WO2023127075A1

WO2023127075A1 - Saddled vehicle

Info

Publication number: WO2023127075A1
Application number: PCT/JP2021/048737
Authority: WO
Inventors: 慶士高山; 正人中田; 慎司古田
Original assignee: 本田技研工業株式会社
Priority date: 2021-12-28
Filing date: 2021-12-28
Publication date: 2023-07-06

Abstract

This saddled vehicle comprises: a drive motor (M1) for imparting a driving force to a driving wheel (4); a second motor (M2) provided separately from the drive motor (M1); an internal combustion engine (E) for generating electric power by driving the second motor (M2); a control device (34) for controlling the drive motor (M1) and the second motor (M2); and a radiator (61, 61') for cooling the internal combustion engine (E) and/or the control device (34). The radiator (61, 61') is provided with a radiator body (62) and a radiator fan (63) for blowing air to the radiator body (62). The control device (34) is disposed above the internal combustion engine (E) in the vehicular vertical direction, and the radiator fan (63) is disposed at a position overlapping with that of the control device (34) in the vehicular vertical direction.

Description

saddle-riding vehicle

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

For example, Patent Literature 1 discloses a hybrid motorcycle equipped with a generator-driving engine. In this motorcycle, the drive motor is arranged in the transmission portion of the existing vehicle, and the drive motor and the rear wheels are connected by a drive chain or the like.
Although Patent Document 1 does not disclose a cooling structure for a motor and a control device, Patent Document 2, for example, discloses a control unit including an inverter for controlling electric power supplied from a generator to a drive motor in a hybrid motorcycle. , a radiator for cooling the drive motor and/or the inverter. In this motorcycle, the radiator is arranged in front of the engine, and the control unit is arranged in the rear of the engine.

JP 2019-173622 A JP 2020-175822 A

　Compared to passenger cars, hybrid saddle-riding vehicles, which are equipped with both an engine and electric parts, are smaller than passenger cars, and there is concern that the parts will be densely packed and have thermal effects on each other. Therefore, it is desired to improve the cooling performance by optimizing the layout of each component such as the engine and electric parts.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to improve the cooling performance of power components in a saddle type vehicle that includes a drive motor that applies drive force to the drive wheels, a control device therefor, and an engine for power generation.

As means for solving the above problems, the present invention provides a drive motor (M1) that applies a driving force to a drive wheel (4), a second motor (M2) that is provided separately from the drive motor (M1), and the second An internal combustion engine (E) that drives a motor (M2) to generate electricity, a control device (34) that controls the drive motor (M1) and the second motor (M2), the internal combustion engine (E) and the control and a radiator (61, 61') for cooling at least one of the devices (34), wherein the radiator (61, 61') comprises a radiator body (62) and a radiator for blowing air to the radiator body (62). and a fan (63), the control device (34) is arranged above the internal combustion engine (E) in the vertical direction of the vehicle, and the control device (34) is positioned at a height overlapping the control device (34) in the vertical direction of the vehicle. To provide a straddle-type vehicle in which a radiator fan (63) is arranged.
According to this configuration, it is possible to effectively utilize the space above the internal combustion engine as a space for arranging the motor control device, while reducing the thermal effect of the internal combustion engine on the control device by driving the radiator fan. That is, the cooling performance of the control device can be ensured by driving the radiator fan to blow air into the vicinity of the control device, or extract the air from the periphery of the control device.

In the present invention, the radiator fan (63) blows air from the front side of the vehicle to the rear side of the vehicle, and the radiator (61) may be arranged behind the control device (34). .
According to this configuration, the control device can be effectively cooled by arranging the radiator provided with the radiator fan for blowing air from the front side of the vehicle to the rear side of the vehicle behind the control device. That is, if the radiator is arranged in front of the control device, the air that has absorbed heat in the radiator is directed to the control device. On the other hand, if the radiator is arranged behind the control device, the control device is cooled effectively because the wind before the heat is absorbed by the radiator hits the control device.

The present invention may be configured such that the radiator fan (63) is arranged behind the internal combustion engine (E).
According to this configuration, the internal combustion engine can be effectively cooled by arranging the radiator fan for blowing air from the front side of the vehicle to the rear side of the vehicle behind the internal combustion engine. That is, if the radiator is arranged in front of the internal combustion engine, the air that has absorbed heat in the radiator is directed to the internal combustion engine. On the other hand, if the radiator is arranged behind the internal combustion engine, the internal combustion engine can be effectively cooled because the air before the heat is absorbed by the radiator hits the internal combustion engine.

In the present invention, a battery (37) for supplying power to the drive motor (M1) is provided, and the battery (37) is arranged at a position avoiding the downstream region (R1) of the radiator fan (63). It's okay.
According to this configuration, it is possible to suppress the thermal influence of the exhaust heat of the radiator on the battery. The position that avoids the downstream area of the radiator fan means, for example, a position on the front side of the downstream end of the radiator fan, and even if it is on the rear side of the downstream end of the radiator fan, it is vertically aligned with the radiator fan when viewed from the side. A position where it does not overlap, or a position where it does not overlap with the radiator fan in the left-right direction in plan view can be mentioned.

In the present invention, the battery (37) may be arranged below the radiator fan (63).
According to this configuration, the space below the radiator fan can be effectively used as a space for arranging the battery. Also, the center of gravity of the motorcycle 1 can be lowered by positioning the battery 37, which is a heavy object, at a low position.

The present invention comprises temperature detection means (65, 66) for detecting temperatures of the internal combustion engine (E) and the control device (34). ) detects a temperature equal to or higher than a predetermined value.
According to this configuration, by driving the radiator fan according to the temperature of at least one of the internal combustion engine and the control device, for example, even if the temperature of the internal combustion engine is low, when the temperature of the motor control device is high, the control device is actively operated. Since it can be cooled effectively, it is possible to improve the thermal toughness of the electrical component.

The present invention includes a transmission mechanism (56) disposed on one side in the vehicle left-right direction of a vehicle body left-right center (CL) for transmitting a driving force to the drive wheels (4), and the drive motor (M1) comprises: It may be arranged to be shifted to one side in the left-right direction of the vehicle with respect to the left-right center (CL) of the vehicle body.
According to this configuration, the driving motor and the transmission mechanism are arranged on the same side in the left-right direction of the vehicle, so power can be smoothly transmitted. Displaced to one side in the left-right direction of the vehicle body with respect to the left-right center of the vehicle body means that the entire drive motor is arranged on one side of the left-right center of the vehicle body, and that the left-right center of the drive motor is located closer to the left-right center of the vehicle body. Including being on one side.

The present invention comprises a battery (37) that supplies electric power to the drive motor (M1), the battery (37) is arranged across the left and right center (CL) of the vehicle body, and the drive motor (M1) is: It may be configured to be arranged on the side of the battery (37).
According to this configuration, since the drive motor is arranged on the side of the battery arranged below the radiator fan, power transmission can be smoothly performed, and the position of the electric parts can be lowered to lower the center of gravity.

The present invention may be configured to have an article storage box (22) above the battery (37).
With this configuration, the space above the battery can be effectively utilized as an article storage space.

According to the present invention, it is possible to improve the cooling performance of the power components in a saddle-ride type vehicle that includes a drive motor that applies drive force to the drive wheels, its control device, and an engine for power generation.

BRIEF DESCRIPTION OF THE DRAWINGS It is a left view which shows the outline of the two-wheeled motor vehicle in 1st embodiment of this invention. 2 is a configuration diagram showing an outline of a drive system of the motorcycle; FIG. FIG. 3 is a configuration diagram corresponding to FIG. 2 showing an EV mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing a hybrid mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing a regeneration mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing an engine drive mode of the drive system; It is a block diagram which shows the outline of the control part of the said drive system. Fig. 2 is a plan view showing the outline of the motorcycle; FIG. 5 is a left side view showing a modification of the radiator arrangement of the motorcycle; It is a left side view showing an outline of a motorcycle in a second embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the directions such as front, back, left, and right in the following description are the same as the directions of the vehicle described below unless otherwise specified. An arrow FR indicating the front of the vehicle, an arrow LH indicating the left of the vehicle, an arrow UP indicating the upper side of the vehicle, and a line CL indicating the left-right center of the vehicle are shown at appropriate locations in the drawings used in the following description. The term "intermediate" used in this embodiment is intended to include not only the center between the two ends of the target, but also the inner range between the two ends of the target.

<Whole vehicle>
FIG. 1 shows a motorcycle 1 as an example of a straddle-type vehicle according to the present embodiment. The motorcycle 1 comprises a drive system S including an engine (internal combustion engine) E and two electric motors M1 and M2, and runs by cooperating engine power and motor power. The motorcycle 1 is a hybrid vehicle equipped with a so-called two-motor hybrid system. It should be noted that the present invention may be applied to a one-motor hybrid vehicle or an electric vehicle that does not have an internal combustion engine, as long as it does not depart from the gist of the present invention described below.

The motorcycle 1 includes front wheels (steered wheels) 3 that are steered by a steering wheel 2 and rear wheels (driving wheels) 4 that are driven by a drive system S. The motorcycle 1 is a saddle type vehicle in which the rider straddles the vehicle body, and the vehicle body can be swung (banked) in the lateral direction (roll direction) with reference to ground contact points of the front and

rear wheels

3 and 4 . The handle 2 may be a left and right integrated bar handle or a left and right separate separate handle, and may not be a bar type handle.

The motorcycle 1 includes a vehicle body frame 5 that serves as a main frame of the vehicle body. The body frame 5 includes a head pipe 6, a main frame 7, a pivot frame 8 and a rear frame 9.
The vehicle body frame 5 steerably supports a front fork 12 of a front wheel suspension 11 at a head pipe 6 positioned in the center of the front end portion in the left-right direction. The vehicle body frame 5 supports a swing arm 16 of a rear wheel suspension device 15 in a pivot frame 8 positioned in the front-rear intermediate portion so as to be capable of swinging up and down. The vehicle body frame 5 is integrally provided from the head pipe 6 to the rear frame 9 behind the pivot frame 8 by a joining means such as welding. A part of the vehicle body frame 5 (for example, the rear frame 9 and the like) may be detachable by bolting or the like.

In the figure, reference numeral 7a indicates a pair of left and right main frame members provided in the main frame 7, reference numeral 8a indicates a pair of left and right pivot frame members provided in the pivot frame 8, and reference numeral 9a indicates a pair of left and right rear frame members provided in the rear frame 9, respectively. The pair of left and right frame members are separated from each other in the vehicle width direction.

The head pipe 6 has a steering axis tilted backward with respect to the vertical direction. The head pipe 6 supports the front wheel 3 and the front wheel suspension device 11 so as to be rotatable about the steering axis. For example, the front wheel suspension system 11 includes a pair of left and right front forks 12 . Upper portions of the left and right front forks 12 are supported by the head pipe 6 via a steering stem. Lower ends of the left and right front forks 12 support the axle 3 a of the front wheel 3 . The left and right front forks 12 are of a telescopic type, respectively, and constitute a front suspension of the motorcycle 1 . The front wheel suspension 11 is not limited to constituting a telescopic front suspension, and may constitute, for example, a link-type front suspension.

The pivot frame 8 supports the front end of the swing arm 16 via a pivot shaft (swing shaft) 17 extending in the vehicle width direction. A rear end portion of the swing arm 16 supports an axle 4 a of the rear wheel 4 . For example, a rear cushion is interposed between the front portion of the swing arm 16 and the front-rear middle portion of the body frame 5 (for example, the cross frame near the pivot frame 8). The swing arm 16 and the rear cushion constitute a rear suspension of the motorcycle 1. As shown in FIG. The rear cushion may be interposed between the rear portion of the swing arm 16 and the rear portion of the body frame 5 (for example, the rear frame 9).

The entire vehicle body including the vehicle body frame 5 is covered with a vehicle body cover 19. The vehicle body cover 19 is divided into, for example, a front body cover 19a that covers the front part of the vehicle body and a rear body cover 19b that covers the rear part of the vehicle body, with the front-rear center of the vehicle body as a boundary.

The rear frame 9 extends rearward and upward of the pivot frame 8 . A seat 21 for seating an occupant is supported on the rear frame 9 . The rear frame 9 supports the seating load of an occupant seated on the seat 21 . When the rear cushion is connected, the rear frame 9 receives a reaction force when the cushion expands and contracts.

The seat 21 integrally includes, for example, a front seating portion on which the driver sits and a rear seating portion on which the rear passenger sits. The periphery of the rear frame 9 is covered with a rear body cover 19b extending from below both sides of the seat 21 to the rear. An article storage box 22, for example, is arranged inside the rear body cover 19b.

The seat 21 is attached to, for example, the rear body cover 19b in a detachable or openable manner. By attaching/detaching or opening/closing the seat 21, the upper part of the rear body cover 19b is opened/closed. An occupant can sit on the seat 21 in the closed state in which the seat 21 is attached and the upper portion of the rear body cover 19b is closed. When the seat 21 is removed and the upper portion of the rear body cover 19b is opened, parts and spaces below the seat 21 can be accessed. The seat 21 is lockable in the closed state. For example, the seat 21 may be configured to rotate around a hinge shaft provided at either the front or rear to open and close the upper portion of the rear body cover 19b.

A vehicle component 23 having a knee grip portion is supported in front of the seat 21 and above the main frame 7 . The vehicle component parts 23 include, for example, existing vehicle component parts such as a fuel tank and air cleaner for the engine E, a 12V battery for auxiliary equipment, and an article storage section for loading and unloading luggage by the occupant. and PCU 34 may be included.
The present invention may be applied to a scooter-type vehicle in which a straddle space is formed in front of the seat 21 without any vehicle components.

<Drive system>
FIG. 2 is a block diagram showing the configuration of the drive system S. As shown in FIG.
The drive system S includes an engine E, a first motor M1, a second motor M2, a power switching device 31, a PCU 34, and a battery 37.

The engine E is, for example, a multi-cylinder engine, and generates rotational driving force for the crankshaft 26 from the reciprocating motion of the piston of each cylinder.
Referring also to FIG. 1, the engine E is arranged with the rotation center axis C1 of the crankshaft 26 along the vehicle width direction (horizontal direction). The crankshaft 26 is housed inside a crankcase 27 . A cylinder block 28 protrudes from the crankcase 27, and a piston corresponding to each cylinder is fitted in the cylinder block 28. As shown in FIG. Each piston is connected to the crankshaft 26 via a connecting rod.

In this embodiment, the first motor M1 is arranged above and behind the engine E, and the second motor M2 is arranged on the left side of the engine E (see FIG. 8). The first motor M1 and the second motor M2 are each brushless three-phase AC motors. The first motor M1 is a driving motor that generates rotational driving force for driving the rear wheels, and regenerates (generates power) when the vehicle decelerates. The second motor M2 is a power generating motor that receives the driving force of the engine E to generate power, and performs at least one of charging the battery 37 and supplying power to the first motor M1.

When the first motor M1 drives the rear wheels 4 and causes the motorcycle 1 to travel, variable speed driving is performed by, for example, VVVF (variable voltage variable frequency) control. The first motor M1 is speed-change controlled to have a continuously variable transmission, but is not limited to this, and may be speed-change controlled to have a stepped transmission. The operation of the first motor M1 may include driving as an assist motor that assists the driving of the engine E. Operation of the first motor M1 may include driving the engine E as a starter motor.

When driving the first motor M1, power from the battery 37 is supplied to the PCU 34, converted from direct current to three-phase alternating current, and supplied to the first motor M1. When the first motor M1 generates power, the power generated by the first motor M1 is stored in the battery 37 through the rectifier circuit of the regulator and the like.

The second motor M2 generates electricity by rotating the rotor with the rotational power of the crankshaft 26 while the engine E is running. The operation of the second motor M2 may include driving as an assist motor that assists the driving of the engine E. Operation of the second motor M2 may include driving the engine E as a starter motor.

When the second motor M2 is driven, power from the battery 37 is supplied to the PCU 34, converted from direct current to three-phase alternating current, and supplied to the second motor M2. When the second motor M2 generates power, the power generated by the second motor M2 is stored in the battery 37 through the rectifier circuit of the regulator and the like.
The PCU 34 may separately include a first motor control section that controls the first motor M1 and a second motor control section that controls the second motor M2.

The power switching device 31 switches the power transmission path between the engine E, the first motor M1 and the second motor M2. Under the control of the power switching device 31, the engine E, the first motor M1 and the second motor M2 cooperate to drive the rear wheel 4 (make the motorcycle 1 run). Under the control of the power switching device 31, the first motor M1 and the second motor M2 can be driven to generate power. The drive system S and the rear wheels 4 are connected by a chain-type transmission mechanism 56, for example.

Also referring to FIG. 7, the PCU (Power Control Unit) 34 is an integrated control unit including a PDU (Power Drive Unit) 34a and an ECU (Electric Control Unit) 34b. The PCU 34 mainly controls the operation (driving and power generation) of the first motor M1 and the second motor M2 based on various sensor information. PCU 34 controls the current and voltage between first motor M1 and second motor M2 and battery 37 .

The PCU 34 includes a converter that raises and lowers voltage and an inverter that converts DC current to AC current. The inverter includes a bridge circuit using a plurality of switching elements such as transistors, a smoothing capacitor, and the like, and controls energization to each stator winding of the first motor M1 and the second motor M2. The first motor M<b>1 and the second motor M<b>2 switch between power running and power generation according to control by the PCU 34 .

The battery 37 obtains a predetermined high voltage (eg, 48V to 192V) by connecting a plurality of unit batteries 37a in series, for example. The battery 37 includes a lithium ion battery as chargeable/dischargeable energy storage. The battery 37 supplies electric power to the first motor M1 and can store electric power regenerated by the first motor M1 and electric power generated by the second motor M2.

Electric power from the battery 37 is supplied to the PDU 34a, which is the motor driver, via a contactor or the like that is interlocked with the main switch of the motorcycle 1, for example. Electric power from the battery 37 is converted from direct current to three-phase alternating current by the PDU 34a, and then supplied to the first motor M1 and the second motor M2.

The output voltage from the battery 37 is stepped down through the DC-DC converter and used to charge the 12V sub-battery. The sub-battery supplies power to general electrical components such as lamps, meters, locking devices, and control system components such as ECUs. By installing a sub-battery, various electromagnetic locks can be operated even when the battery 37 is removed.

The battery 37 can be charged by a charger connected to an external power supply while mounted on the vehicle body, for example. The battery 37 may be detached from the vehicle body and charged by a charger outside the vehicle.

The battery 37 has a BMU (Battery Management Unit) that monitors the charge/discharge status, temperature, and so on. Information monitored by the BMU is shared with the ECU 34b when the battery 37 is mounted on the vehicle body. The ECU 34b drives and controls the first motor M1 and the second motor M2 via the PDU 34a based on detection information input from various sensors.

<Control section>
FIG. 7 is a block diagram showing the configuration of the control section 41 of the drive system S. As shown in FIG.
The control unit 41 includes a PCU 34, an engine ECU 42, and a clutch ECU 43.
PCU 34 controls the operation (driving and power generation) of first motor M1 and second motor M2.

The engine ECU 42 controls the start, operation and stop of the engine E by activating engine accessories such as an ignition device and a fuel injection device according to the degree of opening of the accelerator. The engine ECU 42 includes an accelerator opening sensor 46 for detecting the amount of operation of an accelerator operator (for example, an accelerator grip), an engine speed sensor 47 for detecting the engine speed, and a vehicle speed (for example, wheel speed) of the motorcycle 1. Detected information from the vehicle speed sensor 48 and the like is input. The engine ECU 42 operates engine accessories such as an ignition device and a fuel injection device based on various types of input detection information.

The clutch ECU 43 is a power switching control section, and operates the power switching device 31 based on various sensor information. The clutch ECU 43 switches which of the engine E, the first motor M1 and the second motor M2 should be connected to the rear wheels 4 so as to be able to transmit power. The clutch ECU 43 is connected to a clutch actuator 32 that connects and disconnects a clutch in the power switching device 31, for example.
The engine ECU 42 and the clutch ECU 43 may be provided separately or integrally.

The control unit 41 includes, for example, a remaining fuel capacity sensor 45 for detecting the remaining capacity of the fuel tank of the engine E, an accelerator opening sensor 46 for detecting the accelerator opening (required output amount) of the passenger, and a rotational speed of the engine E. Various sensors such as an engine rotation speed sensor 47 that detects the vehicle speed of the motorcycle 1, a vehicle speed sensor 48 that detects the vehicle speed of the motorcycle 1, and a remaining battery capacity sensor 49 that detects the remaining capacity of the battery 37 are connected.

The control unit 41 is activated, for example, when the main switch of the motorcycle 1 is turned on, and starts controlling the drive system S. The control unit 41 stores, in memory, a map in which the correlation between the vehicle speed and the output (torque) is set for each accelerator opening, for example. The control unit 41 appropriately causes the engine E, the first motor M1 and the second motor M2 to cooperate based on the output from each sensor, a predetermined map, and the like. The control unit 41 applies torque from the drive system S to the rear wheel 4 to run the motorcycle 1 and enables the battery 37 to be charged.

The control unit 41 has a plurality of control modes for cooperating the engine E, the first motor M1 and the second motor M2. The control unit 41 functions as a control mode switching unit that switches between a plurality of control modes. Switching of the control mode is functionally realized by processing executed based on a preset computer program.

<Control mode>
The plurality of control modes of control unit 41 include EV mode, hybrid mode, regeneration mode, and engine drive mode.
Referring to FIG. 3, in the EV mode, the engine E is stopped, the first motor M1 is driven, and the motorcycle 1 is driven by the driving force of the first motor M1.
Referring to FIG. 4, in the hybrid mode, the second motor M2 is driven by the engine E as a generator, and the motorcycle 1 is driven by the driving force of the first motor M1.

Referring to FIG. 5, in the regeneration mode, the kinetic energy of the motorcycle 1 is used to drive the first motor M1 as a generator when the motorcycle 1 decelerates, and the battery 37 is charged with the electric power generated by the first motor M1.
Referring to FIG. 6 , in the engine drive mode, the driving force of the engine E is used to drive the motorcycle 1 .
Each control mode can be automatically switched according to sensor output or the like, or can be arbitrarily switched by the operation of the passenger.

The multiple control modes are described in more detail below.
First, an EV (Electric Vehicle) mode in which the engine E is stopped and the vehicle is driven by the driving force of the first motor M1 will be described. The EV mode is a motor drive mode in which the motorcycle 1 can travel only by the driving force (motor torque) of the first motor M1, for example, when the motorcycle 1 is running at medium to low speeds (especially when cruising). In the EV mode, the motorcycle 1 is run with the engine E and the second motor M2 disconnected from the rear wheel 4 .

In the EV mode, it is also possible to drive the engine E and use the driving force of the engine E to generate electricity with the second motor M2 (hybrid mode). In the hybrid mode, the power generated by the second motor M2 is stored in the battery 37, but may be directly supplied to the first motor M1.

The hybrid mode is implemented, for example, when the motorcycle 1 starts running until it reaches a specified speed, when traveling uphill, when a sudden acceleration is required, and the like. The hybrid mode is also implemented when the remaining battery capacity is low. Since the motorcycle 1 is smaller than a passenger car and the mounting size (capacity) of the battery 37 is limited, the hybrid mode is more likely to be used than the EV mode.

It is also possible to supply at least part of the drive power of the engine E and the second motor M2 to the output of the drive system S in the hybrid mode. As a result, it is possible to assist the driving of the rear wheels with the torque of the engine E and the second motor M2. If the remaining battery charge is below the first specified value, the drive assist by the second motor M2 may be restricted. Further, when the remaining battery capacity is lower than a second specified value, the driving by the first motor M1 may be restricted and switched to the engine drive mode. When the remaining capacity of the fuel tank is below a specified value, the proportion of rear wheel drive by the first motor M1 and the second motor M2 may be increased.

In EV mode and hybrid mode, when the motorcycle 1 decelerates or travels downhill, it shifts to "regenerative mode". In the regeneration mode, the rotational energy of the rear wheels 4 is input to the first motor M1 to regenerate (generate power), and the generated power is stored in the battery 37 . At this time, by switching the power switching device 31, the connection between the engine E and the rear wheels 4 may be released, and regeneration may be performed efficiently. In the regenerative mode, regenerative braking (engine braking) is generated on the rear wheels 4 . When the amount of charge in the battery 37 is equal to or greater than a specified value, the first motor M1 may idle to stop regeneration. At this time, by switching the power switching device 31, the engine E and the rear wheels 4 may be connected to generate engine braking.

During high-speed running (particularly during constant-speed running), etc., the power switching device 31 connects the engine E and the rear wheels 4 so that power can be transmitted, and the driving force of the engine E drives the motorcycle 1 (engine drive). mode). In the engine drive mode, the driving force of the engine E may be used to drive the second motor M<b>2 to generate power, which may be stored in the battery 37 . In the engine drive mode, at least one of the first motor M1 and the second motor M2 may be driven to assist rear wheel drive.

<Engine placement>
Referring to FIG. 1, for example, the engine E is configured without a transmission behind the crankshaft 26, and the front-to-rear width of the crankcase 27 is narrowed. In the engine E of this embodiment, a cylinder block 28 projects obliquely forward and upward from the front portion of the crankcase 27 . Reference symbol C2 in the drawing indicates an axis (center axis of the cylinder bore, cylinder axis) along the projecting direction of the cylinder block 28 . The cylinder block 28 has the cylinder axis C2 inclined forward with respect to the vertical direction. The forward inclination angle of the cylinder axis C2 with respect to the vertical direction is set to, for example, 45 degrees or more, thereby suppressing the vertical height of the engine E as a whole.

<Motor arrangement>
Referring to FIG. 1, the first motor M1 is arranged above and behind the crankcase 27 of the engine E. As shown in FIG. The first motor M1 is arranged such that at least a portion thereof is positioned above the crankcase 27 of the engine E in the vertical direction. The first motor M1 is arranged with the rotating shaft 151 extending in the left-right direction. The rotation shaft 151 of the first motor M1 is arranged such that at least a portion thereof is positioned above the crankshaft 26 and the pivot shaft 17 in the vertical direction. Reference symbol C3 in the figure indicates the central axis of the rotating shaft 151 of the first motor M1.

Also referring to FIG. 8, for example, the first motor M1 is arranged offset to one side (left side) in the vehicle width direction with respect to the left-right center CL of the vehicle body. A battery 37 is arranged inside the first motor M1 in the vehicle width direction. The first motor M1 is arranged above the battery 37 in a side view. Therefore, the first motor M1 may be arranged so as to overlap the battery 37 in plan view in FIG. Furthermore, the first motor M1 may be arranged so as to straddle the left and right center CL of the vehicle body. In this case, it is easy to increase the size of the first motor M1, and it is easy to secure the driving force of the motorcycle 1.

Referring to FIG. 1, for example, an output shaft 55 parallel to the rotating shaft 151 is arranged in front and below the first motor M1. The output shaft 55 is an output portion of the drive system S, and outputs drive force (torque) via the power switching device 31 . The output shaft 55 is arranged in front of the pivot shaft 17 at a height overlapping the pivot shaft 17 in the vertical direction.
The output shaft 55 is connected to the rear wheel 4 via a chain-type transmission mechanism 56, for example. A drive sprocket 56a of a transmission mechanism 56 is supported on the right end of the output shaft 55 so as to be integrally rotatable.

Referring to FIG. 8, the second motor M2 is arranged offset to one side (left side) in the vehicle width direction with respect to the left-right center CL of the vehicle body. The second motor M2 is provided on the left side of the crankcase 27. As shown in FIG. The second motor M2 is connected to the left side of the crankshaft 26. As shown in FIG. The second motor M2 is arranged (coaxially arranged) with the rotation center axis aligned with the crankshaft 26 . The second motor M2 is a so-called ACG (AC Generator) and also functions as a starter motor for starting the engine E. In the figure, reference numeral 251 indicates the rotating shaft of the second motor M2, and reference numeral C4 indicates the central axis of the rotating shaft 251 of the second motor M2.

<Battery placement>
Referring to FIG. 1, a battery 37 as a power source of the drive system S is arranged behind the engine E and below the second motor M2 in a side view. The battery 37 is arranged across the left and right center CL of the vehicle body (see FIG. 8). The battery 37 is arranged at a height overlapping the pivot shaft 17 in the vertical direction. The battery 37 is arranged within the vertical width of the crankcase 27 of the engine E in the vertical direction. The battery 37 and the crankcase 27 of the engine E are arranged to face the lower part of the vehicle body, and contribute to lowering the center of gravity of the motorcycle 1 .

The battery 37 is arranged so as to overlap the pivot frame 8 in a side view. At least part of the battery 37 is arranged between the left and right pivot frame members 8a. The battery 37 is supported by the left and right pivot frame members 8a. For example, the second motor M2 is arranged above the battery 37 and outside the battery 37 in the vehicle width direction.

The battery 37 is composed of, for example, a plurality of (for example, a pair of upper and lower) unit batteries 37a. Each unit battery 37a has the same configuration. Each unit battery 37a has, for example, a prismatic shape (rectangular parallelepiped shape) that has a rectangular cross section and extends in the longitudinal direction. Each unit battery 37a is arranged with its longitudinal direction directed in the vehicle front-rear direction, and its vertical width is suppressed. Each unit battery 37a is accommodated, for example, in an integrated battery box.

The battery 37 generates a predetermined high voltage (48-72V) by connecting a plurality of unit batteries 37a in series. Each unit battery 37a is composed of, for example, a lithium ion battery as a chargeable/dischargeable energy storage. Each unit battery 37a is connected to the PCU 34 via a junction box (distributor) and a contactor (electromagnetic switch). A three-phase cable extends from the PCU 34 and is connected to the first motor M1.

In the examples of FIGS. 1 and 8, the pair of upper and lower unit batteries 37a are arranged so that the whole overlaps with each other when viewed in the vertical direction, but the arrangement is not limited to this. For example, the pair of upper and lower unit batteries 37a may be displaced from each other. Moreover, although each unit battery 37a is arranged with its upper and lower surfaces substantially horizontal, this is not restrictive. For example, each unit battery 37a may be arranged with its upper and lower surfaces inclined when viewed from the side. The second motor M2 is arranged outside the battery 37 in the vehicle width direction, but the arrangement is not limited to this. For example, if the second motor M2 avoids the battery 37 when viewed from the side, the position in the vehicle width direction may be overlapped with the battery 37 .

<PCU placement>
Referring to FIGS. 1 and 8, the PCU 34 has a rectangular parallelepiped outer shape and is arranged with one side along the vehicle width direction. The PCU 34 is arranged with its upper and lower surfaces substantially horizontal. The PCU 34 may be arranged with its upper and lower surfaces inclined when viewed from the side.

The PCU 34 is arranged above the crankcase 27 of the engine E. The PCU 34 overlaps the crankcase 27 of the engine E in the longitudinal direction. In the engine E, the cylinder block 28 is greatly tilted forward to reduce the height, and the PCU 34 can be easily arranged.

The PCU 34 overlaps the second motor M2 in the longitudinal direction and overlaps the first motor M1 in the vertical direction. As a result, the PCU 34 and each of the first motor M1 and the second motor M2 are brought closer to each other, thereby shortening the high-voltage wiring between them.

The PCU 34 is arranged across the left and right center CL of the vehicle body (see FIG. 8). The PCU 34 is arranged so as to overlap the main frame 7 in a side view. At least a portion of the PCU 34 is arranged between the left and right main frame members 7a. The PCU 34 is supported by the left and right main frame members 7a. The PCU 34 is arranged inside the front body cover 19a.

A wheelhouse H is formed on the lower front side of the front body cover 19a as a space in which the front wheels 3 can be steered and moved up and down. An opening 19a1 facing the inside of the wheel house H is formed in a portion of the front body cover 19a located on the rear side of the wheel house H. As shown in FIG.

<Radiator>
Referring to FIG. 1, the radiator 61 includes a flat radiator body 62 with a reduced thickness in the vehicle front-rear direction, and a radiator fan 63 arranged along the rear side of the radiator body 62 .
The radiator 61 constitutes an integrated unit by combining a radiator main body 62 and a radiator fan 63 . The radiator 61 generates an airflow directed from the vehicle front side to the vehicle rear side by driving the radiator fan 63 . As this airflow passes through the core of the radiator body 62, heat is exchanged in the radiator 61 to cool the cooling water (radiate heat).

The radiator main body 62 has a rectangular shape when viewed in the vehicle front-rear direction, and is arranged with upper and lower sides along the vehicle width direction. The radiator fan 63 is, for example, an axial fan, and acts to draw the air on the front side of the radiator main body 62 to the rear side. The thickness direction of the radiator main body 62 and the axial direction of the radiator fan 63 are parallel to each other.
In the example of FIG. 1, the thickness direction of the radiator main body 62 and the axial direction of the radiator fan 63 are inclined upward with respect to the horizontal direction. It can be set as appropriate.

Reference numeral R1 in the drawing indicates a downstream area of the radiator fan 63. As shown in FIG. The downstream region R1 is, for example, a region downstream (rear) of the downstream end (rear end) of the radiator fan 63 and overlaps with the radiator fan 63 at least when viewed from the axial direction of the radiator fan 63 .
The PCU 34 is arranged in front of the radiator fan 63 and at least partially overlapped with the radiator fan 63 in the vertical direction of the vehicle. As a result, the PCU 34 is cooled by the airflow generated by the radiator fan 63 .

On the other hand, the battery 37 is located below the radiator fan 63 and away from the downstream region R1. Thereby, the thermal influence of the exhaust heat of the radiator 61 on the battery 37 is suppressed. Further, by arranging the battery 37, which is a heavy object, at a low position, the center of gravity of the motorcycle 1 can be lowered. The arrangement of the battery 37 is not limited to being below the radiator fan 63 as long as it avoids the downstream region R1 of the radiator fan 63 . For example, the battery 37 may be arranged above the radiator fan 63 or outside on the left and right sides.

The radiator fan 63 operates when the engine temperature (for example, cooling water temperature) reaches or exceeds a predetermined specified value, and also operates when the PCU 34 reaches or exceeds a predetermined specified value. Thereby, for example, when the temperature of the PCU 34 is high even if the temperature of the engine E is low, the PCU 34 can be cooled using the radiator fan 63 .

The engine E and the PCU 34 are provided with

temperature sensors

65 and 66, respectively. Radiator fan 63 is driven when

temperature sensors

65 and 66 detect a temperature equal to or higher than a predetermined specified value. Information detected by each of the

temperature sensors

65 and 66 is input to, for example, the PCU 34 , and the PCU 34 controls driving of the radiator fan 63 . A cooling water temperature sensor or an oil temperature sensor is used as the temperature sensor 65 of the engine E, for example. For the temperature sensor 66 of the PCU 34, for example, a conventional thermistor element or the like is used. A separate sensor may be installed for each of the

temperature sensors

65 and 66 . Radiator fan 63 is driven and controlled based on temperature information of at least one of engine E and PCU 34 .

In the configuration of FIG. 1, the opening 19a1 in which the radiator 61 is arranged opens toward the front of the vehicle. Therefore, running wind can be introduced into the body cover 19 through the opening 19a1. The front end of the PCU 34 is located behind the opening 19a1, and the running wind introduced through the opening 19a1 hits the front end of the PCU 34. As shown in FIG. As a result, the PCU 34 is well cooled while the motorcycle 1 is running. In addition to this configuration, by disposing the PCU 34 on the front side (upstream side) of the radiator fan 63, the PCU 34 can be cooled even when the motorcycle 1 is stopped.

In the configuration of FIG. 1, a radiator main body 62 and a radiator fan 63 are arranged behind the PCU 34 . Lower portions of the radiator main body 62 and the radiator fan 63 are positioned behind the engine E. As shown in FIG. When the radiator fan 63 is driven, outside air is sucked into the front body cover 19a through the opening 19a1 of the front body cover 19a, and this outside air flows around the PCU 34 to cool it.

For example, at the front end of the PCU 34 facing the opening 19a1 (the part directly exposed to the outside air), a heat radiating part (also a heat generating part) for radiating heat from heat generating components such as transistors in the PDU 34a may be arranged. That is, the heat generated by the PCU 34 can be dissipated favorably by directly hitting the heat radiating portion with the outside air. In addition, when the motorcycle 1 is running, the running wind directly hits the heat radiating portion, so the heat generated by the PCU 34 can be radiated more favorably. The heat dissipation part may have a plurality of heat dissipation fins on the flat surface, for example, to further improve heat dissipation.

The outside air that has cooled the PCU 34 reaches the radiator 61 arranged behind the PCU 34, passes through the radiator main body 62, and is drawn rearward. This outside air further flows around the first motor M1 arranged behind the radiator 61, and then is exhausted to the outside of the vehicle body cover 19 (rear body cover 19b).

The first motor M1 of the series hybrid motorcycle 1 is always driven while the motorcycle is running. Therefore, the PCU 34, which is a motor control unit, needs to be cooled more frequently than the engine E, which may be stopped. The PCU 34 is cooled by the running wind while the motorcycle 1 is running. According to the configuration of the embodiment, the PCU 34 can be cooled with a simple configuration by using the radiator fan 63 for cooling the engine E without separately providing a fan, radiator, or the like for cooling the PCU 34 .

Note that the arrangement of the radiator fan 63 is not limited to the rearward arrangement of the PCU 34 .
Referring to FIG. 9, radiator fan 63 may be arranged in front of PCU 34 at a height overlapping PCU 34 in the vertical direction of the vehicle. At this time, the radiator 61' may be arranged in the opening 19a1 of the front body cover 19a to directly receive the running wind. The radiator body 62 of the radiator 61 arranged in the opening 19a1 has its thickness direction (cooling air passage direction) directed in the vehicle front-rear direction. Therefore, running wind is introduced into the vehicle body cover 19 through the opening 19 a 1 and the radiator 61 .

When the vehicle is stopped, the temperature rise of the engine E is suppressed by driving the radiator fan 63 according to the rise in engine temperature. The outside air that has passed through the radiator body 62 and absorbed heat flows around the PCU 34, and the PCU 34 can be cooled by this airflow.

In the example of FIG. 9, the PCU 34 is cooled by outside air after heat absorption from the radiator 61', whereas in the example of FIG. 1, the PCU 34 is cooled by outside air before heat absorption from the radiator 61'. Therefore, the configuration of FIG. 1 can cool the PCU 34 more efficiently.

It should be noted that the radiators 61 and 61' are not limited to those that allow external air to flow in the longitudinal direction of the vehicle, but may be configured to flow external air in the vehicle width direction or the vertical direction. In this case, by arranging the PCU 34 on a path corresponding to the airflow generated inside the vehicle body cover 19 by driving the radiator fan 63, the effect of cooling the PCU 34 can be obtained.

As described above, the motorcycle 1 in the above embodiment includes the first driving motor M1 for applying driving force to the rear wheel 4 and the second electric power generating motor M2 provided separately from the first motor M1. , an engine E for driving the second motor M2, a PCU 34 for controlling the first motor M1 and the second motor M2, and radiators 61 and 61' for cooling the engine E, 61' includes a radiator body 62 and a radiator fan 63 for blowing air to the radiator body 62. The PCU 34 is arranged above the engine E in the vertical direction of the vehicle, and overlaps the PCU 34 in the vertical direction of the vehicle. The radiator fan 63 is arranged at the height.
According to this configuration, the radiator fan 63 can be driven to reduce the thermal effect of the engine E on the control device 34 while effectively utilizing the space above the engine E as a space for arranging the control device 34 . That is, the cooling performance of the control device 34 can be ensured by driving the radiator fan 63 to blow air into the vicinity of the control device 34 or extracting air from the periphery of the control device 34 .

In the motorcycle 1 , the radiator fan 63 blows air from the vehicle front side to the vehicle rear side, and the radiator 61 is arranged behind the PCU 34 .
According to this configuration, the PCU 34 can be effectively cooled by arranging the radiator 61 having the radiator fan 63 for blowing air from the vehicle front side to the vehicle rear side behind the PCU 34 . That is, if the radiator 61 is arranged in front of the PCU 34 , the air that has absorbed heat in the radiator 61 is directed to the PCU 34 . On the other hand, if the radiator 61 is arranged behind the PCU 34, the PCU 34 can be cooled effectively because the PCU 34 is exposed to the wind before the radiator 61 absorbs heat.

Further, in the motorcycle 1, the radiator fan 63 is arranged behind the engine E. As shown in FIG.
According to this configuration, the engine E can be effectively cooled by arranging the radiator fan 63 behind the engine E for blowing air from the front side of the vehicle to the rear side of the vehicle. That is, if the radiator 61 is arranged in front of the engine E, the air that has absorbed heat in the radiator 61 is directed to the engine E. As shown in FIG. On the other hand, if the radiator 61 is arranged behind the engine E, the wind before the heat is absorbed by the radiator 61 hits the engine E, so the engine E can be cooled effectively.

The motorcycle 1 further includes a battery 37 that supplies electric power to the first motor M1, and the battery 37 is arranged at a position away from the downstream area R1 of the radiator fan 63. As shown in FIG.
According to this configuration, it is possible to suppress the thermal influence of the exhaust heat of the radiator 61 on the battery 37 . The position that avoids the downstream region R1 of the radiator fan 63 is, for example, a position on the front side of the downstream end of the radiator fan 63, and even if it is on the rear side of the downstream end of the radiator fan 63, the radiator fan 63 is positioned in a side view. A position that does not overlap the radiator fan 63 in the vertical direction, or a position that does not overlap the radiator fan 63 in the horizontal direction in plan view.

Further, in the motorcycle 1 , the battery 37 is arranged below the radiator fan 63 .
According to this configuration, the space below the radiator fan 63 can be effectively used as a space for arranging the battery 37 . Also, the center of gravity of the motorcycle 1 can be lowered by positioning the battery 37, which is a heavy object, at a low position.

The motorcycle 1 further includes

temperature sensors

65 and 66 for detecting temperatures of the engine E and the PCU 34, and the radiator fan 63 detects that at least one of the

temperature sensors

65 and 66 detects a temperature equal to or higher than a predetermined value. Driven if detected.
According to this configuration, by driving the radiator fan 63 according to the temperature of at least one of the engine E and the PCU 34, even if the temperature of the engine E is low, the PCU 34 is actively cooled when the temperature of the PCU 34 is high. Therefore, the heat toughness of the electrical component can be improved.

Further, in the motorcycle 1, a transmission mechanism 56 is arranged on one side in the left-right direction of the vehicle relative to the left-right center CL of the vehicle body, and is provided with a transmission mechanism 56 for transmitting a driving force to the rear wheels 4. It is displaced to one side in the left-right direction of the vehicle with respect to CL.
According to this configuration, the first motor M1 and the transmission mechanism 56 are arranged on the same side in the left-right direction of the vehicle, so power can be smoothly transmitted. Displacement to one side in the vehicle left-right direction with respect to the left-right center CL of the vehicle body means that the entire first motor M1 is arranged on one side of the left-right center CL of the vehicle body, and that the first motor M1 is located at the left-right center of the first motor M1. is on one side of the left-right center CL of the vehicle body.

<Second embodiment>
Next, a second embodiment of the invention will be described with reference to FIG.
The motorcycle 101 of the second embodiment differs from the first embodiment particularly in the arrangement of the first motor M1. Other components identical to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. For convenience of illustration, FIG. 10 (and FIG. 8) show two radiators 61 and 61' that are arranged differently.

The first motor M1 of the second embodiment is arranged behind the crankcase 27 of the engine E. The first motor M1 is arranged at a height overlapping the crankcase 27 of the engine E in the vertical direction. The first motor M1 is arranged at a position overlapping the pivot frame 8 in a side view. The first motor M1 is arranged with the rotating shaft 151 extending in the left-right direction. The rotating shaft 151 of the first motor M1 is arranged at a height overlapping the crankshaft 26 in the vertical direction. A rotating shaft 151 of the first motor M1 is arranged coaxially with the pivot shaft 17 .

The first motor M1 of the second embodiment has the same arrangement as that of the embodiment in plan view shown in FIG. That is, the first motor M1 is arranged on one side (left side) in the vehicle left-right direction of the vehicle body left-right center CL, and is arranged on the outside of the battery 37 in the vehicle width direction.
Furthermore, as shown in FIG. 10, the first motor M1 of the second embodiment is displaced downward to a height overlapping the battery 37 in side view. Therefore, the first motor M1 is arranged adjacent to one side (left side) of the battery 37 in the left-right direction of the vehicle.

For example, an output shaft 55' coaxial with the rotating shaft 151 is arranged on the left side of the first motor M1. The output shaft 55 ′ is an output portion of the drive system S of the second embodiment, and outputs drive force (torque) via the power switching device 31 . The output shaft 55' is arranged coaxially with the pivot shaft 17, for example. As a result, the first motor M1 is arranged toward the rear side, so that the cylinder block 28 of the engine E located in front of the first motor M1 can be laid down more easily. For this reason, it becomes easier to secure a component arrangement space above the engine E.

The output shaft 55 ′ is connected to the rear wheel 4 via a chain-type transmission mechanism 56 . Since both the first motor M1 and the transmission mechanism 56 are offset to one side (left side) in the left-right direction of the vehicle, they can be easily connected.
An article storage box 22 is arranged above the battery 37 . In the second embodiment, the space above the battery 37 is expanded by moving the first motor M1 downward. Therefore, the article storage box 22 of the second embodiment has a larger capacity than that of the first embodiment.

Also in the motorcycle 101 of the second embodiment described above, the heat-generating portion of the PCU 34 can be easily exposed to running wind, and the cooling performance of the PCU 34 can be improved.

In the motorcycle 101 , the battery 37 is arranged across the left and right center CL of the vehicle body, and the first motor M<b>1 is arranged on the side of the battery 37 .
According to this configuration, since the first motor M1 is arranged on the side of the battery 37 arranged below the radiator fan 63, smooth power transmission is achieved and the position of the electric parts is lowered to lower the center of gravity. be able to.

In addition, the motorcycle 101 is provided with an article storage box 22 above the battery 37 .
With this configuration, the space above the battery 37 can be effectively utilized as an article storage space.

The present invention is not limited to the above embodiment, and for example, the fan of the radiator 61 for cooling the engine E is used, but the present invention is not limited to this. If first motor M1 and PCU 34 are water cooled, a radiator fan for cooling first motor M1 and PCU 34 may be utilized.
Straddle-type vehicles include all vehicles in which the driver straddles the vehicle body, not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled vehicles Vehicles with two front wheels and one rear wheel are also included) or vehicles with four wheels (such as a four-wheel buggy) are also included. The straddle-type vehicle includes not only a vehicle such as a motorcycle that turns in a direction in which the vehicle body is banked, but also a vehicle that turns by steering the steered wheels without banking the vehicle body.

In the above embodiment, an example of application to a hybrid motorcycle has been shown, but the present invention is not limited to this, and may be applied to various types of saddle-riding vehicles including two-wheel, three-wheel and four-wheel drive motors. Further, the present invention is not limited to a hybrid vehicle having an internal combustion engine, and may be applied to an electric vehicle that runs only with a drive motor.
The configuration in the above embodiment is an example of the present invention, and various modifications, such as replacing the constituent elements of the embodiment with known constituent elements, are possible without departing from the gist of the present invention.

1,101 motorcycles (saddle type vehicles)
4 rear wheels (drive wheels)
5 Body frame 19a Front body cover (exterior part)
19a1 opening 21 seat 22 article storage box 34 PCU (control unit)
37 battery 56 transmission mechanism 61, 61' radiator 62 radiator body 63

radiator fans

65, 66 temperature sensor (temperature detection means)
E engine (internal combustion engine)
M1 first motor (drive motor)
M2 Second motor CL Vehicle body left/right center R1 Downstream area

Claims

a driving motor (M1) for applying driving force to the driving wheels (4);
a second motor (M2) provided separately from the drive motor (M1);
an internal combustion engine (E) that drives the second motor (M2) to generate electricity;
a controller (34) for controlling the drive motor (M1) and the second motor (M2);
a radiator (61, 61') for cooling at least one of the internal combustion engine (E) and the control device (34);
The radiator (61, 61') comprises a radiator body (62) and a radiator fan (63) for blowing air to the radiator body (62),
The control device (34) is arranged above the internal combustion engine (E) in the vertical direction of the vehicle,
A straddle-type vehicle in which the radiator fan (63) is arranged at a height overlapping with the control device (34) in the vertical direction of the vehicle.
The radiator fan (63) blows air from the front side of the vehicle to the rear side of the vehicle,
The straddle-type vehicle according to claim 1, wherein the radiator (61) is arranged behind the control device.
The straddle-type vehicle according to claim 2, wherein the radiator fan (63) is arranged behind the internal combustion engine (E).
a battery (37) for powering said drive motor (M1);
The straddle-type vehicle according to claim 2 or 3, wherein the battery (37) is arranged at a position avoiding the downstream region (R1) of the radiator fan (63).
The straddle-type vehicle according to claim 4, wherein the battery (37) is arranged below the radiator fan (63).
temperature detection means (65, 66) for detecting temperatures of the internal combustion engine (E) and the control device (34);
The straddle-type according to any one of claims 1 to 5, wherein the radiator fan (63) is driven when at least one of the temperature detection means (65, 66) detects a temperature equal to or higher than a predetermined value. vehicle.
A transmission mechanism (56) arranged on one side in the vehicle left-right direction of the vehicle body left-right center (CL) for transmitting driving force to the drive wheels (4),
The saddle-ride type vehicle according to any one of claims 1 to 6, wherein the drive motor (M1) is displaced to one side in the left-right direction of the vehicle with respect to the left-right center (CL) of the vehicle body.
a battery (37) for powering said drive motor (M1);
The battery (37) is arranged across the left and right center (CL) of the vehicle body,
The straddle-type vehicle according to any one of claims 1 to 7, wherein the drive motor (M1) is arranged on the side of the battery (37).
The straddle-type vehicle according to claim 8, further comprising an article storage box (22) above the battery (37).