Saddle type vehicle

Abstract

This saddled vehicle comprises: a drive motor (M1) that applies drive force to a drive wheel (4) among a plurality of wheels (3, 4); a control device (34) that controls the drive motor (M1); and an outer perimeter-side frame (9) that forms part of the vehicle body frame and is disposed on the outer perimeter side of a wheelhouse (H) of one of the plurality of wheels (3, 4) in the side view. The control device (34) is attached to the outer perimeter-side frame (9). The control device (34) comprises radiation units (35c) that release heat generated by the units. The radiation units (35c) face each other from the outer perimeter side, across the wheelhouse (H).

Description

[Technical field]

[0001] The present invention relates to a saddle-ride type vehicle. [Background technology]

[0002] For example, Patent Document 1 discloses a series hybrid saddle-ride vehicle having power components such as an engine, a generator, a battery, a drive motor, and a control unit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-175822 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above Patent Document 1, the control unit that controls the motor is disposed on the side of the vehicle body. Although this arrangement ensures a certain degree of cooling for the inverter and other components of the control unit, it is desirable to easily realize a more proactive cooling structure to improve driving performance.

[0005] SUMMARY OF THE PRESENT DISCLOSURE In view of the above, an object of the present invention is to improve the cooling performance of a motor control unit in a saddle-ride type vehicle equipped with a drive motor that provides drive force to drive wheels. [Means for solving the problem]

[0006] As a means for solving the above-mentioned problems, the present invention provides a vehicle body frame (5) including a drive motor (M1) that provides a drive force to a drive wheel (4) among a plurality of wheels (3, 4), a control device (34) that controls the drive motor (M1), a head pipe (6), a main frame (7), a pivot frame (8), and a rear frame (9), a battery (37) that provides power to the drive motor (M1), a seat (21) on which an occupant sits, and a vehicle component (23) having a knee-grip portion in front of the seat (21) and above the main frame (7), the rear frame (9) extending rearward and upward from the pivot frame (8) and arranged to support the plurality of wheels (3, 4) in a side view. Provided is a saddle-ride type vehicle in which the control device (34) is attached to the rear frame (9), the control device (34) is disposed on the outer periphery of a wheel house (H) of one of the wheels (3, 4), the control device (34) is provided with a heat dissipation section (35c) that dissipates heat generated by the control device (34), the heat dissipation section (35c) faces the wheel house (H) and faces the wheel from the outer periphery side, the battery (37) is disposed in front of the seat (21) and rear of the head pipe (6), with its longitudinal direction facing the vehicle fore-and-aft direction, and the battery (37) is aligned with the control device (34) in the vehicle fore-and-aft direction and disposed at a height overlapping with the control device (34) when viewed from the vehicle fore-and-aft direction. According to this configuration, the heat dissipation section of the control device is exposed to the wheel house, which is the space on the outer periphery side of the wheel, and faces the wheel. Therefore, the airflow caught in the rotation of the tire of the wheel promotes heat dissipation in the heat dissipation section. This improves the heat dissipation performance of the heat dissipation section and therefore the control device, thereby improving the cooling performance of the control device. In addition, because the control device and the battery are arranged side by side in the vehicle front-rear direction, it is possible to route the high-voltage wiring (cable) connecting the control device and the battery without bending it significantly in the height direction, which simplifies the routing of the cable and reduces the cable length, thereby reducing costs and weight.

[0007] In the present invention, the control device (34) may be arranged on the front side of the wheel house (H) of a rear wheel (4) of the plurality of wheels (3, 4). With this configuration, the control device, which is a heavy object, is located on the front side of the rear wheel house, i.e., toward the center of the front and rear of the vehicle body, so mass can be concentrated. Also, although the front side of the rear wheel house is a position that is not easily exposed to the wind when the vehicle is running, the cooling performance of the control device located in this position can be improved.

[0008] In the present invention, the front heat dissipation portion (35c) may be arranged forward and above the axle (4a) of the rear wheel (4) and may be inclined so as to be positioned lower toward the front in a side view. According to this configuration, the heat dissipation section located above and in front of the rear wheel is inclined so that it is positioned lower toward the front in a side view (in other words, it is inclined along the tangent direction of the rear wheel). This allows the heat dissipation section to be expanded without being brought close to the rear wheel, and the cooling effect of the airflow drawn in by the rear wheel can be improved. In addition, because the heat dissipation section is inclined downward toward the front, water, mud, etc. adhering to the heat dissipation section (the portion exposed to the wheel house) can easily flow downward toward the front, and the impact of dirt on the heat dissipation section on cooling performance can be suppressed.

[0009] In the present invention, the rear frame (9) may include a pair of left and right frame members (9a), and left and right side portions of the control device (34) may be supported by the pair of left and right frame members (9a), respectively. With this configuration, the control device, which is a heavy object, is supported on both sides by the left and right frame members, so that the control device can be stably supported. The heat dissipation portion of the control device can be easily exposed from between the left and right frame members toward the outer periphery of the wheel.

[0010] In the present invention, the heat radiating portion (35c) may be configured to include heat radiating fins (35c1) on a surface facing the wheel (4). According to this configuration, airflow entrained by the rotation of the wheels (tires) hits the heat dissipation fins, so that the cooling performance of the control device can be further improved compared to when the heat dissipation portion is flat.

[0011] The present invention may be configured to further include an exterior part (19b) that covers the vehicle body, and at least a portion of the control device (34) may be covered by the exterior part (19b). According to this configuration, the control device is covered by an exterior part of the vehicle body, thereby improving the appearance of the vehicle and protecting the control device.

[0013] In the present invention, the control device (34) and the battery (37) may be arranged below the seat (21). According to this configuration, the control device and the battery are arranged in a line in the front and rear under the seat, so that the control device and the battery can be arranged close to each other. This allows the high-voltage wiring (cable) connecting the control device and the battery to be short, facilitating the installation and protection of the cable, and reducing the cost and weight of the cable. In addition, the heavy control device and the battery are arranged in a concentrated manner near the center of the front and rear of the vehicle body, so that the mass can be concentrated.

[0014] The present invention may be configured to include a second motor (M2) provided separately from the drive motor (M1), and the drive motor (M1) and the second motor (M2) may be disposed below the battery (37). According to this configuration, the drive motor and the second motor are disposed below the battery near the center of the vehicle body, so that the high-voltage wiring (cable) connecting the drive motor, the second motor, the battery, and the control device can be short, facilitating the installation and protection of the cables, and reducing the cost and weight of the cables. In addition, the heavy control device and battery, as well as the drive motor and the second motor, are disposed together near the center of the vehicle body, so that the mass can be concentrated. Effect of the Invention

[0015] According to the present invention, in a saddle-ride type vehicle equipped with a drive motor that applies drive force to drive wheels, it is possible to improve the cooling performance of the drive motor. [Brief description of the drawings]

[0016] [Figure 1] 1 is a left side view showing an outline of a motorcycle according to a first embodiment of the present invention. FIG. [Diagram 2] FIG. 2 is a schematic diagram illustrating a drive system of the motorcycle. [Diagram 3] FIG. 3 is a configuration diagram corresponding to FIG. 2 and illustrating an EV mode of the drive system. [Figure 4] FIG. 3 is a block diagram corresponding to FIG. 2 and illustrating a hybrid mode of the drive system. [Diagram 5] FIG. 3 is a block diagram corresponding to FIG. 2 and illustrating a regenerative mode of the drive system. [Figure 6] FIG. 3 is a block diagram corresponding to FIG. 2 and illustrating an engine drive mode of the drive system. [Figure 7] FIG. 2 is a schematic diagram illustrating a control unit of the drive system. [Figure 8] FIG. 2 is a plan view showing an outline of the motorcycle. [Figure 9] FIG. 4 is a perspective view showing a heat dissipation portion of a PCU of the motorcycle. [Figure 10] FIG. 11 is a left side view showing an outline of a motorcycle according to a second embodiment of the present invention.

[0017] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, the directions such as front, rear, left and right are the same as the directions in the vehicle described below unless otherwise specified. In addition, in the drawings used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the upper side of the vehicle, and a line CL indicating the center of the left and right of the vehicle body are shown at appropriate positions. The term "middle" used in this embodiment means not only the center between both ends of an object, but also the range inside the both ends of an object.

[0018] <Entire vehicle> Fig. 1 shows a motorcycle 1 as an example of a saddle-ride type vehicle of this embodiment. The motorcycle 1 is configured with a drive system S including an engine (internal combustion engine) E and two electric motors M1, M2, and runs by cooperation of engine power and motor power. The motorcycle 1 is a hybrid vehicle equipped with a so-called two-motor hybrid system. Note that the present invention may also be applied to one-motor hybrid vehicles and electric vehicles without internal combustion engines, provided that the application does not deviate from the gist of the present invention described below.

[0019] The motorcycle 1 has a front wheel (steered wheel) 3 steered by a handlebar 2, and a rear wheel (driven wheel) 4 driven by a drive system S. The motorcycle 1 is a saddle-ride type vehicle in which the rider straddles the body, and can swing (bank) the body in the left-right direction (roll direction) based on the ground contact points of the front and rear wheels 3, 4. The handlebar 2 may be a bar handlebar that is integrated with the left and right wheels, or separate left and right handlebars, and it does not have to be a bar-type handlebar.

[0020] The motorcycle 1 has a body frame 5 which is the main skeleton of the vehicle body. The body frame 5 has a head pipe 6, a main frame 7, a pivot frame 8, and a rear frame 9. The body frame 5 supports a front fork 12 of a front wheel suspension 11 at a head pipe 6 located at the front end so that the front fork 12 can be steered. The body frame 5 supports a swing arm 16 of a rear wheel suspension 15 at a pivot frame 8 located at the front-to-rear intermediate portion so that the swing arm 16 can swing up and down. The body frame 5 is integrally provided from the head pipe 6 to a rear frame 9 rearward of the pivot frame 8 by a connecting means such as welding. A portion of the body frame 5 (for example, the rear frame 9) may be detachable by bolting or the like.

[0021] The head pipe 6 has a steering axis (rotation axis) inclined backward with respect to the vertical direction. The head pipe 6 supports the front wheel 3 and the front wheel suspension 11 so that they can rotate about the steering axis. For example, the front wheel suspension 11 includes a pair of left and right front forks 12. The upper parts of the left and right front forks 12 are supported by the head pipe 6 via a steering stem. The lower ends of the left and right front forks 12 support the axle 3a of the front wheel 3. The left and right front forks 12 are each of a telescopic type and constitute a front suspension of the motorcycle 1. The front wheel suspension 11 is not limited to one that constitutes a telescopic type front suspension, and may constitute, for example, a link type front suspension.

[0022] The pivot frame 8 supports a front end of a swing arm 16 via a pivot shaft (swing shaft) 17 extending in the vehicle width direction. An axle 4a of the rear wheel 4 is supported on a rear end of the swing arm 16. For example, a rear cushion is interposed between the front part of the swing arm 16 and a front-rear intermediate part of the body frame 5 (for example, a cross frame in the vicinity of the pivot frame 8). The swing arm 16 and the rear cushion form a rear suspension of the motorcycle 1. The rear cushion may be interposed between the rear part of the swing arm 16 and the rear part of the body frame 5 (for example, the rear frame 9). The entire vehicle body including the body frame 5 is covered by a vehicle body cover 19. The vehicle body cover 19 is divided, for example, at the center of the front and rear of the vehicle body into a front body cover 19a that covers the front part of the vehicle body and a rear body cover 19b that covers the rear part of the vehicle body.

[0023] The rear frame 9 extends rearward and upward from the pivot frame 8. A seat 21 for a passenger to sit on is supported on the rear frame 9. The rear frame 9 supports the seating weight of a passenger seated on the seat 21. When a rear cushion is connected to the rear frame 9, the rear frame 9 receives a reaction force when the cushion expands or contracts. The seat 21 is integrally provided with a front seating portion for the driver and a rear seating portion for the rear passenger. The periphery of the rear frame 9 is covered with a rear body cover 19b that extends from below both sides of the seat 21 to the rear. An item storage box 22, for example, is disposed inside the rear body cover 19b.

[0024] The seat 21 is attached, for example, to the rear body cover 19b side so as to be detachable or openable. By attaching, detaching, or opening and closing the seat 21, the upper part of the rear body cover 19b is opened and closed. In a closed state in which the seat 21 is attached and the upper part of the rear body cover 19b is closed, an occupant can sit on the seat 21. In an open state in which the seat 21 is removed and the upper part of the rear body cover 19b is opened, parts and spaces below the seat 21 can be accessed. The seat 21 can be locked in the closed state. The seat 21 may be configured to rotate around a hinge shaft provided, for example, on either the front or rear side, to open and close the upper part of the rear body cover 19b.

[0025] A vehicle component 23 having a knee grip portion is supported in front of the seat 21 and above the main frame 7. The vehicle component 23 may include existing vehicle components such as a fuel tank and an air cleaner for the engine E, a 12V battery for auxiliary equipment, and an item storage section where the occupant puts in and takes out luggage, as well as a battery 37 and a PCU 34 of the drive system S. The present invention may also be applied to a scooter-type vehicle in which there are no vehicle components in front of the seat 21 and a straddle space is formed.

[0026] <Drive system> FIG. 2 is a block diagram showing the configuration of the drive system S. The drive system S includes an engine E, a first motor M1, a second motor M2, a power switching device 31, a PCU 34, and a battery 37.

[0027] The engine E is, for example, a multiple cylinder engine, and generates a rotational driving force of a crankshaft 26 from the reciprocating motion of the pistons of each cylinder. 1, the engine E is disposed with the rotational center axis C1 of the crankshaft 26 aligned along the vehicle width direction (left-right direction). The crankshaft 26 is housed in a crankcase 27. A cylinder block 28 protrudes from the crankcase 27, and pistons corresponding to each cylinder are fitted in the cylinder block 28. Each piston is connected to the crankshaft 26 via a connecting rod.

[0028] In this embodiment, the first motor M1 is disposed behind the engine E, and the second motor M2 is disposed on the left side of the engine E. The first motor M1 and the second motor M2 are each a brushless three-phase AC motor. The first motor M1 is a drive motor that generates a rotational drive force for driving the rear wheels, and performs regeneration (power generation) during deceleration of the vehicle, etc. The second motor M2 is a power generation motor that receives the drive force of the engine E to generate power, and performs at least one of charging the battery 37 and supplying power to the first motor M1.

[0029] When the first motor M1 drives the rear wheel 4 to travel the motorcycle 1, the first motor M1 is driven at a variable speed, for example, by variable voltage variable frequency (VVVF) control. The first motor M1 is controlled to change speed as if it had a continuously variable transmission, but is not limited thereto, and may be controlled to change speed as if it had a stepped transmission. The operation of the first motor M1 may include driving as an assist motor that assists in driving the engine E. The operation of the first motor M1 may include driving as a starter motor for the engine E.

[0030] When the first motor M1 is driven, power from the battery 37 is supplied to the PCU 34, converted from DC to three-phase AC, and supplied to the first motor M1. When the first motor M1 is generating power, the generated power of the first motor M1 is stored in the battery 37 via a rectifier circuit of a regulator, etc.

[0031] The second motor M2 generates power by rotating a rotor with the rotational power of the crankshaft 26 during operation of the engine E. The operation of the second motor M2 may include driving as an assist motor that assists in driving the engine E. The operation of the second motor M2 may include driving as a starter motor for the engine E.

[0032] When the second motor M2 is driven, power from the battery 37 is supplied to the PCU 34, converted from DC to three-phase AC, and supplied to the second motor M2. When the second motor M2 is generating power, the generated power of the second motor M2 is stored in the battery 37 via a rectifier circuit of a regulator, etc. The PCU 34 may be provided with a first motor control unit that controls the first motor M1 and a second motor control unit that controls the second motor M2 separately.

[0033] The power switching device 31 switches the power transmission path between the engine E, the first motor M1, and the second motor M2. Under the control of the power switching device 31, the engine E, the first motor M1, and the second motor M2 work together to drive the rear wheel 4 (to run the motorcycle 1). Under the control of the power switching device 31, the first motor M1 and the second motor M2 can be driven to generate electricity. The drive system S and the rear wheel 4 are connected by, for example, a chain-type transmission mechanism 56.

[0034] 7, the PCU (Power Control Unit) 34 is an integrated control unit including a PDU (Power Drive Unit) 34a and an ECU (Electric Control Unit) 34b. The PCU 34 mainly controls the operation (driving and power generation) of the first motor M1 and the second motor M2 based on various sensor information. The PCU 34 controls the current and voltage between the first motor M1 and the second motor M2 and the battery 37.

[0035] The PCU 34 includes a converter that raises and lowers the voltage, and an inverter that converts DC current to AC current. The inverter includes a bridge circuit using multiple switching elements such as transistors, a smoothing capacitor, and the like, and controls the energization of the stator windings of the first motor M1 and the second motor M2. The first motor M1 and the second motor M2 switch between power running and power generation according to the control by the PCU 34.

[0036] The battery 37 obtains a predetermined high voltage (for example, 48V to 192V) by, for example, connecting a plurality of unit batteries 37a in series. The battery 37 includes a lithium ion battery as a chargeable and dischargeable energy storage. The battery 37 supplies power to the first motor M1 and can store regenerated power by the first motor M1 and generated power by the second motor M2.

[0037] Electric power from the battery 37 is supplied to a PDU 34a serving as a motor driver via, for example, a contactor that is linked to a main switch of the motorcycle 1. The electric power from the battery 37 is converted from direct current to three-phase alternating current by the PDU 34a, and then supplied to the first motor M1 and the second motor M2. The output voltage from battery 37 is stepped down via a DC-DC converter and used to charge a 12V sub-battery. The sub-battery supplies power to general electrical components such as lights, meters, locking devices, and control system components such as the ECU. By installing the sub-battery, various electromagnetic locks can be operated even when battery 37 is removed.

[0038] The battery 37 can be charged, for example, while mounted on the vehicle body, by a charger connected to an external power source. The battery 37 may also be charged by a charger outside the vehicle while removed from the vehicle body. The battery 37 is equipped with a BMU (Battery Management Unit) that monitors the charge / discharge status, temperature, etc. Information monitored by the BMU is shared with the ECU 34b when the battery 37 is mounted on the vehicle body. The ECU 34b controls the drive of the first motor M1 and the second motor M2 via the PDU 34a based on detection information input from various sensors.

[0039] <Control Unit> FIG. 7 is a block diagram showing the configuration of the control unit 41 of the drive system S. The control unit 41 includes the PCU 34 , an engine ECU 42 , and a clutch ECU 43 . The PCU 34 controls the operation (driving and power generation) of the first motor M1 and the second motor M2.

[0040] The engine ECU 42 operates engine accessories such as an ignition device and a fuel injection device in response to the accelerator opening and the like, and controls the starting, operation and stopping of the engine E. The engine ECU 42 receives detection information from an accelerator opening sensor 46 that detects the amount of operation of an accelerator operator (e.g., an accelerator grip), an engine speed sensor 47 that detects the engine speed, a vehicle speed sensor 48 that detects the vehicle speed (e.g., wheel speed) of the motorcycle 1, and the like. The engine ECU 42 operates engine accessories such as the ignition device and the fuel injection device based on the various detection information input thereto.

[0041] The clutch ECU 43 is a power switching control unit, and operates the power switching device 31 based on various sensor information. The clutch ECU 43 switches between the engine E, the first motor M1, and the second motor M2 to be connected to the rear wheels 4 so as to be capable of transmitting power. The clutch ECU 43 is connected to, for example, a clutch actuator 32 that connects and disconnects a clutch in the power switching device 31. The engine ECU 42 and the clutch ECU 43 may be provided separately from each other or may be provided integrally with each other.

[0042] The control unit 41 is connected to various sensors, such as a fuel remaining capacity sensor 45 that detects the remaining capacity of the fuel tank of the engine E, an accelerator opening sensor 46 that detects the accelerator opening (output demand) of the rider, an engine speed sensor 47 that detects the rotation speed of the engine E, a vehicle speed sensor 48 that detects the vehicle speed of the motorcycle 1, and a battery remaining capacity sensor 49 that detects the remaining capacity of the battery 37.

[0043] The control unit 41 is activated, for example, when the main switch of the motorcycle 1 is turned on, and starts controlling the drive system S. The control unit 41 stores in a memory a map that sets the correlation between vehicle speed and output (torque) for each accelerator opening, for example. The control unit 41 appropriately controls the engine E, the first motor M1, and the second motor M2 to cooperate with each other based on the output from each sensor and a predetermined map, etc. The control unit 41 applies torque from the drive system S to the rear wheel 4 to run the motorcycle 1 and enables the battery 37 to be charged.

[0044] The control unit 41 has a plurality of control modes for cooperating the engine E, the first motor M1, and the second motor M2. The control unit 41 functions as a control mode switching unit that switches between the plurality of control modes. The switching of the control modes is functionally realized by a process executed based on a preset computer program.

[0045] <Control mode> The multiple control modes of the control unit 41 include an EV mode, a hybrid mode, a regeneration mode, and an engine drive mode. Referring to FIG. 3, in the EV mode, the engine E is stopped and the first motor M1 is driven, causing the motorcycle 1 to run using the driving force of the first motor M1. Referring to FIG. 4, in the hybrid mode, the engine E drives the second motor M2 as a generator, while the motorcycle 1 runs using the driving force of the first motor M1. 5, in the regeneration mode, the first motor M1 is driven as a generator by the kinetic energy of the motorcycle 1 when the motorcycle 1 is decelerating, and the battery 37 is charged with the power generated by the first motor M1. 6, in the engine drive mode, the motorcycle 1 is driven by the driving force of the engine E. Each control mode can be automatically switched in response to a sensor output or the like, or can be arbitrarily switched by an occupant's operation.

[0046] The various control modes are described in more detail below. First, an EV (Electric Vehicle) mode in which the engine E is stopped and the vehicle is driven by the driving force of the first motor M1 will be described. The EV mode is a motor drive mode in which the motorcycle 1 can be driven only by the driving force (motor torque) of the first motor M1, for example, from when the motorcycle 1 starts to when it is driven at medium to low speeds (particularly when cruising). In the EV mode, the motorcycle 1 is driven with the engine E and the second motor M2 disconnected from the rear wheel 4.

[0047] In the EV mode, it is also possible to drive the engine E and generate electricity at the second motor M2 using the driving force of the engine E (hybrid mode). In the hybrid mode, the generated electricity of the second motor M2 is stored in the battery 37, but may also be supplied directly to the first motor M1. The hybrid mode is implemented, for example, from when the motorcycle 1 starts to when it reaches a specified speed, when traveling uphill, when rapid acceleration is required, etc. The hybrid mode is also implemented when the remaining battery capacity is low. The motorcycle 1 is smaller than a passenger car, and the size (capacity) of the battery 37 that can be mounted is also limited, so the hybrid mode is implemented more frequently than the EV mode.

[0048] In the hybrid mode, at least a part of the driving force of the engine E and the second motor M2 can be supplied to the output section of the drive system S. This allows the torque of the engine E and the second motor M2 to assist the rear wheel drive. When the remaining battery charge is below a first specified value, the drive assist by the second motor M2 may be limited. When the remaining battery charge is below an even lower second specified value, the drive by the first motor M1 may be limited and the mode may be switched to the engine drive mode. When the remaining fuel tank charge is below a specified value, the proportion of rear wheel drive by the first motor M1 and the second motor M2 may be increased.

[0049] In the EV mode and the hybrid mode, the motorcycle 1 transitions to a "regeneration mode" when decelerating or traveling downhill. In the regeneration mode, the rotational energy of the rear wheel 4 is input to the first motor M1 to perform regeneration (power generation), and this generated power is stored in the battery 37. At this time, the power switching device 31 may be switched to disconnect the engine E from the rear wheel 4, allowing for efficient regeneration. In the regeneration mode, regenerative braking (engine braking) is generated on the rear wheel 4. If the charge level of the battery 37 is equal to or greater than a specified value, the first motor M1 may be rotated to stop regeneration. At this time, the power switching device 31 may be switched to connect the engine E to the rear wheel 4, allowing engine braking to be generated.

[0050] During high-speed driving (particularly during constant-speed driving), the power switching device 31 couples the engine E and the rear wheel 4 so that power can be transmitted, and the motorcycle 1 is driven by the driving force of the engine E (engine drive mode). In the engine drive mode, the second motor M2 may be driven by the driving force of the engine E to generate electricity and store it in the battery 37. In the engine drive mode, at least one of the first motor M1 and the second motor M2 may be driven to assist rear-wheel driving.

[0051] <Engine layout> With reference to FIG. 1, for example, engine E does not have a transmission behind crankshaft 26, narrowing the front-to-rear width of crankcase 27. In this embodiment, engine E has cylinder block 28 protruding obliquely upward and forward from the front of crankcase 27. Reference symbol C2 in the figure indicates an axis (center axis of cylinder bore, cylinder axis) along the protruding direction of cylinder block 28. Cylinder block 28 has cylinder axis C2 inclined forward with respect to the vertical direction. The forward inclination angle of cylinder axis C2 with respect to the vertical direction is, for example, 45 degrees or more, thereby reducing the vertical height of the entire engine E.

[0052] <Motor arrangement> Referring to FIG. 1, the first motor M1 is disposed rearward of the crankcase 27 of the engine E. The first motor M1 is disposed at a height overlapping with the crankcase 27 of the engine E in the up-down direction. The first motor M1 is disposed forward of the pivot frame 8. The first motor M1 is disposed with a rotating shaft 151 aligned in the left-right direction. The rotating shaft 151 of the first motor M1 is disposed at a height overlapping with at least one of the crankshaft 26 and the pivot shaft 17 in the up-down direction. In the drawing, symbol C3 indicates the central axis of the rotating shaft 151 of the first motor M1.

[0053] Also referring to Fig. 2, for example, the first motor M1 is disposed offset to one side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL. In this case, the rear part of the crankcase 27 may be disposed on the inner side of the first motor M1 in the vehicle width direction. A transmission may be housed in the rear part of the crankcase 27. Alternatively, the first motor M1 may be disposed behind the crankcase 27, straddling the vehicle body left-right center CL. In this case, it is easy to increase the size of the first motor M1, and it is easy to ensure the driving force of the motorcycle 1.

[0054] For example, an output shaft 55 coaxial with the rotating shaft 151 is disposed on the left side of the first motor M1. The output shaft 55 is an output part of the drive system S, and outputs a driving force (torque) via the power switching device 31. The output shaft 55 is disposed forward of the pivot shaft 17 at a height overlapping with the pivot shaft 17 in the up-down direction. The output shaft 55 is connected to the rear wheel 4 via, for example, a chain-type transmission mechanism 56. A drive sprocket 56a of the transmission mechanism 56 is supported on the right end of the output shaft 55 so as to be rotatable together therewith.

[0055] The second motor M2 is disposed offset to one side (left side) in the vehicle width direction with respect to the vehicle body left-right center CL. The second motor M2 is provided on the left side of the crankcase 27. The second motor M2 is connected to the left side of the crankshaft 26. The second motor M2 is disposed coaxially with the crankshaft 26 such that the central axis of rotation coincides with that of the crankshaft 26. The second motor M2 is a so-called ACG (AC Generator), and also functions as a starter motor that starts the engine E. In the drawing, reference numeral 251 denotes a rotating shaft of the second motor M2, and reference numeral C4 denotes a central axis of the rotating shaft 251 of the second motor M2.

[0056] <Battery placement> Referring to FIG. 1, a battery 37 that is a power source for the drive system S is disposed in front of the seat 21 and behind the head pipe 6. The battery 37 is disposed above the engine E. The battery 37 is composed of, for example, a plurality of unit batteries 37a (for example, a pair of upper and lower batteries). Each unit battery 37a has the same configuration as the others. Each unit battery 37a has, for example, a rectangular cross section and a prismatic shape (rectangular parallelepiped shape) extending in the longitudinal direction. Each unit battery 37a is disposed with its longitudinal direction facing the front-rear direction of the vehicle, thereby limiting its vertical width. Each unit battery 37a is housed, for example, in an integrated battery box.

[0057] The battery 37 generates a predetermined high voltage (48 - 72V) by connecting a plurality of unit batteries 37a in series. Each unit battery 37a is composed of, for example, a lithium-ion battery as an energy storage capable of charge and discharge. Each unit battery 37a is connected to the PCU 34 via a junction box (distributor) and a contactor (electromagnetic switch). A three-phase cable extends from the PCU 34, and this three-phase cable is connected to the first motor M1.

[0058] The battery 37 of this embodiment is included in the vehicle component 23 in front of the seat 21. The main frame 7 includes a pair of left and right main frame members 7a. The left and right main frame members 7a extend rearward and laterally outward from the head pipe 6. The left and right main frame members 7a are arranged at intervals in the vehicle width direction. The battery 37 is at least partially arranged between the left and right main frame members 7a.

[0059] In the example of FIG. 1, the pair of upper and lower unit batteries 37a are arranged so that they entirely overlap each other when viewed from the vertical direction, but it is not limited to this. For example, the pair of upper and lower unit batteries 37a may have their front and rear positions shifted in accordance with the inclination of the head pipe 6. That is, the lower unit battery 37a may be arranged shifted forward relative to the upper unit battery 37a. Thereby, the space behind the head pipe 6 is effectively utilized.

[0060] Also, in the example of FIG. 1, each unit battery 37a is arranged with its upper and lower surfaces substantially horizontal, but it is not limited to this. For example, each unit battery 37a may be arranged with its upper and lower surfaces inclined downward to the rear. Thereby, the height of the rear part of the battery 37 (the part close to the seat 21) is suppressed, and the sense of openness at the seating position is improved. The battery 37 is located above the engine E. The engine E has its cylinder block 28 greatly tilted forward to reduce the height, making it easier to arrange the battery 37.

[0061] <PCU Arrangement> 1 and 9, the PCU 34 has a rectangular parallelepiped shape and is disposed with one side aligned along the vehicle width direction. The PCU 34 is disposed with upper and lower surfaces 35a, 35b inclined upward toward the rear when viewed from the vehicle width direction (side view). The PCU 34 is disposed with upper and lower surfaces 35a, 35b aligned with the inclination of the rear frame 9 of the body frame 5 when viewed from the vehicle width direction. An item storage box 22 is disposed above and in front of the PCU 34, which can be accessed by opening and closing the seat 21.

[0062] The rear frame 9 includes a pair of left and right rear frame members 9a. The left and right rear frame members 9a are arranged spaced apart from each other in the vehicle width direction. At least a portion of the PCU 34 is arranged between the left and right rear frame members 9a. The PCU 34 is arranged in front of and above the rear wheel 4 at a distance in side view. The PCU 34 is arranged with its inclined lower surface 35b facing the outer circumferential surface of the rear wheel 4 in side view.

[0063] A rear fender 58 is attached to the rear frame 9, spanning between the left and right rear frame members 9a. The rear fender 58 is provided below the rear body cover 19b in a range spanning in front of, above and below the rear wheel 4. The rear fender 58 is disposed at a distance from the outer circumferential surface of the rear wheel 4. The space located below (inner circumferential side) of the rear fender 58 in side view is defined as a wheel house H in which the rear wheel 4 can rotate and swing up and down. The rear frame 9 (left and right rear frame members 9a) is disposed on the outer circumferential side of the wheel house H in side view. The rear frame 9 substantially faces the wheel house H, except for parts such as the rear fender 58 that directly face the wheel house H.

[0064] An opening 58a is formed in the rear fender 58, which exposes a predetermined range of the lower surface 35b of the PCU 34 inside the wheel house H. An exposed portion 35c of the lower surface 35b of the PCU 34, which is exposed inside the wheel house H, is formed along the rear fender 58 and closes the opening 58a of the rear fender 58. The PCU 34 also serves as at least a part of the rear fender 58. A portion of the PCU 34 above the lower surface 35b (i.e., the entire PCU 34) is located above the rear fender 58, and the periphery is covered with a rear body cover 19b.

[0065] The exposed portion 35c is a heat dissipation portion that dissipates heat from heat generating components such as transistors in the PDU 34a. That is, an air current that circulates with the rotation of the rear wheels 4 is generated inside the wheel house H, so the exposed portion 35c exposed inside the wheel house H can effectively dissipate heat generated by the PCU 34. The exposed portion 35c is configured to include a plurality of plate-shaped heat dissipation fins 35c1 along the rotational direction or tangential direction of the rear wheels 4 (plate-shaped plate-shaped perpendicular to the axial direction of the rear wheels 4) on a flat portion along the inner surface of the rear fender 58, for example.

[0066] The left and right side portions of the PCU 34 are supported by the left and right rear frame members 9a, respectively, so that the PCU 34, which is a heavy object, can be stably supported. The PCU 34 is, for example, directly attached to the left and right rear frame members 9a. The term "directly attached" means that the PCU 34 is attached to the left and right rear frame members 9a only via attachment members (brackets, stays, bolts and nuts, etc.).

[0067] The PCU 34 is positioned and attached to the left and right rear frame members 9a. For example, an elastic member such as a spring or rubber may be interposed between the PCU 34 and the left and right rear frame members 9a. In other words, any configuration may be used as long as the PCU 34 returns to its original position by the elastic force of the elastic member (the position of the PCU 34 is uniquely determined). The PCU 34 may be attached to the rear frame 9 via other functional parts (such as the rear fender 58 and the item storage box 22) attached to the rear frame 9. That is, the PCU 34 may be indirectly attached to the rear frame 9.

[0068] As described above, the motorcycle 1 in the above embodiment comprises a first driving motor M1 and engine E that provide driving force to the rear wheel 4, a PCU 34 that controls the first motor M1, and a rear frame 9 that forms part of the body frame 5 and is positioned on the outer periphery of the wheel house H of the rear wheel 4 in a side view, with the PCU 34 attached to the rear frame 9 and comprising a heat dissipation section (exposed section 35c) that dissipates heat generated by the PCU 34, and the heat dissipation section faces the wheel house H and faces the rear wheel 4 from the outer periphery. According to this configuration, the heat dissipation portion of the PCU 34 is exposed to the wheel house H, which is the space on the outer periphery side of the rear wheel 4, and faces the rear wheel 4. Therefore, heat dissipation in the heat dissipation portion is promoted by the airflow caught in the rotation of the tire of the rear wheel 4. This enhances the heat dissipation performance of the heat dissipation portion and therefore the PCU 34, and the cooling performance of the PCU 34 can be improved.

[0069] In the motorcycle 1, the PCU 34 is disposed on the front side of a wheel house H of the rear wheel 4. According to this configuration, the PCU 34, which is a heavy object, is disposed toward the center of the front and rear of the vehicle body, and mass can be concentrated. Also, the front side of the wheel house H of the rear wheel 4 is a position that is not easily exposed to the wind while traveling, but the cooling performance of the PCU 34 disposed in this position can be improved. In the present invention, the PCU 34 may be disposed facing the wheel house of the front wheels 3. In this case, the body cover also serves as the front fender to form the wheel house, and the control device is preferably supported by the body frame inside the body cover.

[0070] In the motorcycle 1, the flat surface of the exposed portion 35c is disposed forward and above the axle 4a of the rear wheel 4, and is inclined so as to be positioned lower toward the front in a side view. According to this configuration, the heat dissipation section located above and in front of the rear wheel 4 is inclined so that it is positioned lower as it approaches the front in a side view (in other words, it is inclined along the tangential direction of the rear wheel 4). This makes it possible to expand the heat dissipation section without bringing it closer to the rear wheel 4, thereby improving the cooling effect of the airflow drawn in by the rear wheel 4. Also, because the heat dissipation section is inclined downward toward the front, water, mud, etc. adhering to the heat dissipation section (the portion exposed to the wheel house H) easily flows down toward the front, thereby suppressing the impact of dirt on the heat dissipation section on cooling performance.

[0071] In the motorcycle 1, the rear frame 9 includes a pair of left and right rear frame members 9a, and left and right side portions of the PCU 34 are supported by the pair of left and right rear frame members 9a, respectively. According to this configuration, the PCU 34, which is a heavy object, is supported at both ends by the left and right rear frame members 9a, thereby making it possible to stably support the PCU 34. Also, the heat dissipation portion of the PCU 34 can be easily exposed toward the outer periphery of the rear wheel 4 from between the left and right rear frame members 9a.

[0072] In the motorcycle 1, the heat dissipating portion (exposed portion 35c) is provided with a heat dissipating fin 35c1 on a facing surface (flat portion) facing the rear wheel 4. According to this configuration, the airflow entrained by the rotation of the rear wheel 4 (tire) hits the heat dissipation fins 35c1, so that the cooling performance of the PCU 34 can be further improved compared to when the heat dissipation portion is flat.

[0073] Moreover, the motorcycle 1 includes an exterior part (rear body cover 19b) that covers the vehicle body, and at least a portion of the PCU 34 is covered by the exterior part. According to this configuration, the PCU 34 is covered by an exterior part of the vehicle body, so that the appearance of the vehicle and the protection of the PCU 34 can be improved.

[0074] The motorcycle 1 further includes a battery 37 that supplies power to the first motor M1. The battery 37 is aligned with the PCU 34 in the vehicle fore-and-aft direction and is disposed at a height that overlaps with the PCU 34 when viewed from the vehicle fore-and-aft direction. According to this configuration, the PCU 34 and the battery 37 are arranged side by side in the vehicle front-rear direction, so that the high-voltage wiring (cable) connecting the PCU 34 and the battery 37 can be routed without bending the wiring significantly in the height direction. This simplifies the routing of the cable and reduces the cable length, thereby reducing costs and weight.

[0075] Second Embodiment Next, a second embodiment of the present invention will be described with reference to FIG. The motorcycle 101 of the second embodiment is particularly different from the first embodiment in the arrangement of the engine E, the first motor M1, the second motor M2, and the battery 37. Other components that are the same as those of the first embodiment are given the same reference numerals and detailed description thereof will be omitted.

[0076] With reference to the drawings, the engine E of the second embodiment has a cylinder block 28 protruding upward from an upper portion of a crankcase 27. The cylinder block 28 has a cylinder axis C2 inclined forward with respect to the vertical direction. The forward inclination angle of the cylinder axis C2 with respect to the vertical direction is set to, for example, less than 45 degrees, thereby suppressing the front-to-rear width of the entire engine E.

[0077] The first motor M1 and the second motor M2 are disposed behind the crankcase 27 of the engine E. The first motor M1 and the second motor M2 are disposed at a height that overlaps with the crankcase 27 of the engine E in the up-down direction. The first motor M1 and the second motor M2 are disposed forward of the pivot frame 8. The first motor M1 and the second motor M2 are disposed with their respective rotation shafts 151, 251 aligned in the left-right direction.

[0078] The first motor M1 and the second motor M2 are arranged vertically, with the first motor M1 on the bottom and the second motor M2 on the top. At least the rotation shaft 151 of the first motor M1 is arranged above the pivot shaft 17. At least the rotation shaft 251 of the second motor M2 is arranged below the pivot shaft 17.

[0079] For example, an output shaft 55 extending in the left-right direction is disposed rearward of the respective rotating shafts 151, 251 of the first motor M1 and the second motor M2. The output shaft 55 is an output section of the drive system S, and outputs a driving force (torque) via the power switching device 31. The output shaft 55 is disposed forward of the pivot shaft 17 at a height overlapping with the pivot shaft 17 in the up-down direction. The output shaft 55 is connected to the rear wheel 4 via, for example, a chain-type transmission mechanism 56. A drive sprocket 56a of the transmission mechanism 56 is supported on the right end of the output shaft 55 so as to be rotatable together therewith.

[0080] The battery 37 is disposed below the front part of the seat 21. The battery 37 is disposed above the second motor M2. The battery 37 is composed of, for example, a plurality of unit batteries 37a (for example, a pair of left and right batteries). Each unit battery 37a is disposed with its longitudinal direction facing the front-rear direction of the vehicle to reduce the vertical width. Each unit battery 37a is housed, for example, in an integrated battery box. In addition,

[0081] In the motorcycle 101 of the second embodiment described above, the PCU 34 is disposed in the same manner as in the first embodiment. That is, the heat dissipation portion of the PCU 34 is exposed to the wheel house H, which is the space on the outer periphery side of the rear wheel 4, and faces the rear wheel 4. Therefore, the airflow caught in the rotation of the tire of the rear wheel 4 promotes heat dissipation in the heat dissipation portion. This improves the heat dissipation performance of the heat dissipation portion and therefore the PCU 34, and improves the cooling performance of the PCU 34.

[0082] The motorcycle 101 further includes a seat 21 on which a rider sits, and the PCU 34 and the battery 37 are arranged side by side in the front-rear direction of the vehicle and disposed below the seat 21. According to this configuration, the PCU 34 and the battery 37 are arranged in a line in the front and rear under the seat 21, so that the PCU 34 and the battery 37 can be arranged close to each other. This allows the high-voltage wiring (cable) connecting the PCU 34 and the battery 37 to be short, facilitating the routing and protection of the cable, and reducing the cost and weight of the cable. In addition, the heavy PCU 34 and the battery 37 are arranged in a concentrated manner near the center of the front and rear of the vehicle body, so that the mass can be concentrated.

[0083] Moreover, the motorcycle 101 includes a second motor M2 provided separately from the first motor M1, and the first motor M1 and the second motor M2 are disposed below the battery 37. According to this configuration, the first motor M1 and the second motor M2 are disposed below the battery 37 toward the center of the vehicle body in the front-rear direction, so that the high-voltage wiring (cables) connecting the first motor M1, the second motor M2, the battery 37, and the PCU 34 can be short, facilitating the routing and protection of the cables and reducing the cost and weight of the cables. In addition, the heavy PCU 34 and the battery 37, as well as the first motor M1 and the second motor M2, are disposed together toward the center of the vehicle body in the front-rear direction, so that the mass can be concentrated.

[0084] The present invention is not limited to the above-described embodiment, and for example, saddle-ride type vehicles include all vehicles on which a driver straddles the vehicle body, including not only motorcycles (including motorized bicycles and scooter-type vehicles), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel) or four-wheeled vehicles (four-wheeled buggies, etc.). Saddle-ride type vehicles include not only vehicles that turn in a direction in which the body is banked, such as motorcycles, but also vehicles that turn by steering the steering wheels without banking the body.

[0085] In the above embodiment, the present invention is applied to a hybrid motorcycle, but it may be applied to various types of saddle-ride type vehicles having two, three, and four wheels and a drive motor. It may also be applied to an electric vehicle that runs only on a drive motor, not limited to a hybrid vehicle having an internal combustion engine. The configurations in the above-described embodiments are merely examples of the present invention, and various modifications are possible without departing from the gist of the present invention, such as replacing the components of the embodiments with well-known components. [Explanation of symbols]

[0086] 1,101 Motorcycles (saddle-type vehicles) 3 Front wheels 4 Rear wheels (wheels, drive wheels) 4a Axle 5 Body frame 9 Rear frame (outer frame) 9a Rear frame member (frame member) 19b Rear body cover (exterior part) 21 sheets 34 PCU (control unit) 35c Exposed part (heat dissipation part) 35c1 Heat sink fin 37 Battery H Wheelhouse E Engine (internal combustion engine) M1 First motor (drive motor) M2 Second motor

Claims

1. a drive motor (M1) for applying a driving force to a drive wheel (4) among the plurality of wheels (3, 4); A control device (34) for controlling the drive motor (M1); A vehicle body frame (5) including a head pipe (6), a main frame (7), a pivot frame (8), and a rear frame (9); A battery (37) for powering the drive motor (M1); A seat (21) on which an occupant sits; a vehicle component (23) having a knee grip portion, located in front of the seat (21) and above the main frame (7); Equipped with the rear frame (9) extends rearward and upward from the pivot frame (8) and is disposed on an outer circumferential side of a wheel house (H) of one of the plurality of wheels (3, 4) in a side view; The control device (34) is attached to the rear frame (9), The control device (34) includes a heat dissipation section (35c) that dissipates heat generated by the control device itself, The heat dissipation portion (35c) faces the wheel from the outer circumferential side toward the wheel house (H), The battery (37) is disposed in front of the seat (21) and behind the head pipe (6) with its longitudinal direction directed in the front-rear direction of the vehicle, The battery (37) is aligned with the control device (34) in the vehicle fore-and-aft direction and is disposed at a height overlapping with the control device (34) when viewed from the vehicle fore-and-aft direction.

2. 2. The saddle-ride type vehicle according to claim 1, wherein the control device (34) is disposed on a front side of the wheel house (H) of a rear wheel (4) of the plurality of wheels (3, 4).

3. 3. The saddle-ride type vehicle according to claim 2, wherein the heat dissipation portion (35c) is disposed forward and above an axle (4a) of the rear wheel (4) and is inclined so as to be positioned lower toward the front in a side view.

4. The rear frame (9) includes a pair of left and right frame members (9a), 4. The saddle-ride type vehicle according to claim 1, wherein left and right side portions of the control device (34) are supported by the pair of left and right frame members (9a), respectively.

5. The saddle-type vehicle according to any one of claims 1 to 4, wherein the heat dissipation portion (35c) is provided with heat dissipation fins (35c1) on a surface facing the wheel (4).

6. An exterior part (19b) for covering a vehicle body is provided; The saddle-ride type vehicle according to any one of claims 1 to 5, wherein at least a portion of the control device (34) is covered by the exterior component (19b).

7. A drive motor (M1) that provides a driving force to a drive wheel (4) among a plurality of wheels (3, 4); A control device (34) for controlling the drive motor (M1); A vehicle body frame (5) including a head pipe (6), a main frame (7), a pivot frame (8), and a rear frame (9); A battery (37) for powering the drive motor (M1); A seat (21) on which an occupant sits; a vehicle component (23) having a knee grip portion, located in front of the seat (21) and above the main frame (7); Equipped with the rear frame (9) extends rearward and upward from the pivot frame (8) and is disposed on an outer circumferential side of a wheel house (H) of one of the plurality of wheels (3, 4) in a side view; The control device (34) is attached to the rear frame (9), The control device (34) includes a heat dissipation section (35c) that dissipates heat generated by the control device itself, The heat dissipation portion (35c) faces the wheel from the outer circumferential side toward the wheel house (H), The battery (37) is disposed below a front portion of the seat (21) with a longitudinal direction thereof oriented in the front-rear direction of the vehicle, The battery (37) is aligned with the control device (34) in the vehicle fore-and-aft direction and is disposed at a height overlapping with the control device (34) when viewed from the vehicle fore-and-aft direction.

8. A second motor (M2) is provided separately from the drive motor (M1), The saddle-ride type vehicle according to claim 1 or 7, wherein the drive motor (M1) and the second motor (M2) are disposed below the battery (37).

Images