WO2017169522A1

WO2017169522A1 - Hybrid saddled vehicle

Info

Publication number: WO2017169522A1
Application number: PCT/JP2017/008611
Authority: WO
Inventors: 少覚功
Original assignee: 本田技研工業株式会社
Priority date: 2016-03-31
Filing date: 2017-03-03
Publication date: 2017-10-05
Also published as: JPWO2017169522A1; JP6550188B2

Abstract

The present invention pertains to a hybrid saddled vehicle. This hybrid saddled vehicle is equipped with: a power connection/disconnection determination unit (102) that determines whether the power of an engine (32) is connected or disconnected by a centrifugal clutch (42); and a braking force change unit (104) that changes the braking force to be applied to the vehicle (10) by changing the regenerative torque of a drive motor (34). The braking force applied to the vehicle (10) during disconnection of power from the engine (32) is smaller than that at the deceleration stage of the vehicle (10) before disconnection of power from the engine (32).

Description

Hybrid saddle-ride type vehicle

The present invention relates to a hybrid saddle riding type vehicle including an engine that generates power for transmitting to drive wheels and a motor that assists by adding power to the power generated by the engine in a superimposed manner.

Japanese Patent Laid-Open No. 2003-165361 discloses that when a downshift is performed during deceleration, a decrease in engine braking force accompanying release of a clutch is compensated by a regenerative braking force of a motor generator to suppress a change in vehicle deceleration. It is disclosed. In addition, when the engine power is cut off, if the clutch with the low vehicle speed and the engine speed Ne near the idling speed is kept open, the regenerative braking torque of the motor generator is limited according to the vehicle speed. And performing attenuation correction.

By the way, in a saddle-ride type vehicle equipped with a centrifugal clutch, a free-running feeling is generated due to the separation of the centrifugal clutch during deceleration. However, it is desired to reduce the feeling of idling when the clutch is released.

However, Japanese Patent Laid-Open No. 2003-165361 does not disclose a specific solution for the idling feeling when the clutch is released.

The present invention has been made in consideration of such problems, and an object of the present invention is to provide a hybrid saddle-ride type vehicle that can suppress a feeling of idling caused by a power transmission mechanism connecting and disconnecting power. To do.

The present invention has the following features.

First feature: A hybrid saddle-ride type vehicle according to the present invention includes an internal combustion engine, an electric motor that applies a drive torque and a regenerative torque to a drive shaft of the internal combustion engine, and the power of the internal combustion engine and the electric motor to wheels. In a hybrid saddle-ride type vehicle having a power transmission mechanism that performs power transmission / reception, a power connection / disconnection determination unit that determines that the power transmission mechanism connects / disconnects power (disconnection / connection) of the internal combustion engine, and regenerative torque of the motor By changing the braking force to the hybrid saddle riding type vehicle, and the braking force to the hybrid saddle riding type vehicle when the power of the internal combustion engine is cut off is It is a deceleration stage of the hybrid saddle riding type vehicle and is smaller than the braking force to the hybrid saddle riding type vehicle before the power of the internal combustion engine is cut off. .

Second feature: The power transmission mechanism is a centrifugal clutch, and includes a rotation speed detection unit that detects the rotation speed of the internal combustion engine, and the power connection / disconnection determination unit determines a detection value from the rotation speed detection unit. Based on this, the connection / disconnection of the power of the internal combustion engine by the power transmission mechanism is determined.

Third feature: After the power of the internal combustion engine is cut off by the power transmission mechanism, the braking force applied to the hybrid saddle riding type vehicle is a deceleration stage of the hybrid saddle riding type vehicle and the braking force change is performed. A braking force regression unit for returning to the braking force before being changed by the unit is provided.

Fourth feature: The braking force applied to the hybrid saddle-ride type vehicle by the braking force changing unit decreases stepwise as the rotational speed of the internal combustion engine approaches the rotational speed when the power of the internal combustion engine is cut off. .

Fifth feature: The change of the braking force by the braking force changing unit is made on the condition that the throttle operated by the occupant is fully closed.

Sixth feature: The magnitude of the fluctuation of the braking force when the braking force to the hybrid saddle-ride type vehicle is changed by the braking force changing unit is the braking force returned by the braking force returning unit. Less than the magnitude of the fluctuation.

According to the first feature, when the power transmission mechanism cuts the power, the braking force applied to the vehicle is reduced, so that it is possible to suppress the feeling of idling caused by the power transmission mechanism cutting the power. .

According to the second feature, it is possible to easily determine the power connection / disconnection of the internal combustion engine based on the rotational speed of the internal combustion engine.

According to the third feature, since the braking force when the vehicle is decelerated is larger than the braking force when the power is cut off, the braking force regression unit returns the braking force to the vehicle to the braking force when the vehicle is decelerated. After the disconnection, the regenerative torque at the time of deceleration of the vehicle, which has a greater braking force on the vehicle, can be used for power generation.

According to the fourth feature, the driver's operability is uncomfortable by decreasing the braking force of the motor stepwise as the rotational speed of the internal combustion engine approaches the rotational speed when the power of the internal combustion engine is cut off. The braking force of the motor can be changed at the time of power connection / disconnection without giving the power.

According to the fifth feature, since the braking force changing unit is required to fully close the throttle, the changing of the braking force can be applied only when the vehicle is decelerated.

According to the sixth feature, the change in the braking force before the power is cut is changed more gently than after the power is cut, so that a sudden change in the braking force is suppressed, and after the power is cut off, Since the fluctuation of the braking force does not affect the operability of the driver, the braking force can be quickly returned to be used for charging the power generation amount.

FIG. 1 is a side view showing a hybrid saddle riding type vehicle according to the present embodiment. FIG. 2 is a configuration diagram showing a hybrid saddle-ride type vehicle. FIG. 3 is a block diagram showing a hybrid saddle-ride type vehicle. FIG. 4A is a characteristic diagram showing a change in regenerative torque with respect to a conventional engine speed. FIG. 4B is a characteristic diagram showing a change in regenerative torque with respect to the engine speed of the present embodiment. FIG. 5 is a flowchart showing the processing operation of the hybrid saddle riding type vehicle. FIG. 6A is a characteristic diagram showing changes in engine speed and vehicle speed with respect to conventional elapsed time. FIG. 6B is a characteristic diagram showing changes in the engine speed and the vehicle speed with respect to the elapsed time of the present embodiment. FIG. 7 is a side view showing another example of the vehicle. FIG. 8 is a configuration diagram illustrating another example of the vehicle.

Hereinafter, embodiments of the hybrid saddle riding type vehicle according to the present invention will be described with reference to FIGS.

A hybrid saddle riding type vehicle (hereinafter referred to as a vehicle 10) according to the present embodiment is, for example, a scooter type motorcycle as shown in FIG. 1, and includes a front fork 12 that supports a front wheel WF in front of the vehicle body. The front fork 12 is steered by operating the handle 16 via the head pipe 14. The right grip portion of the handle 16 is a turnable accelerator.

A down pipe 18 is attached to the head pipe 14 rearward and downward, and an intermediate frame 20 extends substantially horizontally at the lower end of the down pipe 18. A rear frame 22 is provided at the rear end of the intermediate frame 20 rearward and upward.

A part of a power unit 24 including a power source is connected to a rear end portion of the intermediate frame 20, and the power unit 24 is rotatably attached to a rear wheel WR as a driving wheel on the rear end side thereof. The suspension is suspended by a rear suspension attached to the rear frame 22.

The outer peripheries of the down pipe 18, the intermediate frame 20, and the rear frame 22 are covered with a vehicle body cover 26, and a seat 28 on which a passenger is seated is fixed to the rear upper part of the vehicle body cover 26. On the upper part of the intermediate frame 20 between the seat 28 and the down pipe 18, a step floor 30 on which a passenger puts his / her foot is provided.

Next, the main configuration of the vehicle 10 will be described with reference to FIG.

As shown in FIG. 2, the vehicle 10 is provided on an engine 32 and a drive motor 34 that generate travel driving force, a starter motor 36 that starts the engine 32, and a crankshaft 38 of the engine 32. And a CVT (Continuously Variable Transmission, Transmission) 44 that continuously shifts the rotation of the crankshaft 38 to the drive shaft 40 via the centrifugal clutch 42. And a one-way clutch 46 that transmits power supplied to the drive shaft 40 only in one direction (rotation direction during forward movement), and a speed reducer 48 that decelerates the rotation and transmits it to the rear wheels WR. The starter motor 36 is not limited to the use for starting the engine 32 but may also be used for assisting driving.

An intake pipe 50 communicating with the combustion chamber of the engine 32 includes a throttle valve 52 for adjusting the intake air amount, a negative pressure sensor 54 for detecting a pressure downstream of the throttle valve 52, and a combustion chamber of the engine 32. An injector 56 for injecting fuel is provided.

A first rotor sensor 58a is provided in the vicinity of the crankshaft 38, and the engine rotation, which is the rotational speed on the input side, is detected by non-contact detection of the gear teeth as the detected body provided on the crankshaft 38. The number Ne is detected. In the CVT 44, the diameter around which a V-belt (not shown) is wound is continuously changed by the action of centrifugal force according to the engine speed Ne, and the gear ratio is automatically and steplessly changed.

A second rotor sensor 58b is provided in the vicinity of the one-way clutch 46, and an output from the one-way clutch 46 is detected by detecting a plurality of detected objects arranged in an annular manner on the outer periphery of the outer clutch (not shown) in a non-contact manner. Detect the rotation speed. The output rotation speed detected by the second rotor sensor 58b changes in proportion to the vehicle speed V of the vehicle 10 based on the speed ratio of the reduction gear 48 and the diameter of the rear wheel WR. That is, the second rotor sensor 58b also serves as a vehicle speed sensor.

Further, the vehicle 10 adjusts the rotation angle of the throttle valve 52, the accelerator sensor 60 for detecting the accelerator operation amount Acc, the first inverter 62a and the second inverter 62b for controlling the starter motor 36 and the drive motor 34. DBW (Drive By Wire) 64 and an ECU (Electric Control Unit) 66 that performs integrated control of the vehicle 10.

The ECU 66 has a CPU (Central Processing Unit) as a main control unit, a RAM (Random Access Memory) and a ROM (Read Only Memory) as a storage unit, a driver, and the like. Is realized by reading a program and executing software processing in cooperation with a storage unit or the like.

The first inverter 62a and the second inverter 62b perform drive control and regenerative control of the starter motor 36 and the drive motor 34 under the action of the ECU 66, and supply and charge power to the battery 68 when performing regenerative control. Can do. The battery 68 detects the remaining power SOC with a predetermined sensor and supplies it to the ECU 66. The DBW 64 adjusts the rotation angle of the throttle valve 52 under the action of the ECU 66 and controls the intake air amount to the engine 32.

Further, as shown in FIG. 3, the ECU 66 is in a traveling state determined from the remaining power SOC, the vehicle speed V (detected value of the second rotor sensor 58b), the accelerator operation amount Acc (detected value of the accelerator sensor 60), and the like. The mode control unit 100 that determines the travel mode accordingly is provided.

The mode control unit 100 performs the following processing, for example.

(A) The start timing of the engine 32 is determined based on the running mode and the like, and a start instruction for the starter motor 36 is given to the first inverter 62a.

(B) The drive torque of the drive motor 34 is obtained based on the vehicle speed V (detected value of the second rotor sensor 58b) and the accelerator operation amount Acc (detected value of the accelerator sensor 60), and the second inverter 62b is controlled.

(C) The fuel ejection amount and fuel ejection timing by the injector 56 are set based on the engine speed Ne (detected value of the first rotor sensor 58a).

(D) The throttle opening degree Th is obtained based on the accelerator operation amount Acc and the detected value (negative pressure Pb) of the negative pressure sensor 54.

The travel mode selected by the mode control unit 100 includes an EV travel mode (or an electric travel mode) that travels only with the driving force of the drive motor 34, an engine travel mode that travels only with the drive force of the engine 32, the drive motor 34, and the engine. A hybrid travel mode in which both the vehicle 32 and the vehicle travel are driven. Among these, the EV travel mode is selected when the remaining power SOC is large and the travel load is small, and the engine travel mode is selected when the remaining power SOC is small or the travel load is large. The hybrid driving mode is selected when the remaining power SOC is large and it is necessary to assist the engine 32 with the drive motor 34 at a high load, or when the output of the engine 32 is reduced to reduce fuel consumption. Is done. The mode control unit 100 controls the drive motor 34, the starter motor 36, the injector 56, and the like according to the selected travel mode.

Furthermore, the ECU 66 has a power connection / disconnection determination unit 102, a braking force change unit 104, and a braking force regression unit 106.

The power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is connected (transmitted) to the drive shaft 40 or disconnected from the drive shaft 40. This determination can be made based on, for example, the engine speed Ne on the condition that the throttle operated by the passenger is fully closed. Whether or not the throttle opening is fully closed is determined based on the throttle opening Th from the mode control unit 100.

Further, when the engine speed Ne is equal to or less than a predetermined value (threshold value Nth), the centrifugal clutch 42 is separated from the drive shaft 40 and the power transmission of the rotational force of the crankshaft 38 to the drive shaft 40 is performed. Blocked. That is, the power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is cutting the power of the engine 32 when the engine speed Ne is equal to or less than the threshold value Nth.

On the other hand, when the engine speed Ne increases and exceeds the threshold value Nth, the centrifugal clutch 42 contacts the drive shaft 40 and the rotational force of the crankshaft 38 is transmitted to the drive shaft 40. That is, the power connection / disconnection determination unit 102 determines that the centrifugal clutch 42 is transmitting (connecting) the power of the engine 32 when the engine speed Ne exceeds the threshold value Nth. Of course, it may be determined that the centrifugal clutch 42 is connected (transmitted) to the drive shaft 40 or disconnected from the drive shaft 40 by other methods.

Then, when the engine speed Ne is equal to or lower than the threshold value Nth (the engine speed Ne at which the centrifugal clutch 42 is disconnected), the power connection / disconnection determination unit 102 outputs a disconnection state signal Sa indicating that the power is disconnected. Output.

The braking force changing unit 104 operates, for example, when the throttle opening Th is fully closed, and changes the braking force to the vehicle 10 by changing the regenerative torque of the drive motor 34. That is, the braking force applied to the vehicle 10 when the centrifugal clutch 42 cuts off the power of the engine 32 is the deceleration stage of the vehicle 10 and before the centrifugal clutch 42 cuts off the power of the engine 32. It is made smaller than the braking force to the vehicle 10.

Specifically, the braking force changing unit 104 refers to, for example, the regenerative torque reduction map 108A, and outputs a command value read from the regenerative torque reduction map 108A to the second inverter 62b, so that the braking force necessary for the vehicle 10 is obtained. Give power.

In the regenerative torque reduction map 108A, for example, command values (regenerative torque) corresponding to the engine speed Ne are arranged, and as shown by the solid line L1 in FIG. 4B, the regenerative torque gradually increases as the engine speed Ne decreases. Is an array of command values that approaches 0. Then, the braking force changing unit 104 reads out a command value corresponding to the engine speed Ne from the regenerative torque reduction map 108A and outputs it to the second inverter 62b.

The braking force regression unit 106 operates based on the input of the disconnection state signal Sa from the power connection / disconnection determination unit 102, and applies the braking force to the vehicle 10 at the deceleration stage of the vehicle 10 and the braking force. The braking force before changing is returned to the changing unit 104.

Specifically, the braking force regression unit 106 refers to, for example, the regenerative torque regression map 108B, and outputs a command value read from the regenerative torque regression map 108B to the second inverter 62b, so that the braking force necessary for the vehicle 10 is obtained. give.

In the regenerative torque regression map 108B, similarly to the regenerative torque reduction map 108A described above, command values (regenerative torque) corresponding to the engine speed Ne are arranged. As shown by the solid line L2 in FIG. 4B, the engine speed As Ne decreases, the command value is arranged so that the command value (regenerative torque) gradually approaches the regenerative torque before being changed by the braking force changing unit 104. Then, the braking force regression unit 106 reads a command value corresponding to the engine speed Ne from the regenerative torque regression map 108B and outputs it to the second inverter 62b.

Next, processing operations of the vehicle 10 according to the present embodiment, in particular, power connection / disconnection determination processing, braking force change processing, and braking force regression processing will be described with reference to the flowchart of FIG. These processes are performed in a multitasking manner with other processes in the ECU 66, for example.

First, in step S1 of FIG. 5, the power connection / disconnection determination unit 102 determines whether or not the throttle opening Th is fully closed based on the throttle opening Th from the mode control unit 100, and makes it fully closed. Wait for it to become. In the processing from step S1 to step S5, the power connection / disconnection determination unit 102 determines that the power of the crankshaft 38 is connected to the drive shaft 40, and does not output the disconnection state signal Sa.

At the stage where the throttle opening Th is fully closed, first, processing in the braking force changing unit 104 is performed. That is, in step S2, the braking force changing unit 104 acquires the current engine speed Ne. Thereafter, in step S3, a command value corresponding to the current engine speed Ne is read from the regenerative torque reduction map 108A, and in step S4, the read command value is output to the second inverter 62b.

Thereafter, in step S5, the power connection / disconnection determination unit 102 determines whether or not the centrifugal clutch 42 is cutting power from the crankshaft 38. This determination is made based on whether or not the current engine speed Ne is equal to or less than the threshold value Nth.

If the engine speed Ne is greater than the threshold value Nth, the processes in and after step S2 are repeated. As a result, as indicated by the solid line L1 in FIG. 4B, as the engine speed Ne decreases, the regenerative torque decreases stepwise and approaches zero.

On the other hand, if it is determined in step S5 that the current engine speed Ne is equal to or less than the threshold value Nth, that is, if it is determined that the centrifugal clutch 42 is cutting the power of the crankshaft 38, the power The cutting state signal Sa from the connection / disconnection determination unit 102 is supplied to the braking force regression unit 106, and the braking force regression unit 106 is activated.

Thereafter, in step S6, the braking force regression unit 106 acquires the current engine speed Ne. Next, in step S7, the braking force regression unit 106 reads out a command value corresponding to the current engine speed Ne from the regenerative torque regression map 108B, and outputs the command value to the second inverter 62b in step S8.

Thereafter, in step S9, the power connection / disconnection determination unit 102 determines whether or not the processing is completed. This determination is made based on whether or not the command value is equal to or less than a preset end command value. As the end command value, a value near the command value when the throttle opening degree Th is fully closed is selected. For example, one command value that is equal to or less than the command value at the time when the throttle opening Th is fully closed and is within a range of −1 or more of the command value is selected. FIG. 4B shows an example in which −1N · m, which is one command value included in a range of −1.5 N · m or less and −2.5 N · m or more, is selected.

If the current command value is larger than the end command value, the processes after step S6 are repeated. As a result, as indicated by the solid line L2 in FIG. 4B, as the engine speed Ne decreases, the regenerative torque returns stepwise and the command value (end command value) when the throttle opening Th is fully closed. Will approach.

In step S9, when the command value becomes equal to or less than the end command value, the processing in the power connection / disconnection determination unit 102, the braking force change unit 104, and the braking force regression unit 106 ends.

Here, the difference between the conventional operation and the operation according to the present embodiment will be described with reference to FIGS. 4A, 4B, 6A, and 6B.

Conventionally, as shown in FIG. 4A, when the throttle opening degree Th is fully closed, the regenerative torque is controlled to be substantially constant so that the engine speed Ne is, for example, −2 N · m at 1000 rpm. . Therefore, as shown in FIG. 6A, when looking at the relationship between the engine speed Ne and the vehicle speed V, the change in the vehicle speed V immediately before the centrifugal clutch 42 cuts the power (the slope of the vehicle speed V (= the vehicle speed V / The difference between the time)) and the change in the vehicle speed V immediately after the time when the centrifugal clutch 42 cuts the power is large. For this reason, a free-running feeling due to the centrifugal clutch 42 being released during deceleration occurs.

On the other hand, in the present embodiment, as shown in FIG. 4B, the braking force changing unit 104 operates from the time when the throttle opening degree Th is fully closed, and gradually regenerates as the engine speed Ne decreases. The torque is changed toward 0 N · m. That is, the braking force applied to the vehicle 10 gradually decreases as the engine speed Ne approaches a preset value (the engine speed at which the centrifugal clutch 42 cuts power). Immediately before the engine speed Ne reaches the specified value, the regenerative torque is set to around 0, for example, from −0.5 N · m to 0 N · m. Thereafter, when the engine speed Ne reaches a specified value, the braking force regression unit 106 operates, and the regenerative torque is returned to the same value (eg, −2 N · m) as that before the braking force change unit 104 operates.

As a result, as shown in FIG. 6B, when the relationship between the engine speed Ne and the vehicle speed V is seen, the throttle opening Th is gradually closed from the time when the throttle opening degree Th is fully closed in accordance with the decrease in the engine speed Ne. Since the regenerative torque changes toward 0 N · m or the motor assists, the deceleration of the vehicle 10 is weakened, and the change in the vehicle speed V immediately before the centrifugal clutch 42 is disconnected (the inclination of the vehicle speed V (= the vehicle speed V / The difference between the time)) and the change in the vehicle speed V immediately after the centrifugal clutch 42 is disconnected is reduced. As a result, it is possible to suppress the occurrence of an idling feeling due to the centrifugal clutch 42 being separated during deceleration.

In the present embodiment, after the centrifugal clutch 42 is disengaged, the braking force that returns the braking force to the vehicle 10 to the braking force at the deceleration stage of the vehicle 10 and before being changed by the braking force changing unit 104. A regression unit 106 is provided. Since the braking force when the vehicle 10 is decelerated after the centrifugal clutch 42 is disengaged is larger than the braking force when the centrifugal clutch 42 is disengaged, the braking force regression unit 106 causes the large regenerative torque after the disengagement of the centrifugal clutch 42, that is, The regenerative torque that is greater than the braking force applied to the vehicle 10 when the vehicle 10 is decelerated can be applied to power generation.

Further, since the centrifugal clutch 42 is disconnected according to the engine speed Ne, it is possible to easily detect the power connection / disconnection of the engine 32, and to simplify the circuit configuration of the power connection / disconnection determination unit 102. In addition, the braking force regression unit 106 can be activated stably.

In the present embodiment, the braking force applied to the vehicle 10 by the braking force changing unit 104 is gradually reduced as the engine speed Ne approaches the engine speed Ne when the centrifugal clutch 42 is disconnected. . In this example, the regenerative torque is made to approach 0 stepwise. Therefore, as the engine speed Ne approaches the engine speed Ne when the centrifugal clutch 42 is disengaged, the braking force to the vehicle 10 decreases stepwise, and the operability of the occupant is not felt uncomfortable. The braking force to the vehicle 10 can be changed at the time of cutting.

Further, in the present embodiment, since the change in the braking force by the braking force changing unit 104 is made on the condition that the throttle opening Th operated by the occupant is fully closed, the braking force is changed only when the vehicle 10 is decelerated. Can be applied.

In particular, in the present embodiment, the magnitude of fluctuation of the braking force when the braking force to the vehicle 10 is changed by the braking force changing unit 104 is returned by the braking force returning unit 106 after the centrifugal clutch 42 is disconnected. The magnitude of the fluctuation of the braking force to be made is smaller.

Specifically, as shown by a solid line L1 in FIG. 4B, the change (inclination) per unit engine speed of the regenerative torque (absolute value) by the braking force changing unit 104 is represented by a braking force regression as shown by a solid line L2. The regenerative torque (absolute value) by the unit 106 is made smaller than the change (inclination) per unit engine speed.

Thereby, it is possible to suppress a sudden change in the braking force by changing the braking force before the centrifugal clutch 42 is disengaged more gently than after the centrifugal clutch 42 is disengaged. In addition, after the centrifugal clutch 42 is disengaged, fluctuations in the braking force do not affect the operability of the driver. Therefore, the braking force can be quickly returned to the braking force before the centrifugal clutch 42 is disengaged, and the amount of power generated can be charged. Can be devoted to

The regenerative torque can also be corrected according to the following conditions after setting a reference value based on changes in engine friction due to the presence or absence of fuel injection.

[Correction items]
(A) Water temperature / oil temperature (b) Deceleration of engine speed Ne (c) Ratio of engine speed Ne to vehicle speed (Belcon ratio)

The present invention is not limited to the above-described embodiment, and it is naturally possible to adopt various configurations without departing from the gist of the present invention.

That is, in the above-described example, an example is shown in which the starter motor 36 and the drive motor 34 are applied to the vehicle 10 separately installed. However, as shown in FIG. 7, the ACG function and the starter function are integrated. You may apply to the vehicle 10a which has the ACG starter motor 110. FIG.

In the vehicle 10a, a rear frame 114 that supports a seat cowl 112 and a seat 28 is coupled to a rear end portion of the intermediate frame 20. The fuel tank 116 is disposed inside the span portion 117 so as to cover the intermediate frame 20 from above. A unit swing type power unit 24 on which a rear wheel WR is rotatably supported is attached to the rear of the fuel tank 116. A transmission case 118 in which a belt-type continuously variable transmission is installed is integrally provided at the rear portion of the power unit 24, and an air cleaner box 120 is attached to an upper portion of the transmission case 118. The power unit 24 is pivotally supported on the front side of the rear frame 114 and supported so as to be suspended from the rear shock 121 on the rear side of the rear frame 114.

The power unit 24 of the vehicle 10a includes an ACG starter motor 110 in which a starter motor (cell motor) that starts an engine as a drive source and a generator that generates electric power with the rotational driving force of the engine are integrated.

Further, as shown in FIG. 8, the first inverter 62a and the ECU 66 are integrated, and the DBW 64, the second inverter 62b, and the drive motor 34 (see FIG. 2) do not exist. The second rotor sensor 58b detects the rotational speed of the final gear of the speed reducer 48.

In such a vehicle 10a, the same effect as that of the vehicle 10 described above can be obtained, and the number of parts can be significantly reduced by using the ACG starter motor 110.

Claims

An internal combustion engine (32), an electric motor (34) for applying a drive torque and a regenerative torque to a drive shaft (40) of the internal combustion engine (32), and wheels of the internal combustion engine (32) and the electric motor (34). A hybrid saddle riding type vehicle (10) comprising a power transmission mechanism (42) for transmitting to (WR),
A power connection / disconnection determination unit (102) for determining that the power transmission mechanism (42) connects / disconnects (connects / disconnects) the power of the internal combustion engine (32);
A braking force changing unit (104) for changing the braking force to the hybrid saddle riding type vehicle (10) by changing the regenerative torque of the electric motor (34);
The braking force applied to the hybrid saddle-ride type vehicle (10) when the power of the internal combustion engine (32) is cut off is a deceleration stage of the hybrid saddle-ride type vehicle (10), and the internal combustion engine ( 32) A hybrid saddle riding type vehicle having a braking force smaller than that applied to the hybrid saddle riding type vehicle (10) before the power of 32) is cut off.
The hybrid saddle riding type vehicle according to claim 1,
The power transmission mechanism (42) is a centrifugal clutch,
A rotation speed detector (58a) for detecting the rotation speed of the internal combustion engine (32);
The power connection / disconnection determination unit (102) determines connection / disconnection of power of the internal combustion engine (32) by the power transmission mechanism (42) based on a detection value from the rotation speed detection unit (58a). A hybrid saddle-ride type vehicle characterized by
The hybrid saddle riding type vehicle according to claim 1 or 2,
After the power of the internal combustion engine (32) is cut off by the power transmission mechanism (42), the braking force applied to the hybrid saddle-ride type vehicle (10) is reduced in the deceleration stage of the hybrid saddle-ride type vehicle (10). The hybrid saddle riding type vehicle further includes a braking force regression unit (106) for returning to the braking force before being changed by the braking force changing unit (104).
The hybrid saddle riding type vehicle according to any one of claims 1 to 3,
The braking force applied to the hybrid saddle riding type vehicle (10) by the braking force changing unit (104) is such that the rotational speed of the internal combustion engine (32) approaches the rotational speed when the power of the internal combustion engine (32) is cut off. The hybrid saddle-ride type vehicle is characterized in that it gradually decreases in size.
The hybrid saddle riding type vehicle according to any one of claims 1 to 4,
The hybrid saddle riding type vehicle characterized in that the change of the braking force by the braking force changing unit (104) is made on condition that a throttle operated by an occupant is fully closed.
The hybrid saddle riding type vehicle according to any one of claims 3 to 5,
The magnitude of the fluctuation of the braking force when the braking force to the hybrid saddle riding type vehicle (10) is changed by the braking force changing unit (104) is regressed by the braking force returning unit (106). A hybrid saddle-ride type vehicle characterized by being less than the magnitude of fluctuations in braking force.