WO2023127092A1

WO2023127092A1 - Saddled vehicle

Info

Publication number: WO2023127092A1
Application number: PCT/JP2021/048779
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 second motor (M2) that is installed separately from the drive motor (M1); an internal combustion engine (E) that drives the second motor (M2) to generate electricity; and a power distribution mechanism (61) that distributes power among the drive motor (M1), the second motor (M2), and the internal combustion engine (E). The power distribution mechanism (61) is equipped with a first element (62) connected to the second motor (M2), a second element (63) connected to the internal combustion engine (E) via a clutch (71), and a third element (64) connected to the drive motor (M1) to constitute a planetary gear mechanism (61). The second motor (M2) is disposed on the inner peripheral side of a peripheral wall (65) that is axially continuous with the third element (64).

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.
For example, Patent Document 2 discloses that a hybrid motorcycle includes a control unit including an inverter that controls power supplied from a generator to a drive motor, and a radiator that cools the drive motor and/or the inverter. ing. 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, hybrid saddle-riding vehicles, which are equipped with both an engine and electric parts, are smaller than passenger cars, and there is a demand for optimization of the layout of each component such as the engine and electric parts. That is, it is necessary to lay out each component simply and compactly in a limited space.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to reduce the size of a drive system including the engine and the two motors in a saddle-ride type vehicle that includes a drive motor that provides driving force to the drive wheels, a second motor for power generation, and the engine. .

As means for solving the above problems, the present invention provides a drive motor (M1) that applies a driving force to a drive wheel (4), a second motor (M2) that is provided separately from the drive motor (M1), and the second An internal combustion engine (E) that drives a motor (M2) to generate electricity, and a power distribution mechanism (61) that distributes power among the drive motor (M1), the second motor (M2) and the internal combustion engine (E). ) and
The power distribution mechanism (61) includes a first element (62) connected to the second motor (M2) and a second element (63) connected to the internal combustion engine (E) via a clutch (71). , and a third element (64) connected to the drive motor (M1), forming a planetary gear mechanism (61),
A straddle-type vehicle is provided in which the second motor (M2) is arranged on the inner peripheral side of a peripheral wall (65) axially connected to the third element (64).
According to this configuration, by configuring the power distribution mechanism between the drive motor, the second motor, and the internal combustion engine with a planetary gear mechanism, it is possible to easily switch between motor running, motor running + engine power generation, regeneration, engine running, etc. can do. Further, by arranging the second motor on the inner peripheral side of the peripheral wall axially connected to the ring gear of the power distribution mechanism (planetary gear mechanism), the hybrid drive unit can be configured compactly.

In the present invention, the drive motor (M1), the second motor (M2) and the power distribution mechanism (61) are arranged coaxially with each other,
The second motor (M2) and the power distribution mechanism (61) may be axially adjacent to each other.
According to this configuration, by arranging the second motor adjacent to the ring gear on the inner peripheral side of the ring gear, it is possible to suppress the increase in size of the ring gear in the axial direction and to configure the hybrid drive unit more compactly.

In the present invention, the rotation shafts (151, 251) of the drive motor (M1) and the second motor (M2) are arranged on separate shafts from the crankshaft (26) of the internal combustion engine (E). may be configured.
According to this configuration, the hybrid drive unit can be made more compact in the axial direction than when the drive motor and the second motor are arranged coaxially with the crankshaft.

In the present invention, the drive motor (M1) is arranged axially outside a unit (U) including the drive motor (M1), the second motor (M2) and the power distribution mechanism (61),
A configuration may be adopted in which a drive control device for controlling the drive motor (M1) is disposed axially outside the drive motor (M1).
According to this configuration, by arranging the drive control device near the drive motor, which is the object to be controlled, the wiring between them can be shortened. By arranging the drive control device further axially outside of the drive motor positioned axially outside, the drive control device can be cooled well.

In the present invention, the second motor (M2) is arranged axially inside a unit (U) including the drive motor (M1), the second motor (M2) and the power distribution mechanism (61),
A power generation control device for controlling the second motor (M2) may be arranged radially outward of the second motor (M2).
According to this configuration, by arranging the drive control device near the second motor to be controlled, the wiring between them can be shortened. By arranging the power generation control device radially outward of the second motor located axially inward, the power generation control device can be easily brought closer to the second motor.

According to the present invention, in a straddle-type vehicle that includes a drive motor that applies drive force to drive wheels, a second motor for power generation, and an engine, the drive system that includes the engine and both motors can be made compact.

1 is a left side view schematically showing a motorcycle according to an embodiment of the invention; FIG. 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 an explanatory diagram showing a schematic cross section of the drive unit of the motorcycle. FIG. 5 is a nomographic chart showing the rotation speed of each element of the planetary gear mechanism when traveling in EV mode; FIG. 4 is a collinear diagram of the planetary gear mechanism when traveling while generating power in a hybrid mode; FIG. 4 is a collinear diagram of the planetary gear mechanism when performing regeneration in regeneration mode; FIG. 4 is a collinear diagram of the planetary gear mechanism when traveling in the engine drive mode; FIG. 4 is a left side view showing a modification of the arrangement of the battery and PCU of the motorcycle;

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.

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 and the second motor M2 are coaxial with each other and arranged in the left-right direction (see FIG. 8), and are arranged behind the engine E. The first motor M1 and the second motor M2 are electric motors independent of each other, with rotors and stators independent of each other. For example, the first motor M1 and the second motor M2 may be configured as an integrated motor assembly using predetermined assembly members (cases, brackets, stays, bolts and nuts, etc.).

The first motor M1 and the second motor M2 are 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 power switching device 31 switches power transmission paths among 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.
A hybrid drive unit U of the motorcycle 1 is configured including the power switching device 31, the engine E, the first motor M1 and the second motor M2. The power switching device 31 includes a planetary gear mechanism (power distribution mechanism) 61, which will be described later.

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 M1 and the second motor M2 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, for example, a clutch actuator 32 that connects and disconnects a clutch 71 in the power switching device 31, which will be described later.
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 M2 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. The engine E is arranged at a height facing downward of the vehicle body in the vertical direction (a height at which the lower surface of the crankcase 27 is substantially located at the lower end of the vehicle body between the front and rear wheels 3 and 4).

<Motor arrangement>
1 and 8, 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 provided on a shaft separate from the crankshaft 26 . Reference symbol C3 in the figure indicates the central axis of the rotating shaft 151 of the first motor M1.

The first motor M1 is arranged at a height facing downward of the vehicle body in the vertical direction (a height at which the lower end is substantially located at the lower end of the vehicle body between the front and rear wheels 3 and 4). The first motor M1 is arranged forward of the pivot frame 8 in a side view. The rotation shaft 151 of the first motor M1 is arranged forward and below the pivot shaft 17 in a side view. The rotating shaft 151 of the first motor M1 is arranged behind and below the crankshaft 26 in a side view.

For example, an output shaft 55 parallel to the rotating shaft 151 is arranged above the rotating shaft 151 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 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.

　1 and 8, the second motor M2 is arranged on the rear right side of the crankcase 27 of the engine E. The second motor M2 is arranged at a height overlapping the crankcase 27 of the engine E in the vertical direction. The second motor M2 is arranged with the rotating shaft 251 extending in the left-right direction. The second motor M2 is provided on a shaft separate from the crankshaft 26 . Reference symbol C4 in the drawing indicates the central axis of the rotating shaft 251 of the second motor M2.

The first motor M1 and the second motor M2 are provided coaxially with each other. The first motor M1 and the second motor M2 are adjacent to each other in the left-right direction. The term "adjacent" used in this embodiment means that there is no other component between the two target components, or that only an assembly member (case, bracket, stay, bolt nut, etc.) is present. The first motor M1 and the second motor M2 each have a flat columnar shape with a reduced axial width. For example, the first motor M1 is provided larger in both the radial direction and the axial direction than the second motor M2.

For example, the first motor M1 is offset to the left in the vehicle width direction with respect to the left-right center CL of the vehicle body. The second motor M2 is arranged so as to be offset to the right in the vehicle width direction with respect to the left-right center CL of the vehicle body. Displacement to one side in the vehicle width direction with respect to the left-right center CL of the vehicle body means that the entire motors M1 and M2 are arranged to one side of the left-right center CL of the vehicle body. is on one side of the vehicle body left-right center CL. The first motor M1 may be arranged so as to straddle the left and right center CL of the vehicle body. Enlarging the size of the first motor M1 makes it easier to secure the driving force of the motorcycle 1 .
Here, when the width of the rear tire is large, and when the first motor M1 is greatly shifted to the left side of the vehicle body in line with the chain line, the second motor M2 is arranged to be offset to the left side in the vehicle width direction with respect to the left-right center CL of the vehicle body. may be

<Battery placement>
1 and 8, a battery 37 as a power source for the drive system S is arranged below the seat 21. As shown in FIG. The battery 37 is arranged across the left and right center CL of the vehicle body. 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 composed of, for example, a plurality of (for example, a pair of left and right) 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 so that the longitudinal direction thereof is tilted rearward upward, so that it can be easily accommodated in the rearward upward rear body cover 19b as a whole. Each unit battery 37a is accommodated, for example, in an integrated battery box.

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

At least part of the battery 37 is arranged between the left and right rear frame members 9a. The battery 37 is spaced apart in front and above the rear wheel 4 in a side view. The battery 37 is supported by the left and right rear frame members 9a. The battery 37 is positioned below the seat 21 . The battery 37 can be accessed (including attachment/detachment and maintenance such as charging) from an upper opening of the rear body cover 19b by attaching/detaching or opening/closing the seat 21, for example.

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

The PCU 34 is arranged behind the engine E and above the first motor M1 and the second motor M2. The PCU 34 is arranged across the left and right center CL of the vehicle body. A battery 37 is arranged behind the PCU 34 . The PCU 34 overlaps the battery 37 in the vertical direction and overlaps the first motor M1 and the second motor M2 in the front-rear direction. As a result, the PCU 34 and the battery 37 approach each other, and the PCU 34 and each of the first motor M1 and the second motor M2 approach each other. As a result, the wiring between these electrical components can be shortened.

Referring to FIG. 8, the first motor M1 and the second motor M2 are arranged behind the engine E within the lateral width H1 of the engine E. As shown in FIG. The first motor M1 and the second motor M2 can be coaxial compact motor assemblies. As a result, the first motor M1 and the second motor M2 can be arranged more freely and easily arranged within the lateral width H1 of the engine E. As shown in FIG. The first motor M1 and the second motor M2 are arranged substantially within the lateral width H1 of the engine E (in this embodiment, simply referred to as "engine E The same applies to the case where it is described as "arranged within the left and right width H1 of ."). At least one of the first motor M1 and the second motor M2 may be arranged within the lateral width H1 of the engine E. At least part of the motor arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E.

By arranging the first motor M1 and the second motor M2 within the lateral width H1 of the engine E, an increase in the lateral width of the drive system S including the engine E and the two motors M1 and M2 is suppressed, and the flexibility of the vehicle body layout is improved. can increase By arranging the first motor M1 and the second motor M2 adjacent to each other, the motors M1 and M2 are brought closer to each other, and the wires connected to the motors M1 and M2 can be shortened.
In particular, by arranging the first motor M1 and the second motor M2 as a whole within the lateral width H1 of the engine E, it is possible to increase the lateral width of the drive system S including the engine E and the two motors M1 and M2. It is possible to suppress it reliably and increase the degree of freedom of the body layout.

In the examples of FIGS. 1 and 8, the PCU 34 is arranged above the first motor M1 and the second motor M2. The PCU 34 is arranged within the lateral width H1 of the engine E. As shown in FIG. The PCU 34 is arranged within the longitudinal width of the motor assembly including the first motor M1 and the second motor M2. The lower end of the PCU 34 is vertically adjacent to the upper ends of the first motor M1 and the second motor M2. The upper end portion of the PCU 34 is arranged above the upper end height Z1 of the engine E. As shown in FIG. The PCU 34 has a limited width in the left-right direction, a width in the front-rear direction, and a height at the lower end, but by giving flexibility to the height at the upper end, a necessary capacity is obtained.

By arranging the PCU 34 over the first motor M1 and the second motor M2, an increase in the lateral width of the drive system S including the PCU 34 can be suppressed.
In particular, by disposing the entire PCU 34 within the lateral width H1 of the engine E, it is possible to reliably suppress an increase in the lateral width of the drive system S including the PCU 34 .

The PCU 34 is not limited to being arranged entirely within the lateral width H1 of the engine E, and may be arranged at least partially within the lateral width H1 of the engine E.
1 and 8, the PCU 34 includes a first motor control unit (drive PCU 34c) that controls the first motor M1, a second motor control unit (power generation PCU 34d) that controls the second motor M2, are provided as an integral unit.

On the other hand, in the example of FIG. 9, the PCU 34 is divided into a drive PCU 34c and a power generation PCU 34d. The drive PCU 34c and the power generation PCU 34d are provided separately from each other. In this case, at least one of the drive PCU 34c and the power generation PCU 34d (the power generation PCU 34d in FIG. 9) may be arranged within the lateral width H1 of the engine E. FIG. At least part of the PCU arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E. Reference numeral 34e in the figure denotes a controller for controlling connection/disengagement of the clutch 71, which will be described later.

For example, the drive PCU 34c is arranged adjacent to, for example, the outer side in the left-right direction of the first motor M1. The drive PCU 34c has a flat shape with a reduced lateral width, and suppresses the protrusion of the drive unit U to the outside in the lateral direction. The drive PCU 34c is arranged near the first motor M1 to be controlled, thereby shortening the wiring between it and the first motor M1.
Of the first motor M1, the second motor M2, and the power distribution mechanism 61 that are coaxially arranged, the first motor M1 is positioned on the outer side in the axial direction (outer side in the left-right direction). By arranging the drive PCU 34c axially outside the first motor M1, the cooling performance of the drive PCU 34c is enhanced.

In the series hybrid motorcycle 1, the first motor M1 is driven frequently during travel. Therefore, the drive PCU 34c, which is the control unit for the first motor M1, frequently requires cooling. By arranging the drive PCU 34c outside the drive unit U in the vehicle width direction, the drive PCU 34c is easily exposed to running wind while the motorcycle 1 is running, and the drive PCU 34c is well cooled.

The power generation PCU 34d is arranged, for example, adjacent to the rear of the second motor M2. The power generating PCU 34 d has a flat shape with a reduced front-to-rear width, which facilitates its placement between the drive unit U and the rear wheel 4 . The power generation PCU 34d is arranged near the second motor M2 to be controlled, thereby shortening the wiring between it and the second motor M2.
Of the first motor M1, the second motor M2, and the power distribution mechanism 61 that are coaxially arranged, the second motor M2 is positioned axially inside (left-right direction inside). By arranging the power generation PCU 34d behind the second motor M2 (outside in the radial direction), the power generation PCU 34d can be easily brought closer to the second motor M2.

Returning to FIGS. 1 and 8, a battery 37 is arranged behind the PCU 34 (above and behind the first motor M1 and the second motor M2). The battery 37 is arranged within the lateral width H1 of the engine E, and an increase in the lateral width of the drive system S including the battery 37 can be suppressed.
In particular, by arranging the entire battery 37 within the lateral width H1 of the engine E, it is possible to reliably suppress an increase in the lateral width of the drive system S including the battery 37 .

The battery 37 is divided into a pair of left and right unit batteries 37a within the lateral width H1 of the engine E. As shown in FIG. The battery 37 is inclined forward and downward, and the front part of the battery 37 is arranged behind the upper part of the PCU 34 . The rear portion of the battery 37 is arranged above the upper end portion of the PCU 34 . The battery 37 is arranged flat under the seat 21 . The battery 37 has a limited lateral width, a vertical width and a front end position, but the rear end position is made flexible to increase the capacity.
By arranging the plurality of unit batteries 37a side by side, the vertical height of the entire battery 37 can be suppressed, and the center of gravity of the battery 37 can be easily brought closer to the center of the vehicle body.

The battery 37 is not limited to being arranged entirely within the lateral width H1 of the engine E, and may be arranged at least partially within the lateral width H1 of the engine E. The battery 37 may be configured such that at least one of the plurality of unit batteries 37a is arranged within the lateral width H1 of the engine E. As shown in FIG. At least part of the unit batteries arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E.

FIG. 14 shows a modification of the arrangement of the battery 37 and PCU 34. In FIG.
In the motorcycle 1' of this modified example, a battery 37' that is inclined rearwardly upward is arranged in a range extending from above the first motor M1 and the second motor M2 to the upper rear side. The configuration of the battery 37' itself is similar to that of the battery 37 described above.

A PCU 34' is arranged below the rear portion of the battery 37' (above and behind the first motor M1 and the second motor M2). The PCU 34' is inclined rearward and upward along the lower surface of the battery 37'.
According to this configuration, the battery 37', the PCU 34', the first motor M1 and the second motor M2 are close to each other, and the wiring between them can be easily and simply provided.

<Planetary gear mechanism>
Next, the planetary gear mechanism (power distribution mechanism) 61 of the power switching device 31 will be described with reference to FIGS. 9 to 13. FIG.
As shown in FIG. 9, the planetary gear mechanism 61 is arranged coaxially with the first motor M1 and the second motor M2. That is, the sun gear 62 and the ring gear 64 of the planetary gear mechanism 61 are arranged coaxially with the first motor M1 and the second motor M2. The planetary gear mechanism 61 is supported by a support shaft 57 coaxial with the first motor M1 and the second motor M2.

The sun gear (first element) 62 of the planetary gear mechanism 61 is connected to the rotor of the second motor for power generation so as to rotate integrally, and the pinion carrier (second element) 63 rotates integrally with the primary driven gear 72 via the clutch 71. The ring gear (third element) 64 is connected to the rotor of the first driving motor M1 and the output gear 73 so as to rotate together. 10 to 13). (range of "-" in the graph of FIG. 13). In FIG. 9, reference numeral 72a denotes a primary drive gear that is rotatably provided on the crankshaft 26 and meshes with the primary driven gear 72, and reference numeral 63a denotes a pinion gear (planetary gear) that is supported by the pinion carrier 63 and meshes with the sun gear 62 and the ring gear 64. each shown.

The planetary gear mechanism 61 is arranged behind the engine E coaxially with the primary driven gear 72 . A primary driven gear 72 and a clutch 71 are supported on the right side of the support shaft 57 . The clutch 71 is arranged adjacent to the right side (outside in the vehicle width direction) of the primary driven gear 72 . The clutch 71 is, for example, a multi-plate clutch, and includes a clutch inner and a clutch outer that are connected and disconnected via clutch plates. The clutch outer can rotate integrally with the primary driven gear 72 , and the clutch inner can rotate integrally with the pinion carrier 63 .

A first motor M1 is supported on the left side of the support shaft 57. The first motor M1 is, for example, an inner rotor type, and its rotor can rotate integrally with the ring gear 64 and the output gear 73 . A coaxial cylindrical peripheral wall 65 extends axially on the left side of the ring gear 64 . An output gear 73 for power transmission with the rear wheel 4 side is provided on the outer periphery of the left side of the peripheral wall 65 . The output gear 73 meshes with a transmission gear 55a provided on the output shaft 55 so as to rotate integrally therewith. A second motor M2 is arranged on the inner peripheral side of the peripheral wall 65 . The second motor M2 is, for example, an inner rotor type, and its rotor can rotate together with the sun gear 62 .

In this configuration, when the motorcycle 1 stops the engine E and runs with the driving force of the first motor M1 (EV mode), the clutch 71 is released and the first motor M1 is driven forward. As a result, the first motor M1 rotates the output gear 73 forward and drives the rear wheels 4 via the output shaft and the chain transmission mechanism.

Also referring to FIG. 10, in the EV mode, when the ring gear 64 (“R” in the figure) is rotated forward, the pinion carrier 63 (“C” in the figure) also rotates, causing the sun gear 62 (“S” in the figure) to rotate. ) and rotates the second motor M2 forward (idling) (see line t1 in FIG. 10). Alternatively, in the EV mode, the pinion carrier 63 is stopped even if the ring gear 64 rotates forward, thereby causing the sun gear 62 and the second motor M2 to reverse (idle) (see line t2 in FIG. 10). The rotation of the pinion carrier 63 is controlled by connecting and disconnecting the clutch 71 .

9 and 11, in the EV mode, when the engine E is driven to generate power by the second motor M2 (hybrid mode), the clutch 71 is engaged to rotate the pinion carrier 63 (normal rotation). (See line t3 in FIG. 11). As a result, the second motor M2 is driven forward to generate power. At this time, power is supplied to the first motor M1 from at least one of the second motor M2 and the battery.

9 and 12, when regenerating the motorcycle 1 during deceleration or running downhill (regeneration mode), the clutch 71 is released and the rotational energy of the rear wheels 4 is transferred to the first motor M1. input to drive the first motor M1 forward.
In the regenerative mode, when the ring gear 64 rotates forward with the rotational energy of the rear wheel 4, the pinion carrier 63 rotates with it to rotate the sun gear 62 and the second motor M2 forward (idling), as in the EV mode (center line in FIG. 12). t4). Alternatively, the pinion carrier 63 is stopped and the sun gear 62 and the second motor M2 are reversed (idled) (see line t5 in the figure).

9 and 13, when the motorcycle 1 is driven by the driving force of the engine E (engine drive mode) during high-speed driving, the clutch 71 is engaged and, for example, the second motor M2 is stopped. to rotate (forward) the pinion carrier 63 (see line t6 in FIG. 13). As a result, the ring gear 64 and the output gear 73 rotate (forward) at an increased speed with respect to the pinion carrier 63 .
In the engine drive mode, for example, when the second motor M2 is rotated (reverse rotation), the ring gear 64 and the output gear 73 can rotate (forward rotation) at a higher speed than when the second motor M2 is stopped. (see line t7 in the figure). That is, it is possible to change the speed by changing the rotation speed of the second motor M2.

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 first motor A power distribution mechanism 61 that distributes power among M1, the second motor M2, and the engine E, and the power distribution mechanism 61 includes a first element (sun gear) 62 connected to the second motor M2. , a second element (pinion carrier) 63 connected to the engine E via a clutch 71, and a third element (ring gear) 64 connected to the first motor M1 to constitute a planetary gear mechanism 61, The second motor M2 is arranged on the inner peripheral side of the peripheral wall 65 that continues to the third element 64 in the axial direction.
According to this configuration, by configuring the power distribution mechanism 61 between the first motor M1, the second motor M2, and the engine E with the planetary gear mechanism 61, motor running, motor running + engine power generation, regeneration, engine running, etc. Switching can be easily realized. Further, by arranging the second motor M2 on the inner peripheral side of the peripheral wall 65 axially connected to the ring gear 64 of the power distribution mechanism 61 (planetary gear mechanism 61), the hybrid drive unit U can be configured compactly. can.

Further, in the motorcycle 1, the first motor M1, the second motor M2, and the power distribution mechanism 61 are arranged coaxially with each other, and the second motor M2 and the power distribution mechanism 61 are arranged axially relative to each other. Adjacent to.
According to this configuration, by arranging the second motor M2 adjacent to the ring gear 64 on the inner peripheral side of the ring gear 64, the size of the ring gear 64 in the axial direction is suppressed, and the hybrid drive unit U is configured more compactly. can do.

Further, in the motorcycle 1, the

rotation shafts

151 and 251 of the first motor M1 and the second motor M2 are arranged on separate shafts from the crankshaft 26 of the engine E. As shown in FIG.
According to this configuration, compared to the case where the first motor M1 and the second motor M2 are arranged coaxially with the crankshaft 26, the hybrid drive unit U can be made compact in the axial direction.

Further, in the motorcycle 1, the first motor M1 is arranged axially outside the drive unit U including the first motor M1, the second motor M2, and the power distribution mechanism 61. A drive PCU 34c for controlling the first motor M1 is arranged further outside in the axial direction.
According to this configuration, by arranging the drive PCU 34c near the first motor M1 to be controlled, the wiring between them can be shortened. By arranging the drive PCU 34c axially outside the first motor M1 positioned axially outside, the drive PCU 34c can be cooled well.

Further, in the motorcycle 1, the second motor M2 is arranged axially inside the drive unit U including the first motor M1, the second motor M2, and the power distribution mechanism 61. A power-generating PCU 34d for controlling the second motor M2 is disposed radially outward of the .
According to this configuration, by arranging the driving PCU 34c near the second motor M2 to be controlled, the wiring between them can be shortened. By arranging the power generating PCU 34d radially outward of the second motor M2 located axially inward, the power generating PCU 34d can be easily brought closer to the second motor M2.

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, 1' motorcycle (saddle type vehicle)
4 rear wheels (drive wheels)
26 crankshaft 34, 34' PCU (control unit)
34c drive PCU (drive control unit)
34d power generation PCU (power generation control unit)
37, 37' battery 37a unit battery 61 power distribution mechanism, planetary gear mechanism 62 sun gear (first element)
63 pinion carrier (second element)
64 ring gear (third element)
65 Peripheral wall 71

Clutch

151, 251 Rotating shaft E Engine (internal combustion engine)
U drive unit H1 lateral width M1 first motor (drive motor)
M2 second motor

Claims

a driving motor (M1) for applying driving force to the driving wheels (4);
a second motor (M2) provided separately from the drive motor (M1);
an internal combustion engine (E) that drives the second motor (M2) to generate electricity;
a power distribution mechanism (61) that distributes power among the drive motor (M1), the second motor (M2) and the internal combustion engine (E);
The power distribution mechanism (61) includes a first element (62) connected to the second motor (M2) and a second element (63) connected to the internal combustion engine (E) via a clutch (71). , and a third element (64) connected to the drive motor (M1), forming a planetary gear mechanism (61),
A straddle-type vehicle in which the second motor (M2) is arranged on the inner peripheral side of a peripheral wall (65) axially connected to the third element (64).
the drive motor (M1), the second motor (M2) and the power distribution mechanism (61) are arranged coaxially with each other,
A straddle-type vehicle according to claim 1, wherein said second motor (M2) and said power distribution mechanism (61) are axially adjacent to each other.
3. The driving motor (M1) and the second motor (M2) each rotating shaft (151, 251) are arranged on separate shafts from the crankshaft (26) of the internal combustion engine (E). A saddle-riding vehicle as described.
The drive motor (M1) is arranged axially outside a unit (U) including the drive motor (M1), the second motor (M2) and the power distribution mechanism (61),
A straddle-type vehicle according to claim 2 or 3, wherein a drive control device for controlling said drive motor (M1) is arranged axially outside said drive motor (M1).
The second motor (M2) is arranged axially inside a unit (U) including the drive motor (M1), the second motor (M2) and the power distribution mechanism (61),
The straddle-type vehicle according to any one of claims 2 to 4, wherein a power generation control device for controlling the second motor (M2) is arranged radially outside the second motor (M2).