A hybrid propulsion scooter-type saddle-ride motorcycle

Abstract

The invention relates to a saddle-riding motorcycle (1) with at least one drive wheel (2) and a hybrid type propulsion device, the propulsion device comprising a heat engine (10) and a transmission assembly (11) mechanically connecting a drive shaft (4) of the heat engine (10) to the drive wheel (2). The transmission assembly (11) comprises at least one transmission shaft (15) at least partially housed in a first shell (200), protruding from the first shell (200) and connected to a hub (21) of the drive wheel (2). The propulsion device further comprises an electric machine (20) operable in combination with or independently of the heat combustion engine (10). According to the invention, the electric machine (20) is housed in a second shell (300) arranged in the rim (22) of the drive wheel, the second shell (300) being rigidly connected to the first shell (200) and traversed by the transmission shaft (15). The electric machine (20) comprises a stator (24) that maintains a fixed position within the second shell (300) and a rotor (25) that is constrained to the transmission shaft (15) for rotation within the second shell (300), the latter being configured to surround the stator (24) and the rotor (25).

Description

[Technical field]

[0001] FIELD OF THEINVENTION The present invention is in the field of straddle-type vehicle manufacturing, and in particular relates to a two- or three-wheeled vehicle equipped with a hybrid propulsion system, i.e. a propulsion system with a heat engine and a preferably reversible electric machine that can be used either as an electric motor to increase the torque available to the drive wheels or as a generator to recharge a battery pack connected to the same electric machine. [Background technology]

[0002] prior art In 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 aim of this type of propulsion is essentially to use the internal combustion engine under highly efficient conditions and to recover energy during deceleration and braking through the electric machine, in some cases even to use the electric machine as the sole propulsion mechanism. The general aim of hybrid propulsion is to reduce the polluting emissions associated with the operation of the internal combustion engine.

[0003] An example of a two-wheeled vehicle with hybrid propulsion is described and shown in patent EP 1572486 of the same applicant. In particular, EP 1572486 concerns a scooter type vehicle. As is known, compared to other vehicles, the scooter is distinguished by the presence of a frame whose central area is substantially open and footrests that generally allow the two-wheeler to maintain a riding position with closed and parallel legs in an upright position. In a scooter, the heat engine is not installed on the frame, but rather is part of the rear suspension. In fact, the heat engine is integrated with a support arm (swing arm) that supports the rear wheel and is pivotally connected to the frame via a fulcrum. The latter allows the arm to swing relative to the frame following the load acting on the rear suspension. One or more shock absorbers provided between the frame and the support arm complete the rear suspension.

[0004] In the solution described in EP 1 572 486 by the same applicant, a CVT type transmission is provided between the shaft of the heat engine and the propulsion shaft, the CVT transmission comprising a drive pulley attached to the shaft of the heat engine and a driven pulley attached to a transmission shaft connected to the rear wheels via a gear pair. 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 second bell-shaped clutch element connected to the transmission shaft. In the solution of EP 1 572 486, an electric machine is also provided, the rotor of which is connected to the (bell-shaped) drive element via coupling means interposed between the driven pulley and the first clutch element for selectively connecting these two elements, i.e. allowing or preventing the connection of the electric machine to the transmission.

[0005] Patent US5193634 discloses another hybrid propulsion system for motorcycles, which can be partially traced back to the system mentioned above. In fact, there are still CVT transmissions with a clutch that allows or prevents the transfer of the motion generated by the heat engine to the rear drive wheel. In this case, the output shaft of the electric machine is connected to the transmission shaft via a transmission in such a way that the torque generated by the electric motor is only transferred to the transmission shaft if the rotational speed of the electric motor is higher than the rotational speed of the same drive shaft.

[0006] The applicant has found that the above mentioned solutions, although effective in terms of operation, have a rather complex configuration, which strongly affects the design and construction costs. For example, in the case of the solution described in EP 1 572 486, the electric machine is tightly integrated with the transmission connecting the heat engine to the rear wheel. This results in "rigid" production lines, i.e. production lines dedicated to the assembly of the hybrid system, which can only be used for the manufacture of a single scooter model. The known solutions are therefore characterized by strong limitations in terms of production versatility. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] EP1572486 Summary of the Invention [Problem to be solved by the invention]

[0008] overview The main objective of the present invention is to provide a saddle-type vehicle that is able to overcome or at least limit the above-mentioned drawbacks. Within this objective, a first object of the present invention is to provide a saddle-type vehicle with hybrid propulsion that can be assembled in a simpler and more versatile manner compared to known solutions. Another object of the present invention is to provide a saddle-type vehicle with hybrid propulsion that allows optimizing the operation of the heat engine and the electric machine in terms of torque transmission to the drive wheels. Finally, an object of the present invention is to provide a saddle-type vehicle that is reliable and can be easily manufactured in a cost-effective manner.

[0009] The Applicant has discovered that the above-mentioned tasks and objectives can be achieved by decoupling the electric machine from the transmission assembly intended to transmit the torque generated by the heat engine to the drive wheels. More precisely, this decoupling is achieved by locating the electric machine in a shell that is placed inside the rims of the drive wheels and that is attached to a part of another shell that contains the transmission assembly. In this way, the electric machine is located outside the transmission assembly without being bound by it.

[0010] In particular, the stated tasks and objects are achieved by a saddle-type motorcycle comprising at least one drive wheel and a hybrid type propulsion device, the latter comprising a thermal combustion engine including a drive shaft and a transmission assembly mechanically connecting said drive shaft to said at least one drive wheel, the transmission assembly comprising at least one transmission shaft at least partially housed in a first shell, protruding from the first shell and connected to a hub of the drive wheel, the hybrid propulsion device further comprising an electric machine that can be operated in combination with the thermal combustion engine or independently of the thermal combustion engine. [Means for solving the problem]

[0011] According to the invention, the electric machine is housed in a second shell placed inside the rim of the drive wheel, said second shell being rigidly connected to the first shell and crossed by the transmission shaft. The electric machine comprises a stator that holds a fixed position in the second shell and a rotor that rotates in the second shell, instead bound to the transmission shaft. The latter is therefore arranged to enclose the stator and the rotor, isolating these components from the external environment.

[0012] In a possible embodiment, the first shell comprises at least a first part and a second part connected to each other, the second part being coupled to said second shell.

[0013] Preferably, anti-rotation means are provided between the first and second shells to prevent or damp relative rotation between the first and second shells while the motorcycle is in motion.

[0014] In a preferred embodiment thereof, the second shell comprises a first half-shell and a second half-shell rigidly connected to one another.

[0015] In a possible variant, the first half shell is rigidly connected to the second part of the first shell.

[0016] Preferably, the second shell is rotatably supported on the transmission shaft.

[0017] In a possible embodiment, a stator of the electric machine is connected to the first half-shell and comprises a stator winding.

[0018] According to a possible embodiment, the rotor of the electric machine comprises a support supporting a number of rotor windings, said support being directly or indirectly connected to the transmission shaft so as to rotate at the same speed.

[0019] Preferably, the rotor is disposed within the second shell and rotates about the transmission shaft at a radially outer position relative to the stator.

[0020] According to a preferred embodiment, the rim of the drive wheel is connected to a first portion of the transmission shaft different from a second portion on which the second shell and rotor rest. Preferably, the transmission shaft includes a third portion operatively connected to the transmission assembly, the first portion and the third portion being on opposite sides of the second portion.

[0021] According to a preferred embodiment, the rim of the drive wheel and said rotor are torsionally constrained to one another. [Brief description of the drawings]

[0022] List of Figures Further features and advantages of the present invention will become more apparent from the following detailed description of some preferred, but not exclusive, embodiments of a saddle-type vehicle, shown with the aid of the accompanying drawings and illustrated for non-limiting purposes, in which: - Figure 1 is a perspective view of a drive wheel assembly for a motor vehicle according to the invention; FIG. 2 is an exploded view of the assembly of FIG. 1; FIG. 3 is a cross-sectional view of the assembly of FIG. 1; FIG. 4 is an exploded view of the assembly of FIG. 3; FIG. 5 is a side view of the assembly of FIG. 1; FIG. 6 is a cross-sectional view according to the section plane VI-VI of FIG. 5; - Figures 7 and 8 are perspective views from different observation points of the components of the drive wheel assembly of Figure 1; FIG. 9 is a cross-sectional view of the components shown in FIGS. Like reference numbers and letters in the figures indicate like elements or components. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Detailed Description Thus, with reference to the aforementioned figures, the present invention relates to a saddle-type vehicle, and by this expression is meant any two-wheeled motorbike or motorcycle having at least two wheels, i.e. at least one front wheel and at least one rear wheel. Thus, three-wheeled motorcycles having two front steering wheels and one rear driving wheel, or one front steering wheel and a pair of rear driving wheels, are also included in this definition. The definition of a saddle-type vehicle also includes four-wheeled vehicles, for example having two front steering wheels and two rear driving wheels. In the following, the saddle-type vehicle 1 is also denoted by the term motorcycle 1.

[0024] In the following, particular reference is made to two-wheeled "scooter-type" motorcycles, but the following discussion is also valid for three-wheeled motorcycles having one rear drive wheel and two front wheels which can be steered and leaned.

[0025] Figure 1 is a perspective view of the rear part of a scooter-type motorcycle to which the invention applies. More precisely, this figure shows a drive wheel assembly 100 (or assembly 100) including a rear wheel 2 (or drive wheel 2) and an engine block 3 (comprising a heat engine 10 and a transmission assembly, as will be better shown below) connected to the frame of the motorcycle so as to oscillate about an axis 101 (depicted in figures 1 and 4), according to a solution known per se. Figure 2 is instead an exploded view of the assembly 100 of figure 1, allowing a better view of some important components of the invention. Similarly, figures 3 and 4 are cross-sectional views (front view and exploded, respectively) of the assembly of figure 1.

[0026] The motorcycle 1 according to the invention comprises a propulsion device arranged to power drive wheels 2. The propulsion device is of the hybrid type and comprises an internal combustion engine 10 (or engine 10) and an electric machine 20 which can be operated in combination with the engine 10 or independently of the engine 10. The electric machine 20 is connected to a battery (not shown) preferably supported on the frame of the motorcycle. Preferably, the electric machine 20 is reversible for operating as an electric motor or as a generator for recharging the battery.

[0027] The automobile 1 includes a transmission assembly 11 that mechanically connects a drive shaft 4 of the engine 10 to drive wheels 2. The transmission assembly 11 includes at least one transmission shaft 15 (hereinafter also referred to simply as "shaft 15") that is at least partially housed in a first shell 200 and protrudes from the first shell 200. The shaft 15 is connected to a hub 21 of the drive wheels 2 to transmit drive torque from the engine 10.

[0028] The configuration of engine 10 is not relevant to the present invention. Only the crankcase 10B of engine 10 is shown in the figures, i.e., the portion that receives the drive shaft 4 to which the small ends of connecting rods that move opposing pistons (not shown) are connected in accordance with well-known principles. Accordingly, not shown in the figures is the cylinder head of engine 10, which is connected to crankcase 10B by stud bolts 10C (see FIG. 2) in accordance with principles well known to those skilled in the art.

[0029] The first shell 200 containing the transmission assembly 11 is rigidly connected to the crankcase 10B of the engine. In the context of the present invention, the assembly consisting of the engine 10 and the first shell 200 is defined as the engine block 3, as already indicated above, and is hinged so as to pivot relative to the frame of the motorcycle 1.

[0030] The configuration of the transmission assembly 11 is also not relevant to the present invention. In one possible embodiment thereof, visible in a cross-sectional view, the transmission assembly 11 comprises a continuously variable transmission (CVT) connecting the shaft of the engine 10 to a first intermediate shaft 118. This transmission comprises a first pulley 111 attached to the drive shaft 4 and a second pulley 112 attached to said first intermediate shaft 118. Between the two pulleys 111, 112 a flexible transmission element 114 is interposed, while between the second pulley 112 and the first intermediate shaft 118 a clutch device 119 is operatively interposed, again according to well-known principles, such that the motion is transferred between the two components (112, 118) above a certain number of revolutions. In the illustrated case, the transmission assembly 11 further comprises a gear transmission 121-122-123 (see FIG. 4) connecting the first intermediate shaft 118 to the transmission shaft 15. In particular, in the example shown, there is provided a pinion 121 integral with the first intermediate shaft 118, a gear wheel 122 integral with the transmission shaft 15 and an intermediate gear 123 rotating about an axis 102 (also shown in FIG. 4 ) parallel to the axis of rotation of the intermediate shaft 118 and to the axis of rotation X of the transmission shaft 15. This transmission gear 123 comprises a first toothed portion meshing with the pinion 121 and a second toothed portion meshing with the toothed wheel 122. Overall, the gear transmission generates a reduction gear ratio between the two shafts (intermediate shaft 118 and transmission shaft 15), again according to a principle known per se.

[0031] The electric machine 20 comprises a stator 24 and a rotor 25 which rotates relative to the stator 24. According to the invention, the electric machine 20 is housed in a second shell 300, different from the first shell 200, which is arranged inside the rim 22 of the drive wheel 2. According to the invention, said second shell 300 is connected to the first shell 200 and traversed by the transmission shaft 15. Inside the second shell 300, the electric machine 20 is arranged such that the stator 24 holds a fixed position. Instead, the rotor 25 is constrained directly or indirectly to the transmission shaft 15 so as to rotate together with the shaft 15 in synchronism inside the second shell 300. The axis of rotation of the rotor 25 therefore coincides with the axis of rotation X of the transmission shaft 15.

[0032] Thus, according to the present invention, the second shell 300 is configured to house the stator 24 and the rotor 25 of the electric machine 20. This second shell 300 therefore separates and isolates these components (24, 25) from the external environment.

[0033] Unlike prior art solutions, the electric part of the hybrid propulsion is therefore separated from the mechanical one, i.e. outside the first shell 200 in which the transmission assembly 11 is housed. This solution makes it possible to simplify the design of the transmission assembly 11 while at the same time limiting the lateral dimensions of the first shell 200, i.e. the dimensions of the rear part of the motorcycle 1. In this regard, it proves to be highly advantageous, in terms of lateral dimensions, to also position the second shell 300 inside the rim 22 of the rear wheel 1.

[0034] According to a possible embodiment, the first shell 200 comprises at least a first part 201 and at least a second part 202 rigidly connected to each other for receiving the components of the transmission assembly 11 and the lubricating fluid necessary for its operation. The second shell 300 is constrained to the first shell 200 in the second part 202. In other words, a part of the first shell 200 is advantageously used for the positioning of the second shell 300 including the electric machine 20.

[0035] According to a possible embodiment (not shown), the second shell 300 is rigidly connected to the first shell 200, for example via screw fastening means. In an alternative embodiment, preferred in terms of assembly speed, the second shell 300 is engaged in a mounting surface S1 (see FIG. 4) defined by the second part 202 of the first shell 200. However, preferably, anti-rotation means are arranged between the two shells 200, 300, which prevent or damp relative rotation of the second shell 300 with respect to the first shell 200. One embodiment of such an anti-rotation means is described below. In general, such anti-rotation means are configured to enable the second shell 300 to maintain a substantially stable position with respect to the first shell 200 (during the movement of the motorcycle 1 and / or the operation of the electric machine 20), without however rigidly binding the two shells 200, 300 to each other.

[0036] With reference to the cross-sectional view of Fig. 3, it can be seen that the second shell 300 is arranged inside the rim 22 so as to be interposed between the first shell 200 and the hub 21 of the rear wheel 2. Preferably, the hub 21 of the rear wheel 2 is therefore connected to a first portion L1 of the transmission shaft 15, said first portion L1 being different from a second portion L2 on which rests (i.e. arranged along) the second shell 300 and thus the rotor 25 contained therein. Furthermore, in the solution shown in the figures, a third portion L3 of the transmission shaft 15 is also identified, operatively connected to the transmission assembly 11 and located on the opposite side of the first portion L1 with respect to the second portion L2.

[0037] The arrangement of the second shell 300 on the different portions L1, L2 of the transmission shaft 15 inside the rim 22 is also extremely advantageous for the assembly and disassembly of the drive wheel assembly 100. In this regard, with reference to FIG. 4, such an assembly is first assembled by engaging the second shell 300 on the transmission shaft 15, in particular the second shell 300 being joined to the first shell 200 with the aid of the mounting surface S1 defined in the second portion 202. Once positioned, the rotor 25 of the electric machine 20 is mechanically connected to the transmission shaft 15 itself. The hub 21 of the drive wheel 2 is then attached to the transmission shaft 15 in such a way that the second shell 300 remains enclosed in the internal space defined by the rim 22.

[0038] In the solution shown, the assembly also includes mounting a support bracket 400 at the end of the transmission shaft 15 opposite to the side on which the first shell 200 is located. More precisely, this support bracket 400 is mounted so as to rotate about the axis of rotation X of the shaft 15, i.e. so as to swing relative to the shaft 15 and the drive wheel 2. The support bracket 400 is connected to the crankcase 10B of the engine 10 and thus forms a kind of "swing arm" rigidly bound to the engine block 3. The support bracket 400, together with the engine block 3, therefore swings relative to the motorcycle frame 1.

[0039] In the embodiment seen in the figures, the support bracket 400 supports a brake caliper 401 connected thereto via a threaded connection means 402. This connection is made subsequent to the attachment of the support bracket 400 to the transmission shaft 15. The same support bracket 400 also includes a part 403 configured to support a muffler (not shown) of the motorcycle 1 and / or to provide a connection for a spring-shock absorber assembly that may belong to the rear suspension of the motorcycle.

[0040] 2 and 4 and from what has just been described, it can be seen that the dismantling of the drive wheel assembly 100 is also easily possible. If the rear wheel 2 needs to be replaced, for example in the case of a puncture, this operation can be easily performed by first removing the support bracket 400 and then removing the drive wheel 2 from the transmission shaft 15. Advantageously, the electric machine 20 is not affected by this operation and can therefore remain in its working position, i.e. mounted inside the second shell 200 attached to the transmission shaft 15 and coupled with the second part 202 of the first shell 200. At the same time, the operation of replacing the drive wheel 2 does not affect the first shell 200.

[0041] According to a preferred embodiment of the second shell 300 (visible in Figs. 7-9), it comprises a first half shell 301 and a second half shell 302 rigidly connected to each other. The first half shell 301 is adapted to couple with the second part 202 of the first shell 200. The two half shells 301, 302 each define a central opening 34A, 34B that allows the second shell 300 to engage with the transmission shaft 15. The first half shell 301 couples with its central opening 34A with the central plane of the first shell 200, as can be seen by comparing Figs. 3 and 4. The second half shell 302 is instead supported pivotally on the shaft 15. In other words, the second half shell 302 is not rotationally constrained with respect to the shaft 15, but can instead remain stationary during the rotation of the shaft 15.

[0042] In the embodiment shown, the first half shell 301 is configured to define a seat 28 in which, after assembly, an area of ​​the second part 202 of the first shell 200 is at least partially received. The first half shell 301 further comprises an inner part 39 to which the stator 24 of the electric machine 20 is connected (see FIG. 9 ). In particular, this part 39 is substantially cylindrical and coaxial with the axis of rotation of the transmission shaft 15. The first half shell 301 is further configured to define an inner space 44 for receiving an electric cable required for the operation of the electric machine 20. Preferably, the first half shell 301 comprises an opening 47 through which the electric cable may exit the second shell 300 and be connected to an electric battery or other components enabling the operation of the electric machine 20.

[0043] In an alternative embodiment, not shown, the stator 24 of the electric machine 20 may be supported by a portion of the second half-shell 302. At the same time, an exit opening for the electric cables may also be defined in the second half-shell 302.

[0044] 9, the rotor 25 of the electric machine 20 comprises a support 28 which supports a number of rotor windings 25A. This support 28 is indirectly connected to the transmission shaft 15 via a toothed sleeve 29 engaged with the shaft itself, thus enabling the rotor 25 to rotate at the same speed as the shaft 15.

[0045] The second half shell 302 is attached to the outer surface 29A of the toothed sleeve 29 via at least one bearing 29B, which allows the same half shell 302 to maintain a fixed position during rotation of the rotor 25 or shaft 15.

[0046] More precisely, according to a preferred, but not exclusive, embodiment of the present invention, the rotor 25 is arranged inside the second shell 300 for rotation about the shaft 15 in a position radially outer with respect to the stator 24. By this we mean an arrangement such that the stator windings 24A are located radially between the transmission shaft 15 and the rotor windings 25A.

[0047] In an alternative embodiment (not shown), the radial positions of the stator and rotor may be reversed, with the rotor rotating within the stator.

[0048] As indicated above, according to a preferred embodiment, anti-rotation means are provided in the second shell 300 which prevent or at least damp relative rotation between the two shells 200, 300 when the motorcycle 1 is in motion, i.e. when the drive wheel 2 is rotating.

[0049] 5 and 6, in a possible embodiment thereof, these anti-rotation means comprise a first (e.g. female) coupling element associated with an outer surface 300A of the second shell 300 facing and adjacent to the second portion 202 of the first shell 200. A second (e.g. male) coupling element is associated with said second portion 202 and configured to engage with the first coupling element after coupling of the second shell 300 and the first shell 200.

[0050] In the illustrated embodiment, the first coupling element is defined by a pair of inserts 56, for example made of rubber, each located in a corresponding housing 57 defined in the outer surface 300A of the second shell 300. The second coupling element is instead constituted by a pair of projections 67 of the second part 202 of the first shell 200, each protruding to be inserted into a slot 56A defined through a corresponding one of said inserts 56. Thus, following the coupling between the two shells 200, 300, an anti-rotation effect of the second shell 300 is obtained. As a result, the engagement between the first and second coupling elements is released when the two shells 200, 300 are released from each other. In the illustrated solution, the degree of damping increases as the stiffness of the rubber used to make said inserts 56 increases.

[0051] The motorcycle 1 according to the invention is able to fully achieve its intended tasks and objectives. In particular, the physical separation between the transmission assembly and the electric machine is extremely advantageous, both in terms of design and in terms of production flexibility. In fact, the first shell 200 and the transmission group 11 contained therein can be advantageously used to manufacture both hybrid type scooters according to the invention and conventional scooters, i.e. without motorized parts. Thus, a line may be provided just for the engine block, which can feed at least two other lines, each for a specific scooter type (hybrid and non-hybrid).

[0052] Furthermore, locating the electric machine externally, separated from the transmission assembly, allows optimizing the operation of the machine itself, since it is not subject to the mechanical transmission between the heat engine and the transmission shaft.

Claims

1. A saddle-type motorcycle (1) comprising at least one drive wheel (2) and a hybrid propulsion device, the hybrid propulsion device comprising: a thermal combustion engine (10) including a drive shaft (4); a transmission assembly (11) for mechanically connecting the drive shaft (4) to the at least one drive wheel (2), the transmission assembly (11) comprising at least one transmission shaft (15) at least partially housed within a first shell (200), protruding from the first shell (200) and connected to a hub (21) of the at least one drive wheel (2); an electric machine (20) operable in combination with or independently of said thermal combustion engine (10); Equipped with The electric machine (20) is housed in a second shell (300) arranged in the rim (22) of the drive wheel (2); the second shell (300) is rigidly connected to the first shell (200) and is traversed by the transmission shaft (15); the electric machine (20) comprising a stator (24) that maintains a fixed position within the second shell (300) and a rotor (25) that is constrained to the transmission shaft (15) so as to rotate within the second shell (300); The saddle-riding motorcycle (1) is configured so that the second shell (300) surrounds the stator (24) and the rotor (25).

2. 2. The saddle-riding motorcycle (1) according to claim 1, wherein the first shell (200) comprises at least a first portion (201) and a second portion (202) connected to each other, and the second portion (202) is coupled to the second shell (300).

3. 3. The saddle-riding motorcycle (1) according to claim 2, wherein an anti-rotation means is provided between the first shell (200) and the second shell (300) to prevent or damp relative rotation between the first shell (200) and the second shell (300).

4. 2. The saddle-riding motorcycle (1) according to claim 1, wherein the second shell (300) comprises a first half shell (301) and a second half shell (302) rigidly connected to the first half shell (301).

5. A saddle-mounted motorcycle (1) as described in claim 2, wherein the second shell (300) comprises a first half shell (301) and a second half shell (302) firmly connected to the first half shell (301).

6. A saddle-mounted motorcycle (1) as described in claim 3, wherein the second shell (300) comprises a first half shell (301) and a second half shell (302) firmly connected to the first half shell (301).

7. 6. A saddle-riding motorcycle (1) according to claim 5, wherein the first half shell (301) is rigidly connected to the second part (202) of the first shell (200).

8. A saddle-riding motorcycle (1) as described in claim 6, wherein the first half shell (301) is firmly connected to the second part (202) of the first shell (200).

9. 9. A saddle-riding motorcycle (1) according to any one of claims 4 to 8, wherein the second half shell (302) is rotatably supported on the transmission shaft (15).

10. 9. The saddle-riding motorcycle (1) according to claim 4, wherein the stator (24) is connected to a portion of at least one of the first half shell (301) and the second half shell (302) and includes a stator winding (24A).

11. 9. A saddle-riding motorcycle (1) according to any one of claims 1 to 8, wherein the rotor (25) includes a support portion (28) that supports a plurality of rotor windings (25A), and the support portion (28) is connected directly or indirectly to the transmission shaft (15) so as to rotate at the same speed.

12. 12. The saddle-riding motorcycle (1) according to claim 11, wherein the rotor (25) is disposed within the second shell (300) and rotates around the transmission shaft (15) at a position radially outward from the stator (24).

13. 9. A saddle-riding motorcycle (1) according to any one of claims 1 to 8, wherein the rim (22) of the drive wheel (2) is connected to a first portion (L1) of the transmission shaft (15) that is different from a second portion (L2) of the transmission shaft (15) on which the second shell (300) and the rotor (25) are mounted.

14. 14. The saddle-riding motorcycle (1) according to claim 13, wherein the transmission shaft (15) comprises a third portion (L3) operably connected to the transmission assembly (11), and the first portion (L1) and the third portion (L3) are opposed to each other with respect to the second portion (L2).

15. 9. A saddle-riding motorcycle (1) according to any one of claims 1 to 8, wherein the rim (22) and the rotor (25) are torsionally constrained relative to each other.

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