Hybrid drive motorcycle and hybrid drive kit for motorcycles

Abstract

A hybrid-powered motorcycle includes a heat-absorbing engine (3), a rear wheel (6) connected to a load-bearing structure (2) via a rocker arm (7), a gearbox (4) connected to the heat-absorbing engine (3) via a primary transmission (8) and connected to the rear wheel (6) via a secondary transmission (9), and a reversible electric motor (M), wherein an auxiliary transmission (14) connects the electric motor (M) to the input shaft (10) of the secondary transmission (9), and wherein the electric motor (M) is mounted on the load-bearing structure (2) below the rocker arm (7). A corresponding hybrid system kit for the motorcycle is also provided.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims priority to Italian Patent Application No. 102019000020398, filed on November 5, 2019, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This invention relates to a hybrid-powered motorcycle. Background Technology

[0004] As is well known, the need to reduce fuel consumption and emissions has led to the increasing popularity of hybrid traction in the automotive sector.

[0005] In the motorcycle industry, hybrid traction is not yet widespread, and there is a need to optimize the integration between heat-absorbing engines and electric motors to achieve optimal performance and safety conditions for various riding modes.

[0006] In addition, there is a need to minimize dynamic issues stemming from motor quality and the significant challenges of placing the motor within the limited available space on the motorcycle. Summary of the Invention

[0007] The purpose of this invention is to provide a hybrid-powered motorcycle that can overcome the above-mentioned disadvantages.

[0008] The aforementioned objective is achieved by a hybrid-powered motorcycle comprising a load-bearing structure, a heat-absorbing engine mounted on or housed within the load-bearing structure, a front wheel, a rear wheel connected to the load-bearing structure via a rocker arm, a gearbox connected to the heat-absorbing engine via a primary transmission and connected to the rear wheel via a secondary transmission, and a reversible motor. The motorcycle is characterized by including an auxiliary transmission device that connects the motor shaft to the input shaft of the secondary transmission, and a support unit fixed to the load-bearing structure and configured to support the motor below the rocker arm.

[0009] The fact that the motor is connected to the input shaft of the secondary drive makes it possible to completely bypass the heat-absorbing engine in pure electric driving mode, turn off the heat-absorbing engine and put the gearbox in neutral, and drive the motorcycle without shifting gears.

[0010] This arrangement also allows the motor to be given active anti-rearing or anti-spin control by applying braking torque and simultaneously recharging the battery, without having to intervene in the shutdown of the heat-absorbing engine.

[0011] According to another aspect of the invention, the motor is located below the rocker arm. This arrangement minimizes dynamic problems associated with the increased mass of the motor, optimizing the stability and riding safety of the motorcycle.

[0012] According to a preferred embodiment of the invention, the motor is arranged substantially symmetrically with respect to the vertical midplane of the motorcycle, which helps to optimize stability and safety.

[0013] According to a preferred embodiment of the invention, the motor can be selectively connected to the input shaft; thus, in heat absorption mode, the electric motor can be completely eliminated, avoiding the movement of a large mass.

[0014] The motor preferably rotates in the opposite direction to the secondary drive in order to at least partially compensate for the gyroscopic effect of the wheels. Attached Figure Description

[0015] These and other advantages will be apparent from the following description of a non-limiting embodiment of the invention with reference to the accompanying drawings, in which:

[0016] Figure 1 This is a schematic side view of a motorcycle manufactured according to a first embodiment of the present invention;

[0017] Figure 2 yes Figure 1 A block diagram of the towing device of a motorcycle.

[0018] Figure 3 It is shown Figure 1 A diagram of another embodiment of the auxiliary transmission device for a motorcycle;

[0019] Figure 4 yes Figure 1 A perspective view of a first embodiment of a motor support unit for a motorcycle;

[0020] Figure 5 and Figure 6 They are Figure 1 A perspective view and a front view of a second embodiment of the motor support unit for a motorcycle; and

[0021] Figure 7 This is a block diagram for controlling the motor. Detailed Implementation

[0022] Reference Figure 1 Reference numeral 1 in the accompanying drawings generally indicates a hybrid-powered motorcycle, particularly a two-wheeled motorcycle, manufactured according to the present invention.

[0023] Motorcycle 1 includes a load-bearing structure 2, a heat-absorbing engine 3, and a gearbox 4 mounted or integrated in the load-bearing structure 2 in a known manner. Figure 2 The load-bearing structure 2 may include a frame on which a crankcase housing the engine and gearbox is mounted, or may include only the crankcase (in the case of a motorcycle with a load-bearing engine), or may include an intermediate solution with both the crankcase and a portion of the frame.

[0024] In addition, the motorcycle 1 is equipped with a front wheel 5 and a rear wheel 6. The latter is attached to the load-bearing structure 2 via a rocker arm 7, which is hinged to the load-bearing structure 2 at its front end and carries the wheel 6 at its rear end.

[0025] motorcycle( Figure 2 It is equipped with a primary transmission 8 (e.g., gears) that connects the drive shaft of the heat-absorbing engine 3 to the gearbox 4, and a secondary transmission 9 that connects the output shaft 10 of the gearbox 4 to the rear wheel 6, for example, via a chain.

[0026] The output shaft 10 of the gearbox 4 is therefore the input shaft of the secondary transmission 9.

[0027] The secondary transmission 9 may include, for example, a pinion 11 placed on the shaft 10, a rear sprocket 12 attached to the rear wheel 6, and a chain 13 meshing with the pinion 11 and the rear sprocket 12. Figure 1 ).

[0028] Alternatively, the secondary drive can be any other known type, such as a toothed belt or a drive shaft.

[0029] The motorcycle 1 also includes a motor M, which is permanently or selectively connected to a secondary transmission 9, particularly to the input shaft 10 of the secondary transmission 9. The motor is preferably an axial-flow permanent magnet motor with an external rotor, and its own axis A is arranged perpendicular to the longitudinal mid-plane P of the vehicle.

[0030] according to Figure 1 In the first embodiment of the present invention shown, the motor M is permanently connected to the input shaft 10 of the secondary transmission device 9, for example, via an auxiliary chain drive 14. The auxiliary chain drive 14 includes a pinion 50 connected to the output shaft 18 of the motor, a pinion 51 rigidly connected to the output shaft of the gearbox 10, and a chain 52. Alternatively, the auxiliary transmission device 14 may be a gear or belt drive.

[0031] According to Figure 3 Another embodiment of the invention, illustrated schematically, includes an auxiliary transmission device 14 comprising a reversing / disconnecting unit 15 and a belt drive device 16 connected in series.

[0032] More specifically, the reversing / disengagement unit 15 includes a first gear 17 integrated with the output shaft 18 of the motor M and a second gear 19 capable of selectively engaging with the idle shaft 20.

[0033] Conveniently, selective engagement of gear 19 on idle shaft 20 is achieved by a sliding sleeve 23 with front teeth equipped with a synchronizer (not shown). Sleeve 23 serves as a separator for motor M.

[0034] The belt drive 16 includes a first crown pulley 21 on the idle shaft 20 and a second crown pulley 22 rotatably connected to the output shaft 10 of the gearbox 4.

[0035] According to the present invention, the motor M is mounted on the support structure 2 below the rocker arm 7. It should be noted that the expression "below the rocker arm 7" should be understood as meaning that at least the main part of the motor M and the axis A of the motor itself are located below the rocker arm 7; if the motor M is not entirely located below the rocker arm 7, then the rocker arm 7 must be constructed so as not to interfere with the overall dimensions of the motor M under static and dynamic conditions. For example, in the case of a double-arm rocker arm, the top of the motor M may be located at the same height as the rocker arm 7 for at least a portion of the rocker arm's stroke. In this case, the lateral dimension of the motor M must be located between the two arms of the rocker arm 7 to avoid interference.

[0036] The motor M is conveniently arranged symmetrically with respect to the vertical midplane P of the motorcycle 1. Figure 3 ).

[0037] Figure 4 A first embodiment of a support unit 40 for connecting a motor M to a load-bearing structure 2 is shown.

[0038] The support unit 40 consists of a bracket including a top plate 41, which is designed to be arranged laterally between the two arms of the rocker arm 7 and longitudinally between the load-bearing structure 2 and the rear wheel 6 during use. The top plate 41 is configured such that it can be fixed to the load-bearing structure 2 by screws and / or clamps, preferably using connection holes already present in the structure itself (e.g., hinge holes of the rocker arm 7). The unit 40 also includes a pair of arms 42a, 42b, which extend downward on opposite sides of the top plate 41 and are arranged on opposite axial sides of the motor M.

[0039] One arm 42a is fixed to the stator of the motor M, and the other arm 42b ends at an annular support 54 for the output shaft 18 of the motor M, the shaft 18 being supported within the annular support 54 by a bearing (not shown).

[0040] Figure 5 and Figure 6 A different implementation is shown, wherein unit 40 consists of two supports 43, 44, the respective tops 45, 46 of supports 43, 44 being designed to be fixed to opposite sides of the load-bearing structure 2 of motorcycle 1 and each having a plurality of fixing holes 47 for this purpose.

[0041] The brackets 43 and 44 also include corresponding arms 48 and 49, which are fixed to or integral with the tops 45 and 46 and extend downward from opposite sides of the axial direction of the motor M. In this case, arm 48 is also fixed to the stator of the motor M; arm 49 terminates in an annular support 55 for the output shaft 18 of the motor M, which is supported within the annular support 55 by bearings (not shown).

[0042] This solution is suitable for situations where there is insufficient space between the two arms of the rocker arm 7 to install a bracket, or when the rocker arm is a single arm. Brackets 43 and 44 are conveniently shaped so that they can be arranged outside the rocker arm 7, defining sufficient space with the support structure 2 to allow the rocker arm 7 to pass through and move vertically. This solution has a larger size than the previous solution, but is more flexible and can easily adapt to different motorcycle models using attachment holes already present in the support structure. For example, brackets 43 and 44 can replace the support bracket for the passenger footrest and integrate the footrest itself.

[0043] Figure 7 A block diagram showing the control of motor M is shown.

[0044] The microprocessor control unit 25 receives input signals from multiple onboard sensors, including at least one lateral tilt or roll sensor 26, a tilt or rearing sensor 27, a front wheel 5-axis velocity sensor 28, and a rear wheel 6-axis velocity sensor 29, with reference to the functions described herein.

[0045] Control unit 25 sends control signals to inverter 30 connected to motor M. Inverter 30 is connected to battery pack 31, which is equipped with management system (BMS) 32 that communicates with control unit 25. Inverter 30 is conveniently attached to the lower region of the support structure 2 and housed as low as possible, for example, in front of the heat-absorbing engine 3. Figure 1 The battery pack 31 is conveniently fixed to the inside of the tail section 24 of the motorcycle 1 under the seat.

[0046] The control unit also receives input signals from the accelerator 33, which is in the form of a potentiometer typically controlled by a knob on the handlebars.

[0047] The operation of the hybrid traction system of motorcycle 1 is as follows.

[0048] 1. Heat absorption mode

[0049] Motorcycle 1 is usually driven only by heat-absorbing engine 3.

[0050] If there is a separator 15, the sleeve 23 is disengaged; the motor M is excluded from the kinematic chain, and only the belt drive 16 is driven to idle, with negligible inertia.

[0051] 2. Electric mode

[0052] With gearbox 4 in neutral (or sleeve 23 engaged if present), the motorcycle is driven solely by motor M. The heat-absorbing engine 3 is isolated, thus preventing the introduction of any inertia into unwanted rotation. During braking, the motor acts as a regenerative brake to recharge battery 31.

[0053] 3. Hybrid Mode

[0054] In this mode, the heat-absorbing motor 3 and the electric motor M are used simultaneously, thus obtaining a sum of driving power (“boost”) or braking power depending on the position of the accelerator 32. The control unit 25 distributes torque between the heat-absorbing motor 3 and the electric motor M based on a graph of input signals, particularly speed, power demand, and load storage. In this case, the electric motor M can also be used as a regenerative brake to recharge the battery 31.

[0055] In this mode, complex control strategies can be implemented for specific operational situations based on input signal recognition, for example:

[0056] a. Anti-rearing control.

[0057] Initial pitch can be detected as a sudden change in the tilt signal generated by sensor 27. Specifically, this condition can be detected by comparing the derivative of this signal value over time with a predetermined threshold, beyond which the motor M operates as a regenerative brake to reduce the power released onto the rear wheels 6. When a decrease in tilt is detected, the motor can return to delivering drive torque. Therefore, this function can be implemented in a simple manner without interfering with the control diagram of the heat-absorbing engine 3.

[0058] b. Anti-spin control.

[0059] Spinning, i.e., loss of rear wheel traction, can be detected by comparing signals generated by angular velocity sensors 28 and 29 connected to each wheel. If the angular velocity of the rear wheel exceeds that of the front wheel, motor M acts as a regenerative brake to reduce the speed of the rear wheel 6 and allow it to re-attach. When the angular velocities of the wheels are detected to be equal, the motor can return to delivering drive torque.

[0060] c. Acceleration control during cornering

[0061] The torque distribution diagram between the thermal engine 3 and the motor M can be modified according to the motorcycle's lateral tilt or roll angle.

[0062] Specifically, it can be configured such that the motor's torque contribution is offset at the maximum permissible tilt angle and gradually increases as the tilt angle decreases (i.e., when leaving a curve). The transformation can be performed using not only the tilt angle but also speed as input parameters.

[0063] Finally, it is clear that modifications and variations can be made to the described motorcycle without departing from the scope of protection defined by the claims.

[0064] For example, the reversing / disengagement unit (if present) can be configured as a two-speed gearbox, thereby defining a "short" gear for obtaining high separation torque in electric mode and a "long" gear for use when the electric motor is used as an assist in combination with the heat-absorbing engine.

[0065] The motor, support unit, and their control and power supply devices (inverter and battery) can also be powered independently as a hybrid kit, which can be applied to conventional motorcycles with only a heat-powered engine. The kit can conveniently include a tailpiece interchangeable with the original motorcycle tailpiece, in which the battery is integrated.

[0066] In addition, the motorcycle features described in combination can be used individually or in different combinations.

Claims

1. A hybrid-powered motorcycle, comprising: The carrier structure (2), the heat-absorbing engine (3) mounted on or housed in the carrier structure (2), the front wheel (5), the rear wheel (6) connected to the carrier structure (2) via a rocker arm (7), the gearbox (4) connected to the heat-absorbing engine (3) via a primary transmission (8) and connected to the rear wheel (6) via a secondary transmission (9), and the reversible motor (M) are characterized by including an auxiliary transmission device (14) that connects the motor (M) to the input shaft (10) of the secondary transmission device (9), and a support unit (40) fixed to the carrier structure (2) and configured to support the motor (M) below the rocker arm (7).

2. The motorcycle according to claim 1, characterized in that, The motor (M) is arranged substantially symmetrically with respect to the vertical midplane (P) of the motorcycle (1).

3. The motorcycle according to claim 1, characterized in that, The motor (M) rotates in the opposite direction to the secondary transmission device (9).

4. The motorcycle according to claim 1, characterized in that, The auxiliary drive (14) includes a commutation / disconnection unit (15) configured to selectively connect the motor (M) to the input shaft (10) of the secondary drive (9).

5. The motorcycle according to claim 4, characterized in that, The reversing / disengagement unit (15) includes a first gear integrated with the output shaft (18) of the motor (M) and a second gear (19) that can be selectively connected to the idle shaft (20).

6. The motorcycle according to claim 5, characterized in that, The auxiliary transmission device (14) includes a transmission device (16) that connects the idle shaft (20) to the input shaft (10) of the secondary transmission device (9).

7. The motorcycle according to claim 1, characterized in that, Including an inverter connected to the lower region of the supporting structure (2).

8. The motorcycle according to any one of the preceding claims, characterized in that, Includes a control unit (25) configured to change the drive and braking torque of the motor (M) in response to input signals received from a roll angle sensor (26), a pitch angle sensor (27), a front wheel angular velocity sensor (28), and a rear wheel angular velocity sensor (29).

9. The motorcycle according to claim 8, characterized in that, The control unit (25) is configured to perform pitch control, in which the motor (M) generates braking torque based on the derivative of the tilt angle.

10. The motorcycle according to claim 8, characterized in that, The control unit (25) is configured to perform torque control, in which the drive torque generated by the motor (M) is modulated according to the tilt angle.

11. The motorcycle according to claim 8, characterized in that, The control unit (25) is configured to perform anti-spin control, in which the motor (M) generates braking torque when the angular velocity of the rear wheel (6) is greater than the angular velocity of the front wheel (5).

12. The motorcycle according to claim 1, characterized in that, The support unit (40) includes a bracket fixed to the bearing structure (2) and has a pair of arms that support the motor (M) from opposite sides in the axial direction.

13. The motorcycle according to claim 1, characterized in that, The support unit (40) includes a pair of brackets (43, 44) fixed on opposite sides of the load-bearing structure (2) and configured to extend outward relative to the rocker arm (7), the brackets (43, 44) being axially connected to the motor (M) on opposite sides.

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