WO2023127117A1

WO2023127117A1 - Saddled vehicle

Info

Publication number: WO2023127117A1
Application number: PCT/JP2021/048850
Authority: WO
Inventors: 康弘福吉; 尚史松尾; 将之福田; 正明川▲崎▼
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 applies drive force to a drive wheel (4) among a plurality of wheels (3, 4); a control device (34) that controls the drive motor (M1); and an outer perimeter-side frame (9) that forms part of the vehicle body frame and is disposed on the outer perimeter side of a wheelhouse (H) of one of the plurality of wheels (3, 4) in the side view. The control device (34) is attached to the outer perimeter-side frame (9). The control device (34) comprises radiation units (35c) that release heat generated by the units. The radiation units (35c) face each other from the outer perimeter side, across the wheelhouse (H).

Description

saddle-riding vehicle

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

For example, Patent Document 1 discloses a series hybrid straddle-type vehicle having power components such as an engine, a generator, a battery, a drive motor, and a control unit.

JP 2020-175822 A

By the way, in Patent Document 1, a control unit that controls the motor is arranged on the side of the vehicle body. Even with this arrangement, the cooling performance of the inverter of the control unit and the like is secured to some extent, but it is desired to easily realize a more positive cooling structure for improving the running performance.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to improve the cooling performance of a control unit of a motor in a saddle-ride type vehicle having a driving motor that applies driving force to the driving wheels.

As a means for solving the above problems, the present invention provides a drive motor (M1) that applies drive force to a drive wheel (4) among a plurality of wheels (3, 4), and a control device that controls the drive motor (M1). (34) and an outer frame ( 9), wherein the control device (34) is attached to the outer frame (9), the control device (34) includes a heat dissipation part (35c) for dissipating heat generated by itself, and the heat dissipation A portion (35c) provides a saddle-ride type vehicle that faces the wheel house (H) and faces the wheels from the outer peripheral side.
According to this configuration, the heat radiating portion of the control device is exposed to the wheel house, which is a space on the outer peripheral side of the wheel, and faces the wheel. Therefore, the heat dissipation in the heat dissipation portion is promoted by the airflow that is involved in the rotation of the tire of the wheel. For this reason, the heat dissipation property of the heat radiating section and the control device is enhanced, and the cooling property of the control device can be improved.

In the present invention, the control device (34) may be arranged on the front side of the wheel house (H) of the rear wheel (4) of the plurality of wheels (3, 4).
According to this configuration, the control device, which is a heavy object, is arranged on the front side of the wheel house of the rear wheel, that is, near the front-rear center of the vehicle body, so that the mass can be concentrated. In addition, although the front side of the wheel house of the rear wheels is a position where the running wind is less likely to hit, it is possible to improve the cooling performance of the control device arranged at this position.

In the present invention, the front heat radiating portion (35c) is arranged forwardly and upwardly of the axle (4a) of the rear wheel (4), and is inclined downward toward the front in a side view. It's okay.
According to this configuration, the heat radiating portion located in the front upper part of the rear wheel is inclined so as to be located downward toward the front side in a side view (in other words, it is inclined along the tangential direction of the rear wheel). are doing.). As a result, the heat radiating portion can be enlarged without bringing it closer to the rear wheels, and the cooling effect of the air flow entrained in the rear wheels can be enhanced. In addition, since the heat radiating section is slanted forward and downward, water and mud adhering to the heat radiating section (the portion exposed to the wheel house) can easily flow forward and downward, and the effect of dirt on the heat radiating section on cooling performance can be suppressed. can be done.

In the present invention, the outer frame (9) includes a pair of left and right frame members (9a), and the left and right sides of the control device (34) are supported by the pair of left and right frame members (9a). It may be a configuration with
According to this configuration, the control device, which is a heavy object, is supported by the left and right frame members, so that the control device can be stably supported. The heat radiating portion of the control device can be easily exposed from between the left and right frame members toward the outer peripheral side of the wheel.

In the present invention, the heat radiating portion (35c) may have heat radiating fins (35c1) on the surface facing the wheel (4).
According to this configuration, since the air flow entrained by the rotation of the wheel (tire) hits the heat radiating fins, it is possible to further improve the cooling performance of the control device compared to the case where the heat radiating portion is planar.

The present invention may include an exterior component (19b) covering the vehicle body, and at least part of the control device (34) may be covered with the exterior component (19b).
According to this configuration, the control device is covered with the exterior parts of the vehicle body, so that the appearance of the vehicle and the protection of the control device can be improved.

The present invention comprises a battery (37) that supplies electric power to the drive motor (M1), the battery (37) is aligned with the control device (34) in the longitudinal direction of the vehicle, and the control device (34) is aligned with the control device in the longitudinal direction of the vehicle. It may be arranged at a height overlapping with (34).
According to this configuration, since the control device and the battery are arranged side by side in the longitudinal direction of the vehicle, the high-voltage wiring (cable) connecting the control device and the battery can be routed without being significantly bent in the height direction. It becomes possible. Therefore, it is possible to simplify the routing of the cables and reduce the length of the cables to reduce costs and weight.

The present invention may comprise a seat (21) on which an occupant sits, and the controller (34) and the battery (37) may be arranged below the seat (21).
According to this configuration, the control device and the battery are arranged side by side in the front-rear direction under the seat, so that the control device and the battery can be arranged close to each other. Therefore, the high-voltage wiring (cable) connecting the control device and the battery can be made short, facilitating wiring and protection of the cable, and reducing the cost and weight of the cable. In addition, since the control device and the battery, which are heavy, are collectively arranged near the front-rear center of the vehicle body, mass concentration can be achieved.

The present invention comprises a second motor (M2) provided separately from the drive motor (M1), and the drive motor (M1) and the second motor (M2) are arranged below the battery (37). It may be a configuration that
According to this configuration, since the drive motor and the second motor are arranged near the front-rear center of the vehicle body and below the battery, the high-voltage wires (cables) connecting the drive motor, the second motor, the battery, and the control device, respectively, can be short. , cable routing and protection can be facilitated, and the cost and weight of the cable can be reduced. In addition, since the control device and the battery, which are heavy, and the drive motor and the second motor are concentrated near the center of the vehicle body in the front-rear direction, the mass can be concentrated.

According to the present invention, it is possible to improve the cooling performance of the drive motor in a saddle-ride type vehicle including the drive motor that applies driving force to the drive wheels.

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

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 located at the front end. 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.

The head pipe 6 has a steering axis (rotational 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 11 has 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 a front seating portion on which a driver sits and a rear seating portion on which a 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 behind the engine E, and the second motor M2 is arranged on the left side of the engine E. 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 a motor driver, via a contactor or the like 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 a DC-DC converter and used to charge a 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 being 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 charge/discharge status, temperature, and the like. 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 power 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 performed, for example, when the motorcycle 1 starts moving until it reaches a specified speed, when traveling uphill, when a sudden acceleration is required, and the like. The hybrid mode is also implemented when the remaining battery capacity is low. Since the motorcycle 1 is smaller than a passenger car and the mounting size (capacity) of the battery 37 is limited, the hybrid mode is more likely to be used than the EV mode.

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

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

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

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

<Motor arrangement>
Referring to FIG. 1, the first motor M1 is arranged behind the 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 forward of the pivot frame 8 . The first motor M1 is arranged with the rotating shaft 151 extending in the left-right direction. The rotating shaft 151 of the first motor M1 is arranged at a height overlapping at least one of the crankshaft 26 and the pivot shaft 17 in the vertical direction. Reference symbol C3 in the figure indicates the central axis of the rotating shaft 151 of the first motor M1.

Also referring to FIG. 2, for example, the first motor M1 is arranged offset to one side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL. In this case, the rear portion of the crankcase 27 may be arranged inside the first motor M1 in the vehicle width direction. A transmission may be housed in the rear portion of the crankcase 27 . Alternatively, the first motor M1 may be arranged behind the crankcase 27 so as to straddle the left-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.

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

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

<Battery placement>
Referring to FIG. 1, a battery 37 as a power source for the drive system S is arranged in front of the seat 21 and behind the head pipe 6 . The battery 37 is arranged above the engine E. As shown in FIG. The battery 37 is composed of, for example, a plurality of (for example, a pair of upper and lower) unit batteries 37a. Each unit battery 37a has the same configuration. Each unit battery 37a has, for example, a prismatic shape (rectangular parallelepiped shape) that has a rectangular cross section and extends in the longitudinal direction. Each unit battery 37a is arranged with its longitudinal direction directed in the vehicle front-rear direction, and its vertical width is suppressed. Each unit battery 37a is accommodated, for example, in an integrated battery box.

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

The battery 37 of this embodiment is included in the vehicle component 23 in front of the seat 21 . The main frame 7 includes a pair of left and right main frame members 7a. The left and right main frame members 7a extend rearward from the head pipe 6 while spreading out to the left and right. The left and right main frame members 7a are arranged apart from each other in the vehicle width direction. At least a portion of the battery 37 is arranged between the left and right main frame members 7a.

In the example of FIG. 1, 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 37 a may be shifted in front and rear positions according to the inclination of the head pipe 6 . That is, the unit battery 37a on the lower side may be arranged to be shifted forward from the unit battery 37a on the upper side. As a result, the space behind the head pipe 6 is effectively utilized.

In addition, in the example of FIG. 1, each unit battery 37a is arranged with its upper and lower surfaces substantially horizontal, but the present invention is not limited to this. For example, each unit battery 37a may be arranged with its upper and lower surfaces inclined downward. As a result, the height of the rear portion of the battery 37 (the portion near the seat 21) is reduced, and the feeling of openness in the seating position is improved.
The battery 37 is positioned above the engine E. In the engine E, the cylinder block 28 is greatly tilted forward to reduce the height, which facilitates the placement of the battery 37 .

<PCU placement>
Referring to FIGS. 1 and 9, 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 such that upper and

lower surfaces

35a and 35b are inclined rearward and upward when viewed from the vehicle width direction (side view). The PCU 34 is arranged such that its upper and

lower surfaces

35 a and 35 b follow the inclination of the rear frame 9 of the body frame 5 when viewed from the vehicle width direction. An article storage box 22 that can be accessed by opening and closing the seat 21 is arranged above the PCU 34 .

The rear frame 9 has a pair of left and right rear frame members 9a. The left and right rear frame members 9a are arranged apart from each other in the vehicle width direction. At least a portion of the PCU 34 is arranged between the left and right rear frame members 9a. The PCU 34 is arranged above and in front of the rear wheel 4 with a space therebetween when viewed from the side. The PCU 34 is arranged so that the lower surface 35b inclined in a side view faces the outer peripheral surface of the rear wheel 4. As shown in FIG.

A rear fender 58 is attached to the rear frame 9 so as to extend between the left and right rear frame members 9a. The rear fender 58 is provided on the lower side of the rear body cover 19b in a range extending in front of, above, and below the rear wheel 4. As shown in FIG. The rear fender 58 is spaced apart from the outer peripheral surface of the rear wheel 4 . A space located on the lower side (inner peripheral side) of the rear fender 58 in a side view is a wheel house H in which the rear wheel 4 can rotate and swing up and down. The rear frame 9 (left and right rear frame members 9a) is arranged on the outer peripheral side of the wheel house H in a side view. The rear frame 9 substantially faces the wheel house H except for parts that directly face the wheel house H, such as the rear fender 58 .

The rear fender 58 is formed with an opening 58a that exposes a predetermined range of the lower surface 35b of the PCU 34 to the inside of the wheel house H. An exposed portion 35c of the lower surface 35b of the PCU 34 exposed inside the hall house H is formed along the rear fender 58 and closes the opening 58a of the rear fender 58. As shown in FIG. The PCU 34 also serves as at least part of the rear fender 58 . The portion of the PCU 34 above the lower surface 35b (that is, the entire PCU) is positioned above the rear fender 58 and is surrounded by the rear body cover 19b.

The exposed portion 35c serves as a heat radiating portion that radiates heat from heat-generating components such as transistors in the PDU 34a. That is, since an air current is generated in the hall house H along with the rotation of the rear wheel 4, the exposed portion 35c exposed in the wheel house H can dissipate the heat generated by the PCU 34 satisfactorily. The exposed portion 35c includes, for example, a planar portion along the inner surface of the rear fender 58, and includes a plurality of plate-shaped heat radiating fins 35c1 along the rotational direction or tangential direction of the rear wheel 4 (plate-shaped perpendicular to the axial direction of the rear wheel 4). Configuration.

The left and right side portions of the PCU 34 are respectively supported by the left and right rear frame members 9a. As a result, the PCU 34, which is heavy, can be stably supported.
The PCU 34 is directly attached to, for example, the left and right rear frame members 9a. The phrase "directly attached" means that the PCU 34 is attached to the left and right rear frame members 9a only via attachment members (brackets, stays, bolts and nuts, etc.).

The PCU 34 is positioned and attached to the left and right rear frame members 9a. For example, an elastic member such as a spring or rubber may be interposed between the PCU 34 and the left and right rear frame members 9a. That is, it is sufficient that the PCU 34 is returned to its original position by the elastic force of the elastic member (the position of the PCU 34 is uniquely determined).
The PCU 34 may be attached to the rear frame 9 via other functional parts (rear fender 58, article storage box 22, etc.) attached to the rear frame 9. FIG. That is, the PCU 34 may be indirectly attached to the rear frame 9 .

As described above, the motorcycle 1 in the above embodiment includes the first driving motor M1 and the engine E for applying driving force to the rear wheels 4, the PCU 34 controlling the first motor M1, and the body frame 5. a rear frame 9 that forms a part and is arranged on the outer peripheral side of the wheel house H of the rear wheel 4 in a side view, the PCU 34 is attached to the rear frame 9, and the PCU 34 generates heat by The heat radiating portion (exposed portion 35c) that emits the heat is provided, and the heat radiating portion faces the wheel house H and faces the rear wheel 4 from the outer peripheral side.
According to this configuration, the heat radiating portion of the PCU 34 is exposed to the wheel house H, which is a space on the outer peripheral side of the rear wheel 4 , and faces the rear wheel 4 . Therefore, the air flow that is caught in the rotation of the tire of the rear wheel 4 promotes heat dissipation in the heat dissipation portion. For this reason, the heat dissipation of the heat dissipation portion and the PCU 34 is enhanced, and the cooling of the PCU 34 can be improved.

Further, in the motorcycle 1 , the PCU 34 is arranged on the front side of the wheel house H of the rear wheel 4 .
According to this configuration, the PCU 34, which is a heavy object, is arranged near the front-rear center of the vehicle body, and mass concentration can be achieved. In addition, although the front side of the wheel house H of the rear wheel 4 is a position where traveling wind does not hit easily, the cooling performance of the PCU 34 arranged at this position can be improved.
In the present invention, the PCU 34 may be arranged to face the wheel house of the front wheels 3 . In this case, it is preferable that the vehicle body cover also serves as a front fender to form a wheel house, and the control device is supported by the vehicle body frame inside the vehicle body cover.

Further, in the motorcycle 1, the planar portion of the exposed portion 35c is disposed forwardly and upwardly of the axle 4a of the rear wheel 4, and is inclined downward toward the front side in a side view.
According to this configuration, the heat radiating portion located in front and above the rear wheel 4 is inclined so as to be located downward toward the front side in a side view (in other words, along the tangential direction of the rear wheel 4). slanted). As a result, the heat radiating portion can be enlarged without bringing it close to the rear wheel 4, and the cooling effect of the air flow entrained in the rear wheel 4 can be enhanced. In addition, since the heat radiating section is slanted forward and downward, water and dirt adhering to the heat radiating section (the portion exposed to the wheel house H) can easily flow forward and downward, and the effect of dirt on the heat radiating section on cooling performance is suppressed. be able to.

In the motorcycle 1, the rear frame 9 includes a pair of left and right rear frame members 9a, and the left and right side portions of the PCU 34 are supported by the pair of left and right rear frame members 9a.
According to this configuration, the PCU 34, which is a heavy object, is supported by the left and right rear frame members 9a, so that the PCU 34 can be stably supported. Further, the heat radiating portion of the PCU 34 can be easily exposed from between the left and right rear frame members 9a toward the outer peripheral side of the rear wheel 4. As shown in FIG.

Further, in the motorcycle 1, the heat radiation portion (exposed portion 35c) includes heat radiation fins 35c1 on the facing surface (flat portion) facing the rear wheel 4. As shown in FIG.
According to this configuration, the air flow entrained by the rotation of the rear wheel 4 (tire) hits the heat radiating fins 35c1, so that the cooling performance of the PCU 34 can be further improved compared to the case where the heat radiating portion is planar.

Further, the motorcycle 1 is provided with an exterior component (rear body cover 19b) that covers the vehicle body, and at least a portion of the PCU 34 is covered with the exterior component.
According to this configuration, the PCU 34 is covered with the exterior parts of the vehicle body, so that the external appearance of the vehicle and the protection of the PCU 34 can be improved.

The motorcycle 1 further includes a battery 37 that supplies electric power to the first motor M1, and the battery 37 is aligned with the PCU 34 in the longitudinal direction of the vehicle and is arranged at a height overlapping the PCU 34 when viewed in the longitudinal direction of the vehicle. It is
According to this configuration, since the PCU 34 and the battery 37 are arranged side by side in the longitudinal direction of the vehicle, the high-voltage wiring (cable) connecting the PCU 34 and the battery 37 can be routed without being greatly bent in the height direction. It becomes possible. Therefore, it is possible to simplify the routing of the cables and reduce the length of the cables to reduce costs and weight.

<Second embodiment>
Next, a second embodiment of the invention will be described with reference to FIG.
The motorcycle 101 of the second embodiment differs from the first embodiment in that the engine E, the first motor M1 and the second motor M2, and the battery 37 are arranged differently. Other components identical to those of the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

Referring to the drawing, the engine E of the second embodiment has a cylinder block 28 protruding upward from the upper portion of the crankcase 27 . 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, less than 45 degrees, thereby suppressing the longitudinal width of the engine E as a whole.

The first motor M1 and the second motor M2 are arranged behind the crankcase 27 of the engine E. The first motor M1 and the second motor M2 are arranged at a height overlapping the crankcase 27 of the engine E in the vertical direction. The first motor M1 and the second motor M2 are arranged forward of the pivot frame 8 . The 1st motor M1 and the 2nd motor M2 are arrange|positioned along each

rotating shaft

151 and 251 in the left-right direction.

The first motor M1 and the second motor M2 are arranged vertically with the first motor M1 at the bottom and the second motor M2 at the top. At least the rotating shaft 151 of the first motor M1 is arranged above the pivot shaft 17 . At least the rotation shaft 251 of the second motor M2 is arranged below the pivot shaft 17 .

For example, the output shaft 55 extending in the left-right direction is arranged behind the

rotation shafts

151 and 251 of the first motor M1 and the second motor M2. The output shaft 55 is an output portion of the drive system S, and outputs drive force (torque) via the power switching device 31 . The output shaft 55 is arranged in front of the pivot shaft 17 at a height overlapping the pivot shaft 17 in the vertical direction.
The output shaft 55 is connected to the rear wheel 4 via a chain-type transmission mechanism 56, for example. A drive sprocket 56a of a transmission mechanism 56 is supported on the right end of the output shaft 55 so as to be integrally rotatable.

The battery 37 is arranged below the front portion of the seat 21 . The battery 37 is arranged above the second motor M2. 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 is arranged with its longitudinal direction directed in the vehicle front-rear direction, and its vertical width is suppressed. Each unit battery 37a is accommodated, for example, in an integrated battery box.
note that,

Also in the motorcycle 101 of the second embodiment described above, the arrangement of the PCU 34 is the same as in the first embodiment. That is, the heat radiating portion of the PCU 34 is exposed to the wheel house H, which is a space on the outer peripheral side of the rear wheel 4 , and faces the rear wheel 4 . Therefore, the air flow that is caught in the rotation of the tire of the rear wheel 4 promotes heat dissipation in the heat dissipation portion. For this reason, the heat dissipation of the heat dissipation portion and the PCU 34 is enhanced, and the cooling of the PCU 34 can be improved.

Further, the motorcycle 101 includes a seat 21 on which a rider sits, and the PCU 34 and the battery 37 are arranged below the seat 21 in the longitudinal direction of the vehicle.
According to this configuration, the PCU 34 and the battery 37 are arranged side by side in the front-rear direction under the seat 21, so that the PCU 34 and the battery 37 can be arranged close to each other. As a result, the high-voltage wiring (cable) connecting the PCU 34 and the battery 37 can be short, facilitating cable routing and protection, and reducing the cost and weight of the cable. In addition, since the heavy PCU 34 and the battery 37 are collectively arranged near the front-rear center of the vehicle body, mass concentration can be achieved.

Further, the motorcycle 101 includes a second motor M2 provided separately from the first motor M1, and the first motor M1 and the second motor M2 are arranged below the battery 37. As shown in FIG.
According to this configuration, since the first motor M1 and the second motor M2 are arranged near the front-rear center of the vehicle body and below the battery 37, the high-voltage wires connecting the first motor M1, the second motor M2, the battery 37, and the PCU 34, respectively. (Cables) can be short, facilitating cable routing and protection, and reducing the cost and weight of cables. In addition, since the heavy PCU 34 and the battery 37, as well as the first motor M1 and the second motor M2 are collectively arranged near the front-rear center of the vehicle body, mass concentration can be achieved.

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. Further, the present invention is not limited to a hybrid vehicle having an internal combustion engine, and may be applied to an electric vehicle that runs only with a drive motor.
The configuration in the above embodiment is an example of the present invention, and various modifications, such as replacing the constituent elements of the embodiment with known constituent elements, are possible without departing from the gist of the present invention.

1,101 motorcycles (saddle type vehicles)
3 Front wheels (wheels)
4 rear wheels (wheels, drive wheels)
4a axle 5 body frame 9 rear frame (outer frame)
9a rear frame member (frame member)
19b Rear body cover (exterior part)
21 seat 34 PCU (control unit)
35c exposed part (heat radiation part)
35c1 Radiation fin 37 Battery H Wheel house E Engine (internal combustion engine)
M1 first motor (drive motor)
M2 second motor

Claims

a driving motor (M1) that applies a driving force to a driving wheel (4) among the plurality of wheels (3, 4);
a control device (34) for controlling the drive motor (M1);
an outer frame (9) forming a part of the vehicle body frame (5) and arranged on the outer peripheral side of the wheel house (H) of one of the plurality of wheels (3, 4) in a side view; prepared,
The control device (34) is attached to the outer frame (9),
The control device (34) includes a heat dissipation part (35c) that dissipates heat generated by itself,
The saddle-ride type vehicle, wherein the heat radiating portion (35c) faces the wheel house (H) and faces the wheel from the outer peripheral side.
The straddle-type vehicle according to claim 1, wherein said control device (34) is arranged in front of a wheel house (H) of a rear wheel (4) of said plurality of wheels (3, 4). .
3. The heat radiating portion (35c) according to claim 2, wherein the heat radiating portion (35c) is arranged forwardly and upwardly of the axle (4a) of the rear wheel (4), and is inclined downward toward the front in a side view. saddle type vehicle.
The outer frame (9) includes a pair of left and right frame members (9a),
The saddle-ride type vehicle according to any one of claims 1 to 3, wherein left and right side portions of said control device (34) are respectively supported by said pair of left and right frame members (9a).
The saddle-ride type vehicle according to any one of claims 1 to 4, wherein the heat radiating portion (35c) has heat radiating fins (35c1) on the facing surface facing the wheel (4).
An exterior part (19b) covering the vehicle body is provided,
The straddle-type vehicle according to any one of claims 1 to 5, wherein at least part of said control device (34) is covered with said exterior component (19b).
a battery (37) for powering said drive motor (M1);
7. The battery (37) is arranged in line with the control device (34) in the longitudinal direction of the vehicle and at a height overlapping the control device (34) when viewed in the longitudinal direction of the vehicle. A straddle-type vehicle according to item 1.
A seat (21) on which an occupant sits is provided,
A straddle-type vehicle according to claim 7, wherein said control device (34) and said battery (37) are arranged below said seat (21).
A second motor (M2) provided separately from the drive motor (M1),
Straddle-type vehicle according to claim 7 or 8, wherein said drive motor (M1) and said second motor (M2) are arranged below said battery (37).