Patent Description:
For example, <CIT> discloses a saddled electric vehicle in which a battery for supplying electric power to a drive source is detachably provided.

Incidentally, in a case of a saddled electric vehicle, there are cases in which the vehicle is moved to a desired location during a state in which the vehicle is not generating a driving force (for example, a neutral state in an engine vehicle).

On the other hand, there are vehicles having a vehicle electronic lock such as smart systems. In such a vehicle, even while the vehicle remains locked due to a vehicle electronic lock in a state in which a battery is removed from the vehicle, the vehicle is required to be easily movable.

A saddled electric vehicle, in which all features of the preamble of claim <NUM> are disclosed, is described in <CIT>.

It is an object of the present invention is to provide a saddled electric vehicle in which the vehicle can be easily moved even while the vehicle remains locked due to a vehicle electronic lock in a state in which a battery is removed from the vehicle.

This object is achieved by a saddled electric vehicle according to the enclosed independent claims.

According to this configuration, since the lock control unit controls the vehicle electronic lock including the handle lock part which enables the handle (handlebar) to be unlocked in a state in which the battery is removed from the vehicle, the lock of the handle can be released. Therefore, even while the handle remains locked due to the vehicle electronic lock in a state in which the battery is removed from the vehicle, since the lock of the handle can be released by the handle lock part, the vehicle can be easily moved.

Advantageous features of the present invention are defined in the corresponding subclaims.

In one aspect of the present invention, the vehicle electronic lock may enable the vehicle to be locked and unlocked by authentication with a portable device, and the lock control unit may control the vehicle electronic lock on the basis of an authentication result with the portable device.

According to this configuration, even while the vehicle remains locked due to the vehicle electronic lock in a state in which the battery is removed from the vehicle, the vehicle can be easily moved using the portable device.

One aspect of the present invention may further include a direct current - direct current converter (DC-DC converter) which connects the battery and the sub battery, in which the sub battery may be charged via the DC-DC converter while the vehicle is traveling.

According to this configuration, since the sub battery is charged while the vehicle is traveling, the vehicle electronic lock can be prevented from becoming inoperable due to reduction in power of the sub battery.

In one aspect of the present invention, the handle lock part may be disposed in a vicinity of a head pipe.

According to this configuration, since the handle lock part can be easily accessed compared to a case in which the handle lock part is disposed far away from the head pipe, the lock of the handle can be easily released.

One aspect of the present invention may further include a lock pin which is manually operable, in which an engaging part that engages with the lock pin in a locked state of the handle may be provided in the head pipe.

According to this configuration, since the engagement between the lock pin and the engaging part can be manually released, the lock of the handle can be easily released.

In one aspect of the present invention, the vehicle electronic lock may include a lid lock part which enables a storage lid that stores the battery to be locked and unlocked.

According to this configuration, even while the storage lid remains locked due to the vehicle electronic lock in a state in which the battery is removed from the vehicle, since the lock of the storage lid can be released by the lid lock part, the battery can be easily stored.

In one aspect of the present invention, the vehicle electronic lock (<NUM>) may include a handle lock part (<NUM>) which enables a handle (<NUM>) to be locked and unlocked.

According to this configuration, even while the handle remains locked due to the vehicle electronic lock in a state in which the battery is removed from the vehicle, since the lock of the handle can be released by the handle lock part, the vehicle can be easily moved.

In one aspect of the present invention, the handle lock part (<NUM>) may be disposed in a vicinity of a head pipe (<NUM>).

One aspect of the present invention may further include a lock pin (<NUM>) which is manually operable, in which an engaging part (202d) that engages with the lock pin (<NUM>) in a locked state of the handle (<NUM>) may be provided in the head pipe (<NUM>).

In one aspect of the present invention, the vehicle electronic lock (<NUM>) may include a lid lock part (<NUM>) which enables a storage lid (<NUM>) that stores the battery (<NUM>) to be locked and unlocked.

According to the present invention, even while the vehicle remains locked due to the vehicle electronic lock in a state in which the battery is removed from the vehicle, the vehicle can be easily moved.

In the following description, directions such as forward, rearward, left, and right are the same as directions in a vehicle to be described below unless otherwise specified. An arrow FR indicating toward the front of the vehicle, an arrow LH indicating toward the left of the vehicle, an arrow UP indicating toward the top of the vehicle, and a line CL indicating a vehicle body left-right center are illustrated at suitable positions in the drawings used for the following description.

<FIG> illustrates a motorcycle <NUM> of a unit swing type as an example of a saddled electric vehicle. Referring to <FIG>, the motorcycle <NUM> includes a front wheel <NUM> steered by a handle <NUM>, and a rear wheel <NUM> driven by a power unit <NUM> including a power source. Hereinafter, the motorcycle may be simply referred to as a "vehicle" in some cases. The motorcycle <NUM> of the embodiment is a vehicle of a scooter type having step floors <NUM> on which a rider seated on a seat <NUM> places his/her feet.

Components of a steering system including the handle <NUM> and the front wheel <NUM> are pivotably supported by a head pipe <NUM> of a front end of a vehicle body frame <NUM> to be steerable. An outer circumference of the vehicle body frame <NUM> is covered with a vehicle body cover <NUM>. In <FIG>, reference sign <NUM> denotes a front fork.

The vehicle body frame <NUM> is formed by integrally joining steel pieces of a plurality of types by welding or the like. The vehicle body frame <NUM> includes the head pipe <NUM> positioned at a front end portion thereof, a pair of left and right upper frames <NUM> extending obliquely rearward and downward from the head pipe <NUM>, a pair of left and right down frames <NUM> extending obliquely rearward and downward from a lower portion of the head pipe <NUM> with a steeper inclination than the left and right upper frames <NUM>, then extending rearward substantially horizontally from lower ends thereof, and then extending obliquely rearward and upward from rear ends thereof, a pair of left and right rear upper frames <NUM> extending obliquely rearward and upward from vertically intermediate portions of the left and right upper frames <NUM> to be connected to rear upper ends of the left and right down frames <NUM> and extending obliquely rearward and upward from connecting parts thereof, and rear lower frames <NUM> extending obliquely rearward and upward from rear portions of the down frames <NUM> and connected to rear portions of the rear upper frames <NUM>.

The power unit <NUM> is a power unit of a swing type in which a motor <NUM> serving as a drive source disposed on a left side of the rear wheel <NUM>, a power transmission mechanism <NUM> capable of driving the rear wheel <NUM> with power obtained from the motor <NUM>, and the swing frame <NUM> supporting the motor <NUM> and the power transmission mechanism <NUM> are integrated.

An axle 4a of the rear wheel <NUM> (hereinafter also referred to as a "rear wheel axle 4a," see <FIG>) is provided at a rear end portion of the power unit <NUM>. When power obtained from the motor <NUM> is transmitted to the rear wheel axle 4a (see <FIG>) via the power transmission mechanism <NUM>, the rear wheel <NUM> supported by the rear wheel axle 4a is driven and the vehicle travels. Reference sign CR in the drawing denotes a central axis (rear wheel axis) of the rear wheel axle 4a, which is an axis parallel to a vehicle width direction.

A front lower portion of the power unit <NUM> is supported by a lower rear side of the vehicle body frame <NUM> via a link mechanism <NUM> to be vertically swingable. A pair of left and right rear cushions <NUM> that attenuate swing of the power unit <NUM> stretch between a rear end of the power unit <NUM> and the seat frames <NUM>. Hereinafter, in the vehicle, constituents on the left side in the vehicle width direction may be denoted by adding "L," and constituents on the right side in the vehicle width direction may be denoted by adding "R.

As illustrated in <FIG>, the swing frame <NUM> includes a main arm <NUM> extending from the front of the rear wheel <NUM> toward the left side of the rear wheel <NUM>, and a sub arm <NUM> extending from a front right portion of the main arm <NUM> toward a right side of the rear wheel <NUM> while curving inward in the vehicle width direction.

A power housing part <NUM> that houses the motor <NUM> and a transmission housing part <NUM> that houses the power transmission mechanism <NUM> are provided in the main arm <NUM>.

The power housing part <NUM> includes an inner cover 23a that covers the motor <NUM> from an inward side in the vehicle width direction, and an outer cover 23b that covers the motor <NUM> from an outward side in the vehicle width direction.

The inner cover 23a has a box shape that opens outward in the vehicle width direction. The inner cover 23a is integrally formed with an arm part 21a of the main arm <NUM> as the same member.

The outer cover 23b has a box shape that opens inward in the vehicle width direction. The outer cover 23b is coupled to the inner cover 23a using a fastening member such as a bolt.

As illustrated in <FIG>, an arm part 21a that extends to the front from the power housing part <NUM> is provided in the main arm <NUM>. As illustrated in <FIG>, the arm part 21a extends in a front-rear direction to be continuous with the inner cover 23a. In <FIG>, reference sign 21b denotes a pair of left and right front extension part that extends to the front from a front end portion of the arm part 21a.

As illustrated in <FIG>, the transmission housing part <NUM> includes an inner case 24a disposed on an inward side in the vehicle width direction on the left side of the rear wheel <NUM>, and an outer case 24b that covers the inner case 24a from an outward side in the vehicle width direction.

The inner case 24a has a box shape that opens outward in the vehicle width direction.

The outer case 24b has a box shape that opens inward in the vehicle width direction. The outer case 24b is integrally formed with the inner cover 23a of the main arm <NUM> as the same member. The outer case 24b is coupled to the inner case 24a using a fastening member such as a bolt.

As illustrated in <FIG>, a fender stay support part <NUM> that protrudes rearward and upward to support a fender stay <NUM> (see <FIG>) is provided in the transmission housing part <NUM>. As illustrated in <FIG>, the fender stay <NUM> extends rearward and upward from a vicinity of the rear wheel axle 4a (see <FIG>) to support a fender <NUM> disposed on a rear upper side of the rear wheel. In <FIG>, reference sign <NUM> denotes a center stand (hereinafter also simply referred to as a "stand"), and reference sign <NUM> denotes a rear brake. In <FIG>, reference sign 28a denotes a stand engaging part with which the stand is rotatably engaged.

As illustrated in <FIG>, the motor <NUM> is disposed on the left side of the rear wheel <NUM>. The motor <NUM> is an electric motor. The motor <NUM> is a motor of an inner rotor type. The motor <NUM> includes a motor output shaft <NUM>, an inner rotor <NUM>, and a stator <NUM>.

The motor output shaft <NUM> is directed in the vehicle width direction and is rotatably supported by the main arm <NUM>. The motor output shaft <NUM> has an axis Cm1 (hereinafter also referred to as a "motor axis Cm1") parallel to a rear wheel axis CR. Reference signs 34a to 34c in the drawing denote bearings which rotatably support the motor output shaft <NUM>.

The inner rotor <NUM> includes an inner rotor main body 32a having a cylindrical shape, and a magnet 32b provided on an outer circumferential surface of the inner rotor main body 32a. A central portion in a radial direction of the inner rotor main body 32a is spline-coupled to the motor output shaft <NUM>. An object to be detected 32c is attached to an outer circumferential surface of an inner end portion in the vehicle width direction of the inner rotor main body 32a.

The stator <NUM> includes an annular stator yoke 33a fixed to an outer circumferential wall of the inner cover 23a, a plurality of teeth 33b joined to the stator yoke 33a and provided radially with respect to the motor axis Cm1, and a coil 33c in which a conductive wire is wound around the teeth 33b. A rotor sensor 33d which detects the object to be detected 32c is attached to the stator yoke 33a.

A battery <NUM> (see <FIG>) is connected to the motor <NUM>. The battery <NUM> supplies electric power to the motor <NUM> when the motor <NUM> drives the rear wheel <NUM>.

As illustrated in <FIG>, the power transmission mechanism <NUM> is disposed on the left side of the rear wheel <NUM>. The power transmission mechanism <NUM> is provided in the transmission housing part <NUM> that is continuous with the power housing part <NUM>.

The power transmission mechanism <NUM> includes a transmission shaft <NUM> rotatably supported in parallel with the motor output shaft <NUM> and the rear wheel axle 4a, first gear pair 37a and 37b provided at an inner end portion in the vehicle width direction of the motor output shaft <NUM> and at an inner portion in the vehicle width direction of the transmission shaft <NUM>, and second gear pair 38a and 38b provided at an outer portion in the vehicle width direction of the transmission shaft <NUM> and at a left end portion of the rear wheel axle 4a. Reference signs 4b to 4d in the drawing denote bearings which rotatably support the rear wheel axle 4a.

The motor output shaft <NUM>, the transmission shaft <NUM>, and the rear wheel axle 4a are disposed in this order at intervals in the front-rear direction from the front. The transmission shaft <NUM> has an axis Ct1 (hereinafter also referred to as a "transmission axis Ct1") parallel to the motor axis Cm1. Reference signs 39a and 39b in the drawing denote bearings which rotatably support the transmission shaft <NUM>.

With this configuration, rotation of the motor output shaft <NUM> is decelerated at a predetermined speed reduction ratio and then is transmitted to the rear wheel axle 4a.

As illustrated in <FIG>, the sub arm <NUM> extends in the front-rear direction on the right side of the rear wheel <NUM>. A front end portion of the sub arm <NUM> is coupled to a right portion of a front portion of the main arm <NUM> using a fastening member such as a bolt. In <FIG>, reference sign 22j indicates a connecting part of the sub arm <NUM> with the main arm <NUM>. Although not illustrated, a right cushion support stay protruding rearward and upward to support the right rear cushion is provided in a rear end portion of the sub arm <NUM>.

As illustrated in <FIG>, a fender structure 50A which supports the fender <NUM> disposed on a rear upper side of the rear wheel <NUM> with the fender stay <NUM> extending toward the rear of the vehicle from the vicinity of the rear wheel axle 4a (see <FIG>) is provided on a rear side of the vehicle. The fender structure 50A has a cantilever structure in which only a left portion of the fender <NUM> is fixed to the fender stay <NUM>. In <FIG>, reference sign <NUM> denotes a protective cover that covers the power housing part <NUM> from an outward side in the vehicle width direction, and reference sign <NUM> denotes a tail lamp.

In <FIG>, reference signs 26h1 and 26h2 denote a plurality of through holes that open in the vehicle width direction so that shaft portions of bolts can be inserted therethrough, reference sign <NUM> denotes a connecting part with the protective cover <NUM> (see <FIG>) in the main arm <NUM> or the like, reference sign <NUM> denotes a female screw part provided in the arm part 21a.

As illustrated in <FIG>, the battery <NUM> that supplies electric power to the motor <NUM> is mounted below the seat <NUM> (see <FIG>). The battery <NUM> is constituted by two unit batteries <NUM> and <NUM> in the front-rear direction. The unit batteries <NUM> and <NUM> have the same configuration as each other. The unit batteries <NUM> and <NUM> each have a prismatic shape (rectangular parallelepiped shape) extending in a longitudinal direction with a rectangular cross section (for example, square shape). The unit batteries <NUM> and <NUM> are each disposed such that front and rear sides of the cross-sectional shape extend in the vehicle width direction and left and right sides thereof extend in the front-rear direction. The front and rear unit batteries <NUM> and <NUM> are inclined parallel to each other and are disposed with an interval between front and rear surfaces facing each other.

The battery <NUM> generates a predetermined high voltage (for example, <NUM> V to <NUM> V) due to the plurality of unit batteries <NUM> and <NUM> being connected in series. For example, the unit batteries <NUM> and <NUM> may be each configured by a lithium ion battery as energy storage that is chargeable and dischargeable. The unit batteries <NUM> and <NUM> are inserted into and removed from battery cases <NUM> and <NUM> fixed to the vehicle body (case support structure <NUM>) from above. As illustrated in <FIG>, the case support structure <NUM> supporting the battery cases <NUM> and <NUM> is attached to the vehicle body frame <NUM>.

Although not illustrated, battery insertion/removal ports that open upward are provided in the battery cases <NUM> and <NUM>. As illustrated in <FIG>, lock mechanisms 103a and 104a which restrict upward separation of the front and rear batteries <NUM> and <NUM> that have been inserted into the respective cases are provided around the respective battery insertion/removal ports. The unit batteries <NUM> and <NUM> are obliquely slid into the battery cases <NUM> and <NUM> from the battery insertion/removal ports and are stored in the battery cases <NUM> and <NUM> so that they can be taken in and out. The unit batteries <NUM> and <NUM> are obliquely inserted and removed with respect to the battery cases <NUM> and <NUM>, and thereby some of a weight of the unit batteries <NUM> and <NUM> is supported by wall parts of the battery cases <NUM> and <NUM>.

Hereinafter, on a side below the seat <NUM> (see <FIG>), the unit battery <NUM> positioned on a front side is also referred to as "front battery <NUM>," and the unit battery <NUM> positioned on a rear side is also referred to as "rear battery <NUM>. " Hereinafter, the battery case <NUM> accommodating the front battery <NUM> is also referred to as "front case <NUM>," and the battery case <NUM> accommodating the rear battery <NUM> is also referred to as "rear case <NUM>.

Battery-side connection terminals (not illustrated) are provided at lower end portions of the front and rear batteries <NUM> and <NUM>. Case-side connection terminals (not illustrated) for detachably connecting the battery-side connection terminals are provided on bottom wall parts of the front and rear battery cases <NUM> and <NUM>. Before locking operations of the lock mechanisms 103a and 104a, the case-side connection terminals are embedded on a lower side of the bottom wall parts of the front and rear battery cases <NUM> and <NUM>. At this time, although the front and rear batteries <NUM> and <NUM> can be inserted into and removed from the battery cases <NUM> and <NUM>, the battery-side connection terminals and the case-side connection terminals are not connected merely by inserting the front and rear batteries <NUM> and <NUM> into the battery cases <NUM> and <NUM>.

When the lock mechanisms 103a and 104a are operated to be locked after the front and rear batteries <NUM> and <NUM> are stored in the front and rear battery cases <NUM> and <NUM>, the case-side connection terminals protrude to upper sides of the bottom wall parts of the front and rear battery cases <NUM> and <NUM>. Thereby, the battery-side connection terminals and the case-side connection terminals are connected. The locking operation and terminal connection can be performed for each of the front and rear batteries <NUM> and <NUM>.

The operation of the lock mechanisms 103a and 104a and the insertion and removal of the front and rear batteries <NUM> and <NUM> are manually performed, and the front and rear batteries <NUM> and <NUM> are attached to and detached from the vehicle body without tools. The front and rear batteries <NUM> and <NUM> are attachable to and detachable from the vehicle body with the seat <NUM> (see <FIG>) open. The front and rear batteries <NUM> and <NUM> cannot be attached to or detached from the vehicle body with the seat <NUM> (see <FIG>) closed. When the seat <NUM> (see <FIG>) is opened and closed, the front and rear batteries <NUM> and <NUM> are switched between a state of being attachable and detachable and a state of not being attachable and detachable with respect to the vehicle body.

The front and rear batteries <NUM> and <NUM> are mobile batteries that can be attached to and detached from the vehicle body. The front and rear batteries <NUM> and <NUM> can be charged by a charger outside the vehicle or can be used as a power supply for an external device as a mobile battery. The front and rear batteries <NUM> and <NUM> can be used singly.

As illustrated in <FIG>, the battery <NUM> is disposed in front of the motor <NUM> in a vehicle front-rear direction. In the top view of <FIG>, the battery <NUM> is disposed at a position other than the motor <NUM>. In the top view of <FIG>, the front and rear batteries <NUM> and <NUM> are disposed across the vehicle body left-right center line CL from the left and to the right. In the top view of <FIG>, a center in the vehicle width direction of the front and rear batteries <NUM> and <NUM> coincides with the vehicle body left-right center line CL.

As illustrated in <FIG>, the motorcycle <NUM> includes a pair of left and right step floors <NUM> on which a driver seated on the seat <NUM> places his/her feet, a center tunnel CT extending in the vehicle front-rear direction between the left and right step floors <NUM>, a front body FB which is continuous with the front of the center tunnel CT and the left and right step floors <NUM>, and a rear body RB which is continuous with the rear of the center tunnel CT and the left and right step floors <NUM>.

The center tunnel CT is provided in front of a front end of the seat <NUM> and below the handle <NUM>. The center tunnel CT bulges upward with respect to the step floors <NUM>. As illustrated in <FIG>, the center tunnel CT extends such that an upper surface portion CT1 is inclined downward toward the rear behind the front body FB. The center tunnel CT is connected to the rear body RB with a rear side of the upper surface portion CT1 curved upward. Hereinafter, a curved lower end portion on the rear side of the upper surface portion CT1 of the center tunnel CT is referred to as a lowest portion CT2.

The lowest portion CT2 is positioned on a side above an upper end of the front wheel <NUM>. The lowest portion CT2 is disposed in the vicinity of a lower end portion of the seat <NUM> (front seat 8a). In a side view, a distance z1 in a vertical direction between the lowest portion CT2 and the lower end portion of the front seat 8a is smaller than a thickness z2 in a vertical direction of the front seat 8a. A distance from floor surfaces 9a to the lowest portion CT2 is larger than a distance from the lowest portion CT2 to an upper surface of the front seat 8a.

When the motorcycle <NUM> is configured such that the center tunnel CT is provided on the step floors <NUM>, the center tunnel CT can be sandwiched between the left and right feet of a rider while giving a degree of freedom to rider's footrest positions. Therefore, comfort around the rider's feet and controllability of the vehicle body are secured. The center tunnel CT constitutes a low floor part of the motorcycle <NUM>. A straddling space CT3 that allows the rider to easily straddle the vehicle body is formed above the center tunnel CT.

A lower side of a front end portion of the seat <NUM> is connected to the vehicle body via a hinge shaft extending in the vehicle width direction (left-right direction). The seat <NUM> vertically rotates with the hinge shaft as a center to open and close an upper portion of the rear body RB. When the seat <NUM> is in a closed state (see <FIG>) in which the upper portion of the rear body RB is closed, the rider can be seated on the seat <NUM>. When the seat <NUM> is in an open state in which the upper portion of the rear body RB is open, an article or space below the seat <NUM> can be accessed. The seat <NUM> can be locked in the closed state.

In <FIG>, reference sign 6a denotes a front fender, reference sign <NUM> denotes a front combination lamp, reference sign <NUM> denotes a front cover that covers an upper portion of the front body FB from the front above the front combination lamp <NUM>, reference sign <NUM> denotes a concave-shaped front lower cover that covers a lower portion of the front body FB from the front below the front combination lamp <NUM> and behind the front wheel <NUM>, reference sign <NUM> denotes a wind screen attached to an upper portion of the front cover <NUM> to overlap therewith from the front, and reference sign <NUM> denotes an undercover that covers a lower surface of the vehicle body from below.

An airflow guide hole <NUM> that guides a traveling wind into the center tunnel CT is provided in the front lower cover <NUM>. The airflow guide hole <NUM> has a plurality of openings <NUM>. Hoods <NUM> that change a flow of the traveling wind having passed through the openings <NUM> downward are formed on a back side (rear side) of the front lower cover <NUM>.

In <FIG>, reference sign <NUM> denotes a power control unit (PCU) serving as a control unit (control unit), reference sign <NUM> denotes a junction box, reference sign <NUM> denotes a contactor, reference sign <NUM> denotes a charger, and reference sign <NUM> denotes a heat-dissipation fin.

In the side view of <FIG>, the PCU <NUM> is disposed in a height range H1 between an axial center of a front wheel axle 3a and an upper end 3w1 of a wheel 3w in the vertical direction. The PCU <NUM> is disposed to be inclined downward toward the front in a side view. A front lower end (lowermost end) T1 of the PCU <NUM> is positioned at substantially the same height as the front wheel axle 3a. A rear upper end (uppermost end) T2 of the PCU <NUM> is positioned below the upper end 3W1 of the wheel 3w of the front wheel <NUM>.

In the side view of <FIG>, an extension line L1 in which an upper end edge of the heat-dissipation fin <NUM> is extended toward the rear of the vehicle overlaps the battery <NUM>.

As illustrated in <FIG>, the vehicle body frame <NUM> includes the head pipe <NUM> positioned at a front end portion and extending vertically, a pair of left and right upper frames <NUM> and 13R extending rearward and downward from a vertically intermediate portion of the head pipe <NUM>, a pair of left and right down frames <NUM> and 14R extending downward from the lower portion of the head pipe <NUM>, then extending rearward, and then extending rearward and upward, a pair of left and right middle frames <NUM> and 139R extending to be inclined such that they are positioned further downward toward the rear vertically between the left and right upper frames <NUM> and 13R and the left and right down frames <NUM> and 14R, a pair of left and right rear upper frames <NUM> and 15R (second rear frames) extending rearward and upward from front-rear intermediate portions of the left and right upper frames <NUM> and 13R, and a pair of left and right rear lower frames <NUM> and 16R (third rear frames) extending to be inclined such that they are positioned further upward toward the rear below the left and right rear upper frames <NUM> and 15R.

For example, the respective constituents of the vehicle body frame <NUM> may be formed of round steel pipes. The term "intermediate" used in the present embodiment is meant to include not only a center between opposite ends of an object but also an inner range between opposite ends of the object. The down frame <NUM> and the rear upper frame <NUM> are formed of round steel pipes having substantially the same diameter as each other. The upper frame <NUM>, the middle frame <NUM>, and the rear lower frame <NUM> are formed of round steel pipes having a slightly smaller diameter than the down frame <NUM> (the rear upper frame <NUM>).

In <FIG>, reference sign <NUM> denotes a left cushion upper shaft support part which rotatably supports an upper end portion of a left rear cushion <NUM> (see <FIG>), and reference sign 18R denotes a right cushion upper shaft support part which rotatably supports an upper end portion of a right rear cushion (not illustrated).

In the side view of <FIG>, the head pipe <NUM> extends to be inclined such that it is positioned further toward the rear toward the upper side. Various brackets for attaching constituents of a vehicle front portion is provided in the head pipe <NUM>.

In the side view of <FIG>, the upper frame <NUM> includes an upper frame front-half part <NUM> linearly extending rearward and downward from the vertically intermediate portion of the head pipe <NUM>, a front lower curved part <NUM> continuous with a lower end of the upper frame front-half part <NUM> and having a curved shape that is convex forward and downward, and an upper frame rear-half part <NUM> continuous with a rear end of the front lower curved part <NUM> and linearly extending rearward and downward with more gentle inclination than the upper frame front-half part <NUM>. The upper frame front-half part <NUM>, the front lower curved part <NUM>, and the upper frame rear-half part <NUM> are integrally formed of a round steel pipe. A rear lower end of the upper frame rear-half part <NUM> is connected to a rear lower bent part <NUM> of the down frame <NUM> from a front upper side.

In the top view of <FIG>, the left and right upper frames <NUM> and 13R are positioned on an inward side in the vehicle width direction of the left and right down frames <NUM> and 14R. In the top view of <FIG>, the left and right upper frames <NUM> and 13R extend obliquely from the vertically intermediate portion of the head pipe <NUM> such that they are positioned further outward in the vehicle width direction toward the rear while being bent at a plurality of positions.

In the top view of <FIG>, the left and right upper frames <NUM> and 13R are inclined to be positioned further outward in the vehicle width direction toward the rear from the vertically intermediate portion of the head pipe <NUM> and then bent at first bent parts 134a to extend substantially parallel to side surfaces of the vehicle body. In the top view of <FIG>, the left and right upper frames <NUM> and 13R are bent at the first bent parts 134a, extend substantially parallel to the side surfaces of the vehicle body, and then are bent at second bent parts 134b to extend to be inclined such that they are positioned further outward in the vehicle width direction toward the rear. In the top view of <FIG>, the left and right upper frames <NUM> and 13R are bent at the second bent parts 134b, extend to be inclined such that they are positioned further outward in the vehicle width direction toward the rear, and then are bent at third bent parts 134c to extend substantially parallel to the side surfaces of the vehicle body.

In the side view of <FIG>, the down frame <NUM> has a U shape. In the side view of <FIG>, the down frame <NUM> includes a front down frame part <NUM> extending downward from a lower part of the head pipe <NUM>, a front lower bent part <NUM> continuous with a lower end of the front down frame part <NUM> and having a curved shape that is convex forward and downward, a lower frame part <NUM> continues with a rear end of the front lower bent part <NUM> and extending rearward, the rear lower bent part <NUM> continuous with a rear end of the lower frame part <NUM> and having a curved shape that is convex rearward and downward, and a rear frame part <NUM> (first rear frame) continuous with an upper end of the rear lower bent part <NUM> and extending rearward and upward. The front down frame part <NUM>, the front lower bent part <NUM>, the lower frame part <NUM>, the rear lower bent part <NUM>, and the rear frame part <NUM> are integrally formed of a round steel pipe. Rear frame parts <NUM> and 145R as a pair of left and right first rear frames, the rear upper frames <NUM> and 15R as a pair of left and right second rear frames, and the rear lower frames <NUM> and 16R as a pair of left and right third rear frames constitute a pair of left and right rear frames <NUM> and 140R disposed on a rear portion of the vehicle (see <FIG>).

In the top view of <FIG>, the left and right down frames <NUM> and 14R obliquely extend from the lower portion of the head pipe <NUM> such that they are positioned further outward in the vehicle width direction toward the rear, are bent at the front lower bent parts <NUM>, extend substantially parallel to the side surfaces of the vehicle body until reaching the rear lower bent parts <NUM>, and then are bent at the rear lower bent parts <NUM> to extend to be inclined such that they are positioned further outward in the vehicle width direction toward the rear.

As illustrated in <FIG>, a front upper bent part 141a having a curved shape that is convex rearward and upward is provided in the front down frame part <NUM>. In the side view of <FIG>, the front down frame part <NUM> extends rearward and downward from the lower portion of the head pipe <NUM>, then is bent at the front upper bent part 141a, and extends substantially vertically downward.

As illustrated in <FIG>, a front middle stage cross frame <NUM> that stretches in the vehicle width direction between left and right front down frame parts <NUM> and 141R is provided between lower portions of the left and right front down frame parts <NUM> and 141R. The front middle stage cross frame <NUM> extends in a straight line in the vehicle width direction. Opposite ends of the front middle stage cross frame <NUM> are connected to the left and right front down frame parts <NUM> and 141R from inward sides in the vehicle width direction. The front middle stage cross frame <NUM> is formed of a round steel pipe having a smaller diameter than the down frame <NUM>.

As illustrated in <FIG>, a front lower cross frame <NUM> that stretches in the vehicle width direction between left and right front lower bent parts <NUM> and 142R is provided between the left and right front lower bent parts <NUM> and 142R. The front lower cross frame <NUM> extends in the vehicle width direction in a curved shape that is convex forward and downward. Opposite ends of the front lower cross frame <NUM> are connected to the left and right front lower bent parts <NUM> and 142R from inward sides in the vehicle width direction. The front lower cross frame <NUM> is formed of a round steel pipe having a smaller diameter than the down frame <NUM>.

In the side view of <FIG>, the lower frame part <NUM> extends substantially in the vehicle front-rear direction. As illustrated in <FIG>, a lower cross frame <NUM> that stretches in the vehicle width direction between left and right lower frames <NUM> and 143R is provided between the left and right lower frames parts <NUM> and 143R. The lower cross frame <NUM> extends in a straight line in the vehicle width direction. Opposite ends of the lower cross frame <NUM> are connected to the left and right lower frame parts <NUM> and 143R from inward sides in the vehicle width direction. The lower cross frame <NUM> is formed of a round steel pipe having substantially the same diameter as the down frame <NUM>.

In the top view of <FIG>, left and right rear lower bent parts <NUM> and 144R are inclined such that they are positioned further outward in the vehicle width direction as they are positioned further upward.

In the top view of <FIG>, lower portions of the left and right rear frame parts <NUM> and 145R are inclined such that they are positioned further outward in the vehicle width direction as they are positioned further upward in accordance with an inclination of the rear lower bent parts <NUM> and 144R. The left and right rear frame parts <NUM> and 145R are gently curved inward in the vehicle width direction above lower portions thereof and extend substantially parallel to the side surfaces of the vehicle body.

As illustrated in <FIG>, a pair of left and right step support stays <NUM> and 135R which support a pillion step (not illustrated) are provided on the lower portions of the left and right rear frame parts <NUM> and 145R. The left and right step support stays <NUM> and 135R include step support stay main bodies <NUM> and 136R extending rearward from the lower portions of the rear frame parts <NUM> and 145R, and step support parts <NUM> and 137R extending upward from rear end portions of the step support stay main bodies <NUM> and 136R.

In the side view of <FIG>, the step support stay main bodies <NUM> extend in the front-rear direction. In the top view of <FIG>, the left and right step support stay main bodies <NUM> and 136R extend to be curved such that they are positioned further outward in the vehicle width direction toward the rear. As illustrated in <FIG>, front ends of the step support stay main bodies <NUM> are connected to lower portions of the left and right rear frame parts <NUM> from the rear. The step support stay main body <NUM> is formed of a round steel pipe having a smaller diameter than the down frame <NUM>.

In the side view of <FIG>, the middle frame <NUM> linearly extends rearward and downward. A front upper end of the middle frame <NUM> is connected to a vertically intermediate portion of the front down frame part <NUM> from the rear. A rear lower end of the middle frame <NUM> is connected to a rear portion of the lower frame part <NUM> from above.

In the plan view of <FIG>, the left and right middle frames <NUM> and 139R are disposed to be positioned between the left and right upper frames <NUM> and 13R and the left and right lower frame parts <NUM> and 143R. In the plan view of <FIG>, the left and right middle frames <NUM> and 139R extend substantially parallel to the side surfaces of the vehicle body.

In the side view of <FIG>, the rear upper frame <NUM> includes a rear upper front-half part <NUM> (front extension part) which linearly extends forward and downward from an upper end portion of the rear frame part <NUM>, an intermediate curved part <NUM> continuous with a rear end of the rear upper front-half part <NUM> and having a curved shape that is convex forward and upward, and a rear upper rear-half part <NUM> continuous with a rear end of the intermediate curved part <NUM> and linearly extending rearward and upward with more gentle inclination than the rear upper front-half part <NUM>. The rear upper front-half part <NUM>, the intermediate curved part <NUM>, and the rear upper rear-half part <NUM> are integrally formed of a round steel pipe. A front lower end of the rear upper front-half part <NUM> is connected to the upper frame front-half part <NUM> from a rear upper side.

In the top view of <FIG>, left and right upper frame front-half portions <NUM> and 131R extend to be inclined such that they are positioned further outward in the vehicle width direction toward the rear between connecting parts with a center cross frame <NUM> and intermediate curved parts <NUM> and 152R. In the top view of <FIG>, left and right rear upper rear-half parts <NUM> and 153R extend to be inclined such that they are positioned further inward in the vehicle width direction toward the rear between the intermediate curved parts <NUM> and 152R and rear ends thereof.

As illustrated in <FIG>, the center cross frame <NUM> that stretches in the vehicle width direction between left and right rear upper front-half parts <NUM> and 151R is provided between front end portions of the left and right rear upper front-half parts <NUM> and 151R. The center cross frame <NUM> extends in the vehicle width direction in a curved shape that is convex forward and upward. In other words, the center cross frame <NUM> has a U shape (inverted U shape) that opens rearward and downward. Opposite ends of the center cross frame <NUM> are connected to the front end portions of the left and right rear upper front-half parts <NUM> and 151R from a front upper side. The center cross frame <NUM> is formed of a round steel pipe having a smaller diameter than the rear upper frame <NUM>.

A rear end cross frame <NUM> and a rear end cross plate <NUM> that stretch in the vehicle width direction between the left and right rear upper rear-half parts <NUM> and 153R are provided between rear end portions of the left and right rear upper rear-half parts <NUM> and 153R.

The rear end cross frame <NUM> extends in a straight line in the vehicle width direction. Opposite ends of the rear end cross frame <NUM> are connected to the rear end portions of the left and right rear upper rear-half parts <NUM> and 153R from inward sides in the vehicle width direction. The rear end cross frame <NUM> is formed of a round steel pipe having substantially the same diameter as the rear upper frame <NUM>.

The rear end cross plate <NUM> extends in the vehicle width direction to have a U shape that opens rearward. Opposite ends of the rear end cross plate <NUM> are connected to the rear end portions of the left and right rear upper rear-half parts <NUM> and 153R from above.

In the side view of <FIG>, the rear lower frame <NUM> extends substantially parallel to the rear upper front-half part <NUM>. A front end of the rear lower frame <NUM> is connected to a vertically intermediate portion of the rear frame part <NUM> from the rear. A rear end of the rear lower frame <NUM> is connected to a front-rear intermediate portion of the rear upper rear-half part <NUM> from below.

As illustrated in <FIG>, a rear lower cross frame <NUM> that stretches in the vehicle width direction between the left and right rear lower frames <NUM> and 16R is provided between the left and right rear lower frames <NUM> and 16R. The rear lower cross frame <NUM> extends in the vehicle width direction in a curved shape that is convex downward. Opposite ends of the rear lower cross frame <NUM> are connected to front-rear intermediate portions of the left and right rear lower frames <NUM> and 16R from inward sides in the vehicle width direction. The rear lower cross frame <NUM> is formed of a round steel pipe having substantially the same diameter as the rear lower frame <NUM>.

As illustrated in <FIG>, gussets of various types for reinforcing respective constituents of the vehicle body frame <NUM> are provided in the vehicle body frame <NUM>.

An intermediate gusset <NUM> that connects a front upper end portion of the upper frame <NUM> and a front upper end portion of the down frame <NUM> is provided at the vertically intermediate portion of the head pipe <NUM>.

A front gusset <NUM> for reinforcing a front upper portion of the down frame <NUM> is provided at the lower portion of the head pipe <NUM>.

An upper gusset <NUM> for reinforcing the upper frame <NUM> and the down frame <NUM> is provided between the upper frame front-half part <NUM> and the front down frame part <NUM>.

A lower gusset <NUM> for reinforcing the upper frame <NUM> and the down frame <NUM> is provided between the front lower curved part <NUM> and the lower frame part <NUM>.

A side gusset <NUM> that connect a front end portion of the rear lower frame <NUM> and a front end portion of the step support stay <NUM> is provided at the vertically intermediate portion of the rear frame part <NUM>.

A middle gusset <NUM> for reinforcing the rear upper frame <NUM> and the upper frame <NUM> is provided between the rear upper front-half part <NUM> and the upper frame front-half part <NUM>.

A rear gusset <NUM> for reinforcing the rear lower frame <NUM> and the rear upper frame <NUM> is provided between the rear lower frame <NUM> and the rear upper rear-half part <NUM>.

As illustrated in <FIG>, a battery disposition structure 100A including the pair of left and right rear frames <NUM> and 140R and the rear battery <NUM> disposed between the left and right rear frames <NUM> and 140R is provided on the rear portion of the vehicle.

The battery disposition structure 100A further includes the rear battery <NUM> disposed behind the front case <NUM> in which the front battery <NUM> is stored, the pair of left and right rear upper frames <NUM> and 15R, and the pair of left and right rear lower frames <NUM> and 16R, a pair of left and right first upper brackets <NUM> and 105R protruding rearward and downward from rear portions of the left and right rear upper front-half parts <NUM> and 151R, a pair of left and right first lower brackets <NUM> and 106R protruding forward and upward from the lower portions of the left and right rear frame parts <NUM> and 145R, a pair of left and right second upper brackets <NUM> and 107R protruding rearward and downward from front portions of the left and right rear lower frames <NUM>, a pair of left and right battery support parts <NUM> and 108R extending rearward from the lower portions of the left and right rear frame parts <NUM> and 145R, and a power unit support structure <NUM> extending rearward from lower rear portions of the left and right down frames <NUM> and 14R to support the power unit <NUM> to be swingable.

As illustrated in <FIG>, the left and right first upper brackets <NUM> and 105R are connected to the rear portions of the left and right rear upper front-half parts <NUM> and 151R from below. As illustrated in <FIG>, a through hole <NUM> (hereinafter referred to as a "first upper through hole <NUM>") that opens in the vehicle width direction so that a shaft portion of a bolt can be inserted therethrough is provided in the first upper bracket <NUM>.

As illustrated in <FIG>, the left and right first lower brackets <NUM> and 106R are connected to the left and right rear frame parts <NUM> and 145R from the front. The left and right first lower brackets <NUM> and 106R are respectively disposed on a side opposite to the left and right battery support parts <NUM> and 108R with the left and right rear frame parts <NUM> and 145R sandwiched therebetween. As illustrated in <FIG>, a through hole <NUM> (hereinafter referred to as a "first lower through hole <NUM>") that opens in the vehicle width direction so that a shaft portion of a bolt can be inserted therethrough is provided in the first lower bracket <NUM>.

As illustrated in <FIG>, the left and right second upper brackets <NUM> and 107R are connected to front portions of the left and right rear lower frames <NUM> and 16R from below. As illustrated in <FIG>, a through hole <NUM> (hereinafter referred to as a "second upper through hole <NUM>") that opens in the vehicle width direction so that a shaft portion of a bolt can be inserted therethrough is provided in the second upper bracket <NUM>.

As illustrated in <FIG>, the left and right battery support parts <NUM> and 108R include left and right battery support stay main bodies 108aL and 108aR extending rearward from the lower portions of the left and right rear frame parts <NUM> and 145R, and second lower brackets 108bL and 108bR extending rearward from rear end portions of the battery support stay main bodies 108aL and 108aR.

In the side view of <FIG>, the battery support stay <NUM> extends to be gently inclined such that it is positioned further upward toward the rear. In the top view of <FIG>, the left and right battery support stays <NUM> and 108R extend to be inclined such that they are positioned further inward in the vehicle width direction toward the rear. In the top view of <FIG>, the left and right battery support stays <NUM> and 108R are positioned on an inward side in the vehicle width direction of the left and right step support stays <NUM> and 135R.

As illustrated in <FIG>, a front end of the battery support stay main body 108a is connected to the lower portion of the rear frame part <NUM> from the rear. The battery support stay main body 108a is formed of a round steel pipe having a smaller diameter than the down frame <NUM>.

A through hole <NUM> (hereinafter referred to as a "second lower through hole <NUM>") that opens in the vehicle width direction so that a shaft portion of a bolt can be inserted therethrough is provided in the second lower bracket 108b.

For example, bolts are respectively inserted from an outward side in the vehicle width direction into the first upper through hole <NUM>, the first lower through hole <NUM>, the second upper through hole <NUM>, and the second lower through hole <NUM> (see <FIG>), and shaft portions of the bolts are caused to protrude therefrom. Then, the case support structure <NUM> can be fixed to each of the brackets <NUM>, <NUM>, <NUM>, and 108b by screwing the protruding portions of the shaft portions into female screw portions (not illustrated) provided on left and right portions of the case support structure <NUM>.

In <FIG>, reference signs <NUM> and 171R denote a pair of left and right lower brackets provided along the rear lower bent parts <NUM> and 144R of the left and right down frames <NUM> and 14R. Reference signs <NUM> and 172R denote a pair of left and right rearward extending parts that extend rearward from lower sides of the left and right rear frame parts <NUM> and 145R.

As illustrated in <FIG>, a steering shaft <NUM> is attached to the head pipe <NUM>. The steering shaft <NUM> includes a shaft main body <NUM> inserted into the head pipe <NUM> to be rotatably supported, and a handle post <NUM> connected to a portion of the shaft main body <NUM> (upper portion of the shaft main body <NUM>) protruding upward from the head pipe <NUM>.

The handle post <NUM> includes a cylindrical part 202a in which an upper portion of the shaft main body <NUM> is inserted inside and is non-rotatably connected by a bolt <NUM>, a stay part 202b connected to close an upper end of the cylindrical part 202a and extending on both sides in the vehicle width direction, a cup part 202c which curves radially outward and downward from a lower end of the cylindrical part 202a, and a downward extending piece 202d extending downward from a right end portion of the cup part 202c. In <FIG>, reference sign <NUM> denotes a handle holder fixed to the stay part 202b.

A switch bracket <NUM> that supports a switch holder <NUM> is attached to an upper right end portion of the head pipe <NUM>. For example, the switch bracket <NUM> may be coupled to the head pipe <NUM> by welding or the like.

As illustrated in <FIG>, the switch bracket <NUM> has an L shape that extends toward the right from the upper right end portion of the head pipe <NUM> and then extends to be bent upward. The switch bracket <NUM> includes a bracket main body 205a positioned on a lateral side of the downward extending piece 202d, a connecting part 205b that connects the bracket main body 205a and the upper right end portion of the head pipe <NUM>, and a flange part 205c connecting the bracket main body 205a and the connecting part 205b.

The switch holder <NUM> is fixed to the bracket main body 205a using a bolt <NUM>. A lock knob <NUM> which is an operation unit for locking the handle <NUM> (see <FIG>), a seat switch <NUM> which is an operation unit for opening the seat <NUM> (see <FIG>), and a lid switch <NUM> which is an operation unit for opening a lid <NUM> (see <FIG>) are provided in the switch holder <NUM>.

The lock knob <NUM>, the seat switch <NUM>, and the lid switch <NUM> are disposed to be operable from behind the switch holder <NUM>. In the rear view of <FIG>, the lock knob <NUM> is provided on an inward side in the vehicle width direction of the switch holder <NUM>. In the rear view of <FIG>, the seat switch <NUM> is provided on an upper outer portion of the switch holder <NUM> in the vehicle width direction. In the rear view of <FIG>, the lid switch <NUM> is provided on a lower outer portion of the switch holder <NUM> in the vehicle width direction. The seat switch <NUM> and the lid switch <NUM> are integrally provided to extend vertically on a right side of the lock knob <NUM>.

For example, when the seat switch <NUM> is pressed, the seat <NUM> (see <FIG>) can be opened. For example, when the lid switch <NUM> is pressed, the lid (see <FIG>) can be opened (see <FIG>). For example, when the lock knob <NUM> is turned counterclockwise (anticlockwise rotation), the handle <NUM> (see <FIG>) can be locked.

In <FIG>, reference sign <NUM> denotes a brake cable, reference sign <NUM> denotes a cable guide, reference sign 212a denotes a seat wire, reference sign 213a denotes a lid wire, and reference sign <NUM> denotes a smart unit including a microcomputer.

In <FIG>, reference sign <NUM> denotes a lock pin that is driven by an operation of the lock knob <NUM> (see <FIG>), reference sign <NUM> denotes a biasing member that biases the lock pin <NUM> in a direction away from the head pipe <NUM>, and reference sign <NUM> denotes a solenoid that can release a lock that restricts rotation of the lock knob <NUM> (see <FIG>).

For example, the biasing member <NUM> may be a coil spring. According to rotation of the lock knob <NUM> (see <FIG>), the lock pin <NUM> comes close to the head pipe <NUM> against a biasing force of the biasing member <NUM>. The lock pin <NUM> comes close to the head pipe <NUM> through the through hole <NUM> of the bracket main body 205a. When the lock pin <NUM> comes close to the head pipe <NUM> and engages with the downward extending piece 202d, the handle <NUM> (see <FIG>) is locked.

When the solenoid <NUM> is not energized (when an unlocking operation is not performed), an engagement of a plunger (not illustrated) of the solenoid <NUM> with the lock pin <NUM> prohibits movement of the lock pin <NUM>.

When the solenoid <NUM> is energized (when the unlocking operation is performed), movement of the lock pin <NUM> is allowed due to the plunger of the solenoid <NUM> separated from the lock pin <NUM>. When movement of the lock pin <NUM> is allowed, the lock pin <NUM> is pulled in a direction away from the head pipe <NUM> by a biasing force of the biasing member <NUM>. When the lock pin <NUM> is pulled, the engagement between the lock pin <NUM> and the downward extending piece 202d is released and a handle lock is unlocked.

As illustrated in <FIG>, a cover inclined surface CS that is inclined to be positioned further downward toward the rear with respect to the ground surface is provided in the center tunnel CT. A lid <NUM> capable of opening and closing the cord storage part <NUM> is provided in the center tunnel CT. The lid <NUM> is disposed on the upper portion of the center tunnel CT. Thereby, it is easy to visually ascertain an open/closed state of the lid <NUM>. In addition, an opening and closing operation of the lid <NUM> can be easily performed.

In <FIG>, a solid line indicates when the lid <NUM> is in a closed state, and a two-dot dashed line indicates when the lid <NUM> is in an open state.

When the lid <NUM> is in the closed state, the cover inclined surface CS is continuous with an upper surface of the lid <NUM> so that they are substantially coplanar with each other. Hereinafter, a portion positioned on an upper portion (front upper portion) of the cover inclined surface CS is also referred to as "inclined surface upper portion CS1," and a portion positioned on a lower portion (rear lower portion) of the cover inclined surface CS is also referred to as "inclined surface lower portion CS2. " The inclined surface upper portion CS1 corresponds to a front end portion of the upper surface portion CT1 (see <FIG>). The inclined surface lower portion CS2 corresponds to a rear end portion of the upper surface portion CT1 (see <FIG>). The inclined surface lower portion CS2 corresponds to a portion including the lowest portion CT2 (see <FIG>).

As illustrated in <FIG>, the lid open/close detection unit <NUM> capable of detecting an open/closed state of the lid <NUM> is provided in the center tunnel CT. The lid open/close detection unit <NUM> is disposed in the vicinity of the inclined surface upper portion CS1. For example, the lid open/close detection unit <NUM> includes a contact-type displacement sensor 225a.

The lid open/close detection unit <NUM> determines an open/closed state of the lid <NUM> on the basis of a gap generated between the lid <NUM> and the vehicle body cover <NUM>. Here, the term "gap" means a gap generated between the lid <NUM> and the vehicle body cover <NUM> when the charging cord <NUM> is sandwiched between the lid <NUM> and the vehicle body cover <NUM>. A size of the gap has substantially the same size as an outer diameter dimension of a portion of the charging cord <NUM> sandwiched between the lid <NUM> and the vehicle body cover <NUM>. For example, when the lid <NUM> is closed in a state in which the charging cord <NUM> is drawn out (see <FIG>) from the cord storage part <NUM> to the outside, a gap corresponding to the outer diameter dimension of the charging cord <NUM> is generated between the lid <NUM> and the vehicle body cover <NUM>.

The lid open/close detection unit <NUM> determines a size of the gap on the basis of a pushed-in amount of a hinge arm <NUM>. <FIG> illustrates a state in which the contact-type displacement sensor 225a is pushed by the hinge arm <NUM>. <FIG> illustrates a state in which the contact-type displacement sensor 225a is not pushed by the hinge arm <NUM>.

The lid open/close detection unit <NUM> determines that the lid <NUM> is in an open state when the gap is equal to or larger than a minimum outer diameter dimension of the charging cord <NUM>.

The lid open/close detection unit <NUM> determines that the lid <NUM> is in a closed state when the gap is less than the minimum outer diameter dimension of the charging cord <NUM>.

Here, "minimum outer diameter dimension of the charging cord <NUM>" means a smallest diameter dimension among outer diameter dimensions of the charging cord <NUM> in a direction in which the charging cord <NUM> extends. When the charging cord <NUM> is protected by a protective tube or the like, the outer diameter dimension of the charging cord <NUM> includes a dimension including a thickness of the protective tube or the like.

For example, the charging cord <NUM> may be a curl cord and freely deformable. A connection plug <NUM> (see <FIG>) that can be connected to an external power supply is provided in the charging cord <NUM>. The charging cord <NUM> connects the charger <NUM> (see <FIG>) and an external power supply.

For example, the charging cord <NUM> can be stored in the cord storage part <NUM> in a state in which the charging cord <NUM> is spirally wound (see <FIG>).

For example, the charging cord <NUM> can be drawn out to the outside of the cord storage part <NUM> in a state in which a portion of the charging cord <NUM> is spirally wound (see <FIG>).

For example, the charging cord <NUM> can be drawn out to a position far away from a cord draw-out part <NUM> in a state in which the winding of the charging cord <NUM> is released (see <FIG>).

A notification device <NUM> (see <FIG>) which notifies the rider on the basis of a detection result of the lid open/close detection unit <NUM> is provided inside the center tunnel CT. In the front view of <FIG>, the notification device <NUM> is disposed on a side opposite to a horn <NUM> with the vehicle body left-right center line CL sandwiched therebetween. The notification device <NUM> is disposed on the left side of the vehicle body. For example, the notification device <NUM> may be a speaker. For example, the notification device <NUM> can be used as an approach notification to the outside of the vehicle. For example, the notification device <NUM> may generate a notification sound to the outside until reaching a predetermined speed after the vehicle starts.

For example, the notification device <NUM> may issue an alarm (first alarm) when the lid open/close detection unit <NUM> detects an open state of the lid <NUM>. For example, the notification device <NUM> issues a second alarm that is different from the first alarm when the lid open/close detection unit <NUM> detects a closed state of the lid <NUM>. The notification device <NUM> may not issue an alarm when the lid open/close detection unit <NUM> detects a closed state of the lid <NUM>.

In <FIG>, reference sign <NUM> denotes a pair of left and right front side covers that cover left and right portions of the front body FB from an outer lateral side. As illustrated in <FIG>, the left airflow guide hole <NUM> has three-stage openings <NUM> vertically. The right airflow guide hole <NUM> has four-stage openings <NUM> vertically.

As illustrated in <FIG>, a hinge mechanism <NUM> capable of opening and closing the lid <NUM> is provided in the center tunnel CT. The hinge mechanism <NUM> is disposed in the vicinity of the inclined surface upper portion CS1.

The hinge mechanism <NUM> includes a hinge bracket <NUM> fixed to a lower portion of the inclined surface upper portion CS1, a hinge shaft <NUM> extending in the vehicle width direction and having an end portion fixed to the hinge bracket <NUM>, and the hinge arm <NUM> rotatably attached to the hinge shaft <NUM>.

In a cross-sectional view of <FIG>, the hinge arm <NUM> includes a hinge shaft support part 253a rotatably attached to the hinge shaft <NUM>, an arm front-half part 253b that extends obliquely forward and downward in a straight line from the hinge shaft support part 253a, an arm intermediate part 253c that is continuous with a lower end of the arm front-half part 253b and extends obliquely rearward and downward, and an arm rear-half part 253d that is continuous with a rear end of the arm intermediate part 253c and extends obliquely rearward and upward. A front lower portion <NUM> of the lid <NUM> is connected to a rear end of the arm rear-half part 253d.

A forward/downward protruding part <NUM> that protrudes forward and downward is provided at a rear lower portion <NUM> of the lid <NUM>. In the cross-sectional view of <FIG>, the forward/downward protruding part <NUM> includes a lock wall 243a that is inclined to be positioned further upward toward the rear. A lock hole <NUM> that opens to the front and rear so that a hook <NUM> of a lock mechanism <NUM> can be inserted therethrough is provided in the lock wall 243a.

As illustrated in <FIG>, the lock mechanism <NUM> capable of locking the lid <NUM> is provided in the center tunnel CT. The lock mechanism <NUM> is disposed in the vicinity of the inclined surface lower portion CS2.

The lock mechanism <NUM> includes a lock bracket <NUM> fixed to a lower portion of the inclined surface lower portion CS2, a lock shaft <NUM> extending in the vehicle width direction and having an end portion fixed to the lock bracket <NUM>, the hook <NUM> rotatably attached to the lock shaft <NUM>, a biasing member (not illustrated) connected to the lock bracket <NUM> and the hook <NUM>, a lid wire 213a (not illustrated) connected to the hook <NUM>, and an actuator (not illustrated) capable of rotating the hook <NUM>.

The biasing member (not illustrated) applies a biasing force with respect to the hook <NUM> in an arrow V1 direction around the lock shaft <NUM> so that the hook <NUM> is locked to the lock wall 243a. For example, the biasing member may be a coil spring.

An actuator (not illustrated) can apply a force against the biasing force of the biasing member with respect to the hook <NUM> in a direction opposite to the arrow V1 direction so that the hook <NUM> is disengaged from the lock wall 243a. For example, a cable (not illustrated) may be connected between the hook <NUM> and the actuator. The actuator can release engagement of the hook <NUM> by pulling the cable (not illustrated) against the biasing force of the biasing member.

As illustrated in <FIG>, the cord storage part <NUM> capable of storing the charging cord <NUM> is provided in the center tunnel CT. The cord storage part <NUM> has a box shape that opens upward. The cord storage part <NUM> can store articles other than the charging cord <NUM>. For example, other articles can also be stored in the cord storage part <NUM> in a state in which the charging cord <NUM> is stored in the cord storage part <NUM>.

The cord storage section <NUM> is disposed in the front-rear direction between the left and right front down frame parts <NUM> and the center cross frame <NUM>. An upper portion of the cord storage part <NUM> is disposed in the vehicle width direction between the upper frame front-half portions <NUM> and 131R. A lower portion of the cord storage part <NUM> is disposed in the vehicle width direction between the left and right middle frames <NUM> and 139R.

The cord storage part <NUM> includes a hinge storage part <NUM> capable of storing the hinge mechanism <NUM>, a lock storage part <NUM> capable of storing the lock mechanism <NUM>, a pair of left and right connecting parts <NUM> and 233R which connect the hinge storage part <NUM> and the lock storage part <NUM>, and a cord storage main body <NUM> capable of storing the charging cord <NUM>.

The hinge storage part <NUM> is disposed on a front upper side of the cord storage main body <NUM>. The hinge storage part <NUM> is positioned in the vicinity of the inclined surface upper portion CS1. When the lid <NUM> is in a closed state, the hinge storage part <NUM> includes a hinge front wall 231a positioned in front of the hinge mechanism <NUM> and a hinge lower wall 231b positioned below the hinge mechanism <NUM>. In the cross-sectional view of <FIG>, the hinge front wall 231a extends obliquely in a straight line to be positioned further downward toward the front. In the cross-sectional view of <FIG>, the hinge lower wall 231b is continuous with a lower end of the hinge front wall 231a and extends obliquely in a straight line to be positioned further upward toward the rear.

The lock storage part <NUM> is disposed on a rear upper side of the cord storage main body <NUM>. The lock storage part <NUM> is positioned in the vicinity of the inclined surface lower portion CS2. When the lid <NUM> is in a closed state, the lock storage part <NUM> includes a lock lower wall 232a positioned below the lock mechanism <NUM>. In the cross-sectional view of <FIG>, the lock lower wall 232a is formed in an L-shape that is inclined to be positioned further downward toward the front in substantially parallel with the hinge front wall 231a, and then extends to be bent rearward and downward. An opening part <NUM> that opens to the front and rear to allow the hook <NUM> of the lock mechanism <NUM> to rotate is provided in the lock storage part <NUM>.

The left and right connecting parts <NUM> and 233R respectively stretch in the front-rear direction between the hinge storage part <NUM> and the lock storage part <NUM>. In the cross-sectional view of <FIG>, connecting parts <NUM> extend obliquely to be positioned further downward toward the rear.

The cord storage main body <NUM> includes wall parts that are positioned on the front, rear, left, right, and a bottom part of the cord storage part <NUM>. Hereinafter, in the cord storage part <NUM>, a wall part positioned on a front side is also referred to as a "front wall part 234a," a wall part positioned on a rear side is also referred to as a "rear wall part 234b," a wall part positioned on a left side is also referred to as a "left wall part 234cL," a wall part positioned on a right side is also referred to as a "right wall part 234cR," and a wall part positioned on the bottom part is also referred to as a "storage bottom part 234d.

In the cross-sectional view of <FIG>, the front wall part 234a includes a front wall upper coupling part 234a1 coupled to a front lower end of the hinge lower wall 231b, a front wall upper half part 234a2 that is continuous with a lower end of the front wall upper coupling part 234a1 and extends downward in a straight line, a front wall intermediate part 234a3 that is continuous with a lower end of the front wall upper half part 234a2 and extends to be bent forward and downward, and a front wall intermediate part 234a4 that is continuous with a lower end of the front wall intermediate part 234a3 and extends downward in a straight line.

In the cross-sectional view of <FIG>, the rear wall part 234b includes a rear wall upper half part 234b1 that is continuous with a rear lower end of the lock lower wall 232a and extends obliquely to be positioned further downward toward the front, a rear wall intermediate part 234b2 that is continuous with a lower end of the rear wall upper half part 234b1 and extends to be bent forward and upward, and a rear wall lower half part 234b3 that is continuous with a front end of the rear wall intermediate part 234b2 and extends obliquely in a straight line to be positioned further downward toward the front.

The left and right wall parts 234cL and 234cR respectively stretch in the front-rear direction between left ends and between right ends of the front and rear wall parts 234a and 234b. In a cross-sectional view of <FIG>, the left and right wall parts 234cL and 234cR include left and right coupling parts 234c1 that are continuous with the front wall upper coupling part 234a1 (see <FIG>) and coupled to lower ends of the left and right connecting parts <NUM> and 233R, and left and right wall main bodies 234c2 that are continuous with inward ends in the vehicle width direction of the left and right coupling parts 234c1 and extend obliquely in a straight line to be positioned further inward in the vehicle width direction toward a lower side thereof.

The storage bottom part 234d stretches in the front-rear direction between lower ends of the front and rear wall parts 234a and 234b (see <FIG>) and stretches in the vehicle width direction between lower ends of the left and right wall parts 234cL and 234cR. In the cross-sectional view of <FIG>, the storage bottom part 234d includes a bottom part main body 234d1 that extends obliquely in a straight line to be positioned further downward toward a left side, and a downward protruding part 234d2 that is continuous with a left end of the bottom part main body 234d1 and protrudes downward.

In the cross-sectional view of <FIG>, the bottom part main body 234d1 extends obliquely in a straight line to be positioned further downward toward the front. The storage bottom part 234d is formed to be deepest on the inclined surface upper portion CS1 side.

As illustrated in <FIG>, a drain hole <NUM> that opens upward and downward is provided at a lower end of the downward protruding part 234d2.

As illustrated in <FIG>, a plug fixing part <NUM> capable of fixing the connection plug <NUM> (see <FIG>) is provided in the cord storage part <NUM>. The plug fixing part <NUM> is disposed in the vicinity of the inclined surface lower portion CS2. The plug fixing part <NUM> is provided to protrude forward and downward from the rear wall intermediate part 234b2. For example, an insertion hole <NUM> into which the connection plug <NUM> can be inserted from above is provided in the plug fixing part <NUM>.

As illustrated in <FIG>, the cord draw-out part <NUM> that allows the charging cord <NUM> to be drawn out into the cord storage part <NUM> is provided in the cord storage part <NUM>. The cord draw-out part <NUM> is a hole that opens the left wall part 234cL of the cord storage part <NUM> in the vehicle width direction.

In the cross-sectional view of <FIG>, the cord draw-out part <NUM> is formed in a rectangular shape having an upper side that is linearly inclined to be positioned further downward toward the rear. A length of each side of the cord draw-out part <NUM> is larger than a diameter of the charging cord <NUM>. In the vertical direction, the cord draw-out part <NUM> overlaps the rear lower portion <NUM> of the lid <NUM>. An upper end 236u of the cord draw-out part <NUM> is positioned on a side above the plug fixing part <NUM>. The cord draw-out part <NUM> is disposed on a side above a lower end 243e of the lid <NUM>.

A storage space <NUM> of the cord storage part <NUM> extends to a lowest side below the cord draw-out part <NUM>. The storage space <NUM> can store the charging cord <NUM> drawn out from the cord draw-out part <NUM> in a portion ranging from the vicinity of an upper portion of the inclined surface upper portion CS1 to the lower portion of the cord storage part <NUM>.

As illustrated in <FIG>, a power driver unit (PDU) <NUM> and an electric control unit (ECU) <NUM> constitute the PCU <NUM> serving as an integrated control unit.

Electric power from the battery <NUM> is supplied to the PDU <NUM> serving as a motor driver via the contactor <NUM> which is linked to a main switch <NUM>. The electric power from the battery <NUM> is converted from a direct current into a three-phase alternating current by the PDU <NUM> and then supplied to the motor <NUM> which is a three-phase alternating current motor.

An output voltage from the battery <NUM> is stepped down via a direct current - direct current (DC-DC) converter <NUM> and is used for charging a sub battery <NUM> having a rating of <NUM> V. The sub battery <NUM> supplies electric power to general electrical components such as a lighting device, and control system components such as a meter <NUM>, a smart unit <NUM>, and the ECU <NUM>. When the sub battery <NUM> is mounted, electromagnetic locks of various types or the like can be operated even when the battery <NUM> (hereinafter also referred to as "main battery <NUM>") is removed.

Since the sub battery <NUM> is charged via the DC-DC converter <NUM> in a state in which the main battery <NUM> is connected, the sub battery <NUM> is charged when the vehicle travels with the main battery <NUM> attached. Therefore, general electrical components and control system components can be prevented from becoming inoperable due to reduction in power of the sub battery <NUM>.

Although not illustrated, the PDU <NUM> includes an inverter having a bridge circuit in which a plurality of switching elements such as transistors are used, smoothing capacitors, and the like. The PDU <NUM> controls energization for stator winding of the motor <NUM>. The motor <NUM> performs a power running operation according to control of the PDU <NUM> to cause the vehicle to travel.

The battery <NUM> is charged by a charger <NUM> connected to an external power supply in a state in which it is mounted on the vehicle body. The battery <NUM> (the front and rear batteries <NUM> and <NUM>) can be charged by a charger outside the vehicle in a state in which it is removed from the vehicle body.

The front and rear batteries <NUM> and <NUM> respectively include battery managing units (BMUs) 101a and 102a which monitor a charge/discharge status, a temperature, or the like. Information monitored by the BMUs 101a and 102a is shared with the ECU <NUM> when the front and rear batteries <NUM> and <NUM> are mounted on the vehicle body. Output request information from an accelerator sensor <NUM> is input to the ECU <NUM>. The ECU <NUM> controls driving of the motor <NUM> via the PDU <NUM> on the basis of the output request information that has been input.

For example, the ECU <NUM> may regulate charging/discharging of the battery <NUM> by controlling the battery <NUM>. For example, the ECU <NUM> may switch between supplying electric power to the battery <NUM> and discharging from the battery <NUM> by controlling the contactor <NUM> and a relay <NUM>.

A first diode <NUM> rectifies a current flowing between a high potential side terminal 325P of the charger <NUM> and a high potential side terminal 101P of the front battery <NUM>. For example, the first diode <NUM> may cause a current to flow in a direction from the high potential side terminal 325P of the charger <NUM> toward the high potential side terminal 101P of the front battery <NUM>.

A second diode <NUM> rectifies a current flowing between the high potential side terminal 325P of the charger <NUM> and a high potential side terminal 102P of the rear battery <NUM>. For example, the second diode <NUM> may cause a current to flow in a direction from the high potential side terminal 325P of the charger <NUM> toward the high potential side terminal 102P of the rear battery <NUM>.

The current flowing through the first diode <NUM> and the current flowing through the second diode <NUM> are different from each other. Polarities of the high potential side terminal 325P of the charger <NUM>, the high potential side terminal 101P of the front battery <NUM>, and the high potential side terminal 102P of the rear battery <NUM> are the same polarity. For example, polarities of the high potential side terminal 325P of the charger <NUM>, the high potential side terminal 101P of the front battery <NUM>, and the high potential side terminal 102P of the rear battery <NUM> are positive.

The first diode <NUM> that corresponds to the front battery <NUM> and the second diode <NUM> that corresponds to the rear battery <NUM> are provided to protect respective parts from the following events.

When the first diode <NUM> and the second diode <NUM> are provided, backflow of currents from each of the high potential side terminal 101P of the front battery <NUM> and the high potential side terminal 102P of the rear battery <NUM> to the high potential side terminal 325P of the charger <NUM> is prevented.

When the first diode <NUM> is provided, the front battery <NUM> is prevented from being short-circuited in a case in which the battery <NUM> is connected in series.

In a conductor <NUM> and a conductor <NUM> that connect the high potential side terminal 101P of the front battery <NUM> and the high potential side terminal 102P of the rear battery <NUM>, when the first diode <NUM> and the second diode <NUM> are provided in opposite directions to each other, in a case in which a short-circuiting failure occurs at one of the front battery <NUM> and the rear battery <NUM>, short-circuiting on the other is prevented.

The contactor <NUM> connects or disconnects a connection between a low potential side terminal 101N of the front battery <NUM> and the high potential side terminal 101P of the rear battery <NUM>. For example, the contactor <NUM> may connect the low potential side terminal 101N of the front battery <NUM> and the high potential side terminal 102P of the rear battery <NUM> in a conductive state. The contactor <NUM> connects the battery <NUM> in series in a conductive state and disconnects the serial connection of the battery <NUM> in a cut-off state. A period in which the contactor <NUM> is in a cut-off state includes at least a period in which the charger <NUM> supplies electric power to the battery <NUM>.

The relay <NUM> connects or disconnects a connection between the low potential side terminal 101N of the front battery <NUM> and a low potential side terminal 102N of the rear battery <NUM>. For example, the relay <NUM> may connect the low potential side terminal 101N of the front battery <NUM> and the low potential side terminal 102N of the rear battery <NUM> in a conductive state. A period in which the relay <NUM> is in a conductive state includes at least a period in which the charger <NUM> supplies electric power to the battery <NUM>.

Opposite ends of the battery <NUM> connected in series are connected to the PDU <NUM>. The front battery <NUM> and the rear battery <NUM> in the battery <NUM> are connected in series or in parallel by switching states of the contactor <NUM> and the relay <NUM>. The contactor <NUM>, the relay <NUM>, the first diode <NUM>, and the second diode <NUM> are examples of connection switching devices. The diodes <NUM> and <NUM>, the relay <NUM>, and connection parts (branch points P1 to P4) are included in the junction box <NUM>.

Respective parts of the electrical circuit drive system are electrically connected as follows by conductors (lead wires) including a first conductor <NUM>, a second conductor <NUM>, a third conductor <NUM>, a fourth conductor <NUM>, a fifth conductor <NUM>, a sixth conductor <NUM>, a seventh conductor <NUM>, and an eighth conductor <NUM>.

The high potential side terminal 101P of the front battery <NUM> and the high potential side terminal 325P of the charger <NUM> are electrically connected by the first conductor <NUM>. The first diode <NUM> is inserted into the first conductor <NUM>. For example, a cathode of the first diode <NUM> may be connected to the high potential side terminal 101P of the front battery <NUM>, and an anode of the first diode <NUM> may be connected to the high potential side terminal 325P of the charger <NUM>. The first branch point P1 is provided between the anode of the first diode <NUM> and the high potential side terminal 325P of the charger <NUM>.

The first branch point P1 and the high potential side terminal 102P of the rear battery <NUM> are electrically connected by the second conductor <NUM>. The second diode <NUM> is inserted into the second conductor <NUM>. For example, a cathode of the second diode <NUM> may be connected to the high potential side terminal 102P of the rear battery <NUM>, and an anode of the second diode <NUM> may be connected to the high potential side terminal 325P of the charger <NUM> via the first branch point P1. The second branch point P2 is provided between the cathode of the second diode <NUM> and the high potential side terminal 102P of the rear battery <NUM>.

The second branch point P2 and the low potential side terminal 101N of the front battery <NUM> are electrically connected by the third conductor <NUM>. A contact of the contactor <NUM> is inserted into the third conductor <NUM>. The third branch point P3 is provided in the third conductor <NUM>. A position of the third branch point P3 is between the contactor <NUM> and the low potential side terminal 101N of the front battery <NUM>.

The third branch point P3 and a low potential side terminal 325N of the charger <NUM> are electrically connected by the fourth conductor <NUM>. A contact of the relay <NUM> is inserted into the fourth conductor <NUM>.

The low potential side terminal (102N) of a lower potential side battery (the rear battery <NUM>) among the batteries connected in series and the low potential side terminal 325N of the charger <NUM> are electrically connected by the fourth conductor <NUM>.

The fourth branch point P4 is provided between the cathode of the first diode <NUM> and the high potential side terminal 101P of the front battery <NUM>.

The fourth branch point P4 and a high potential side terminal of the PDU <NUM> are electrically connected by the fifth conductor <NUM>.

The fourth branch point P4 and a high potential side terminal 326P of the DC-DC converter <NUM> are electrically connected by the sixth conductor <NUM>.

A low potential side terminal of the PDU <NUM> is connected to the low potential side terminal 325N of the charger <NUM> by the seventh conductor <NUM>.

A low potential side terminal 326N of the DC-DC converter <NUM> is connected to the low potential side terminal 325N of the charger <NUM> by the eighth conductor <NUM>.

The electrical circuit may include connections of a monitoring control system indicated by a broken line in the drawing in addition to the connections of the drive system described above. The electrical circuit may include the ECU <NUM>.

The ECU <NUM> acquires a state of the battery <NUM> from the respective BMUs 101a and 102a. The ECU <NUM> detects an operation of a user from the accelerator sensor <NUM> or the like. The ECU <NUM> controls the contactor <NUM>, the relay <NUM>, and the PDU <NUM> on the basis of collected information.

For example, when the battery <NUM> is charged with electric power from the charger <NUM>, the ECU <NUM> may perform control such that the contactor <NUM> is in a cut-off state and the relay <NUM> is in a conductive state. When the front battery <NUM> and the rear battery <NUM> are in a state of being connected in parallel, electric power from the charger <NUM> is supplied to the front battery <NUM> and the rear battery <NUM>. In a case of the control state described above, this is in a state in which electric power from the charger <NUM> can be supplied to the PDU <NUM>. A voltage from the charger <NUM> to the PDU <NUM> is the same as a voltage applied between the terminals of the front battery <NUM>.

For example, when the PDU <NUM> is driven with electric power accumulated in the battery <NUM>, the ECU <NUM> may perform control such that the contactor <NUM> in a conductive state and the relay <NUM> is in a cut-off state. When the front battery <NUM> and the rear battery <NUM> are in a state of being connected in series, the front battery <NUM> and the rear battery <NUM> supply electric power to the PDU <NUM>. In a case described above, the first diode <NUM> is reverse-biased. Due to the reverse bias described above, a voltage (for example, <NUM> V) of the high potential side terminal 101P of the front battery <NUM> is not applied to the high potential side terminal 102P of the rear battery <NUM> and the high potential side terminal 325P of the charger <NUM>.

An anti-lock brake system (ABS) <NUM> is electrically connected to the PCU <NUM>. When drive wheels are locked at the time of sudden braking or the like, the ABS <NUM> has functions of automatically repeating release and operation of a brake even while the brake remains applied to restore a tire grip force and maintaining traveling stability of the vehicle. The ABS <NUM> also functions as a vehicle state detection unit capable of detecting a traveling state and a stopped state of the vehicle. For example, the ABS <NUM> includes a wheel speed sensor (not illustrated) that can detect a wheel speed.

The PCU <NUM> also functions as a control unit that controls the vehicle on the basis of detection results of a lid open/close detection unit <NUM> and the ABS <NUM>.

When the ABS <NUM> detects a stopped state of the vehicle and the lid open/close detection unit <NUM> detects an open state of the lid <NUM> (see <FIG>), the PCU <NUM> prohibits traveling of the vehicle.

When the ABS <NUM> detects a traveling state of the vehicle and the lid open/close detection unit <NUM> detects an open state of the lid <NUM> (see <FIG>), the PCU <NUM> prohibits traveling of the vehicle after the vehicle has stopped.

Here, the stopped state of the vehicle includes not only a state in which the vehicle is completely stopped but also a state in which the vehicle is substantially stopped (a state in which the vehicle is moving slightly). For example, when a vehicle speed is V, the stopped state of the vehicle may include a state in a range of <NUM>/h ≤ V ≤ <NUM>/h.

The motorcycle includes a smart system <NUM> (vehicle electronic lock) which enables the vehicle to be locked and unlocked, the PCU <NUM> which is a lock control unit that controls the smart system <NUM>, and the sub battery <NUM> which supplies electric power to the PCU <NUM>.

The smart system <NUM> enables the vehicle to be locked and unlocked by authentication with a remote key <NUM> (portable device).

The smart system <NUM> includes the smart unit <NUM> connected to the PCU <NUM>, an antenna <NUM> connected to the smart unit <NUM>, a lock knob <NUM> (handle lock part) connected to the smart unit <NUM>, and a seat switch <NUM> (lid lock part) connected to the smart unit <NUM>.

The smart unit <NUM> is a control unit including a microcomputer.

The antenna <NUM> is a transmitting/receiving antenna for performing communication with the remote key <NUM>.

The lock knob <NUM> enables the handle <NUM> (see <FIG>) to be locked and unlocked.

The seat switch <NUM> enables the seat <NUM> (see <FIG>) that is a storage lid for storing the battery <NUM> to be locked and unlocked.

The PCU <NUM> enables the vehicle to be unlocked with the battery <NUM> removed from the vehicle. The PCU <NUM> controls the smart unit <NUM> on the basis of an authentication result with the remote key <NUM>.

As illustrated in <FIG>, the lock knob <NUM> is disposed in the vicinity of the head pipe <NUM>. The lock knob <NUM> is disposed in the switch holder <NUM>. As illustrated in <FIG>, the lock pin <NUM> that can be manually operated is provided inside the switch holder <NUM>. The lock pin <NUM> is driven by an operation of the lock knob <NUM>.

The downward extending piece 202d (engaging part) that engages with the lock pin <NUM> in a locked state of the handle <NUM> (see <FIG>) is provided in the head pipe <NUM>.

As illustrated in <FIG>, the remote key <NUM> communicates with the smart unit <NUM> and transmits identification (ID) information. For example, the remote key <NUM> includes a transmitting/receiving circuit (not illustrated) to which a plurality of antennas for enabling omnidirectional communication (transmission and reception) are connected, an electrically erasable programmable read-only memory (EEPROM, not illustrated) as a storage device for storing data of various types, and a central processing unit (CPU) which controls components of the remote key <NUM>. A power supply such as a lithium battery for driving the remote key <NUM> may be incorporated in the remote key <NUM>.

For example, an authentication between the smart system <NUM> and the remote key <NUM> is performed by a push operation (ON) of the lock knob <NUM> when the remote key <NUM> is brought into an authentication area set in the vehicle in a state in which the transmitting/receiving circuit of the remote key <NUM> is active. The smart system <NUM> does not operate when the transmitting/receiving circuit of the remote key <NUM> is in a stopped state.

A lock that has restricted rotation of the lock knob <NUM> is released when the authentication between the smart system <NUM> and the remote key <NUM> is performed and then the solenoid <NUM> (see <FIG>) operates, and thereby the lock knob <NUM> becomes rotatable. Locking of the handle <NUM> (see <FIG>) can be performed by operating the lock knob <NUM>. As illustrated in <FIG>, when the lock knob <NUM> is turned counterclockwise, the lock pin <NUM> (see <FIG>) is engaged with the downward extending piece 202d (see <FIG>), and thereby the handle <NUM> (see <FIG>) is brought into a locked state.

Referring to <FIG>, operations of switches of various types will be described.

For example, the smart unit <NUM> may be supplied with power from the sub battery <NUM> when the main switch <NUM> is turned on.

For example, when the main switch <NUM> and the start switch <NUM> are turned on, the sub battery <NUM> is charged by the main battery <NUM> through the DC-DC converter <NUM>.

When the main switch <NUM> is ON, the smart unit <NUM> is supplied with power from the sub battery <NUM> regardless of presence or absence of the main battery <NUM>. Therefore, the smart unit <NUM> can be operated by the sub battery <NUM> without the main battery <NUM>.

When the main switch <NUM> is ON, the smart unit <NUM> is charged by the main battery <NUM> through the DC-DC converter <NUM>.

The PCU <NUM> detects a state of a lid switch <NUM>. The PCU <NUM> controls the vehicle on the basis of an open/closed state of the lid <NUM>.

For example, when an open state of the lid <NUM> is detected before the vehicle travels, the PCU <NUM> performs control such that a driving force is not generated regardless of an input from the accelerator sensor <NUM>.

Thereby, the vehicle can be prevented from starting to travel in a state in which the charging cord <NUM> (see <FIG>) is not stored (in a state in which the lid <NUM> is open).

For example, when the open state of the lid <NUM> is detected while the vehicle is traveling, the PCU <NUM> may perform control of generating a driving force corresponding to the accelerator sensor <NUM> until a vehicle speed reaches substantially zero. For example, the vehicle speed can be obtained from the ABS <NUM> connected to the PCU <NUM>.

The vehicle speed is not limited to being obtained from the ABS <NUM> and may be obtained from a global positioning system (GPS) or other devices for detecting a vehicle speed.

For example, when the vehicle speed reaches substantially zero or the vehicle is in a stopped state, the PCU <NUM> performs control such that a driving force is not generated regardless of an input from the accelerator sensor <NUM>.

Accordingly, even when it is assumed that the lid <NUM> (see <FIG>) is open during travel, the charging cord <NUM> (see <FIG>) can be stored after the vehicle is moved to a safe location and stopped.

A notification device such as a light emitting diode (LED) indicator (not illustrated) that is changed according to an open/closed state of the lid <NUM> (see <FIG>) may be provided in the meter <NUM>. Due to the LED indicator that is visually recognized, the open/closed state of the lid <NUM> (see <FIG>) can be ascertained even during travel.

As described above, in the above-described embodiment, the motorcycle <NUM> having the main battery <NUM> that can be attached to and detached from the vehicle body includes the smart system <NUM> which enables the vehicle to be locked and unlocked, the PCU <NUM> which controls the smart system <NUM>, and the sub battery <NUM> which supplies electric power to the PCU <NUM>, in which the PCU <NUM> enables the vehicle to be unlocked in a state in which the main battery <NUM> is removed from the vehicle.

According to the present embodiment, when the PCU <NUM> enables the vehicle to be unlocked in a state in which the main battery <NUM> is removed from the vehicle, the lock of the vehicle can be released. Therefore, even while the vehicle remains locked due to the smart system <NUM> in a state in which the main battery <NUM> is removed from the vehicle, the vehicle can be easily moved.

The smart system <NUM> enables the vehicle to be locked and unlocked by authentication with the remote key <NUM>, the PCU <NUM> controls the smart system <NUM> on the basis of an authentication result with the remote key <NUM>, and thereby the following effects are achieved. Even while the vehicle remains locked due to the smart system <NUM> in a state in which the main battery <NUM> is removed from the vehicle, the vehicle can be easily moved using the remote key <NUM>.

Since the DC-DC converter <NUM> connecting the main battery <NUM> and the sub battery <NUM> is provided, the sub battery <NUM> is charged via the DC-DC converter <NUM> while the vehicle is traveling, and thereby the following effects are achieved. Since the sub battery <NUM> is charged while the vehicle is traveling, the smart system <NUM> can be prevented from becoming inoperable due to reduction in power of the sub battery <NUM>.

Since the smart system <NUM> includes the lock knob <NUM> which enables the handle <NUM> to be locked and unlocked, the following effects are achieved. Even while the handle <NUM> remains locked due to the smart system <NUM> in a state in which the main battery <NUM> is removed from the vehicle, since the lock of the handle <NUM> can be released by the lock knob <NUM>, the vehicle can be easily moved.

Since the lock knob <NUM> is disposed in the vicinity of the head pipe <NUM>, the following effects are achieved. Since the lock knob <NUM> can be easily accessed compared to a case in which the lock knob <NUM> is disposed far away from the head pipe <NUM>, the lock of the handle <NUM> can be easily released.

The lock knob <NUM> includes the lock pin <NUM> that can be manually operated, the downward extending part 202d that engages with the lock pin <NUM> in a locked state of the handle <NUM> is provided in the head pipe <NUM>, and thereby the following effects are achieved. Since the engagement between the lock pin <NUM> and the downward extending part 202d can be manually released, the lock of the handle <NUM> can be easily released.

Since the smart system <NUM> includes the seat switch <NUM> that enables the seat <NUM> in which the main battery <NUM> is stored to be locked and unlocked, the following effects are achieved. Even while the seat <NUM> remains locked due to the smart system <NUM> in a state in which the main battery <NUM> is removed from the vehicle, since the lock of the seat <NUM> can be released by the seat switch <NUM>, the main battery <NUM> can be easily stored.

In the above-described embodiment, an example in which the battery disposition structure includes two unit batteries has been described, but the present invention is not limited thereto. For example, the battery disposition structure may include one or three or more unit batteries.

In the above-described embodiment, an example of a cantilever structure in which only a left portion of the fender is fixed to the fender stay has been described, but the present invention is not limited thereto. For example, a cantilever structure in which only a right portion of the fender is fixed may be used. Alternatively, a double-lever structure in which both the left and right portions of the fender are fixed may be used.

Claim 1:
A saddled electric vehicle (<NUM>) comprising:
a vehicle body,
a handlebar (<NUM>),
a seat (<NUM>),
a main battery (<NUM>),
a vehicle electronic lock (<NUM>) which enables the saddled electric vehicle (<NUM>) to be locked and unlocked,
a lock control unit (<NUM>) which controls the vehicle electronic lock (<NUM>), and
a sub battery (<NUM>) which supplies electric power to the lock control unit (<NUM>), wherein
the lock control unit (<NUM>) enables the saddled electric vehicle (<NUM>) to be unlocked in a state in which the main battery (<NUM>) is removed from the saddled electric vehicle (<NUM>), characterized in that
the vehicle electronic lock (<NUM>) includes a handlebar lock knob (<NUM>) which enables the handlebar (<NUM>) to be locked and unlocked,
wherein the operation of the battery lock mechanism (103a, 104a) and the insertion and removal of the main battery (<NUM>) is manually performed, and
the main battery (<NUM>) is attached to and detached from the vehicle body without tools,
the main battery (<NUM>) is attachable to and detachable from the vehicle body with the seat (<NUM>) open,
the main battery (<NUM>) cannot be attached to or detached from the vehicle body with the seat (<NUM>) closed,
when the seat (<NUM>) is opened and closed, the main battery (<NUM>) is switched between a state of being attachable and detachable and a state of not being attachable and detachable with respect to the vehicle body,
the main battery (<NUM>) is a mobile battery that can be attached to and detached from the vehicle body,
the main battery (<NUM>) can be charged by a charger outside the saddled electric vehicle (<NUM>), and
the vehicle electronic lock (<NUM>) controls the handlebar lock knob (<NUM>) which enables the handlebar (<NUM>) to be locked and unlocked, even while the handlebar (<NUM>) remains locked due to the vehicle electronic lock (<NUM>), in a state in which the main battery (<NUM>) is removed from the saddled electric vehicle (<NUM>).