WO2022118332A1

WO2022118332A1 - A saddle ride-type vehicle

Info

Publication number: WO2022118332A1
Application number: PCT/IN2021/050763
Authority: WO
Inventors: Srinivasa Rao Kandregula; Boopathi Raj Thangaraj
Original assignee: Tvs Motor Company Limited
Priority date: 2020-12-01
Filing date: 2021-08-10
Publication date: 2022-06-09

Abstract

The present subject matter relates to a saddle ride-type vehicle (101) comprising a first-power unit (150), and a second-power unit. The first-power unit (150) is configured to charge a battery unit (160) of the saddle ride-type vehicle (100). The second-power unit (155) is configured to operate as a prime mover of the saddle ride-type vehicle (100). The second-power unit (155) being electrically driven by the battery unit (160). The first-power unit (150) and the second-power unit (155) being slung from the frame member (130). The power units (150, 155) are slung from the frame member (130) providing optimal cooling and also optimal space for utility and storage.

Description

A SADDLE RIDE- TYPE VEHICLE

TECHNICAL FIELD

[0001] The present invention relates to a saddle ride-type vehicle and more particularly relates to the saddle ride-type vehicle with long range of travel.

BACKGROUND

[0002] Typically, in a saddle ride-type vehicle and in majority of motor vehicles, an internal combustion (IC) engine is used as prime mover. The IC engines are preferred as the technology is proven over the time and especially, due to the availability of fuel on which the IC engines run. User of a motor vehicle with IC engine can operate the vehicle without any range anxiety due to availability of fuel/ fuel stations at large. Despite the level of penetration of the IC engines, they are not the most efficient systems. Moreover, the IC engines operate by combustion of airfuel mixture. The resultants of the combustion process may include harmful gases that are harmful to atmosphere and hence, need to be treated before dissipating into atmosphere. The IC engines are becoming sophisticated day by day in order to be able to treat the unbumt gasses. Further, IC engines have associated challenges like poor instant torque delivery, optimum operating characteristics only at certain speed-range etc.

[0003] On the other hand, there are certain motor vehicles, that incorporate an electric motor and operate using electrical energy from a power source like battery. The electric vehicles have the challenge of charging, when compared to IC engines (refilling of fuel v. charging a battery). The refill time (charging time) is relatively very high. Moreover, a small number of charging stations are available, making the use of electric motor as a prime mover a maj or challenge . Even though fast-chargers are available, they are very expensive and they may deteriorate the life of battery at a faster rate.

BRIEF DESCRIPTION OF THE DRAWINGS

[0004] The detailed description is described with reference an embodiment of a two-wheeled saddle ride-type vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0005] Fig. 1 (a) depicts a schematic right-side view of an exemplary saddle ridetype vehicle, in accordance with an embodiment of the present subject matter.

[0006] Fig. 1 (b) illustrates a schematic enlarged view of a portion of the saddle ride-type vehicle, in accordance with an embodiment of the present subject matter. [0007] Fig. 1 (c) illustrates a schematic left-side perspective view of a saddle ridetype vehicle, in accordance with an embodiment of the present subject matter.

[0008] Fig. 1 (d) illustrates a schematic top view of a saddle ride-type vehicle, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION

[0009] Certain attempts were made in the art to accommodate large capacity batteries on the saddle ride-type vehicles to provide long range. One shortcoming with such a design is, utility space available on the vehicle is compromised. Certain other attempts were made to integrate the battery mounting/casing with a frame of the vehicle. Such attempts were successful in large motor vehicles like four- wheelers but it complicates the design of frame of the vehicle in compact saddle ride-type vehicles. For example, accommodating batteries within the frame may result in compromising on compactness of frame and may even affect structural integrity of the frame. Moreover, the accommodation of large capacity battery eats into the utility space of the vehicle. In such cases, one of primary uses of load carrying on such vehicles becomes obsolete.

[00010] In certain other designs, both the IC engine and electric motor are used to operate the vehicle. In such cases, the electric motor is used for initial motion or during any need for high power/torque. The IC engine is operated at higher speeds. The IC engine only acts as primary-prime mover and it still has the short comings associated with a typical IC engine.

[00011] In some other designs, an IC engine is used for charging a battery and the electric motor is used for driving vehicle. Even though the approach is preferred, considering the utilization of electric motor characteristics for operating the vehicle, the motor vehicles have serious challenges in terms of operating the IC engine optimally. In certain designs, the IC engines are either completely enclosed leading to poor heat dissipations or the IC engines are disposed at a rear portion of the vehicle. This adds more load on a rear wheel, which typically is a driving wheel in the saddle ride-type vehicles. Further, a load experienced by structural members like frame member is concentrated to a certain region in the motor vehicle. Due to concentration of loads to a certain region in the vehicle, the riding characteristics are poor offering poor driving experience to the user. Despite having a preferred configuration of power train, the rider/user will not be having good riding experience.

[00012] Hence, there exist major challenges to provide a saddle ride-type vehicle, which can carry loads, has an optimal load distribution across the vehicle for good handling performance, offering optimum cooling for power train and good drivability. Further, the vehicle should be capable of reaping benefits associated with a power train having an electric motor as prime mover.

[00013] Hence, the present subject matter provides a saddle ride-type vehicle comprising of a first-power unit and a second-power unit. The first-power unit is configured to charge a battery unit of the saddle ride-type vehicle. The second- power unit is configured to operate as a prime mover of the saddle ride-type vehicle. The second-power unit is electrically driven by the battery unit. A frame member of the saddle ride-type vehicle supports the first-power unit and the second-power unit that are being slung from the frame member. Both the power units are slung from the frame member without eating into utility space above the frame member. The first-power unit and the second-power unit that are slung are subjected to ambient cooling. In one implementation, the first-power unit that works on the principle of combustion for power generation receives maximum cooling followed by the second-power unit, which acts as the prime mover.

[00014] Further, two of the heavy components i.e. first-power unit and the second- power unit are slung from the frame member, the centre of gravity of the vehicle is kept low for good drivability & dynamic handling performance of the vehicle. Further, the power units are capable of dissipation of heat efficiently due to natural flow of air. [00015] In one embodiment, the first-power unit is an internal combustion engine and the second-power unit is an electric motor. The first-power unit comprises a crankshaft-axis and the second-power unit comprises a machine shaft-axis. The crankshaft-axis and the machine shaft-axis are disposed within a first- predetermined distance from an axle axis passing through a first-axle and second- axle of the saddle ride-type vehicle.

[00016] In one embodiment, the first-power unit is a four-stroke internal combustion engine, and a crankshaft and a camshaft of the four-stroke internal combustion engine are disposed within a first-predetermined distance from an axle axis, which is passing through a first-axle and second-axle of the saddle ride-type vehicle.

[00017] In one embodiment, the first-power unit and the second-power unit are disposed ahead of a swingarm-pivot of a swingarm. The first-power unit is disposed immediately behind a first-wheel, which is disposed in a front portion of the vehicle. Thus, the first-power unit that is used for charging gets effective cooling as it is disposed immediately behind the front wheel.

[00018] In one embodiment, the battery unit is accommodated in an integrated casing. The integrated casing is mounted to an upper portion of a first-portion of the frame member. The first-portion extending rearwardly downward from a head tube of the frame member.

[00019] In one embodiment, the integrated casing comprises a front facing side being provided with a heat-sink. The battery units disposed in the integrated casing are cooled naturally due to flow of air. The flow of air towards the integrated casing is independent of the flow of air towards the power units, as the integrated casing is mounted to the first-portion at the upper portion thereof.

[00020] In one embodiment, the integrated casing is configured to accommodate a fuel tank. The fuel tank is configured to supply fuel to a first-power unit. The fuel tank is isolated from the battery unit through a thermal and electrical insulation thereby providing safe mounting. Further, the fuel tank and the battery unit that are functionally connected to the first-power unit are disposed at optimum and short distance therefrom. [00021] In another embodiment, the first-power unit is functionally connected to a fuel tank, which is disposed ahead of a head tube of the frame member. In such a configuration, the integrated casing is configured to accommodate more than one battery unit. For ease of reference, the battery units are referred to in singular form. Whereas, in one embodiment, the more than one battery unit is provided. In one embodiment, each battery unit is formed by plurality of small cylindrical cells. In one implementation, the term battery unit refers to a battery pack formed by the aforementioned small cylindrical cells.

[00022] In one embodiment, the frame member is a single-tubular member. The frame member comprises a first-portion extending rearwardly downward from a head tube. A second-portion extending substantially horizontally in a longitudinal direction from a rear portion of the first-portion. A the third-portion extending inclinedly rearward from a rear portion of the second-portion. The first-portion, the second-portion and the third-portion define a U-shaped structure with a diverging profile forming a step-through portion thereat. Further, a control unit being mounted to the third-portion. Thus, the battery unit is mounted to the first-portion through the integrated casing and the control unit is mounted to the second-portion and connecting wiring harness is passed therebetween along the second-portion.

[00023] In one embodiment, the power units are slung form the second-portion whereby the control unit and the battery unit/fuel tank are disposed at equi-distance from the power units.

[00024] In one embodiment, the saddle ride-type vehicle comprises a load carrying region defined between an integrated casing and the control unit. The integrated casing being mounted to the first-portion and the control unit being mounted to the third-portion.

[00025] The load carrying region is provided above the second-portion. When the vehicle is not loaded, the centre of gravity is substantially at lower portion giving good stability. When the user adds any load at the load carrying region/Step-through portion, which is above the second-portion, the centre of gravity still stays at the centre but shifts only upwards thereby providing good manuverability in spite the vehicle being loaded. [00026] The first-power unit is an IC engine having an engine capacity below 100 cubic centimetres (100 inclusive). The IC engine is configured to operate at a substantially constant speed in its optimum speed-range. This ensures that the efficiency is high and emissions are lower.

[00027] The operation of the IC engine is performed by the control unit, as the IC engine is to be operated in the optimum speed range only. The load to be driven by the IC engine is a generator-type electrical machine. The same control unit is configured to operate the electric motor. The system operates like a drive-by-wire system, as the control unit considers various parameters of the vehicle including loads, charge of battery etc. and then operates the electric motor.

[00028] These and other advantages of the present subject matter would be described in greater detail in conjunction with, the figures in the following description. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[00029] Arrows wherever provided in the top right comer in the drawings depicts direction with respect to the vehicle, wherein an arrow FW denotes front direction, an arrow RW indicates rear direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side.

[00030] Fig. 1 (a) illustrates a schematic right-side view of an exemplary saddle ride-type vehicle 100, in accordance with an embodiment of the present subject matter. The saddle ride-type vehicle (referred to as ‘vehicle’ for brevity) 100 includes a frame assembly 130 that acts a structural member of the vehicle 100. Further, the vehicle 100 comprises a first-wheel 101 and a second-wheel 102. The first- wheel 101 is rotatably supported by a first-axle 103 and the second- wheel 102 is rotatably supported by a second-axle 104. The present subject matter is not limited to the motor vehicle with two-wheels, as it is considered only for ease of explanation, and the features of the present invention are applicable to any saddle ride-type vehicle.

[00031] The frame assembly 130 comprises a head tube 131, and a main frame (not labelled). In accordance with the current embodiment, the head tube 131 is disposed in a front portion of the vehicle 100. The main frame comprises a first-portion 132, a second-portion 133, a third -portion 134, and a fourth-portion 135, which are considered for ease of explanation. The first-portion 132 extends rearwardly downward from a rear portion of the head tube 131. The second-portion 133 extends substantially horizontally in a longitudinal direction FW-RW from a rear portion of the first-portion 132. The third-portion 134 extends inclinedly rearward from a rear portion of the second-portion 133. The fourth-portion 135 extends substantially horizontally reward from a rear portion of the third-portion 134. In one embodiment, the second-portion 133, the third-portion 134, and the fourth-portion 135 forms a U-shaped structure in a side view of the vehicle with a diverging profile, which acts as load-carrying space. Rider can mount loads onto the vehicle 100 from a lateral direction or from atop direction depending on the requirement.

[00032] In a preferred embodiment, the first-portion 132, the second-portion 133, the third-portion 134 and the fourth-portion 135 are integrally formed using a single tubular member. A single tubular member with desired thickness and diameter is taken and bent to form the aforementioned structure, as part of one implementation. However, the frame member can be formed by taking individual sub-structures, and the individual sub-structures can be chosen as per load and strength requirements. The main frame which forms a backbone line structure is disposed substantially along a center, taken in a lateral direction, of the vehicle 100.

[00033] The vehicle 100 comprises of a first-power unit 150 and a second-power unit 155. The first-power unit 150 and the second-power unit 155 are slung from the frame assembly 130. In other words, the first-power unit 150 and the second- power unit 155 do not form part of the frame assembly 130 (as in a back-bone type frame). The first-power unit 150 and the second-power unit 155 are disposed below the frame assembly 130 but supported by the main frame. The first-power unit 150 and the second-power unit 150 are disposed adjacent to each other and ahead of a swingarm-pivot 113. The first-power unit 150 is disposed immediately behind the first- wheel 101, which is disposed in a front portion of the vehicle 100. A swingarm 112 has a front portion pivoted to the swingarm -pivot 113 and a rear portion of the swingarm 112 rotatably supports the second-wheel 102. The first-power unit 150 is disposed ahead of the second-power unit 155, when seen in a side view of the vehicle 100. In one embodiment, the frame member 130 comprises a pivot bracket 136. The second-power unit 155 is further supported by the pivot bracket 136. The pivot bracket 136 also supports a main stand 190 of the vehicle 100. Further, a J- shaped bracket 137 extends downward from the second-portion 133 with the concave portion of the J facing rearwards and said concave curved portion of the J- shaped bracket 137 supports the second-power unit 155 offering additional mounting support. In one embodiment, the first-power unit 150 is a two-stroke IC engine with a plurality of fins 153 provided on a cylinder head for cooling during operation of the vehicle 100.

[00034] The first-power unit 150 is an internal combustion (IC) engine configured to operate as a generator. The first-power unit 150 charges a battery unit 160 (shown in Fig. 1 (c)). The second-power unit 155 is an electric motor and the second-power unit 155 is driven by the battery unit 160. The second-power unit 155 acts as a prime mover, which is functionally coupled to the second-wheel 102. The functional coupling can be through a chain, belt or any other known transmission. The battery unit 160 is accommodated in an integrated casing 120, which is mounted to the first-portion 132. In the depicted embodiment, the integrated casing 120 is mounted to an upward facing portion of the first-portion 132. Space available at an upper portion of the frame assembly 130 is configured for supporting the integrated casing. The second-power-unit 155 being driven by the battery unit 160 provides instantaneous torque, which helps the vehicle 100 to move from stand still position even in a fully-loaded conditions. Further, electrical connections/wiring harness length is shorter, between the second-power unit 155 and the battery unit 160, thereby keeping electrical losses minimal. [00035] The vehicle 100 comprises a steering system (not shown) and a front suspension 110, which is part of the steering system. The steering system is rotatably journaled about the head tube 131. A handlebar assembly 140 is connected to the steering system for maneuvering the vehicle 100. The front suspension 110 rotatably supports the first-wheel 101. The vehicle 100 incudes a fuel tank 165 (shown in Fig. 1 (c)) that is capable of storing fuel and for supplying fuel to the first-power unit 150. Further, a seat assembly 145 is disposed rearward to a step- through portion 138. The seat assembly 145, in one implementation, in an elongated structure, in longitudinal direction FW-RW, and is supported by the fourth-portion 135 of the main frame. The seat assembly 145 can accommodate a rider and a pillion. In another embodiment, the seat assembly is configured to accommodate a rider and a portion rearward to the seat assembly (of rider seat) would be used for carrying loads supported by the fourth-portion 135, instead of pillion seating. Further, the vehicle 100 includes a control unit 125, which is configured to control operation of the first-power unit 150, the second-power unit 155, the battery unit 160, and other systems of the vehicle 100.

[00036] In the depicted embodiment, the main stand 190 is connected to the pivot bracket 136 of the frame assembly 130. The pivot bracket 136 is disposed substantially at a transition portion of the second-portion 133 and the third-portion 134. In other words, the pivot bracket 136 and the main stand 190 are disposed biasing towards the second-wheel 102, which is a rear wheel as per one embodiment. In a fully loaded condition of the vehicle 100, the integrated casing 120 with the battery unit(s) 160 is disposed in a front portion, the first-power unit 150 and the second-power unit 155 are disposed substantially at the longitudinal center and the rider [and pillion] would be seated on the seat assembly 145 at a rear portion. The loads are distributed longitudinally along the vehicle 100 without any load concentration at a certain region. When the user gets off the vehicle 100 and parks the vehicle 100 using the main stand 190, the load in the rear portion of the vehicle 100 is reduced. The main stand 190 is disposed towards the second-wheel 102, which provides larger distance between the first- wheel 101 and the main stand 190, when compared to the second-wheel 102. In the main stand 190 engaged condition, the vehicle 100 rests on the front wheel 101 whereby the load due to components that are disposed in the front portion are supported by the first-wheel 100 unlike conventional vehicle layouts where in a main stand engaged condition, the vehicle rests on the rear wheel (s). Moreover, due to the longer distance between the main stand 190 and the first-wheel 190, the angle of inclination of the vehicle, in a stand engaged condition, is also smaller thereby providing least imbalance effect to the components disposed in the front portion of the vehicle 100.

[00037] The user may further load the vehicle at the step-through portion 138 even with the main stand engaged condition without disturbing the stability of the vehicle. As the vehicle rests on the main stand 190 and the first-wheel 101 [in main stand condition] , it is easier for the rider to disengage the main stand 190 by moving the vehicle 100 in forward direction due to weight bias towards the front. Once the rider is seated on the vehicle 100, weight distribution along the vehicle 100 is attained.

[00038] Fig. 1 (b) illustrates a schematic enlarged view of a portion of the saddle ride-type vehicle, in accordance with an embodiment of the present subject. The first-power unit 150 and the second-power unit 155 are both slung from the frame assembly 130. A first-bracket 141, which is arc-shaped connected to the first- portion 132 and the second-portion 133. Through the first-bracket 141 and a second-bracket 142, the first-power unit 150 is slung from the frame assembly 130. Further, the J-shaped bracket 137 is connected to a third-bracket 143. Similarly, a fourth-bracket 144 extends from the pivot bracket 136 to support the second-power unit 155.

[00039] Fig. 1 (c) illustrates a schematic left-side perspective view of a saddle ridetype vehicle, in accordance with an embodiment of the present subject matter. The first-power unit 150 is two-stroke IC engine. In another embodiment, the first- power unit 150 is a four-stroke IC engine. Preferably, the IC engine with a capacity of less-than (or equal to) 100 cubic centimeters is used. This engine configuration is capable of meeting the desired power generation requires at the same time returning maximum fuel efficiency. Further, the space required to accommodate the first-power unit is also less. In one embodiment, the first-power unit 150 is provided with a first-electncal machine (not shown) mounted to a crankshaft thereof. The first-electrical machine is capable of starting the IC engine (first-power unit 150) and also, operating as a generator once the IC engine has started. An output of the first-electrical machine is used to charge the battery unit 160. In one implementation, the first-electrical machine can be a magneto, which is used in conjunction with a starter motor. In another embodiment, the first-electrical machine is an integrated-starter generator (ISG), which can perform both starting and generation operations. Further, the first-power unit 150 comprises a crankshaft 151 schematically shown in Fig. 1 (c) and a crankshaft-axis 152 coincides with the crankshaft 151. Similarly, the second-power unit 155 comprises a motor shaft 156. The motor shaft 156 is functionally coupled to the second-wheel 102 through a pair of sprockets or a pair of pulleys. A motor shaft-axis 157 coincides with the motor shaft 156, hence, both the reference signs point to the same part. Further, the first- power unit 150, which is IC engine is a forwardly inclined-type. In other words, a cylinder axis 153 of the IC engine is forwardly inclined.

[00040] Further, the vehicle 100 comprises an axle-axis A-A’, which passes through the axles 103, 104 of the first-wheel 101 and the second-wheel 102. In the depicted embodiment, the crankshaft-axis 152, and the machine shaft 156/ machine shaft-axis 157 are in proximity to the axle-axis A-A’ . In case of the first-power unit 150 being a four-stroke internal combustion engine, the two key axis of the first- power unit viz. the crankshaft-axis 152 and a camshaft-axis (not shown; typically disposed on a cylinder head in a four-stroke IC engine) are disposed within a first- predetermined distance X from the axle axis A-A’. The first-pre-determined distance X is within a range of 50 millimeters on either side UW/DW of the axle axis A-A’. This ensures that a sufficient ground clearance is maintained while the layout of the vehicle enables front wheel to be touching the ground in a main stand engaged condition. Further, disposition of the first-power unit 150 and the second- power unit is substantially below the step-through portion 138, which is configured to receive loads (loads are supported on the second-portion 133 of the frame assembly 130). The second-portion 133, which forms a lowest portion of the frame assembly 130, is substantially above the axle axis A-A’ of the vehicle 100. Further, the vehicle 100 offers a center of gravity to be low and a substantial center of the vehicle thereby providing good drivability while maintaining high ground clearance requirements.

[00041] Further, the battery unit 160 is disposed in the integrated casing 120. The integrated casing is disposed at substantially same angle as that of the first-portion 132. In the present embodiment, the frame assembly 130 is provided with two laterally elongated brackets (not labelled) that are welded to the first-portion 132. The integrated casing 120 is secured to the two laterally elongate brackets. However, one or more such elongated brackets can be used depending upon the width of the integrated casing 120. In the depicted embodiment, the battery unit 160 (shown in dotted line) is disposed such that a long axis of the battery unit 160 is along the first-portion 132 of the frame member 130. More than one battery unit 160 can be accommodated in the integrated casing 120. However, the first-power unit 150, which is on-board can be used to charge the battery, without the need for carrying the vehicle 100 to a charging point/ charging station. Hence, a single battery unit 160 will suffice without any range anxiety to the user. A front facing side of the integrated casing 120 is provided with a heat-sink 122 to enable cooling of the battery unit 160 utilizing air flow occurring naturally when the vehicle is in motion. Further, the air flow (shown by dotted arrow line waves) is deflected downward and is restricted from reaching legs of the rider, thereby isolating rider’s legs from the hot air. The inclined mounting of the integrated casing enables deflection of air at the same time without any compromise on reception of cool air. Further, the first-power unit 150 is also cooled by natural air flow when the vehicle is in motion. Furthermore, the first-power unit 150 is operated in an optimum range, i.e. Further, the vehicle 100 comprises a crash-guard 170 mounted to the first- portion 132. The crash-guard 170 is mounted to a downward facing side of the first- portion 132. The crash-guard 170 is inclined substantially at same angle as that of the integrated casing 120.

[00042] Fig. 1 (d ) illustrates a schematic top-view of a saddle ride-type vehicle (101), with selected parts thereon, in accordance with another embodiment of the present subject matter. In one embodiment, an integrated casing 121 is mounted to an upper facing side of a first-portion 132 (as shown in Fig. 1 (c)) of the frame assembly 130. In the depicted embodiment, the integrated casing 121 is configured to accommodate a battery unit 160 and a fuel tank 165. The battery unit 160 and the fuel tank 165 are separated by a thermal and electrical insultation therebetween. The fuel tank 165 that supplies fuel to the first-power unit 150 and the battery unit 160, which gets charged by the first-power unit 150, are disposed in proximity to and at substantially same distance therefrom. Further, the fuel tank 165 comprises a fuel inlet 166 that is disposed at an upward facing side of the integrated casing 121. The fuel inlet 166 provides ease of access to the user for filling fuel, whenever required.

[00043] In one embodiment (not shown), the integrated casing 120 accommodates the fuel tank 165 and the battery unit 160 that are adjacent to each other in longitudinal direction FW-RW. In one implementation, the fuel tank 165 that is connected to the first-power unit 150 is disposed ahead of the second-power unit 155. The battery unit 160 is disposed rearward to the fuel tank 165. Thus, fuel hose (not shown) from the fuel tank 165 to the first-power unit 150 and electrical wiring between the second-power unit 155 and the battery unit 160 are kept minimal. Moreover, the fuel hoses and the electrical wiring are securely routed along the single tubular frame member 130.

[00044] In the depicted embodiment, a long axis of the fuel tank 165 and of the battery unit 160 are both extending in a lateral direction RH-LH, in a plan view of the vehicle 101. This enables the battery unit 160, if required to be charged externally, to be removed with ease in lateral direction without disturbing the step- through portion 138, which essentially acts as a load carrying region 139. The load carrying region 139 is defined between the integrated casing 121 and a control unit 125, in longitudinal direction, and between a pair of foot-rests 181 [for a rider] in a lateral direction RH-LH. The pair of foot-rests 181 are supported on a foot-rest support 180, which in a structural member that is supported by the second-portion 133 and extending in lateral direction RH-LH. As can be seen in the plan view, loads can be disposed at the load carrying region 139 from a lateral direction RH/LH or a from atop direction UW. The nder has flexibility of loading the vehicle in either of the directions thereby providing additional comfort.

[00045] In one embodiment, the battery unit and the fuel tank are disposed adjacent to each other in a lateral direction. In such a configuration, fuel hoses from the fuel tank to the first-power unit are routed from one lateral side and electrical wiring between the first-power unit, the second-power unit and the battery unit are disposed on other lateral side. The routing of fuel system and the electrical wiring have a clear isolation providing ease of assembly and servicing.

[00046] In one embodiment, the integrated casing 121 is configured to accommodate more than one battery unit 160. In such a configuration, the fuel tank is disposed ahead of the head tube 131 or below a seat assembly 145 (the seat assembly being shown in Fig. 1 (a)).

[00047] The frame assembly 130 is provided with load-support member(s) 175 that are provided on an upper portion of the second-portion 133. A seat support 146, which is having a substantially arrow-shape (in plan view) is configured to support at least a portion of the seat assembly 145 (shown in Fig. 1 (a)). Further, plurality of ancillary support members 147 are provided to support a pillion portion of the seat assembly 145 or for ancillary load carrying behind a rider seat.

[00048] The various embodiments described above can be combined to provide further embodiments. Also, aspects of the embodiments are not necessarily limited to specific embodiments. Depicted figures are for illustrative purposes, many modifications and variations of the present subject matter are possible within the scope of the present subject matter, in the light of above disclosure.

List of reference signs:

100/101 vehicle 25 143 third-bracket

101 first-wheel 144 fourth-bracket

102 second-wheel 145 seat assembly

103 first-axle 146 seat support

104 second-axle 147 ancillary support member

110 front-suspension 30 150 first-power unit

112 swingarm 151 crankshaft

113 swingarm-pivot 152 crankshaft-axis

120/121 integrated casing 155 second-power unit

125 control unit 156 motor shaft

130 frame member 35 157 motor shaft-axis

131 head tube 160 battery unit

132 first-portion 165 fuel tank

133 second-portion 166 fuel inlet

134 third-portion 170 crash-guard

135 fourth-portion 40 175 load-support member

136 pivot bracket 180 foot rest-support

137 J-shaped bracket 181 pair of footrests

138 step-through portion 190 main stand

139 load carrying region A-A’ axle axis

140 handlebar assembly 45 X first predetermined distan

141 first-bracket

142 second-bracket

Claims

We claim:

1. A saddle ride-type vehicle (100, 101) comprising: a first-power unit (150), the first-power unit (150) configured to charge a battery unit (160) of the saddle ride-type vehicle (100, 101); a second-power unit (155), the second-power unit (155) configured to operate as a prime mover of the saddle ride-type vehicle (100, 101), and the second-power unit (155) being electrically driven by the battery unit (160); and a frame assembly (130), and each of the first-power unit (150) and the second-power unit (155) being slung from the frame assembly (130).

2. The saddle ride-type vehicle (100, 101) as claimed in claim 1, wherein the first-power unit (150) being an internal combustion engine and the second-power unit (155) being an electric motor, wherein the first-power unit (150) comprises a crankshaft-axis (152) and the second-power unit (155) comprises a machine shaftaxis (157), the crankshaft-axis (152) and the machine shaft-axis (156) being disposed within a first-predetermined distance (X) from an axle axis (A-A’) passing through a first-axle (103) and second-axle (104) of the saddle ride-type vehicle (100, 101).

3. The saddle ride-type vehicle (100, 101) as claimed in claim 1, wherein the first-power unit (150) being a four-stroke internal combustion engine, and a crankshaft (151) and a camshaft of the four-stroke internal combustion engine being disposed within a first-predetermined distance (X) from an axle axis (A-A’) passing through a first-axle (103) and second-axle (104) of the saddle ride-type vehicle (100, 101).

4. The saddle ride-type vehicle (100, 101) as claimed in claim 2 or 3, wherein the first-predetermined distance (X) being within a range of 50 millimetres on either side (UW/DW) of the axle axis (A-A’).

5. The saddle ride-type vehicle (100, 101) as claimed in claim 1, wherein the first-power unit (150) and the second-power unit (155) both being disposed ahead of a swingarm-pivot (113) of a swingarm (112), and the first-power unit (150) being disposed immediately behind a first-wheel (101) and ahead of the second-power unit (155) of the saddle ride-type vehicle (100, 101).

6. The saddle ride-type vehicle (100, 101) as claimed in 1, wherein the battery unit (160) being accommodated in an integrated casing (120, 121), the integrated casing (120, 121) being mounted to an upper portion of a first-portion (132) of the frame assembly (130), wherein the first-portion (132) extends rearwardly downward from a head tube (131) of the frame assembly (130).

7. The saddle ride-type vehicle (100, 101) as claimed in 1, wherein the battery unit (160) being formed more than one battery units (160), and the battery units (160) being mounted to the integrated casing (120).

8. The saddle ride-type vehicle (101) as claimed in claim 6, wherein the integrated casing (120) comprises a front facing side being provided with a heatsink (122)

9. The saddle ride-type vehicle (101) as claimed in 6, wherein the integrated casing (121) being configured to accommodate a fuel tank (165), wherein the fuel tank (165) being configured to supply fuel to a first-power unit (150), and the fuel tank (165) being isolated from the battery unit ( 160) through a thermal and electrical insulation.

10. The saddle ride-type vehicle (100) as claimed in 1, wherein the first-power unit (150) being functionally connected to a fuel tank, the fuel tank being disposed ahead of a head tube (131) of the frame member (130).

11. The saddle ride-type vehicle (100, 101) as claimed in 1, wherein the frame assembly (130) includes a single -tubular backbone main frame member, wherein the main frame member comprises a first-portion (132) extending rearwardly downward from a head tube (131), a second-portion (133) extending substantially horizontally in a longitudinal direction (FW-RW) from a rear portion of the first- portion (132), and a the third-portion (134) extending inclinedly rearward from a rear portion of the second-portion (133), thereby defining a U-shaped structure with a diverging profile forming a step-through portion (138) thereat, wherein a control unit (125) being mounted to the third-portion (134).

12. The saddle nde-type vehicle (100, 101 ) as claimed m i l, wherein the saddle ride-type vehicle (100, 101) comprises a load carrying region (139) defined between an integrated casing (120, 121) and the control unit (125), wherein the integrated casing (120, 121) being mounted to the first-portion (132).

13. The saddle ride-type vehicle (101) as claimed in 9, wherein the fuel tank (165) and the battery unit (160) are disposed adjacent to each other in a lateral direction (FW-RW) of the saddle ride-type vehicle (101) and within the integrated casing (121) for optimal routing of a fuel hose between the fuel tank (165) and a first-power unit (150) and for optimal routing of electrical wiring between the first- power unit (150), a second-power unit (155), and the battery unit (160).

14. The saddle ride-type vehicle (101) as claimed in 9, wherein the fuel tank and the battery unit are disposed adjacent to each other in a longitudinal direction (RH-LH) of the saddle ride-type vehicle (101) and within the integrated casing, wherein a fuel hose from the fuel tank (165) to a first-power unit (150) is disposed towards one lateral side (RH/LH) and an electrical wiring between the first-power unit (150), a second-power unit (155), and the battery unit (160) being disposed on other lateral side (LH/RH).

15. The saddle ride-type vehicle (100, 101) as claimed in 1, wherein the first- power unit (150) being provided with a first-electrical machine, the first-electrical machine configured to charge the battery unit (160), wherein the first-electrical machine being an integrated-starter generator capable of performing both starting and generation operations.

16. The saddle ride-type vehicle (100, 101) as claimed in 1, wherein the first- power unit (150) being an internal combustion engine (150), and the internal combustion engine being a capacity of less-than 100 (inclusive) cubic centimeters.

17. The saddle ride-type vehicle (101) as claimed in 1, wherein the second- power unit (155) being supported by a pivot bracket (136) of the frame assembly (130), the pivot bracket (136) configured to support a main stand (190) of the vehicle (100, 101), and wherein a J-shaped bracket (137) extends downward from the second-portion (133) with concave portion supporting the second-power unit (155) offering additional mounting support..

18

18. The saddle ride-type vehicle (100, 101) as claimed in 17, wherein the pivot bracket (136) and the main stand (190) being disposed biasing towards the second- wheel (102), and the second-wheel (102) being disposed in a rear portion of the vehicle (100). 19. A saddle ride-type vehicle (100, 101) comprising: a first-power unit (150), the first-power unit (150) configured to charge a battery unit (160) of the saddle ride-type vehicle (100, 101); a second-power unit (155), the second-power unit (155) configured to operate as a prime mover of the saddle ride-type vehicle (100, 101), and the second-power unit (155) being electrically driven by the battery unit

(160); a frame assembly (130), and each of the first-power unit (150) and the second-power unit (155) being slung from the frame assembly (130); and an integrated casing (120, 121) configured to accommodate at least one of a fuel tank (165) and a battery unit (160), the integrated casing (120, 121) being mounted to an upper portion of the frame assembly (130).

19