WO2023127088A1

WO2023127088A1 - Saddled vehicle

Info

Publication number: WO2023127088A1
Application number: PCT/JP2021/048770
Authority: WO
Inventors: 正人中田; 慶士高山; 慎司古田
Original assignee: 本田技研工業株式会社
Priority date: 2021-12-28
Filing date: 2021-12-28
Publication date: 2023-07-06

Abstract

This saddled vehicle comprises: a drive motor (M1) for imparting a driving force to a driving wheel (4); a battery (37) for providing electric power to the drive motor (M1); a second motor (M2) provided separately from the drive motor (M1); an internal combustion engine (E) for generating electric power by driving the second motor (M2); and a control device (34) for controlling the drive motor (M1) and the second motor (M2). At least one of the drive motor (M1) and the second motor (M2) is disposed such that at least a portion thereof is positioned backward of the internal combustion engine (E) and within a left-right width (H1) of the internal combustion engine (E). The drive motor (M1) and the second motor (M2) are juxtaposed on right and left sides so as to be adjacent to each other in a top view.

Description

saddle-riding vehicle

The present invention relates to a saddle-ride type vehicle.

For example, Patent Literature 1 discloses a hybrid motorcycle equipped with a generator-driving engine. In this motorcycle, the drive motor is arranged in the transmission portion of the existing vehicle, and the drive motor and the rear wheels are connected by a drive chain or the like.
For example, Patent Document 2 discloses that a hybrid motorcycle is provided with a drive motor and a generator motor, and these motors are distributed and arranged on both sides of the crankshaft of the engine.

JP 2019-173622 A JP 2017-154676 A

By the way, hybrid saddle-riding vehicles, which are equipped with both an engine and electric parts, are smaller than passenger cars, and there is a demand for optimization of the layout of each component such as the engine and electric parts. On the other hand, when a two-motor hybrid system such as that of Patent Document 2 is installed, the configuration of Patent Document 2 improves the left-right weight balance, but increases the width of the drive unit including the engine and both motors. There is a problem.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to suppress an increase in the lateral width of a drive system including the engine and the two motors in a saddle type vehicle that includes a drive motor that provides drive force to the drive wheels, a second motor for power generation, and an engine. and

As means for solving the above problems, the present invention provides a drive motor (M1) that provides drive force to the drive wheels (4), a battery (37) that provides power to the drive motor (M1), and the drive motor (M1). Controls a second motor (M2) provided separately from, an internal combustion engine (E) that drives the second motor (M2) to generate power, the drive motor (M1) and the second motor (M2) and a control device (34), wherein at least one of the drive motor (M1) and the second motor (M2) is positioned rearward of the internal combustion engine (E) by a lateral width (H1) of the internal combustion engine (E). The drive motor (M1) and the second motor (M2) are arranged side by side so as to be adjacent to each other in top view. provide a vehicle.
According to this configuration, by arranging the drive motor and the second motor within the lateral width of the internal combustion engine, it is possible to suppress an increase in the lateral width of the drive system including the internal combustion engine and both motors, thereby increasing the flexibility of the vehicle body layout. can be done. By having the drive motor and the second motor adjacent to each other, the motors can be grouped closer together and the wiring connected to each motor can be shortened.

In the present invention, the drive motor (M1) and the second motor (M2) may be arranged so as to fit within the lateral width (H1) of the internal combustion engine (E).
According to this configuration, it is possible to reliably suppress an increase in the lateral width of the drive system including the internal combustion engine and the two motors, and increase the flexibility of the vehicle body layout.

In the present invention, the control device (34) may be arranged above the drive motor (M1) and the second motor (M2).
According to this configuration, by stacking the control device above the drive motor and the second motor, it is possible to suppress an increase in the lateral width of the drive system including the control device.

In the present invention, the control device (34) may be arranged so as to fit within the lateral width (H1) of the internal combustion engine (E).
According to this configuration, it is possible to reliably suppress an increase in the lateral width of the drive system including the control device.

In the present invention, the battery (37) may be arranged behind the control device (34).
According to this configuration, by arranging the battery above and behind the drive motor and the second motor, it is possible to suppress an increase in the lateral width of the drive system including the battery.

In the present invention, the battery (37) may be arranged to fit within the lateral width (H1) of the internal combustion engine (E).
With this configuration, it is possible to reliably suppress an increase in the lateral width of the drive system including the battery.

In the present invention, the battery (37) may include a plurality of unit batteries (37a), and the plurality of unit batteries (37a) may be arranged side by side.
According to this configuration, the height of the entire battery in the vertical direction can be suppressed, and the position of the center of gravity of the battery can be easily brought closer to the center of the vehicle body.

According to the present invention, in a saddle-ride type vehicle that includes a drive motor that applies drive force to drive wheels, a second motor for power generation, and an engine, it is possible to suppress an increase in the lateral width of the drive system that includes the engine and both motors. can.

1 is a left side view schematically showing a motorcycle according to an embodiment of the invention; FIG. 2 is a configuration diagram showing an outline of a drive system of the motorcycle; FIG. FIG. 3 is a configuration diagram corresponding to FIG. 2 showing an EV mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing a hybrid mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing a regeneration mode of the drive system; FIG. 3 is a configuration diagram corresponding to FIG. 2 showing an engine drive mode of the drive system; It is a block diagram which shows the outline of the control part of the said drive system. Fig. 2 is a plan view showing the outline of the motorcycle;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the directions such as front, back, left, and right in the following description are the same as the directions of the vehicle described below unless otherwise specified. An arrow FR indicating the front of the vehicle, an arrow LH indicating the left of the vehicle, an arrow UP indicating the upper side of the vehicle, and a line CL indicating the left-right center of the vehicle are shown at appropriate locations in the drawings used in the following description. The term "intermediate" used in this embodiment is intended to include not only the center between the two ends of the target, but also the inner range between the two ends of the target.

<Whole vehicle>
FIG. 1 shows a motorcycle 1 as an example of a straddle-type vehicle according to the present embodiment. The motorcycle 1 comprises a drive system S including an engine (internal combustion engine) E and two electric motors M1 and M2, and runs by cooperating engine power and motor power. The motorcycle 1 is a hybrid vehicle equipped with a so-called two-motor hybrid system. It should be noted that the present invention may be applied to a one-motor hybrid vehicle or an electric vehicle that does not have an internal combustion engine, as long as it does not depart from the gist of the present invention described below.

The motorcycle 1 includes front wheels (steered wheels) 3 that are steered by a steering wheel 2 and rear wheels (driving wheels) 4 that are driven by a drive system S. The motorcycle 1 is a saddle type vehicle in which the rider straddles the vehicle body, and the vehicle body can be swung (banked) in the lateral direction (roll direction) with reference to ground contact points of the front and

rear wheels

3 and 4 . The handle 2 may be a left and right integrated bar handle or a left and right separate separate handle, and may not be a bar type handle.

The motorcycle 1 includes a vehicle body frame 5 that serves as a main frame of the vehicle body. The body frame 5 includes a head pipe 6, a main frame 7, a pivot frame 8 and a rear frame 9.
The vehicle body frame 5 steerably supports a front fork 12 of a front wheel suspension 11 at a head pipe 6 positioned in the center of the front end portion in the left-right direction. The vehicle body frame 5 supports a swing arm 16 of a rear wheel suspension device 15 in a pivot frame 8 positioned in the front-rear intermediate portion so as to be capable of swinging up and down. The vehicle body frame 5 is integrally provided from the head pipe 6 to the rear frame 9 behind the pivot frame 8 by a joining means such as welding. A part of the vehicle body frame 5 (for example, the rear frame 9 and the like) may be detachable by bolting or the like.

In the figure, reference numeral 7a indicates a pair of left and right main frame members provided in the main frame 7, reference numeral 8a indicates a pair of left and right pivot frame members provided in the pivot frame 8, and reference numeral 9a indicates a pair of left and right rear frame members provided in the rear frame 9, respectively. The pair of left and right frame members are separated from each other in the vehicle width direction.

The head pipe 6 has a steering axis tilted backward with respect to the vertical direction. The head pipe 6 supports the front wheel 3 and the front wheel suspension device 11 so as to be rotatable about the steering axis. For example, the front wheel suspension system 11 includes a pair of left and right front forks 12 . Upper portions of the left and right front forks 12 are supported by the head pipe 6 via a steering stem. Lower ends of the left and right front forks 12 support the axle 3 a of the front wheel 3 . The left and right front forks 12 are of a telescopic type, respectively, and constitute a front suspension of the motorcycle 1 . The front wheel suspension 11 is not limited to constituting a telescopic front suspension, and may constitute, for example, a link-type front suspension.

The pivot frame 8 supports the front end of the swing arm 16 via a pivot shaft (swing shaft) 17 extending in the vehicle width direction. A rear end portion of the swing arm 16 supports an axle 4 a of the rear wheel 4 . For example, a rear cushion is interposed between the front portion of the swing arm 16 and the front-rear middle portion of the body frame 5 (for example, the cross frame near the pivot frame 8). The swing arm 16 and the rear cushion constitute a rear suspension of the motorcycle 1. As shown in FIG. The rear cushion may be interposed between the rear portion of the swing arm 16 and the rear portion of the body frame 5 (for example, the rear frame 9).

The entire vehicle body including the vehicle body frame 5 is covered with a vehicle body cover 19. The vehicle body cover 19 is divided into, for example, a front body cover 19a that covers the front part of the vehicle body and a rear body cover 19b that covers the rear part of the vehicle body, with the front-rear center of the vehicle body as a boundary.

The rear frame 9 extends rearward and upward of the pivot frame 8 . A seat 21 for seating an occupant is supported on the rear frame 9 . The rear frame 9 supports the seating load of an occupant seated on the seat 21 . When the rear cushion is connected, the rear frame 9 receives a reaction force when the cushion expands and contracts.

The seat 21 integrally includes, for example, a front seating portion on which the driver sits and a rear seating portion on which the rear passenger sits. The periphery of the rear frame 9 is covered with a rear body cover 19b extending from below both sides of the seat 21 to the rear.

The seat 21 is attached to, for example, the rear body cover 19b in a detachable or openable manner. By attaching/detaching or opening/closing the seat 21, the upper part of the rear body cover 19b is opened/closed. An occupant can sit on the seat 21 in the closed state in which the seat 21 is attached and the upper portion of the rear body cover 19b is closed. When the seat 21 is removed and the upper portion of the rear body cover 19b is opened, parts and spaces below the seat 21 can be accessed. The seat 21 is lockable in the closed state. For example, the seat 21 may be configured to rotate around a hinge shaft provided at either the front or rear to open and close the upper portion of the rear body cover 19b.

A vehicle component 23 having a knee grip portion is supported in front of the seat 21 and above the main frame 7 . The vehicle components 23 include, for example, existing vehicle components such as a fuel tank and air cleaner for the engine E, a 12V battery for auxiliary equipment, and an article storage section for loading and unloading luggage by the occupant. and PCU 34 may be included.
The present invention may be applied to a scooter-type vehicle in which no vehicle components are provided in front of the seat 21 and a straddle space is formed.

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

The engine E is, for example, a multi-cylinder engine, and generates rotational driving force for the crankshaft 26 from the reciprocating motion of the piston of each cylinder.
Referring also to FIG. 1, the engine E is arranged with the rotation center axis C1 of the crankshaft 26 along the vehicle width direction (horizontal direction). The crankshaft 26 is housed inside a crankcase 27 . A cylinder block 28 protrudes from the crankcase 27, and a piston corresponding to each cylinder is fitted in the cylinder block 28. As shown in FIG. Each piston is connected to the crankshaft 26 via a connecting rod.

In this embodiment, the first motor M1 and the second motor M2 are coaxial with each other and arranged in the left-right direction (see FIG. 8), and are arranged behind the engine E. The first motor M1 and the second motor M2 are electric motors independent of each other, with rotors and stators independent of each other. For example, the first motor M1 and the second motor M2 may be configured as an integrated motor assembly using predetermined assembly members (cases, brackets, stays, bolts and nuts, etc.).

The first motor M1 and the second motor M2 are brushless three-phase AC motors. The first motor M1 is a driving motor that generates rotational driving force for driving the rear wheels, and regenerates (generates power) when the vehicle decelerates. The second motor M2 is a power generating motor that receives the driving force of the engine E to generate power, and performs at least one of charging the battery 37 and supplying power to the first motor M1.

When the first motor M1 drives the rear wheels 4 and causes the motorcycle 1 to travel, variable speed driving is performed by, for example, VVVF (variable voltage variable frequency) control. The first motor M1 is speed-change controlled to have a continuously variable transmission, but is not limited to this, and may be speed-change controlled to have a stepped transmission. The operation of the first motor M1 may include driving as an assist motor that assists the driving of the engine E. Operation of the first motor M1 may include driving the engine E as a starter motor.

When driving the first motor M1, power from the battery 37 is supplied to the PCU 34, converted from direct current to three-phase alternating current, and supplied to the first motor M1. When the first motor M1 generates power, the power generated by the first motor M1 is stored in the battery 37 through the rectifier circuit of the regulator and the like.

The second motor M2 generates electricity by rotating the rotor with the rotational power of the crankshaft 26 while the engine E is running. The operation of the second motor M2 may include driving as an assist motor that assists the driving of the engine E. Operation of the second motor M2 may include driving the engine E as a starter motor.

When the second motor M2 is driven, power from the battery 37 is supplied to the PCU 34, converted from direct current to three-phase alternating current, and supplied to the second motor M2. When the second motor M2 generates power, the power generated by the second motor M2 is stored in the battery 37 through the rectifier circuit of the regulator and the like.

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

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

The PCU 34 includes a converter that raises and lowers voltage and an inverter that converts DC current to AC current. The inverter includes a bridge circuit using a plurality of switching elements such as transistors, a smoothing capacitor, and the like, and controls energization to each stator winding of the first motor M1 and the second motor M2. The first motor M<b>1 and the second motor M<b>2 switch between power running and power generation according to control by the PCU 34 .

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

Electric power from the battery 37 is supplied to the PDU 34a, which is the motor driver, via a contactor or the like that is interlocked with the main switch of the motorcycle 1, for example. Electric power from the battery 37 is converted from direct current to three-phase alternating current by the PDU 34a, and then supplied to the first motor M1 and the second motor M2.

The output voltage from the battery 37 is stepped down through the DC-DC converter and used to charge the 12V sub-battery. The sub-battery supplies power to general electrical components such as lamps, meters, locking devices, and control system components such as ECUs. By installing a sub-battery, various electromagnetic locks can be operated even when the battery 37 is removed.

The battery 37 can be charged by a charger connected to an external power supply while mounted on the vehicle body, for example. The battery 37 may be detached from the vehicle body and charged by a charger outside the vehicle.

The battery 37 has a BMU (Battery Management Unit) that monitors the charge/discharge status, temperature, and so on. Information monitored by the BMU is shared with the ECU 34b when the battery 37 is mounted on the vehicle body. The ECU 34b drives and controls the first motor M1 and the second motor M2 via the PDU 34a based on detection information input from various sensors.

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

The engine ECU 42 controls the start, operation and stop of the engine E by activating engine accessories such as an ignition device and a fuel injection device according to the degree of opening of the accelerator. The engine ECU 42 includes an accelerator opening sensor 46 for detecting the amount of operation of an accelerator operator (for example, an accelerator grip), an engine speed sensor 47 for detecting the engine speed, and a vehicle speed (for example, wheel speed) of the motorcycle 1. Detected information from the vehicle speed sensor 48 and the like is input. The engine ECU 42 operates engine accessories such as an ignition device and a fuel injection device based on various types of input detection information.

The clutch ECU 43 is a power switching control section, and operates the power switching device 31 based on various sensor information. The clutch ECU 43 switches which of the engine E, the first motor M1 and the second motor M2 should be connected to the rear wheels 4 so as to be able to transmit power. The clutch ECU 43 is connected to a clutch actuator 32 that connects and disconnects a clutch in the power switching device 31, for example.
The engine ECU 42 and the clutch ECU 43 may be provided separately or integrally.

The control unit 41 includes, for example, a remaining fuel capacity sensor 45 for detecting the remaining capacity of the fuel tank of the engine E, an accelerator opening sensor 46 for detecting the accelerator opening (required output amount) of the passenger, and a rotational speed of the engine E. Various sensors such as an engine rotation speed sensor 47 that detects the vehicle speed of the motorcycle 1, a vehicle speed sensor 48 that detects the vehicle speed of the motorcycle 1, and a remaining battery capacity sensor 49 that detects the remaining capacity of the battery 37 are connected.

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

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

<Control mode>
The plurality of control modes of control unit 41 include EV mode, hybrid mode, regeneration mode, and engine drive mode.
Referring to FIG. 3, in the EV mode, the engine E is stopped, the first motor M1 is driven, and the motorcycle 1 is driven by the driving force of the first motor M1.
Referring to FIG. 4, in the hybrid mode, the second motor M2 is driven by the engine E as a generator, and the motorcycle 1 is driven by the driving force of the first motor M1.

Referring to FIG. 5, in the regeneration mode, the kinetic energy of the motorcycle 1 is used to drive the first motor M1 as a generator when the motorcycle 1 decelerates, and the battery 37 is charged with the electric power generated by the first motor M1.
Referring to FIG. 6 , in the engine drive mode, the driving force of the engine E is used to drive the motorcycle 1 .
Each control mode can be automatically switched according to sensor output or the like, or can be arbitrarily switched by the operation of the passenger.

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

In the EV mode, it is also possible to drive the engine E and use the driving force of the engine E to generate electricity with the second motor M2 (hybrid mode). In the hybrid mode, the power generated by the second motor M2 is stored in the battery 37, but may be directly supplied to the first motor M1.

The hybrid mode is implemented, for example, when the motorcycle 1 starts running until it reaches a specified speed, when traveling uphill, when a sudden acceleration is required, and the like. The hybrid mode is also implemented when the remaining battery capacity is low. Since the motorcycle 1 is smaller than a passenger car and the mounting size (capacity) of the battery 37 is limited, the hybrid mode is more likely to be used than the EV mode.

It is also possible to supply at least part of the drive power of the engine E and the second motor M2 to the output of the drive system S in the hybrid mode. As a result, it is possible to assist the driving of the rear wheels with the torque of the engine E and the second motor M2. If the remaining battery charge is below the first specified value, the drive assist by the second motor M2 may be restricted. Further, when the remaining battery capacity is lower than a second specified value, the driving by the first motor M1 may be restricted and switched to the engine drive mode. When the remaining capacity of the fuel tank is below a specified value, the proportion of rear wheel drive by the first motor M1 and the second motor M2 may be increased.

In EV mode and hybrid mode, when the motorcycle 1 decelerates or travels downhill, it shifts to "regenerative mode". In the regeneration mode, the rotational energy of the rear wheels 4 is input to the first motor M1 to regenerate (generate power), and the generated power is stored in the battery 37 . At this time, by switching the power switching device 31, the connection between the engine E and the rear wheels 4 may be released, and regeneration may be performed efficiently. In the regenerative mode, regenerative braking (engine braking) is generated on the rear wheels 4 . When the amount of charge in the battery 37 is equal to or greater than a specified value, the first motor M1 may idle to stop regeneration. At this time, by switching the power switching device 31, the engine E and the rear wheels 4 may be connected to generate engine braking.

During high-speed running (particularly during constant-speed running), etc., the power switching device 31 connects the engine E and the rear wheels 4 so that power can be transmitted, and the driving force of the engine E drives the motorcycle 1 (engine drive). mode). In the engine drive mode, the driving force of the engine E may be used to drive the second motor M<b>2 to generate power, which may be stored in the battery 37 . In the engine drive mode, at least one of the first motor M1 and the second motor M2 may be driven to assist rear wheel drive.

<Engine placement>
Referring to FIG. 1, for example, the engine E is configured without a transmission behind the crankshaft 26, and the front-to-rear width of the crankcase 27 is narrowed. In the engine E of this embodiment, a cylinder block 28 projects obliquely forward and upward from the front portion of the crankcase 27 . Reference symbol C2 in the drawing indicates an axis (center axis of the cylinder bore, cylinder axis) along the projecting direction of the cylinder block 28 . The cylinder block 28 has the cylinder axis C2 inclined forward with respect to the vertical direction. The forward inclination angle of the cylinder axis C2 with respect to the vertical direction is set to, for example, 45 degrees or more, thereby suppressing the vertical height of the engine E as a whole. The engine E is arranged at a height facing downward of the vehicle body in the vertical direction (a height at which the lower surface of the crankcase 27 is substantially located at the lower end of the vehicle body between the front and rear wheels 3 and 4).

<Motor arrangement>
1 and 8, the first motor M1 is arranged on the rear left side of the crankcase 27 of the engine E. As shown in FIG. The first motor M1 is arranged at a height overlapping the crankcase 27 of the engine E in the vertical direction. The first motor M1 is arranged with the rotating shaft 151 extending in the left-right direction. The first motor M<b>1 is provided on a shaft separate from the crankshaft 26 . Reference symbol C3 in the drawing indicates the central axis of the rotation shaft 151 of the first motor M1.

The first motor M1 is arranged at a height facing downward of the vehicle body in the vertical direction (a height at which the lower end is substantially located at the lower end of the vehicle body between the front and rear wheels 3 and 4). The first motor M1 is arranged forward of the pivot frame 8 in a side view. The rotation shaft 151 of the first motor M1 is arranged forward and below the pivot shaft 17 in a side view. The rotating shaft 151 of the first motor M1 is arranged behind and below the crankshaft 26 in a side view.

For example, an output shaft 55 parallel to the rotating shaft 151 is arranged above the rotating shaft 151 of the first motor M1. The output shaft 55 is an output portion of the drive system S, and outputs drive force (torque) via the power switching device 31 . The output shaft 55 is connected to the rear wheel 4 via a chain-type transmission mechanism 56, for example. A drive sprocket 56a of a transmission mechanism 56 is supported on the right end of the output shaft 55 so as to be integrally rotatable.

　1 and 8, the second motor M2 is arranged on the rear right side of the crankcase 27 of the engine E. The second motor M2 is arranged at a height overlapping the crankcase 27 of the engine E in the vertical direction. The second motor M2 is arranged with the rotating shaft 251 extending in the left-right direction. The second motor M2 is provided on a shaft separate from the crankshaft 26 . Reference symbol C4 in the drawing indicates the central axis of the rotating shaft 251 of the second motor M2.

The first motor M1 and the second motor M2 are provided coaxially with each other. The first motor M1 and the second motor M2 are adjacent to each other in the left-right direction. The term "adjacent" used in this embodiment means that there is no other component between the two target components, or that only an assembly member (case, bracket, stay, bolt nut, etc.) is present. The first motor M1 and the second motor M2 each have a flat columnar shape with a reduced axial width. For example, the first motor M1 is provided larger in both the radial direction and the axial direction than the second motor M2.

For example, the first motor M1 is offset to the left in the vehicle width direction with respect to the left-right center CL of the vehicle body. The second motor M2 is arranged so as to be offset to the right in the vehicle width direction with respect to the left-right center CL of the vehicle body. Displacement to one side in the vehicle width direction with respect to the left-right center CL of the vehicle body means that the entire motors M1 and M2 are arranged to one side of the left-right center CL of the vehicle body. is on one side of the vehicle body left-right center CL. The first motor M1 may be arranged so as to straddle the left and right center CL of the vehicle body. Enlarging the size of the first motor M1 makes it easier to secure the driving force of the motorcycle 1 .
Here, when the width of the rear tire is large, and when the first motor M1 is largely shifted to the left side of the vehicle body in line with the chain line, the second motor M2 is arranged offset to the left side in the vehicle width direction with respect to the left-right center CL of the vehicle body. may be

<Battery placement>
1 and 8, a battery 37 as a power source for the drive system S is arranged below the seat 21. As shown in FIG. The battery 37 is arranged across the left and right center CL of the vehicle body. As a result, the center of gravity of the completed vehicle can be set near the left and right centers, which improves steering stability. The battery 37 is composed of, for example, a plurality of (for example, a pair of left and right) unit batteries 37a. Each unit battery 37a has the same configuration. Each unit battery 37a has, for example, a prismatic shape (rectangular parallelepiped shape) that has a rectangular cross section and extends in the longitudinal direction. Each unit battery 37a is arranged so that the longitudinal direction thereof is tilted rearward upward, so that it can be easily accommodated in the rearward upward rear body cover 19b as a whole. Each unit battery 37a is accommodated, for example, in an integrated battery box.

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

At least part of the battery 37 is arranged between the left and right rear frame members 9a. The battery 37 is spaced apart in front and above the rear wheel 4 in a side view. The battery 37 is supported by the left and right rear frame members 9a. The battery 37 is positioned below the seat 21 . The battery 37 can be accessed (including attachment/detachment and maintenance such as charging) from an upper opening of the rear body cover 19b by attaching/detaching or opening/closing the seat 21, for example.

<PCU placement>
Referring to FIGS. 1 and 8, the PCU 34 has a rectangular parallelepiped outer shape and is arranged with one side along the vehicle width direction. The PCU 34 is arranged with its upper and lower surfaces substantially horizontal. The PCU 34 may be arranged with its upper and lower surfaces inclined when viewed from the side.

The PCU 34 is arranged behind the engine E and above the first motor M1 and the second motor M2. The PCU 34 is arranged across the left and right center CL of the vehicle body. A battery 37 is arranged behind the PCU 34 . The PCU 34 overlaps the battery 37 in the vertical direction and overlaps the first motor M1 and the second motor M2 in the front-rear direction. As a result, the PCU 34 and the battery 37 approach each other, and the PCU 34 and each of the first motor M1 and the second motor M2 approach each other. As a result, the wiring between these electrical components can be shortened.

Referring to FIG. 8, the first motor M1 and the second motor M2 are arranged behind the engine E within the lateral width H1 of the engine E. As shown in FIG. The first motor M1 and the second motor M2 can be coaxial compact motor assemblies. As a result, the first motor M1 and the second motor M2 can be arranged more freely, and can be easily arranged within the lateral width H1 of the engine E. As shown in FIG. The first motor M1 and the second motor M2 are arranged substantially within the lateral width H1 of the engine E (in this embodiment, simply referred to as "engine E The same applies to the case where it is described as "arranged within the left and right width H1 of ."). At least one of the first motor M1 and the second motor M2 may be arranged within the lateral width H1 of the engine E. At least part of the motor arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E.

The PCU 34 is arranged above the first motor M1 and the second motor M2. The PCU 34 is arranged within the lateral width H1 of the engine E. As shown in FIG. The PCU 34 is arranged within the longitudinal width of the motor assembly including the first motor M1 and the second motor M2. The lower end of the PCU 34 is vertically adjacent to the upper ends of the first motor M1 and the second motor M2. The upper end of the PCU 34 is arranged above the upper end height Z1 of the engine E. As shown in FIG. The PCU 34 has a limited width in the left-right direction, a width in the front-rear direction, and a height at the lower end, but by giving flexibility to the height at the upper end, a necessary capacity is obtained.

The PCU 34 is not limited to being arranged entirely within the lateral width H1 of the engine E, and may be arranged at least partially within the lateral width H1 of the engine E. The PCU 34 may be divided into a first motor control unit (drive PCU) that controls the first motor M1 and a second motor control unit (power generation PCU) that controls the second motor M2. In this case, at least one of the drive PCU and the power generation PCU may be arranged within the lateral width H1 of the engine E. FIG. At least part of the PCU arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E.

A battery 37 is arranged behind the PCU 34 (above and behind the first motor M1 and the second motor M2). The battery 37 is arranged within the lateral width H1 of the engine E. As shown in FIG. The battery 37 is divided into a pair of left and right unit batteries 37a within the lateral width H1 of the engine E. As shown in FIG. The battery 37 is inclined forward and downward, and the front part of the battery 37 is arranged behind the upper part of the PCU 34 . The rear portion of the battery 37 is arranged above the upper end portion of the PCU 34 . The battery 37 is arranged flat under the seat 21 . The battery 37 has a limited lateral width, a vertical width and a front end position, but the rear end position is made flexible to increase the capacity.

The battery 37 is not limited to being arranged entirely within the lateral width H1 of the engine E, and may be arranged at least partially within the lateral width H1 of the engine E. The battery 37 may be configured such that at least one of the plurality of unit batteries 37a is arranged within the lateral width H1 of the engine E. As shown in FIG. At least part of the unit batteries arranged within the lateral width H1 of the engine E may be arranged within the lateral width H1 of the engine E.

As described above, the motorcycle 1 in the above embodiment includes the first driving motor M1 for applying driving force to the rear wheel 4, the battery 37 for supplying electric power to the first motor M1, and the first motor M1. A second motor M2 for power generation provided separately from the above, an engine E that drives the second motor M2 to generate power, and a PCU 34 that controls the first motor M1 and the second motor M2, At least one of the first motor M1 and the second motor M2 is disposed rearward of the engine E and within a lateral width H1 of the engine E so that at least a portion of the first motor M1 and the second motor M2 are located. The two motors M2 are arranged side by side so as to be adjacent to each other when viewed from above.
According to this configuration, by arranging the first motor M1 and the second motor M2 within the lateral width H1 of the engine E, an increase in the lateral width of the drive system S including the engine E and the two motors M1 and M2 is suppressed. The flexibility of the vehicle body layout can be increased. By arranging the first motor M1 and the second motor M2 adjacent to each other, the motors M1 and M2 are brought closer together, and the wires connected to the motors M1 and M2 can be shortened.
In particular, the first motor M1 and the second motor M2 are arranged so that the entirety is within the lateral width H1 of the engine E, so that the drive system S including the engine E and the two motors M1 and M2 can be positioned laterally. It is possible to reliably suppress the increase in width and increase the degree of freedom in the body layout.

In the motorcycle 1, the PCU 34 is arranged above the first motor M1 and the second motor M2.
According to this configuration, by stacking the PCU 34 above the first motor M1 and the second motor M2, an increase in the lateral width of the drive system S including the PCU 34 can be suppressed.
In particular, by arranging the PCU 34 so that the whole is within the width H1 of the engine E, it is possible to reliably suppress an increase in the width of the drive system S including the PCU 34 .

Further, in the motorcycle 1, the battery 37 is arranged behind the PCU 34. As shown in FIG.
According to this configuration, by arranging the batteries above and behind the first motor M1 and the second motor M2, it is possible to suppress an increase in the lateral width of the drive system S including the battery 37 .
In particular, the battery 37 is arranged so that the entirety is within the lateral width H1 of the engine E, so that an increase in the lateral width of the drive system S including the battery 37 can be reliably suppressed.

Further, in the motorcycle 1, the battery 37 includes a plurality of unit batteries 37a, and the plurality of unit batteries 37a are arranged side by side.
According to this configuration, the height of the entire battery 37 in the vertical direction can be suppressed, and the center of gravity of the battery 37 can be easily brought closer to the center of the vehicle body.

The present invention is not limited to the above-described embodiments. For example, the saddle-riding type vehicle includes general vehicles in which the driver straddles the vehicle body, motorcycles (motorized bicycles and scooter type vehicles). ), but also include vehicles with three wheels (including vehicles with two front wheels and one rear wheel, as well as vehicles with one front wheel and two rear wheels) or four-wheel vehicles (such as four-wheel buggies). The straddle-type vehicle includes not only a vehicle such as a motorcycle that turns in a direction in which the vehicle body is banked, but also a vehicle that turns by steering the steered wheels without banking the vehicle body.

In the above embodiment, an example of application to a hybrid motorcycle has been shown, but the present invention is not limited to this, and may be applied to various types of saddle-riding vehicles including two-wheel, three-wheel and four-wheel drive motors.
The configuration in the above embodiment is an example of the present invention, and various modifications, such as replacing the constituent elements of the embodiment with known constituent elements, are possible without departing from the gist of the present invention.

1 Motorcycle (saddle type vehicle)
4 rear wheels (drive wheels)
34 PCU (control unit)
37 battery 37a unit battery E engine (internal combustion engine)
H1 Left-right width M1 First motor (driving motor)
M2 second motor

Claims

a driving motor (M1) for applying driving force to the driving wheels (4);
a battery (37) for powering said drive motor (M1);
a second motor (M2) provided separately from the drive motor (M1);
an internal combustion engine (E) that drives the second motor (M2) to generate electricity;
a control device (34) that controls the drive motor (M1) and the second motor (M2);
At least one of the drive motor (M1) and the second motor (M2) is located behind the internal combustion engine (E) within the lateral width (H1) of the internal combustion engine (E). is placed in
A straddle-type vehicle in which the drive motor (M1) and the second motor (M2) are arranged side by side so as to be adjacent to each other in top view.
The straddle-type vehicle according to claim 1, wherein the drive motor (M1) and the second motor (M2) are arranged so as to fit within the lateral width (H1) of the internal combustion engine (E).
The straddle-type vehicle according to claim 1 or 2, wherein the control device (34) is arranged above the drive motor (M1) and the second motor (M2).
The saddle-ride type vehicle according to claim 3, wherein the control device (34) is arranged so as to fit within the lateral width (H1) of the internal combustion engine (E).
The straddle-type vehicle according to claim 3 or 4, wherein the battery (37) is arranged behind the control device (34).
The saddle-ride type vehicle according to claim 5, wherein the battery (37) is arranged so as to fit within the lateral width (H1) of the internal combustion engine (E).
The saddle riding according to any one of claims 1 to 6, wherein the battery (37) includes a plurality of unit batteries (37a), and the plurality of unit batteries (37a) are arranged side by side in the left and right direction. type vehicle.