JP7250074B2 - straddle-type vehicle - Google Patents

Description

The present invention relates to a straddle-type vehicle.

BACKGROUND ART Conventionally, a straddle-type vehicle is known to have a structure provided with a control unit. For example, in Patent Document 1, an engine control unit is attached to a main frame via an air cleaner.

JP 2013-133047 A

By the way, when connecting a control unit and a vehicle part with a harness, it is required to efficiently arrange the harness in a narrow and intricate space (improvement of wiring efficiency).

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to improve the ease of wiring in a straddle-type vehicle provided with a control unit.

As means for solving the above problems, the invention recited in claim 1 is provided with a cylinder (17) standing upward from a crankcase (16), an engine (11) as a power source of a vehicle, and the engine (11). ACG starter motor (13) that generates power using the rotation of the engine , a first control unit (51) that controls the engine (11), and the first control unit (51) separately a second control unit (52) provided to control the ACG starter motor (13 ), wherein the second control unit (52) is behind the cylinder (17) and the first control unit (51 ) is a straddle-type vehicle.
The second aspect of the invention is characterized in that the second control unit (52) controls the ACG starter motor (13) through communication with the first control unit (51) .
The invention according to claim 3 is characterized in that the ACG starter motor (13) is connected to a crankshaft (15) of the engine (11).
According to the fourth aspect of the present invention, the first harness (61) electrically connects the first control unit (51) and the second control unit (52); the ACG starter motor (13); and a second harness (62) electrically connecting the second control unit (52), wherein the second harness (62) is shorter than the first harness (61).
The invention recited in claim 5 is characterized in that the second control unit (52) is arranged behind the ACG starter motor (13) and in front of the first control unit (51).

According to the invention described in claims 1 to 6, since the first control unit for controlling the engine and the second control unit for controlling the ACG starter motor are provided separately, the following effects can be obtained. Harness connecting the engine and the first control unit (hereinafter also referred to as "engine harness") compared to the case where only a single control unit for controlling the engine and the ACG starter motor is provided as the control unit. , and the harness connecting the ACG starter motor and the second control unit (hereinafter also referred to as "ACG starter motor harness") can be routed more freely. Therefore, it is possible to improve the routing performance. In addition, each control unit can be arranged at the optimum position considering the harness length. In addition, the size of each control unit can be made smaller than that of a single control unit, making it easier to place each control unit in the dead space of the vehicle. In addition, since each control unit can be designed independently, development costs can be reduced as much as possible.
According to the sixth aspect of the present invention, the second control unit is arranged behind the ACG starter motor and in front of the first control unit, thereby providing the following effects. Compared to the case where the first control unit is located behind the ACG starter motor and in front of the second control unit, the second control unit and the ACG starter motor are closer, so the ACG starter motor and the second control unit The wiring performance of the harness for the ACG starter motor for connecting with is improved.

1 is a left side view of a motorcycle according to an embodiment; FIG. 1 is a left side view of an ECU arrangement structure for a motorcycle according to an embodiment; FIG. 1 is a top view of an ECU arrangement structure according to an embodiment; FIG. 1 is a block diagram of an ECU arrangement structure according to an embodiment; FIG. It is a top view of the ECU arrangement structure which concerns on the modification of embodiment.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that directions such as front, rear, left, and right in the following description are the same as directions in the vehicle described below unless otherwise specified. In the drawings used for the following explanation, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the upper side of the vehicle, and a left-right center line CL indicating the left-right center position of the vehicle are shown. there is

<Whole vehicle>
FIG. 1 shows a motorcycle 1 as an example of a straddle-type vehicle. Referring to FIG. 1, a motorcycle 1 includes front wheels 3 steered by a bar-type handlebar 2 and rear wheels 4 driven by a power unit 10 including an engine 11 . Hereinafter, the motorcycle may be simply referred to as a "vehicle".

Steering system components including the steering wheel 2 and the front wheel 3 are steerably supported by a head pipe 21 formed at the front end of the vehicle body frame 20 . A handle steering shaft (not shown) connected to the handle 2 is inserted through the head pipe 21 . A power unit 10 is arranged in the front-rear central portion of the vehicle body frame 20 .

For example, the vehicle body frame 20 is formed by integrally joining a plurality of types of steel materials by welding or the like. Body frame 20 includes head pipe 21 , main frame 22 , down frame 23 , pivot plate 24 , seat rails 25 and sub-frame 26 .
The head pipe 21 is inclined such that the upper end of the head pipe 21 is positioned rearward and the lower end of the head pipe 21 is positioned forward.

The main frame 22 connects the head pipe 21 and the pivot plate 24 . The main frame 22 has a shape obtained by bending one pipe into an L shape. The main frame 22 includes a first pipe portion 22a extending obliquely rearward and downward from the head pipe 21, and a second pipe portion 22b extending curved downward from the rear end of the first pipe portion 22a.
The down frame 23 extends obliquely rearward and downward at a steeper angle than the main frame 22 from a position below the joint with the main frame 22 on the head pipe 21 .
A pair of left and right pivot plates 24 are provided. The left and right pivot plates 24 extend curvedly downward from the lower end of the second pipe portion 22b of the main frame 22 . The lower ends of the left and right pivot plates 24 are connected to each other by a cross pipe (not shown) extending in the vehicle width direction.

A pair of right and left seat rails 25 are provided. The left and right seat rails 25 extend rearward from the rear portion of the first pipe portion 22a of the main frame 22 . When viewed from above, the seat rail 25 includes a first rail portion 25a that is inclined such that the front end is positioned inward in the vehicle width direction and the rear end is positioned in the vehicle width direction, and the rear end of the first rail portion 25a. and a second rail portion 25b extending to (see FIG. 3).
A pair of left and right sub-frames 26 are provided. The subframe 26 connects the pivot plate 24 and the rear portion of the seat rail 25 . The sub-frame 26 is inclined so that the front end of the sub-frame 26 is positioned downward and the rear end of the sub-frame 26 is positioned upward.

In FIG. 3, reference numeral 28 denotes a first cross member extending in the vehicle width direction so as to connect the first rails 25a of the left and right seat rails 25; A second cross member extending in the vehicle width direction, reference numeral 31 denotes a first step for the passenger to put his feet on, reference numeral 32 denotes a second step for the passenger (passenger) to put his feet on, and reference numeral 33 denotes the second step 32 of the vehicle body. Each of the connecting frames for connecting to the frame 20 is shown.

As shown in FIG. 1, the power unit 10 is arranged below the first pipe portion 22a of the main frame 22. As shown in FIG. The power unit 10 is arranged in a region sandwiched between the down frame 23 and the left and right pivot plates 24 . Power unit 10 includes engine 11 , transmission 12 and generator 13 .

The engine 11 is the power source of the vehicle. The engine 11 has a crankshaft 15 extending in the vehicle width direction. For example, engine 11 is a single cylinder engine. The engine 11 includes a crankcase 16 that houses a crankshaft 15 and a cylinder 17 that stands obliquely forward and upward from the upper portion of the crankcase 16 . Cylinder 17 is integrally connected to the upper portion of crankcase 16 .

The transmission 12 is provided at the rear portion of the crankcase 16 . The rear portion of the crankcase 16 also serves as a transmission case that accommodates a clutch and a transmission. The transmission 12 has an output shaft (not shown) for extracting the power of the engine 11 to the outside.

The generator 13 uses the rotation of the engine 11 to generate electricity. The generator 13 is connected to the outer end of the crankshaft 15 in the vehicle width direction. A cover member 18 is coupled to the left side of the crankcase 16 to cover the generator 13 from outside in the vehicle width direction. For example, the generator 13 is a rotating electric machine that starts the engine 11 using an ACG (AC Generator), a so-called ACG starter motor. Although not shown, the generator 13 includes a stator fixed to the cover member 18 and an outer rotor provided on the crankshaft 15 .

A front portion of the power unit 10 is supported by the down frame 23 via a bracket 35 . A rear portion of the power unit 10 is supported by left and right pivot plates 24 . A front end portion of a swing arm 36 is swingably supported by the left and right pivot plates 24 . The rear portion of the swing arm 36 supports the axle of the rear wheel 4 . The output shaft of the transmission 12 and the axle of the rear wheel 4 are connected via a power transmission mechanism (for example, a chain transmission mechanism) including a drive chain (not shown). A rear suspension 37 is interposed between the rear portion of the swing arm 36 and the rear portion of the body frame 20 .

A fuel tank 7 is arranged above the cylinder 17 . The fuel tank 7 is provided so as to cover the main frame 22 from above. A seat 8 for a passenger to sit on is arranged on a seat rail 25 behind the fuel tank 7 . The seat 8 extends in the front-rear direction. A front portion of the seat 8 is supported on the rear upper surface of the fuel tank 7 .
An air cleaner 40 for filtering air taken in by the engine 11 is arranged in a region surrounded by the seat rails 25, the second pipe portion 22b of the main frame 22, and the sub-frame 26. As shown in FIG.

An intake pipe 41 for supplying air (outside air) to the engine 11 through an air cleaner 40 is connected to the upper portion (rear portion) of the cylinder 17 . The intake pipe 41 extends rearward from the cylinder 17 . A throttle body 42 containing a throttle valve is interposed in the middle of the intake pipe 41 .
An exhaust pipe 43 for discharging exhaust gas from the engine 11 is connected to the upper portion (front portion) of the cylinder 17 . A muffler 44 (see FIG. 3) is connected to the downstream end (rear end) of the exhaust pipe 43 .

In FIG. 1, reference numeral 5 denotes a front fork, reference numeral 6 denotes a front fender, reference numeral 9 denotes a pair of left and right shrouds covering the front side surface of the fuel tank 7, and reference numeral 38 denotes a fuel pump.

<ECU layout structure>
The motorcycle 1 includes an FI (Fuel injection)-ECU 51 (Electronic Control Unit) as a first control unit that controls the engine 11, and an ACG-ECU 52 (second control unit) that controls the generator 13. unit).
The FI-ECU 51 controls starting and stopping of the engine 11 according to start request and stop request signals output from the ignition switch according to the operation of the passenger.
The ACG-ECU 52 controls the power generation operation of the generator 13 and arbitrarily changes the power generation amount of the generator 13 .

The ACG-ECU 52 is provided separately from the FI-ECU 51 . The ACG-ECU 52 is arranged on the same side as the generator 13 in the vehicle width direction. The FI-ECU 51 is arranged on the same side as the ACG-ECU 52 in the vehicle width direction. As shown in FIG. 3, the heavy battery 53 is offset outward in the vehicle width direction with respect to the left-right center line CL of the vehicle body. The battery 53 is arranged on the side opposite to the ACG-ECU 52 in the vehicle width direction.

In the embodiment, the FI-ECU 51, ACG-ECU 52 and generator 13 are arranged on the left side of the vehicle. The battery 53 is arranged on the right side of the vehicle. The FI-ECU 51, the ACG-ECU 52, and the generator 13 are arranged on the opposite side of the vehicle body lateral center line CL from the battery 53. As shown in FIG.

The ACG-ECU 52 is arranged behind the generator 13 . The ACG-ECU 52 is arranged in front of the FI-ECU 51 . The ACG-ECU 52 is closer to the generator 13 than the FI-ECU 51 is. When viewed from the side, the FI-ECU 51 and the ACG-ECU 52 each have a rectangular outer shape (see FIG. 2). As shown in FIG. 2, the FI-ECU 51 and the ACG-ECU 52 are arranged to tilt forward.

As viewed from the side, the FI-ECU 51 and the ACG-ECU 52 are arranged between the pivot plate 24 and the sub-frame 26 in the longitudinal direction of the vehicle. The FI-ECU 51 and the ACG-ECU 52 overlap the air cleaner 40 when viewed from the side. As viewed from the side, the FI-ECU 51 and the ACG-ECU 52 are arranged in a region surrounded by the second pipe portion 22b of the main frame 22, the seat rails 25, and the sub-frame . When viewed from the side, the FI-ECU 51 and the ACG-ECU 52 overlap a triangular space formed by the main frame 22, seat rails 25, and sub-frames .

As viewed from above, the FI-ECU 51 and the ACG-ECU 52 are arranged between the first rail portion 25a of the left seat rail 25 and the connecting frame 33 in the vehicle width direction (see FIG. 3). As shown in FIG. 3 , the rear portion of the ACG-ECU 52 overlaps the front portion of the FI-ECU 51 .
Reference numeral 54 in FIG. 3 indicates a canister.

As shown in FIG. 4, each element such as the FI-ECU 51, the ACG-ECU 52, the generator 13, the battery 53, etc. includes a conductor ( conductors) are electrically connected as follows.

A first harness 61 electrically connects the FI-ECU 51 and the ACG-ECU 52 .
A second harness 62 electrically connects the generator 13 and the ACG-ECU 52 . For example, the second harness 62 is thicker than the first harness 61 .
A third harness 63 electrically connects the high potential side terminal of the battery 53 and the ACG-ECU 52 . For example, the third harness 63 is thicker than the first harness 61 . For example, the third harness 63 has substantially the same thickness as the second harness 62 .
A fourth harness 64 electrically connects the high potential side terminal of the battery 53 and the ACG-ECU 52 . A fuse 70 and a switching element 71 are provided in the middle of the fourth harness 64 . For example, the fourth harness 64 is thicker than the first harness 61 . For example, fourth harness 64 is thinner than second harness 62 .

In FIG. 4, reference numeral 65 denotes a main harness connected to the FI-ECU 51, reference numeral 66 denotes a harness connecting the intermediate portion of the first harness 61 and the generator 13, and reference numeral 67 denotes a grounding connection connected to the ACG-ECU 52. Harness 68 indicates a grounding harness connected to the low-potential side terminal of the battery 53, respectively.

As described above, the motorcycle 1 of the above embodiment includes the engine 11 that is the power source of the vehicle, the generator 13 that generates power using the rotation of the engine 11, the FI-ECU 51 that controls the engine 11, and an ACG-ECU 52 that is provided separately from the FI-ECU 51 and that controls the generator 13 .
According to this configuration, since the FI-ECU 51 that controls the engine 11 and the ACG-ECU 52 that controls the generator 13 are provided separately, the following effects are achieved. Compared to the case where only a single control unit that controls the engine 11 and the generator 13 is provided as the control unit, the engine harness (first harness 61) and the generator harness (second harness 62) are reduced. Increased freedom of handling. Therefore, it is possible to improve the routing performance. In addition, each control unit 51, 52 can be arranged at the optimum position considering the harness length. In addition, the size of each control unit 51, 52 can be made smaller than that of a single control unit, and each control unit 51, 52 can be easily arranged in the dead space of the vehicle. In addition, since each control unit 51, 52 can be designed independently, the development cost can be reduced as much as possible.

In the above-described embodiment, the ACG-ECU 52 is arranged on the same side as the generator 13 in the vehicle width direction, thereby providing the following effects. Compared to the case where the ACG-ECU 52 is arranged on the opposite side of the generator 13 in the vehicle width direction, the ACG-ECU 52 and the generator 13 are closer to each other, so that the wiring of the generator harness is improved.

In the above embodiment, the FI-ECU 51 is arranged on the same side as the ACG-ECU 52 in the vehicle width direction, so that the following effects are obtained. Since the FI-ECU 51 and the ACG-ECU 52 are closer to each other than when the FI-ECU 51 is arranged on the opposite side of the ACG-ECU 52 in the vehicle width direction, the communication speed between the FI-ECU 51 and the ACG-ECU 52 is reduced. improves.

In the above-described embodiment, the FI-ECU 51 and the ACG-ECU 52 are arranged between the pivot plate 24 and the sub-frame 26 in the vehicle front-rear direction as viewed from the side, thereby providing the following effects. Since the FI-ECU 51 and the ACG-ECU 52 are separated from the engine 11, the influence of the heat of the engine 11 can be mitigated.

In the above-described embodiment, the FI-ECU 51 and the ACG-ECU 52 are arranged in a region surrounded by the main frame 22, the seat rails 25, and the sub-frame 26 in a side view, thereby providing the following effects. The dead space can be efficiently used to compactly lay out the FI-ECU 51 and the ACG-ECU 52 .

In the above-described embodiment, the ACG-ECU 52 is arranged behind the generator 13 and in front of the FI-ECU 51, thereby providing the following effects. Compared to the case where the FI-ECU 51 is arranged behind the generator 13 and in front of the ACG-ECU 52, the ACG-ECU 52 and the generator 13 are closer, so the generator 13 and the ACG-ECU 52 are connected. Therefore, the wiring performance of the generator harness is improved.

In the above embodiment, the generator 13 and the ACG-ECU 52 are connected via the second harness 62 that is thicker than the first harness 61 that connects the FI-ECU 51 and the ACG-ECU 52, and the ACG-ECU 52 is thicker than the FI-ECU 51. Being close to the generator 13 provides the following effects. Since the second harness 62 (generator harness), which is thicker and more difficult to bend than the first harness 61, can be shortened as much as possible, it contributes to further improvement in routing.

In the above-described embodiment, the battery 53 is arranged to be offset outward in the vehicle width direction with respect to the vehicle body left-right center line CL, and the FI-ECU 51 and the ACG-ECU 52 are separated from the battery 53 with the vehicle body left-right center line CL interposed therebetween. By arranging on the opposite side, the following effects are obtained. Compared to the case where the FI-ECU 51, the ACG-ECU 52, and the battery 53 are collectively arranged on one side of the vehicle, it is easier to maintain the left-right weight balance of the vehicle.

<Modification>
In the above-described embodiment, an example in which the battery 53 is offset outward in the vehicle width direction with respect to the vehicle body left-right center line CL has been described, but the present invention is not limited to this. For example, the battery 53 may be arranged in the center in the vehicle width direction (see FIG. 5). As shown in FIG. 5, the FI-ECU 51 and the ACG-ECU 52 are distributed to the left and right with respect to the vehicle body left-right center line CL. The FI-ECU 51 is arranged on the right side of the vehicle. The ACG-ECU 52 is arranged on the left side of the vehicle. The ACG-ECU 52 is arranged on the opposite side of the muffler 44 with respect to the lateral center line CL of the vehicle body.

According to this configuration, the battery 53 is arranged in the center in the vehicle width direction, and the FI-ECU 51 and the ACG-ECU 52 are distributed to the left and right with respect to the vehicle body left-right center line CL. play. Compared to the case where the FI-ECU 51 and the ACG-ECU 52 are collectively arranged on one side of the vehicle, it is easier to maintain the right and left weight balance of the vehicle.

The present invention is not limited to the above-described embodiments. For example, the straddle-type vehicle includes general vehicles in which a driver straddles the vehicle body, motorcycles (motorized bicycles and scooter-type vehicles). ), but also three-wheeled vehicles (including vehicles with one front wheel and two rear wheels, as well as vehicles with two front wheels and one rear wheel). Moreover, the present invention is applicable not only to motorcycles but also to four-wheeled vehicles such as automobiles.
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 Motorcycles (straddle-type vehicles)
11 engine 13 generator 15 crankshaft 21 head pipe 22 main frame 24 pivot plate 25 seat rail 26 subframe 51 FI-ECU (first control unit)
52 ACG-ECU (second control unit)
53 Battery 61 First Harness 62 Second Harness CL Car Body Left/Right Center Line

Claims (5)

an engine (11), which is a power source of a vehicle and which has a cylinder (17) standing upward from a crankcase (16) ;
an ACG starter motor (13) that starts the engine (11) and generates electricity using the rotation of the engine ;
a first control unit (51) for controlling the engine (11);
a second control unit (52) provided separately from the first control unit (51) for controlling the ACG starter motor (13) ;
A straddle-type vehicle, wherein the second control unit (52) is arranged behind the cylinder (17) and in front of the first control unit (51). Straddle-type vehicle according to claim 1, characterized in that said second control unit (52) controls said ACG starter motor (13) through communication with said first control unit (51). A straddle-type vehicle according to claim 1 or 2 , wherein the ACG starter motor (13) is connected to a crankshaft (15) of the engine (11). a first harness (61) electrically connecting the first control unit (51) and the second control unit (52);
a second harness (62) electrically connecting the ACG starter motor (13) and the second control unit (52);
The straddle-type vehicle according to any one of claims 1 to 3 , wherein the second harness (62) is shorter than the first harness (61). 5. The second control unit (52) according to any one of claims 1 to 4 , wherein the second control unit (52) is arranged behind the ACG starter motor (13) and in front of the first control unit (51). Straddle-type vehicle described in.

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