WO2011121783A1 - Hybrid power unit and saddled vehicle - Google Patents

Hybrid power unit and saddled vehicle Download PDF

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Publication number
WO2011121783A1
WO2011121783A1 PCT/JP2010/055963 JP2010055963W WO2011121783A1 WO 2011121783 A1 WO2011121783 A1 WO 2011121783A1 JP 2010055963 W JP2010055963 W JP 2010055963W WO 2011121783 A1 WO2011121783 A1 WO 2011121783A1
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WO
WIPO (PCT)
Prior art keywords
side clutch
engine
transmission
motor
electric motor
Prior art date
Application number
PCT/JP2010/055963
Other languages
French (fr)
Japanese (ja)
Inventor
明史 野村
高司 堤崎
謙一 大森
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2012507999A priority Critical patent/JP5400952B2/en
Priority to CN201080065965.9A priority patent/CN102844211B/en
Priority to PCT/JP2010/055963 priority patent/WO2011121783A1/en
Priority to TW100109516A priority patent/TWI460098B/en
Publication of WO2011121783A1 publication Critical patent/WO2011121783A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M23/00—Transmissions characterised by use of other elements; Other transmissions
    • B62M23/02—Transmissions characterised by use of other elements; Other transmissions characterised by the use of two or more dissimilar sources of power, e.g. transmissions for hybrid motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention includes an engine having a crankshaft, a transmission that shifts a driving force transmitted from the crankshaft, an engine-side clutch that can switch between transmission and interruption of power from the crankshaft to the transmission,
  • the present invention relates to a hybrid power unit including an electric motor capable of transmitting a driving force to a transmission, and a saddle-ride type vehicle equipped with the hybrid power unit.
  • the present invention has been made in view of such circumstances, and enables transmission of the driving force of only the electric motor and, if necessary, disconnects the electric motor from the driving system to reduce rotational friction. It is an object of the present invention to provide a hybrid power unit capable of suppressing the thermal influence from the engine on the electric motor, and a saddle-ride type vehicle equipped with such a hybrid power unit.
  • the present invention switches an engine having a crankshaft, a transmission for shifting a driving force transmitted from the crankshaft, and power transmission and shutoff from the crankshaft to the transmission.
  • a hybrid power unit comprising a possible engine side clutch and an electric motor capable of transmitting a driving force to the transmission, including a motor side clutch capable of switching between transmission and interruption of power from the electric motor to the transmission,
  • the motor-side clutch is disposed adjacent to the engine-side clutch coaxially, and the electric motor is disposed at a radially outward position of the engine-side clutch.
  • the present invention has a second feature that the engine-side clutch and the motor-side clutch are provided on the input shaft of the transmission.
  • the present invention provides an engine-side primary gear mechanism provided between the crankshaft and the engine-side clutch, between the engine-side clutch and the motor-side clutch, the electric motor, and the A third feature is that a motor-side primary gear mechanism provided between the motor-side clutches is arranged.
  • At least two portions of the input shaft are rotatably supported by a crankcase, and a portion of the input shaft that extends from the crankcase is provided with the engine side clutch.
  • a fourth feature is that the motor side clutch is provided such that the engine side clutch is disposed closer to the crankcase than the motor side clutch.
  • the present invention relates to a saddle-ride type vehicle on which a hybrid power unit having any one of the first to fourth features is mounted, and a fuel tank disposed above the hybrid power unit;
  • a vehicle seat disposed behind the fuel tank is provided on the vehicle body frame, and a control unit and a battery are disposed behind the electric motor disposed above the crankcase and below the front portion of the vehicle seat. This is the fifth feature.
  • the present invention further relates to a saddle-ride type vehicle on which a hybrid power unit having any one of the first to fourth features is mounted, the fuel tank disposed above the hybrid power unit, and the fuel tank
  • a vehicle seat is provided on the vehicle body frame, a control unit is disposed in front of the electric motor disposed above a crankcase and below a rear portion of the fuel tank, the rear of the electric motor and the A sixth feature is that a battery is disposed below the front portion of the passenger seat.
  • main shaft 41 of the embodiment corresponds to the input shaft of the present invention.
  • the driving force of the electric motor can be transmitted to the input side of the transmission, a desired driving force can be output from the transmission even with a small electric motor.
  • the motor-side clutch can contact and separate the electric motor from the transmission, it can be driven only by the electric motor by disconnecting the engine-side clutch, and the electric motor can be operated by disconnecting the motor-side clutch. Rotational friction can be reduced by separating from the drive system.
  • An engine side clutch capable of switching between transmission and interruption of power from the crankshaft to the transmission and a motor side clutch capable of switching transmission and interruption of power from the electric motor to the transmission are arranged adjacent to each other on the same axis.
  • the hybrid power unit can be configured in a simple and small size.
  • the electric motor is located at the radially outward position of the engine side clutch, the electric motor is arranged at a position relatively far from the cylinder block, which is a heat source, and a hybrid power unit that has less heat influence on the electric motor is configured. can do.
  • the transmission, the engine-side clutch, and the motor-side clutch are provided on the input shaft of the transmission, the transmission, the engine-side clutch, and the motor-side clutch can be configured compactly.
  • the engine-side primary gear mechanism and the motor-side primary gear mechanism are disposed between the engine-side clutch and the motor-side clutch, the driving force transmission path from the engine and the electric motor can be made compact. Can be configured together.
  • the engine side clutch and the motor side clutch are connected to the engine side clutch on the extending portion extending from the crankcase among the input shafts rotatably supported by the crankcase at at least two locations. Since the clutch is installed on the crankcase side, the load on the input shaft when the engine-side clutch to which a large drive torque from the engine is input is located close to the place where the input shaft is supported by the crankcase. Can be reduced.
  • the electric motor is disposed above the crankcase, and the control unit is located behind the electric motor and below the front portion of the riding seat. Since the electric motor, the control unit, and the battery are arranged together, wiring can be easily performed and heavy objects can be concentrated, and the control unit and the battery can be heated from the hybrid power unit. The influence becomes difficult.
  • the electric motor is disposed above the crankcase, and the control unit is disposed in front of the electric motor and below the rear portion of the fuel tank. Since the battery is arranged behind the electric motor and below the front part of the riding seat, the electric motor, the control unit, and the battery are arranged together to facilitate wiring and concentrate heavy objects. In addition, the control unit and the battery are hardly affected by heat from the hybrid power unit.
  • FIG. 1 is a side view of the motorcycle according to the first embodiment.
  • First embodiment 2 is a cross-sectional view taken along line 2-2 of FIG.
  • First embodiment 3 is a side view of the motorcycle according to the second embodiment.
  • FIG. 1 A first embodiment of the present invention will be described with reference to FIGS. 1 and 2.
  • a body frame F of a motorcycle which is a saddle-ride type vehicle is disposed between a front wheel WF and a rear wheel WR.
  • the hybrid power unit P is mounted, and a fuel tank 5 disposed above the hybrid power unit P and a riding seat 6 positioned behind the fuel tank 5 are provided on the vehicle body frame F.
  • the hybrid power unit P includes an engine E having a crankshaft 7 and configured to have, for example, two cylinders, and a transmission M that changes the driving force transmitted from the crankshaft 7.
  • An engine-side clutch 8 capable of switching between transmission and interruption of power from the crankshaft 7 to the transmission M, an electric motor 9 capable of transmitting driving force to the transmission M, and the transmission from the electric motor 9 to the transmission
  • a motor-side clutch 10 capable of switching between transmission of power to M and shut-off.
  • the engine body 11 of the engine E is coupled to a crankcase 12 that rotatably supports a crankshaft 7 having an axis extending in the vehicle width direction, and a forwardly inclined cylinder axis C that is coupled to the front upper end of the crankcase 12.
  • An oil pan 16 is coupled to the lower portion of the crankcase 12. Is done.
  • a pair of intake ports 17, 17 are provided on the rear side surface of the cylinder head 14, and an intake device 18 is connected to the intake ports 17 as shown in FIG.
  • the intake device 18 includes intake pipes 19 connected to the intake ports 17, throttle bodies 20 connected to the upstream ends of the intake pipes 19, and the front portion of the fuel tank 5.
  • the air cleaner 21 is disposed so as to be covered with the air, and the throttle body 20 and the connecting tube 22 that connects the air cleaner 21.
  • the intake device 18 extends upward from the cylinder head 14. .
  • An exhaust device 23 is connected to the front side surface of the cylinder head 14 as shown in FIG. 1, and the exhaust device 23 has a pair of exhaust ports (not shown) provided in the cylinder head 14. ) And a pair of exhaust pipes 24 extending rearward below the engine body 11 and an exhaust muffler 26 disposed on the right side of the rear wheel WR and connected to the exhaust pipes 24.
  • the cylinder block 13 has a plurality of, for example, two cylinder bores 28 and 28 arranged in parallel in the vehicle width direction, and a piston 29... Slidably fitted to each cylinder bore 28. .. Are connected to the crankshaft 7 through 30.
  • a left case cover 32 that forms a generator chamber 31 with the crankcase 12 is coupled to the left side surface of the crankcase 12, and a rotor 34 of a generator 33 accommodated in the generator chamber 31 is provided.
  • the stator 35 of the generator 33 is fixed to the left case cover 32 so as to be surrounded by the rotor 34.
  • the stator 35 is fixed to the end of the crankshaft 7 that has entered the generator chamber 31.
  • a starter motor 36 is fixedly disposed above the crankcase 12 so as to be covered from the side by the upper end portion of the left case cover 32, and the power from the starter motor 36 is fixed. Is connected to the rotor 34 via a one-way clutch 39.
  • the transmission M has a gear train of a plurality of shift stages that can be selectively established between a main shaft 41 and a counter shaft 42 that have an axis parallel to the crankshaft 7 and are rotatably supported by the crankcase 12.
  • a gear transmission provided with first to sixth gear trains G1 to G6.
  • One end of the countershaft 42 is rotatably supported on the right side wall of the crankcase 12 via a roller bearing 43, and the other end of the countershaft 42 is between the crankcase 12 and a ball bearing 44 and an annular shape. It protrudes from the left side surface of the rear portion of the crankcase 12 with the seal member 45 interposed.
  • a drive sprocket 47 constituting a part of chain-type transmission means 46 for transmitting the rotational power output from the transmission M to the rear wheel WR is fixed to the protruding end portion of the countershaft 42 from the crankcase 12. Is done.
  • a right case cover 49 that forms a clutch chamber 48 is coupled to the right side surface of the crankcase 12 with the crankcase 12.
  • the main shaft 41 which is the input shaft of the transmission M, has extending portions 41a extending from the crankcase 12 toward the clutch chamber 48. At least two portions of the main shaft 41, this embodiment Then, two places are rotatably supported by the crankcase 12.
  • one end portion of the main shaft 41 that is, the tip end portion of the extending portion 41 a is rotatably supported by the right case cover 49 via the clutch inner 60 and the ball bearing 50 of the motor side clutch 10.
  • An intermediate portion of the main shaft 41 is rotatably supported on the crankcase 12 via a ball bearing 51, and the other end portion of the main shaft 41 is rotatably supported on the crankcase 12 via a ball bearing 52.
  • the engine-side clutch 8 and the motor-side clutch 10 are hydraulic clutches capable of independently switching between a state in which power transmission is interrupted when hydraulic pressure is not applied and a state in which power transmission is performed when hydraulic pressure is applied.
  • the main shaft 41 is provided coaxially adjacent to the extending portion and is accommodated in the clutch chamber 48.
  • an engine side transmission cylinder shaft 55 and a motor side transmission cylinder shaft 56 are mutually connected so that the engine side transmission cylinder shaft 55 is disposed on the crankcase 12 side. It is fitted so as to be relatively rotatable while adjoining in the direction.
  • the engine-side clutch 8 has a clutch outer 57 that rotates together with the engine-side transmission cylinder shaft 55 and a clutch inner 58 that is coupled to the extending portion 41a of the main shaft 41 so as not to be relatively rotatable.
  • the motor-side clutch 10 has a clutch outer 59 that rotates together with the motor-side transmission cylinder shaft 56 and a clutch inner 60 that is coupled to the extending portion of the main shaft 41, and is configured in a multi-plate type.
  • the engine-side clutch 8 and the motor-side clutch 10 are provided on the extending portion 41a with the opening directions of the clutch outers 57, 59 opposite to each other.
  • the electric motor 9 has a motor shaft 61 parallel to the crankshaft 7 and is disposed at a radially outward position of the engine-side clutch 8 and above the crankcase 12 and supported by the crankcase 12.
  • An engine side primary gear mechanism 62 is provided between the crankshaft 7 and the engine side clutch 8, and a motor side primary gear mechanism 63 is provided between the motor shaft 61 of the electric motor 9 and the motor side clutch 10.
  • the engine side primary gear mechanism 62 and the motor side primary gear mechanism 63 are disposed between the engine side clutch 8 and the motor side clutch 10.
  • the engine-side primary gear mechanism 62 is engaged with a first drive gear 64 provided on the crankshaft 7 and a first driven gear 66 coupled to the engine-side transmission cylinder shaft 55 via a damper spring 65.
  • the motor side primary gear mechanism 63 includes a right case cover on a second drive gear 67 provided on the motor shaft 61 and a second driven gear 69 connected to the motor side transmission cylinder shaft 56 via a damper spring 68.
  • An idle gear 70 that is rotatably supported at 49 is engaged.
  • the extension 41a of the main shaft 41 has a first control oil passage 71 for guiding control oil pressure to the engine side clutch 8 and a second control oil passage 72 for guiding control oil pressure to the motor side clutch 10.
  • the hydraulic pressure provided and guided to the first and second control oil passages 71 and 72 is individually controlled by a hydraulic control valve (not shown) provided in the right case cover 49.
  • the vehicle body frame F supports a control unit 74 for controlling the operation of the electric motor 9 and a battery 75 for supplying electric power to the electric motor 9.
  • the control unit 74 and the battery 75 are disposed behind the electric motor 9 disposed above and below the front portion of the riding seat 6.
  • the engine side clutch 8 is provided between the crankshaft 7 and the gear shift M of the engine E, and the motor side clutch 10 is provided between the electric motor 9 and the transmission M. Therefore, since the driving force of the electric motor 9 can be transmitted to the input side of the transmission M, a desired driving force can be output from the transmission M even with the small electric motor 9, and the motor side clutch 10 allows the electric motor 9 to be connected to and disconnected from the transmission M, so that the engine-side clutch 8 is disengaged so that the electric motor 9 alone can be driven, and the motor-side clutch 10 is disengaged. The rotational friction can be reduced by separating 9 from the drive system.
  • An engine side clutch 8 capable of switching between power transmission and interruption from the crankshaft 7 to the transmission M, and a motor side clutch 10 capable of switching power transmission and interruption from the electric motor 9 to the transmission M are coaxial. Therefore, it is possible to design to share the arrangement space of the engine-side clutch 8 and the motor-side clutch 10 and to configure the hybrid power unit P in a simple and small size.
  • a hybrid power unit P can be configured.
  • the engine side clutch 8 and the motor side clutch 10 are provided on the main shaft 41 which is an input shaft of the transmission M, the transmission M, the engine side clutch 8 and the motor side clutch 10 can be made compact. it can.
  • An engine side primary gear mechanism 62 provided between the crankshaft 7 and the engine side clutch 8 between the engine side clutch 8 and the motor side clutch 10, and a motor side provided between the electric motor 9 and the motor side clutch 10. Since the primary gear mechanism 63 is arranged, the driving force transmission paths from the engine E and the electric motor 9 can be configured in a compact manner.
  • the engine-side clutch 8 and the motor-side clutch 10 are connected to the engine-side clutch at an extension portion 41a extending from the crankcase 12 of the main shaft 41 rotatably supported by the crankcase 12. 8 is disposed on the crankcase 12 side with respect to the motor-side clutch 10, the engine-side clutch 8 to which a large driving torque from the engine E is input is provided at a place where the main shaft 41 is supported on the crankcase 12. It is possible to reduce the load applied to the main shaft 41 by arranging it at a close position.
  • the fuel tank 5 is disposed above the hybrid power unit P, and the riding seat 6 is disposed behind the fuel tank 5. Since the control unit 74 and the battery 75 are disposed behind the electric motor 9 disposed above and below the front portion of the riding seat 6, the electric motor 9, the control unit 74, and the battery 75 are disposed together. As a result, wiring becomes easy and concentrated objects can be concentrated, and the control unit 74 and the battery 75 are not easily affected by heat from the hybrid power unit P.
  • the exhaust pipes 24 of the engine E are arranged downward from the front of the engine body 11, whereas the electric motor 9, the control unit 74, and the battery 75 are connected to the crankcase 12 in the engine body 11. Since it is arranged at the upper side, the thermal influence from the exhaust pipes 24... Does not easily reach the electric motor 9, the control unit 74 and the battery 75.
  • Embodiment 2 of the present invention will be described with reference to FIG. 3, but the portions corresponding to Embodiment 1 are only shown with the same reference numerals, and the detailed hole description is omitted.
  • the vehicle body frame F supports a control unit 74 that controls the operation of the electric motor 9 and a battery 75 for supplying electric power to the electric motor 9, and is an electric motor disposed above the crankcase 12.
  • a control unit 74 is disposed in front of the motor 9 and below the rear portion of the fuel tank 5, and a battery 75 is disposed behind the electric motor 9 and below the front portion of the riding seat 6.
  • the electric motor 9, the control unit 74, and the battery 75 are arranged together, thereby facilitating wiring and allowing a concentrated arrangement of heavy objects and control.
  • the unit 74 and the battery 75 are not easily affected by heat from the hybrid power unit P.

Abstract

A hybrid power unit comprising: an engine having a crankshaft; a transmission for changing the speed of the driving power transmitted from the crankshaft; an engine-side clutch provided between the crankshaft and the transmission; and an electric motor capable of transmitting the driving power thereof to the transmission, wherein a motor-side clutch (10) capable of switching between the transmission of the power from the electric motor (9) to the transmission (M) and the interruption of the transmission is provided coaxially with and adjacent to the engine-side clutch (8), and the electric motor (9) is disposed on the outside radially of the engine-side clutch (8). The configuration enables the driving power of only the electric motor to be transmitted and also enables, when necessary, the electric motor to be separated from the drive system to reduce rotational friction and to prevent the electric motor from being thermally affected by the engine.

Description

ハイブリッド式パワーユニットおよび鞍乗り型車両Hybrid power unit and saddle-ride type vehicle
　本発明は、クランクシャフトを有するエンジンと、前記クランクシャフトから伝達される駆動力を変速する変速機と、前記クランクシャフトから前記変速機への動力伝達および遮断を切換可能なエンジン側クラッチと、前記変速機に駆動力を伝達可能な電動モータとを備えるハイブリッド式パワーユニット、ならびにそのハイブリッド式パワーユニットが搭載される鞍乗り型車両に関する。 The present invention includes an engine having a crankshaft, a transmission that shifts a driving force transmitted from the crankshaft, an engine-side clutch that can switch between transmission and interruption of power from the crankshaft to the transmission, The present invention relates to a hybrid power unit including an electric motor capable of transmitting a driving force to a transmission, and a saddle-ride type vehicle equipped with the hybrid power unit.
　エンジンのクランクシャフトから変速機側に動力を伝達する一次減速機とは反対側で、クランクシャフトの端部に電動モータが連結されるようにしたハイブリッド式パワーユニットが、特許文献１で開示されている。 Patent Document 1 discloses a hybrid power unit in which an electric motor is connected to an end of a crankshaft on the side opposite to a primary speed reducer that transmits power from a crankshaft of an engine to a transmission side. .
日本特開２００８－０８０９８６号公報Japanese Unexamined Patent Publication No. 2008-080986
　上記特許文献１で開示されたものでは、電動モータからの駆動力を、クランクシャフトから駆動輪までの駆動系で変速機よりも上手側に伝達することができるので、電動モータからの駆動力および変速機の変速比によって、電動モータを大型化することなく低速から高速までの広い範囲で電動モータの駆動力を利用可能となるものの、電動モータがクランクシャフトに直結されているので、電動モータ単独の駆動力伝達ができず、しかも電動モータの回転フリクションを切り離したいときでも電動モータをエンジンから切り離すことができない。 In the one disclosed in Patent Document 1, since the driving force from the electric motor can be transmitted to the upper side of the transmission in the driving system from the crankshaft to the driving wheel, the driving force from the electric motor and Depending on the gear ratio of the transmission, the driving force of the electric motor can be used in a wide range from low speed to high speed without increasing the size of the electric motor, but the electric motor is directly connected to the crankshaft. However, even when it is desired to separate the rotational friction of the electric motor, the electric motor cannot be disconnected from the engine.
　本発明は、かかる事情に鑑みてなされたものであり、電動モータだけの駆動力の伝達を可能とするとともに必要に応じて電動モータを駆動系から切り離して回転フリクションを低減し得るようにし、しかも電動モータへのエンジンからの熱影響を抑制し得るようにしたハイブリッド式パワーユニット、ならびにそのようなハイブリッド式パワーユニットが搭載された鞍乗り型車両を提供することを目的とする。 The present invention has been made in view of such circumstances, and enables transmission of the driving force of only the electric motor and, if necessary, disconnects the electric motor from the driving system to reduce rotational friction. It is an object of the present invention to provide a hybrid power unit capable of suppressing the thermal influence from the engine on the electric motor, and a saddle-ride type vehicle equipped with such a hybrid power unit.
　上記目的を達成するために、本発明は、クランクシャフトを有するエンジンと、前記クランクシャフトから伝達される駆動力を変速する変速機と、前記クランクシャフトから前記変速機への動力伝達および遮断を切換可能なエンジン側クラッチと、前記変速機に駆動力を伝達可能な電動モータとを備えるハイブリッド式パワーユニットにおいて、前記電動モータから前記変速機への動力伝達および遮断を切換可能なモータ側クラッチを含み、該モータ側クラッチが前記エンジン側クラッチに同軸に隣接して配置され、前記電動モータが前記エンジン側クラッチの半径方向外方位置に配置されることを第１の特徴とする。 In order to achieve the above object, the present invention switches an engine having a crankshaft, a transmission for shifting a driving force transmitted from the crankshaft, and power transmission and shutoff from the crankshaft to the transmission. In a hybrid power unit comprising a possible engine side clutch and an electric motor capable of transmitting a driving force to the transmission, including a motor side clutch capable of switching between transmission and interruption of power from the electric motor to the transmission, The motor-side clutch is disposed adjacent to the engine-side clutch coaxially, and the electric motor is disposed at a radially outward position of the engine-side clutch.
　また本発明は、第１の特徴の構成に加えて、前記変速機の入力軸上に、前記エンジン側クラッチおよび前記モータ側クラッチが設けられることを第２の特徴とする。 In addition to the configuration of the first feature, the present invention has a second feature that the engine-side clutch and the motor-side clutch are provided on the input shaft of the transmission.
　本発明は、第２の特徴の構成に加えて、前記エンジン側クラッチおよび前記モータ側クラッチ間に、前記クランクシャフトおよび前記エンジン側クラッチ間に設けられるエンジン側プライマリギヤ機構と、前記電動モータおよび前記モータ側クラッチ間に設けられるモータ側プライマリギヤ機構とが配置されることを第３の特徴とする。 In addition to the configuration of the second feature, the present invention provides an engine-side primary gear mechanism provided between the crankshaft and the engine-side clutch, between the engine-side clutch and the motor-side clutch, the electric motor, and the A third feature is that a motor-side primary gear mechanism provided between the motor-side clutches is arranged.
　本発明は、第３の特徴の構成に加えて、前記入力軸の少なくとも２箇所がクランクケースに回転自在に支承され、前記入力軸のうち前記クランクケースから延出される部分に、前記エンジン側クラッチおよび前記モータ側クラッチが前記エンジン側クラッチを前記モータ側クラッチよりも前記クランクケース側に配置するようにして設けられることを第４の特徴とする。 According to the present invention, in addition to the configuration of the third feature, at least two portions of the input shaft are rotatably supported by a crankcase, and a portion of the input shaft that extends from the crankcase is provided with the engine side clutch. A fourth feature is that the motor side clutch is provided such that the engine side clutch is disposed closer to the crankcase than the motor side clutch.
　本発明は、本発明は、第１～第４の特徴の構成のいずれかを有するハイブリッド式パワーユニットが搭載される鞍乗り型車両であって、前記ハイブリッド式パワーユニットの上方に配置される燃料タンクならびに該燃料タンクの後方に配置される乗車用シートが車体フレームに設けられ、クランクケースの上方に配置される電動モータの後方かつ前記乗車用シートの前部下方に、制御ユニットおよびバッテリが配置されることを第５の特徴とする。 The present invention relates to a saddle-ride type vehicle on which a hybrid power unit having any one of the first to fourth features is mounted, and a fuel tank disposed above the hybrid power unit; A vehicle seat disposed behind the fuel tank is provided on the vehicle body frame, and a control unit and a battery are disposed behind the electric motor disposed above the crankcase and below the front portion of the vehicle seat. This is the fifth feature.
　さらに本発明は、第１～第４の特徴の構成のいずれかを有するハイブリッド式パワーユニットが搭載される鞍乗り型車両であって、前記ハイブリッド式パワーユニットの上方に配置される燃料タンクならびに該燃料タンクの後方に配置される乗車用シートが車体フレームに設けられ、クランクケースの上方に配置される前記電動モータの前方かつ前記燃料タンクの後部下方に制御ユニットが配置され、前記電動モータの後方かつ前記乗車用シートの前部下方にバッテリが配置されることを第６の特徴とする。 The present invention further relates to a saddle-ride type vehicle on which a hybrid power unit having any one of the first to fourth features is mounted, the fuel tank disposed above the hybrid power unit, and the fuel tank A vehicle seat is provided on the vehicle body frame, a control unit is disposed in front of the electric motor disposed above a crankcase and below a rear portion of the fuel tank, the rear of the electric motor and the A sixth feature is that a battery is disposed below the front portion of the passenger seat.
　なお実施の形態のメインシャフト４１が本発明の入力軸に対応する。 Note that the main shaft 41 of the embodiment corresponds to the input shaft of the present invention.
　本発明の第１の特徴によれば、電動モータの駆動力を変速機の入力側に伝達することができるので、小型の電動モータであっても所望の駆動力を変速機から出力することができ、モータ側クラッチによって電動モータを変速機から接・離可能であるので、エンジン側クラッチを遮断することで電動モータだけによる駆動が可能となるとともに、モータ側クラッチを遮断することで電動モータを駆動系から切り離して回転フリクションを低減することができる。またクランクシャフトから変速機への動力伝達および遮断を切換可能なエンジン側クラッチと、電動モータから変速機への動力伝達および遮断を切換可能なモータ側クラッチとが、同軸上で隣接して配置されるので、エンジン側クラッチおよびモータ側クラッチの配置スペースを共有化する設計が可能となり、ハイブリッド式パワーユニットをシンプルかつ小型に構成することが可能となる。しかも電動モータがエンジン側クラッチの半径方向外方位置に配置されるので、熱源となるシリンダブロックから比較的離れた位置に電動モータを配置し、電動モータへの熱影響の少ないハイブリッド式パワーユニットを構成することができる。 According to the first feature of the present invention, since the driving force of the electric motor can be transmitted to the input side of the transmission, a desired driving force can be output from the transmission even with a small electric motor. Since the motor-side clutch can contact and separate the electric motor from the transmission, it can be driven only by the electric motor by disconnecting the engine-side clutch, and the electric motor can be operated by disconnecting the motor-side clutch. Rotational friction can be reduced by separating from the drive system. An engine side clutch capable of switching between transmission and interruption of power from the crankshaft to the transmission and a motor side clutch capable of switching transmission and interruption of power from the electric motor to the transmission are arranged adjacent to each other on the same axis. Therefore, it is possible to design to share the arrangement space of the engine side clutch and the motor side clutch, and the hybrid power unit can be configured in a simple and small size. In addition, since the electric motor is located at the radially outward position of the engine side clutch, the electric motor is arranged at a position relatively far from the cylinder block, which is a heat source, and a hybrid power unit that has less heat influence on the electric motor is configured. can do.
　本発明の第２の特徴によれば、変速機の入力軸上に、エンジン側クラッチおよびモータ側クラッチが設けられるので、変速機、エンジン側クラッチおよびモータ側クラッチをコンパクトに構成することができる。 According to the second feature of the present invention, since the engine-side clutch and the motor-side clutch are provided on the input shaft of the transmission, the transmission, the engine-side clutch, and the motor-side clutch can be configured compactly.
　本発明の第３の特徴によれば、エンジン側プライマリギヤ機構およびモータ側プライマリギヤ機構がエンジン側クラッチおよびモータ側クラッチ間に配置されるので、エンジンおよび電動モータからの駆動力伝達経路をコンパクトに纏めて構成することができる。 According to the third feature of the present invention, since the engine-side primary gear mechanism and the motor-side primary gear mechanism are disposed between the engine-side clutch and the motor-side clutch, the driving force transmission path from the engine and the electric motor can be made compact. Can be configured together.
　本発明の第４の特徴によれば、少なくとも２箇所でクランクケースに回転自在に支承される入力軸のうちクランクケースから延出される延出部に、エンジン側クラッチおよびモータ側クラッチが、エンジン側クラッチをクランクケース側に配置するようにして設けられるので、エンジンからの大きな駆動トルクが入力されるエンジン側クラッチが入力軸のクランクケースへの支持箇所に近い位置に配置して入力軸にかかる負荷を軽減することができる。 According to the fourth aspect of the present invention, the engine side clutch and the motor side clutch are connected to the engine side clutch on the extending portion extending from the crankcase among the input shafts rotatably supported by the crankcase at at least two locations. Since the clutch is installed on the crankcase side, the load on the input shaft when the engine-side clutch to which a large drive torque from the engine is input is located close to the place where the input shaft is supported by the crankcase. Can be reduced.
　本発明の第５の特徴によれば、ハイブリッド式パワーユニットが搭載される鞍乗り型車両において、クランクケースの上方に電動モータが配置され、電動モータの後方かつ乗車用シートの前部下方に制御ユニットおよびバッテリが配置されるので、電動モータ、制御ユニットおよびバッテリを纏めて配置することで、配線がし易くなるとともに重量物の集中配置が可能となり、また制御ユニットおよびバッテリにハイブリッド式パワーユニットからの熱影響が及び難くなる。 According to the fifth aspect of the present invention, in the saddle-ride type vehicle on which the hybrid power unit is mounted, the electric motor is disposed above the crankcase, and the control unit is located behind the electric motor and below the front portion of the riding seat. Since the electric motor, the control unit, and the battery are arranged together, wiring can be easily performed and heavy objects can be concentrated, and the control unit and the battery can be heated from the hybrid power unit. The influence becomes difficult.
　さらに本発明の第６の特徴によれば、ハイブリッド式パワーユニットが搭載される鞍乗り型車両において、クランクケースの上方に電動モータが配置され、電動モータの前方かつ燃料タンクの後部下方に制御ユニットが配置され、電動モータの後方かつ乗車用シートの前部下方にバッテリが配置されるので、電動モータ、制御ユニットおよびバッテリを纏めて配置することで、配線がし易くなるとともに重量物の集中配置が可能となり、また制御ユニットおよびバッテリにハイブリッド式パワーユニットからの熱影響が及び難くなる。 According to the sixth aspect of the present invention, in the saddle-ride type vehicle on which the hybrid power unit is mounted, the electric motor is disposed above the crankcase, and the control unit is disposed in front of the electric motor and below the rear portion of the fuel tank. Since the battery is arranged behind the electric motor and below the front part of the riding seat, the electric motor, the control unit, and the battery are arranged together to facilitate wiring and concentrate heavy objects. In addition, the control unit and the battery are hardly affected by heat from the hybrid power unit.
図１は実施例１の自動二輪車の側面図である。（第１実施例）FIG. 1 is a side view of the motorcycle according to the first embodiment. (First embodiment) 図２は図１の２－２線断面図である。（第１実施例）2 is a cross-sectional view taken along line 2-2 of FIG. (First embodiment) 図３は実施例２の自動二輪車の側面図である。（第２実施例）FIG. 3 is a side view of the motorcycle according to the second embodiment. (Second embodiment)
５・・・燃料タンク
６・・・乗車用シート
７・・・クランクシャフト
８・・・エンジン側クラッチ
９・・・電動モータ
１０・・・モータ側クラッチ
１２・・・クランクケース
４１・・・入力軸であるメインシャフト
４１ａ・・・延出部
６２・・・エンジン側プライマリギヤ機構
６３・・・モータ側プライマリギヤ機構
７４・・・制御ユニット
７５・・・バッテリ
Ｅ・・・エンジン
Ｍ・・・変速機
Ｐ・・・ハイブリッド式パワーユニット DESCRIPTION OF SYMBOLS 5 ... Fuel tank 6 ... Riding seat 7 ... Crankshaft 8 ... Engine side clutch 9 ... Electric motor 10 ... Motor side clutch 12 ... Crankcase 41 ... Input Main shaft 41a, which is a shaft, extending portion 62, engine side primary gear mechanism 63, motor side primary gear mechanism 74, control unit 75, battery E, engine M, and so on. Transmission P ・ ・ ・ Hybrid power unit
　本発明の実施の形態について、添付の図面を参照しながら説明する。 Embodiments of the present invention will be described with reference to the accompanying drawings.
　本発明の実施例１について図１および図２を参照しながら説明すると、先ず図１において、鞍乗り型車両である自動二輪車の車体フレームＦには、前輪ＷＦおよび後輪ＷＲ間に配置されるハイブリッド式パワーユニットＰが搭載され、ハイブリッド式パワーユニットＰの上方に配置される燃料タンク５、ならびに該燃料タンク５の後方に位置する乗車用シート６が車体フレームＦ上に設けられる。 A first embodiment of the present invention will be described with reference to FIGS. 1 and 2. First, in FIG. 1, a body frame F of a motorcycle which is a saddle-ride type vehicle is disposed between a front wheel WF and a rear wheel WR. The hybrid power unit P is mounted, and a fuel tank 5 disposed above the hybrid power unit P and a riding seat 6 positioned behind the fuel tank 5 are provided on the vehicle body frame F.
　図２を併せて参照して、ハイブリッド式パワーユニットＰは、クランクシャフト７を有してたとえば２気筒に構成されるエンジンＥと、前記クランクシャフト７から伝達される駆動力を変速する変速機Ｍと、前記クランクシャフト７から前記変速機Ｍへの動力伝達および遮断を切換可能なエンジン側クラッチ８と、前記変速機Ｍに駆動力を伝達可能な電動モータ９と、前記電動モータ９から前記変速機Ｍへの動力伝達および遮断を切換可能なモータ側クラッチ１０とを備える。 Referring also to FIG. 2, the hybrid power unit P includes an engine E having a crankshaft 7 and configured to have, for example, two cylinders, and a transmission M that changes the driving force transmitted from the crankshaft 7. An engine-side clutch 8 capable of switching between transmission and interruption of power from the crankshaft 7 to the transmission M, an electric motor 9 capable of transmitting driving force to the transmission M, and the transmission from the electric motor 9 to the transmission And a motor-side clutch 10 capable of switching between transmission of power to M and shut-off.
　前記エンジンＥのエンジン本体１１は、車幅方向に延びる軸線を有するクランクシャフト７を回転自在に支承するクランクケース１２と、前傾したシリンダ軸線Ｃを有してクランクケース１２の前部上端に結合されるシリンダブロック１３と、該シリンダブロック１３の上端に結合されるシリンダヘッド１４と、該シリンダヘッド１４の上端に結合されるヘッドカバー１５と備え、前記クランクケース１２の下部にはオイルパン１６が結合される。 The engine body 11 of the engine E is coupled to a crankcase 12 that rotatably supports a crankshaft 7 having an axis extending in the vehicle width direction, and a forwardly inclined cylinder axis C that is coupled to the front upper end of the crankcase 12. A cylinder block 13, a cylinder head 14 coupled to the upper end of the cylinder block 13, and a head cover 15 coupled to the upper end of the cylinder head 14. An oil pan 16 is coupled to the lower portion of the crankcase 12. Is done.
　前記シリンダヘッド１４の後部側面には一対の吸気ポート１７，１７が設けられており、これらの吸気ポート１７…には、図１で示すように吸気装置１８が接続される。而して吸気装置１８は、前記吸気ポート１７…にそれぞれ接続される吸気管１９…と、各吸気管１９…の上流端にそれぞれ接続されるスロットルボディ２０…と、前記燃料タンク５の前部で覆われるように配置されるエアクリーナ２１と、前記スロットルボディ２０…および前記エアクリーナ２１間を連結するコネクティングチューブ２２…とを有しており、この吸気装置１８はシリンダヘッド１４から上方に延出される。 A pair of intake ports 17, 17 are provided on the rear side surface of the cylinder head 14, and an intake device 18 is connected to the intake ports 17 as shown in FIG. Thus, the intake device 18 includes intake pipes 19 connected to the intake ports 17, throttle bodies 20 connected to the upstream ends of the intake pipes 19, and the front portion of the fuel tank 5. The air cleaner 21 is disposed so as to be covered with the air, and the throttle body 20 and the connecting tube 22 that connects the air cleaner 21. The intake device 18 extends upward from the cylinder head 14. .
　また前記シリンダヘッド１４の前部側面には、図１で示すように排気装置２３が接続されるものであり、該排気装置２３は、前記シリンダヘッド１４に設けられる一対の排気ポート（図示せず）にそれぞれ上流端を接続せしめて前記エンジン本体１１の下方を後方に延びる一対の排気管２４…と、前記後輪ＷＲの右側に配置されて前記両排気管２４…に接続される排気マフラー２６とを備える。 An exhaust device 23 is connected to the front side surface of the cylinder head 14 as shown in FIG. 1, and the exhaust device 23 has a pair of exhaust ports (not shown) provided in the cylinder head 14. ) And a pair of exhaust pipes 24 extending rearward below the engine body 11 and an exhaust muffler 26 disposed on the right side of the rear wheel WR and connected to the exhaust pipes 24. With.
　前記シリンダブロック１３は、車幅方向に並列して配置される複数たとえば２つのシリンダボア２８，２８を有するものであり、各シリンダボア２８…にそれぞれ摺動自在に嵌合されるピストン２９…がコネクティングロッド３０…を介して前記クランクシャフト７に連接される。 The cylinder block 13 has a plurality of, for example, two cylinder bores 28 and 28 arranged in parallel in the vehicle width direction, and a piston 29... Slidably fitted to each cylinder bore 28. .. Are connected to the crankshaft 7 through 30.
　前記クランクケース１２の左側面には、該クランクケース１２との間に発電機室３１を形成する左ケースカバー３２が結合され、発電機室３１内に収容される発電機３３のロータ３４が、発電機室３１内に突入した前記クランクシャフト７の端部に固定され、発電機３３のステータ３５は、前記ロータ３４で囲繞されるようにして左ケースカバー３２に固定される。 A left case cover 32 that forms a generator chamber 31 with the crankcase 12 is coupled to the left side surface of the crankcase 12, and a rotor 34 of a generator 33 accommodated in the generator chamber 31 is provided. The stator 35 of the generator 33 is fixed to the left case cover 32 so as to be surrounded by the rotor 34. The stator 35 is fixed to the end of the crankshaft 7 that has entered the generator chamber 31.
　またクランクケース１２の上方には、図１で示すように、前記左ケースカバー３２の上端部で側方から覆われるようにしてスタータモータ３６が固定配置されており、そのスタータモータ３６からの動力を伝達する減速ギヤ列３７の一部を構成する被動ギヤ３８が、一方向クラッチ３９を介して前記ロータ３４に連結される。 Further, as shown in FIG. 1, a starter motor 36 is fixedly disposed above the crankcase 12 so as to be covered from the side by the upper end portion of the left case cover 32, and the power from the starter motor 36 is fixed. Is connected to the rotor 34 via a one-way clutch 39.
　前記変速機Ｍは、前記クランクシャフト７と平行な軸線を有してクランクケース１２で回転自在に支承されるメインシャフト４１およびカウンタシャフト４２間に選択的に確立可能な複数変速段のギヤ列たとえば第１速～第６速ギヤ列Ｇ１～Ｇ６が設けられて成る歯車変速機である。 The transmission M has a gear train of a plurality of shift stages that can be selectively established between a main shaft 41 and a counter shaft 42 that have an axis parallel to the crankshaft 7 and are rotatably supported by the crankcase 12. A gear transmission provided with first to sixth gear trains G1 to G6.
　前記カウンタシャフト４２の一端部は、クランクケース１２の右側壁にローラベアリング４３を介して回転自在に支承され、カウンタシャフト４２の他端部は、クランクケース１２との間にボールベアリング４４および環状のシール部材４５を介在させてクランクケース１２の後部左側面から突出される。このカウンタシャフト４２のクランクケース１２からの突出端部には、変速機Ｍから出力される回転動力を後輪ＷＲに伝達するためのチェーン式伝動手段４６の一部を構成する駆動スプロケット４７が固定される。 One end of the countershaft 42 is rotatably supported on the right side wall of the crankcase 12 via a roller bearing 43, and the other end of the countershaft 42 is between the crankcase 12 and a ball bearing 44 and an annular shape. It protrudes from the left side surface of the rear portion of the crankcase 12 with the seal member 45 interposed. A drive sprocket 47 constituting a part of chain-type transmission means 46 for transmitting the rotational power output from the transmission M to the rear wheel WR is fixed to the protruding end portion of the countershaft 42 from the crankcase 12. Is done.
　前記クランクケース１２の右側面には、該クランクケース１２との間にクラッチ室４８を形成する右ケースカバー４９が結合される。変速機Ｍの入力軸である前記メインシャフト４１は前記クランクケース１２から前記クラッチ室４８側に延出する延出部４１ａを有しており、このメインシャフト４１の少なくとも２箇所、この実施の形態では２箇所がクランクケース１２に回転自在に支承される。而して前記メインシャフト４１の一端部すなわち前記延出部４１ａの先端部は、モータ側クラッチ１０のクラッチインナ６０およびボールベアリング５０を介して右ケースカバー４９に回転自在に支承され、メインシャフト４１の中間部はボールベアリング５１を介してクランクケース１２に回転自在に支承され、メインシャフト４１の他端部はクランクケース１２にボールベアリング５２を介して回転自在に支承される。 A right case cover 49 that forms a clutch chamber 48 is coupled to the right side surface of the crankcase 12 with the crankcase 12. The main shaft 41, which is the input shaft of the transmission M, has extending portions 41a extending from the crankcase 12 toward the clutch chamber 48. At least two portions of the main shaft 41, this embodiment Then, two places are rotatably supported by the crankcase 12. Thus, one end portion of the main shaft 41, that is, the tip end portion of the extending portion 41 a is rotatably supported by the right case cover 49 via the clutch inner 60 and the ball bearing 50 of the motor side clutch 10. An intermediate portion of the main shaft 41 is rotatably supported on the crankcase 12 via a ball bearing 51, and the other end portion of the main shaft 41 is rotatably supported on the crankcase 12 via a ball bearing 52.
　前記エンジン側クラッチ８および前記モータ側クラッチ１０は、油圧の非作用時で動力伝達を遮断した状態と、油圧の作用時での動力伝達状態とを相互に独立して切換可能な油圧クラッチであり、前記メインシャフト４１における延出部に同軸に隣接して設けられて前記クラッチ室４８に収容される。 The engine-side clutch 8 and the motor-side clutch 10 are hydraulic clutches capable of independently switching between a state in which power transmission is interrupted when hydraulic pressure is not applied and a state in which power transmission is performed when hydraulic pressure is applied. The main shaft 41 is provided coaxially adjacent to the extending portion and is accommodated in the clutch chamber 48.
　前記メインシャフト４１の延出部４１ａには、エンジン側伝動筒軸５５と、モータ側伝動筒軸５６とが、エンジン側伝動筒軸５５をクランクケース１２側に配置するようにして、相互に軸方向に隣接しつつ相対回転自在に嵌装される。而してエンジン側クラッチ８は、エンジン側伝動筒軸５５とともに回転するクラッチアウタ５７ならびに前記メインシャフト４１の延出部４１ａに相対回転不能に結合されるクラッチインナ５８を有して多板式に構成され、モータ側クラッチ１０は、モータ側伝動筒軸５６とともに回転するクラッチアウタ５９ならびにメインシャフト４１の延出部に結合されるクラッチインナ６０を有して多板式に構成される。しかもエンジン側クラッチ８およびモータ側クラッチ１０は、それらのクラッチアウタ５７，５９の開口方向を相互に反対側として前記延出部４１ａ上に設けられる。 In the extended portion 41a of the main shaft 41, an engine side transmission cylinder shaft 55 and a motor side transmission cylinder shaft 56 are mutually connected so that the engine side transmission cylinder shaft 55 is disposed on the crankcase 12 side. It is fitted so as to be relatively rotatable while adjoining in the direction. Thus, the engine-side clutch 8 has a clutch outer 57 that rotates together with the engine-side transmission cylinder shaft 55 and a clutch inner 58 that is coupled to the extending portion 41a of the main shaft 41 so as not to be relatively rotatable. The motor-side clutch 10 has a clutch outer 59 that rotates together with the motor-side transmission cylinder shaft 56 and a clutch inner 60 that is coupled to the extending portion of the main shaft 41, and is configured in a multi-plate type. In addition, the engine-side clutch 8 and the motor-side clutch 10 are provided on the extending portion 41a with the opening directions of the clutch outers 57, 59 opposite to each other.
　前記電動モータ９は、前記クランクシャフト７と平行なモータ軸６１を有して前記エンジン側クラッチ８の半径方向外方位置かつクランクケース１２の上方に配置されてクランクケース１２で支持される。 The electric motor 9 has a motor shaft 61 parallel to the crankshaft 7 and is disposed at a radially outward position of the engine-side clutch 8 and above the crankcase 12 and supported by the crankcase 12.
　前記クランクシャフト７および前記エンジン側クラッチ８間にはエンジン側プライマリギヤ機構６２が設けられ、前記電動モータ９のモータ軸６１および前記モータ側クラッチ１０間にはモータ側プライマリギヤ機構６３が設けられ、エンジン側プライマリギヤ機構６２およびモータ側プライマリギヤ機構６３は、前記エンジン側クラッチ８および前記モータ側クラッチ１０間に配置される。 An engine side primary gear mechanism 62 is provided between the crankshaft 7 and the engine side clutch 8, and a motor side primary gear mechanism 63 is provided between the motor shaft 61 of the electric motor 9 and the motor side clutch 10. The engine side primary gear mechanism 62 and the motor side primary gear mechanism 63 are disposed between the engine side clutch 8 and the motor side clutch 10.
　而してエンジン側プライマリギヤ機構６２は、クランクシャフト７に設けられる第１駆動ギヤ６４と、エンジン側伝動筒軸５５にダンパスプリング６５を介して連結される第１被動ギヤ６６とが噛合されて成る。またモータ側プライマリギヤ機構６３は、前記モータ軸６１に設けられる第２駆動ギヤ６７と、モータ側伝動筒軸５６にダンパスプリング６８を介して連結される第２被動ギヤ６９とに、右ケースカバー４９で回転自在に支承されるアイドルギヤ７０が噛合されて成る。 Thus, the engine-side primary gear mechanism 62 is engaged with a first drive gear 64 provided on the crankshaft 7 and a first driven gear 66 coupled to the engine-side transmission cylinder shaft 55 via a damper spring 65. Become. The motor side primary gear mechanism 63 includes a right case cover on a second drive gear 67 provided on the motor shaft 61 and a second driven gear 69 connected to the motor side transmission cylinder shaft 56 via a damper spring 68. An idle gear 70 that is rotatably supported at 49 is engaged.
　前記メインシャフト４１の延出部４１ａには、エンジン側クラッチ８に制御油圧を導くための第１制御油路７１と、モータ側クラッチ１０に制御油圧を導くための第２制御油路７２とが設けられ、第１および第２制御油路７１，７２に導かれる油圧は、右ケースカバー４９に設けられる油圧制御弁（図示せず）によって個別に制御される。 The extension 41a of the main shaft 41 has a first control oil passage 71 for guiding control oil pressure to the engine side clutch 8 and a second control oil passage 72 for guiding control oil pressure to the motor side clutch 10. The hydraulic pressure provided and guided to the first and second control oil passages 71 and 72 is individually controlled by a hydraulic control valve (not shown) provided in the right case cover 49.
　再び図１において、前記車体フレームＦには、前記電動モータ９の作動を制御する制御ユニット７４と、前記電動モータ９に電力を供給するためのバッテリ７５とが支持されており、クランクケース１２の上方に配置される電動モータ９の後方かつ乗車用シート６の前部下方に前記制御ユニット７４および前記バッテリ７５が配置される。 In FIG. 1 again, the vehicle body frame F supports a control unit 74 for controlling the operation of the electric motor 9 and a battery 75 for supplying electric power to the electric motor 9. The control unit 74 and the battery 75 are disposed behind the electric motor 9 disposed above and below the front portion of the riding seat 6.
　次にこの実施例１の作用について説明すると、エンジンＥのクランクシャフト７および歯車変速Ｍ間にエンジン側クラッチ８が設けられ、電動モータ９および変速機Ｍ間にモータ側クラッチ１０が設けられているので、電動モータ９の駆動力を変速機Ｍの入力側に伝達することができるので、小型の電動モータ９であっても所望の駆動力を変速機Ｍから出力することができ、モータ側クラッチ１０によって電動モータ９を変速機Ｍから接・離可能であるので、エンジン側クラッチ８を遮断することで電動モータ９だけによる駆動が可能となるとともに、モータ側クラッチ１０を遮断することで電動モータ９を駆動系から切り離して回転フリクションを低減することができる。 Next, the operation of the first embodiment will be described. The engine side clutch 8 is provided between the crankshaft 7 and the gear shift M of the engine E, and the motor side clutch 10 is provided between the electric motor 9 and the transmission M. Therefore, since the driving force of the electric motor 9 can be transmitted to the input side of the transmission M, a desired driving force can be output from the transmission M even with the small electric motor 9, and the motor side clutch 10 allows the electric motor 9 to be connected to and disconnected from the transmission M, so that the engine-side clutch 8 is disengaged so that the electric motor 9 alone can be driven, and the motor-side clutch 10 is disengaged. The rotational friction can be reduced by separating 9 from the drive system.
　またクランクシャフト７から変速機Ｍへの動力伝達および遮断を切換可能なエンジン側クラッチ８と、電動モータ９から変速機Ｍへの動力伝達および遮断を切換可能なモータ側クラッチ１０とが、同軸上で隣接して配置されるので、エンジン側クラッチ８およびモータ側クラッチ１０の配置スペースを共有化する設計が可能となり、ハイブリッド式パワーユニットＰをシンプルかつ小型に構成することが可能となる。 An engine side clutch 8 capable of switching between power transmission and interruption from the crankshaft 7 to the transmission M, and a motor side clutch 10 capable of switching power transmission and interruption from the electric motor 9 to the transmission M are coaxial. Therefore, it is possible to design to share the arrangement space of the engine-side clutch 8 and the motor-side clutch 10 and to configure the hybrid power unit P in a simple and small size.
　しかも電動モータ９がエンジン側クラッチ８の半径方向外方位置に配置されるので、熱源となるシリンダブロック１３から比較的離れた位置に電動モータ９を配置し、電動モータ９への熱影響の少ないハイブリッド式パワーユニットＰを構成することができる。 In addition, since the electric motor 9 is disposed at a radially outward position of the engine-side clutch 8, the electric motor 9 is disposed at a position relatively away from the cylinder block 13 serving as a heat source, and the heat influence on the electric motor 9 is small. A hybrid power unit P can be configured.
　また変速機Ｍの入力軸であるメインシャフト４１上に前記エンジン側クラッチ８および前記モータ側クラッチ１０が設けられるので、変速機Ｍ、エンジン側クラッチ８およびモータ側クラッチ１０をコンパクトに構成することができる。 Further, since the engine side clutch 8 and the motor side clutch 10 are provided on the main shaft 41 which is an input shaft of the transmission M, the transmission M, the engine side clutch 8 and the motor side clutch 10 can be made compact. it can.
　またエンジン側クラッチ８および前記モータ側クラッチ１０間に、クランクシャフト７および前記エンジン側クラッチ８間に設けられるエンジン側プライマリギヤ機構６２と、電動モータ９および前記モータ側クラッチ１０間に設けられるモータ側プライマリギヤ機構６３とが配置されるので、エンジンＥおよび電動モータ９からの駆動力伝達経路をコンパクトに纏めて構成することができる。 An engine side primary gear mechanism 62 provided between the crankshaft 7 and the engine side clutch 8 between the engine side clutch 8 and the motor side clutch 10, and a motor side provided between the electric motor 9 and the motor side clutch 10. Since the primary gear mechanism 63 is arranged, the driving force transmission paths from the engine E and the electric motor 9 can be configured in a compact manner.
　また少なくとも２箇所がクランクケース１２に回転自在に支承されるメインシャフト４１のうち前記クランクケース１２から延出される延出部４１ａに、前記エンジン側クラッチ８および前記モータ側クラッチ１０が、エンジン側クラッチ８をモータ側クラッチ１０よりもクランクケース１２側に配置するようにして設けられるので、エンジンＥからの大きな駆動トルクが入力されるエンジン側クラッチ８がメインシャフト４１のクランクケース１２への支持箇所に近い位置に配置してメインシャフト４１にかかる負荷を軽減することができる。 The engine-side clutch 8 and the motor-side clutch 10 are connected to the engine-side clutch at an extension portion 41a extending from the crankcase 12 of the main shaft 41 rotatably supported by the crankcase 12. 8 is disposed on the crankcase 12 side with respect to the motor-side clutch 10, the engine-side clutch 8 to which a large driving torque from the engine E is input is provided at a place where the main shaft 41 is supported on the crankcase 12. It is possible to reduce the load applied to the main shaft 41 by arranging it at a close position.
　しかもハイブリッド式パワーユニットＰが搭載される自動二輪車では、ハイブリッド式パワーユニットＰの上方に燃料タンク５が配置され、その燃料タンク５の後方に乗車用シート６が配置されるのであるが、クランクケース１２の上方に配置される電動モータ９の後方かつ前記乗車用シート６の前部下方に、制御ユニット７４およびバッテリ７５が配置されるので、電動モータ９、制御ユニット７４およびバッテリ７５を纏めて配置することで、配線がし易くなるとともに重量物の集中配置が可能となり、また制御ユニット７４およびバッテリ７５にハイブリッド式パワーユニットＰからの熱影響が及び難くなる。特にこの実施の形態では、エンジンＥの排気管２４…がエンジン本体１１の前方から下方に配置されるのに対して、電動モータ９、制御ユニット７４およびバッテリ７５がエンジン本体１１におけるクランクケース１２の上方に配置されるので、排気管２４…からの熱影響も電動モータ９、制御ユニット７４およびバッテリ７５に及び難くなる。 Moreover, in a motorcycle on which the hybrid power unit P is mounted, the fuel tank 5 is disposed above the hybrid power unit P, and the riding seat 6 is disposed behind the fuel tank 5. Since the control unit 74 and the battery 75 are disposed behind the electric motor 9 disposed above and below the front portion of the riding seat 6, the electric motor 9, the control unit 74, and the battery 75 are disposed together. As a result, wiring becomes easy and concentrated objects can be concentrated, and the control unit 74 and the battery 75 are not easily affected by heat from the hybrid power unit P. In particular, in this embodiment, the exhaust pipes 24 of the engine E are arranged downward from the front of the engine body 11, whereas the electric motor 9, the control unit 74, and the battery 75 are connected to the crankcase 12 in the engine body 11. Since it is arranged at the upper side, the thermal influence from the exhaust pipes 24... Does not easily reach the electric motor 9, the control unit 74 and the battery 75.
　本発明の実施例２について図３を参照しながら説明するが、実施例１に対応する部分には同一の参照符号を付して図示するのみとし、詳細孔説明は省略する。 Embodiment 2 of the present invention will be described with reference to FIG. 3, but the portions corresponding to Embodiment 1 are only shown with the same reference numerals, and the detailed hole description is omitted.
　車体フレームＦには、前記電動モータ９の作動を制御する制御ユニット７４と、前記電動モータ９に電力を供給するためのバッテリ７５とが支持されており、クランクケース１２の上方に配置される電動モータ９の前方かつ燃料タンク５の後部下方に制御ユニット７４が配置され、前記電動モータ９の後方かつ乗車用シート６の前部下方にバッテリ７５が配置される。 The vehicle body frame F supports a control unit 74 that controls the operation of the electric motor 9 and a battery 75 for supplying electric power to the electric motor 9, and is an electric motor disposed above the crankcase 12. A control unit 74 is disposed in front of the motor 9 and below the rear portion of the fuel tank 5, and a battery 75 is disposed behind the electric motor 9 and below the front portion of the riding seat 6.
　この実施例２によっても、上記実施例１と同様に、電動モータ９、制御ユニット７４およびバッテリ７５を纏めて配置することで、配線がし易くなるとともに重量物の集中配置が可能となり、また制御ユニット７４およびバッテリ７５にハイブリッド式パワーユニットＰからの熱影響が及び難くなる。 Also in the second embodiment, as in the first embodiment, the electric motor 9, the control unit 74, and the battery 75 are arranged together, thereby facilitating wiring and allowing a concentrated arrangement of heavy objects and control. The unit 74 and the battery 75 are not easily affected by heat from the hybrid power unit P.
　以上、本発明の実施の形態について説明したが、本発明は上記実施の形態に限定されるものではなく、その要旨を逸脱することなく種々の設計変更を行うことが可能である。 The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the gist of the present invention.

Claims (6)

  1. 　クランクシャフト（７）を有するエンジン（Ｅ）と、前記クランクシャフト（７）から伝達される駆動力を変速する変速機（Ｍ）と、前記クランクシャフト（７）から前記変速機（Ｍ）への動力伝達および遮断を切換可能なエンジン側クラッチ（８）と、前記変速機（Ｍ）に駆動力を伝達可能な電動モータ（９）とを備えるハイブリッド式パワーユニットにおいて、前記電動モータ（９）から前記変速機（Ｍ）への動力伝達および遮断を切換可能なモータ側クラッチ（１０）を含み、該モータ側クラッチ（１０）が前記エンジン側クラッチ（８）に同軸に隣接して配置され、前記電動モータ（９）が前記エンジン側クラッチ（８）の半径方向外方位置に配置されることを特徴とするハイブリッド式パワーユニット。 An engine (E) having a crankshaft (7), a transmission (M) for shifting a driving force transmitted from the crankshaft (7), and a transmission from the crankshaft (7) to the transmission (M); In a hybrid power unit including an engine side clutch (8) capable of switching between power transmission and interruption and an electric motor (9) capable of transmitting a driving force to the transmission (M), the electric motor (9) to the A motor side clutch (10) capable of switching between power transmission and transmission to the transmission (M), the motor side clutch (10) being disposed coaxially adjacent to the engine side clutch (8); A hybrid power unit characterized in that a motor (9) is disposed at a radially outward position of the engine side clutch (8).
  2. 　前記変速機（Ｍ）の入力軸（４１）上に、前記エンジン側クラッチ（８）および前記モータ側クラッチ（１０）が設けられることを特徴とする請求項１記載のハイブリッド式パワーユニット。 The hybrid power unit according to claim 1, wherein the engine side clutch (8) and the motor side clutch (10) are provided on an input shaft (41) of the transmission (M).
  3. 　前記エンジン側クラッチ（８）および前記モータ側クラッチ（１０）間に、前記クランクシャフト（７）および前記エンジン側クラッチ（８）間に設けられるエンジン側プライマリギヤ機構（６２）と、前記電動モータ（９）および前記モータ側クラッチ（１０）間に設けられるモータ側プライマリギヤ機構（６３）とが配置されることを特徴とする請求項２記載のハイブリッド式パワーユニット。 An engine-side primary gear mechanism (62) provided between the crankshaft (7) and the engine-side clutch (8) between the engine-side clutch (8) and the motor-side clutch (10), and the electric motor ( 9) and a motor-side primary gear mechanism (63) provided between the motor-side clutch (10) and the hybrid-type power unit according to claim 2.
  4. 　前記入力軸（４１）の少なくとも２箇所がクランクケース（１２）に回転自在に支承され、前記入力軸（４１）のうち前記クランクケース（１２）から延出される延出部（４１ａ）に、前記エンジン側クラッチ（８）および前記モータ側クラッチ（１０）が前記エンジン側クラッチ（８）を前記モータ側クラッチ（１０）よりも前記クランクケース（１２）側に配置するようにして設けられることを特徴とする請求項３記載のハイブリッド式パワーユニット。 At least two places of the input shaft (41) are rotatably supported by the crankcase (12), and the extension (41a) of the input shaft (41) extending from the crankcase (12) The engine side clutch (8) and the motor side clutch (10) are provided such that the engine side clutch (8) is disposed closer to the crankcase (12) than the motor side clutch (10). The hybrid power unit according to claim 3.
  5. 　請求項１～４のいずれかに記載のハイブリッド式パワーユニットが搭載される鞍乗り型車両であって、前記ハイブリッド式パワーユニット（Ｐ）の上方に配置される燃料タンク（５）ならびに該燃料タンク（５）の後方に配置される乗車用シート（６）が車体フレーム（Ｆ）に設けられ、クランクケース（１２）の上方に配置される電動モータ（９）の後方かつ前記乗車用シート（６）の前部下方に、制御ユニット（７４）およびバッテリ（７５）が配置されることを特徴とする鞍乗り型車両。 A saddle-ride type vehicle on which the hybrid power unit according to any one of claims 1 to 4 is mounted, the fuel tank (5) disposed above the hybrid power unit (P) and the fuel tank (5 ) Is provided on the vehicle body frame (F), behind the electric motor (9) disposed above the crankcase (12), and on the seat (6). A saddle-ride type vehicle, characterized in that a control unit (74) and a battery (75) are arranged below the front.
  6. 　請求項１～４のいずれかに記載のハイブリッド式パワーユニットが搭載される鞍乗り型車両であって、前記ハイブリッド式パワーユニット（Ｐ）の上方に配置される燃料タンク（５）ならびに該燃料タンク（５）の後方に配置される乗車用シート（６）が車体フレーム（Ｆ）に設けられ、クランクケース（１２）の上方に配置される前記電動モータ（９）の前方かつ燃料タンク（５）の後部下方に制御ユニット（７４）が配置され、前記電動モータ（９）の後方かつ乗車用シート（６）の下方にバッテリ（７５）が配置されることを特徴とする鞍乗り型車両。 A saddle-ride type vehicle on which the hybrid power unit according to any one of claims 1 to 4 is mounted, the fuel tank (5) disposed above the hybrid power unit (P) and the fuel tank (5 ) Is provided on the vehicle body frame (F), and in front of the electric motor (9) disposed above the crankcase (12) and the rear part of the fuel tank (5). A saddle-ride type vehicle characterized in that a control unit (74) is disposed below, and a battery (75) is disposed behind the electric motor (9) and below the riding seat (6).
PCT/JP2010/055963 2010-03-31 2010-03-31 Hybrid power unit and saddled vehicle WO2011121783A1 (en)

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JP2012507999A JP5400952B2 (en) 2010-03-31 2010-03-31 Hybrid power unit and saddle-ride type vehicle
CN201080065965.9A CN102844211B (en) 2010-03-31 2010-03-31 Hybrid power unit and saddle-ride type vehicle
PCT/JP2010/055963 WO2011121783A1 (en) 2010-03-31 2010-03-31 Hybrid power unit and saddled vehicle
TW100109516A TWI460098B (en) 2010-03-31 2011-03-21 Hybrid type power unit and astride-riding vehicle

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JPWO2011121783A1 (en) 2013-07-04
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TWI460098B (en) 2014-11-11
CN102844211A (en) 2012-12-26
JP5400952B2 (en) 2014-01-29

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