Leaning vehicle

Abstract

A portion (48) that, in a leaning vehicle (1), extends from a power-assisted turbocharger unit-side end (45) of a high-voltage harness (40) for an electrically-assisted turbocharger to a motor-generator control device-side end (46), is arranged such that, in a vehicle front view, a length (Lh1) from a lower end to an upper end in the vehicle vertical direction is greater than a length (Lw1) from a left end to a right end in the vehicle lateral direction, and in a vehicle side view, a length (Lh1) from the lower end to the upper end in the vehicle vertical direction is greater than a length from a front end to a rear end (Ll1) in the vehicle longitudinal direction. Alternatively, in a vehicle top view, a length (Ll2) from the front end to the rear end in the vehicle longitudinal direction is arranged so as to be greater than a length (Lw2) from the left end to the right end in the vehicle lateral direction, and in a vehicle side view, the length (Ll2) from the front end to the rear end in the vehicle longitudinal direction is arranged so as to be greater than a length (Lh2) from the upper end to the lower end in the vehicle vertical direction.

Description

Lean vehicle

[0001] The present invention relates to a lean vehicle equipped with an electrically assisted turbocharger.

[0002] Conventionally, a motorcycle having an engine and a turbocharger has been disclosed, as in Patent Document 1. The turbocharger is driven by exhaust gas discharged from the engine and compresses the intake air, thereby sending more air into the engine, thereby achieving high power and torque.

[0003] Patent Document 2 discloses an automobile equipped with an engine and an electrically assisted turbocharger including an electric motor. The electrically assisted turbocharger drives the turbocharger using the electric motor in addition to exhaust gases emitted from the engine. This allows for high power output and torque, and improves the engine's response characteristics to accelerator operation.

[0004] WO 2020 / 217656 German Patent Application Publication No. 102012004394

[0005] It is conceivable to equip a lean vehicle such as a motorcycle with an electrically assisted turbocharger. The electrically assisted turbocharger is driven by a motor-generator that generates electricity from the engine crankshaft. The electrically assisted turbocharger and the motor-generator are electrical components that operate at high voltage. Electrical components that operate at high voltage tend to be large. A high-voltage harness for the electrically assisted turbocharger, which connects the electrically assisted turbocharger, the motor-generator, and at least one control device that controls these devices, is thick and difficult to bend, and therefore tends to be long. However, increasing the length of the high-voltage harness increases the resistance of the high-voltage harness itself. Furthermore, lean vehicles are more compact than automobiles. Furthermore, lean vehicles are wired with, for example, cooling water piping, fuel piping, and low-voltage harnesses. Therefore, the placement of the electrically assisted turbocharger is often restricted in lean vehicles. To provide a lean vehicle equipped with an electrically assisted turbocharger, it is necessary to simplify the routing of the high-voltage harness for the electrically assisted turbocharger while taking into account other pipes and harnesses.

[0006] To provide a lean vehicle equipped with an electrically assisted turbocharger, which facilitates the routing of a thick high-voltage harness for the electrically assisted turbocharger while preventing the high-voltage harness for the electrically assisted turbocharger operating at high voltage from becoming long.

[0007] (1) A lean vehicle according to one embodiment of the present invention has the following configuration: a body frame that leans to the right when turning right and to the left when turning left, an engine having a crankshaft, a motor generator configured to generate electricity using the rotational force of the crankshaft, a turbocharger configured to compress intake air sent to the engine using a compressor disposed on the same rotational axis as a turbine driven by exhaust gas discharged from the engine, and an electrically assisted turbocharger including an electric motor configured to rotate the rotational axis of the turbocharger using electrical energy generated by the motor generator, at least one control device that controls the motor generator and the electric motor that rotates the rotational axis of the electrically assisted turbocharger, and a high-voltage harness for an electrically assisted turbocharger that connects the motor generator, the electric motor of the electrically assisted turbocharger, and the at least one control device, and provides electrical energy from the motor generator to the electric motor of the electrically assisted turbocharger. a high-voltage harness for the electric assist turbocharger connecting the motor generator unit and the electric assist turbocharger unit, the high-voltage harness for the electric assist turbocharger including a portion connecting the motor generator control device of the motor generator unit and the electric assist turbocharger control device of the electric assist turbocharger unit, and a portion connecting the electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit when the electric assist turbocharger is configured as a separate unit from the electric assist turbocharger unit;The portion of the high-voltage harness for the electrically assisted turbocharger from the electrically assisted turbocharger unit side end to the motor generator control device side end is arranged so that (i) when viewed from the front of the vehicle, the length from the lower end to the upper end in the vehicle vertical direction is longer than the length from the left end to the right end in the vehicle left-right direction, and when viewed from the side of the vehicle, the length from the lower end to the upper end in the vehicle vertical direction is longer than the length from the front end to the rear end in the vehicle longitudinal direction, or (ii) when viewed from the top of the vehicle, the length from the front end to the rear end in the vehicle longitudinal direction is longer than the length from the left end to the right end in the vehicle left-right direction, and when viewed from the side of the vehicle, the length from the front end to the rear end in the vehicle longitudinal direction is longer than the length from the top end to the bottom end in the vehicle vertical direction.

[0008] According to this configuration, the portion of the high-voltage harness for the electric assist turbocharger from the end on the electric assist turbocharger unit side to the end on the motor generator unit control device side is arranged so that, when viewed from the front of the vehicle, the length from the bottom to the top in the vehicle vertical direction is longer than the length from the left to the right in the vehicle left-right direction, and, when viewed from the side of the vehicle, the length from the bottom to the top in the vehicle vertical direction is longer than the length from the front to the rear in the vehicle longitudinal direction. Alternatively, the portion of the high-voltage harness for the electric assist turbocharger from the end on the electric assist turbocharger unit side to the end on the motor generator unit control device side is arranged so that, when viewed from the top of the vehicle, the length from the front to the rear in the vehicle longitudinal direction is longer than the length from the left to the right in the vehicle left-right direction, and, when viewed from the side of the vehicle, the length from the front to the rear in the vehicle longitudinal direction is longer than the length from the top to the bottom in the vehicle vertical direction. Here, in a lean vehicle, the length in the vehicle transverse direction is shorter than both the length in the vehicle up-down direction and the length in the vehicle longitudinal direction. In other words, the portion of the high-voltage harness for the electric assist turbocharger from the motor generator control device end to the electric assist turbocharger unit end is arranged using a space in the vehicle up-down direction that is longer than the vehicle left-right direction of a lean vehicle when viewed from the front of the vehicle, or a space in the vehicle fore-and-aft direction that is longer than the vehicle left-and-right direction of a lean vehicle when viewed from the side of the vehicle. This reduces the overall length of the high-voltage harness for the electric assist turbocharger, thereby reducing the resistance of the high-voltage harness for the electric assist turbocharger itself. Furthermore, because the length of the portion of the high-voltage harness for the electric assist turbocharger from the motor generator control device end to the electric assist turbocharger unit end in the vehicle up-down direction and the vehicle fore-and-aft direction is longer than the length in the vehicle left-and-right direction when viewed from the top of the vehicle, this allows for flexibility in the positioning of the motor generator unit and the electric assist turbocharger unit in the vehicle left-and-right direction, allowing for the arrangement of the thick portion of the high-voltage harness for the electric assist turbocharger from the motor generator control device end to the electric assist turbocharger unit end, making routing easier.As a result, it is possible to provide a lean vehicle equipped with an electrically assisted turbocharger that facilitates the routing of a thick high-voltage harness for the electrically assisted turbocharger while preventing the high-voltage harness for the electrically assisted turbocharger, which operates at high voltage, from becoming too long.

[0009] (2) A lean vehicle according to one embodiment of the present invention may have the following configuration in addition to the configuration described in (1) above: In a front view of the lean vehicle, the end of the high-voltage harness for the electric assist turbocharger on the motor generator control device side is closer to the center of the lean vehicle in the left-right direction and higher in the vehicle up-down direction than the end of the electric assist turbocharger unit side.

[0010] With this configuration, the motor-generator control device side end is located higher and closer to the center of the vehicle in the left-right direction than the electric assist turbocharger unit side end. This makes it easier to arrange the electric assist turbocharger unit in a space below the motor-generator control device side end in the vehicle vertical direction and away from the center of the vehicle in the left-right direction on the left or right side of the vehicle in a lean vehicle. This allows for freedom in the left-right position of the electric assist turbocharger unit relative to the motor-generator unit, making it possible to arrange the thick high-voltage harness for the electric assist turbocharger from the motor-generator control device side end to the electric assist turbocharger unit side end, making routing easier.

[0011] (3) A lean vehicle according to one embodiment of the present invention may have the following configuration in addition to the configuration described in (1) or (2) above: In the lean vehicle having at least one front wheel and in a stationary state, the motor generator control device side end of the high-voltage harness for the electrically assisted turbocharger is located above an upper end of the at least one front wheel in the vehicle vertical direction, and the upper end of the electric motor of the electrically assisted turbocharger is located below an upper end of the at least one front wheel in the vehicle vertical direction.

[0012] With this configuration, because there is at least one front wheel, there is more free space above the upper end of the at least one front wheel than below the upper end of the at least one front wheel in the vehicle vertical direction. The motor generator control device included in the motor generator unit is larger in size than the electric motor of the electric assist turbocharger. By arranging the motor generator control device, which is connected to the motor generator unit side end of the high-voltage harness for the electric assist turbocharger and is larger in size than the electric motor of the electric assist turbocharger, in the space above the upper end of the at least one front wheel in the vehicle vertical direction, where there is relatively more free space, it becomes easier to route the thick high-voltage harness for the electric assist turbocharger.

[0013] (4) A lean vehicle according to one embodiment of the present invention may have the following configuration in addition to any one of the configurations (1) to (3) above: The electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit are configured as separate entities, and at least a portion of the electric assist turbocharger control device is located in a position in the vehicle longitudinal direction rearward of the rearmost end of the electric motor of the electric assist turbocharger in the vehicle longitudinal direction.

[0014] With this configuration, at least a part of the electrically assisted turbocharger control device is disposed behind the rearmost end of the electric motor of the electrically assisted turbocharger in the longitudinal direction of the vehicle. By disposing the electrically assisted turbocharger control device in the space behind the electric motor of the electrically assisted turbocharger in the longitudinal direction of the vehicle on a lean vehicle, which is longer in the longitudinal direction than in the lateral direction of the vehicle, it becomes easier to route a thick high-voltage harness for the electrically assisted turbocharger.

[0015] (5) A lean vehicle according to one embodiment of the present invention may have the following configuration in addition to any one of the configurations (1) to (4) above: The electric assist turbocharger of the electric assist turbocharger unit and the electric assist turbocharger control device are configured as separate entities, and at least a portion of the electric assist turbocharger control device is located forward in the vehicle longitudinal direction from the front end of the motor generator control device.

[0016] With this configuration, at least a portion of the electrically assisted turbocharger control device is located forward in the vehicle longitudinal direction of the front end of the motor generator control device. By locating the electrically assisted turbocharger control device using the space in front of the motor generator control device in the vehicle longitudinal direction in a lean vehicle that is longer in the vehicle longitudinal direction than in the vehicle lateral direction, it becomes easier to route a thick high-voltage harness for the electrically assisted turbocharger.

[0017] (6) A lean vehicle according to one embodiment of the present invention may have the following configuration in addition to any one of the configurations (1) to (4) above: The electric assist turbocharger of the electric assist turbocharger unit and the electric assist turbocharger control device are configured separately, and at least a portion of the electric assist turbocharger control device is located behind the rearmost end of the motor generator control device in the vehicle longitudinal direction.

[0018] With this configuration, at least a portion of the electrically assisted turbocharger control device is located behind the rearmost end of the motor-generator control device in the vehicle longitudinal direction. By locating the electrically assisted turbocharger control device in the space behind the motor-generator control device in the vehicle longitudinal direction in a lean vehicle that is longer in the vehicle longitudinal direction than in the vehicle lateral direction, it becomes easier to route a thick high-voltage harness for the electrically assisted turbocharger.

[0019] In the present invention and the embodiments, the vehicle up-down direction is the direction perpendicular to a horizontal plane when the lean vehicle is placed upright on the horizontal plane. The vehicle left-right direction is the left-right direction for a rider riding on the lean vehicle. The vehicle front-rear direction is the direction perpendicular to the vehicle up-down direction and the vehicle left-right direction, and is the front-rear direction for a rider riding on the lean vehicle. The vehicle forward direction is the direction in which the lean vehicle travels straight.

[0020] In the present invention and the embodiments, the body frame tilting to the right of the vehicle means that the body frame tilts to the right of the vehicle relative to the vertical direction of the vehicle. In other words, it means that the upper part of the body frame tilts so that it is positioned further to the right of the vehicle than the lower part. The definition of the body frame tilting to the left of the vehicle is the same as above.

[0021] In the present invention and its embodiments, the engine may be a single-cylinder engine having one combustion chamber, a multi-cylinder engine having multiple combustion chambers, a parallel multi-cylinder engine having multiple combustion chambers aligned in the left-right direction of the vehicle, or a V-type engine having a front cylinder section having at least one combustion chamber and a rear cylinder section disposed rearward of the front cylinder section.

[0022] In the present invention and the embodiments, the lean vehicle may be, for example, a motorcycle or a three-wheeled motor vehicle having one or two front wheels. In the present invention and the embodiments, the lean vehicle may or may not have an electric motor that generates driving force that is transmitted to the drive wheels without passing through the engine crankshaft. In the present invention and the embodiments, a stationary lean vehicle refers to a lean vehicle that is not moving, is stopped, and is not tilted in the left-right direction.

[0023] In the present invention and in the embodiments, the at least one control device includes a motor-generator control device and an electrically assisted turbocharger control device. The motor-generator control device controls the power generation state of a motor-generator having a power generation function. The electrically assisted turbocharger control device controls the torque and rotation speed of an electric motor of the electrically assisted turbocharger.

[0024] In the present invention and embodiments, the motor-generator unit includes a motor-generator and a motor-generator control device. In the present invention and embodiments, the motor-generator and the motor-generator control device may be configured separately or integrally. When the motor-generator and the motor-generator control device are configured integrally, the motor-generator and the motor-generator control device are disposed, for example, on a side surface or top surface in the left-right direction of the engine. In the present invention and embodiments, the electric-assist turbocharger unit includes an electric-assist turbocharger and an electric-assist turbocharger control device. The electric-assist turbocharger and the electric-assist turbocharger control device may be configured integrally or separately. When the electric-assist turbocharger and the electric-assist turbocharger control device are configured integrally, the electric-assist turbocharger control device may be disposed above or below the electric-assist turbocharger in the vertical direction of the vehicle, to the left or right of the electric-assist turbocharger in the left-right direction of the vehicle, or in front or behind the electric-assist turbocharger in the longitudinal direction of the vehicle. In the present invention and embodiments, the motor-generator may be disposed on the crankshaft or on an axis different from the crankshaft that is parallel to the crankshaft. In the present invention and in the embodiments, a capacitor may be connected between the motor generator unit and the electrically assisted turbocharger unit. In this case, at least a portion of the electrical energy generated by the motor generator may be stored in the capacitor. In the present invention and in the embodiments, the electric motor included in the electrically assisted turbocharger may have a power generation function. In this case, the motor generator may be driven using at least a portion of the electrical energy generated by the electric motor included in the electrically assisted turbocharger. Furthermore, when a capacitor is connected between the motor generator unit and the electrically assisted turbocharger unit, at least a portion of the electrical energy generated by the electric motor included in the electrically assisted turbocharger may be stored in the capacitor.

[0025] In the present invention and in the embodiments, the high-voltage harness for the electrically assisted turbocharger connects the motor generator unit and the motor generator control device. Specifically, the high-voltage harness for the electrically assisted turbocharger includes a portion that connects the motor generator control device of the motor generator unit and the electrically assisted turbocharger control device of the electrically assisted turbocharger unit, and a portion that connects the electrically assisted turbocharger and the electrically assisted turbocharger control device when the electrically assisted turbocharger unit is configured separately. Furthermore, in the present invention and the embodiments, the high-voltage harness for the electrically assisted turbocharger includes a portion that connects the motor generator and the motor generator control device of the motor generator unit. Note that in the present embodiment, the high-voltage harness for the electrically assisted turbocharger may have an orange exterior.

[0026] In the present invention and the embodiments, the electric assist turbocharger unit side end of the high-voltage harness for an electric assist turbocharger means the end of the high-voltage harness for an electric assist turbocharger connected to the electric assist turbocharger when the electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit are configured separately.In the present invention and the embodiments, the electric assist turbocharger unit side end of the high-voltage harness for an electric assist turbocharger means the end of the high-voltage harness for an electric assist turbocharger connected to the electric assist turbocharger control device when the electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit are configured as an integrated unit.In the present invention and the embodiments, the motor generator control device side end means the end of the high-voltage harness for an electric assist turbocharger connected to the motor generator control device.

[0027] In the present invention and the embodiments, the length from the top to the bottom in the vehicle vertical direction of the portion of the high-voltage harness for an electric assist turbocharger from the electric assist turbocharger unit side end to the motor generator control device side end in a front or side view of the vehicle refers to the length in the vehicle vertical direction between a plane passing through the topmost end of the portion of the high-voltage harness for an electric assist turbocharger from the electric assist turbocharger unit side end to the motor generator control device side end and a plane passing through the bottommost end in the vehicle vertical direction. The length from the left end to the right end in the vehicle horizontal direction of the portion of the high-voltage harness for an electric assist turbocharger from the electric assist turbocharger unit side end to the motor generator control device side end in a front view of the vehicle refers to the length in the vehicle horizontal direction between a plane passing through the leftmost end in the vehicle horizontal direction of the portion of the high-voltage harness for an electric assist turbocharger from the electric assist turbocharger unit side end to the motor generator control device side end and a plane passing through the rightmost end in the vehicle horizontal direction. The length from the front end to the rear end in the longitudinal direction of the vehicle, as viewed from the side of the vehicle, of the portion of the high-voltage harness for the electric assist turbocharger from the end on the electric assist turbocharger unit side to the end on the motor generator control device side is the length in the longitudinal direction of the vehicle between a plane passing through the frontmost end in the longitudinal direction of the portion of the high-voltage harness for the electric assist turbocharger from the end on the electric assist turbocharger unit side to the end on the motor generator control device side and a plane passing through the rearmost end in the longitudinal direction of the vehicle.

[0028] In the present invention and embodiments, "at least a portion of the electrically assisted turbocharger control device is located forward of the front end of the motor-generator control device in the longitudinal direction of the vehicle" means that, in a top view of the vehicle, at least a portion of the electrically assisted turbocharger control device is located forward of the front end of the motor-generator control device in the longitudinal direction of the vehicle, regardless of the position in the vertical or horizontal direction of the vehicle. In the present invention and embodiments, "at least a portion of the electrically assisted turbocharger control device is located rearward of the rear end of the motor-generator control device in the longitudinal direction of the vehicle, regardless of the position in the vertical or horizontal direction of the vehicle."

[0029] In the present invention and the embodiments, the terms including, comprising, having, and their derivatives are used to encompass additional items in addition to the listed items and their equivalents. In the present invention and the embodiments, the terms mounted, connected, coupled, and supported are used broadly to specifically include not only direct mounting, connection, coupling, and support, but also indirect mounting, connection, coupling, and support. Furthermore, connected and coupled are not limited to physical or mechanical connections / couplings; they also include direct or indirect electrical connections / couplings.

[0030] Unless otherwise defined, all terms (including technical and scientific terms) used in the present specification and claims have the same meaning as commonly understood by those skilled in the art to which this invention belongs. Terms, such as those defined in commonly used dictionaries, should be interpreted to have a meaning consistent with the meaning in the context of the relevant technology and this disclosure, and should not be interpreted in an idealized or overly formal sense.

[0031] It should be noted that in this specification, the term "may" is non-exclusive. "may" means "may, but is not limited to." In this specification, "may" implicitly includes the possibility that "may not."

[0032] Before describing the embodiments of the present invention in detail, it should be understood that the present invention is not limited to the details of construction and arrangement of components set forth in the following description or illustrated in the drawings. The present invention may be practiced in embodiments other than those described below. The present invention may also be practiced in embodiments incorporating various modifications of the embodiments described below. Furthermore, the present invention may be practiced by appropriately combining the embodiments and modifications described below.

[0033] According to the lean vehicle of the present invention, it is possible to mount an electric assist turbocharger by simplifying the routing of a thick high-voltage harness for the electric assist turbocharger while preventing the high-voltage harness for the electric assist turbocharger, which operates at high voltage, from becoming too long.

[0034] Fig. 1 is a schematic diagram showing an example of a lean vehicle according to a first embodiment of the present invention; Fig. 2 is a schematic diagram showing another example of a lean vehicle according to the first embodiment of the present invention; Fig. 3 is a schematic diagram showing yet another example of a lean vehicle according to the first embodiment of the present invention; Fig. 4 is a schematic diagram showing an example of a lean vehicle according to a second embodiment of the present invention;

[0035] Arrows F, Re, U, D, L, and R shown in Figures 1 to 5 represent the forward, rearward, upward, downward, leftward, and rightward directions of the vehicle, respectively.

[0036] <First Embodiment> A lean vehicle 1 according to a first embodiment of the present invention will be described below with reference to the schematic diagrams of FIGS. 1 to 4. FIG. 1 shows two examples, (a) and (b), of a lean vehicle according to the first embodiment. Note that FIG. 1 shows the lean vehicle 1 according to the first embodiment in a stationary state. The left view of FIG. 1(a) is a front view of the lean vehicle 1 according to the first embodiment, and the right view of FIG. 1(a) is a side view of the lean vehicle 1 according to the first embodiment. The left view of FIG. 1(b) is a top view of the lean vehicle 1 according to the first embodiment, and the right view of FIG. 1(b) is a side view of the lean vehicle 1 according to the first embodiment.

[0037] The lean vehicle 1 has a body frame 2. The body frame 2 leans to the right of the vehicle when turning right, and leans to the left of the vehicle when turning left. The lean vehicle 1 has an engine 10. The engine 10 has a crankshaft 16. The engine 10 has at least one combustion chamber (not shown). The at least one combustion chamber is connected to an intake path 17 and an exhaust path 18. Air supplied to the at least one combustion chamber flows through the intake path 17. The intake path 17 is formed by an intake pipe or the like. Exhaust gas discharged from the at least one combustion chamber flows through the exhaust path 18. The exhaust path 18 is formed by an exhaust pipe or the like. The lean vehicle 1 has pipes that form part of the intake path 17 and the exhaust path 18, as well as various other pipes and wiring (not shown).

[0038] The lean vehicle 1 has a motor-generator unit 20. The motor-generator unit 20 includes a motor-generator 21 and a motor-generator control device 22. The motor-generator 21 is configured to generate electricity using the rotational force of the crankshaft 16. In the example of FIG. 1 , the motor-generator 21 is disposed on the crankshaft 16. The motor-generator 21 may also be disposed on an axis different from the crankshaft 16 that is parallel to the crankshaft 16 so as to be capable of transmitting power. The motor-generator control device 22 controls the motor-generator 21. The motor-generator control device 22 is configured integrally with or separate from the motor-generator 21. The motor-generator control device 22 is one of at least one control device that controls the motor-generator 21 and an electric motor 33 that rotates a rotating shaft 32b of an electrically assisted turbocharger 31 (described later).

[0039] The lean vehicle 1 has an electric assist turbocharger unit 30. The electric assist turbocharger unit 30 includes an electric assist turbocharger 31 and an electric assist turbocharger control device 34. The electric assist turbocharger 31 includes a turbocharger 32 and an electric motor 33. A portion of the intake path 17 is formed inside the turbocharger 32. A portion of the exhaust path 18 is formed inside the turbocharger 32. The turbocharger 32 is configured to compress intake air to be sent to the engine 10 using a compressor 32c disposed on the same rotary shaft 32b as a turbine 32a driven by exhaust gas discharged from the engine 10. An intercooler 35 that cools the air compressed by the turbocharger 32 is provided in the intake path 17. A throttle valve 36 that adjusts the amount of air supplied to at least one combustion chamber is provided in the intake path 17. The electric motor 33 is configured to be able to rotate the rotary shaft 32b of the turbocharger 32 by utilizing the electric energy generated by the motor generator 21. The electric assist turbocharger control device 34 controls the electric motor 33 of the electric assist turbocharger 31. The electric assist turbocharger control device 34 is configured integrally with or separate from the electric assist turbocharger 31. The electric assist turbocharger control device 34 is one of at least one control device that controls the motor generator 21 and the electric motor 33 that rotates the rotary shaft 32b of the electric assist turbocharger 31.

[0040] The lean vehicle 1 has an electric assist turbocharger high-voltage harness 40. The electric assist turbocharger high-voltage harness 40 connects the motor generator unit 20 and the electric assist turbocharger unit 30. Specifically, the electric assist turbocharger high-voltage harness 40 connects the motor generator 21, the electric motor 33 of the electric assist turbocharger 31, and at least one control device, that is, the motor generator control device 22 and the electric assist turbocharger control device 34. The electric assist turbocharger high-voltage harness 40 provides electric energy from the motor generator 21 to the electric motor 33 of the electric assist turbocharger 31. The electric assist turbocharger high-voltage harness 40 includes a portion 42 that connects the motor generator control device 22 of the motor generator unit 20 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30. Furthermore, the high-voltage harness 40 for the electric assist turbocharger includes a portion 41 that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34 when the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured as separate entities. Furthermore, the high-voltage harness 40 for the electric assist turbocharger includes a portion 43 that connects the motor generator 21 and the motor generator control device 22 when the motor generator 21 and the motor generator control device 22 of the motor generator unit 20 are configured as separate entities. In the example of Figure 1, the motor generator 21 and the motor generator control device 22 of the motor generator unit 20 are configured as separate entities. Furthermore, in the example of Figure 1, the electric assist turbocharger 31 and the electric assist turbocharger control device 34 are configured as separate entities.

[0041] The electric assist turbocharger high-voltage harness 40 has an electric assist turbocharger unit side end 45 and a motor generator control device side end 46. When the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured separately, the electric assist turbocharger unit side end 45 is the end of the electric assist turbocharger high-voltage harness 40 to which the electric assist turbocharger 31 is connected. When the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured integrally, the electric assist turbocharger unit side end 45 is the end of the electric assist turbocharger high-voltage harness 40 to which the electric assist turbocharger control device 34 is connected. The motor generator control device side end 46 is the end of the electric assist turbocharger high-voltage harness 40 to which the motor generator control device 22 is connected. When the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured as separate entities, the section 48 of the electric assist turbocharger high-voltage harness 40 from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46 includes a section 41 connecting the electric assist turbocharger 31 and the electric assist turbocharger control device 34, and a section 42 connecting the motor generator control device 22 and the electric assist turbocharger control device 34. The section 48 of the electric assist turbocharger high-voltage harness 40 from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46 is routed as in the example of Figure 1(a) or Figure 1(b).

[0042] As shown in the left diagram of Figure 1(a), the portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46, is arranged so that the length Lh1 from the bottom to the top in the vehicle vertical direction, when viewed from the front of the vehicle, is longer than the length Lw1 from the left to right end in the vehicle left and right direction. Furthermore, as shown in the right diagram of Figure 1(a), the portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46, is arranged so that the length Lh1 from the bottom to the top in the vehicle vertical direction, when viewed from the side of the vehicle, is longer than the length Ll1 from the front to rear end in the vehicle longitudinal direction. The left diagram in Fig. 1(a) shows a rectangle that passes through the upper, lower, left, and right ends of a portion 48 from the electrically-assisted turbocharger unit end 45 to the motor-generator control device end 46 in the vehicle vertical direction, and that is parallel to the vehicle vertical direction and the vehicle left-right direction. The right diagram in Fig. 1(a) shows a rectangle that passes through the upper, lower, front, and rear ends of a portion 48 from the electrically-assisted turbocharger unit end 45 to the motor-generator control device end 46 in the vehicle vertical direction, and that is parallel to the vehicle vertical direction and the vehicle front-rear direction.

[0043] Alternatively, the portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46, is arranged so that the length Ll2 from the front end to the rear end in the vehicle longitudinal direction is longer than the length Lw2 from the left end to the right end in the vehicle transverse direction, as shown in the left diagram of Fig. 1(b). Furthermore, the portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46, is arranged so that the length Ll2 from the front end to the rear end in the vehicle longitudinal direction is longer than the length Lh2 from the top end to the bottom end in the vehicle vertical direction, as shown in the right diagram of Fig. 1(b). The left diagram of Fig. 1(b) shows a rectangle that passes through the front end, rear end, left end, and right end of portion 48 from electric assist turbocharger unit side end 45 to motor generator control device side end 46 in the vehicle vertical direction, and is parallel to the vehicle longitudinal direction and the vehicle transverse direction. The right diagram of Fig. 1(b) shows a rectangle that passes through the upper end, lower end, front end, and rear end of portion 48 from electric assist turbocharger unit side end 45 to motor generator control device side end 46 in the vehicle vertical direction, and is parallel to the vehicle longitudinal direction and the vehicle transverse direction.

[0044] As shown in the left diagram of Figure 1(a), when viewed from the front of a stationary lean vehicle 1, the motor generator control device side end 46 of the high voltage harness 40 for the electric assist turbocharger is closer to the center of the lean vehicle 1 in the left-right direction and is located higher in the vehicle vertical direction than the electric assist turbocharger unit side end 45.

[0045] The lean vehicle 1 has at least one front wheel 3. In the example of FIG. 1, there is one at least one front wheel 2, but there may be multiple front wheels. As shown in the right diagrams of FIG. 1(a) and 1(b), when viewed from the front of the lean vehicle 1 in a stationary state, the motor generator control device side end 46 of the high-voltage harness 40 for the electric assist turbocharger is positioned so as to be located above the upper end of at least one front wheel 2 in the vehicle vertical direction. Furthermore, the electric motor 33 of the electric assist turbocharger 31 is positioned so that its upper end is located below the upper end of at least one front wheel 2 in the vehicle vertical direction. The right diagrams of FIG. 1(a) and 1(b) show a plane P that passes through the upper end of at least one front wheel 2 and is perpendicular to the vehicle vertical direction.

[0046] Furthermore, as shown in the example of FIG. 1( a), when the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured as separate entities, at least a portion of the electric assist turbocharger control device 34 may be disposed in a position rearward in the vehicle longitudinal direction from the rearmost end of the electric motor 33 of the electric assist turbocharger 31. In the right diagram of FIG. 1( a), a plane that passes through the rearmost end of the electric motor 33 in the vehicle longitudinal direction and is perpendicular to the vehicle longitudinal direction is indicated by a two-dot chain line. In this case, the motor generator control device 22 and the electric assist turbocharger control device 34 can be housed in the fuel tank 7 provided in the lean vehicle 1. Because the fuel tank 7 has relatively ample space, it is easy to arrange the motor generator control device 22 and the electric assist turbocharger control device 34.

[0047] 1(a) and 1(b), in the case where the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 are configured as separate entities, at least a portion of the electric assist turbocharger control device 34 is located forward in the vehicle longitudinal direction of the front end of the motor generator control device 22. In the right diagram of FIG. 1(a) and the right diagram of FIG. 1(b), a plane that passes through the front end of the motor generator control device 22 in the vehicle longitudinal direction and is perpendicular to the vehicle longitudinal direction is shown by a two-dot chain line.

[0048] 1(b), the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured as separate entities, and the electric assist turbocharger control device 34 is disposed in a position forward in the vehicle longitudinal direction of the rearmost end in the vehicle longitudinal direction of the electric motor 33 of the electric assist turbocharger 31. In this case, the motor generator control device 22 is disposed on the vehicle body frame 2. Furthermore, the electric assist turbocharger control device 34 is disposed on the vehicle body frame 2, and, if the lean vehicle 1 is equipped with a cowl (not shown), is housed in the cowl.

[0049] 1(a) and 1(b), the motor generator control device 22 and the electric assist turbocharger control device 34 are disposed in the center of the lean vehicle 1 in the left-right direction. Furthermore, the motor generator 21 is disposed on the left side of the vehicle, and the electric motor 33 of the electric assist turbocharger 31 is disposed on the right side of the vehicle. As shown in the example of FIGS. 2(a) and 2(b), the motor generator 21 may be disposed on the left side of the vehicle, and the electric motor 33 of the electric assist turbocharger 31 may be disposed on the left side of the vehicle.

[0050] In the example of FIG. 1 , the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 are configured separately. However, as shown in the example of FIG. 3 , the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 may be configured as an integrated unit. The example of FIG. 3 shows an example in which the electric assist turbocharger control device 34 is disposed on the side of the electric assist turbocharger 31. FIG. 3( a) is a front view showing a modified example of the lean vehicle 1 of the first embodiment. FIG. 3( b) is a top view showing a modified example of the lean vehicle 1 of the first embodiment. When the electric assist turbocharger high-voltage harness 40 is configured as an integrated unit with the electric assist turbocharger 31 and the electric assist turbocharger control device 34, a portion 48 of the electric assist turbocharger high-voltage harness 40 from the electric assist turbocharger unit side end 45 to the motor generator control device side end 46 includes only a portion 42 connecting the motor generator control device 22 and the electric assist turbocharger control device 34. 3A shows a rectangle that passes through the upper, lower, left, and right ends of portion 48 from electric assist turbocharger unit end 45 to motor generator control device end 46 in the vehicle vertical direction, and is parallel to the vehicle vertical direction and the vehicle left-right direction. FIG. 3B shows a rectangle that passes through the left, right, front, and rear ends of portion 48 from electric assist turbocharger unit end 45 to motor generator control device end 46 in the vehicle vertical direction, and is parallel to the vehicle left-right direction and the vehicle fore-aft direction.

[0051] In the example of FIG. 1 , the motor generator 21 and the motor generator control device 22 of the motor generator unit 20 are configured separately. However, as shown in the example of FIG. 4 , the motor generator 21 and the motor generator control device 22 of the motor generator unit 20 may be configured as an integrated unit. The example of FIG. 4 shows an example in which the motor generator 21 is provided on the crankshaft 16 of the engine 10, and the motor generator control device 22 is disposed on the upper surface of the rear part of the motor generator 21 and configured as an integrated unit. FIG. 4( a) is a side view showing one modified example of the lean vehicle 1 of the first embodiment. FIG. 4( b) is a top view showing another modified example of the lean vehicle 1 of the first embodiment. The modified example of FIG. 4( a) is an example in which the electric assist turbocharger 31 and the electric assist turbocharger control device 34 of the electric assist turbocharger unit 30 are configured as separate units. In the case of the modified example of Figure 4(a), a portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from an end 45 on the electric assist turbocharger unit side to an end 46 on the motor generator control device side, includes a portion 41 that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34, and a portion 42 that connects the motor generator control device 22 and the electric assist turbocharger control device 34. The modified example of Figure 4(b) is an example in which the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 are integrally configured. In the case of the modified example of Figure 4(b), a portion 48 of the high-voltage harness 40 for the electric assist turbocharger, from an end 45 on the electric assist turbocharger unit side to an end 46 on the motor generator control device side, includes a portion 42 that connects the motor generator control device 22 and the electric assist turbocharger control device 34. Note that Figure 4 shows a rectangle that passes through the upper end, lower end, front end, and rear end of the portion 48 from the electrically assisted turbocharger unit side end 45 in the vertical direction of the vehicle to the motor generator control device side end 46, and is parallel to the vertical direction of the vehicle and also parallel to the fore-and-aft direction of the vehicle.

[0052] Second Embodiment Next, a lean vehicle 1 according to a second embodiment of the present invention will be described with reference to the schematic diagram of Fig. 5. The lean vehicle 1 according to the second embodiment has all of the configurations of the first embodiment. Fig. 5(a) is a side view of the lean vehicle 1 according to the second embodiment, and Fig. 5(b) is a side view of the lean vehicle 1 according to the second embodiment. Note that Fig. 5 shows the lean vehicle 1 according to the second embodiment in a stationary state.

[0053] The example in FIG. 5( a) shows a case where the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 are integrally configured. The example in FIG. 5( b) shows a case where the electric assist turbocharger 31 of the electric assist turbocharger unit 30 and the electric assist turbocharger control device 34 are separately configured. As shown in the examples in FIGS. 5( a) and 5(b), at least a portion of the electric assist turbocharger control device 34 is located rearward of the rearmost end of the motor-generator control device 22 in the vehicle longitudinal direction. In the right diagram in FIG. 5( a) and FIG. 5(b), a two-dot chain line indicates a plane that passes through the rearmost end of the motor-generator control device 22 in the vehicle longitudinal direction and is perpendicular to the vehicle longitudinal direction. Note that FIG. 5 shows a rectangle that passes through the upper end, lower end, front end, and rear end of a portion 48 from the electric assist turbocharger unit side end 45 to the motor-generator control device side end 46 in the vehicle vertical direction, and is parallel to the vehicle vertical direction and the vehicle longitudinal direction.

[0054] Furthermore, in the first and second embodiments, the electric motor 33 of the electrically assisted turbocharger 31 and the turbocharger 32 are configured as separate bodies, and the rotation shaft of the electric motor 33 of the electrically assisted turbocharger 31 is arranged on an axis different from the rotation shaft 32b of the turbocharger 32 that is parallel to the rotation shaft 32b of the turbocharger 32. The electric motor 33 of the electrically assisted turbocharger 31 may be configured as a separate body from or integral with the turbocharger 32, and the rotation shaft of the electric motor 33 of the electrically assisted turbocharger 31 may be arranged on the rotation shaft 32b of the turbocharger 32.

[0055] 1: lean vehicle, 2: vehicle body frame, 10: engine, 16: crankshaft, 20: motor generator unit, 21: motor generator, 22: motor generator control device, 30: electrically assisted turbocharger unit, 31: electrically assisted turbocharger, 32: turbocharger, 32a: turbine, 32b: rotating shaft, 32c: compressor, 33: electric motor, 34: electrically assisted turbocharger control device, 40: high-voltage harness for turbocharger, 45: electrically assisted turbocharger unit side end, 46: motor generator control device side end, 48: section of the electrically assisted turbocharger high-voltage harness from the electrically assisted turbocharger unit side end to the motor generator control device side end

Claims

1. An electric assisted turbocharger including: a vehicle body frame that leans to the right when turning right and to the left when turning left; an engine having a crankshaft; a motor generator configured to generate electricity by the rotational force of the crankshaft; a turbocharger configured to compress intake air sent to the engine by a compressor arranged on the same rotational shaft as a turbine driven by exhaust gas discharged from the engine, and an electric motor configured to rotate the rotational shaft of the turbocharger using electric energy generated by the motor generator; at least one control device that controls the motor generator and the electric motor that rotates the rotational shaft of the electric assisted turbocharger; and a high-voltage harness for an electric assisted turbocharger that connects the motor generator, the electric motor of the electric assisted turbocharger, and the at least one control device to provide electric energy from the motor generator to the electric motor of the electric assisted turbocharger, an electric assisted turbocharger unit including an electric assisted turbocharger control device that controls the electric motor of the electric assisted turbocharger and is configured integrally with or separately from the electric assisted turbocharger,The high-voltage harness for the electric assisted turbocharger that connects the motor generator unit and the electric assisted turbocharger unit includes a portion that connects the motor generator control device of the motor generator unit and the electric assisted turbocharger control device of the electric assisted turbocharger unit, and a portion that connects the electric assisted turbocharger and the electric assisted turbocharger control device when the electric assisted turbocharger unit is configured separately, and the portion of the high-voltage harness for the electric assisted turbocharger from the electric assisted turbocharger unit side end to the motor generator control device side end is arranged such that: (i) in a front view of the vehicle, the length from the lower end to the upper end in the vehicle vertical direction is longer than the length from the left end to the right end in the vehicle lateral direction, and in a side view of the vehicle, the length from the lower end to the upper end in the vehicle vertical direction is longer than the length from the front end to the rear end in the vehicle longitudinal direction, or (ii) A lean vehicle characterized in that, when viewed from above the vehicle, the length from the front end to the rear end in the fore-and-aft direction of the vehicle is longer than the length from the left end to the right end in the left-and-right direction of the vehicle, and, when viewed from the side of the vehicle, the length from the front end to the rear end in the fore-and-aft direction of the vehicle is longer than the length from the top end to the bottom end in the up-and-down direction of the vehicle.

2. The lean vehicle described in claim 1, characterized in that the end of the high voltage harness for the electric assisted turbocharger on the motor generator control device side is closer to the center of the lean vehicle in the left-right direction and higher in the vehicle vertical direction than the end of the electric assisted turbocharger unit side.

3. A lean vehicle as described in claim 1 or 2, characterized in that, when viewed from the front of the lean vehicle in a stationary state, the end of the motor generator control device side of the high-voltage harness for the electric assisted turbocharger is located above the upper end of the at least one front wheel in the vertical direction of the vehicle, and the upper end of the electric motor of the electric assisted turbocharger is located below the upper end of the at least one front wheel in the vertical direction of the vehicle.

4. A lean vehicle as described in any one of claims 1 to 3, characterized in that the electric assisted turbocharger and the electric assisted turbocharger control device of the electric assisted turbocharger unit are configured separately, and at least a part of the electric assisted turbocharger control device is located in a position rearward in the vehicle longitudinal direction from the rearmost end of the electric motor of the electric assisted turbocharger in the vehicle longitudinal direction.

5. A lean vehicle as described in any one of claims 1 to 4, characterized in that the electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit are configured separately, and at least a part of the electric assist turbocharger control device is located forward in the vehicle fore-and-aft direction from the front end of the motor generator control device.

6. A lean vehicle as described in any one of claims 1 to 4, characterized in that the electric assist turbocharger and the electric assist turbocharger control device of the electric assist turbocharger unit are configured separately, and at least a part of the electric assist turbocharger control device is located behind the rear end of the motor generator control device in the vehicle fore-and-aft direction.

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