Straddle type vehicle

Abstract

The invention provides a straddle type vehicle. The straddle-type vehicle is provided with an internal combustion engine (E), a supercharger (50) which compresses air and supplies the compressed air to the internal combustion engine (E), a head part (6) which supports a front wheel suspension component (3A) at the front part of a vehicle body (5B), and a pair of left and right frame parts (7) which are branched from the head part (6) to the left and right and extend backwards. The supercharger (50) is disposed in a region (R3) surrounded by the head part (6) and the left and right frame parts (7).

Description

Technical Field

[0001] This invention relates to a straddle-type vehicle.

[0002] This application claims priority based on Japan Patent Application No. 2024-194018, filed on November 5, 2024, the contents of which are incorporated herein by reference. Background Technology

[0003] Previously, turbochargers used in vehicle engines (internal combustion engines) included turbochargers that utilize the exhaust energy of the engine and mechanical superchargers that utilize a portion of the engine's driving force. In recent years, electric superchargers that utilize an electric motor to drive the supercharger have been known (for example, see Japanese Patent Application Publication No. 2009-228624). Summary of the Invention

[0004] However, in two-wheeled vehicles and other straddle-type vehicles, compared to four-wheeled vehicles, parts tend to be more easily exposed. Therefore, two-wheeled vehicles present the problem of parts being more easily damaged compared to four-wheeled vehicles.

[0005] The present invention provides a motorcycle-type vehicle that makes the turbocharger used in an internal combustion engine difficult to be damaged from the outside.

[0006] To achieve the above objectives, the straddle-type vehicle of the present invention adopts the following structure.

[0007] (1) The present invention is a straddle-type vehicle 1, which includes an internal combustion engine E and a supercharger 50 that compresses air and supplies it to the internal combustion engine E. The straddle-type vehicle includes a head 6 that supports the front wheel suspension component 3A at the front of the body 5B, and a pair of left and right frame portions 7 that branch off from the head 6 and extend rearward. The supercharger 50 is disposed in a region R3 surrounded by the head 6 and the left and right frame portions 7.

[0008] According to the above-mentioned (1) scheme, the turbocharger is arranged in the area surrounded by the head and left and right frame parts, so that the turbocharger is difficult to be exposed to the outside and is difficult to be damaged from the outside. In addition, it is easy to ensure the placement space of the turbocharger with rotating body, etc., and the turbocharger is positioned near the center of the left and right sides of the vehicle body to achieve good weight balance. Moreover, even if the internal combustion engine has multiple cylinders arranged along the width of the vehicle, it is easy to equalize the intake air to each cylinder.

[0009] (2) In the above (1) scheme, the straddle-type vehicle may also include: throttle valve devices 35 and 36, the downstream end of which is connected to cylinders 33 and 34 of the internal combustion engine E; and a pressure regulator 60, which is connected to the upstream end of the throttle valve devices 35 and 36, and introduces pressurized intake air from the turbocharger 50 to the pressure regulator 60, wherein the pressure regulator 60 is disposed behind the turbocharger 50.

[0010] According to the above scheme (2), a pressure stabilizing tank is installed behind the turbocharger, thereby connecting the turbocharger and the pressure stabilizing tank in a straight line through a connecting pipe extending in the front-to-back direction, which enables efficient introduction of pressurized intake air from the turbocharger to the pressure stabilizing tank. Connecting the turbocharger and the pressure stabilizing tank in a straight line in the front-to-back direction can shorten the connecting pipe, achieve weight reduction and cost reduction, and easily suppress the loss of boost pressure.

[0011] (3) In the above (2) scheme, the pressure stabilizing tank 60 may also be arranged between the left and right frame parts 7 when viewed from above.

[0012] According to the above scheme (3), the pressure stabilizing tank is arranged between the left and right frame parts, thereby enabling the booster and the pressure stabilizing tank to be arranged in a compact manner.

[0013] (4) In the above (1) scheme, the supercharger 50 may also have an intake port 52a that opens outward in the vehicle width direction. When viewed from the side, the intake port 52a is located in the region R2 of the frame part 7 surrounded by a plurality of frame members 15 and 17.

[0014] According to the above scheme (4), when viewed from the side, the turbocharger's intake port is positioned in the area surrounded by the frame members of the frame section, thereby allowing easy connection of the intake port to the intake passage from the outside in the vehicle width direction. The turbocharger itself is positioned between the left and right frame sections, thereby ensuring good weight balance of the turbocharger and making it easy to equalize the intake air to each cylinder even if the internal combustion engine has multiple cylinders arranged in the vehicle width direction.

[0015] (5) In the above (2) scheme, the booster 50 may be in the form of drawing air from the suction port 52a that opens axially toward the rotating body and spraying the drawn air toward the tangential direction of the rotating body, so that the rotation axis C6 is arranged along the vehicle width direction, and the pressure stabilizing tank 60 is arranged in the tangential direction of the booster 50.

[0016] According to the above scheme (5), the turbocharger is a centrifugal fan that draws air from the axial direction (vehicle width direction) of the rotating body and ejects it in the tangential direction. A pressure stabilizing tank is arranged in the tangential direction of the turbocharger (ejection direction, behind the turbocharger), thereby making the turbocharger and the pressure stabilizing tank close to each other and easy to connect. The air intake to the turbocharger can be carried out from the outside in the vehicle width direction, which can suppress the complexity around the head compared to the structure of air intake from the front of the head.

[0017] (6) In the above (2) scheme, the internal combustion engine E may also have multiple cylinders, and multiple funnels 33F and 34F connected to each cylinder of the internal combustion engine E are provided in the pressure stabilizing tank 60. The turbocharger 50 has an outlet 53a that sprays out the drawn-in air, and an outlet passage T1 extending from the outlet 53a is connected to the inside of the pressure stabilizing tank 60. The air inlets 33fa and 34fa of the multiple funnels 33F and 34F open away from the extension area T1ex extending to the inside of the pressure stabilizing tank 60 in the outlet passage T1.

[0018] According to the above scheme (6), the air inlet of the funnel is opened to avoid the extended area of ​​the injection passage extending from the nozzle of the turbocharger. As a result, the pressurized air injected from the injection passage into the pressure tank is difficult to be directly introduced into the air inlet of the funnel. The pressurized air diffuses well in the pressure tank, so it is easy to equalize the introduction of air into multiple funnels, and stable combustion of the internal combustion engine can be achieved.

[0019] (7) In any of the above (1) to (6), the booster 50 may also include an electric motor 55 as a drive source.

[0020] According to the above scheme (7), the turbocharger is electrified, so that the turbocharger does not need to obtain the driving force from the exhaust system and drive shaft of the internal combustion engine, which can improve the configuration freedom of the turbocharger.

[0021] According to the present invention, it is possible to provide a straddle-type vehicle that makes the turbocharger used in the internal combustion engine difficult to be damaged from the outside. Attached Figure Description

[0022] Figure 1 This is a right-side view of the motorized two-wheeled vehicle in an embodiment of the present invention.

[0023] Figure 2 This is a top view of the aforementioned motorized two-wheeled vehicle.

[0024] Figure 3 This is the front view of the aforementioned motorized two-wheeled vehicle.

[0025] Figure 4 This is a right-side view of the perimeter of the front frame of the aforementioned motorized two-wheeled vehicle.

[0026] Figure 5 From Figure 4 Right-side view showing the air filter assembly and top cover removed.

[0027] Figure 6 It is relative to Figure 5 The right-side view of the front frame is represented by a dotted line.

[0028] Figure 7 It is a cross-sectional view of the area around the supercharger on the inner side of the aforementioned front frame, along a plane orthogonal to the vehicle width direction.

[0029] Figure 8 This is a top view of the front frame surrounding the aforementioned area with the top cover removed.

[0030] Figure 9 It is relative to Figure 8 A top view showing the state of a component with a portion removed.

[0031] Figure 10 This is a cross-sectional view along the horizontal plane at the height of the central axis of the aforementioned turbocharger.

[0032] Figure 11 It is a cross-sectional view of the periphery of the bulge of the pressure stabilizing tank to which the above-mentioned supercharger is connected, along a plane orthogonal to the front-rear direction of the vehicle.

[0033] Figure 12 It is viewed from the opposite side in the direction of vehicle width. Figure 7 A sectional view.

[0034] Figure 13 It is relative to Figure 9 A top view showing the angle formed by the first intake passage and the second intake passage.

[0035] Figure 14 This is an explanatory diagram showing the outline of the air intake system of the aforementioned motorized two-wheeled vehicle.

[0036] Symbol explanation: 1. Motorized two-wheeled vehicles (horseback riding vehicles) 3A Front Wheel Suspension Components 5. Frame 5B Bodywork (Car Body) 6. Head tube (head) 7. Main Frame (Frame Section) 15. Upper pipe (frame component) 17 Connecting pipes (frame components) 33 Front cylinder (cylinder) 34 Rear Cylinder (Cylinder) 33F and 34F funnels 33fa and 34fa air intakes 35 and 36 Throttle Valve Zones (Throttle Valve Device) 35a and 36a injectors (fuel injection devices) 47 Second intake pipe 47a Outer configuration section 47b Inner Configuration Section 50 turbocharger 52a Suction Port 53a nozzle 54. Exhaust pipe (first air intake pipe) 55 Electric Motor 60 Pressure Stabilizing Tank 62 First connecting part 64 Second connecting part C6 Rotation Axis C7, C8 central axes CL body center left and right E engine R2 opening area R3 Interframe region T-attraction pathway T1 First intake passage, exhaust passage T1ex Extended Region T2 Second Intake Pass Detailed Implementation

[0037] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the directions (front, back, left, right, etc.) in the following description are the same as those in the vehicle described below. Furthermore, in the drawings used in the following description, arrows indicating the front of the vehicle (FR), the left side of the vehicle (LH), the top of the vehicle (UP), and the left and right center lines of the vehicle body (CL) are shown in appropriate locations.

[0038] In this embodiment, "middle" refers not only to the center between the two ends of the object, but also to the inner range between the two ends of the object. In the following description, the body of the straddle-type vehicle is in a parked state with the body not tilted to the left or right and upright at a steering angle of 0 degrees, and is in an unloaded 1G state on the horizontal plane.

[0039] <Vehicle as a whole>

[0040] Figures 1 to 3 A motorized two-wheeled vehicle 1 is shown as an example of a straddle-type vehicle. Figure 1 This is a right-side view of motorized two-wheeled vehicle 1. Figure 2 This is a top view (plan view) of motorized two-wheeled vehicle 1. Figure 3This is the front view (front view) of motorized two-wheeled vehicle 1.

[0041] like Figures 1 to 3 As shown, the motorized two-wheeled vehicle 1 has a front wheel 2 that is steered by a handlebar 2a and a rear wheel 12 that is driven by a power unit PU containing a V-type engine (internal combustion engine) E.

[0042] The front suspension component 3A, which supports the front wheel 2, is supported by the head tube (head) 6 located at the front end of the frame 5 and is capable of steering. The handlebars 2a and the front suspension component 3A are steerably supported on the head tube 6. The head tube 6 is a cylindrical shape that is tilted backward relative to the vertical direction. The front suspension component 3A has a pair of left and right front forks 3 and a top bridge 4a and a bottom bridge 4b ​​connecting the upper parts of the left and right front forks 3. A rod-type handlebar 2a is mounted on the top bridge 4a.

[0043] The motorized two-wheeled vehicle 1 of the embodiment has a telescopic front fork 3 as the front suspension, but is not limited to this structure. For example, the front suspension may also be other forms such as a linkage type using a swing arm. Depending on the form of the front suspension, a head tube 6 may be provided at the front end of the frame 5.

[0044] The power unit PU is mounted at the front and rear center of the frame 5. For example, the front end of the control arm 11 is supported on the rear of the power unit PU by pivoting up and down around the pivot 8a. For example, a rear suspension (not shown) is formed between the front of the control arm 11 and the rear of the power unit PU.

[0045] For example, the frame 5 is formed by joining various types of steel together using welding or other methods. The frame 5 has a pair of left and right main frames 7 extending from the head tube 6 downward and rearward in a branching manner, and a pair of left and right seat rails 9 whose front ends are joined to the rear ends of the left and right main frames 7 and extend from the front ends downward and rearward.

[0046] For example, the frame 5 is divided into a front frame 14, which includes a head tube 6 and left and right main frames 7, and a rear frame 19, which includes left and right seat rails 9. The rear end of the front frame 14 and the front end of the rear frame 19 are connected to each other by fastening structural members such as bolts B1 and B2 along the vehicle width direction (left and right direction of the vehicle). The front frame 14 and the rear frame 19, including the body of the power unit PU, constitute an integral body body 5B.

[0047] In this embodiment, the vehicle body 5B refers to a portion of the vehicle body that is essentially integrated without any movable parts (such as the suspension). The vehicle body 5B may also include structures other than the frame 5. For example, in this embodiment, the pivot portion 8 that supports the front end of the swing arm 11 is located at the rear end of the body of the power unit PU. For example, the vehicle body 5B may also have an integrated frame from the front wheel suspension portion (head) to the rear wheel suspension portion (pivot portion). Furthermore, the vehicle body 5B may also have an integrated frame extending all the way to the seat rail 9.

[0048] The power unit PU is positioned from below the front frame 14 to below the front of the rear frame 19. The power unit PU integrally includes a V-type multi-cylinder engine E that drives the crankshaft in the left-right direction, and a transmission (not shown) that outputs the driving force of the engine E by changing the speed.

[0049] Engine E includes a crankcase 32 that houses a crankshaft (not shown), and front and rear cylinders 33 and 34 that stand upright above the crankcase 32 and are arranged in a V-shape when viewed from the side. The rear of the crankcase 32 becomes a transmission case that houses the transmission.

[0050] The front cylinder 33 protrudes obliquely upwards and forwards from the crankcase 32 via the cylinder axis C3. The rear cylinder 34 protrudes obliquely upwards and backwards from the crankcase 32 via the cylinder axis C4. For example, engine E is a three-cylinder engine with two cylinders in the front cylinder 33 and one cylinder in the rear cylinder 34, but it is not limited to this. For example, engine E could also be a two-cylinder engine with one cylinder each in the front and rear cylinders 33 and 34, or a four-cylinder engine with two cylinders each in the front and rear cylinders 33 and 34, or a five-cylinder engine with three cylinders in the front cylinder 33 and two cylinders in the rear cylinder 34, or a six-cylinder engine with three cylinders each in the front and rear cylinders 33 and 34.

[0051] Two intake ports (not shown) with a capacity of two cylinders are formed on the upper rear surface of the cylinder head of the front cylinder 33. One rear intake port (not shown) with a capacity of one cylinder is formed on the upper front surface of the cylinder head of the rear cylinder 34. Hereinafter, the triangular region sandwiched between the upper rear surface of the front cylinder 33 and the upper front surface of the rear cylinder 34 in a side view will be referred to as the inter-cylinder region R1.

[0052] Multiple throttle valve zones 35 and 36 (see reference) are connected to the front and rear air intakes to adjust the intake volume of each cylinder. Figure 7 , Figure 12Multiple throttle regions 35 and 36 are independently configured for each cylinder. These multiple throttle regions 35 and 36 are arranged as a whole in the inter-cylinder region R1 above the crankcase 32. Alternatively, the multiple throttle regions 35 and 36 may partially protrude above the inter-cylinder region R1. The downstream end (lower end) of each throttle region 35 and 36 is connected to the front and rear intake ports, respectively.

[0053] The intake port of the front cylinder 33 and the throttle body 35 connected thereto form a straight intake passage that, when viewed from the side, is inclined relative to the vertical direction, with the upper part being further back than the lower part (see reference). Figure 7 , Figure 12 Although not shown, the intake port of the rear cylinder 34 and the throttle body 36 connected thereto form a straight intake passage that, when viewed from the side, is inclined relative to the vertical direction, with the uppermost side being the most forward. The upper end (upper end) of each throttle body 35, 36 is connected to the pressure regulator 60, which is located above the inter-cylinder region R1 and will be described later.

[0054] Two front exhaust ports (not shown) with a capacity of two cylinders are formed on the lower front surface of the cylinder head of the front cylinder 33. A rear exhaust port (not shown) with a capacity of one cylinder is formed on the lower rear surface of the cylinder head of the rear cylinder 34. Multiple exhaust pipes 37 and 38 are connected to the front and rear exhaust ports to guide the exhaust from each cylinder. The multiple exhaust pipes 37 and 38 are appropriately converged and wound around below the crankcase 32, and connected to an exhaust muffler 39 located on the side of the rear of the vehicle body.

[0055] Figures 4 to 6 This is a side view of the perimeter of the front frame 14 of the motorized two-wheeled vehicle 1.

[0056] Refer to together Figures 4 to 6 A fuel tank (not shown) for storing fuel for engine E is disposed above the pressure tank 60. The fuel tank is positioned to cover the pressure tank 60 from above. An adsorption tank 22 and various electrical mounting components 23 are disposed in front of the pressure tank 60. The symbol 23a in the figure indicates the ABS regulator. The fuel tank, pressure tank 60, adsorption tank 22, and electrical mounting components 23 are covered by a container-shaped top cover 24 that opens downwards. A seat 25 for passenger seating is disposed behind the top cover 24 and above the rear frame 19. A rear seat cover 26 is mounted at the rear of the rear frame 19.

[0057] <Front Frame 14>

[0058] Figures 8 to 10 This is a top view of the perimeter of the front frame 14 of the motorized two-wheeled vehicle 1.

[0059] Reference Figures 4 to 6 as well as Figures 8 to 10The front frame 14 has a head tube 6 that is tilted backward relative to the vertical direction of the vehicle, and a pair of left and right main frames 7 that extend from the head tube 6 to the rear and to the left and right.

[0060] Each main frame 7 has an upper pipe 15 extending from the top of the head pipe 6 to the rear, a lower pipe 16 extending from the bottom of the head pipe 6 to the rear, and a connecting pipe 17 erected between the upper pipe 15 and the lower pipe 16.

[0061] The upper tube 15 extends rearward from the upper part of the head tube 6 at an angle, higher at the front and lower at the rear. The upper tube 15 has a first extension 15a that extends rearward and outward in the left and right directions, and a second extension 15b that bends rearward from the rear end of the first extension 15a and extends along the side of the vehicle body (the side orthogonal to the vehicle width direction). The symbol 15c in the figure indicates the bend between the first extension 15a and the second extension 15b. The rear end of the upper tube 15 is located near the front upper surface of the rear cylinder 34 and is fixed to the rear cylinder 34 by bolts B1 or the like in the left and right directions. The rear end of the upper tube 15 is close to the upper front end of the rear frame 19, and they are connected by a connecting plate 19a.

[0062] The lower tube 16 extends rearward from the lower part of the head tube 6 at a steeper angle than the upper tube 15, with the front higher than the rear. The lower tube 16 has a first extension 16a extending rearward and laterally at an outward angle, and a second extension 16b that bends rearward from the rear end of the first extension 16a and extends along the side of the vehicle body (a side perpendicular to the vehicle width direction). The symbol 16c in the figure indicates the bend between the first extension 16a and the second extension 16b. The bend 16c of the lower tube 16 is located forward of the bend 15c of the upper tube 15. The rear end of the lower tube 16 is located near the lower front surface of the front cylinder 33 (see reference). Figure 1 It is fixed to the front cylinder 33 by bolts B2 along the left and right directions.

[0063] The connecting pipe 17 includes a first connecting pipe 17a installed between the first extensions 15a and 16a of the upper and lower pipes 15 and 16, a second connecting pipe 17b installed between the bend 15c of the upper pipe 15 and the rear end of the lower pipe 16, and a third connecting pipe 17c installed between the bend 16c of the lower pipe 16 and the rear end of the upper pipe 15 and extending in the front-rear direction. The middle portion of the third connecting pipe 17c is connected to the second connecting pipe 17b in a cross manner. The third connecting pipe 17c may be composed of two components that are divided front and rear of the second connecting pipe 17b.

[0064] The main frame 7 of the truss structure is formed by connecting the upper and lower pipes with connecting pipe 17. In a side view, the main frame 7 has an opening region R2 surrounded by the upper part of the upper pipe 15, the upper part of the first connecting pipe 17a, the upper part of the second connecting pipe 17b, and the front part of the third connecting pipe 17c. In a side view of the right main frame 7, the suction passage T of the booster 50 (described rearward) is arranged in the opening region R2.

[0065] Here, refer to Figure 14 This section outlines the intake system of engine E in motorized two-wheeled vehicle 1.

[0066] The intake system of this embodiment includes an air filter device 40, a turbocharger 50, and a pressure regulator 60. The air filter device 40 is connected to the turbocharger 50 via a suction pipe 45 forming a suction passage T. The turbocharger 50 is connected to the pressure regulator 60 via a jet pipe (first intake pipe) 54 forming a jet passage (first intake passage) T1. The pressure regulator 60 is connected to the intake port of the engine E via throttle body sections 35 and 36 and injectors 35a and 36a. The air filter device 40 is connected to the pressure regulator 60 via a second intake pipe 47 forming a second intake passage T2, thereby allowing air to be intaked without going through the turbocharger 50.

[0067] <Air Filter Unit 40>

[0068] Reference Figures 4 to 6 as well as Figures 8 to 10 An air filter device 40 for filtering the air intake of the engine E is located on the right side of the front of the vehicle body. The air filter device 40 is flat in shape, suppressing its size in the width direction (thickness direction). The air filter device 40 is rectangular in shape when viewed from the side, and is configured to cover the front part of the front frame 14 from the outside in the width direction (the part that is forward of the rear end of the opening area R2). The air filter device 40 is positioned at a height that overlaps with the head tube 6 in the vertical direction, and in the longitudinal direction, it spans the head tube 6 and is positioned at a position that overlaps with the front part of the main frame 7.

[0069] The air filter device 40 has a housing 41 that forms its own appearance and an element 42 supported inside the housing 41.

[0070] The front end of the housing 41 becomes an air inlet 41a that opens towards the front of the vehicle, which can guide the driving airflow from the front of the vehicle into the housing.

[0071] Component 42 is supported on the inner side of the front and rear middle part of housing 41. In the internal space of housing 41, the part that is in front of component 42 (on the side of air inlet 41a) becomes the dirty side 42a, and the part that is behind component 42 becomes the clean side 42b.

[0072] A counter plate 43 is supported on the inner front side of the housing 41, facing the air inlet 41a from the rear. The counter plate 43 functions as a disturbance plate to prevent the airflow entering the housing 41 from the air inlet 41a from colliding with the component 42.

[0073] The air intake into the housing 41 is filtered by the element 42 and then drawn from the suction passage T to the supercharger 50, or introduced into the pressure tank 60 from the second intake passage T2 that does not pass through the supercharger 50. Even when the air intake does not pass through the supercharger 50 to the pressure tank 60, ram pressure-based boosting is possible because the intake port 41a opens towards the front of the vehicle.

[0074] In the figure, symbol 44 represents the first opening on the inner side wall of the housing 41 in the vehicle width direction, which opens inward in the vehicle width direction and is connected to the suction passage T. Symbol 45 represents the suction pipe that connects the first opening 44 to the suction port 52a of the turbocharger 50 and forms the suction passage T inside. Symbol 46 represents the second opening at the rear end of the housing 41, which opens towards the rear of the vehicle and is connected to the second intake passage T2. Symbol 47 represents the second intake pipe that connects the second opening 46 to the second opening 64a of the pressure tank 60 and forms the second intake passage T2 inside.

[0075] <Supercharger 50>

[0076] Figure 7 This is a cross-sectional view of the area surrounding the turbocharger 50.

[0077] Reference Figures 4 to 10 The turbocharger 50 compresses the air drawn from the air filter assembly 40 and supplies it to the engine E. The turbocharger 50 is in the form of a blower fan, drawing air axially through the rotation of a fan body (impeller) (not shown) and ejecting it in a direction perpendicular to the axial direction (tangential direction). The turbocharger 50 is disposed in the inter-frame region R3 within the front frame 14, surrounded by the head tube 6 and the left and right main frames 7. The turbocharger 50 is positioned vertically at a height overlapping the front of the head tube 6 and the main frames 7, and longitudinally behind the head tube 6 and positioned at a position overlapping the front of the main frames 7.

[0078] The turbocharger 50 includes the aforementioned fan body, a blower housing 51 that houses the fan body, and an electric motor 55 that drives the fan body. The turbocharger 50 is an electric device driven by the electric motor 55 without using the exhaust energy or driving force of the engine E. The turbocharger 50 is configured with its axial direction (the axial direction of the fan body) oriented towards the vehicle width direction. Line C6 in the figure represents the central axis of the turbocharger 50 along its axial direction. In this embodiment, the axial direction (central axis C6) of the turbocharger 50 is approximately parallel to the vehicle width direction, but it may also be completely parallel, or it may be more inclined relative to the vehicle width direction.

[0079] The blower housing 51 has an annular portion 52 coaxial with the fan body, with a circular suction port 52a at the center of axis C6 opening towards one axial side (right side) of the annular portion 52. A cylindrical motor 55, coaxial with the annular portion 52, is integrally mounted on the other axial side (left side) of the annular portion 52. A drive control unit 56, rectangular in shape when viewed from above, is integrally provided on the upper surface of the motor 55.

[0080] Viewed from above, the annular portion 52 of the blower housing 51 is located to the right of the vehicle's left-right center CL, with the suction port 52a opening to the right (outer side in the vehicle width direction). An electric motor 55 is positioned on the left side of the blower housing 51 (towards the vehicle's left-right center CL). The electric motor 55 is a rotary motor with its central axis C6 as the drive center, outputting rotational power to drive the fan body. The electric motor 55 protrudes to the left of the vehicle's left-right center CL. The drive of the electric motor 55, and consequently the drive of the supercharger 50, is controlled by an electronic control unit (not shown). This electronic control unit appropriately drives the supercharger 50 based, for example, on the engine E's operating status, the vehicle's driving conditions, and the driver's acceleration requirements.

[0081] When viewed from the side, the suction port 52a of the blower housing 51 is located in the opening area R2 of the right main frame 7.

[0082] Reference Figure 10 The suction passage T extends from the suction port 52a outward in the vehicle width direction, and the suction passage T connects to the clean side 42b of the air filter device 40 from the inside in the vehicle width direction.

[0083] An ejection channel 53 extending tangentially downwards and rearwards is formed in the upper rear part of the annular portion 52 of the blower housing 51. The ejection channel 53 is cylindrical and is inclined relative to the horizontal direction with its central axis C8 higher at the front and lower at the rear. An ejection outlet 53a opening towards the rear of the vehicle is formed at the rear end of the ejection channel 53.

[0084] <Pressure Stabilizing Tank 60>

[0085] Figure 11This is a cross-sectional view of the periphery of the bulge 63 of the pressure stabilizing tank 60. Figure 12 It is viewed from the opposite side in the direction of vehicle width. Figure 7 sectional view, Figure 13 This is a top view showing the angle formed by the first intake passage T1 and the second intake passage T2.

[0086] Reference Figures 4 to 13 A pressure stabilizing tank 60 is disposed behind the booster 50. The pressure stabilizing tank 60 has a hollow tank body 61. In addition to ensuring the intake air capacity, the pressure stabilizing tank 60 also has the function of stabilizing the pressure by allowing the intake air introduced into the tank body 61 to diffuse within the tank body 61. An injection pipe (first intake pipe) 54 is connected to the rear end of the injection channel 53. The injection pipe (first intake pipe) 54 forms an injection passage (first intake passage) T1 extending along the extension direction of the injection channel 53. The rear end of the injection pipe 54 is connected to a first connecting portion 62 provided on the front wall of the pressure stabilizing tank 60. The first connecting portion 62 has a first opening 62a facing forward. The pressurized intake air ejected from the booster 50 reaches the first connecting portion 62 via the injection pipe 54 and is introduced into the pressure stabilizing tank 60 through the first opening 62a. The pressurized air introduced into the pressure stabilizing tank 60 diffuses within the tank to stabilize the pressure, and then is supplied to each cylinder from multiple funnels 33F and 34F.

[0087] A bulge 63, protruding upwards from the booster 50, is formed on the upper part of the pressure tank 60. A second connecting portion 64 is provided on the upper right side of the bulge 63, and the second connecting portion 64 has a second opening 64a opening towards the upper right front. The rear end of a second intake pipe 47 extending from the rear end of the air filter device 40 is connected to the second connecting portion 64. A second intake passage T2 is formed inside the second intake pipe 47. Air taken into the air filter device 40 and reaching the clean side 42b can be introduced into the pressure tank 60 through the second intake passage T2. This air is natural intake air that has not been pressurized by the booster 50. After the pressure is stabilized by diffusion within the pressure tank 60, it is supplied to each cylinder from multiple funnels 33F and 34F. A control valve 48 is provided on the second connecting portion 64 to prevent the pressurized intake air introduced into the pressure tank 60 from the booster 50 from flowing back into the second intake passage T2.

[0088] Reference Figure 11 Both the first connecting portion 62 and the second connecting portion 64 are positioned to one side (the right side in this embodiment) relative to the left and right center CL of the vehicle body. As a result, the two connecting portions, the first air intake pipe 54 and the second air intake pipe 47, can be accessed from the right side of the vehicle body, improving the ease of assembling and disassembling the pressure tank 60.

[0089] Reference Figure 7 , Figure 8The second intake pipe 47 includes: an outer configuration portion 47a disposed on the outer side of the right main frame 7 in the vehicle width direction; and an inner configuration portion 47b connected to the rear of the outer configuration portion 47a, extending across the upper part of the right main frame 7 to the inner side in the vehicle width direction and connected to the second connecting portion 64. By ensuring the length of the second intake passage T2 for natural air intake, the degree of freedom in setting the intake characteristics is easily increased. The second connecting portion 64 of the pressure tank 60 is provided at the protrusion 63 at a position higher than the first connecting portion 62, making it easy to connect to the second intake passage T2 across the upper part of the right main frame 7. By forming the protrusion 63, the capacity of the pressure tank 60 is increased, thereby improving the intake efficiency.

[0090] Reference Figure 7 The ejection passage T1 ejects pressurized air into the pressure stabilizing tank 60. The symbol T1ex denotes the extended region of the ejection passage T1 that extends into the pressure stabilizing tank 60. Each funnel 33F, 34F has its respective air inlet 33fa, 34fa positioned outside the extended region T1ex, or even within the extended region T1ex, positioned so that it does not face upstream of the extended region T1ex. When within the extended region T1ex, the air inlets 33fa, 34fa of each funnel 33F, 34F open towards the downstream side of the extended region T1ex (containing at least a downstream component). Therefore, the pressurized air introduced into the pressure stabilizing tank 60 is not directly introduced into the air inlets 33fa, 34fa of each funnel 33F, 34F, but rather diffuses well by colliding with the walls of the pressure stabilizing tank 60 and each funnel 33F, 34F.

[0091] Reference Figure 13 In the figure, line C7 is the central axis of the ejection passage T1, which is equivalent to a straight line along the extension direction of the ejection passage T1. In the figure, line C8 is the central axis of the downstream side (inner configuration part 47b) of the second intake passage T2, which is equivalent to a straight line along the extension direction of the second intake passage T2.

[0092] From a top-down view, the first intake passage (ejection passage) T1 and the second intake passage T2 are arranged such that their respective central axes C7 and C8, extending inwards towards the pressure tank 60, intersect each other. From a top-down view, the angle θ between the line segment from the intersection point PC of the central axes C7 and C8 to the downstream center of the first intake passage T1 (the center of the first opening 62a) and the line segment from the intersection point PC of the central axes C7 and C8 to the downstream center of the second intake passage T2 (the center of the second opening 64a) is an acute angle. Therefore, the intake air introduced into the pressure tank 60 from the first intake passage T1 and the second intake passage T2 no longer faces each other. Thus, turbulence caused by airflow interference can be prevented, and the situation where intake air flows backwards from one of the first intake passage T1 to the other in the second intake passage T2 can be prevented.

[0093] Reference Figure 7 , Figure 12 Each funnel 33F, 34F and the front and rear cylinders 33, 34 are provided with throttle valve areas (throttle valve devices) 35, 36 and injectors (fuel injection devices) 35a, 36a. The injectors 35a, 36a are located behind the throttle valve area 35 in the front cylinder 33 and in front of the throttle valve area 36 in the rear cylinder 34. That is, the injectors 35a, 36a are located in the front-rear center of the inter-cylinder region R1.

[0094] Focusing on the components of the front cylinder 33, a throttle body 35 is arranged between the first intake passage T1 and the injector 35a in the vehicle's longitudinal direction. In the vehicle's longitudinal direction, the turbocharger 50, the first intake passage T1, the funnel 33F, the throttle body 35, and the injector 35a are arranged sequentially from the front.

[0095] As explained above, the motorized two-wheeled vehicle 1 in the above embodiment is a straddle-type vehicle equipped with an engine E and a supercharger 50 that compresses air and supplies it to the engine E. It has a head tube 6 that supports the front wheel suspension component 3A at the front of the body body 5B, and a pair of left and right main frames 7 that branch off from the head tube 6 and extend rearward. The supercharger 50 is arranged in the frame area R3 surrounded by the head tube 6 and the left and right main frames 7.

[0096] According to this structure, the supercharger 50 is positioned in the frame area R3, which is surrounded by the head tube 6 and the left and right main frames 7. This makes it difficult for the supercharger 50 to be exposed to the outside, thus preventing external damage. Furthermore, it easily ensures sufficient space for the supercharger 50, which has rotating parts, and its placement near the center left and right sides CL of the vehicle body ensures good weight balance. Even if the engine E has multiple cylinders arranged along the width of the vehicle, it is easy to equalize the air intake to each cylinder. By integrating the supercharger 50 with the electric motor 55 and using it as a weight, and placing it at the center left and right sides CL of the vehicle body, mass concentration is achieved.

[0097] The aforementioned motorized two-wheeled vehicle 1 includes: throttle valve areas 35 and 36, the downstream ends of which are connected to cylinders 33 and 34 of the aforementioned engine E; and a pressure regulator 60, which is connected to the upstream ends of the aforementioned throttle valve areas 35 and 36, and introduces pressurized intake air from the aforementioned turbocharger 50 to the aforementioned pressure regulator 60, wherein the aforementioned pressure regulator 60 is disposed behind the aforementioned turbocharger 50.

[0098] According to this structure, a pressure stabilizing tank 60 is positioned behind the turbocharger 50, thereby connecting the turbocharger 50 and the pressure stabilizing tank 60 in a straight line via a connecting pipe (ejector pipe 54) extending in the front-rear direction. This allows for efficient introduction of pressurized intake air from the turbocharger 50 to the pressure stabilizing tank 60. Connecting the turbocharger 50 and the pressure stabilizing tank 60 in a straight line in the front-rear direction shortens the connecting pipe, achieving weight reduction and cost reduction, and easily suppressing the loss of boost pressure. The frame 5 can also be a frameless structure that integrates the pressure stabilizing tank 60.

[0099] In the aforementioned motorized two-wheeled vehicle 1, when viewed from above, the aforementioned pressure stabilizing tank 60 is positioned between the left and right main frames 7.

[0100] According to this structure, by placing the pressure tank 60 between the left and right main frames 7, the booster 50 and the pressure tank 60 can be arranged in a compact manner.

[0101] In the aforementioned motorized two-wheeled vehicle 1, the supercharger 50 has an intake port 52a that opens outward in the vehicle width direction. When viewed from the side, the intake port 52a is located in the opening area R2 of the main frame 7, which is surrounded by multiple frame members.

[0102] According to this structure, in a side view, the intake port 52a of the turbocharger 50 is positioned in the opening region R2 surrounded by the frame members of the main frame 7, thereby allowing easy connection of the intake passage T from the outside in the vehicle width direction to the intake port 52a. The turbocharger 50 itself is positioned between the left and right main frames 7, thereby achieving good weight balance of the turbocharger 50, and even if the engine E has multiple cylinders arranged in the vehicle width direction, it is easy to equalize the intake air to each cylinder.

[0103] In the aforementioned motorized two-wheeled vehicle 1, the supercharger 50 is configured to draw air from the suction port 52a that opens axially toward the rotating body and then eject the drawn air in the tangential direction of the rotating body. The rotation axis C6 is positioned toward the vehicle width direction, and the pressure stabilizing tank 60 is positioned in the tangential direction of the supercharger 50.

[0104] According to this structure, the turbocharger 50 is a centrifugal fan that draws air from the axial direction (vehicle width direction) of the rotating body and ejects it tangentially. A pressure stabilizing tank 60 is positioned tangentially to the turbocharger 50 (ejection direction, behind the turbocharger 50), allowing the turbocharger 50 and pressure stabilizing tank 60 to be close to each other and easily connected. The turbocharger 50 can be intaked from the outside in the vehicle width direction, which, compared to a structure where air is intaked from the front of the headpipe 6, reduces the complexity around the headpipe 6.

[0105] In the aforementioned motorized two-wheeled vehicle 1, the aforementioned engine E has multiple cylinders, and the aforementioned pressure tank 60 is provided with multiple funnels 33F and 34F connected to each cylinder of the aforementioned engine E. The aforementioned supercharger 50 has an outlet 53a that ejects the drawn-in air, and an ejection passage T1 extending from the aforementioned outlet 53a communicates with the inner side of the aforementioned pressure tank 60. The air inlets 33fa and 34fa of the aforementioned funnels 33F and 34F open away from the extension region T1ex extending into the inner side of the aforementioned pressure tank 60 in the aforementioned ejection passage T1.

[0106] According to this structure, the air inlets 33fa and 34fa of funnels 33F and 34F are positioned to avoid opening in the extended region T1ex of the ejection passage T1 extending from the nozzle 53a of the turbocharger 50. This makes it difficult for the pressurized air ejected from the ejection passage T1 into the pressure tank 60 to be directly introduced into the air inlets 33fa and 34fa of funnels 33F and 34F. The pressurized air diffuses well within the pressure tank 60, thus facilitating the equalization of air intake into the multiple funnels 33F and 34F, enabling stable combustion in the engine E.

[0107] In the aforementioned motorized two-wheeled vehicle 1, the supercharger 50 includes an electric motor 55 as a drive source.

[0108] According to this structure, the turbocharger 50 is electrified, thereby eliminating the need to obtain the driving force of the turbocharger 50 from the exhaust system and drive shaft of the engine E, which increases the configuration freedom of the turbocharger 50.

[0109] Furthermore, the motorized two-wheeled vehicle 1 in the above embodiment is a straddle-type vehicle, which includes: an engine E; a supercharger 50 that compresses air and supplies it to the engine E; and a pressure tank 60 that introduces pressurized intake air from the supercharger 50 to the pressure tank 60. The motorized two-wheeled vehicle 1 includes: a first intake passage (ejection passage) T1 that extends from the supercharger 50 and is connected to the pressure tank 60; and a second intake passage T2 that is separate from the first intake passage T1 and is connected to the pressure tank 60 without passing through the supercharger 50.

[0110] According to this structure, a second intake passage T2 for natural air intake, which is connected to the pressure tank 60 without passing through the turbocharger 50, is provided separately from the first intake passage T1 for boosted intake extending from the turbocharger 50. Thus, boosted and natural air intake are introduced into the shared pressure tank 60. By having the intake air of both systems received by the shared pressure tank 60, the number of components can be reduced, and intake capacity can be ensured even in natural air intake via the pressure tank 60, thereby improving intake efficiency (the ratio of the amount of air drawn in to the change in cylinder volume).

[0111] In the aforementioned motorized two-wheeled vehicle 1, there is a head tube 6 that supports the front wheel suspension component 3A at the front of the main body 5B, and a pair of left and right main frames 7 that branch off from the head tube 6 and extend rearward. When viewed from above, the pressure tank 60 is arranged between the left and right main frames 7.

[0112] According to this structure, by placing the pressure tank 60 between the left and right main frames 7, the capacity of the pressure tank 60 can be ensured, and compared with the case where the pressure tank 60 is placed on the outside of the left and right main frames 7, the size of the vehicle body can be suppressed.

[0113] In the aforementioned motorized two-wheeled vehicle 1, the aforementioned pressure stabilizing tank 60 has a first connecting part 62 that connects to the aforementioned first air intake passage T1 and a second connecting part 64 that connects to the aforementioned second air intake passage T2. The aforementioned first connecting part 62 and the aforementioned second connecting part 64 are both arranged on one side in the left-right direction relative to the left-right center CL of the vehicle body.

[0114] According to this structure, the connecting parts 62 and 64 of the first air intake passage T1 and the second air intake passage T2 in the pressure tank 60 are concentrated on one side of the vehicle body in the left and right directions, thereby allowing access to the two connecting parts 62 and 64 from the left and right sides of the vehicle body, which can improve manufacturability and maintainability.

[0115] In the aforementioned motorized two-wheeled vehicle 1, the aforementioned first air intake passage T1 and the aforementioned second air intake passage T2 are configured such that their central axes C7 and C8, which extend toward the inner side of the aforementioned pressure tank 60, intersect each other at an acute angle when viewed from above.

[0116] According to this structure, the central axes C7 and C8 of the first intake passage T1 and the second intake passage T2 are set at acute angles to each other. This prevents the pressurized intake air and the natural intake air introduced into the pressure tank 60 from the intake passages T1 and T2 from flowing towards each other. This suppresses the generation of turbulence within the pressure tank 60 and prevents the intake air from flowing back from one of the first intake passages T1 and the second intake passage T2 to the other, thereby improving intake efficiency.

[0117] In the aforementioned motorized two-wheeled vehicle 1, the aforementioned pressure stabilizing tank 60 has a first connecting portion 62 that connects to the aforementioned first air intake passage T1 and a second connecting portion 64 that connects to the aforementioned second air intake passage T2. The aforementioned second connecting portion 64 is arranged at a position above the aforementioned first connecting portion 62. The air intake passage member (second air intake pipe 47) forming at least a part of the aforementioned second air intake passage T2 has: an outer configuration portion 47a that is arranged on the outer side of the main frame 7 in the vehicle width direction of the vehicle body 5B; and an inner configuration portion 47b that is connected to the rear of the aforementioned outer configuration portion 47a, crosses the upper part of the aforementioned main frame 7 to reach the inner side in the vehicle width direction, and is connected to the aforementioned second connecting portion 64.

[0118] According to this structure, the second intake pipe 47, which forms a second intake passage T2 that does not pass through the supercharger 50, extends across the top of the main frame 7 from the outside of the main frame 7 in the vehicle width direction to the inside of the vehicle width direction. This ensures the length of the second intake passage T2 that guides natural air intake and improves the degree of freedom in setting the intake characteristics.

[0119] In the aforementioned motorized two-wheeled vehicle 1, the aforementioned engine E has multiple cylinders, and the aforementioned pressure tank 60 is provided with multiple funnels 33F and 34F connected to each cylinder of the aforementioned engine E. The aforementioned supercharger 50 has an outlet 53a that ejects the drawn air, and the air inlets 33fa and 34fa of the aforementioned funnels 33F and 34F open away from the extension region T1ex extending inward to the inside of the aforementioned pressure tank 60 in the aforementioned first air intake passage T1.

[0120] According to this structure, the air inlets 33fa and 34fa of funnels 33F and 34F are positioned to avoid opening in the extended region T1ex of the first intake passage T1 extending from the nozzle 53a of the turbocharger 50. This prevents the pressurized air ejected from the first intake passage T1 into the pressure tank 60 from being directly introduced into the air inlets 33fa and 34fa of funnels 33F and 34F. The pressurized air diffuses well within the pressure tank 60, facilitating equal distribution of the intake air to the multiple funnels 33F and 34F, thus achieving stable combustion in the engine E.

[0121] The aforementioned motorized two-wheeled vehicle 1 has a throttle region 35 and an injector 35a between the aforementioned funnel 33F and the aforementioned cylinder 33. In the vehicle's longitudinal direction, the aforementioned throttle region 35 is arranged between the aforementioned first air intake passage T1 and the aforementioned injector 35a.

[0122] According to this structure, in the vehicle's longitudinal direction, the throttle region 35 is arranged between the first intake passage T1 and the injector 35a. This makes it easier to ensure the configuration space for the first intake passage T1 and the injector 35a compared to the case where the first intake passage T1 and the injector 35a are arranged on the same side relative to the throttle region 35.

[0123] This invention is not limited to the embodiments described above. For example, the supercharger vehicle structure of the embodiments can also be applied to straddle-type vehicles other than motorized two-wheelers. The aforementioned straddle-type vehicles include all vehicles where the driver straddles the vehicle, including not only motorized two-wheelers (including bicycles and mini-motorcycles with a prime mover), but also three-wheeled (including vehicles with two front wheels and one rear wheel, in addition to those with one front wheel and two rear wheels) or four-wheeled (such as four-wheeled buggies). Furthermore, it includes not only mini-motorcycles with a straddle space, but also vehicles with a straddle section. It can also be applied to vehicles whose prime mover includes an electric motor.

[0124] It can also be applied to various types of reciprocating engines, such as single-cylinder engines, parallel or V-type multi-cylinder engines, and longitudinally mounted engines with the crankshaft along the front-rear direction of the vehicle.

[0125] Furthermore, the structure described above is an example of the present invention, and the constituent elements of the embodiment can be replaced with well-known constituent elements, etc., and various changes can be made without departing from the spirit of the present invention.

Claims

1. A motorcycle-type vehicle (1) comprising an internal combustion engine (E) and a supercharger (50) for compressing air and supplying it to the internal combustion engine (E), wherein, The straddle-type vehicle has a head (6) that supports the front wheel suspension component (3A) at the front of the body (5B), and a pair of left and right frame portions (7) that branch off from the head (6) and extend rearward. The booster (50) is disposed in the region (R3) surrounded by the head (6) and the left and right frame portions (7).

2. The straddle-type vehicle according to claim 1, wherein, The motorcycle-type vehicle has the following features: Throttle valve devices (35, 36), the downstream end of which is connected to cylinders (33, 34) of the internal combustion engine (E); and A pressure stabilizing tank (60), connected to the upstream end of the throttle valve device (35, 36), introduces pressurized intake air from the turbocharger (50) into the pressure stabilizing tank (60). The pressure stabilizing tank (60) is located behind the booster (50).

3. The straddle-type vehicle according to claim 2, wherein, From a top view, the pressure stabilizing tank (60) is positioned between the left and right frame portions (7).

4. The straddle-type vehicle according to claim 1, wherein, The supercharger (50) has an intake port (52a) that opens outward in the vehicle width direction. In a side view, the suction port (52a) is located in the area (R2) of the frame portion (7) surrounded by a plurality of frame members (15, 17).

5. The straddle-type vehicle according to claim 2, wherein, The supercharger (50) is configured to draw air from an intake port (52a) that opens axially toward the rotating body and eject the drawn air in the tangential direction of the rotating body, such that the rotation axis (C6) is arranged along the vehicle width direction. The pressure stabilizing tank (60) is arranged in the tangential direction of the booster (50).

6. The straddle-type vehicle according to claim 2, wherein, The internal combustion engine (E) has multiple cylinders. The pressure stabilizing tank (60) is provided with a plurality of funnels (33F, 34F) connected to each cylinder of the internal combustion engine (E). The booster (50) has an outlet (53a) for ejecting the drawn-in air. The ejection passage (T1) extending from the ejection outlet (53a) is connected to the inside of the pressure stabilizing tank (60). The air inlets (33fa, 34fa) of the plurality of funnels (33F, 34F) open away from the extension region (T1ex) extending into the pressure tank (60) in the ejection passage (T1).

7. The straddle-type vehicle according to any one of claims 1 to 6, wherein, The turbocharger (50) includes an electric motor (55) as a drive source.

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