-shaped hook (not shown) opened below is provided at the lower left front end and the lower right front end of the seat lower box 142, respectively. 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 brake lamp, a rear winker, or the like is arranged on the lower surface of the protruding portion 144 provided at the upper rear end of the under-seat box 142.

The pivot connecting portion 106 of the swing arm 100 is located below each bent portion of the left seat rail 22L and the right seat rail 22R, and the lower end of the lower seat box 142 is provided on the upper surface side of the left seat rail 22L and the right seat rail 22R. Since it is connected to the left box support bracket 42L and the right box support bracket 42R, the pivot connecting portion 106 is located below the lower end of the under-seat box 142. Therefore, since the pivot connecting portion 106 does not interfere with the under-seat box 142, the capacity of the under-seat box 142 can be increased. That is, it is possible to store a large amount of luggage in the box under the seat 142.

The suspension connecting portion 104 is located above the lower end of the under-seat box 142. By arranging the suspension connecting portion 104 in this way, the motorcycle 10 can fully utilize the rigidity of the swing arm 100.

As described above, the suspension connecting portion 104 is narrower than the pivot connecting portion 106, and the swing arm 100 is set to have a substantially quadrangular pyramid shape as a whole (see FIG. 6). As shown in FIG. 8, the under-seat box 142 is formed with a relief portion 149 for avoiding interference with the suspension connecting portion 104, but the swing arm 100 has a substantially quadrangular pyramid shape and the suspension connecting portion 104 has a shape. Since the width is narrow, the clearance of the relief portion 149 can be set small. Therefore, the decrease in capacity of the under-seat box 142 due to the formation of the relief portion 149 can be minimized.

The upper part of the under-seat box 142 is open and is blocked by at least the passenger seat 150 in which the driver is seated. The front end of the passenger seat 150 is rotatably connected to the front end of the under-seat box 142 via a seat hinge (not shown).

FIG. 9 is an enlarged view of a main part when the box under the seat 142 is in the open state. In FIG. 9, the passenger seat 150 is not shown.

Although not particularly shown, a lock hook is provided behind the lower surface of the occupant seat 150. On the other hand, a seat lock mechanism 152 for hooking the lock hook is provided inside the protrusion 144 constituting the seat bottom box 142. By operating (rotating) the key switch 200 (see FIG. 5) of the key system 199, which will be described later, the seat lock mechanism 152 is released and the occupant seat 150 is released from the restraint of the seat lock mechanism 152. .. In this state, the driver and other users grip the rear of the occupant's seat 150 and pull it forward, so that the occupant's seat 150 rotates around the front-end seat hinge as the center of rotation. As a result, as shown by a virtual line in FIG. 1, the rear end of the passenger seat 150 moves upward and stops in an upright posture. As a result, the box under the seat 142 is opened.

On the upper surface of the protrusion 144, a release switch 154 for enabling the step floor 168 (see FIGS. 1 and 4), which will be described later, is provided so as to be offset to the right. The button 156 of the release switch 154 tilts downward from the right to the left, in other words, from the outside to the inside in the width direction of the motorcycle 10. The step floor 168 can be rotated by the user pushing down the right end of the button 156, which is located above the left end.

As shown in FIG. 1, the vehicle body frame 16 is covered by a front cover 162 provided with headlights 160, a leg shield 164, a left side cover 166L, a right side cover 166R, and a step floor 168. A floor support 170 is arranged behind the leg shield 164. As shown in FIG. 4, an opening 172 is formed in the battery box 90 which is the front end of the floor support 170, and the step floor 168 is arranged in the opening 172.

The step floor 168 is for the driver, who is a occupant, to put his foot on the floor. Although not particularly shown, the front end of the step floor 168 is rotatably connected to the front end of the floor support 170 via a floor hinge (not shown). Further, while a lock hook is provided behind the lower surface of the step floor 168, a floor lock mechanism (not shown) for hooking the lock hook is arranged near the rear end of the opening 172. As the user operates the release switch 154 shown in FIG. 9 (pushing down the right end of the button 156), the floor lock mechanism is released and the step floor 168 is released from the restraint of the floor lock mechanism.

In this state, the user grips the rear of the step floor 168 and pulls it forward, so that the step floor 168 rotates around the floor hinge at the front end. As a result, as shown by virtual lines in FIGS. 1 and 4, the rear end of the step floor 168 moves upward and stops in an upright posture. As a result, the opening 172 of the battery box 90 is opened, and the user can insert his / her hand through the opening 172 and touch the mobile battery 92.

The leg shield 164 and the front cover 162 are both composed of a single member, and are connected to a downward inclined portion 174a, an undershield portion 176a, and a downward inclined portion 174a extending so as to incline forward from the step floor 168. It has an upper inclined portion 174b and an upper shield portion 176b extending so as to incline toward the rear. Therefore, a bent portion 178 having a predetermined angle is formed between the lower inclined portion 174a and the upper inclined portion 174b, and between the undershield portion 176a and the upper shield portion 176b. The front fender 72 is exposed from the vicinity of the bent portion 178. Further, the steering wheel 74 and the steering wheel cover 76 are arranged above the upper shield portion 176b.

As shown in FIG. 5, on the left side of the rear surface of the upper shield portion 176b constituting the leg shield 164, a wide recess 180 recessed in a substantially quadrangular prism shape toward the front cover 162 side is formed. About the lower half of the wide recess 180 is surrounded by a covering wall 182, whereby a pocket-shaped inner box 184 is defined. As shown in FIG. 12, the lower wall 185a, the side wall 185b, the upper wall 185c, the bottom wall 185d and the covering wall 182 of the wide recess 180 are integrally configured with the upper shield portion 176b, and are formed at one part of the leg shield 164. be. That is, the lower wall 185a, the side wall 185b, the upper wall 185c, the bottom wall 185d and the covering wall 182 of the wide recess 180 are not members made separately from the leg shield 164 attached to the upper shield portion 176b. Needless to say, the lower wall 185a, the side wall 185b, and the upper wall 185c are connected to the bottom wall 185d.

A USB terminal 186 is arranged above the wide recess 180. For example, a smartphone that requires charging can be connected to the USB terminal 186. This smartphone may be stored in the inner box 184. Of course, other items may be stored in the inner box 184.

On the right side of the rear surface of the upper shield portion 176b, a key recess 190 recessed on the front side is formed. A key switch 200 constituting the key system 199 is arranged on the bottom surface of the key recess 190. A user carrying a smart key with a built-in transmitter grips the grip portion 202 of the key switch 200 and rotates it to the right ON position, so that the motor can be started in the ON state.

Further, when the grip portion 202 is rotated to the left OFF position, the operation of the motor is stopped in the OFF state, the steering 74 is slightly tilted to the left, and the grip portion 202 is rotated to the LOCK position further to the left. Then, the steering 74 is locked so as not to rotate. Further, when the grip portion 202 is rotated from the OFF position to the OPEN position further to the left while pushing the key switch 200, the occupant seat 150 is released from the restraint of the seat lock mechanism 152 as described above, that is, the occupant. The seat 150 can rotate about the hinge for the seat at the front end, and the box under the seat 142 is opened.

A first track-shaped recess 212 that sinks toward the front side is formed between the wide recess 180 and the key recess 190 (hereinafter referred to as "pillar portion 210"), and further, the first track-shaped recess 212 is formed. A second track-shaped recess 214 having a large depth is formed below the recess 212. The second track-shaped recess 214 extends from the lower end of the first track-shaped recess 212 to a extent slightly beyond the substantially intermediate portion in the longitudinal direction.

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

As shown in FIG. 10, the receptacle 230 has a main body portion 234 provided with a connector 232 and a lid portion 236 having a substantially inverted concave cross section having a cross section orthogonal to the longitudinal direction. The main body portion 234 thereof has a track shape in a plan view, and a semicircular annular wall portion 238 stands up at the upper end portion, which is one end portion in the longitudinal direction, so as to project rearward. An opening / closing hinge 239 is provided on the semicircular annular wall portion 238, and the upper end of the cylindrical shape of the lid portion 236 is connected to the main body portion 234 via the opening / closing hinge 239.

Therefore, the lid portion 236 can rotate around the opening / closing hinge 239 from the position indicated by the solid line to the position indicated by the virtual line, or in the opposite direction. The position shown by the solid line is the closed position that shields the connector 232, and the position shown by the virtual line is the open position that exposes the connector 232. As can be seen from FIG. 5, the closed position is on the front side of the motorcycle 10 and the open position is on the rear side. That is, when the lid portion 236 is changed from the closed position to the open position, the lower portion of the lid portion 236 is rotated from the front to the rear. The center of rotation at this time is the upper end of the cylindrical shape of the lid portion 236.

The lid portion 236 is provided with an urging means such as a return spring (not shown) that urges the lid portion 236 in the closing direction. The lid portion 236 is locked at the open position where the connector 232 is exposed to maintain the open position, while when a load is applied to the lid portion 236 at the open position, the lid portion 236 returns to the closed position due to the elastic urgency of the return spring. ..

The connector 232 has a plurality of energizing terminals (not shown) embedded in the protective wall 220. The main body 234 is provided with a protective wall 220 and a peripheral wall 224 surrounding the energizing terminal. The protective wall 220 and the peripheral wall 224 project toward the rear of the motorcycle 10, and the protruding height of the peripheral wall 224 is set to be larger than that of the protective wall 220.

Each bottom wall of the first track-shaped recess 212 and the second track-shaped recess 214 is inclined following the inclination of the upper shield portion 176b (see FIG. 5). Therefore, the receptacle 230 positioned and fixed to the bottom wall of the second track-shaped recess 214 is in a posture along the inclination of the upper shield portion 176b.

As shown in FIG. 10, the thickness of the lid portion 236 is substantially the same as the protruding thickness of the semicircular annular wall portion 238. The thickness T1 from the bottom surface of the main body portion 234 (the surface facing the front of the motorcycle 10) to the highest elevation surface of the semicircular annular wall portion 238 (the surface facing the rear of the motorcycle 10) is the first truck-shaped recess 212. The depth is set to be equal to or slightly smaller than the depth from the open end of the second track-shaped recess 214 to the bottom surface of the second track-shaped recess 214. Therefore, in the receptacle 230 attached to the bottom wall of the second truck-shaped recess 214, when the lid 236 is in the closed position, the lid 236 is on the rear side of the motorcycle 10 with respect to the opening of the first truck-shaped recess 212. It is avoided to be exposed to (see FIGS. 5 and 11).

Although not particularly shown, an insertion hole is formed in the bottom surface of the second track-shaped recess 214, and an energization cable 240 electrically connected to the connector 232 of the receptacle 230 is passed through the insertion hole. The energizing cable 240 is passed through an internal space 242 (see FIG. 12) defined between the leg shield 164 and the front cover 162, and further passed between the mobile battery 92 and the left stopper 32L (FIG. 4). See) Extends to PCU140. A high voltage current flows through the energizing cable 240.

On the other hand, a control cable 250 (see FIG. 4) through which a high voltage current flows is connected to the mobile battery 92. The control cable 250 is connected to the energization cable 240 below the left front end of the under-seat box 142, and eventually the mobile battery 92 is electrically connected to the PCU 140 via the control cable 250 and the energization cable 240. Ru.

As described above, in the present embodiment, the receptacle 230 is arranged on the rear surface of the leg shield 164, and the mobile battery 92 is arranged below the step floor 168 (in other words, under the floor in front of the motorcycle 10). There is. Therefore, the separation distance between the receptacle 230 and the mobile battery 92 becomes small. Therefore, since the control cable 250 and the energizing cable 240 are close to each other, the length of the control cable 250 through which the high voltage current flows can be reduced as much as possible by connecting both cables.

On the other hand, a high-voltage cable 254 (see FIG. 6) through which a high-voltage current flows extends from the motor to the PCU 140. The high-voltage cable 254 departing from the motor is, for example, hooked on the right hook 118 and pulled out from the third through hole 108c to the outside of the right arm portion 102R. One end of the high-voltage cable 254 near the PCU 140 is fixed to the right of the cable fixing bracket 58 (see FIG. 2). As described above, according to the present embodiment, since the third through hole 108c is formed, it is possible to wire the high voltage cable 254 using the inner surface of the swing arm 100. Therefore, it is difficult for the user to visually recognize the high voltage cable 254. Therefore, the high-voltage cable 254 can be suitably protected while being excellent in aesthetics.

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

As described above, the motor is provided on the rear wheel 14 (so-called in-wheel motor). Further, the PCU 140 is arranged behind the vehicle body frame 16. Therefore, the separation distance between the motor and the PCU 140 is small. Therefore, the length of the high voltage cable 254 can be reduced. Since the high-voltage cable 254 is generally heavy in weight and expensive, it is possible to reduce the weight and cost by reducing the length.

A brake wire 256 for operating the rear drum brake is hooked on the left hook. The brake wire 256 is pulled out from the second through hole 108b to the outside of the left arm portion 102L and is passed between the mobile 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 be passed through the inner surface side of the swing arm 100, and it becomes difficult for the user to visually recognize the brake wire 256. This also contributes to the improvement of the aesthetic appearance and preferably protects the brake wire 256. Further, since the left seat rail 22L (vehicle body 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 loading hook 260 is disposed on the bottom wall of the first truck-shaped recess 212 above the second truck-shaped recess 214. Therefore, the loading hook 260 is located above the receptacle 230. The attachment strength to the loading hook 260 is set so that the load 262 (bag, bag, etc.) of a predetermined weight does not come off from the upper shield portion 176b even if it is hooked.

As is understood with reference to the vertical line M shown in FIG. 11, when the lid portion 236 is in the open position (in the open state), the loading hook 260 is located above the lid portion 236. In other words, when the motorcycle 10 is viewed in a plan view, the loading hook 260 overlaps above the lid portion 236 in the open state. Therefore, when the luggage 262 is hooked on the loading hook 260 when the lid portion 236 is in the open position, the luggage portion 262 interferes with the lid portion 236 to apply a load.

As described above, an internal 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 project 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 the side close to the back surface of the pillar portion 210. In this way, the inclined portion 270 is inclined downward as it becomes inward in the vehicle width direction.

A GPS unit 272, which is a vibration detector and also serves as a communication device, is positioned and fixed on the upper surface of the inclined portion 270. The GPS unit 272 incorporates an auxiliary power source such as a lithium ion battery inside the GPS unit 272. As will be described later, the GPS unit 272 operates with the electric power supplied from the mobile battery 92 when the grip portion 202 of the key switch 200 is in the OFF position, but it can also operate under the action of the auxiliary power source. .. That is, the GPS unit 272 also functions as a so-called self-sustaining power supply type wireless sensor.

The GPS unit 272 detects the vibration when the motorcycle 10 vibrates particularly while parking. Further, in this case, the current position of the motorcycle 10 is notified to the smartphone owned by the user (typically, the owner of the motorcycle 10) by the communication from the GPS unit 272.

The positioning and fixing of the GPS unit 272 is performed, for example, by joining via double-sided tape. Alternatively, the GPS unit 272 may be positioned and fixed using a magic tape (registered trademark). As described above, in the present embodiment, the GPS unit 272 is directly joined to the upper surface of the upper wall 185c (inclined portion 270) of the inner box 184 without using a support member such as a stay. Therefore, the number of parts can be reduced, and the positioning and fixing of the GPS unit 272 can be performed simply 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 back surface of the pillar portion 210, the GPS unit 272 positioned and fixed on the upper surface of the inclined portion 270 is from the center line L indicating the center in the vehicle width direction of the inner box 184. Is also arranged at a position close to the head pipe 18 (center in the vehicle width direction of the motorcycle 10).

A communication cable 274 extending to the PCU 140 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 the clamp hook 280 (clamp 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 clamp hook 280. In this case, since one clamp hook 280 is shared by the communication cable 274 and the power supply cable 276, the number of parts is compared with the case where each of the communication cable 274 and the power supply cable 276 is hooked to a separate clamp hook. Can be reduced. Further, as will be described later, it is possible to prevent the GPS unit 272 from falling off from the upper surface of the inclined portion 270, the power supply cable 276 from being disconnected from the USB terminal 186, and the like.

In addition, in the internal space 242, in addition to the main pipe 20, the signal line 290 of the key system 199, the brake wire 256, the brake hose 292 for the front brake, etc., each electric wiring for energizing the headlight 160, the horn, etc. is provided. It is contained, but some of these are not shown.

The motorcycle 10 according to the present embodiment is basically configured as described above, and the effects thereof will be described next.

First, by making the swing arm 100 have the above-mentioned structure, it is possible to obtain the swing arm 100 as having a large rigidity while reducing the size and weight.

In order to drive the motorcycle 10, the driver carries a smart key that emits a radio signal having a predetermined frequency, holds the steering 74, and then pays the side stand 35 with his / her foot and rotates it. Further, after sitting on the occupant's 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. This starts the motor. At this time, the vibration detection function of the GPS unit 272 is automatically turned off, and the vibration is not detected. However, the position information acquisition function of the GPS unit 272 continues to be ON.

In this state, the driver rotates the accelerator grip 86 (see FIG. 5) backward, so that the motorcycle 10 starts traveling forward. To reduce the speed, the accelerator grip 86 may be rotated forward, and to change the direction, the steering 74 may be steered.

Here, the communication cable 274 and the power supply cable 276 connected to the GPS unit 272 and the USB terminal 186 are provided on the bottom wall 185d (back surface) of the wide recess 180 (inner box 184) as shown in FIG. It is hooked on the clamp hook 280. Therefore, it is possible to prevent the communication cable 274 and the power supply cable 276 from vibrating or swinging in the internal space 242 while the motorcycle 10 is traveling. Therefore, it is effectively suppressed that the GPS unit 272 falls off from the upper surface of the inclined portion 270 and the power supply cable 276 is disconnected from the USB terminal 186.

While the motorcycle 10 is running, the vibration detection function of the GPS unit 272 is in the OFF state as described above. Therefore, the power supplied from the mobile battery 92 is reduced, so that power saving can be achieved.

Upon arriving at the destination and parking the motorcycle 10, the driver grips the grip portion 202 (see FIG. 5) of the key switch 200, rotates the key switch 200, and turns the grip portion 202 into the OFF position. To reach. As a result, the motor is turned off. The driver may disembark while holding the steering wheel 74, rotate the side stand 35 (see FIG. 1) with his / her foot, and tilt the motorcycle 10 to the left to touch the side stand 35 to the ground. As a result, the motorcycle 10 is supported on the ground via the side stand 35.

If necessary, the driver grips the grip portion 202 of the key switch 200 and rotates the key switch 200 further to the left while pushing the key switch 200 to bring the grip portion 202 to the OPEN position. Along with this, the seat lock mechanism 152 is released. That is, the locking hook provided behind the lower surface of the occupant seat 150 is released from the restraint of the seat locking mechanism 152. Then, when the driver grasps the rear part of the occupant seat 150 and pulls it forward, the occupant seat 150 rotates around the front end seat hinge as the rotation center. As shown by a virtual line in FIG. 1, the occupant seat 150 stops in an upright posture in which the rear end moves upward.

As a result, the box under the seat 142 is opened. In a general electric motorcycle, the battery is housed in the under-seat box 142, but in the present embodiment, the mobile battery 92 is housed in the battery box 90 below the step floor 168 (see FIG. 4). Therefore, a sufficient space can be obtained inside the box under the seat 142. Helmets and the like can be stored in this space. By arranging the mobile battery 92 below the step floor 168 in this way, the inside of the under-seat box 142 can be utilized as an effective luggage storage space.

The key switch 200 rotated until the grip portion 202 reaches the OPEN position spontaneously returns to the OFF position under the action of an elastic member (not shown) by reducing the grip force by the driver. When the driver rotates the occupant seat 150 to cover the opening of the under-seat box 142 and then pushes the rear end of the occupant seat 150 downward, the lock hook is used for the seat. It is restrained by the lock mechanism 152.

If necessary, the steering 74 is set to a non-rotatable locked state. For this purpose, the driver steers the steering 74 to the left to turn the front wheel 12 to the left, and then rotates the grip portion 202 of the key switch 200 to the LOCK position further to the left of the OFF position. Just let me do it.

When the grip portion 202 of the key switch 200 is in the OFF position, the vibration detection function of the GPS unit 272 is automatically turned ON. After that, after the driver leaves the motorcycle 10 and the radio signal from the smart key does not reach the motorcycle 10, or after a predetermined time has elapsed, the detection of the presence or absence of vibration is started. Even at this time, the position information acquisition function of the GPS unit 272 is continuously ON.

After the driver leaves the motorcycle 10, the side stand 35 is rotated and the key is used so that a person (non-user) other than the user who does not have a smart key that emits a radio signal of a predetermined frequency can carry or drive the motorcycle 10. It is assumed that the switch 200 is forcibly rotated or the like. At this time, the motorcycle 10 vibrates. This vibration is detected by the GPS unit 272.

Here, as shown in FIG. 12, the GPS unit 272 is attached to the back surface side of the bottom wall 185d of the inner box 184 (wide recess 180), which is another part of the leg shield 164 provided with the key switch 200. .. When the key switch 200 is operated and the vibration generated at that time is transmitted to the leg shield 164, the vibration is easily transmitted to the GPS unit 272 attached to the leg shield 164. In this way, by providing both the key switch 200 and the GPS unit 272 on the leg shield 164 which is the same member, it is possible to accurately detect the vibration when the key switch 200 is illegally operated. Will be.

Moreover, the GPS unit 272 is directly bonded to the back surface side of the bottom wall 185d of the inner box 184 (wide recess 180) with 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. Combined with this, vibration can be detected more accurately.

When a non-user attempts to rotate the steering 74 from the non-rotatable locked state, the head pipe 18 vibrates. Since the GPS unit 272 is arranged at a position close to the head pipe 18 on the bottom wall 185d of the inner box 184, the vibration at this time is also detected accurately.

The GPS unit 272 that detects the vibration communicates the current position of the motorcycle 10 with the user's smartphone. Upon receiving this notification, the user can recognize that the non-user is touching the motorcycle 10. Further, even if the motorcycle 10 is moved from the parking position, the current position of the motorcycle 10 can be grasped based on the display of the smartphone. The horn may be automatically sounded when the GPS unit 272 detects vibration.

It is envisioned that the GPS unit 272 will be attempted to be removed in order to prevent non-users from detecting vibration. However, in this motorcycle 10, the GPS unit 272 is arranged 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 work is complicated and takes a long time. Further, it is assumed that the leg shield 164 vibrates at the time of removal. Since the GPS unit 272 detects this vibration and notifies the user, the user can recognize the abnormality of the motorcycle 10.

Even if a non-user operates the side of the front cover 162 or the leg shield 164 to reach the internal space 242, the GPS unit 272 is located close to the head pipe 18 as described above, that is, the vehicle width. It is arranged near the middle of the direction. Therefore, in order to remove the GPS unit 272, it is necessary to insert a hand deep into the internal space 242. It is difficult to make this insertion.

Moreover, the GPS unit 272 is positioned and fixed to the inclined portion 270 that inclines downward toward the center in the vehicle width direction. Therefore, it is difficult to touch the GPS unit 272 when the hand is inserted from the left side of the motorcycle 10. When the hand is inserted from the right side, the head pipe 18 is located in front of the GPS unit 272, so that it is difficult to touch the GPS unit 272 at this time as well.

As described above, when the non-user vibrates the motorcycle 10 (touches the motorcycle 10), the user can recognize it via the GPS unit 272 and the smartphone. Further, removing the GPS unit 272 is complicated and difficult. Therefore, it is effective in preventing theft.

As shown in FIG. 5, it is possible to hook a load 262 (for example, a bag, a bag, etc.) having a load capacity lower than the load capacity on the loading hook 260. Since the loading hook 260 is located above the receptacle 230, the luggage 262 hooked on the loading hook 260 shields the receptacle 230. You may run in this state.

While traveling, there is a concern that water such as rainwater may be transmitted through the luggage 262. However, in this case, the connector 232 of the receptacle 230 is covered with the lid portion 236. Therefore, it is difficult for rainwater or the like to enter the inside of the receptacle 230. Even if rainwater or the like enters the inside of the receptacle 230, the connector 232 is surrounded by the peripheral wall 224. It is also difficult for rainwater to get over this peripheral wall 224. Therefore, the leaked liquid prevents the connector 232 from getting wet. As described above, by providing the lid portion 236 and the peripheral wall 224, it is possible to protect the energization terminal (electrical contact) of the receptacle 230.

It is also assumed that the luggage 262 is not hooked on the loading hook 260 and the vehicle travels during rain. However, the receptacle 230 is arranged on the inclined upper shield portion 176b in a posture along the inclination of the upper shield portion 176b. Moreover, the receptacle 230 is embedded in the second track-shaped recess 214 formed in the pillar portion 210 of the leg shield 164. Therefore, it is suppressed that rainwater wets the receptacle 230. Even if rainwater adheres to the receptacle 230 (cover portion 236), the rainwater flows down under the action of gravity because the receptacle 230 is tilted as described above. Therefore, the receptacle 230 is difficult to get wet.

Moreover, even in this case, the lid portion 236 shields the connector 232 and the connector 232 is surrounded by the peripheral wall 224. Therefore, for the same reason as described above, it is possible to prevent the connector 232 from getting wet with rainwater. After all, even when the load 262 is not hooked on the load hook 260, it is possible to protect the energization terminal which is the electrical contact of the receptacle 230.

Here, the receptacle 230 as a whole is contained in the second track-shaped recess 214 when the lid portion 236 is in the closed state. Therefore, even when the load 262 is not hooked on the load hook 260, the lid portion 236 does not protrude from the second truck-shaped recess 214 toward the driver side and do not get in the way. Therefore, the convenience is good.

The discharge capacity of the mobile battery 92 decreases as the mileage of the motorcycle 10 increases. When the discharge capacity falls below a predetermined threshold value, charging may be performed at the charging station.

In a state where the luggage 262 is hooked on the loading hook 260, the luggage 262 shields the lid portion 236 of the receptacle 230. In this state, the driver is prevented from rotating the lid portion 236 in the open state, that is, moving the lower end of the lid portion 236 upward. This is because it is difficult to rotate the lid portion 236 against the weight of the luggage 262. Therefore, even when the liquid is leaked or stored in the luggage 262, the lid portion 236 is opened and the connector 232 is opened while the luggage 262 is still hooked on the loading hook 260. It is avoided that the exposed connector 232 is exposed and the exposed connector 232 is wet with a liquid.

Therefore, the driver removes the luggage 262 from the loading hook 260, and then rotates the lid portion 236 of the receptacle 230. As described above, the center of rotation of the lid portion 236 is an opening / closing hinge 239 provided at the upper end of the lid portion 236, and the lower end of the lid portion 236 moves upward. The lid portion 236 rotates and stops, for example, to a position extending along the front-rear direction. The lid portion 236 is positioned at the stop position (open position) by the lock.

This rotation exposes the connector 232. Charging is started when the charging operator (mainly the driver) connects the connector of the charging device to the connector 232. 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 disconnected from the connector 232.

Here, the loading hook 260 is located above the lid portion 236 in the open position as described above. Therefore, if the luggage 262 is hooked on the loading hook 260 when the lid portion 236 is in the open position, the luggage portion 262 interferes with the lid portion 236. When a load is applied from the luggage 262 to the lid portion 236, the lid portion 236 is released from the positioning stopped state and rotates toward the closed position. This is because the lid portion 236 is provided with a return spring or the like that urges the lid portion 236 in the closing direction. Since the lid portion 236 is closed in this way, it is possible to avoid charging with the load 262 hooked on the load hook 260.

It is also possible to take out the mobile battery 92 from the battery box 90 and charge it by itself. For this purpose, first, the grip portion 202 of the key switch 200 is rotated to the OPEN position to release the occupant seat 150 from the seat lock mechanism 152, and then the occupant seat 150 is rotated. This rotation exposes the release switch 154. By pushing down the right end of the button 156 constituting the release switch 154, which is located above the left end, the lock hook of the step floor 168 is released from the restraint of the floor lock mechanism.

Then, when the driver grasps the rear of the step floor 168 and pulls it forward, the step floor 168 rotates around the front end floor hinge as the center of rotation. As shown by the virtual line in FIG. 1, the step floor 168 stops in an upright posture in which the rear end moves upward. Further, by removing the connector portion of the control cable 250 from the connector portion of the mobile battery 92, the mobile battery 92 can be taken out from the battery box 90.

In this way, in order to take out the mobile battery 92 from the battery box 90, the work of rotating the occupant seat 150 to expose the release switch 154 is performed. If a non-user attempts to remove the mobile battery 92, insert a tool or the like inward from the lateral outside (for example, the right side near the release switch 154) between the under-seat box 142 and the passenger seat 150. , The button 156 must be pressed with the tool. However, in order to release the floor lock mechanism, it is necessary to push the right end of the button 156 of the release switch 154 downward. It is difficult to make such a push with a tool that moves from right to left with respect to the right end of the button 156, which is tilted so that the altitude decreases from the right end to the left end, at the maximum altitude. ..

When the tool is inserted from the left side and the tool is moved to the right side, the tool is blocked by the lock hook before reaching the 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 pushed in.

For the above reasons, it is difficult for non-users to release the floor lock mechanism. Therefore, the theft of the mobile battery 92 is effectively suppressed.

After the mobile battery 92 is removed from the motorcycle 10, the GPS unit 272 is supplied with electric power from an auxiliary power source (lithium ion battery or the like) built in the GPS unit 272. Therefore, the GPS unit 272 operates effectively even when the mobile battery 92 is removed. Therefore, even when a non-user tries to move the motorcycle 10 from which the mobile battery 92 has been removed, the user's smartphone is notified in the same manner as described above.

The present invention is not particularly limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention.

For example, the occupant seat 150 may be configured for a two-seater including a tandem seat, and a tandem step or a handlebar may be provided on the under-seat box 142 or the like. In this case, a passenger sitting on the tandem seat can also be a user.

Further, even when the discharge capacity of the mobile battery 92 falls below a predetermined threshold value, power may be supplied from the auxiliary power source to the GPS unit 272.

Claims (7)

A rechargeable secondary battery (92) is mounted, and a receptacle (230) to which a charger for charging the secondary battery (92) is electrically connected is provided on the rear surface of the leg shield (164). It is a saddle-mounted vehicle (10),
The receptacle (230) has a main body portion (234) having a connector (232) and a lid portion (236) whose upper end portion is connected to the upper end portion of the main body portion (234) via an opening / closing hinge (239). The lid portion (236) is rotatable about the opening / closing hinge (239) as a rotation center, and is in a closed state that covers the connector (232) when rotated downward. On the other hand, when the connector (232) is exposed when it is rotated upward, the connector (232) is exposed.
Further, a loading hook (260) is arranged above the receptacle (230) of the leg shield (164).
The receptacle (230) is provided on the rear surface of the leg shield (164) and is recessed toward the front side of the leg shield (164) in a recess (214) along the inclination of the leg shield (164). Contained in a tilted position,
The lid portion (236) is located inside the recess (214) when it is in the closed state, and is exposed to the outside of the recess (214) when it is in the open state.
When the lid portion (236) is in the open state, the saddle is a position where the loading hook (260) overlaps the lid portion (236) in a plan view of the saddle-mounted vehicle (10). Riding vehicle (10). In the saddle-mounted vehicle (10) according to claim 1, the leg shield (164) has an undershield portion (176a) that is inclined with respect to the vertical direction and extends from the rear to the front, and a bent portion. The receptacle (230) and the loading hook (260) have an upper shield portion (176b) that is connected to the undershield portion (176a) via (178) and extends from the front to the rear. A saddle-mounted vehicle (10) arranged in the upper shield portion (176b). In the saddle-mounted vehicle (10) according to claim 2, the saddle-mounted vehicle (230) is attached to the upper shield portion (176b) in a posture along the inclination of the upper shield portion (176b). (10). The saddle-mounted vehicle (10) according to claim 2 or 3, wherein the recess (214) is formed in the upper shield portion (176b). The saddle-mounted vehicle (10) according to any one of claims 1 to 4 has a step floor (168) connected to the leg shield (164) and on which the feet of an occupant are placed. A saddle-mounted vehicle (10) in which the secondary battery (92) is arranged below 168). In the saddle-type vehicle (10) according to any one of claims 1 to 5, the saddle-type vehicle (10) is provided on the main body portion (234) of the receptacle (230) and faces the rear of the saddle-type vehicle (10). Each has a plurality of protective walls (220) and a single wall portion (224) protruding from each other.
Terminals are individually provided inside each of the protective walls (220).
A saddle-mounted vehicle (10) in a position where all the protective walls (220) are surrounded by the wall portion (224). The saddle-mounted vehicle (10) according to claim 7, wherein the protruding height of the wall portion (224) is larger than the protruding height of the protective wall (220).

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