A scooter-type saddle-riding motorcycle equipped with hybrid propulsion

Abstract

The present invention relates to a saddle-riding motorcycle (1) comprising at least one drive wheel (2) and a hybrid propulsion unit (3). According to the present invention, the propulsion unit (3) comprises an internal combustion engine (10) including a drive shaft (4), a first transmission assembly (11) mechanically connecting the drive shaft (4) to the at least one drive wheel, and an electric machine (20) which can be driven independently or in cooperation with the internal combustion engine (10). According to the present invention, the propulsion unit further comprises a second transmission assembly (12) mechanically connecting a rotor (21) of the electric machine (20) to the at least one drive wheel (2). Such second transmission assembly (12) is separate from the first transmission assembly (11). The motorcycle also comprises a support bracket (70) formed to support the drive wheel (2) so that it can rotate. The electric machine (20) is also mounted on the support bracket (70). The rotation axis (102) of the rotor (21) of the electric machine (20) is parallel to the rotation axis (101) of the drive wheel (2). Furthermore, the rotation axis (102) of the rotor (21) is disposed at an offset position with respect to the rotation axis (101) of the drive wheel (2).

Description

[Technical field]

[0001] FIELD OF THEINVENTION The invention falls within the scope of saddle ride type vehicles produced, in particular two or three wheeled vehicles with a hybrid propulsion unit or with an internal combustion engine and an electric machine, preferably reversible, used as an electric motor to increase the torque available to the drive wheels or as a generator to charge a battery pack connected to said machine. [Background technology]

[0002] Prior Art Over the last few years, two- or three-wheeled vehicles with hybrid propulsion have been proposed, which combine a conventional internal combustion engine with the addition of an electric machine. The main objective of this type of propulsion is to utilize the internal combustion engine at its most efficient point and to recover energy during deceleration and braking phases via the electric machine, and in some cases to utilize the electric machine as the sole propulsion unit. The general objective of hybrid propulsion is to reduce the polluting emissions associated with the operation of an internal combustion engine.

[0003] An example of a two-wheeled motorcycle with hybrid propulsion is described and shown in patent EP 1572486 in the name of the same applicant. In particular, EP 1572486 relates to a scooter type vehicle. As is known, compared to other vehicles, a scooter is distinguished by the presence of a frame with a substantially open central area and a footboard, which in general allows the motorcyclist to maintain a riding position with his legs closed and parallel and his torso upright. In a scooter, the internal combustion engine is not attached to the frame but is part of the rear suspension. In fact, the internal combustion engine is integrated with a support arm (swing arm) which supports the rear wheel and is pivoted to the frame via a fulcrum. This allows the support arm to swing relative to the frame depending on the loads placed on the rear suspension. One or more shock absorbers between the frame and the support arm complete the rear suspension.

[0004] In the solution described in EP 1 572 486, which is owned by the same applicant, a CVT type transmission is provided interposed between the shaft of the internal combustion engine and the propulsion shaft. The CVT transmission comprises a drive pulley keyed to the shaft of the internal combustion engine and a driven pulley keyed to a transmission shaft connected to the rear wheel via a pair of gears. The CVT transmission comprises a clutch operatively interposed between the driven pulley and the transmission shaft, the clutch comprising a first clutch element connected to the driven pulley and a bell-shaped second clutch element connected to the transmission shaft. The solution of EP 1 572 486 also provides an electric machine, the rotor of which is connected to the (bell-shaped) engine element via a coupling means interposed between the driven pulley and the first clutch element, which connection allows the selective connection of these two elements to the transmission, or allows or does not allow the insertion of the electric machine in the transmission.

[0005] Patent US5193634 discloses another hybrid propulsion system for motorcycles, which is partly similar to the one described above. In fact, a CVT transmission with a clutch is also described, which either transmits or does not transmit the motion generated by the internal combustion engine to the rear drive wheels. In this case, the output shaft of the electric machine is connected to the transmission shaft via a transmission, so that the torque generated by the electric motor is transmitted to the transmission shaft only if the speed of the electric motor is higher than the speed of the transmission shaft.

[0006] The applicant has found that the above mentioned solutions, although effective in terms of operation, have a rather complex configuration, which has a significant impact on the design and manufacturing costs. For example, in the case of the solution described in EP 1 572 486, the electric machine is strongly integrated with the transmission connecting the internal combustion engine to the rear wheel. This results in a "static" production line dedicated only to the assembly of the hybrid system and which can only be used for the manufacture of a single model of scooter. The known solutions are therefore characterized by severe limitations in terms of production versatility.

[0007] Referring again to the solution described in EP 1 572 486, the configuration of this hybrid system is provided in such a way that the torque is transmitted from the transmission shaft to the drive wheels via the same gear train, regardless of the device generating the torque (internal combustion engine or electric machine). In particular, this gear train has an optimized reduction ratio for transmission from the internal combustion engine, with reference to which the electric machine must adapt in the parallel hybrid operating mode. This means that the electric machine does not always operate in optimal operating conditions. Summary of the Invention [Problem to be solved by the invention]

[0008] overview The main task of the present invention is to provide a saddle ride vehicle which overcomes or at least reduces the drawbacks indicated above. Within this task, a first object of the present invention is to provide a saddle ride vehicle with a hybrid propulsion machine which can be assembled in a simpler and more versatile way compared to known solutions. Another object of the present invention is to provide a hybrid propulsion saddle ride type vehicle in which the operation of the internal combustion engine and the electric machine can be optimized with respect to torque delivery to the drive wheels. Last but not least, it is an object of the present invention to provide a saddle ride type vehicle that is reliable and easy to manufacture in a cost effective manner. [Means for solving the problem]

[0009] The applicant has discovered that the above-mentioned problems and objects can be achieved by providing two independent, i.e. physically separated, transmission assemblies: one for transmitting the drive torque generated by the internal combustion engine to the rear wheel, and the other for mechanically connecting an electric machine to said rear wheel. In particular, the above-mentioned problems and objects are achieved by a saddle-riding motorcycle comprising at least one drive wheel and a hybrid propulsion unit. Such a unit comprises an internal combustion engine including a drive shaft, a first transmission assembly mechanically connecting said drive shaft to said at least one drive wheel, and an electric machine capable of operating independently of said internal combustion engine or capable of operating in cooperation with said internal combustion engine. The propulsion unit comprises a second transmission assembly mechanically connecting a rotor of said electric machine to said drive wheel.

[0010] According to the invention, the second transmission assembly is separate from the first transmission assembly. The term "separate" refers to a state in which the two transmission assemblies are physically separated, i.e., the components of the second transmission assembly are not common to the first transmission assembly, or the components of the first transmission assembly are not common to the second transmission assembly. In other words, the components of the second transmission assembly are not arranged / used to transmit the torque produced by the internal combustion engine to the drive wheels. Thus, the components of the first transmission assembly are not arranged / used to transmit the torque produced by the electric machine to its drive wheels.

[0011] Thus, from a manufacturing point of view, the first transmission assembly can be installed / assembled along a first production line that is completely independent of a second production line that is used to install / assemble the second transmission assembly, and it follows that said first production line can also be used for the production of vehicles with only thermal propulsion, i.e. models without an electric machine.

[0012] According to the invention, the motorcycle comprises a support bracket for rotatably supporting said drive wheel, said support bracket being integral with the internal combustion engine and also supporting an electric machine. In particular, the rotation axis of the rotor of the electric machine is parallel to the rotation axis of the drive wheel. Furthermore, the rotation axis of the rotor of the electric machine is arranged at a position offset with respect to the rotation axis of the drive wheel in a side view of the motorcycle. In other words, the rotation axis of the electric machine is offset with respect to the axis of the rear drive wheel. Therefore, the rotation axis of the electric machine is separated from the rotation axis of the drive wheel by a predetermined distance.

[0013] In particular, the support bracket extends longitudinally from the engine block to at least the axis of rotation of the drive wheels, the support bracket thus forming a support for the drive wheel pin and at the same time a fixed support for the electric machine, and preferably the support bracket comprises a housing seat for rotatably supporting the drive wheel pin.

[0014] According to a possible embodiment, the support bracket is preferably made in a single piece, in one possible embodiment of which the support bracket is configured to further support the muffler. According to a possible embodiment, the axis of rotation of the rotor is arranged in a rearward position relative to the axis of rotation of the drive wheels.

[0015] Advantageously, a first plane is defined which includes the axis of rotation of the drive wheels, a second plane which includes the axis of rotation of the rotor of the electric machine, and a third plane which includes the axis about which the motor oscillates relative to the frame. Preferably, with respect to the longitudinal direction, the first plane is located between the second and third planes defined above. In particular, the three planes shown are parallel to each other. Thus, the axis of rotation of the rotor of the electric machine, the axis of rotation of the drive wheels and the axis about which the motor oscillates relative to the frame are mutually parallel axes of rotation transverse to the longitudinal direction of the motorcycle.

[0016] According to one embodiment, the first transmission assembly comprises an automatic transmission with a continuously variable gear ratio (denoted as a continuously variable transmission (CVT) type transmission) connecting said drive shaft to a transmission shaft mechanically connected to drive wheels, said CVT type transmission comprising a driving pulley connected to the drive shaft and a driven pulley connected to the transmission shaft, said first transmission assembly comprising a clutch operatively interposed between said driven pulley and said transmission shaft. According to a possible embodiment, the first transmission assembly comprises a gear transmission connecting a transmission shaft to said at least one drive wheel.

[0017] According to one embodiment, the second transmission assembly comprises a second gear transmission. According to a preferred embodiment, the first transmission assembly is arranged on one side of a longitudinal plane of the motorcycle perpendicular to the axis of rotation of the drive wheels, and the second transmission assembly is arranged on the other side of said longitudinal plane. According to a preferred embodiment, the first transmission assembly has a transmission ratio between the drive shaft and the drive wheels which is different from the transmission ratio between the rotor of the electric machine and the drive wheels. Preferably, said support bracket defines a seat in which the second transmission assembly is received.

[0018] According to a possible embodiment, the electric machine is reversible and is connected to the battery of the motorcycle so as to charge the battery in at least one mode in which it operates, in particular when the battery needs to be fully charged, for example when the motorcycle has to cross a road in a city traffic restricted area in purely electric mode, the electric machine can take advantage of the inertia of the vehicle to generate a current during deceleration or braking phases or during acceleration phases. [Brief description of the drawings]

[0019] List of drawings Further features and advantages of the present invention will become more apparent from a consideration of the following detailed description of some preferred, non-limiting embodiments of a saddle ride type vehicle, which are described by way of non-limiting examples with reference to the accompanying drawings, in which:

[0020] [Figure 1] 1 is a block diagram of a saddle ride type vehicle according to the present invention; [Diagram 2] 1 is a schematic diagram of a saddle ride type vehicle according to the present invention; [Diagram 3] 1 is a side view of a portion of a saddle ride type vehicle according to the present invention. [Figure 4] 4A and 4B are a rear view and a plan view of the saddle ride type vehicle of FIG. 3. [Diagram 5] 4A and 4B are a rear view and a plan view of the saddle ride type vehicle of FIG. 3. [Figure 6] FIG. 4 is an exploded view of the components of the saddle ride type vehicle of FIG. 3. [Figure 7] FIG. 4 is an exploded view of the components of the saddle ride type vehicle of FIG. 3.

[0021] The same reference numbers and letters in the drawings identify the same elements or components. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Detailed Description Therefore, with reference to the aforementioned drawings, the present invention relates to a saddle ride type vehicle. By this expression, a saddle ride type vehicle means any two-wheeled bike or motorcycle having at least two wheels, i.e. the motorcycle has at least one front wheel and at least one rear wheel. Thus, a three-wheeled motorcycle having two front steering wheels and one rear drive wheel, or a three-wheeled motorcycle having one front steering wheel and a pair of rear drive wheels, is also included in this definition. The definition of a saddle ride type vehicle also includes a four-wheeled vehicle, for example having two front steering wheels and two rear drive wheels. Hereinafter, the saddle ride type vehicle 1 is also referred to as a motorcycle 1. Although the following will be described specifically with reference to a two-wheeled motorcycle, the following discussion also applies to a three-wheeled motorcycle having one rear drive wheel and two tiltable front steering wheels.

[0023] 1 and 2 are schematic diagrams of a possible embodiment of a motorcycle 1 according to the invention. It comprises a hybrid propulsion unit 3 including an internal combustion engine 10 and an electric machine 20 connected to a battery 25 of the motorcycle 1. Preferably, the electric machine 20 is of a reversible type such that it operates both as a motor and as a generator for charging the battery 25.

[0024] The internal combustion engine 1 comprises a drive shaft 4 connected to the drive wheels 2 via a first transmission assembly 11 (see FIG. 2 ). The electric machine 20 comprises a stator 21 and a rotor 22, which is connected to the drive wheels 2 via a second transmission assembly 12. For the purposes of the present invention, the expression “transmission assembly” generically denotes a set of components making it possible to transmit the torque generated by one of the two propulsion devices (the internal combustion engine 10 or the electric machine 20) to the drive wheels 2.

[0025] According to the invention, the second transmission assembly 12 is separated from the first transmission assembly 11. The term "separate" is intended to indicate that the second transmission assembly 12 is physically separated from the first transmission assembly 11, i.e. external and not integrated with the first transmission assembly 11. Thus, no components of the first transmission assembly 11 are common to the second transmission assembly 12 and vice versa. This solution proves to be particularly advantageous in terms of production, since the first production line provided for the assembly / fitting of the first transmission assembly 11 can be designed to be completely independent from the second production line provided for the assembly / fitting of the second transmission assembly 12. Thus, within the same range of motorcycles (e.g. scooters), the first production line can also be used for the production of motorcycles equipped only with thermal propulsion, i.e. without electric machines.

[0026] According to a preferred embodiment of the invention, as shown diagrammatically in FIG. 2, the first transmission assembly 11 comprises a continuously variable transmission 7 (or CVT type transmission), which connects the drive shaft 4 to a transmission shaft 6, which is mechanically connected for rotation to the drive wheels 2. The CVT type transmission may adopt a known configuration. For example, in the case as shown diagrammatically in FIG. 2, the transmission 7 comprises a first pulley 71 (or driving pulley 71) coaxially connected to the drive shaft 4 and a second pulley 72 (or driven pulley 72) coaxially connected to the transmission shaft 6. These pulleys 71, 72 are connected to a flexible transmission element 73 (for example a V-belt). The first transmission assembly 11 also comprises a centrifugal clutch 78 operatively interposed between the second pulley 72 and the transmission shaft 6, which is a principle known to those skilled in the art and for this reason will not be described below.

[0027] In one embodiment (not shown), the motorcycle 1 is provided with an additional clutch arranged between the electric machine 20 and the rotation axis of the drive wheels 2. This additional clutch can be of the centrifugal or front clutch type, which disengages the electric machine 20 when the motorcycle 1 exceeds a certain speed, improving the efficiency of the propulsion unit 3 when operating in purely thermal mode.

[0028] The transmission shaft 6 of the first transmission assembly 11 is connected to the drive wheels 2 via a first gear transmission 110 having a first transmission ratio for reduction. According to one embodiment, the second transmission assembly 12 comprises a second gear transmission 120 connecting the rotor of the electric machine 20 to the drive wheels 2. This second gear transmission 120 is also configured to have a second transmission ratio at the time of reduction. Preferably, the second transmission ratio is different from the first transmission ratio provided by the first gear transmission 110 of the first transmission assembly 11. Advantageously, the physical separation of the two transmission assemblies 11, 12 makes it possible to design the above-mentioned two gear transmissions 110, 120 to optimize the operation of the internal combustion engine 10 and the electric machine 20.

[0029] Figures 3 to 5 are views relating to a scooter-type motorcycle 1 according to the invention. It should be noted that for the purposes of the present invention, the expressions "longitudinal" or "fore-aft" are intended to mean a direction parallel to the direction of travel of the motorcycle 1 and perpendicular to the axis of rotation M of the drive wheels 2, while the expressions "lateral" or "side-to-side" are intended to denote a direction substantially perpendicular to the longitudinal direction and parallel to the axis of rotation M of the drive wheels 2. Finally, the expressions "vertical" or "up-down" refer to a direction perpendicular to the longitudinal and lateral directions. These figures include Cartesian reference axes indicating the fore-aft direction FB, the up-down direction UD and the left-right direction RL as defined above.

[0030] The term "longitudinal or longitudinal" refers to the longitudinal or front-to-back FB direction, the term "lateral or transverse" refers to the transverse or right-to-left RL direction, and the term "vertical or vertical" refers to the vertical or up-to-down UD direction. The terms "forward", "left" and "up" refer to the lines indicated by the arrows F, L and U shown in the figures, and the terms "rear", "right" and "back" refer to the opposite lines and are indicated by the arrows B, R and D.

[0031] In the motorcycle 1 of figures 3 to 5 a frame 50 is shown, on which the internal combustion engine 10 is mounted so as to oscillate via a support axis indicated by a lateral oscillating axis X, i.e. the oscillating axis is parallel to the axis of rotation 101 of the drive wheels 2 (see figure 5). At the front, the frame 50 comprises a steering column 51 which defines a steering axis 111 (see figure 3). The term longitudinal plane PL is intended to denote a reference plane perpendicular to the axis of the drive wheels 2 and which contains said steering axis 111.

[0032] In a preferred embodiment of the invention, the first transmission assembly 11 is arranged on one side relative to said longitudinal plane PL and the second transmission assembly 12 is arranged on the other side relative to said longitudinal plane PL. With reference to the rear observation plane of the motorcycle 1 in Fig. 4, the first transmission assembly 11 is arranged laterally on the left side, i.e. in the left half-plane SS, which half-plane is identified by the longitudinal plane PL. In the illustrated embodiment, the electric machine 20 and the second transmission assembly 12 are instead arranged laterally on the right side, i.e. in the right half-plane SD opposite the left half-plane SS.

[0033] According to the possible embodiment shown in the figures, the axis of rotation 102 (shown in FIG. 5) of the rotor 21 of the electric machine 20 is arranged in an offset position, in particular rearward (i.e. rearward) with respect to the axis of rotation 101 of the drive wheels 2. In this connection, in the side view of FIG. 3, the reference PR1 denotes a first plane containing the axis of rotation 101 of the drive wheels 2, and the reference PR2 denotes a second plane containing the axis of rotation 102 of the rotor of the electric machine 20. With respect to the longitudinal direction FB, the first plane PR1 therefore remains contained between the plane PR2 and a third plane PRX containing the axis X about which the motor 10 oscillates with respect to the frame 50. In particular, the planes PR1, PR2, PRX are parallel to one another. This arrangement allows, for example, to mount the muffler 66 of the motorcycle 1 in a position that is substantially contained in the side view of FIG. 3 between the planes PR2 and PRX defined above.

[0034] According to a possible embodiment (notably shown in Figures 6 and 7), the second transmission assembly 12 comprises a number of gears 12A, 12B, 12C which together form a reduction unit, according to the objectives already indicated above. At least one first gear 12A is integrated with the rotor R of the electric machine 20, and at least one other gear 12C is coaxial with the rotation axis 101 of the drive wheels 2. In the case shown in the figures, a transfer gear 12B is provided, which comprises a transfer gear 12' and a pinion 12'' coaxially and integrally. The transfer gear 12' engages with the first gear 12A, while the pinion 12'' engages with the gear 12C which is coaxial with the rotation axis 101 of the drive wheels 2. It is also possible to provide the second transmission assembly 12 with alternative gears, both in number and size.

[0035] According to the preferred embodiment seen in the figures, the motorcycle 1 comprises a support bracket 70, which is connected to the engine block 10 so as to pivot together with the engine relative to the frame 50. The term "block" is intended to generically indicate the structure including the engine 10 and / or the first transmission assembly 11. As shown in the figures, the support bracket 70 preferably supports the electric machine 20 and the second transmission assembly 12. In other words, the support bracket 70 supports the components constituting the electric machine 20 (stator 21 - rotor 22) and at the same time defines a support for the components of the second transmission assembly 12.

[0036] In particular, the support bracket 70 extends longitudinally starting from the engine block at least up to, in particular beyond, the rotation axis 101 of the drive wheel 2. The support bracket 70 thus forms a support for the pin 200 of the drive wheel and at the same time also forms a support for the electric machine 20. Preferably, the support bracket 70 comprises a housing seat 12d for the drive wheel pin 200 so as to rotatably support the drive wheel pin 200. Preferably, the support bracket 70 is made in one piece.

[0037] Advantageously, the axis of rotation 102 of the electric machine 20 is offset by a predetermined distance d (FIG. 2) with respect to the axis of rotation 101 of the drive wheel 2, so that by varying the shape of the support bracket 70 the electric machine 20 can assume any angular position of 360° around the axis of rotation 101 of the drive wheel 2. In FIG. 3 possible alternative positions of the electric machine 20 are indicated by dashed lines.

[0038] From a design point of view, the electric machine 20 can therefore be placed in a more advantageous angular position, for example higher or lower relative to the wheel axis 101 depending on the dimensions of the motorcycle or in order to optimize the weight distribution of the motorcycle or other relevant technical aspects. A modification of the angular position of the electric machine 20 implies a modification of the support bracket 70 only, but not of the transmission system 12.

[0039] According to a preferred embodiment, the support bracket 70 is also configured to support the muffler 66 of the motorcycle 1. In this regard, the electric machine 20 is preferably arranged in the same half-plane as the muffler 66. In other words, the muffler 66, the second transmission assembly 12 and the electric machine 20 are arranged in a half-plane (SD in the figures) different from the half-plane (SS in the figures) in which is arranged the first transmission assembly 11 arranged to connect the internal combustion engine 10 to the drive wheels 2 (see figures 4 and 5). For the purposes of the present invention, the half-planes SS and SD are in each case identified by the longitudinal plane PL defined above.

[0040] 3 and 4, the muffler 66 and the electric machine 20 are supported by a support bracket 70 such that the exhaust outlet of the muffler 66 is located at a height higher than the height of the electric machine 20, where this height is evaluated with respect to the support plane PO of the motorcycle 1.

[0041] 5 and 6 show possible (i.e. non-exclusive) embodiments of a support bracket 70 that can be used to support the electric machine 20 and / or the muffler 66 according to the above-mentioned objectives. The support bracket 70 is rigidly connected (e.g. via a connecting screw) to the engine block so as to follow the engine oscillations about the axis X. In this regard, in Figs. 6 and 7, the references X2 and X3 denote the connection axes with the engine block (axis of the connecting screw) and the references X1, X1' denote the connection axes with the muffler 66.

[0042] According to a possible embodiment seen in figures 6 and 7, the support bracket 70 defines a seat 710 on which the second gear transmission 120 constituting the second transmission assembly 12 is placed. In order to show the gears 12A, 12B, 12C constituting the second gear transmission 120, figures 6 and 7 do not show a casing closing the seat 710 on a first side on which the electric machine 20 is placed. Instead, figures 6 and 7 show a pin 200 connected on one side to the first transmission assembly 11 and on the other side to the second transmission assembly 12. The pin 200 is also shaped to receive the drive wheel 2 with a grooved profile 201.

[0043] 6 and 7, the support bracket 70 is preferably configured to support the brake caliper 68 or set of components of the drive wheel 2 that collectively participate in braking the drive wheel 2 according to well known principles.

[0044] According to another aspect, the motorcycle 1 comprises a control unit 40 configured to control the propulsion unit 3. More precisely, the control unit 40 is configured to control the electric machine 20 and an actuator responsible for adjusting the position of the throttle valve of the internal combustion engine 10 in response to input signals indicative of an operating state of the propulsion unit 3. Preferably, the control unit 40 commands the propulsion unit 3 on the basis of a first signal S1, a second signal S2 and a third signal. The first signal relates to the position of the accelerator grip 42, the second signal indicates the position of the brake lever 43 and the third signal is obtained from a selection device 44 arranged on a panel of the motorcycle 1 for selecting the operating mode in which the propulsion unit is to operate. In this regard, the propulsion unit 3 can operate according to the following: - In the first, "thermal" mode, propulsion is carried out exclusively via the internal combustion engine. In the second "electric" mode, propulsion is provided exclusively by the electric machine 20 operating as an electric motor. In the third "parallel hybrid" mode, both the internal combustion engine 10 and the electric machine 20 provide drive torque to the drive wheels 2.

[0045] When operating in electric mode, the propulsion unit is also capable of providing torque in a reverse rotational direction to the drive wheels 2 in order to implement a reverse gear function for the motorcycle 1. The selection device 44 therefore comprises at least three user selectable keys (buttons), each of which selects a corresponding operating mode. The motorcycle according to the invention allows the intended tasks and objectives to be fully achieved. In particular, the two transmission assemblies 11, 12 can advantageously be assembled / installed on different production lines or in any case independently of each other, with obvious advantages in terms of production. Furthermore, the physical separation of the two assemblies allows an optimal transmission ratio to be established in order to optimize the operation of the internal combustion engine and the electric machine.

Claims

1. At least one drive wheel (2) and a hybrid propulsion unit (3), The propulsion unit (3) an internal combustion engine (10) including a drive shaft (4); a first transmission assembly (11) mechanically connecting said drive shaft (4) to said at least one drive wheel (2); an electric machine (20) that can be driven independently or in cooperation with said internal combustion engine (10); a second transmission assembly (12) mechanically connecting a rotor (21) of the electric machine (20) to the at least one drive wheel (2); The second transmission assembly (12) is separated from the first transmission assembly (11); a support bracket (70) for rotatably supporting the drive wheel (2); The electric machine (20) is mounted on the support bracket (70); the rotation axis (102) of the rotor (21) of said electric machine (20) is parallel to the rotation axis (101) of said drive wheel (2); A saddle-ride type motorcycle (1) in which the rotation axis (102) of the rotor (21) is arranged at an offset position relative to the rotation axis (101) of the drive wheel (2).

2. 2. The motorcycle (1) according to claim 1, wherein the rotation axis (102) of the rotor (21) is arranged at a rear position relative to the rotation axis (101) of the drive wheel (2).

3. 2. The motorcycle (1) according to claim 1, wherein the first plane (PR1) is a plane including the rotation axis (101) of the drive wheel (2), the second plane (PR2) is a plane including the rotation axis (102) of the rotor (21) of the electric machine (20), and the third plane (PRX) is a plane including the axis (X) of oscillation of the motor (10) relative to the frame, and the first plane (PR1) is located between the second plane (PR2) and the third plane (PRX).

4. 2. The motorcycle (1) according to claim 1, wherein the support bracket (70) is provided to support a muffler (66).

5. The first transmission assembly (11) comprises a CVT type transmission (7) connecting the drive shaft (4) to a transmission shaft (6); The CVT type transmission includes a drive pulley (71) connected to a drive shaft (4) and a driven pulley (72) connected to a transmission shaft (6), 2. The motorcycle (1) of claim 1, wherein the first transmission assembly (11) comprises a clutch operatively interposed between the driven pulley (72) and the transmission shaft (6).

6. The motorcycle (1) according to any one of claims 1 to 5, wherein the first transmission assembly (11) comprises a gear transmission (110) connecting the drive shaft (6) to the at least one drive wheel (2).

7. The motorcycle (1) according to any one of claims 1 to 5, wherein the second transmission assembly (12) comprises a second gear transmission (120).

8. 6. The motorcycle (1) according to any one of claims 1 to 5, wherein the first transmission assembly (11) is arranged on one side of a longitudinal plane of the motorcycle and the second transmission assembly (12) is arranged on the other side of the longitudinal plane.

9. 6. The motorcycle (1) according to any one of claims 1 to 5, wherein the first transmission assembly (11) has a transmission ratio between the drive shaft (4) and the drive wheel (2), which is different from a transmission ratio of the second transmission assembly (12) between the rotor (21) of the electric machine (20) and the drive wheel (2).

10. 8. The motorcycle (1) according to claim 7, wherein said support bracket (70) defines a seat in which said second gear transmission (120) is housed.

11. The motorcycle (1) according to any one of claims 1 to 5, wherein the electric machine (20) is reversible and is connected to the battery (25) of the motorcycle (1) so as to charge the battery (25) in a mode in which the electric machine (20) operates.

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