JP2016210312A - Power unit for hybrid type saddle-riding type vehicle and hybrid type saddle-riding type vehicle - Google Patents

Abstract

A power unit for a hybrid straddle-type vehicle capable of suppressing an increase in size of the hybrid straddle-type vehicle even when an electric motor is mounted in addition to the engine. A hybrid straddle-type vehicle power unit 12 includes an engine 16 that generates engine torque, an electric motor 40 that generates electric motor torque by electric power of a driving battery, and an output shaft 34 to which driving wheels are fixed. And an engine speed reduction mechanism 90 that increases the engine torque and transmits the engine torque to the output shaft, and transmits the electric motor torque from the electric motor to the output shaft. Is arranged in the electric motor torque transmission path to increase the electric motor torque, and the increased electric motor torque is further increased by at least a part of the engine deceleration mechanism and transmitted to the output shaft. An electric motor reduction mechanism 91. [Selection] Figure 3

Description

  The present invention relates to a power unit for a hybrid straddle-type vehicle and a hybrid straddle-type vehicle.

  Patent Document 1 discloses a hybrid straddle-type vehicle. The hybrid straddle-type vehicle includes an engine, a driving battery, and an electric motor. The hybrid saddle riding type vehicle can transmit the engine torque generated by the engine to the drive wheels, and also drives the electric motor by the drive battery and transmits the electric motor torque generated by the electric motor to the drive wheels. be able to. A hybrid saddle-ride type vehicle requires a large space for installing a drive battery and an electric motor in addition to an installation space for an engine. Therefore, the hybrid saddle-ride type vehicle tends to be large.

  In the hybrid straddle-type vehicle of Patent Document 1, an electric motor is directly supported on an output shaft to which drive wheels are fixed. The electric motor transmits electric motor torque to the drive wheels via the electric motor reduction mechanism. In the hybrid saddle-ride type vehicle of Patent Document 1, the electric motor reduction mechanism is miniaturized by directly supporting the electric motor on the output shaft. By reducing the size of the reduction mechanism for the electric motor, space is created and the degree of freedom in designing the electric motor is improved.

International Publication No. 2011/117967

  However, when the electric motor speed reduction mechanism is reduced in size as in the hybrid saddle-ride type vehicle of Patent Document 1, the reduction ratio of the electric motor speed reduction mechanism is reduced, and the electric motor needs to be enlarged. Furthermore, when the structure is such that the electric motor is directly supported on the output shaft, the location of the electric motor is limited to the output shaft. For these reasons, the hybrid straddle-type vehicle tends to be large.

  An object of the present invention is to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of a hybrid straddle-type vehicle even if an electric motor is mounted in addition to the engine, and an electric motor and a drive for driving in addition to the engine To provide a hybrid straddle-type vehicle that can suppress an increase in size of the hybrid straddle-type vehicle even when a battery is mounted.

A hybrid saddle type vehicle power unit according to aspect 1 of the present invention is provided.
An engine that generates engine torque;
An electric motor that generates electric motor torque from the power of the drive battery; and
An output shaft to which the drive wheel is fixed;
An engine deceleration mechanism that is provided in an engine torque transmission path for transmitting the engine torque from the engine to the output shaft, and that increases the engine torque and transmits the engine torque to the output shaft;
An electric motor torque transmission path for transmitting the electric motor torque from the electric motor to the output shaft increases the electric motor torque, and the increased electric motor torque is at least part of the engine deceleration mechanism. Further reduced by the electric motor speed reduction mechanism arranged to be transmitted to the output shaft,
Comprising
Take the configuration.

  In the hybrid straddle-type vehicle disclosed in Patent Literature 1, the hybrid system that drives the drive wheels with the engine torque and the electric motor torque is made compact by reducing the size of the electric motor reduction mechanism. However, since the reduction mechanism for the electric motor has been reduced in size, the reduction ratio becomes smaller, and the electric motor tends to increase in size. Furthermore, since the electric motor is directly supported on the output shaft to which the drive wheels are fixed, the place where the electric motor is disposed is limited to the output shaft. From these things, the hybrid straddle-type vehicle was easy to enlarge.

  Accordingly, the inventors of the present application have studied a hybrid straddle-type vehicle based on the technical idea of making the hybrid system more compact by making the most of the electric motor reduction mechanism. First, it was noted that an engine speed reduction mechanism is provided in an engine torque transmission path for transmitting engine torque to drive wheels. And if an electric motor was connected to this engine deceleration mechanism, the mechanism for transmitting the electric motor torque to the output shaft could be made compact. However, it is difficult to secure a space for arranging the electric motor around the engine speed reduction mechanism. If the electric motor is forcibly arranged in a place where it is difficult to secure space, the hybrid saddle-ride type vehicle will increase in size.

  Therefore, the inventors of the present application have further studied and have come up with the idea that an electric motor is disposed in the engine speed reduction mechanism via the electric motor speed reduction mechanism. According to the configuration of the first aspect, the engine speed reduction mechanism that is provided in the engine torque transmission path that transmits the engine torque from the engine to the output shaft, increases the engine torque and transmits the engine torque to the output shaft, and the electric motor to the output shaft. An electric motor torque transmission path for transmitting the electric motor torque is provided to increase the electric motor torque, and the increased electric motor torque is further increased by at least a part of the engine deceleration mechanism and transmitted to the output shaft. Thus, even with a small reduction mechanism for an electric motor, a large reduction ratio can be obtained as a whole reduction mechanism. Accordingly, the electric motor can be reduced in size. Moreover, since a part of the engine speed reduction mechanism is used, an increase in the size of the speed reduction mechanism can be suppressed. Furthermore, the provision of the electric motor speed reduction mechanism improves the degree of freedom in the location of the electric motor relative to the engine speed reduction mechanism. This makes it easy to place the electric motor at an appropriate place where the enlargement can be suppressed even around the engine speed reduction mechanism where it is difficult to ensure space. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed.

  Therefore, according to the configuration of aspect 1, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle even when an electric motor is mounted in addition to the engine.

  In the present invention, the following modes may be adopted.

The hybrid straddle-type vehicle power unit according to aspect 2 is the hybrid straddle-type vehicle power unit according to aspect 1,
The electric motor reduction mechanism is:
Directly connected to the engine deceleration mechanism,
Take the configuration.

  According to the aspect 2, the electric motor speed reduction mechanism and the engine speed reduction mechanism can be configured more compactly. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 3 is the hybrid straddle-type vehicle power unit according to aspect 2,
A one-way clutch that transmits the engine torque from the engine to the output shaft and prevents torque from the output shaft from being transmitted from the output shaft to the engine;
The electric motor reduction mechanism is:
Between the one-way clutch and the output shaft, directly connected to the engine speed reduction mechanism,
Take the configuration.

  According to the aspect 3, the torque from the output shaft can be transmitted to the electric motor without being transmitted to the engine. Generally, in order to improve fuel consumption, it is necessary for an electric motor to ensure a certain amount of regenerative energy. The countermeasures include, for example, a method of making a strong magnet, a method of increasing the size of the magnet, a method of increasing the number of turns by thickening the coil wire, or a method of increasing the operating voltage of the electric motor. However, these methods increase the cost or increase the size of the electric motor (or, for example, an electric motor control system). Therefore, according to the aspect 3, more regenerative energy can be ensured compared with the case where an electric motor is not provided with a one-way clutch, without taking the method mentioned above. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 4 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 3,
The electric motor reduction mechanism is:
Including a gear fixed to a shaft constituting the engine speed reduction mechanism, or a gear directly connected to a gear constituting the engine speed reduction mechanism,
Take the configuration.

  According to the aspect 4, the electric motor speed reduction mechanism and the engine speed reduction mechanism can be configured more compactly. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 5 is the hybrid straddle-type vehicle power unit according to aspect 4,
The spur gear shaft constituting the electric motor reduction mechanism is
Parallel to the axis of the spur gear constituting the engine speed reduction mechanism directly connected to the spur gear constituting the speed reduction mechanism for the electric motor;
Take the configuration.

  According to the aspect 5, since the degree of freedom of the location of the electric motor is increased in the direction perpendicular to the axial direction of the spur gear, the electric motor speed reduction mechanism and the engine speed reduction mechanism can be configured more compactly. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 6 is the hybrid straddle-type vehicle power unit according to aspect 5,
The engine deceleration mechanism includes:
A triaxial gear mechanism composed of a plurality of spur gears having different rotation axes,
The spur gear constituting the electric motor reduction mechanism is:
Directly connected to the spur gear in the engine torque transmission path of the triaxial gear mechanism,
Take the configuration.

  According to the aspect 6, the electric motor speed reduction mechanism and the engine speed reduction mechanism can be configured more compactly. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 7 is the hybrid straddle-type vehicle power unit according to aspect 5,
The engine deceleration mechanism includes:
Including a two-stage gear in which two spur gears having different diameters are fixed to each other on a concentric shaft;
Take the configuration.

  According to the aspect 7, the engine speed reduction mechanism can be configured more compactly. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 8 is the hybrid straddle-type vehicle power unit according to aspect 4,
The electric motor reduction mechanism is:
Including a bevel gear fixed to a shaft constituting the engine reduction mechanism, or a bevel gear directly connected to a gear constituting the engine reduction mechanism,
Take the configuration.

  According to the aspect 8, since the degree of freedom in the location of the electric motor is increased in the circumferential direction around the axis of the bevel gear connected to the engine reduction mechanism, the electric motor reduction mechanism and the engine reduction mechanism are further compact. Can be configured. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 9 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 3,
The engine deceleration mechanism includes:
An upstream rotator, a downstream rotator having a diameter different from that of the upstream rotator, and fixed to the output shaft, and a long member wound between the upstream rotator and the downstream rotator, A winding mechanism in which the engine torque applied to the upstream rotating body is transmitted to the downstream rotating body via the elongated member;
The electric motor reduction mechanism is:
Connected to at least a part of the engine speed reduction mechanism including the winding mechanism;
Take the configuration.

  According to the aspect 9, the electric motor speed reduction mechanism and the engine speed reduction mechanism can be made more compact. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 10 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 9,
A transmission section provided downstream of the engine in the engine torque transmission path and changing a reduction ratio of the engine torque;
A centrifugal clutch that is provided downstream of the transmission unit in the engine torque transmission path and that connects or disconnects the transmission of the engine torque by centrifugal force;
Further comprising
The electric motor reduction mechanism is:
Directly connected to at least a part of the engine speed reduction mechanism provided downstream of the centrifugal clutch in the engine torque transmission path;
Take the configuration.

  According to the aspect 10, the torque transmission mechanism from the engine to the output shaft, the electric motor speed reduction mechanism, and the engine speed reduction mechanism can be made more compact. Therefore, even if an electric motor is arranged around the engine speed reduction mechanism, an increase in size of the hybrid straddle-type vehicle can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 11 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 10,
The engine torque transmission path includes a sheave having a variable diameter provided between the engine and the engine speed reduction mechanism, and a belt that transmits the engine torque in combination with the sheave. It further comprises a continuously variable transmission that changes the reduction ratio steplessly,
At least a part of the electric motor is
Arranged between the drive wheel fixed to the output shaft and the belt of the continuously variable transmission;
Take the configuration.

  According to the aspect 11, the electric motor can be arranged around the engine speed reduction mechanism for which it is difficult to secure a space so that an increase in size of the hybrid straddle-type vehicle is suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 12 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 11,
A sheave that is provided between the engine and the engine deceleration mechanism in the engine torque transmission path, has a variable diameter, a belt that transmits the engine torque in combination with the sheave, and accommodates the sheave and the belt. A continuously variable transmission case that further includes a continuously variable transmission that continuously changes a reduction ratio of the engine torque,
The electric motor is
Arranged in the continuously variable transmission case,
Take the configuration.

  According to the twelfth aspect, the electric motor can be arranged around the engine speed reduction mechanism for which it is difficult to secure a space so that an increase in size of the hybrid straddle-type vehicle is suppressed. Therefore, even if an electric motor is mounted in addition to the engine, it is possible to provide a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle.

The hybrid straddle-type vehicle power unit according to aspect 13 is the hybrid straddle-type vehicle power unit according to any one of aspects 1 to 12,
A crank spindle that rotates in response to the reciprocating motion of the engine;
A generator connected to the crankshaft;
Further comprising
Take the configuration.

  According to the aspect 13, since both the electric power generated by the electric motor and the electric power generated by the generator can be obtained, the electric motor and the generator can be reduced in size. By reducing the size of both the electric motor and the generator, the degree of freedom in the location of the electric motor and the generator is improved. Therefore, the configuration is different from the generator connected to the crankshaft around the engine speed reduction mechanism. Even if the electric motor is arranged, it is possible to suppress an increase in size of the hybrid straddle-type vehicle. Therefore, even if an electric motor is mounted in addition to the engine, a hybrid straddle-type vehicle power unit that can suppress an increase in size of the hybrid straddle-type vehicle can be provided.

The hybrid straddle-type vehicle according to aspect 14 is
A hybrid straddle-type vehicle power unit according to any one of aspects 1 to 13,
A driving battery for supplying a driving power to an electric motor of the hybrid saddle riding type power unit;
A drive wheel fixed to the output shaft and driven;
Comprising
Take the configuration.

  According to the fourteenth aspect, by applying the hybrid straddle-type vehicle power unit that can suppress the increase in size of the hybrid straddle-type vehicle, even if the electric motor and the drive battery are mounted in addition to the engine, the hybrid It is possible to provide a hybrid straddle-type vehicle that can suppress the increase in size of the straddle-type vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, even if it mounts an electric motor in addition to an engine, the power unit for hybrid straddle-type vehicles which can suppress the enlargement of a hybrid straddle-type vehicle, and an electric motor and a drive for driving in addition to an engine A hybrid straddle-type vehicle that can suppress an increase in size of the hybrid straddle-type vehicle even when a battery is mounted can be provided.

1 is a side view showing a hybrid straddle-type vehicle according to Embodiment 1 of the present invention. The side view of the state which removed the vehicle body cover of the hybrid type saddle-ride type vehicle which concerns on Embodiment 1 of this invention Sectional drawing which shows the power unit for hybrid type straddle-type vehicles which concerns on Embodiment 1 of this invention. 1 is a side view showing a power unit for a hybrid straddle-type vehicle according to Embodiment 1 of the present invention. The figure which shows another example of arrangement | positioning of the one-way clutch which concerns on Embodiment 1 of this invention. The figure which shows another example of arrangement | positioning of the one-way clutch which concerns on Embodiment 1 of this invention. The figure which shows another structural example of the deceleration mechanism for electric motors which concerns on Embodiment 1 of this invention. Side view showing a hybrid straddle-type vehicle according to a second embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  In the following description, front, rear, left, and right mean front, rear, left, and right, respectively, as viewed from the rider of the hybrid saddle riding type vehicle. Reference numerals F, Re, L, and R attached to the drawings represent front, rear, left, and right, respectively.

(Embodiment 1)
Embodiment 1 of the present invention will be described.

<Configuration of hybrid straddle-type vehicle>
First, the overall configuration of the hybrid straddle-type vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a side view showing a hybrid straddle-type vehicle according to the present embodiment. FIG. 2 is a side view of the hybrid straddle-type vehicle according to the present embodiment with the vehicle body cover removed. The hybrid straddle-type vehicle of the present embodiment is a so-called sports scooter type motorcycle.

  The hybrid straddle-type vehicle 1 has a handle 2 that is steered by a rider. The handle 2 is provided such that a driven wheel (front wheel) 6 can be steered via a steering shaft 4 and a front fork 5 that are inserted through the head pipe 3. A body frame 7 is coupled to the head pipe 3.

  The head pipe 3 is covered with a cowling 8. The body frame 7 is covered with a body cover 9. A seat 10 is disposed on the upper portion of the vehicle body cover 9.

  A hybrid straddle-type vehicle power unit (hereinafter simply referred to as “power unit”) 12 is attached to the body frame 7. The power unit 12 is supported so as to be rotatable about the pivot shaft 13 with respect to the vehicle body frame 7.

  A swing arm 14 is swingably supported on the body frame 7. A driving wheel (rear wheel) 15 is rotatably supported at the rear end of the swing arm 14. Thereby, the power unit 12 can swing around the pivot shaft 13 together with the drive wheels 15.

  The seat 10 is a seat that can be saddle-ridden by the rider. A driving battery 36 is disposed below the seat 10. The drive battery 36 is, for example, a lithium ion battery or a nickel metal hydride battery, and stores electric power generated by the generator 22 (see FIG. 3) or the electric motor 40 (see FIG. 3). The driving battery 36 supplies driving power to the electric motor 40 (see FIG. 3).

<Configuration of power unit for hybrid straddle type vehicle>
Next, a detailed configuration of the power unit 12 according to the present embodiment will be described with reference to FIGS. 3 and 4. FIG. 3 is a cross-sectional view showing the power unit 12 according to the present embodiment. FIG. 4 is a side view showing the power unit 12 according to the present embodiment.

  The power unit 12 includes an engine 16 that generates engine torque, an electric motor 40 that generates electric motor torque by the power of the driving battery 36, an output shaft 34 to which the drive wheels 15 are fixed, and an engine 16 to an output shaft 34. Provided in an engine torque transmission path for transmitting the engine torque, provided in an engine speed reduction mechanism 90 for increasing the engine torque, and an electric motor torque transmission path for transmitting the electric motor torque from the electric motor 40 to the output shaft 34; An electric motor torque reduction mechanism 91 arranged to increase the electric motor torque, and the increased electric motor torque is further increased by at least a part of the engine speed reduction mechanism 90 and transmitted to the output shaft 34. Prepare. The power unit 12 includes a generator 22, a continuously variable transmission 23, a continuously variable transmission case 27, and a gear case 35. Hereinafter, the configuration of each of these units and the periphery thereof will be described.

  The engine 16 includes a cylinder head portion 17, a cylinder body portion 18, a piston 19, a connecting rod 20, and a crank main shaft 21.

  The cylinder head portion 17 is formed with an intake passage, an exhaust gas passage, an intake port, and an exhaust port. An intake pipe is connected to the intake passage, and an exhaust pipe for flowing the exhaust gas downstream is connected to the downstream end of the exhaust gas passage.

  The cylinder body portion 18 is a cylindrical member. A combustion chamber is formed in the cylinder body portion 18. A piston 19 that can reciprocate is disposed in one of the combustion chambers. The piston 19 is connected to the crank main shaft 21 via a connecting rod 20.

  The crank main shaft 21 is disposed so as to extend in the vehicle width direction of the hybrid saddle riding type vehicle 1 (left and right direction of the hybrid saddle riding type vehicle 1). The right side of the crank main shaft 21 is connected to an electric generator (ACM) 22. Further, the left side of the crank main shaft 21 is supported and supported by a primary sheave 24 of a continuously variable transmission (CVT) 23 so as not to rotate relatively. The crank main shaft 21 may be connected to the primary sheave 24 via a speed reducer. The crank main shaft 21 and the connecting rod 20 change the reciprocating motion of the piston 19 into the rotational motion of the crank main shaft 21.

  The generator 22 generates power using the torque transmitted from the crank main shaft 21. The electric power generated by the generator 22 is stored in the drive battery 36.

  The continuously variable transmission 23 is provided downstream of the engine 16 and continuously changes the reduction ratio of the rotational motion transmitted from the crank main shaft 21 to the driven shaft 28. The continuously variable transmission 23 corresponds to an example of a transmission unit.

  The continuously variable transmission 23 includes a primary sheave 24, a secondary sheave 25, a belt 26, and a continuously variable transmission case 27. The diameter of the primary sheave 24 and the secondary sheave 25 is variable. The primary sheave 24, the secondary sheave 25, and the belt 26 of the continuously variable transmission 23 are accommodated in a continuously variable transmission case 27.

  The primary sheave 24 is locked and supported so as not to rotate relative to the crank main shaft 21.

  The secondary sheave 25 is locked and supported by the upstream member of the centrifugal clutch 29 so as not to rotate relatively.

  The belt 26 is wound around the primary sheave 24 and the secondary sheave 25. The belt 26 rotates in conjunction with the primary sheave 24 and the secondary sheave 25.

  As the rotational speed of the primary sheave 24 increases, the diameter of the primary sheave 24 increases, while the diameter of the secondary sheave 25 decreases, and the reduction ratio decreases. When the rotational speed of the primary sheave 24 is decreased, the diameter of the primary sheave 24 is decreased, while the diameter of the secondary sheave 25 is increased, and the reduction ratio is increased.

  The continuously variable transmission case 27 is disposed on the left side of the hybrid straddle-type vehicle 1. The continuously variable transmission case 27 accommodates at least the left part of the crank main shaft 21, the continuously variable transmission 23, the centrifugal clutch 29, and the driven shaft 28.

  The engine speed reduction mechanism 90 includes a driven shaft 28, a one-way clutch 45, a gear 30, a gear 31, an intermediate shaft 32, and a gear 33.

  The driven shaft 28 is arranged extending in the vehicle width direction of the hybrid saddle riding type vehicle 1. A centrifugal clutch 29 is provided on the left side of the driven shaft 28. A one-way clutch 45 is provided on the right side of the driven shaft 28.

  The centrifugal clutch 29 is disposed downstream of the continuously variable transmission 23. The centrifugal clutch 29 has a downstream member and an upstream member, and the cutting and connection are switched according to the rotational speed of the upstream member. The upstream member of the centrifugal clutch 29 is locked and supported so as to be relatively non-rotatable with the secondary sheave 25, and the downstream member of the centrifugal clutch 29 is engaged with the driven shaft 28 so as not to be relatively rotatable. Stopped and supported.

  The one-way clutch 45 is disposed between the driven shaft 28, the gear 30 and the gear 44. In the example of FIG. 3, the one-way clutch 45 is a needle-type one-way clutch. The gear 30 and the gear 44 are two-stage gears in which two spur gears having different diameters are fixed to each other on a concentric shaft, and are fixed to the one-way clutch 45. The gear shaft of the gear 30 and the gear shaft of the gear 44 are parallel to each other.

  The one-way clutch 45 is switched between cutting and connection depending on the rotation direction of the inner ring portion (for example, the driven shaft 28) with respect to the outer ring portion. Thereby, when engine torque is transmitted from the driven shaft 28 to the output shaft 34, the one-way clutch 45 connects the driven shaft 28 to the gear 30 and the gear 44. On the other hand, when the engine torque decreases and the rotational speed of the gear 30 and the gear 44 becomes higher than the rotational speed of the driven shaft 28, the one-way clutch 45 disconnects the driven shaft 28, the gear 30 and the gear 44. Thereby, the torque from the output shaft 34 is not transmitted to the driven shaft 28.

  The gear 30 is combined with the large gear 31 a of the gear 31.

  The gear 31 is fixed to the intermediate shaft 32. The gear 31 is, for example, a two-stage gear in which two spur gears having different diameters are fixed to each other on a concentric shaft. That is, in the gear 31, a large gear 31a having a predetermined diameter and a small gear 31b having a diameter smaller than that of the large gear 31a on a concentric shaft are fixed to each other. The large gear 31 a is combined with the gear 30. The small gear 31 b is combined with the gear 33.

  The gear 33 is fixed to the output shaft 34. The gear 33 is, for example, a spur gear, and is combined with the small gear 31 b of the gear 31.

  The output shaft 34 is fixed to the drive wheel 15.

  As described above, the engine speed reduction mechanism 90 includes a triaxial gear mechanism including the gear 30, the gear 31, and the gear 33 having different rotation axes.

  In the present embodiment, a path through which engine torque is transmitted from the engine 16 to the output shaft 34 is referred to as an “engine torque transmission path”. 3 and 4, the engine torque transmission path includes the crank main shaft 21, the continuously variable transmission 23, the driven shaft 28, the gear 30, the gear 31, the intermediate shaft 32, the gear 33, and the output shaft 34. The engine torque generated by the engine 16 is transmitted in the order of the crank main shaft 21, continuously variable transmission 23, driven shaft 28, one-way clutch 45, gear 30, gear 31, intermediate shaft 32, gear 33, output shaft 34, and drive wheels 15. Is done.

  The electric motor 40 is disposed between the drive wheel 15 and the continuously variable transmission 23 in the vehicle width direction of the hybrid saddle riding type vehicle 1. In the example of FIG. 3, the entire electric motor 40 is arranged between the drive wheel 15 and the continuously variable transmission 23, but at least a part of the electric motor 40 is connected to the drive wheel 15 and the continuously variable transmission. What is necessary is just to arrange | position between transmission 23. The electric motor 40 may be disposed in the continuously variable transmission case 27 together with the continuously variable transmission 23.

  The electric motor 40 includes a motor main body 40a that generates electric motor torque, and an electric motor shaft 40b that rotates by the electric motor torque.

  The electric motor speed reduction mechanism 91 includes an electric motor shaft gear 42, a gear 43, and a gear 44.

  The electric motor shaft gear 42 is, for example, a spur gear and is combined with the gear 43 of the electric motor reduction mechanism 91.

  The gear 43 is, for example, a spur gear provided with a shaft portion 41, and is supported so as to be rotatable about the shaft portion 41. A part of the gear 43 is combined with the electric motor shaft gear 42, and the other part is combined with the gear 44.

  The gear 44 forms a two-stage gear together with the gear 30 of the engine speed reduction mechanism 90.

  The gear case 35 is disposed between the drive wheel 15 and the continuously variable transmission 23 in the vehicle width direction of the hybrid saddle riding type vehicle 1. The gear case 35 accommodates at least the electric motor 40, the electric motor speed reduction mechanism 91, the engine speed reduction mechanism 90 (except the left side portion of the driven shaft 28), and the left side portion of the output shaft 34. The gear case 35 contains oil as lubricating oil. The oil is scraped up along with the rotation of the gears 30, 31, 33, 43, 44 and scattered in the gear case 35. The scattered oil lubricates the gears 30, 31, 33, 43, 44 and the one-way clutch 45.

  In the present embodiment, a path through which the electric motor torque is transmitted from the electric motor 40 to the output shaft 34 is referred to as an “electric motor torque transmission path”. 3 and 4, the electric motor torque transmission path includes the electric motor shaft 40b, the electric motor shaft gear 42, the gear 43, the gear 44, the driven shaft 28, the gear 30, the gear 31, the intermediate shaft 32, the gear 33, The output shaft 34 is configured.

  The electric motor torque generated by the electric motor 40 is in the order of the electric motor shaft 40b, the electric motor shaft gear 42, the gear 43, the gear 44, the gear 30, the gear 31, the intermediate shaft 32, the gear 33, the output shaft 34, and the drive wheel 15. Communicated. That is, the electric motor torque is increased by the electric motor speed reduction mechanism 91, then further increased by the engine speed reduction mechanism 90, and output to the drive wheels 15.

  The torque generated in the output shaft 34, such as during braking of the hybrid saddle-type vehicle 1, is generated by the gear 33, the gear 31 and the intermediate shaft 32, the gear 30, the gear 44, the gear 43, the electric motor shaft gear 42, and the electric motor shaft 40b. The electric motor 40 is transmitted in this order. By transmitting this torque, the regenerative energy during braking can be recovered by the electric motor 40.

  The configuration of the power unit 12 according to the present embodiment has been described above, but the power unit 12 may have the following configuration.

  3 and 4, the gear 44 of the electric motor speed reduction mechanism 91 is directly connected to the gear 30 of the engine speed reduction mechanism 90. However, the electric motor speed reduction mechanism 91 includes the output shaft 34 and What is necessary is just to connect directly with either of the components (for example, the driven shaft 28, the intermediate shaft 32, the gear 30, and the gear 31) of the engine speed reduction mechanism 90 except the gear 33 nearest to the output shaft 34.

  In the example of FIGS. 3 and 4, the needle type one-way clutch 45 is provided. However, the present invention is not limited to this. Another configuration example will be described with reference to FIGS. 5 and 6.

  First, the configuration example of FIG. 5 will be described. In the example of FIG. 5, the engine speed reduction mechanism 90 a includes a driven shaft 46, a one-way clutch 47, a gear 30 a, a gear 31, an intermediate shaft 32, and a gear 33. In the example of FIG. 5, the engine speed reduction mechanism 91a includes a gear 43 and a gear 44a. In the example of FIG. 5, the gear 44a is not fixed to the gear 30a, and each of the gear 44a and the gear 30a is fixed to a driven shaft 46 (right shaft 46a described later).

  The driven shaft 46 includes a right shaft 46 a that is disposed to the right of the saddle riding type vehicle 1 in the vehicle width direction and a left shaft 46 b that is disposed to the left of the saddle riding type vehicle 1 in the vehicle width direction. .

  The one-way clutch 47 is disposed between the left shaft 46b and the right shaft 46a of the driven shaft 46. The one-way clutch 47 is switched between disconnection and connection depending on the rotation direction of the inner ring portion with respect to the outer ring portion. The outer ring portion is fixed to the left shaft 46b. The inner ring portion is fixed to the right shaft 46a. Thus, when engine torque is transmitted from the driven shaft 46 to the output shaft 34, the one-way clutch 47 connects the left shaft 46b and the right shaft 46a. In this case, the engine torque is transmitted in the order of the left shaft 46b of the driven shaft 46, the right shaft 46a of the driven shaft 46, the gear 30a, the gear 31, the intermediate shaft 32, the gear 33, the output shaft 34, and the drive wheel 15. .

  On the other hand, when the engine torque decreases and the rotational speed of the right shaft 46a becomes larger than the rotational speed of the left shaft 46b, the one-way clutch 47 disconnects the left shaft 46b and the right shaft 46a. As a result, torque from the output shaft 34 is not transmitted to the left shaft 46 b of the driven shaft 46. In this case, the torque from the output shaft 34 includes the output shaft 34, the gear 33, the gear 31, the intermediate shaft 32, the gear 30a, the right shaft 46a of the driven shaft 46, the gear 44a, the gear 43, the motor shaft gear 42, and the electric motor. It is transmitted in the order of the shaft 40b and the electric motor 40.

  Next, the configuration example of FIG. 6 will be described. In the example of FIG. 6, the engine speed reduction mechanism 90 b includes a driven shaft 48, a needle bearing 49, a gear 50, a gear 51, a gear 52, a gear 53, an intermediate shaft 32, a one-way clutch 54, and a gear 55. In the example of FIG. 6, the electric motor reduction mechanism 91b includes a gear 43, a gear 44b, and a gear 44c.

  The gear 44b and the gear 44c are two-stage gears in which two spur gears having different diameters are fixed to each other on a concentric shaft. The gear 44b and the gear 44c are supported by the driven shaft 48 via a needle bearing 49 so as to be idle. The gear 44 c is combined with the gear 51.

  The gear 50 is a spur gear, for example, and is fixed to the driven shaft 48. The gear 50 is combined with the gear 52.

  The gear 51, the gear 52, and the gear 53 are, for example, spur gears, and are fixed to the intermediate shaft 32. The gear 51 is combined with the gear 30. The gear 52 is combined with the gear 50. The gear 53 is combined with the gear 55.

  The gear 55 is a spur gear, for example, and is fixed to the output shaft 34. The gear 55 is combined with the gear 53.

  The one-way clutch 54 is disposed inside the gear 52. The one-way clutch 54 is switched between disconnection and connection depending on the rotation direction of the inner ring part with respect to the outer ring part. In the example of FIG. 6, the gear 52 has an outer ring portion 52a and an inner ring portion 52b. Thus, when engine torque is transmitted from the driven shaft 48 to the output shaft 34, the one-way clutch 54 connects the outer ring portion 52a and the inner ring portion 52b. In this case, the engine torque is transmitted in the order of the driven shaft 48, the gear 50, the gear 52, the intermediate shaft 32, the gear 53, the gear 55, the output shaft 34, and the drive wheel 15.

  On the other hand, when the engine torque decreases and the rotational speed of the driven shaft 48 and the gear 50 becomes larger than the rotational speed of the intermediate shaft 32 and the gear 52, the one-way clutch 54 disconnects the outer ring portion 52a and the inner ring portion 52b. As a result, torque from the output shaft 34 is not transmitted to the driven shaft 48. In this case, the torque from the output shaft 34 includes the output shaft 34, the gear 55, the gear 53, the intermediate shaft 32, the gear 51, the gear 30, the gear 40, the gear 43, the motor shaft gear 42, the electric motor shaft 40b, and the electric motor 40. Are transmitted in the order.

  3 and 4, the electric motor speed reduction mechanism 91 includes gears 43 and 44 that are spur gears. However, the gears that constitute the electric motor speed reduction mechanism are not limited to spur gears. For example, as illustrated in FIG. 7, the electric motor reduction mechanism 95 may include gears 60 and 61 that are bevel gears. The gear 60 is fixed to the electric motor shaft 40 b and is combined with the gear 61. The gear 61 is fixed to the driven shaft 28 constituting the engine speed reduction mechanism, and is combined with the gear 60. In the example of FIG. 7, the electric motor speed reduction mechanism 95 includes a bevel gear fixed to the shaft that forms the engine speed reduction mechanism, but is directly connected to the gear that forms the engine speed reduction mechanism. A configuration including a bevel gear may be used.

<Effect of Embodiment 1>
The hybrid straddle-type vehicle power unit 12 according to the first embodiment is provided in an engine torque transmission path for transmitting engine torque from the engine 16 to the output shaft 34, and increases the engine torque and transmits the engine torque to the output shaft 34. And an electric motor torque transmission path for transmitting the electric motor torque from the electric motor 40 to the output shaft 34 to increase the electric motor torque, and the increased electric motor torque is applied to the engine speed reduction mechanism 90. An electric motor speed reduction mechanism 91 arranged to be further increased by at least a part (for example, the gear 30) and transmitted to the output shaft 34. Thereby, even if it is the small reduction mechanism 91 for electric motors, a big reduction ratio can be obtained as the whole reduction mechanism. Accordingly, the electric motor 40 can be reduced in size. Further, since part of the engine speed reduction mechanism 90 is used, an increase in the size of the speed reduction mechanism can be suppressed. Furthermore, the provision of the electric motor speed reduction mechanism 91 improves the degree of freedom of the location of the electric motor 40 with respect to the engine speed reduction mechanism 90. Thereby, it becomes easy to arrange the electric motor 40 in an appropriate place where the enlargement can be suppressed even around the engine speed reduction mechanism 90 where it is difficult to secure a space. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed.

  Therefore, according to the first embodiment, even if the electric motor 40 is mounted in addition to the engine 16, the hybrid straddle-type vehicle power unit 12 that can suppress the increase in size of the hybrid straddle-type vehicle 1 can be provided.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the electric motor speed reduction mechanism 91 (for example, the gear 44) is directly connected to the engine speed reduction mechanism 90 (for example, the gear 30).

  Therefore, according to the first embodiment, the electric motor speed reduction mechanism 91 and the engine speed reduction mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  The hybrid straddle-type vehicle power unit 12 according to the first embodiment transmits the engine torque from the engine 16 to the output shaft 34 and prevents the torque from the output shaft 34 from being transmitted from the output shaft 34 to the engine 16. The electric motor speed reduction mechanism 91 is directly connected to the engine speed reduction mechanism 90 between the one-way clutch 45 and the output shaft 34.

  Therefore, according to the first embodiment, torque from the output shaft 34 can be transmitted to the electric motor 40 without being transmitted to the engine 16. Generally, in order to improve fuel consumption, it is necessary for an electric motor to ensure a certain amount of regenerative energy. The countermeasures include, for example, a method of making a strong magnet, a method of increasing the size of the magnet, a method of increasing the number of turns by thickening the coil wire, or a method of increasing the operating voltage of the electric motor. However, these methods increase the cost or increase the size of the electric motor (or, for example, an electric motor control system). Therefore, according to the first embodiment, more regenerative energy can be secured without adopting the above-described method as compared with the case where the electric motor 40 does not include the one-way clutch. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the electric motor reduction mechanism 91 constitutes a gear fixed to the driven shaft 28 constituting the engine reduction mechanism 90 or an engine reduction mechanism. A gear 44 connected directly to the gear 30 is included.

  Therefore, according to the first embodiment, the electric motor speed reduction mechanism 91 and the engine speed reduction mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the shaft of the gear 44 that is the spur gear constituting the reduction mechanism 91 for the electric motor is the shaft of the gear 30 that is the spur gear constituting the speed reduction mechanism 90 for the engine. Parallel to the axis.

  Therefore, according to the first embodiment, the degree of freedom of the location of the electric motor 40 in the direction perpendicular to the axial direction of the gears 44 and 30 that are spur gears increases, so the electric motor reduction mechanism 91 and the engine reduction mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if an electric motor is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the engine speed reduction mechanism 90 is a three-shaft gear mechanism including gears 30, 31, and 33 that are spur gears having different rotation axes, and is an electric motor. The gear 44, which is a spur gear constituting the reduction mechanism 91, is directly connected to the gear 30 in the engine torque transmission path of the three-shaft gear mechanism.

  Therefore, according to the first embodiment, the electric motor speed reduction mechanism 91 and the engine speed reduction mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the engine speed reduction mechanism 90 includes a gear 31 that is a two-stage gear in which two spur gears having different diameters are fixed to each other on a concentric shaft.

  Therefore, according to Embodiment 1, the engine speed reduction mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the electric motor speed reduction mechanism 91 is at least a part of the engine speed reduction mechanism 90 provided on the engine torque transmission path downstream of the centrifugal clutch 29 (for example, It is directly connected to the gear 30).

  Therefore, according to the first embodiment, the torque transmission mechanism from the engine 16 to the output shaft 34, the electric motor speed reduction mechanism 91, and the engine speed reduction mechanism 90 can be made more compact. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, at least a part of the electric motor 40 is disposed between the drive wheel 15 fixed to the output shaft 34 and the belt 26 of the continuously variable transmission 23. ing.

  Therefore, according to the first embodiment, the electric motor 40 can be arranged around the engine speed reduction mechanism 90 where it is difficult to ensure space so that the hybrid saddle-type vehicle 1 is prevented from being enlarged. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the electric motor 40 is disposed in the continuously variable transmission case 27 of the continuously variable transmission 23.

  Therefore, according to the first embodiment, the electric motor 40 can be arranged around the engine speed reduction mechanism 90 where it is difficult to ensure space so that the hybrid saddle-type vehicle 1 is prevented from being enlarged. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  The hybrid straddle-type vehicle power unit 12 according to the first embodiment further includes a crank main shaft 21 that rotates in response to a reciprocating motion of the engine 16, and a generator 22 connected to the crank main shaft 21.

  Therefore, according to the first embodiment, it is possible to obtain both the electric power generated by the electric motor 40 and the electric power generated by the generator 22 while the hybrid straddle-type vehicle 1 is traveling. And the generator 22 can be reduced in size. By downsizing both the electric motor 40 and the generator 22, the degree of freedom of the arrangement location of the electric motor 40 and the generator 22 is improved. Therefore, the power generation connected to the crank main shaft 21 around the engine speed reduction mechanism 90. Even if the electric motor 40 having a configuration different from that of the machine 22 is provided, the size of the hybrid saddle riding type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1 can be provided.

  In the hybrid straddle-type vehicle power unit 12 according to the first embodiment, the electric motor reduction mechanism 95 is the bevel gear 61 fixed to the driven shaft 28 constituting the engine reduction mechanism 90 or the engine reduction mechanism 90. A bevel gear that is directly connected to the gear that constitutes.

  Therefore, according to the first embodiment, since the degree of freedom of the arrangement location of the electric motor increases in the circumferential direction around the axis of the bevel gear 61 connected to the engine speed reduction mechanism 90, the electric motor speed reduction mechanism 91 and The engine deceleration mechanism 90 can be configured more compactly. Therefore, even if the electric motor 40 is disposed around the engine speed reduction mechanism 90, the size of the hybrid straddle-type vehicle 1 can be suppressed. Therefore, even if the electric motor 40 is mounted in addition to the engine 16, it is possible to provide the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1.

  The hybrid straddle-type vehicle 1 according to the first embodiment includes a hybrid straddle-type vehicle power unit 12 and a drive battery 36 that supplies drive power to the electric motor 40 of the hybrid straddle-type vehicle power unit 12. And a drive wheel 15 that is fixed to the output shaft 34 and driven.

  Therefore, according to the first embodiment, by applying the hybrid straddle-type vehicle power unit 12 that can suppress an increase in size of the hybrid straddle-type vehicle 1, the electric motor 40 and the drive battery in addition to the engine 16 are applied. The hybrid straddle-type vehicle 1 that can suppress the increase in size of the hybrid straddle-type vehicle 1 can be provided.

(Embodiment 2)
A second embodiment of the present invention will be described.

<Configuration of hybrid straddle-type vehicle>
First, the overall configuration of the hybrid straddle-type vehicle according to the present embodiment will be described with reference to FIG. FIG. 8 is a side view showing the hybrid straddle-type vehicle of the present embodiment. The hybrid straddle-type vehicle according to the present embodiment is a so-called underbone type motorcycle.

  The hybrid straddle-type vehicle 100 has a handle 102 that is steered by a rider. The handle 102 is provided such that a driven wheel (front wheel) 106 can be steered via a steering shaft 104 and a front fork 105 that are inserted through the head pipe 103. A body frame 107 is coupled to the head pipe 103.

  The vehicle body frame 107 is covered with a vehicle body cover 109. A seat 110 is disposed on the upper portion of the vehicle body cover 109.

  A hybrid straddle-type vehicle power unit (hereinafter simply referred to as “power unit”) 112 is attached to the body frame 107. The power unit 112 is supported so as to be rotatable around the pivot shaft 113 with respect to the vehicle body frame 107.

  A swing arm 114 is swingably supported on the body frame 107. A driving wheel (rear wheel) 115 is rotatably supported at the rear end of the swing arm 114. Thereby, the power unit 112 can swing around the pivot shaft 113 together with the drive wheels 115.

  The seat 110 is a seat that can be saddle-ridden by the rider. A driving battery 136 is disposed below the seat 110. The driving battery 136 is, for example, a lithium ion battery or a nickel metal hydride battery, and stores electric power generated by a generator (not shown) in the power unit 112 or the electric motor 140. The drive battery 136 supplies drive power to the electric motor 140.

<Configuration of power unit for hybrid straddle type vehicle>
Next, the detailed configuration of the power unit 112 according to the present embodiment will be described with reference to FIG.

  The power unit 112 includes an engine 116, an electric motor 140, a transmission unit 123, an output shaft 134, an engine speed reduction mechanism 190, and an electric motor speed reduction mechanism 191.

  The engine 116 has a cylinder head portion 117, a cylinder body portion 118, and a crank main shaft 125. Since the cylinder head portion 117, the cylinder body portion 118, and the crank main shaft 125 have the same functions as the cylinder head portion 17, the cylinder body portion 18, and the crank main shaft 21 described in the first embodiment, the detailed description here is as follows. Omitted. The crank main shaft 125 transmits engine torque generated by the engine 116 to the upstream rotating body 119 of the engine speed reduction mechanism 190 via the transmission unit 123.

  The transmission unit 123 changes the reduction ratio of engine torque transmitted from the crank main shaft 125 to the upstream rotating body 119 of the engine speed reduction mechanism 190.

  The engine deceleration mechanism 190 includes an upstream rotator 119, a downstream rotator 120, and a long member 121.

  The upstream rotating body 119 is obtained by fixing two rotating bodies having different diameters, that is, a rotating body 119a and a rotating body 119b. The rotating body 119a and the rotating body 119b are, for example, sprockets.

  The downstream rotating body 120 is a rotating body having a diameter different from that of the upstream rotating body 119. The downstream rotating body 120 is connected to an output shaft 134 fixed to the drive wheel 115. The downstream rotating body 120 is, for example, a sprocket.

  The long member 121 is a member wound around the rotating body 119 a of the upstream rotating body 119 and the downstream rotating body 120. The long member 121 is, for example, a chain.

  The engine speed reduction mechanism 190, which is such a winding mechanism, rotates the engine torque transmitted from the crank main shaft 125 to the rotating body 119a of the upstream rotating body 119 via the transmission unit 123 via the long member 121. It is transmitted to the body 120 and the output shaft 134.

  In the present embodiment, a path through which engine torque is transmitted from engine 116 to output shaft 134 is referred to as an “engine torque transmission path”. In the example of FIG. 8, the engine torque transmission path includes a crank main shaft 125, a transmission portion 123, an upstream rotating body 119, a long member 121, and a downstream rotating body 120.

  Since the electric motor 140 has the same function as the electric motor 40 described in the first embodiment, detailed description thereof is omitted here. The electric motor torque generated by the electric motor 140 is transmitted to the engine speed reduction mechanism 190 by the electric motor speed reduction mechanism 191 and is transmitted to the drive wheels 115.

  The electric motor speed reduction mechanism 191 includes an electric motor rotating body 143 and a long member 145.

  The electric motor rotating body 143 is connected to an electric motor shaft (not shown) of the electric motor 140. The electric motor rotating body 143 is, for example, a sprocket.

  The long member 145 is a member wound around the electric motor rotating body 143 and the rotating body 119b of the upstream rotating body 119. The long member 145 is, for example, a chain.

  The electric motor speed reduction mechanism 191 which is such a winding mechanism is directly connected to the engine speed reduction mechanism 190. With this configuration, the electric motor torque generated by the electric motor 140 is transmitted from the electric motor rotating body 143 of the electric motor deceleration mechanism 191 to the rotating body 119b of the upstream rotating body 119 via the long member 145. The electric motor torque transmitted to the rotating body 119b is transmitted to the output shaft 134 via the rotating body 119a, the long member 121, and the downstream rotating body 120. That is, the electric motor torque is increased by the electric motor speed reduction mechanism 191, then further increased by the engine speed reduction mechanism 190, and output to the drive wheels 115.

  In the present embodiment, a path through which the electric motor torque is transmitted from the electric motor 140 to the output shaft 134 is referred to as an “electric motor torque transmission path”. In the example of FIG. 8, the electric motor torque transmission path includes an electric motor shaft (not shown), an electric motor rotating body 143, a long member 145, an upstream rotating body 119, a long member 121, and a downstream rotating body 120. The

  The configuration of the power unit 112 according to the present embodiment has been described above, but the power unit 112 may have the following configuration.

  In the example of FIG. 8, the long member 145 is wound between the electric motor rotating body 143 and the upstream rotating body 119, but is not limited thereto. For example, the long member 145 may be wound between the electric motor rotating body 143 and the downstream rotating body 120. In that case, the downstream rotator 120 includes two rotators having different diameters, similar to the upstream rotator 119 shown in FIG. 8, one of which is wound with the long member 121 and the other one. One adopts a configuration in which the long member 145 is wound.

  In the above description, the upstream rotating body 119, the downstream rotating body 120, and the electric motor rotating body 143 are sprockets, and the long member 121 and the long member 145 are chains. However, the present invention is not limited to this. For example, the upstream rotating body 119, the downstream rotating body 120, and the electric motor rotating body 143 may be sheaves, and the long member 121 and the long member 145 may be belts.

  The power unit 112 may further include a one-way clutch that transmits engine torque from the engine 116 to the output shaft 134 and prevents torque from the output shaft 134 from being transmitted from the output shaft 134 to the engine 116. In this case, the electric motor speed reduction mechanism 191 may be directly connected to the engine speed reduction mechanism 190 between the one-way clutch and the output shaft 134.

  The power unit 112 may further include a centrifugal clutch that is provided downstream of the transmission unit 123 in the engine torque transmission path and connects or disconnects the transmission of the engine torque by centrifugal force. In this case, the electric motor speed reduction mechanism 191 is directly connected to at least a part of the engine speed reduction mechanism 190 (for example, the upstream rotating body 119 or the downstream rotating body 120) provided downstream of the centrifugal clutch in the engine torque transmission path. It only has to be done.

  The power unit 112 is provided between the engine 116 and the engine speed reduction mechanism 190 in the engine torque transmission path, and includes a sheave having a variable diameter and a belt that transmits the engine torque in combination with the sheave. A continuously variable transmission that changes the reduction ratio steplessly may be further provided. In this case, at least a part of the electric motor 140 may be disposed between the drive wheel 115 fixed to the output shaft 134 and the belt of the continuously variable transmission.

  The power unit 112 may further include a continuously variable transmission case that accommodates the sheave and belt of the continuously variable transmission. In this case, the electric motor 140 may be disposed in the continuously variable transmission case.

  The power unit 112 may further include a generator connected to the crank main shaft 125.

<Effect of Embodiment 2>
The hybrid straddle-type vehicle power unit 112 according to the second embodiment is provided in an engine torque transmission path that transmits engine torque from the engine 116 to the output shaft 134, and increases the engine torque and transmits the engine torque to the output shaft 134. The electric speed reduction mechanism 190 and an electric motor torque transmission path for transmitting electric motor torque from the electric motor 140 to the output shaft 134 are provided to increase the electric motor torque, and the increased electric motor torque is applied to the engine speed reduction mechanism 190. And an electric motor speed reduction mechanism 191 arranged to be further increased by at least a part (for example, the upstream rotating body 119) and transmitted to the output shaft 134. Thereby, even if it is the small reduction mechanism 191 for electric motors, a big reduction ratio can be obtained as the whole reduction mechanism. Accordingly, the electric motor 140 can be reduced in size. Further, since part of the engine speed reduction mechanism 190 is used, an increase in size can be suppressed when viewed as the speed reduction mechanism as a whole. Furthermore, by providing the electric motor reduction mechanism 191, the degree of freedom of the location of the electric motor 140 is improved with respect to the engine reduction mechanism 190. Thereby, it becomes easy to arrange the electric motor 140 in an appropriate place where the enlargement can be suppressed even around the engine speed reduction mechanism 190 where it is difficult to secure a space. Therefore, even if the electric motor 140 is arranged around the engine speed reduction mechanism 190, the size of the hybrid straddle-type vehicle 100 can be suppressed.

  Therefore, according to the second embodiment, it is possible to provide the hybrid straddle-type vehicle power unit 112 that can suppress the enlargement of the hybrid straddle-type vehicle 100 even if the electric motor 140 is mounted in addition to the engine 116.

  In the hybrid straddle-type vehicle power unit 112 according to the second embodiment, the electric motor speed reduction mechanism 191 (for example, the long member 145) is directly connected to the engine speed reduction mechanism 190 (for example, the rotating body 119b).

  Therefore, according to the second embodiment, the electric motor speed reduction mechanism 191 and the engine speed reduction mechanism 190 can be configured more compactly. Therefore, even if the electric motor 140 is arranged around the engine speed reduction mechanism 190, the size of the hybrid straddle-type vehicle 100 can be suppressed. Therefore, even if the electric motor 140 is mounted in addition to the engine 116, the hybrid straddle-type vehicle power unit 112 that can suppress the increase in size of the hybrid straddle-type vehicle 100 can be provided.

  In the hybrid straddle-type vehicle power unit 112 according to the second embodiment, the engine speed reduction mechanism 190 includes an upstream rotator 119 and a downstream rotator 120 having a diameter different from that of the upstream rotator 119 and fixed to the output shaft 134. A long member 121 wound between the upstream rotating body 119 and the downstream rotating body 120 is provided, and the engine torque applied to the upstream rotating body 119 is transmitted to the downstream rotating body 120 via the long member 121. The electric motor speed reducing mechanism 191 is connected to at least a part of the engine speed reducing mechanism 119 including the winding mechanism (for example, the rotating body 119a of the upstream rotating body 119).

  Therefore, according to the second embodiment, the electric motor speed reduction mechanism 191 and the engine speed reduction mechanism 190 can be made more compact. Therefore, even if the electric motor 140 is arranged around the engine speed reduction mechanism 190, the size of the hybrid straddle-type vehicle 100 can be suppressed. Therefore, even if the electric motor 140 is mounted in addition to the engine 116, the hybrid straddle-type vehicle power unit 112 that can suppress the increase in size of the hybrid straddle-type vehicle 100 can be provided.

  A hybrid straddle-type vehicle 100 according to the second embodiment includes a hybrid straddle-type vehicle power unit 112 and a drive battery 136 that supplies drive power to the electric motor 140 of the hybrid straddle-type vehicle power unit 112. And driving wheels 115 that are fixed to the output shaft 134 and driven.

  Therefore, according to the second embodiment, by applying the hybrid straddle-type vehicle power unit 112 that can suppress an increase in size of the hybrid straddle-type vehicle 100, the electric motor 140 and the drive battery in addition to the engine 116 are used. The hybrid saddle riding type vehicle 100 that can suppress the increase in size of the hybrid saddle riding type vehicle 100 can be provided even if the vehicle is installed.

  The embodiments of the present invention have been described above.

  The present invention can be embodied in many different forms. This disclosure is to be considered as providing an embodiment of the principles of the invention. Many illustrated embodiments are described herein with the understanding that these embodiments are not intended to limit the invention to the preferred embodiments described and / or illustrated herein. Has been.

  Several illustrative embodiments of the invention have been described herein. The present invention is not limited to the various preferred embodiments described herein. The present invention can be recognized by those skilled in the art based on this disclosure, in any embodiment including equivalent elements, modifications, deletions, combinations (for example, combinations of features across various embodiments), improvements, and / or changes. Is also included. Claim limitations should be construed broadly based on the terms used in the claims and should not be limited to the embodiments described herein or in the process of this application. Such an embodiment should be construed as non-exclusive. For example, in this disclosure, the terms “preferably” and “good” are non-exclusive, and “preferably but not limited to” or “good but not limited thereto” "Means.

  The present invention is useful for a hybrid straddle-type vehicle power unit and a hybrid straddle-type vehicle.

DESCRIPTION OF SYMBOLS 1,100 Hybrid type straddle-type vehicle 2,102 Handle 3,103 Head pipe 4,104 Steering shaft 5,105 Front fork 6,106 Drive wheel 7,107 Car body frame 8, Cowling 9, 109 Car body cover 10, 110 Seat 12 , 112 Power unit for hybrid straddle-type vehicle 13, 113 Pivot shaft 14, 114 Swing arm 15, 115 Drive wheel 16, 116 Engine 17, 117 Cylinder head portion 18, 118 Cylinder body portion 19 Piston 20 Connecting rod 21, 125 Crank main shaft 22 generator 23 continuously variable transmission 24 primary sheave 25 secondary sheave 26 belt 27 continuously variable transmission case 28, 46, 48 driven shaft 29 centrifugal clutch 30, 30a, 31, 33, 43, 44 44a, 44b, 44c, 50, 51, 52, 53, 55, 60, 61 Gear 31a Large gear 31b Small gear 32 Intermediate shaft 34, 134 Output shaft 35 Gear case 36, 136 Drive battery 40, 140 Electric motor 40a Motor body Portion 40b electric motor shaft 41 shaft portion 42 electric motor shaft gear 45, 47, 54 one-way clutch 46a right shaft 46b left shaft 49 needle bearing 52a outer ring portion 52b inner ring portion 90, 90a, 90b, 190 engine speed reduction mechanism 91, 91a, 91b, 95, 191 Electric motor speed reduction mechanism 119 Upstream rotating body 120 Downstream rotating body 121, 145 Long member 123 Transmission unit 143 Electric motor rotating body

Claims (14)

An engine that generates engine torque;
An electric motor that generates electric motor torque from the power of the drive battery; and
An output shaft to which the drive wheel is fixed;
An engine deceleration mechanism that is provided in an engine torque transmission path for transmitting the engine torque from the engine to the output shaft, and that increases the engine torque and transmits the engine torque to the output shaft;
An electric motor torque transmission path for transmitting the electric motor torque from the electric motor to the output shaft increases the electric motor torque, and the increased electric motor torque is at least part of the engine deceleration mechanism. Further reduced by the electric motor speed reduction mechanism arranged to be transmitted to the output shaft,
Comprising
Hybrid saddle type vehicle power unit. The electric motor reduction mechanism is:
Directly connected to the engine deceleration mechanism,
The power unit for a hybrid straddle-type vehicle according to claim 1. A one-way clutch that transmits the engine torque from the engine to the output shaft and prevents torque from the output shaft from being transmitted from the output shaft to the engine;
The electric motor reduction mechanism is:
Between the one-way clutch and the output shaft, directly connected to the engine speed reduction mechanism,
The power unit for hybrid straddle-type vehicles according to claim 2. The electric motor reduction mechanism is:
Including a gear fixed to a shaft constituting the engine speed reduction mechanism, or a gear directly connected to a gear constituting the engine speed reduction mechanism,
The hybrid straddle-type vehicle power unit according to any one of claims 1 to 3. The spur gear shaft constituting the electric motor reduction mechanism is
Parallel to the axis of the spur gear constituting the engine speed reduction mechanism directly connected to the spur gear constituting the speed reduction mechanism for the electric motor;
The hybrid straddle-type vehicle power unit according to claim 4. The engine deceleration mechanism includes:
A triaxial gear mechanism composed of a plurality of spur gears having different rotation axes,
The spur gear constituting the electric motor reduction mechanism is:
Directly connected to the spur gear in the engine torque transmission path of the triaxial gear mechanism,
The hybrid straddle-type vehicle power unit according to claim 5. The engine deceleration mechanism includes:
Including a two-stage gear in which two spur gears having different diameters are fixed to each other on a concentric shaft;
The hybrid straddle-type vehicle power unit according to claim 5. The electric motor reduction mechanism is:
Including a bevel gear fixed to a shaft constituting the engine reduction mechanism, or a bevel gear directly connected to a gear constituting the engine reduction mechanism,
The hybrid straddle-type vehicle power unit according to claim 4. The engine deceleration mechanism includes:
An upstream rotator, a downstream rotator having a diameter different from that of the upstream rotator, and fixed to the output shaft, and a long member wound between the upstream rotator and the downstream rotator, A winding mechanism in which the engine torque applied to the upstream rotating body is transmitted to the downstream rotating body via the elongated member;
The electric motor reduction mechanism is:
Connected to at least a part of the engine speed reduction mechanism including the winding mechanism;
The hybrid straddle-type vehicle power unit according to any one of claims 1 to 3. A transmission section provided downstream of the engine in the engine torque transmission path and changing a reduction ratio of the engine torque;
A centrifugal clutch that is provided downstream of the transmission unit in the engine torque transmission path and that connects or disconnects the transmission of the engine torque by centrifugal force;
Further comprising
The electric motor reduction mechanism is:
Directly connected to at least a part of the engine speed reduction mechanism provided downstream of the centrifugal clutch in the engine torque transmission path;
The hybrid straddle-type vehicle power unit according to any one of claims 1 to 9. The engine torque transmission path includes a sheave having a variable diameter provided between the engine and the engine speed reduction mechanism, and a belt that transmits the engine torque in combination with the sheave. It further comprises a continuously variable transmission that changes the reduction ratio steplessly,
At least a part of the electric motor is
Arranged between the drive wheel fixed to the output shaft and the belt of the continuously variable transmission;
The hybrid straddle-type vehicle power unit according to any one of claims 1 to 10. A sheave that is provided between the engine and the engine deceleration mechanism in the engine torque transmission path, has a variable diameter, a belt that transmits the engine torque in combination with the sheave, and accommodates the sheave and the belt. A continuously variable transmission case that further includes a continuously variable transmission that continuously changes a reduction ratio of the engine torque,
The electric motor is
Arranged in the continuously variable transmission case,
The power unit for a hybrid straddle-type vehicle according to any one of claims 1 to 11. A crank spindle that rotates in response to the reciprocating motion of the engine;
A generator connected to the crankshaft;
Further comprising
The hybrid straddle-type vehicle power unit according to any one of claims 1 to 12. A hybrid saddle-type vehicle power unit according to any one of claims 1 to 13,
A driving battery for supplying a driving power to an electric motor of the hybrid saddle riding type power unit;
A drive wheel fixed to the output shaft and driven;
Comprising
Hybrid straddle-type vehicle.

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