Leaning vehicle

Abstract

In a vehicle side view, an electrically-assisted turbocharger control device (34) or an electrically-assisted turbocharger (32) included in a leaning vehicle (1) is disposed so that at least a part thereof faces forward in the vehicle front-rear direction from a front end surface (11f) of a cylinder part (11), and a motor-generator control device (22) or the electrically-assisted turbocharger control device (34) is disposed so that a part thereof faces rearward in the vehicle front-rear direction from a rear end surface (11r) of the cylinder part (11). At least a part of either a portion (42) of a high-voltage harness (40) for an electrically-assisted turbocharger that connects an electrically-assisted turbocharger control device (34) and a motor-generator control device (22), or a portion (41) that connects the electrically-assisted turbocharger (31) and the electrically-assisted turbocharger control device (34), is disposed in a space that is above the lowermost end of a crankcase portion (12) and below the uppermost end of the cylinder portion (11) in the vehicle vertical direction, and is inside the maximum width of the crankcase portion (12) and outside the cylinder part (11) in the vehicle left-right 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. There is also a demand for greater freedom in designing the vertical placement of a motor-generator control device that controls a motor-generator that is relatively large in size.

[0006] To provide a lean vehicle equipped with an electrically assisted turbocharger, which can increase the degree of freedom in designing the placement of a motor generator control device in the vertical direction of the vehicle while preventing the high-voltage harness for the electrically assisted turbocharger, which operates at high voltage, from becoming long and facilitating the routing of a thick high-voltage harness for the electrically assisted turbocharger.

[0007] (1) A lean vehicle according to one embodiment of the present invention has the following configuration: an engine having a body frame that leans to the right when turning right and to the left when turning left, a cylinder section that defines at least one cylinder hole, the cylinder section being arranged so that at least one cylinder axis that is the center axis of the at least one cylinder hole is parallel to the up-down direction of the vehicle or oblique to the up-down direction of the vehicle, and a crankcase section that houses a crankshaft that rotates around an axis that is along the left-right direction of the vehicle, a motor generator configured to be able to generate electricity using the rotational force of the crankshaft, a turbocharger configured to compress intake air to be sent to the engine by a compressor that is arranged on the same rotational axis as a turbine that is 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 front a high-voltage harness for an electric assist turbocharger that connects the motor generator, the electric motor of the electric assist turbocharger, and the at least one control device to provide electric energy from the motor generator to the electric motor of the electric assist turbocharger, wherein the at least one control device includes a motor generator control device that controls at least the motor generator, and an electric assist turbocharger control device that controls the electric motor of the electric assist turbocharger and is configured as either an integral part or a separate part from the electric assist turbocharger, wherein (i) in a side view of the vehicle, the electric assist turbocharger control device is disposed in front of a front end surface of the cylinder section in the vehicle longitudinal direction so that at least a portion of it faces the front end surface of the cylinder section, and the motor generator control device is disposed behind a rear end surface of the cylinder section in the vehicle longitudinal direction so that at least a portion of it faces the rear end surface of the cylinder section,At least a part of the portion of the high-voltage harness for the electrically assisted turbocharger that connects the electrically assisted turbocharger control device and the motor generator control device is arranged in a space that is above the lowermost end of the crankcase section and below the uppermost end of the cylinder section in the vehicle up-down direction, and is inside the maximum width of the crankcase section in the vehicle left-right direction and outside the cylinder section, or (ii) the electrically assisted turbocharger is arranged so that at least a part of it faces the front end face of the cylinder section in the vehicle front-rear direction, in front of the front end face of the cylinder section in the vehicle front-rear direction, as viewed in the cylinder axial direction. and the electrically assisted turbocharger control device is disposed behind the rear end face of the cylinder section in the vehicle longitudinal direction, so that at least a portion of the electrically assisted turbocharger control device faces the rear end face of the cylinder section in the vehicle longitudinal direction, and at least a portion of the portion of the electrically assisted turbocharger high voltage harness that connects the electrically assisted turbocharger and the electrically assisted turbocharger control device is disposed in a space above the bottom end of the crankcase section in the vehicle vertical direction and below the top end of the cylinder section, inward from the maximum width of the crankcase section in the vehicle left-right direction and outward from the cylinder section.

[0008] According to this configuration, the electrically assisted turbocharger control device is disposed in front of the front end face of the cylinder section in the vehicle longitudinal direction so as to face the front end face of the cylinder section, and the motor generator control device is disposed behind the rear end face of the cylinder section in the vehicle longitudinal direction so as to face the rear end face of the cylinder section. This allows the electrically assisted turbocharger control device and the motor generator control device to be spaced apart in the vehicle longitudinal direction of the cylinder section. Also, a portion of the electrically assisted turbocharger high-voltage harness connecting the electrically assisted turbocharger control device and the motor generator control device is disposed in a space above the bottom end of the crankcase section in the vehicle vertical direction and below the top end of the cylinder section, inward from the maximum width of the crankcase section in the vehicle transverse direction and outward from the cylinder section. Alternatively, the electrically assisted turbocharger is disposed in front of the front end face of the cylinder section in the vehicle longitudinal direction so as to face the front end face of the cylinder section, and the electrically assisted turbocharger control device is disposed behind the rear end face of the cylinder section in the vehicle longitudinal direction so as to face the rear end face of the cylinder section. This allows the electrically assisted turbocharger and the electrically assisted turbocharger control device to be spaced apart in the vehicle longitudinal direction of the cylinder section. Furthermore, the portion of the high-voltage harness for the electric assist turbocharger that connects the electric assist turbocharger and the electric assist turbocharger control device is arranged in a space that is above the bottom end of the crankcase portion and below the top end of the cylinder portion in the vehicle vertical direction, and that is inside the maximum width of the crankcase portion in the vehicle left-right direction and outside the cylinder portion. Here, the length of a lean vehicle in the vehicle left-right direction is shorter than the length in the vehicle up-down direction and the length in the vehicle front-rear direction. In other words, the portion of the high-voltage harness for the electric assist turbocharger that connects the motor generator control device and the electric assist turbocharger control device, or the portion of the high-voltage harness for the electric assist turbocharger that connects the electric assist turbocharger and the electric assist turbocharger control device, is arranged using the space around the cylinder portion and crankcase that is created by the difference in the lengths of the cylinder portion and the crankcase portion in the vehicle left-right direction.This reduces the overall length of the high-voltage harness for the electric assist turbocharger, thereby reducing the resistance of the high-voltage harness itself. Furthermore, the high-voltage wires for the electric assist turbocharger are routed along the longitudinal direction of the vehicle, utilizing the space created by the difference in the lengths of the cylinder section and the crankcase section in the transverse direction of the vehicle, making it easier to route a thick high-voltage harness for the electric turbocharger. Furthermore, the motor-generator control device can be positioned using the space in the vertical direction of the vehicle behind the cylinder section in the longitudinal direction of the vehicle. As a result, it is possible to provide a lean vehicle equipped with an electric assist turbocharger that can reduce the length of the high-voltage harness for the electric assist turbocharger, which operates at high voltage, while facilitating the routing of a thick high-voltage harness for the electric assist turbocharger and increasing the design freedom for the vertical positioning of the motor-generator control device.

[0009] (2) In addition to the configuration of (1) above, a lean vehicle according to one embodiment of the present invention may have the following configuration: At least a portion of the motor generator control device is located behind or at the same position as the motor generator in the front-to-rear direction of the vehicle.

[0010] With this configuration, the motor-generator control device can be located behind the motor generator in the longitudinal direction of the vehicle, or at the same position, which allows for greater design freedom in the vertical positioning of the motor-generator control device, making it possible to provide a lean-fuel vehicle equipped with an electrically assisted turbocharger.

[0011] (3) In addition to the configuration of (1) or (2), a lean vehicle according to one embodiment of the present invention may have the following configuration: An upper portion of at least one of the cylinder axes of the cylinder section in the vertical direction of the vehicle is located forward of a lower portion in the longitudinal direction of the vehicle.

[0012] With this configuration, since the cylinder section is tilted toward the front of the vehicle, it is easy to create space in the vertical direction of the vehicle, so the motor-generator control device can be placed using that space in the vertical direction of the vehicle, increasing the design freedom for the placement of the motor-generator control device in the vertical direction of the vehicle.

[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 are configured separately, the electric assist turbocharger control device and the motor generator control device are configured integrally, the electric assist turbocharger is disposed in front of the cylinder unit in the longitudinal direction of the vehicle when viewed in the cylinder axial direction, and the electric assist turbocharger control device configured integrally with the motor generator control device is disposed behind the cylinder unit in the longitudinal direction of the vehicle, and at least a part of a portion of the electric assist turbocharger high-voltage harness that connects the electric assist turbocharger and the electric assist turbocharger control device is disposed in a space that is above the bottom end of the crankcase unit in the vertical direction of the vehicle and below the top end of the cylinder unit, and that is inside the maximum width of the crankcase unit in the left-right direction of the vehicle and outside the cylinder unit.

[0014] According to this configuration, the electric assist turbocharger control device and the motor generator control device are integrally configured. The electric assist turbocharger integrally configured with the motor generator control device is disposed in front of the cylinder unit in the vehicle longitudinal direction, and the electric assist turbocharger control device is disposed behind the cylinder unit in the vehicle longitudinal direction. As a result, the electric assist turbocharger integrally configured with the motor generator control device and the electric assist turbocharger control device are disposed apart in the vehicle longitudinal direction of the cylinder unit. Furthermore, a portion of the high-voltage harness for the electric assist turbocharger that connects the electric assist turbocharger and the electric assist turbocharger control device is disposed in a space above the bottom end of the crankcase unit in the vehicle vertical direction and below the top end of the cylinder unit, inward from the maximum width of the crankcase unit in the vehicle lateral direction and outward from the cylinder unit. Here, a lean vehicle has a length in the vehicle lateral direction that is shorter than its length in the vehicle vertical direction and its length in the vehicle lateral direction. In other words, the portion of the high-voltage harness for the electric assist turbocharger that connects the electric assist turbocharger and the electric assist turbocharger control device, which are integrally formed with the motor-generator control device, is arranged by utilizing the space around the cylinder section and crankcase section that is created by the difference in the lengths of the cylinder section and the crankcase section in the left-right direction of the vehicle. Furthermore, because the electric assist turbocharger control device and the motor-generator control device are integrally formed, a high-voltage harness for the electric assist turbocharger that connects the electric assist turbocharger control device and the motor-generator control device is not required. This makes it possible to reduce the overall length of the high-voltage harness for the electric assist turbocharger and reduce the resistance of the high-voltage harness for the electric assist turbocharger itself. Furthermore, because the high-voltage wires for the electric assist turbocharger are routed along the fore-and-aft direction of the vehicle by utilizing the space created by the difference in the lengths of the cylinder section and the crankcase section in the left-and-right direction of the vehicle, it becomes easier to route a thick high-voltage harness for the electric turbocharger.Furthermore, the motor generator control device, which is configured integrally with the electrically assisted turbocharger control device, can be disposed using the space in the vertical direction of the vehicle behind the cylinder portion in the longitudinal direction of the vehicle.

[0015] 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.

[0016] 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.

[0017] In the present invention and the embodiments, the engine may be a single-cylinder engine having one cylinder bore, or a multi-cylinder engine having multiple cylinder bores. The engine may be a parallel multi-cylinder engine having multiple cylinder bores aligned in the left-right direction of the vehicle. The engine may be a V-type engine having a front cylinder section having at least one cylinder bore and a rear cylinder section disposed rearward of the front cylinder section. The rear cylinder section may or may not be included in the cylinder section of the present invention. Note that in the present invention and the embodiments, the cylinder section includes a cylinder head section and a cylinder body section.

[0018] In the present invention and its embodiments, the cylinder bore forms a combustion chamber with the piston disposed in the cylinder bore and the cylinder head portion. When the cylinder portion forms multiple cylinder bores, the multiple cylinder axes, which are the central axes of the multiple cylinder bores, are parallel to one another. In the present invention and its embodiments, the cylinder axis is not a line segment that exists only in the region where the cylinder bore exists, but a straight line that extends infinitely.

[0019] In the present invention and the embodiments, the rotation axis of the crankshaft is aligned with the left-right direction of the vehicle. The rotation axis of the crankshaft may be parallel to the left-right direction of the vehicle when the lean vehicle is in an upright position.

[0020] In the present invention and the embodiments, at least a portion of the cylinder section is disposed above the crankcase section in the vehicle vertical direction. In the present invention and the embodiments, the maximum width of the crankcase section in the vehicle left-right direction is greater than the maximum width of the cylinder section in the vehicle left-right direction. In other words, a space is generated inward from the maximum width of the crankcase section and outward from the cylinder section in the vehicle left-right direction.

[0021] 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.

[0022] 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.

[0023] In the present invention and embodiments, the at least one control device includes an electric assist turbocharger control device 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 may be disposed, for example, on the side or top of the engine. In the present invention and embodiments, 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 lateral 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 embodiments, a capacitor may be connected between the motor generator control device and the electric assist turbocharger control device. In this case, at least a portion of the electrical energy generated by the motor generator may be stored in a capacitor. In the present invention and its 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 control device and the electrically assisted turbocharger control device, 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.

[0024] In the present invention and in the embodiments, the high-voltage harness for the electrically assisted turbocharger connects the motor generator control device 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 and the electrically assisted turbocharger control device. Furthermore, in the present invention and in 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, and a portion that connects the electrically assisted turbocharger and the electrically assisted turbocharger control device when they are configured separately. Note that in the present embodiment, the high-voltage harness for the electrically assisted turbocharger may have an orange exterior.

[0025] In the present invention and the embodiments, "arranging at least a portion of the electrically assisted turbocharger control device so as to face the front end face of the cylinder section in front of the front end face of the cylinder section in the vehicle longitudinal direction" means that the electrically assisted turbocharger control device, which is forward of the front end face of the cylinder section in the vehicle longitudinal direction, is arranged so as to overlap with the front end face of the cylinder section in the vehicle longitudinal direction. This also includes the electrically assisted turbocharger control device being arranged in front of the rearmost end of the front end face of the cylinder section in the vehicle longitudinal direction and rearward of the foremost end of the cylinder section in the vehicle longitudinal direction. In the present invention and the embodiments, "arranging at least a portion of the motor generator control device so as to face the rear end face of the cylinder section in the vehicle longitudinal direction" means that the motor generator control device, which is rear of the rear end face of the cylinder section in the vehicle longitudinal direction, is arranged so as to overlap with the rear end face of the cylinder section in the vehicle longitudinal direction. This also includes the electrically assisted turbocharger control device being arranged rearward of the foremost end of the front end face of the cylinder section in the vehicle longitudinal direction. The front end surface of the cylinder portion is a surface extending from the lower end of the cylinder body portion connected to the crankcase portion 12 in the vehicle front direction as viewed from the side of the vehicle to the upper end of the cylinder head portion in the vehicle front direction. Similarly, the rear end surface of the cylinder portion is a surface extending from the lower end of the cylinder body portion connected to the crankcase portion 12 in the vehicle rear direction as viewed from the side of the vehicle to the upper end of the cylinder head portion in the vehicle rear direction. The front end surface and the rear end surface of the cylinder portion may be flat or curved, and may be formed by a plurality of continuous surfaces. In the present invention and the embodiments, "the upper part of at least one cylinder axis in the vehicle vertical direction is located forward of the lower part in the vehicle longitudinal direction" means that when at least one cylinder axis is divided into an upper part and a lower part by a plane perpendicular to the vehicle vertical direction, the upper part of at least one cylinder axis is located forward of the lower part of at least one cylinder axis in the vehicle longitudinal direction.

[0026] 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.

[0027] 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.

[0028] 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."

[0029] 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.

[0030] According to the lean vehicle of the present invention, it is possible to mount an electric assist turbocharger by preventing the high-voltage harness for the electric assist turbocharger, which operates at high voltage, from becoming too long, facilitating the routing of a thick high-voltage harness for the electric assist turbocharger, and increasing the design freedom for the vertical placement of the motor generator control device in the vehicle.

[0031] It is a schematic diagram showing an example of a lean vehicle according to a first embodiment of the present invention. It is a schematic diagram showing another example of a lean vehicle according to the first embodiment of the present invention. It is a schematic diagram showing yet another example of a lean vehicle according to the first embodiment of the present invention. It is a schematic diagram showing an example of a lean vehicle according to a second embodiment of the present invention.

[0032] Arrows F, Re, U, D, L, and R shown in Figures 1 to 4 represent the forward, rearward, upward, downward, leftward, and rightward directions of the vehicle, respectively.

[0033] <First Embodiment> A lean-fuel vehicle 1 according to a first embodiment of the present invention will be described below with reference to Fig. 1. Fig. 1 shows two examples, (a) and (b), of the lean-fuel vehicle according to the first embodiment. The upper view of Fig. 1(a) is a schematic side view of the lean-fuel vehicle 1 according to the first embodiment, and the lower view of Fig. 1(a) is a schematic view of the engine 10 of the lean-fuel vehicle 1 according to the first embodiment, as viewed in the cylinder axial direction. The upper view of Fig. 1(b) is a schematic side view of the lean-fuel vehicle 1 according to the first embodiment, and the lower view of Fig. 1(b) is a schematic view of the engine 10 of the lean-fuel vehicle 1 according to the first embodiment, as viewed in the cylinder axial direction.

[0034] The lean-back vehicle 1 has a body frame 2. The body frame 2 leans to the right when turning right and to the left when turning left. The lean-back vehicle 1 has an engine 10. The engine 10 has a cylinder section 11 and a crankcase section 12. The cylinder section 11 defines at least one cylinder bore (not shown). The center line of the at least one cylinder bore is defined as at least one cylinder axis Cy. The cylinder section 11 is arranged so that the at least one cylinder axis Cy is parallel to the vertical direction of the vehicle or oblique to the vertical direction of the vehicle. The crankcase section 12 has a crankshaft 16 that rotates around an axis along the left-right direction of the vehicle. The at least one cylinder bore of the cylinder section 11 defines 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 at least one combustion chamber flows through the exhaust path 18. The exhaust path 18 is formed by an exhaust pipe, etc. The lean-fuel 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).

[0035] The lean vehicle 1 has a motor generator 21 and a motor generator control device 22. The motor generator 21 is configured to be able to generate electricity using the rotational force of the crankshaft 16. In the example of FIG. 1 , the motor generator 21 is arranged on the crankshaft 16. The motor generator 21 may also be arranged on an axis different from the crankshaft 16 that is parallel to the crankshaft 16 so as to be able to transmit 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 rotary shaft 32b of an electrically assisted turbocharger 31 (described later).

[0036] The lean-fuel vehicle 1 has 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 rotate the rotary shaft 32b of the turbocharger 32 using electrical 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 as an integral part of 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, which will be described later.

[0037] The lean vehicle 1 has a high-voltage harness 40 for the electric assist turbocharger. The high-voltage harness 40 for the electric assist turbocharger 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 high-voltage harness 40 for the electric assist turbocharger provides electric energy from the motor generator 21 to the electric motor 33 of the electric assist turbocharger 31. The high-voltage harness 40 for the electric assist turbocharger includes a portion 42 that connects the electric assist turbocharger control device 34 and the motor-generator control device 22. The high-voltage harness 40 for the electric assist turbocharger also includes a portion 41 that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34 in the case where the electric assist turbocharger 31 and the electric assist turbocharger control device 34 are configured separately. Furthermore, the electrically assisted turbocharger high-voltage harness 40 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 are configured as separate entities. In the example of Fig. 1, the motor generator 21 and the motor generator control device 22 are configured as separate entities. In the example of Fig. 1, the electrically assisted turbocharger 31 and the electrically assisted turbocharger control device 34 are configured as separate entities.

[0038] The high-voltage harness 40 for the electric assist turbocharger has a portion 41 that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34. The high-voltage harness 40 for the electric assist turbocharger has a portion 42 that connects the electric assist turbocharger control device 34 and the motor generator control device 22. The high-voltage harness 40 for the electric assist turbocharger has a portion 43 that connects the motor generator 21 and the motor generator control device 22. The motor generator 21, the motor generator control device 22, the electric assist turbocharger 31, the electric assist turbocharger control device 34, and the high-voltage harness 40 for the electric assist turbocharger are arranged as in the example of FIG. 1( a) or FIG. 1(b).

[0039] 1(a), in a side view of the vehicle, the electrically assisted turbocharger control device 34 is disposed in front of a front end surface 11f of the cylinder portion 11 in the vehicle longitudinal direction, so that at least a portion of the electric assist turbocharger control device 34 faces the front end surface 11f of the cylinder portion 11 in the vehicle longitudinal direction. Furthermore, in a side view of the vehicle, the motor generator control device 22 is disposed behind a rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction, so that at least a portion of the electric assist turbocharger control device 34 faces the rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction. As shown in the lower view of FIG. 1(a), at least a portion of a portion 42 of the electrically assisted turbocharger high-voltage harness 40 that connects the electrically assisted turbocharger control device 34 and the motor generator control device 22 is disposed in a space that is above the bottom end of the crankcase portion 12 and below the top end of the cylinder portion 11 in the vehicle vertical direction, and is inside the maximum width of the crankcase portion 12 and outside the cylinder portion 11 in the vehicle left-right direction.

[0040] 1(b), in a side view of the vehicle, the electrically assisted turbocharger 31 is disposed in front of a front end face 11f of the cylinder section 11 in the vehicle longitudinal direction, so that at least a portion of the electrically assisted turbocharger control device 34 faces the front end face 11f of the cylinder section 11 in the vehicle longitudinal direction. Furthermore, in a side view of the vehicle, the electrically assisted turbocharger control device 34 is disposed behind a rear end face 11r of the cylinder section 11 in the vehicle longitudinal direction, so that at least a portion of the electrically assisted turbocharger control device 34 faces the rear end face 11r of the cylinder section 11 in the vehicle longitudinal direction. As shown in the lower view of FIG. 1(b), at least a portion of a portion 41 of the electrically assisted turbocharger high-voltage harness 40 that connects the electrically assisted turbocharger 31 and the electrically assisted turbocharger control device 34 is disposed in a space that is above the bottom end of the crankcase section 12 and below the top end of the cylinder section 11 in the vehicle vertical direction, and that is inside the maximum width of the crankcase section 12 and outside the cylinder section 11 in the vehicle left-right direction.

[0041] As shown in FIG. 1, at least a portion of the motor-generator control device 22 is located behind or at the same position as the motor-generator 21 in the longitudinal direction of the vehicle.

[0042] As shown in FIG. 1, the upper portion of at least one cylinder axis Cy of the cylinder portion 11 in the vertical direction of the vehicle is located forward of the lower portion in the longitudinal direction of the vehicle.

[0043] In the example of FIG. 1 , the electric assist turbocharger 31 and the electric assist turbocharger control device 34 are configured separately. However, as shown in FIG. 2( a), the electric assist turbocharger 31 and the electric assist turbocharger control device 34 may be configured integrally. FIG. 2( a) is a diagram showing one modified example of the lean-fuel vehicle 1 of the first embodiment. The upper view of FIG. 2( a) is a schematic side view showing one modified example of the lean-fuel vehicle 1 of the first embodiment. The lower view of FIG. 2( a) is a schematic view of the engine 10 showing one modified example of the lean-fuel vehicle 1 of the first embodiment, viewed in the cylinder axial direction. In this case, as shown in the upper view of FIG. 2( a), in a side view of the vehicle, the electric assist turbocharger control device 34 is disposed in front of the front end surface 11 f of the cylinder portion 11 in the vehicle longitudinal direction, so that at least a portion of the electric assist turbocharger control device 34 faces the front end surface 11 f of the cylinder portion 11 in the vehicle longitudinal direction. Furthermore, in a side view of the vehicle, the motor generator control device 22 is arranged behind the rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction, so that at least a portion of it faces the rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction. As shown in the lower diagram of Figure 2(a), at least a portion of a portion 42 of the high-voltage harness 40 for the electrically assisted turbocharger that connects the electrically assisted turbocharger control device 34 and the motor generator control device 22 is arranged in a space above the bottom end of the crankcase portion 12 in the vehicle vertical direction and below the top end of the cylinder portion 11, in a space inside the maximum width of the crankcase portion 12 and outside the cylinder portion 11 in the vehicle left-right direction.

[0044] In the example of FIG. 1 , the motor generator 21 and the motor generator control device 22 are configured as separate entities. However, as shown in FIG. 2( b), the motor generator 21 and the motor generator control device 22 may be configured as an integrated unit. FIG. 2( b) shows another modified example of the lean-fuel vehicle 1 of the first embodiment. The upper view of FIG. 2( b) is a schematic side view showing another modified example of the lean-fuel vehicle 1 of the first embodiment. The lower view of FIG. 2( b) is a schematic view of the engine 10 showing another modified example of the lean-fuel vehicle 1 of the first embodiment, viewed in the cylinder axial direction. In this case, as shown in the upper view of FIG. 2( b), in a side view of the vehicle, the electrically assisted turbocharger 31 is disposed forward of the front end surface 11f of the cylinder portion 11 in the vehicle longitudinal direction so that at least a portion of the electrically assisted turbocharger 31 faces the front end surface 11f of the cylinder portion 11 in the vehicle longitudinal direction. Furthermore, in a side view of the vehicle, the electrically assisted turbocharger control device 34 is disposed rearward of the rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction so that at least a portion of the electrically assisted turbocharger control device 34 faces the rear end surface 11r of the cylinder portion 11 in the vehicle longitudinal direction. As shown in the lower diagram of Figure 2(b), at least a part of the portion 41 of the high-voltage harness 40 for the electrically assisted turbocharger that connects the electrically assisted turbocharger 31 and the electrically assisted turbocharger control device 34 is arranged in a space that is above the bottom end of the crankcase portion 12 in the vertical direction of the vehicle and below the top end of the cylinder portion 11, and that is inside the maximum width of the crankcase portion 12 in the left-right direction of the vehicle and outside the cylinder portion 11.

[0045] In the example of Fig. 1, the motor generator control device 22 is disposed in the center of the lean vehicle 1 in the left-right direction. The motor generator control device 22 may be disposed on the left or right side of the vehicle. Also, in the example of Fig. 1, most of the electrically assisted turbocharger control device 34 is disposed on the left side of the lean vehicle 1. As shown in the example of Fig. 3(a), it may be disposed on the right side of the lean vehicle 1.

[0046] In the example of FIG. 1, the motor generator 21 and the electric motor 33 of the electric assist turbocharger 31 are disposed on the left side of the vehicle. However, as shown in the examples of FIGS. 3(a) to 3(c), 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 right side of the vehicle. Also, the motor generator 21 may be disposed on the right 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. Note that FIG. 3(a) is a modified example of FIGS. 1(a) and 2(a). FIG. 3(b) is a modified example of FIG. 1(b). FIG. 3(c) is a modified example of FIG. 2(b).

[0047] Second Embodiment Next, a lean vehicle 1 according to a second embodiment of the present invention will be described with reference to Fig. 4. The lean vehicle 1 according to the second embodiment has all of the configurations of the first embodiment. Fig. 4 is a schematic diagram of the lean vehicle 1 according to the second embodiment. The upper diagram of Fig. 4 is a schematic diagram showing a side view of the lean vehicle 1 according to the second embodiment, and the lower diagram of Fig. 4 is a schematic diagram of the engine 10 of the lean vehicle 1 according to the second embodiment as viewed in the cylinder axis direction.

[0048] As shown in Fig. 4, the electrically assisted turbocharger 31 and the electrically assisted turbocharger control device 34 are configured as separate entities. The motor generator 21 and the motor generator control device 22 are configured as separate entities. The electrically assisted turbocharger control device 34 and the motor generator control device 22 are configured as an integrated unit.

[0049] As shown in the upper diagram of Figure 4, in a side view of the vehicle, the electrically assisted turbocharger 31 is disposed in front of the front end face 11f of the cylinder section 11 in the vehicle longitudinal direction, so that at least a portion of it faces the front end face 11f of the cylinder section 11 in the vehicle longitudinal direction. Furthermore, in a side view of the vehicle, the electrically assisted turbocharger control device 34, which is formed integrally with the motor generator control device 22, is disposed behind the rear end face 11r of the cylinder section 11 in the vehicle longitudinal direction, so that at least a portion of it faces the rear end face 11r of the cylinder section 11 in the vehicle longitudinal direction. As shown in the lower diagram of Figure 4, at least a portion of a portion 41 of the electrically assisted turbocharger high-voltage harness 40, which connects the electrically assisted turbocharger 31 and the electrically assisted turbocharger control device 34, is disposed in a space above the bottom end of the crankcase section 12 and below the top end of the cylinder section 11 in the vehicle vertical direction, inward from the maximum width of the crankcase section 12 and outward from the cylinder section 11 in the vehicle left-right direction.

[0050] In the first embodiment, as shown by the solid lines in the lower views of Figures 1(a) and 2(a), the portion 42 of the high-voltage harness 40 for the electric assist turbocharger that connects the electric assist turbocharger control device 34 and the motor generator control device 22 may be arranged to pass to the left of the cylinder portion 11 in the vehicle left-right direction. Alternatively, as shown by the dashed lines in the lower views of Figures 1(a) and 2(a), the portion 42 of the high-voltage harness 40 for the electric assist turbocharger that connects the electric assist turbocharger control device 34 and the motor generator control device 22 may be arranged to pass to the right of the cylinder portion 11 in the vehicle left-right direction.

[0051] Furthermore, in the first and second embodiments, as shown by the solid lines in Figures 1(b), 2(b), and the lower diagram of Figure 4, the portion 41 of the high-voltage harness 40 for the electric assist turbocharger that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34 may be arranged to pass to the left of the cylinder portion 11 in the left-right direction of the vehicle. Alternatively, as shown by the dashed lines in Figures 1(b), 2(b), and the lower diagram of Figure 4, the portion 41 of the high-voltage harness 40 for the electric assist turbocharger that connects the electric assist turbocharger 31 and the electric assist turbocharger control device 34 may be arranged to pass to the right of the cylinder portion 11 in the left-right direction of the vehicle.

[0052] 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 and the turbocharger 32 may be configured as separate bodies or integrally, 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.

[0053] 1: lean vehicle, 2: vehicle body frame, 10: engine, 11: cylinder section, 11f: front end surface of cylinder section, 11r: rear end surface of cylinder section, 12: crankcase section, 16: crankshaft, 21: motor generator, 22: motor generator control device, 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, 41: portion connecting electrically assisted turbocharger and electrically assisted turbocharger control device, 42: portion connecting electrically assisted turbocharger control device and motor generator control device

Claims

1. An engine having a body frame that tilts to the right of the vehicle when turning right and tilts to the left of the vehicle when turning left; a cylinder section that forms at least one cylinder hole, the cylinder section being arranged so that at least one cylinder axis that is the central axis of the at least one cylinder hole is parallel to the vertical direction of the vehicle or oblique to the vertical direction of the vehicle, and a crankcase section that accommodates a crankshaft that rotates around an axis along the left-right direction of the vehicle; a motor generator configured to be able to generate electricity using the rotational force of the crankshaft; an electrically assisted turbocharger including a turbocharger configured to compress intake air sent to the engine by a compressor that is arranged on the same rotational axis as a turbine driven by exhaust gas discharged from the engine, and an electric motor configured to rotate the rotational axis of the turbocharger by using electrical energy generated by the motor generator; and at least one control device that controls the motor generator and the electric motor that rotates the rotational axis of the electrically assisted turbocharger. 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, wherein the at least one control device includes a motor generator control device that at least controls the motor generator, and 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, (i) in a side view of the vehicle, the electric assisted turbocharger control device is disposed in front of a front end face of the cylinder section in the vehicle longitudinal direction so that at least a portion of it faces the front end face of the cylinder section in the vehicle longitudinal direction, and the motor generator control device is disposed behind a rear end face of the cylinder section in the vehicle longitudinal direction so that at least a portion of it faces the rear end face of the cylinder section in the vehicle longitudinal direction,At least a part of the portion of the high voltage harness for the electrically assisted turbocharger that connects the electrically assisted turbocharger control device and the motor generator control device is arranged in a space that is above the lowest end of the crankcase portion and below the highest end of the cylinder portion in the vehicle vertical direction, and is inside the maximum width of the crankcase portion in the vehicle left-right direction and outside the cylinder portion; or (ii) when viewed in the cylinder axial direction, the electrically assisted turbocharger is arranged in front of the front end face of the cylinder portion in the vehicle front-rear direction so that at least a part of it faces the front end face of the cylinder portion in the vehicle front-rear direction, and the electrically assisted turbocharger control device is arranged behind the rear end face of the cylinder portion in the vehicle front-rear direction so that at least a part of it faces the rear end face of the cylinder portion in the vehicle front-rear direction, A lean vehicle, characterized in that at least a part of the portion of the high-voltage harness for the electrically assisted turbocharger that connects the electrically assisted turbocharger and the electrically assisted turbocharger control device is arranged in a space above the lowermost end of the crankcase portion and below the uppermost end of the cylinder portion in the vertical direction of the vehicle, and in a space inside the maximum width of the crankcase portion and outside the cylinder portion in the left-right direction of the vehicle.

2. A lean vehicle as described in claim 1, characterized in that at least a part of the motor generator control device is located behind or at the same position as the motor generator in the vehicle front-rear direction.

3. A lean vehicle as claimed in claim 1 or 2, characterized in that an upper part of at least one of the cylinder axes of the cylinder portions in the vertical direction of the vehicle is located forward of a lower part in the longitudinal direction of the vehicle.

4. A lean vehicle as claimed in any one of claims 1 to 3, characterized in that the electric assisted turbocharger and the electric assisted turbocharger control device are configured separately, the electric assisted turbocharger control device and the motor generator control device are configured as an integral unit, the electric assisted turbocharger is disposed in front of the cylinder section in the vehicle longitudinal direction, and the electric assisted turbocharger control device configured as an integral unit with the motor generator control device is disposed behind the cylinder section in the vehicle longitudinal direction, as viewed in the cylinder axial direction, and at least a part of the portion of the high voltage harness for the electric assisted turbocharger that connects the electric assisted turbocharger and the electric assisted turbocharger control device is disposed in a space above the bottom end of the crankcase section and below the top end of the cylinder section in the vehicle vertical direction, inward from the maximum width of the crankcase section in the vehicle left-right direction and outward from the cylinder section.

Images