Abstract: An electric motorcycle according to the present invention includes a body frame having a head pipe supporting a steering shaft and a frame portion extending substantially rearward from the head pipe, an electric motor generating traveling power to be transmitted to a driving wheel, and an electric motor case housing the electric motor, wherein the electric motor case forms a part of the frame portion.

Abstract: A power device of an electric vehicle according to the present invention includes an electricity storage device which stores electricity of direct current, an inverter device which generates alternating current from the direct current stored in the electricity storage device, multiple electric motors which receive supply of electricity of the alternating current generated by the inverter device and generate a traveling driving force, and a driving force transmission mechanism which transmits rotation of each output shaft portion of the multiple electric motors to a driving wheel. The driving force transmission mechanism is configured such that rotation of each output shaft portion is transmitted to the driving wheel with an equal speed change ratio, and the multiple electric motors are connected to a single inverter device, and configured to receive electricity supply of the alternating current generated by the single inverter device.

Abstract: In an electric motor for a vehicle (21) which includes a stator (21) fixed to an outer case member (41) side, and a rotor (22) which rotates relative to the stator (21), an ejection hole (45b) for ejecting a coolant is provided in a disc-like member (45) which faces an end face in a rotary shaft direction of the rotor (22), non-conducting oil for cooling is fed from an oil pump (46) to a fluid path (41c) communicating with the ejection hole (45b), and the oil ejected from the ejection hole (45b) is sprayed onto at least a coil end (21a) of the stator (21). With this configuration, it is possible to provide a cooling structure for cooling a motor which, even though having a simple structure, can stably and efficiently cool the motor and rarely allows an increase in rotation resistance.

Abstract: In a saddle-type electric vehicle like an electric two-wheeled vehicle, a shaft center of a motor shaft of a traveling motor in a power plant installed between a front wheel and a rear wheel is installed lower than a shaft center of a rearward output shaft, and the whole power plant is installed as low as possible in a state where a front part is at a lower position. Batteries are installed diagonally forward from above the power plant, a gravity center of the batteries and a gravity center of the power plant are arranged to correspond to a roll axis line having the front part which is high. Thus, while the height of the gravity centers approximate the roll axis line of the vehicle body, a composite gravity center of the both is properly set, and balance of handling and motion performance can be improved.

Abstract: The present invention is to provide a leisure vehicle in which a load applied to an engine is controlled and a driving property and an output are improved. The leisure vehicle has a generator 30 to be driven by the engine for generating power, and a power generation control device 42 for controlling the generator 30, wherein the power generation control device 42 increases or decreases a power generation amount of the generator 30 under a predetermined condition regarding the power generation amount of the generator 30 to be increased or decreased in accordance with an increase or a decrease in engine speed.

Abstract: A control system in a straddle-type vehicle is provided. The control system includes front and rear wheels, comprises a load distribution changing section which changes a ground load distribution between the front and rear wheels during driving of the vehicle; a slip suppressing condition determiner section which determines whether or not a suppressing condition used to suppress a slip of one of the front and rear wheels is met, during driving of the vehicle; and a load distribution control section which controls the load distribution changing section to make the ground load of the one of the front and rear wheels greater when the slip suppressing condition determiner section determines that the suppressing condition is met, than when the slip suppressing condition determiner section determines that the suppressing condition is not met.

Abstract: There is provided a discharge ability estimating system for estimating a discharge ability of a battery for supplying electric power to an electric motor which rotates a crankshaft of an engine to start the engine, the system being configured to estimate the discharge ability of a battery based on an angular acceleration state of the crankshaft in a rotation starting period of the crankshaft.

Abstract: A brake control system in a vehicle which executes anti-lock brake control for controlling a braking force applied to a wheel to prevent the wheel from being locked during braking of the vehicle is provided. The brake control system includes an initiation determiner section for determining whether or not an initiation condition used to initiate the anti-lock brake control is met the initiation condition including a condition in which a decrease rate of a wheel speed which is a rotational speed of the wheel is not less than a predetermined threshold; and a brake control section for initiating control of the braking force applied to the wheel in the anti-lock brake control, if the initiation determiner section determines that the initiation condition is met.

Abstract: A transmission for motorcycle which has an input shaft (5), an output shaft (6), a plurality of speed change input gears, and a plurality of speed change output gears, and performs shifting by a shift mechanism is provided. The speed change input gears are fixed to one of the input shaft (5) and the output shaft (6), e.g., the input shaft (5), in the axial direction and about the axis, the speed change output gears fixed to the output shaft (6) in the axial direction and are fitted to be rotatable about the axis, and a plurality of slider rings (51, 52, 53) for dog-coupling are fixed to the other shaft about the axis and are provided to be slidable in the axial direction. An engaging hole (54) is formed in the slider rings (51, 52, 53), and the speed change gears on the other shaft are formed with an engaging projection (56) which can engage with the engaging hole (54) by the movement of the slider rings (51, 52, 53) in the axial direction.

Abstract: A friction clutch includes a clutch cam which is movable with respect to a clutch hub in a center axis direction of a transmission shaft. The clutch cam has a release rod which penetrates through the clutch hub and is extended toward the pressure plate. An adjustment bolt which is provided at the pressure plate and is configured to restrict a moving range of a clutch cam in the center axis direction is disposed to face an end portion of the release rod which is closer to the pressure plate.

Abstract: A deceleration control system in a vehicle comprises; a deceleration start detector; a memory for storing a normal state rule and a deceleration state rule to control a driving power, and a controller for controlling the driving power; wherein in the deceleration state rule, the driving power is changed based on the detection by a driving state detector, and a driving power decided in accordance with the deceleration state rule is greater than a driving power decided in accordance with the normal state rule according to the same driving state: and wherein the controller switches the normal state rule to the deceleration state rule and controls the driving power in accordance with the deceleration state rule, based on the detection by the driving state detector, when the deceleration start detector detects that the deceleration has started.

Abstract: A traction control system in vehicle comprises a detector for detecting a monitored value which changes according to a degree of a drive wheel slip; a condition determiner for determining whether or not the monitored value meets a control start condition and whether or not the monitored value meets a control termination condition; and a controller for executing traction control to reduce a driving power of the drive wheel during a period of time from when the condition determiner determines that the monitored value meets the control start condition until the condition determiner determines that the monitored value meets the control termination condition; the condition determiner being configured to set at least the control start condition variably based on a slip determination factor which changes according to a vehicle state and such that the control start condition changes more greatly according to the vehicle state than the control termination condition.

Abstract: A control system for controlling a driving power source in a vehicle, includes a driving state detector for detecting a driving state of the vehicle; a first determiner for determining whether or not the driving state detected by the driving state detector is a first state; a second determiner for determining whether or not the driving state detected by the driving state detector is a second state; a rotational speed limiter for executing rotational speed limiting control for limiting a driving power source rotational speed to a predetermined upper limit value or less when the first determiner determines that the driving state is the first state, during an operation of the driving power source; and a rotational speed limiting termination unit for terminating the rotational speed limiting control, when the second determiner determines that the driving state is the second state, during the operation of the driving power source.

Abstract: A control system in a vehicle in which at least one pair of driving power transmission members are engaged with each other with a slack on a driving power transmission path, comprises an input shaft rotational speed detector for detecting a rotational speed of an input shaft located upstream of engaged portions of the driving power transmission members in a direction in which the driving power is transmitted, a determiner for determining whether or not the driving power transmission members are in a non-contact state at the engaged portions for a period of time based on a change rate of the detected input shaft rotational speed, and a controller for controlling the vehicle to reduce a rotational speed difference between the input shaft and an output shaft located downstream of the engaged portions, when the determiner determines that the driving power transmission members are in the non-contact state.

Abstract: A control system in a vehicle including a front wheel which is a driven wheel and a rear wheel which is a drive wheel, the control system including: a control unit configured to control a driving power generated in a driving source according to a driving state of the vehicle; and a front wheel speed sensor configured to detect a rotational speed of the front wheel; the control unit including: a wheelie determiner configured to determine whether or not a predetermined wheelie starting condition is met, based on a value detected by the front wheel speed sensor; and a driving power controller configured to suppress the driving power if the wheelie determiner determines that the predetermined wheelie starting condition is met.

Abstract: A vehicle comprises an acceleration command input device operated by a driver to input an acceleration command; a braking command input device operated by the driver to input a braking command; and an engine controller for controlling a plurality of engine control components to change an engine driving power in response to the acceleration command and executing a deceleration control for reducing the engine driving power when a predetermined deceleration condition is met; the engine controller executing driving power increasing preparation for changing a controlled amount of at least one of the engine control components to increase the engine driving power while maintaining the deceleration control state when inputting of the braking command stops during the deceleration control, and changing a controlled amount of at least one of the engine control components to increase the engine driving power when the acceleration command is input thereafter.

Abstract: A control system in a vehicle configured to rotate a drive wheel by a driving power generated in a driving power source mounted in the vehicle; comprises a slip value measuring unit configured to measure a slip value indicating a degree to which the drive wheel spins; a change rate calculator configured to calculate a change rate of the slip value measured by the slip value measuring unit; and a road surface condition determiner configured to determine a road surface condition according to the change rate of the slip value calculated by the change rate calculator.

Abstract: A traction control system comprises a detector configured to detect a monitored spin value corresponding to a spin amount of a drive wheel in a vehicle; a condition determiner configured to determine whether or not the monitored spin value detected by the detector meets a driving power suppressing condition; and a controller configured to execute a traction control for reducing a driving power of the drive wheel based on the determination; the condition determiner being configured to set the driving power suppressing condition variably based on at least one of a variable parameter relating to a rotation number difference which is variable according to a change rate of a rotation number difference between the drive wheel and a driven wheel, and a variable parameter relating to rotation of a drive system which is variable according to a rotation change rate of the drive system for driving the drive wheel.

Abstract: An engine for a leisure vehicle including a crank chamber in which a crankshaft is disposed, a transmission chamber in which a transmission unit of the vehicle is disposed, the transmission unit having an input shaft that is coupled to the crankshaft and configured to be driven by the crankshaft, a cylinder extending from the crank chamber, and a cylinder head attached to the cylinder. The crank chamber is located above the transmission chamber, and the cylinder is disposed in such a manner that an axial direction thereof is oriented in a substantially longitudinal direction of a vehicle body of the leisure vehicle.

Abstract: A method, a device utilizing the method, and a motorcycle equipped with the device are provided, of controlling combustion of an engine to have an engine beat different from an equally-intervalled combustion. The method of controlling combustions of an engine having three or more pistons of cylinders per crankshaft includes causing simultaneous combustions of two cylinders among the three or more cylinders, the two cylinders having the same crank phase angle, causing a combustion of at least one -other cylinder, and in the process of said combustion offsetting a crank phase angle by a first crank phase angle, and repeating from the combustions of the first two cylinders further offsetting the crank phase angle by a second crank phase angle from the first crank phase angle.