WO2023127077A1

WO2023127077A1 - Saddled vehicle

Info

Publication number: WO2023127077A1
Application number: PCT/JP2021/048748
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) that provides driving force to a drive wheel (4); a battery (37) that provides electric power to the drive motor (M1); a control device (34) that controls the drive motor (M1); and a seat (21) on which an occupant sits. The battery (37) is equipped with a first battery (37a, 137a, 237a) and a second battery (37b, 137b, 237b) that are separate from each other. The control device (34) is disposed below the seat (21). The first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b) are arranged on the left and right sides of the control device (34), respectively, in plan view.

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

By the way, in order to realize a decarbonized society in recent years, it is desirable to reduce the operation of the engine and increase the battery running even in hybrid vehicles. That is, hybrid vehicles are desired to have a configuration capable of securing a larger battery capacity, as is the case with pure EV vehicles. In particular, in the case of a straddle-type electric vehicle, the battery may be detachable, and a configuration that takes this point into consideration is desired.

SUMMARY OF THE INVENTION Accordingly, the present invention provides a saddle-ride type vehicle having a drive motor for providing driving force to the drive wheels, a control device for the drive motor, and a battery for supplying power to the drive motor. intended to

As means for solving the above problems, the present invention provides a drive motor (M1) that provides drive force to the drive wheels (4), a battery (37) that provides power to the drive motor (M1), and the drive motor (M1). and a seat (21) on which an occupant sits, and the battery (37) comprises a first battery (37a, 137a, 237a) and a second battery (37b , 137b, 237b), and the control device (34) is arranged below the seat (21) and controls the first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b). provide a saddle-ride type vehicle that are arranged on both sides in the left and right direction of the control device (34) in plan view.
According to this configuration, by arranging the first battery and the second battery on both left and right sides of the control device under the seat, the space outside the control device in the left and right direction is effectively used as a battery arrangement space, and the overall size of the battery is As a result, the battery capacity can be secured. That is, by dividing the battery into the first battery and the second battery, it is possible to efficiently arrange the batteries around the control device while ensuring the battery capacity.
Also, by attaching/detaching or opening/closing the seat, maintenance around the control device can be performed, and the battery can be attached/detached. In addition, by dividing the battery into a plurality of bodies and placing the battery and the control device side by side, the wiring length required for connecting the battery and the control device can be shortened, and the cost and weight can be reduced. . Furthermore, by allocating the first battery and the second battery to the left and right sides of the vehicle body, it is possible to easily balance the left and right sides of the vehicle.

In the present invention, each of the first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b) is arranged at a vertical height overlapping the control device (34) in side view. It may be a configuration with
According to this configuration, the battery and the control device are not only adjacent to each other in a plan view, but also arranged at a vertical height where they overlap in a side view. It can be shortened to reduce cost and weight.

In the present invention, the control device ( 34) and the internal combustion engine (E) are arranged so as to overlap with the lateral center (CL) of the vehicle body in plan view, and the first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b) are The drive motor (M1) and the second motor (M2) are distributed to both the left and right sides of the vehicle body left-right center (CL) in plan view. Arranged configurations may also be used.
According to this configuration, the internal combustion engine and the control device are arranged near the left and right center of the vehicle body, and the set of the first battery and the second battery and the set of the first motor and the second motor are distributed to the left and right sides of the vehicle body, respectively. By arranging it, it is possible to make it easier to balance the left and right of the vehicle.

In the present invention, each of the first battery (137a) and the second battery (137b) may be tilted so as to approach each other toward the front of the vehicle in a plan view.
According to this configuration, the first battery and the second battery located on the left and right sides of the control device below the seat are tilted so that they approach each other toward the front of the vehicle, so that the first battery and the second battery are located toward the front of the seat. Since the space between the batteries is narrowed and the width of the vehicle body can be narrowed, the footing property of the vehicle can be improved.

In the present invention, each of the first battery (237a) and the second battery (237b) has a side extending portion (38) extending in the front-rear direction along the left and right side surfaces of the control device (34) in plan view. and a rear extension portion (39) that continues to the rear side of the side extension portion (38) and extends inward in the left-right direction along the rear surface of the control device (34) in plan view. It's okay.
According to this configuration, by providing the rear extending portion extending inward in the left-right direction along the rear surface of the control device on the rear side of the first battery and the second battery, the left and right sides of the control device can be operated while securing the battery capacity. By narrowing the width of the side extending portion extending along the side surface, it is possible to suppress the protrusion to the outside in the left-right direction, and to narrow the width of the vehicle body to improve the foot grounding property of the vehicle. In addition, the rear extending portions of the first battery and the second battery can prevent external disturbances from reaching the control device from behind.

According to the present invention, in a saddle-riding vehicle provided with a drive motor for applying drive force to drive wheels, a control device for the drive motor, and a battery for supplying power to the drive motor, battery capacity is ensured and access to the battery is improved. can be

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. 2 is a plan view showing an outline of a motorcycle in a second embodiment; Fig. 10 is a plan view showing an outline of a motorcycle in a third 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. Inside the rear body cover 19b, a storage section for storing the PCU 34 of the drive system S and the battery 37 is arranged.

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 23 includes, for example, existing vehicle components 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.
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 on the right rear side of 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, for example, a plurality of

unit batteries

37a and 37b in series. 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 part>
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 behind the right side of the crankcase 27 of the engine E. As shown in FIG. 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 with the rotating shaft 151 extending in the left-right direction. Reference symbol C3 in the figure indicates the central axis of the rotating shaft 151 of the first motor M1.
For example, the rotating shaft 151 of the first motor M1 is arranged at a height overlapping the crankshaft 26 in the vertical direction. The first motor M1 is arranged forward of the pivot frame 8 .

Also referring to FIG. 8, for example, the first motor M1 is arranged offset to one side (right side) in the vehicle width direction with respect to the vehicle body left-right center CL. 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. 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.

With reference to FIG. 1, 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, 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 the other side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL. 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 for drive system S is arranged below seat 21 . The battery 37 is divided into a plurality of bodies and arranged on both left and right sides of the PCU 34 which is also arranged below the seat 21 (see FIG. 8). The PCU 34 is arranged in the center of the left and right sides of the vehicle body (arranged across the center CL of the left and right sides of the vehicle body) (see FIG. 8). The batteries 37 are arranged on both left and right sides of the PCU 34 .

The battery 37 is composed of a plurality of (a pair of left and right)

unit batteries

37a and 37b. In this embodiment, the unit battery on the left side is indicated by reference numeral 37a, and the unit battery on the right side is indicated by reference numeral 37b. Each

unit battery

37a, 37b has, for example, the same configuration. Each of the

unit batteries

37a and 37b has, for example, a prismatic shape (rectangular parallelepiped shape) that has a rectangular cross section and extends in the longitudinal direction. Hereinafter, the unit battery 37a on the left side may be called the first battery 37a, and the unit battery 37b on the right side may be called the second battery 37b.

Each

unit battery

37a, 37b is arranged with its upper and lower surfaces along the vehicle width direction. Each

unit battery

37a, 37b is arranged with its longitudinal direction and upper and lower surfaces tilted rearwardly upward, so that it is easy to fit in the rearwardly upward rear body cover 19b as a whole. Each

unit battery

37a, 37b is accommodated, for example, together with the PCU 34 in an integrated electric equipment box. Each

unit battery

37a, 37b can be inserted into and removed from the electric equipment box, for example, through an upper opening of the rear body cover 19b. The upper opening of the rear body cover 19b can be opened and closed by, for example, attaching and detaching the seat 21 or opening and closing it. Each

unit battery

37a, 37b is arranged near the upper part of the vehicle body (for example, at a height where it overlaps with the head pipe 6 in the vertical direction), and is easily accessible to the user.

The battery 37 generates a predetermined high voltage (48-72V) by connecting a plurality of

unit batteries

37a and 37b in series. Each

unit battery

37a, 37b is composed of, for example, a lithium ion battery as a chargeable/dischargeable energy storage. Each

unit battery

37a, 37b 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 left and

right unit batteries

37a and 37b are provided symmetrically across the PCU 34 in the left and right center of the vehicle body, but this is not the only option. For example, they may be provided asymmetrically depending on the layout of the drive system, exhaust system, etc. of the vehicle. In addition, the left and

right unit batteries

37a and 37b are arranged with the PCU 34 and the upper and lower surfaces thereof tilted rearward and upward, but this is not restrictive. For example, at least one of the left and

right unit batteries

37a and 37b and the PCU 34 may be arranged differently such that the upper and lower surfaces are substantially horizontal or inclined downward.

The left and

right unit batteries

37a, 37b and the PCU 34 are preferably arranged between the left and right rear frame members 9a, but are not limited to this. For example, only the PCU 34 may be arranged between the left and right rear frame members 9a, and the left and

right unit batteries

37a and 37b may be arranged on the left and right outer sides of the left and right rear frame members 9a. The left and

right unit batteries

37a and 37b are respectively supported by the left and right rear frame members 9a. The left and

right unit batteries

37a and 37b are preferably accessible (including maintenance such as attachment/detachment and charging) through an upper opening of the rear body cover 19b, but the present invention is not limited to this. For example, the left and

right unit batteries

37a and 37b may be accessible from outside in the vehicle width direction by opening/closing or attaching/detaching the sides of the rear body cover 19b.

<PCU placement>
Referring to FIGS. 1 and 8, the PCU 34 has a rectangular parallelepiped outer shape and is arranged with its upper and lower surfaces along the vehicle width direction. As with the

unit batteries

37a and 37b, the PCU 34 is arranged with its upper and lower surfaces inclined rearwardly upward. 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 substantially overlap the

unit batteries

37a and 37b in a side view. The PCU 34 is supported by the left and right rear frame members 9a.

The battery 37 and PCU 34 are arranged inside the rear body cover 19b. The

unit batteries

37a and 37b are arranged on both sides of the PCU 34 in the left-right direction in plan view. Each

unit battery

37a, 37b is arranged so as to substantially overlap the entire PCU 34 in a side view. As a result, the wiring length required for connecting the battery 37 and the PCU 34 can be shortened.

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, the battery 37 for supplying electric power to the first motor M1, and the first motor M1. and a seat 21 on which an occupant sits. The battery 37 includes a first battery 37a and a second battery 37b that are separate from each other. , the first battery 37a and the second battery 37b are arranged on both sides of the PCU 34 in the horizontal direction in a plan view.
According to this configuration, by arranging the first battery 37a and the second battery 37b on both left and right sides of the PCU 34 below the seat 21, the space outside the PCU 34 in the left and right direction can be effectively used as a battery arrangement space, and the entire battery 37 can be used. The size and thus the battery capacity can be secured. That is, by dividing the battery 37 into the first battery 37a and the second battery 37b, it is possible to efficiently arrange the batteries around the PCU 34 while ensuring the battery capacity.
Further, by attaching/detaching or opening/closing the seat 21, maintenance around the PCU 34 can be performed, and the battery 37 can be attached/detached. In addition, by dividing the battery 37 into a plurality of bodies and placing the battery 37 and the PCU 34 adjacent to each other on the left and right sides, the wiring length required for connecting the battery 37 and the PCU 34 can be shortened, and the cost and weight can be reduced. can. Furthermore, by allocating the first battery 37a and the second battery 37b to the left and right sides of the vehicle body, the left and right balance of the motorcycle 1 can be easily achieved.

Further, in the motorcycle 1, each of the first battery 37a and the second battery 37b is arranged at a vertical height overlapping the PCU 34 in a side view.
According to this configuration, the battery 37 and the PCU 34 are not only adjacent to each other in a plan view, but also arranged at a vertical height where they overlap in a side view. It can be shortened to reduce cost and weight.

The motorcycle 1 further includes a second motor M2 provided separately from the first motor M1, and an engine E that drives the second motor M2 to generate power. The PCU 34 and the engine E are: In plan view, the first battery 37a and the second battery 37b are arranged so as to overlap the left-right center CL of the vehicle body. The two motors M2 are distributed and arranged on both left and right sides of the left and right center CL of the vehicle body in a plan view.
According to this configuration, the engine E and the PCU 34 are arranged near the left and right center of the vehicle body, and the set of the first battery 37a and the second battery 37b and the set of the first motor M1 and the second motor M2 are arranged on both left and right sides of the vehicle body. By distributing and arranging them, the right and left balance of the motorcycle 1 can be more easily maintained.

<Second embodiment>
Next, a second embodiment of the present invention will be described with reference to the drawings.
The motorcycle 101 of the second embodiment differs from the above-described first embodiment particularly in the arrangement of the first battery 37a and the second battery 37b. Other components identical to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

Each of the first battery 137a and the second battery 137b of the second embodiment is arranged so as to be closer to each other toward the front side of the vehicle in plan view. The front portions of the first battery 137a and the second battery 137b are arranged so that their longitudinal positions overlap the front portion of the seat 21 . Therefore, it is possible to narrow the lateral width of the vehicle body in the vicinity of the front portion of the seat 21, so that the driver sitting on the seat 21 can easily put his or her feet down. That is, it is possible to improve the driver's foot grounding ability.

In the motorcycle 101 of the second embodiment described above, each of the first battery 137a and the second battery 137b is arranged so as to be closer to each other toward the front side of the vehicle in plan view.
According to this configuration, the first battery 137a and the second battery 137b positioned on the left and right sides of the PCU 34 below the seat 21 are tilted so that they approach each other toward the front of the vehicle, so that the first battery 137a and the second battery 137b become closer toward the front of the seat 21. Since the space between 137a and second battery 137b is narrowed and the width of the vehicle body can be narrowed, the footing property of motorcycle 101 can be improved.

<Third embodiment>
Next, a third embodiment of the present invention will be described with reference to the drawings.
The motorcycle 201 of the third embodiment differs from the above-described first embodiment particularly in the planar view shapes of the first battery 37a and the second battery 37b. Other components identical to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

Each of the first battery 237a and the second battery 237b of the third embodiment has a substantially L-shaped shape in plan view. Each of the first battery 237a and the second battery 237b is connected to a side extending portion 38 extending in the front-rear direction along the left and right side surfaces of the PCU 34, and connected to the rear side of the side extending portion 38. and a rear extending portion 39 extending inward in the left-right direction along the rear surface of the PCU 34 . Each of the first battery 237a and the second battery 237b is formed so as to wrap around the rear of the PCU 34 as compared to the case where the first battery 237a and the second battery 237b are simply arranged in parallel on the left and right outer sides of the PCU 34, thereby increasing the overall size (capacity). In addition to this, the rear body cover 19b is slimmed down and the footing property is improved by suppressing the outward protrusion in the width direction of the vehicle.

Furthermore, the front end portions 38a of the side extension portions 38 of the first battery 237a and the second battery 237b are arranged behind the front end portion 34c of the PCU 34 . That is, the front ends of the first battery 237a and the second battery 237b are arranged behind the front end 34c of the PCU 34 . Therefore, it is possible to further narrow the lateral width of the vehicle body around the front portion of the seat 21, thereby further improving the footing ability.

In the motorcycle 201 of the third embodiment described above, each of the first battery 237a and the second battery 237b includes a side extending portion 38 extending in the front-rear direction along the left and right side surfaces of the PCU 34 in plan view. , and a rear extension portion 39 that continues to the rear side of the side extension portion 38 and extends inward in the left-right direction along the rear surface of the PCU 34 in plan view.
According to this configuration, the rear extending portion 39 extending inward in the left-right direction along the rear surface of the PCU 34 is provided on the rear side of the first battery 237a and the second battery 237b. By narrowing the width of the side extending portion 38 extending along the left and right side surfaces, it is possible to suppress the protrusion to the outside in the left and right direction, thereby narrowing the width of the vehicle body and improving the foot grounding property of the motorcycle 201 . In addition, it is possible to prevent external disturbances from reaching the PCU 34 from behind by the rear extending portions 39 of the first battery 237a and the second battery 237b.

Further, in the motorcycle 201 , the front end portion 38 a of the side extension portion 38 is arranged behind the front end portion 34 c of the PCU 34 .
According to this configuration, the front end portion 38a of the side extending portion 38 and the front end portions of the first battery 237a and the second battery 237b are arranged behind the front end portion 34c of the PCU 34, so that the front end portion 34c of the PCU 34 Since the first battery 237a and the second battery 237b are not present on both left and right sides of the PCU 34, the width of the vehicle body can be narrowed around the front end portion 34c of the PCU 34 to improve the footing ability of the motorcycle 201.

The present invention is not limited to the above-described embodiments. For example, the saddle-riding type vehicle includes general vehicles in which the driver straddles the vehicle body, motorcycles (motorized bicycles and scooter type vehicles). ), but also include vehicles with three wheels (including vehicles with two front wheels and one rear wheel, as well as vehicles with one front wheel and two rear wheels) or four-wheel vehicles (such as four-wheel buggies). 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.
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, 201 Motorcycle (saddle type vehicle)
4 rear wheels (drive wheels)
21 seat 34 PCU (control unit)
34a Front end 37

Battery

37a, 137a, 237a Unit battery (first battery)
37b, 137b, 237b unit battery (second battery)
38 side extending portion 38a front end portion 39 rear extending portion M1 first motor M2 second motor CL vehicle body left and right center E engine (internal combustion engine)

Claims

A drive motor (M1) that provides driving force to a drive wheel (4), a battery (37) that provides power to the drive motor (M1), a controller (34) that controls the drive motor (M1), and an occupant a seat (21) on which the
the battery (37) comprises a first battery (37a, 137a, 237a) and a second battery (37b, 137b, 237b) separate from each other;
The control device (34) is arranged below the seat (21),
Each of the first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b) is arranged on both left and right sides of the control device (34) in a plan view. .
2. Each of said first battery (37a, 137a, 237a) and said second battery (37b, 137b, 237b) is arranged at a vertical height overlapping said control device (34) in a side view. Saddle type vehicle described in.
A second motor (M2) provided separately from the drive motor (M1), and an internal combustion engine (E) that drives the second motor (M2) to generate electricity,
The control device (34) and the internal combustion engine (E) are arranged so as to overlap the left-right center (CL) of the vehicle body in a plan view,
The first battery (37a, 137a, 237a) and the second battery (37b, 137b, 237b) are distributed and arranged on both left and right sides of the vehicle body left-right center (CL) in plan view,
The saddle-ride type vehicle according to claim 1 or 2, wherein the drive motor (M1) and the second motor (M2) are distributed to both left and right sides of the left-right center (CL) of the vehicle body in a plan view.
4. The first battery (137a) and the second battery (137b) according to any one of claims 1 to 3, wherein each of the first battery (137a) and the second battery (137b) is arranged at an angle so as to approach each other toward the front side of the vehicle in a plan view. saddle-type vehicle.
Each of the first battery (237a) and the second battery (237b) includes a side extending portion (38) extending in the front-rear direction along the left and right side surfaces of the control device (34) in a plan view, and the side extending portion (38). a rear extension portion (39) connected to the rear side of the rear extension portion (38) and extending inward in the left-right direction along the rear surface of the control device (34) in plan view. A straddle-type vehicle according to any one of .