WO2023127080A1

WO2023127080A1 - Saddle-ride vehicle

Info

Publication number: WO2023127080A1
Application number: PCT/JP2021/048756
Authority: WO
Inventors: 正人中田; 慶士高山; 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

A saddle-ride vehicle according to the present invention comprises: a drive motor (M1) which provides drive power to a drive wheel (4); a battery (37) which provides electrical power to the drive motor (M1); a second motor (M2) which is provided separately from the drive motor (M1); an internal combustion engine (E) which drives the second motor (M2) to generate electricity; a control device (34) which controls the drive motor (M1) and the second motor (M2); and an exhaust pipe (29) which guides exhaust from the internal combustion engine (E), wherein the exhaust pipe (29) is routed to one side of the internal combustion engine (E) in the left-right direction of the vehicle, and at least on of the battery (37) and the control device (34) is disposed below the internal combustion engine (E) as an electrical component (33) of the drive system.

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, it is an object of the present invention to improve the cooling performance and layout performance of electrical components of the drive system in a saddle-type vehicle provided with a drive motor for applying driving force to the drive wheels, a control device thereof, and an engine for power generation. do.

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). Controls a second motor (M2) provided separately from, an internal combustion engine (E) that drives the second motor (M2) to generate power, the drive motor (M1) and the second motor (M2) A control device (34) and an exhaust pipe (29) for guiding exhaust gas from the internal combustion engine (E) are provided, and the exhaust pipe (29) is arranged on one side of the internal combustion engine (E) in the left-right direction of the vehicle. and, below the internal combustion engine (E), at least one of the battery (37) and the control device (34) is arranged as an electric component (33) of a drive system. .
According to this configuration, by arranging the electrical components of the drive system such as the battery and the control device below the internal combustion engine, it is possible to suppress the thermal influence of the internal combustion engine on these electrical components.

In the present invention, the control device (34) may be arranged below the internal combustion engine (E).
According to this configuration, by arranging the control device below the internal combustion engine, it is possible to suppress the thermal influence of the internal combustion engine on the control device.

In the present invention, at least one of the drive motor (M1) and the second motor (M2) may be arranged below the internal combustion engine (E) and behind the control device (34).
According to this configuration, the space behind the control device can be effectively used as a space for arranging the motor. Also, it is possible to suppress the heat effect from the internal combustion engine on the motor arranged below the internal combustion engine.

In the present invention, the exhaust pipe (29) is arranged on one side of the internal combustion engine (E) in the vehicle left-right direction, and the battery (37) is arranged on the other side of the internal combustion engine (E) in the vehicle left-right direction. It may be a configuration that is
According to this configuration, the battery can be made less susceptible to the heat of the exhaust pipe. Also, by arranging the battery on the side of the internal combustion engine instead of below it, it becomes easier to access the battery, and it is possible to easily attach and detach the battery.

In the present invention, at the rear of the internal combustion engine (E), at least one of an article storage box (22) into which luggage can be put in and taken out, and a fuel tank (24) for storing fuel for the internal combustion engine (E) is arranged. It may be a configuration that is
According to this configuration, it is possible to arrange vehicle components requiring a large volume, such as an article storage box and a fuel tank, in the space created by retracting the electrical components from the rear of the internal combustion engine. If the article storage box, the fuel tank, etc. are positioned below the seat, it is possible to access the article storage box, the fuel tank, etc. by attaching or detaching the seat.

In the present invention, the battery (37) may be arranged below the internal combustion engine (E).
According to this configuration, by arranging the battery below the internal combustion engine, it is possible to suppress the thermal influence of the internal combustion engine on the battery.

In the present invention, the control device (34) may be arranged below the internal combustion engine (E) and behind the battery (37).
According to this configuration, by arranging the control device below the internal combustion engine and behind the battery, it is possible to suppress the thermal influence of the internal combustion engine on the control device and to suppress disturbance from the front of the vehicle.

In the present invention, at least one of the drive motor (M1) and the second motor (M2) may be arranged behind the internal combustion engine (E) and above the control device (34).
According to this configuration, the space behind the internal combustion engine and above the control device can be effectively used as a space for arranging the motor.

In the present invention, an article storage box (22) into which luggage can be put in and taken out, and the internal combustion engine ( At least one of E) a fuel tank (24) for storing the fuel may be arranged.
According to this configuration, it is possible to arrange vehicle components requiring a large volume, such as an article storage box and a fuel tank, in the space created by retracting the electrical components from the rear of the internal combustion engine. If the article storage box, the fuel tank, etc. are positioned below the seat, it is possible to access the article storage box, the fuel tank, etc. by attaching or detaching the seat.

According to the present invention, it is possible to improve the cooling performance and the layout performance of electrical components of the drive system in a saddle-riding vehicle provided with a drive motor for applying a driving force to the drive wheels, a control device thereof, 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; It is a left side view showing an outline of a motorcycle in a second embodiment. Fig. 2 is a plan 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 on the lower left 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 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 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.

An upward rear surface portion 28a of the cylinder block 28 is provided with an intake port 28b that guides intake air into the fuel chamber. A downward facing front portion 28c of the cylinder block 28 is provided with an intake port 28b for guiding exhaust gas from the fuel chamber. Intake system parts such as a throttle body and an air cleaner (not shown) are connected to the intake port 28b. An exhaust pipe 29 extending rearward of the vehicle is connected to the exhaust port 28d.

The exhaust pipe 29 extends obliquely forward and downward from the front surface portion 28c of the cylinder block 28, and then bends so that one side (right side) in the left-right direction of the cylinder block 28 is folded obliquely rearward and upward. After that, the exhaust pipe 29 passes through one side (right side) in the left-right direction of the engine E, extends rearward, and is connected to a silencer (not shown).

<Motor arrangement>
Referring to FIG. 1, the first motor M1 is arranged below the left side of the crankcase 27 of the engine E. As shown in FIG. The first motor M1 is arranged with the rotating shaft 151 extending in the left-right direction. The first motor M1 is arranged within the vertical width of the front wheel 3 in the vertical direction. The first motor M1 is arranged below the pivot shaft 17 in the vertical direction. The first motor M1 is arranged at a height facing downward of the vehicle body. The first motor M1 is arranged forward of the pivot frame 8 . 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 the other side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL. Displacement to the other side in the vehicle left-right direction from 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, an output shaft 55 parallel to the rotating shaft 151 is arranged above the first motor M1 and in front of the pivot shaft 17, for example. 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 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 arranged above the first motor M1. 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. The second motor M2 may be provided separately from the engine E.

<Battery placement>
Referring to FIG. 1, a battery 37, which is a power source for the drive system S, is arranged on the left side of the engine E and in the lower part of the vehicle body (inside the vertical width of the front wheels 3). The battery 37 is arranged on the left side of the lateral center CL of the vehicle body (see FIG. 8). The battery 37 is arranged generally within the vertical width of the front wheel 3 in the vertical direction. The battery 37 is arranged on the left side of the engine E (that is, on the side opposite to the exhaust pipe 29), so that the heat of the engine E is less likely to be received. Like the first motor M1, the battery 37 is arranged at a height facing the lower part of the vehicle body.

The battery 37 is composed of, for example, a plurality of (for example, a pair of front and rear) 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 oriented in the vertical direction of the vehicle, and its front-rear width and left-right width are suppressed. Each unit battery 37a is accommodated, for example, in an integrated battery box. Each unit battery 37a can be inserted into and removed from the battery box in an appropriate direction.

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 front and rear unit batteries 37a are arranged so that the whole overlaps with each other when viewed from the front and rear direction, but the present invention is not limited to this. For example, the pair of front and rear unit batteries 37a may be arranged with at least one of the vertical position and the horizontal position shifted from each other. In addition, each unit battery 37a is arranged with its front and rear surfaces substantially vertical, but this is not restrictive. For example, each unit battery 37a may be arranged with its front and rear surfaces slanted with respect to the vertical direction or with its front and rear surfaces slanted with respect to the left-right direction.

<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 included in an electrical component (drive system electrical component) 33 for generating the driving force of the motorcycle 1 in the drive system S together with the battery 37 .

The PCU 34 is arranged below the crankcase 27 of the engine E. The PCU 34 is arranged across the left and right center CL of the vehicle body (see FIG. 8). Since the PCU 34 is arranged below the engine E, the heat of the engine E is less likely to be received by the PCU 34 . The exhaust pipe 29 of the engine E is not routed below the engine E, but is routed on the right side of the engine E, so that the heat effect from the exhaust pipe 29 to the PCU 34 is suppressed. The PCU 34, like the battery 37 and the first motor M1, is arranged at a height facing the lower part of the vehicle body. The low center of gravity of the motorcycle 1 is achieved by arranging heavy objects such as the PCU 34, the battery 37 and the first motor M1 at low positions.

The PCU 34 is arranged at a height that overlaps with the lower portion of the battery 37 in a side view. The battery 37 (unit battery 37a) is arranged with its longitudinal direction directed vertically, and the upper portion of the battery 37 is arranged at a height overlapping the engine E in a side view. The battery 37, the first motor M1, and the second motor M2 are arranged on one side (left side) in the left-right direction of the vehicle. there is As a result, the wiring between electrical components can be shortened, and maintenance and attachment/detachment of each electrical component can be performed from one side (left side) in the left-right direction of the vehicle.

By arranging the battery 37 on the left side of the engine E and arranging the PCU 34 below the engine E, the vehicle requires a volume (capacity) in the area behind the engine E (the area below the seat 21). As a component 23a, an article storage box 22 is arranged in which a passenger puts in and takes out luggage. The vehicle component 23a that requires a large volume includes, in addition to the article storage box 22, a fuel tank 24 (see FIG. 9) that stores fuel for the engine E, and the like.

The battery 37, PCU 34, first motor M1 and second motor M2 are arranged inside the front body cover 19a.
A wheel house 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 vertically moved. 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. The opening 19a1 is open toward the front of the vehicle, and can introduce running wind into the vehicle body cover 19. This running wind is used to cool the battery 37, the PCU 34, the first motor M1, and the second motor M2. be.

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. A second motor M2 for power generation provided separately from the above, an engine E that drives the second motor M2 to generate power, a PCU 34 that controls the first motor M1 and the second motor M2, and the engine E An exhaust pipe 29 for guiding exhaust gas is provided, and the exhaust pipe 29 is arranged on one side of the engine E in the vehicle left-right direction. are placed.
According to this configuration, by arranging the electrical components 33 of the driving system such as the PCU 34 below the engine E, the thermal influence of the engine E on the electrical components 33 can be suppressed.

Further, in the motorcycle 1, the engine E includes a crankcase 27 that houses a crankshaft 26, and a cylinder block 28 that protrudes upward from the crankcase 27. The cylinder block 28 is located on the front side of the vehicle. , and arranged on the front side of the vehicle relative to the crankshaft 26 .
According to this configuration, the cylinder block 28 is greatly inclined toward the front side of the vehicle, so that the overall height dimension of the engine E is suppressed. Therefore, the engine E can be easily arranged on the upper side, and a space for arranging the electrical components 33 below the engine E can be easily secured.

Further, in the motorcycle 1, the first motor M1 is arranged below the engine E and behind the electrical component 33 (PCU 34).
According to this configuration, the space behind the electrical component 33 can be effectively used as a space for arranging the motor. Moreover, the heat effect from the engine E on the motor arranged below the engine E can be suppressed. In addition, the motor arranged behind the electrical component 33 below the engine E is not limited to the first motor M1, and the second motor M2 may be arranged, and both the first motor M1 and the second motor M2 may be arranged. may

In the motorcycle 1, the exhaust pipe 29 is arranged on one side of the engine E in the vehicle left-right direction, and the battery 37 is arranged on the other side of the engine E in the vehicle left-right direction.
According to this configuration, the exhaust pipe 29 and the battery 37 are arranged on opposite sides of each other, so that the battery 37 is less likely to be affected by the heat of the exhaust pipe 29 . Further, by arranging the battery 37 on the side of the engine E instead of below it, it becomes easier to access the battery 37, and the attachment and detachment of the battery 37 can be facilitated.

Further, in the motorcycle 1, behind the engine E, an article storage box 22 into which luggage can be put in and taken out is arranged.
According to this configuration, in the space created by retracting the electrical component 33 from the rear of the engine E, the vehicle component 23a requiring a large volume such as the article storage box 22 can be arranged. If the article storage box 22 is positioned below the seat 21, it is possible to access the article storage box 22 by attaching or detaching the seat 21 or the like.

In the motorcycle 1, the first motor M1 and the second motor M2 are both arranged on the other side (left side) in the left-right direction of the vehicle.
According to this configuration, the first motor M1 is less likely to be affected by the heat of the exhaust pipe 29, and the heat toughness of the first motor M1 can be improved. In addition, since the battery 37, the PCU 34, the first motor M1 and the second motor M2 are close to each other on the other left and right sides (left side), the length of wiring (especially high voltage wiring) between these parts can be shortened, which reduces cost and weight. can be reduced.

<Second embodiment>
Next, a second embodiment of the invention will be described with reference to FIGS. 9 and 10. FIG.
The motorcycle 101 of the second embodiment differs from the motorcycle 1 of the first embodiment particularly in the arrangement of the battery 37, the PCU 34 and 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.

<Motor arrangement>
9 and 10, the first motor M1 is arranged on the rear left 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.

The first motor M1 is arranged at a height overlapping the pivot shaft 17 in the vertical direction. The first motor M1 is arranged forward of the pivot frame 8 . The first motor M1 is arranged above the rear portion of the PCU 34 .
For example, the first motor M1 is offset to the other side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL.

Referring to FIG. 9, for example, on the left side of the first motor M1, an output shaft 55 is arranged offset below the rotation shaft 151 (or arranged coaxially with the rotation shaft 151). 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 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. 10, 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 arranged in front and above the PCU 34 . 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 .

<Battery placement>
Referring to FIG. 9, a battery 37 as a power source for the drive system S is arranged below the front portion of the crankcase 27 of the engine E. As shown in FIG. The battery 37 is arranged across the left and right center CL of the vehicle body (see FIG. 10). As a result, the center of gravity of the completed vehicle can be set near the left and right centers, which improves steering stability. The battery 37 is arranged within the vertical width of the front wheel 3 in the vertical direction. The battery 37 is arranged at a height facing the lower part of the vehicle body.

The battery 37 is composed of, for example, a pair of upper and lower unit batteries 37a. Each unit battery 37a is arranged with its longitudinal direction oriented in the lateral direction of the vehicle, and its front-rear width is suppressed. Each unit battery 37a is accommodated, for example, in an integrated battery box. Each unit battery 37a can be inserted into and removed from the battery box along the left-right direction, for example, from one side in the left-right direction of the vehicle.

In the examples of FIGS. 9 and 10, 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.

<PCU placement>
9 and 10, 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 front portion of the PCU 34 is arranged below the rear portion of the engine E crankcase 27 . The rear part of the PCU 34 is arranged behind the engine E. The PCU 34 is arranged across the left and right center CL of the vehicle body (see FIG. 10).

By placing the PCU 34 and the battery 37 below the engine E, they are less likely to receive heat from the engine E. The exhaust pipe 29 of the engine E is not routed below the engine E, but is routed to the right side of the engine E, as in the first embodiment. As a result, the heat effect from the exhaust pipe 29 on the PCU 34 and the battery 37 is suppressed. The PCU 34, like the battery 37, is arranged at a height facing the lower part of the vehicle body.

The first motor M1 and the second motor M2 are arranged on one side (left side) in the left-right direction of the vehicle, and the connection points of these parts with the battery 37 and the PCU 34 are also arranged on one side (left side) in the left-right direction of the vehicle. there is As a result, the wiring between electrical components can be shortened, and maintenance and attachment/detachment of each electrical component can be performed from one side (left side) in the left-right direction of the vehicle.

By arranging the battery 37 and the PCU 34 below the engine E, a portion behind the engine E (a portion located below the seat 21) serves as a vehicle component 23a that requires a volume (capacity). A fuel tank 24 for storing is arranged. Instead of the fuel tank 24, an article storage box 22 (see FIG. 1), an air cleaner, etc. may be arranged.

The battery 37, PCU 34, first motor M1 and second motor M2 are arranged inside the front body cover 19a. An opening 19a1 through which running wind can be introduced is formed in the lower front side of the front body cover 19a, as in the first embodiment. The running wind introduced into the body cover 19 through the opening 19a1 is used to cool the battery 37, the PCU 34, the first motor M1 and the second motor M2.

In the motorcycle 101 of the second embodiment described above, the exhaust pipe 29 is routed on one side of the engine E in the left-right direction of the vehicle, and below the engine E, the electrical components 33 of the drive system are provided. A battery 37 and the PCU 34 are arranged.
According to this configuration, by arranging both the electrical components 33 of the driving system such as the battery 37 and the PCU 34 below the engine E, the thermal influence of the engine E on these electrical components 33 can be suppressed.

Further, in the motorcycle 101, the first motor M1 is arranged behind the engine E and above the PCU 34. As shown in FIG.
According to this configuration, the space behind the engine E and above the PCU 34 can be effectively utilized as a motor arrangement space. Also in the second embodiment, the motor arranged behind the electrical component 33 below the engine E is not limited to the first motor M1, and the second motor M2 may be arranged. Both motors M2 may be arranged.

In the motorcycle 101, a fuel tank 24 for storing fuel for the engine E is arranged behind the engine E and further above the first motor M1 arranged above the PCU 34.
According to this configuration, in the space created by retracting the electrical component 33 from the rear of the engine E, the vehicle component 23a requiring a large volume such as the fuel tank 24 can be arranged. If the fuel tank 24 is positioned below the seat, it is possible to access the fuel tank 24 by attaching or detaching the seat.

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 motorcycles (saddle type vehicles)
4 rear wheels (drive wheels)
5 Vehicle body frame 22 Article storage box 23a Vehicle components requiring volume 24 Fuel tank 29 Exhaust pipe 33 Drive system electrical components 34 PCU (control unit)
37 battery E engine (internal combustion engine)
M1 first motor (drive motor)
M2 2nd motor CL Body left and right center

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), and 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 control device (34) that controls the drive motor (M1) and the second motor (M2), and the internal combustion engine ( E) an exhaust pipe (29) for guiding the exhaust,
The exhaust pipe (29) is arranged on one side of the internal combustion engine (E) in the left-right direction of the vehicle,
A straddle-type vehicle in which at least one of the battery (37) and the control device (34) is arranged below the internal combustion engine (E) as an electrical component (33) of a drive system.
The straddle-type vehicle according to claim 1, wherein the control device (34) is arranged below the internal combustion engine (E).
Straddle-riding according to claim 2, wherein at least one of the drive motor (M1) and the second motor (M2) is arranged below the internal combustion engine (E) and behind the control device (34). type vehicle.
The exhaust pipe (29) is arranged on one side of the internal combustion engine (E) in the vehicle left-right direction, and the battery (37) is arranged on the other side of the internal combustion engine (E) in the vehicle left-right direction. 4. A straddle-type vehicle according to item 2 or 3.
At least one of an article storage box (22) in which luggage can be put in and taken out and a fuel tank (24) for storing fuel for the internal combustion engine (E) are arranged behind the internal combustion engine (E). 5. A straddle-type vehicle according to any one of items 2 to 4.
The straddle-type vehicle according to claim 1, wherein the battery (37) is arranged below the internal combustion engine (E).
The straddle-type vehicle according to claim 6, wherein the control device (34) is arranged below the internal combustion engine (E) and behind the battery (37).
8. The engine according to claim 6, wherein at least one of the drive motor (M1) and the second motor (M2) is arranged behind the internal combustion engine (E) and above the control device (34). saddle-type vehicle.
Behind the internal combustion engine (E) and further above the motor arranged above the control device (34), there are an article storage box (22) into which luggage can be put in and taken out, and fuel for the internal combustion engine (E). 9. The straddle-type vehicle according to claim 8, wherein at least one of a fuel tank (24) storing a