Claims:We claim:
1. An electrical machine (125) for a motor vehicle (100), said vehicle (100) including
a power unit (120), said power unit (120) being supported by a frame assembly (130) of said vehicle (100), wherein
said power unit (120) including said electrical machine (125) mounted therewithin,
said power unit (120) being disposed rearwards of a steering axis (S-S’) of said frame assembly (130) in a vehicle front-rear direction thereby forming a secure region (230) between said power unit (120) and said steering axis (S-S’),
said electrical machine (125) being disposed in a width-wise direction of said vehicle (100), and
an electronic controller (205), said electronic controller (205) being configured to control said electrical machine (125),
said electronic controller (205) being disposed in said region (230) for achieving compactness of said vehicle (100).
2. The electrical machine (125) for a motor vehicle (100) as claimed in claim 1, wherein said electronic controller (205) being configured to operate one or more sub-system of said power unit (120) of said vehicle (100).
3. The electrical machine (125) as claimed in claim 2, wherein said vehicle (100) including a power unit controller (210), said power unit controller (210) being independent of said electronic controller (205), said power unit controller (210) being configured to operate one or more sub-system of said vehicle (100), and said power unit controller (210) being located rearward of said electric machine (125) in a vehicle front-rear direction.
4. A motor vehicle (100) comprising
a frame assembly (130), said frame assembly (130) including a head tube (131), a first member (135) and a second member (140),
said head tube (131) being disposed at a front portion of said vehicle (100),
said first member (135) extending rearwardly from said head tube (131), and
said second member (140) extending obliquely downwardly from said head tube (131),
a steering reinforcing member (155) being attached to said head tube (131), said first member (135) and said second member (140),
an electronic controller (205) for controlling an electrical machine (125),
wherein,
said electronic controller (205) being mounted to said steering reinforcing member (155), and
said electronic controller (205) being disposed forwardly of said electrical machine (125) in a vehicle front – rear direction.
5. The motor vehicle (100) as claimed in claim 4, wherein said first member (135) having a first bend (136) and subsequently extending rearwardly downwardly,
wherein,
said electronic controller (205) being at least partially disposed within a first sector region (230),
said first sector region (230) having a centre (231) at said head tube (131), and a first radius (232) equal to a first length,
said first length being one of a length of said first member (135) measured between said head tube (131) and said first bend (136), and a length of a second member (140).
6. The motor vehicle (100) as claimed in claim 5, wherein the first sector region (230) extending substantially between said first member (135) and said second member (140) of said frame assembly (130).
7. The motor vehicle (100) as claimed in claim 6, wherein said first sector region (230) having a first angle (a), said first angle (a) being an acute angle in a range of 15 – 85 degrees.
8. A motor vehicle (100) comprising
a power unit (120), said power unit (120) including an electrical machine (125) mounted therewithin,
a frame assembly (130), said frame assembly (130) having a head tube (131), a first member (135), a second member (140), a steering reinforcing member (155), and a cooling duct (270),
said head tube (131) being disposed forwardly of said vehicle (100),
said first member (135) extending rearwardly from said head tube (131),
said second member (140) extending obliquely downwardly from said head tube (131), and
said duct (270) being configured for directing atmospheric air towards a power unit (120) of said vehicle (100),
said steering reinforcing member (155) being attached to said head tube (131), said first member (135) and said second member (140),
wherein,
said duct (270) being disposed adjacent to an electronic controller (205),
said electronic controller (205) being mounted to said steering reinforcing member (155), and
wherein,
said duct (270) and said electronic controller (205) being disposed forwardly of said electrical machine (125) in a vehicle front – rear direction,
9. The frame assembly (130) as claimed in claim 8, wherein said electronic controller (205) being enclosed by a shroud assembly (260), said shroud assembly (260) including a first front member (264) disposed rearwards of said electronic controller (205) in a vehicle front-rear direction, said first front member (264) being configured to have an air inlet (265).
10. The frame assembly (130) as claimed in claim 9, wherein said duct (270) being configured to have an air inlet (268), said air inlet (268) being aligned with said air inlet (265) of said first front member (264).
11. An electronic controller (205) for an electric machine (125) of a motor vehicle (100), said vehicle (100) including
a power unit (120), said power unit (120) including said electrical machine (125) mounted therewithin,
a frame assembly (130), said frame assembly (130) including a head tube (131), a first member (135), and a second member (140),
said head tube (131) being disposed at a front portion of said vehicle (100),
said first member (135) extending rearwardly from said head tube (131),
and said second member (140) extending obliquely downwardly from said head tube (131),
a wiring harness (240),
wherein,
said wiring harness (240) being communicatively connected to said electronic controller (205) via a plurality of ports (207A, 207B, 207C),
said wiring harness (240) being securely routed from said electronic controller (205) to said electric machine (125), said routing being along said first member (135) of said frame assembly (130).
12. The electronic controller (205) as claimed in claim 11, wherein said electronic controller (205) being configured to operate one or more sub-system of said power unit (120) of said vehicle (100).
13. The electronic controller (205) as claimed in claim 11, wherein said plurality of ports (207A, 207B, 207C) of said electronic controller (205) being oriented towards a rearward side of said vehicle (100).
, Description:TECHNICAL FIELD
[0001] The present subject matter, in general, relates to a motor vehicle and, in particular relates to a straddle-ride motor vehicle provided with a power unit-controller and an electronic-controller.
BACKGROUND
[0002] Generally, in motor vehicles with an internal combustion (IC) engine, power/torque is produced by combustion of air-fuel mixture. The air-fuel mixture is provided from an intake system and a fuel system. In order to start the IC engine, typically, a starter motor is used along with the IC engine for performing starting operation of the IC engine. Typically, the starter motor is mounted to a crankcase of the IC engine. The starter motor is connected to a crankshaft of the IC engine through a gear system, which may include Bendix gear or the like. Additionally, a magneto is provided along with the IC engine, and the magneto is used as a generator. The magneto is used for charging an on-board battery or to power electrical equipment of the motor vehicle. In the recent times, an electrical machine, which can operate both as a starter and a generator has gained prominence for use in IC engines.
BRIEF DESCRIPTION OF THE DRAWINGS
[0003] The detailed description is explained with reference to an embodiment of a two-wheeled straddle-ride motor vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0004] Fig. 1 illustrates a right-side view of an exemplary motor vehicle 100 in accordance with the present subject matter.
[0005] Fig. 2 (a) illustrates a schematic left side view of a frame assembly and components mounted thereon, in accordance with an embodiment of the present subject matter
[0006] Fig. 2 (b) illustrates a schematic side view of a frame assembly 130 of the vehicle with essential parts thereon, in accordance with an embodiment of the present subject matter.
[0007] Fig. 2 (c) depicts a schematic side perspective view of a motor vehicle, in accordance with an embodiment of the present subject matter.
[0008] Fig. 2 (d) depicts another schematic side perspective view of the motor vehicle of Fig. 2 (c), in accordance with an embodiment of the present subject matter.
[0009] Fig. 2 (e) illustrates yet another schematic side perspective view of a motor vehicle, in accordance with an embodiment of the present subject matter.
[00010] Fig. 2 (f) illustrates a side perspective of a portion of a motor vehicle, in accordance with an embodiment of the present subject matter.
[00011] Fig. 2 (g) illustrates another perspective view of a portion of the motor vehicle, in accordance with an embodiment of the present subject matter.
[00012] Fig. 2 (h) illustrates an enlarged view of an integrated-electrical casing, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00013] Generally, in saddle-ride motor vehicles, the IC engine may include a carburetor or a fuel injector, an ignition system, a valve timing system etc., which may be electronically operated. Further, an electrical machine is used along with the IC engine and the electrical machine is capable of operating as both a starter and a generator. The electrical machine needs to be electronically controlled to work in starter mode, generator mode and other operating conditions. Further, the vehicle includes many other electrical systems like a battery, which is an energy storage device, used to charge and operate the electrical machine.
[00014] In order to perform control operation of the electrical/electronic systems of the motor vehicle, a large sized controller may be required. Typically, in a saddle ride motor vehicle, style panels are mounted to a frame and hence, are closer to the frame. Accommodation of the large sized controller is a major challenge considering compactness of the motor vehicles like saddle-ride vehicles. In the art certain attempts were made, to use two controllers instead of one large controller. However, accommodation of the two controllers in the motor vehicle is still a challenge.
[00015] For example, in certain designs, the controllers are disposed in a portion of the motor vehicle, which is with a zone of interaction of the rider. The zone of interaction includes a region where the rider sits or puts his/her legs. Disposition of the controllers in such a location, say below a seat, may require increasing gap between the style panels disposed near the seat or may result in compromising of cushioning provided on the seat, which affects riding comfort and usage convenience. In order to retaining the cushioning, a seat height may have to be increased, this increases seating height thereby adversely affecting ground-reach for the rider. Moreover, the controller that operates the electrical machine gets heated up and disposing the controller rearward to IC engine, in the rider interaction zone, further increases its temperature since most of the hot air flowing from the IC engine is directed towards controller. Excessive heating of the controller affects its operational performance and also creates discomfort to the rider, due to the heat dissipation. Further, to create a separate air flow or for forced cooling for the controller, additional space has to be created in the vicinity of the controller, which again is in the zone of interaction of the rider.
[00016] In yet certain other designs known in the art, a controller for operating the electrical machine is disposed ahead of a head tube of frame. This is done for natural cooling of the controller. Typically, the controller may be supported on a steering assembly or may be disposed ahead of a steering assembly. However, electrical wiring has to pass by the head tube and reach the controller disposed ahead of the head tube. In such a configuration, the electrical wiring is subject to undue stress due to the steering operation. This may result in failure of the electrical wiring with time. Failure of operation of the controller may even affect the startability of the vehicle. Moreover, it is difficult to access the controller in such a configuration for diagnosis during servicing or the like. Typically, a head lamp assembly, turn signal indicators and other electrical components are disposed ahead of the head tube. The region in vicinity of the head lamp assembly is populated and comprises corresponding wiring harness. Thus, ease of access and routing of electrical wiring for the controller becomes a challenge.
[00017] Hence, the present subject matter provides a motor vehicle that is aimed at addressing the aforementioned and other problems in the prior art.
[00018] The motor vehicle comprises of a frame assembly. The frame assembly is configured to support a power unit. The power unit can be an internal combustion engine, an electric motor, or a combination of both. The motor vehicle includes an electrical machine, which is either functionally mounted to the power unit or is acting as a prime mover of the motor vehicle. In one implementation, the electrical machine is connected to a crankshaft of the power unit. An electronic-controller, which is configured to control operation of the electrical machine, is provided. The electronic-controller is disposed ahead of the power unit and rearward to a steering axis of the motor vehicle.
[00019] The electronic-controller is disposed away from flow of hot air, which would be flowing from the power unit. Further, the electronic-controller is disposed rearward to the steering axis, whereby any electrical wiring related to the electronic-controller is not extended ahead of the steering axis but is configured rearwards of the steering axis. The electronic-controller is disposed away from a zone of interaction of the rider, whereby utility space below a seat assembly is maximised and sufficient cushioning can be provided for the seat assembly without increasing the seat height.
[00020] In one embodiment, the frame assembly comprises a head tube and a first member. The head tube is disposed in a front portion of the motor vehicle and the steering axis is defined about the head tube. The first member extends rearward from the head tube, and the first member undergoes a first bend and subsequent extending downward. In one embodiment, the power unit is fixedly mounted to the frame assembly and is supported by the first member.
[00021] Further, the electronic-controller is at least partially disposed within a first-sector region. The first-sector region being a region having a center when projected overlaps with the head tube. A radius of the first-sector region is equal to a first length, the first length being one of a length of the first member (taken between the head tube and the first bend) or a length of a second member. The electronic-controller disposed rearward to steering axis is at least partially accommodated within the first-sector region.
[00022] In one embodiment, the frame assembly comprises a second member extending obliquely downward from a rear portion of the head tube. The electronic-controller is disposed within the first-sector region and the first sector region extends substantially between the first member and the second member of the frame assembly. Thus, the electronic-controller is securely disposed within the first-sector region and is guarded from the first member and second member of the frame assembly. Moreover, wiring harness towards the electronic-controller can be done securely along the first member or the second member.
[00023] In one embodiment, the first-sector region comprises a first sector angle that is in range of 15-85 degrees.
[00024] In one embodiment, the electronic-controller is configured to operate one or more sub-system of the power unit, which is in addition to operation of the electrical machine. The first sector angle of the first-sector region enables accommodation of a large controller without affecting zone of interaction of the rider.
[00025] In one embodiment, the motor vehicle comprises a power unit-controller, which is independent of the electronic-controller. The power unit-controller is configured to operate one or more sub-systems of the power unit. The power unit-controller is also disposed within the first sector region. In case of two controller viz. electronic-controller & power unit-controller, both the controllers are disposed within the first-sector region.
[00026] In one embodiment, the electronic-controller, the power unit-controller, the electrical machine, and an auxiliary power source (which gets functionally connected to the electronic-controller, the power unit-controller, and the electrical machine) are at least partially disposed within the first-sector region. All the components that are electrically connected to each other are disposed within the first length/radius of the first-sector region being formed rearward of the steering axis.
[00027] In one embodiment, the motor vehicle comprises an integrated-electrical casing, which is configured to support an auxiliary power source and a power unit-controller. The auxiliary power source and the power unit-controller are functionally connected to each other and further, functionally connected to the electronic-controller. Length of wiring harness for connection between the auxiliary power source and the power unit-controller is kept minimal. Also, electrical connection from the electronic-controller to the auxiliary power source and the power unit-controller is kept optimal as the auxiliary power source and the power unit-controller are disposed in proximity.
[00028] In one embodiment, the frame assembly comprises a steering-reinforcing member. The steering-reinforcing member, which is part of the frame assembly, is secured to the head tube, a first member, and a second member of the frame assembly. The electronic-controller is disposed adjoining the steering-reinforcing member on one of a lateral side thereof. In one implementation, the steering-reinforcing member comprises flat outer lateral surface in order to accommodate the electronic-controller adjoiningly thereat. Need for an additional mounting boot is eliminated.
[00029] In one embodiment, the electronic-controller is enclosed by a shroud assembly, which forms part of a fuel tank assembly of the motor vehicle. In one implementation, the shroud assembly is an external shell. The electronic-controller is securely accommodated within the shroud assembly thereby protecting the electronic-controller form environmental parameters and from any impact. The shroud assembly comprises a first front member being disposed ahead of the electronic-controller and forming a front portion of the shroud assembly.
[00030] In one embodiment, the first front member is provided with plurality of air inlets to enable flow of air towards a power unit for cooling. The first front member defines an independent air inlet to enable flow of air towards the electronic-controller. Thus, the air flow towards the power unit is undisturbed.
[00031] In one embodiment, the first front member is detachable from the shroud assembly. The first front member, in a detached condition, provides access to the electronic-controller for diagnosis during servicing.
[00032] In one embodiment, the shroud assembly encloses a duct, which is configured to have an inlet aligned with an air inlet of the first front member. The duct comprises an outlet for directing air towards a power unit. In one implementation, the duct is a passage and the air inlet of the first front member may include louvers, air guides, perforations etc.
[00033] In one implementation, the duct is disposed adjacent to the electronic-controller and the duct overlaps with at least a portion of the electronic-controller in a side view of the motor vehicle. Thus, air flow can simultaneously enter the duct and towards the electronic-controller.
[00034] In one embodiment, the electronic-controller comprises a first-arm, which is provided on a top portion. The electronic-controller enables suspending of the electronic-controller from the steering-reinforcing member and for securing thereto. In one implementation, as second-arm is provided at a bottom portion of the electronic-controller for securing it to the second-member of the frame assembly for secure mounting.
[00035] In one embodiment, the electronic-controller comprises a plurality of cooling fins, which are disposed in a vertical orientation, and the cooling fins are provided on an outward facing side of the electronic-controller. The cooling fins, which are disposed away from an air entry portion are longer when compared to the cooling fins that are in proximity thereof for effective cooling across the electronic-controller.
[00036] In one embodiment, the electronic-controller is disposed such that one of two large surface areas (surface not having cooling fins) is abutting the steering-reinforcing surface thereby occupying less space in width direction of the motor vehicle. This ensures that there no blockage of air flow towards other parts.
[00037] In one embodiment, the electrical machine is functionally mounted to the power unit and the power unit being an internal combustion engine. The electrical machine is configured to operate as a starter of the power unit and it operates as a generator to charge an auxiliary power source when the power unit is in running condition.
[00038] In one embodiment, the electrical machine acts as a prime mover of the motor vehicle thereby acting a significant part of the power unit, which may further include transmission and other systems. The electrical machine acting as the prime mover drives the motor vehicle.
[00039] Arrows wherever provided in the top right corner in the drawings depicts direction with respect to the vehicle, wherein an arrow FW denotes front direction, an arrow RW indicates rear direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side.
[00040] The embodiments of the present invention will now be described in detail with reference to an embodiment in a saddle type two wheeled vehicle along with the accompanying drawings. However, the present invention is not limited to the present embodiments. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00041] Fig. 1 illustrates a right-side view of an exemplary motor vehicle 100 in accordance with the present subject matter. The motor vehicle 100 includes a frame assembly 130 that acts a structural member of the vehicle 100. Further, the vehicle 100 comprises a first wheel 101 and a second wheel 102. The present subject matter is not limited to the motor vehicle with two-wheels, as it is considered only for ease of explanation, and the present subject matter is applicable to any saddle-ride motor vehicle. The frame assembly 130 comprises a head tube 131, a frame structure comprising a first member 135 and a second member 140. In accordance with the current embodiment, the head tube 131 is disposed at a front portion of the vehicle 100. The first member 135 extends rearward from the head tube 131 and the first member 135 then undergoes a first bend 136. Subsequent to the first bend 136, the first member 135 extends substantially downward. In one implementation, the first member 135 is a single tubular member. In another implementation, the first member 135 may be formed by two are more tubes that are contiguously connected to form a single structure. The second member 140 extends obliquely downward from the head tube 131. In one implementation, the second member 140 is a single tubular member. In another implementation, the second member 140 is formed by two or more sub-structures including tubular members, sheet metal members etc.
[00042] Further, the motor vehicle 100 includes a rear frame comprising of one or more rear tube(s) 145 that extends rearward substantially from the first bend 136. The rear frame also includes one or more ancillary tubes 150 that extend from the first member 135 (subsequent to the first bend 136) towards the one or more rear tube(s) 145. The one or more rear tube(s) 145 has a front end connected to a portion close to the first bend 136. The one or more rear tube(s) 145 that extend inclinedly rearward may further comprises one or more bends in order to adapt to a layout of the vehicle 100. In an embodiment, two rear tubes are provided, and one or more cross-member(s) (not shown) are provided to connect the two rear tubes. Further, the frame assembly 130 comprises of a steering-reinforcing member 155 (shown in Fig. 2). The steering-reinforcing member 155 is secured to the head tube 131, the first member 135 and the second member 140.
[00043] The vehicle 100 comprises a steering system (not marked). A front suspension 160 forms part of the steering system. The steering system is rotatably journaled about the head tube 131. A handlebar assembly 162 is connected to the steering system for maneuvering the vehicle 100. The front suspension 160 rotatably supports the first wheel 101. A power unit 120 is fixedly mounted to the frame assembly 130. The power unit 120 is fixedly supported by the first member 135 and the second member 140. The power unit 120, which is an internal combustion (IC) engine, is provided with an electrical machine 125 (shown in dotted line). In one implementation, the electrical machine 125 is mounted to a crankshaft (not shown) of the power unit 120 to rotate therewith. The electrical machine 125 is preferably, but not limited, to be an integrated starter generator (ISG). The electrical machine may include a traction motor that acts as a prime mover of the motor vehicle. The electrical machine 125 is configured to perform starting operation of the IC engine, charge a battery (not shown) of the vehicle 100 during operation of the IC engine, and even assists the IC engine. In one embodiment, the power unit 120 is coupled to the second wheel 102 through a transmission system (not shown). In the one implementation, the second wheel 102 is rotatably supported by a swingarm (not shown).
[00044] The vehicle 100 incudes a fuel tank assembly 164 that is mounted to the first member 135 and is disposed rearward to the handlebar assembly 162. Further, a seat assembly 166 is disposed rearward to the fuel tank assembly 164. The seat assembly 166, in one implementation, in an elongated structure, in longitudinal direction FW-RW, and is supported by the rear tubes 145. In another implementation, as depicted in Fig. 1, the seat assembly 166 is formed by a rider-seat 166R and a pillion-seat 166P, which is disposed posterior to the rider-seat 166R. Further, the vehicle 100 includes a front-fender 115 mounted to the front suspension 160 and configured to cover at least a portion of the first wheel 101.
[00045] Fig. 2 (a) illustrates a schematic left side view of a frame assembly and components mounted thereon, in accordance with an embodiment of the present subject matter. Explanation for Fig. 2 (a) is provided by considering Fig. 1 in conjunction. The power unit 120 comprises one or more subs-systems, which may include combustion facilitator. The combustion facilitators include, but not limited to, a fuel injector, a spark generator etc. (not shown). The combustion facilitators are to be controlled for efficient operation of the power unit 120. Further, an electronic-controller 205 is used to control operation of the electrical machine 125. The electrical machine 125 operates as a starter/motor during a starting or assisting operation. The electrical machine 125 is configured to operate as a generator. In generation mode of the electrical machine 125, an auxiliary power source 215 is charged. The auxiliary power source 215 can be a battery or any other power storage device.
[00046] The power unit 120, as per the current embodiment, is disposed in a front portion of the vehicle 100, which is substantially below a fuel tank assembly 164 (as shown in Fig. 1). The electronic-controller 205, which operates with higher currents from the electrical machine 125 and the auxiliary power source 215, is disposed ahead of the power unit 120 and rearward to the steering axis S-S’ of the motor vehicle 100. In one embodiment, the electronic-controller 205 is disposed ahead of and substantially upward to a cylinder portion 121 (shown in Fig 2(b)) of the power unit 120. The cylinder portion 121 may include a cylinder head, a cylinder block and a cylinder head-cover (not marked). Further, an intake-manifold 222 (as shown in Fig. 2 (b)) gets connected to the cylinder portion 121 of the power unit 120 and a fuel-injector (not marked) may be mounted to the intake-manifold 222. In one implementation, the intake-manifold 222 is having a straight path. In another implementation, the intake-manifold 222 is having a curved path. In the depicted embodiment, the power unit 120 is a forwardly included type, which implies , a cylinder axis C-C’ of the power unit 120 is forwardly inclined. The effect of heat dissipated from the power unit 120 is minimal to negligible on the electronic-controller 205 as it is disposed away and ahead of the power unit 120. In one embodiment, the electronic-controller itself can be configured to control the one or more sub-system of the power unit 120. However, in the depicted embodiment, the motor vehicle 100 comprises of a power unit-controller 210 that is configured to control and operate the one or more sub-systems of the power unit 120 and thereby control operation of the power unit 120. For example, some of the operations include fuel injection timing, fuel injection start time, amount of fuel to be injected, spark ignition timing, and may include feedback control from data received from a lambda sensor, or an on-board diagnostics (OBD) system.
[00047] The electronic-controller 205 is configured to enable charging of the auxiliary power source 215 when the electrical machine 125 is operating in generator mode. In one embodiment, the auxiliary power source 215 is mounted to the first member 135, and is disposed subsequent to the first bend 136, downward thereof. Further, the auxiliary power source 215 is disposed at an offset from a centre, in a width wise direction or lateral direction RH-LH, of the vehicle 100. The auxiliary power source 215 is disposed at the offset in order to enable routing of the intake-manifold 222 (shown in Fig 2 (b)). The intake-manifold 222 and the auxiliary power source 215 are disposed on either side effectively configuring it behind a cylinder portion 221 of the power unit 120. Further, the auxiliary power source 215 disposed towards one of the lateral sides or at the offset from the centre in the width direction, and provides ease of access for servicing the auxiliary power source 215.
[00048] Further, in one embodiment, the vehicle 100 includes a mono-shock suspension (not shown). The mono-shock suspension has one end connected to the first member 135 and other end thereof connected to the swingarm (not shown). The swingarm rotatably supports the second wheel 102 (shown in Fig. 1) and it has a front end (not shown) connected the frame assembly 130 in a pivotable manner. The mono-shock suspension is preferably disposed in a forward inclined manner. In one embodiment, an air cleaner is at least partially disposed rearward to the mono-shock. The air-outlet of the air cleaner extends from one side of the mono-shock suspension to be connected to the intake-manifold 222. In one embodiment, the air cleaner is supported by the one or more rear tubes 145 and by the pair of ancillary tubes 150.
[00049] Fig. 2 (b) illustrates a schematic side view of a frame assembly 130 of the vehicle 100 with essential parts thereon, in accordance with an embodiment of the present subject matter. In the depicted embodiment, the frame assembly 130 fixedly supports the power unit 120. The power unit 120 includes the electrical machine 125. The electrical machine 125 comprises a stator and a rotor (not shown). The stator is secured to a first-lateral cover 220 and the rotor is mounted to the crankshaft (not shown). The electrical machine 125 is concealed by the first-lateral cover 220 that gets mounted to a crankcase of the power unit 120.
[00050] Further, the electronic-controller 205 is disposed ahead of the power unit 120, which is substantially disposed below the fuel tank assembly 164 (shown in Fig. 1). The electronic-controller 205, which is disposed rearward to the steering axis S-S’ receives air for natural cooling and at the same time has minimal effect of heat dissipation from the power unit 100. During operation of the motor vehicle 100, the direction of flow of air would be in front to rear direction FW->RW and the hot air from the power unit 120 flows in a rearward direction.
[00051] Further, the electronic-controller 205 is at least partially disposed within a first-sector region 230, which is a pie shaped region shown in dotted line. The first-sector region 230 is having a centre 231 at the head tube 131 and it extends substantially between the first member 135 and the second member 140. Further, the first-sector region 230 comprises of a first radius 232 equal to a first length, which is taken along the first member 135 till the first bend 136. In other embodiment, the first length is a length of the second member 140. Further, as per the depicted embodiment, the power unit-controller 210 is at least partially disposed within the first-sector region 230. In other words, the first-sector region overlaps with the electronic-controller 205.
[00052] Further, the power unit-controller 210 is also at least partially disposed within the first-sector region 230. Further, the first-sector region 230 overlaps with the electrical machine 125 and the auxiliary power source 215, at least partially. The electronic-controller 205, the power unit-controller 210, the electrical machine 125 and the auxiliary power source 215 are each at least partially disposed within the first-sector region 230, which spreads between the first member 135 and the second member 140. Each of two radial sides 233 of the first-sector region 230 having the first radius 232 pass through the first member 135 and the second member 140 correspondingly. The first-sector region 230 comprises of a first-sector angle a being an acute angle. Preferably, the first-sector angle is the range of 15-85 degrees. These aforementioned components are in proximity enabling ease of electrical connections therebetween. A wiring harness is routed about the first member 135 and the second member 140 between two or more components with ease. For example, wiring harness 240 from the electronic-controller 205 is routed along the first member 135 towards the auxiliary power source 215, the power unit-controller 210 and the electrical machine 125 securely therealong. Further, in one embodiment, the motor vehicle 100 comprises an integrated-electrical casing 245, which is configured to support the auxiliary power source 215 and the power unit-controller 210.
[00053] In one implementation, the steering-reinforcing member 155 is formed by a first-sheet member 156 and a second-sheet member 157 (only one can be seen in side view. Each of the first-sheet member 156 and the second-sheet member 157 are secured to the head tube 131, the first member 135 and the second member 140. For example, the securing can be by welding, by fastening, a combination of welding and fastening, and any other known means. In one embodiment, the electronic-controller 205 is disposed adjoining the steering-reinforcing member 155. The electronic-controller 205 is a cuboid shaped member, in one implementation. The electronic-controller 205 predominantly comprises two large surface portions out of six surface portions. One of two large surface portion is disposed to adjoin the steering-reinforcing member 155. The electronic-controller 205 is disposed on one of the lateral sides RH/LH of the frame assembly 130. In one implementation, the electronic-controller 205 is at least partially enclosed by a shroud member of the fuel tank assembly 162 (shown in Fig. 1).
[00054] Fig. 2 (c) depicts a schematic side perspective view of a motor vehicle, in accordance with an embodiment of the present subject matter. Fig. 2 (d) depicts another schematic side perspective view of the motor vehicle of Fig. 2 (c), in accordance with an embodiment of the present subject matter. The fuel tank assembly 164 comprises a fuel storage unit (not shown), which is concealed by a shroud assembly 260. The shroud assembly 260 comprises a first lateral member 262 and a first front member 264 disposed on a lateral side and on a front side respectively. Correspondingly, a second lateral member and a second front member are disposed on other side of the shroud assembly 260. A central member 266 of the shroud assembly 260 substantially encloses the fuel storage unit. The fuel storage unit is part of a fuel system of the motor vehicle 100 and is functionally connected to the power unit 120.
[00055] In one embodiment, the first lateral member 262 is disposed at a lateral side RH of the fuel tank assembly 164 forming a lateral portion of the shroud assembly 260. The first front member 264 is disposed at a front portion forming a front portion of the shroud assembly 260. The first front member 264 is provided with plurality of air inlets 268 to enable flow of air in the shroud assembly 260 and the air would be directed towards the power unit 120 for cooling. Further, in an assembled condition, the shroud assembly 260 would securely enclose the electronic-controller 205, which is secured to the frame assembly 130 (as shown in Fig. 2 (b)) and being within the first-sector region 230. In one embodiment, the first front member 264 defines an independent air inlet 265 to enable flow of air towards the electronic-controller 205 without disturbing air flow towards the power unit 120.
[00056] As shown in Fig. 2 (d), the first central member 264, which is secured by a combination of snap-fit and fasteners is detachable. In a detached condition of the first central member 264, the electronic-controller 205 is partially seen and is accessible for diagnosis and a diagnostic coupler can be connected to the electronic-controller 205. A service engineer can access the electronic-controller 205 to connect a diagnosis machine and study various parameters from the electronic-controller 205. Further, in one embodiment, a duct 270 is also enclosed by the shroud assembly 260. The duct 270 comprises of an inlet that aligns with the air inlets 268 provided on the first central member 262. Air that enters the air inlets 268 gets deflected towards the power unit 120 through the duct 270. Further, a separate portion of air flow, independent of the air entering the duct 270, flows towards the electronic-controller 205 for cooling thereof.
[00057] In one embodiment, as depicted, the duct 270 is disposed adjacent to the electronic-controller 205. In one embodiment, the duct 270 is secured to the shroud assembly 260 (shown in Fig. 2 (c)). In another embodiment, the duct 270 is secured to the frame assembly 130. Further, the electronic-controller 205 is disposed adjacently inward to the duct 270. The electronic-controller 205 is secured to the frame assembly 130.
[00058] Fig. 2 (e) illustrates a side view of a portion of a frame assembly with selected components thereon, in accordance with an embodiment of the present subject matter. The steering-reinforcing member 155 comprises the first-sheet member that is disposed on lateral side and being secured to the head tube 131, the first member 135 and the second member 140. In one embodiment, the steering-reinforcing member 155 comprises of a substantially flat outer surface. The electronic-controller 205 is disposed adjoining the steering-reinforcing member 155. Further, the second-sheet member 157 (shown in Fig. 2 (b)) is disposed on other lateral side. The first-sheet member 156 and the second-sheet member 157 are secured through a fastening assembly 159 for additional reinforcement and load sharing.
[00059] In one embodiment, the electronic-controller 205 is suspended from the steering-reinforcing member 155. In the depicted embodiment, the electronic-controller 205 is secured to the steering-reinforcing member 155 on one side. Further, the electronic-controller 205 is secured to the second member 140 of the frame assembly 130 on an opposite side. Mounting on two sides eliminates any pivotal motion, which may occur when suspended from one point.
[00060] In the depicted embodiment, the electronic-controller 205 comprises a first-arm 208A and a second-arm 208B. The first-arm 208A comprises an aperture for securing the electronic-controller 205 to the steering-reinforcing member 155 through a bolt, as part of one implementation. Correspondingly, a nut (not shown) is provided on the steering-reinforcing member 155 for engaging with the bolt. Similarly, the second-arm 208B is secured to a mounting-portion 141 of the second member 140. In one embodiment, the electronic-controller 205 is disposed in an upright position whereby plurality of cooling fins 206 are in a vertical orientation for optimal flow of air and cooling. Further, in one implementation, the cooling fins that are disposed away from an air entry portion are longer when compared to the cooling fins that are in proximity.
[00061] Further, the electronic-controller 205 is provided with plurality of ports 207A, 207B, 207C facing rearward. The wiring harness 240 comprises of plurality of cables 241, 242, 243 that get connected to the electrical machine 125, the auxiliary power source 215 and the power unit-controller 210 (shown in Fig. 2 (b)). Disposing the electronic-controller 205 at a front portion of the frame assembly 130 and rearward to the steering axis S-S’ enables: sufficient bending of cables with sufficiently large radius of curvature at the bend; keeps the wiring harness away from the steering system thereby eliminating stress on the cables that might occur due to steering operation. In one embodiment, an ignition coil 255 is mounted to the steering-reinforcing member 155 and is disposed rearward to the electronic-controller 205. In one implementation, the plurality of ports 207A, 207B, 207C are disposed at an offset from the ignition coil 255 in order to enable routing of the cables 241, 242, 243.
[00062] Fig. 2 (f) illustrates a side perspective of a portion of a motor vehicle, in accordance with an embodiment of the present subject matter. Fig. 2 (g) illustrates another perspective view of a portion of the motor vehicle, in accordance with an embodiment of the present subject matter. The power unit-controller 210 is disposed behind the power unit 120. Further, the intake-manifold 222 and a throttle body 223 are disposed laterally adjacent to the integrated-electrical casing 245. A fuel injector (not shown) is mounted to the intake-manifold 222 or on throttle body 223. The power unit-controller 210, which is configured to control one or more components that work in conjunction with the power unit 120, is disposed in proximity to one or more of such components. For example, the power unit-controller 210 is disposed in proximity to the throttle body 223, the fuel injector etc. thereby requiring shorter electrical wiring harness.
[00063] Further, the power unit-controller 210 is mounted to the integrated-electrical casing 245. The integrated-electrical casing 245 comprises two compartments. A first compartment 246 of the integrated-electrical casing 245 is configured to accommodate the auxiliary power source 215 and a second compartment 247 is configured to accommodate the power unit-controller 210. The power unit-controller 210 is slidably insertable-removable from the second compartment 247, as shown in Fig. 2 (g). The second compartment 247 is disposed ahead of the first compartment 246 and the second compartment 247 is elongated in a vertical direction. The power unit-controller 210 is slidable into the vertically elongated second compartment 247 and is secured through a snap-fit, using fasteners or combination of both.
[00064] The second compartment 247 comprises a deflector surface 248, which is covering the power unit-controller 210 from a front side, with reference to orientation of the vehicle 100. The deflector surface 248 forms part of the second compartment 247. The deflector surface 248 deflects hot air from the power unit 120 in a downward/ sideward direction thereby deflecting hot air from reaching the power unit-controller 210 or the auxiliary power source 215. The auxiliary power source 215 is securely accommodated in the first compartment 246 and he auxiliary power source 215 comprises terminals 216 provided on a top surface thereof. Similarly, as shown in Fig. 2 (g), the power unit-controller 210 is provided with one or more ports 211 provided on a top surface thereof. Wiring harness from the electronic-controller 205, which is disposed ahead of the power unit 210 and rearward to the steering axis S-S’ extends along the first member 135 and get connected to the auxiliary power source 215 and the power unit-controller 210 taking shorter and secure path.
[00065] Fig. 2 (h) illustrates an enlarged view of an integrated-electrical casing, in accordance with an embodiment of the present subject matter. The integrated-electrical casing 245 is formed by two compartments of which the second compartment 247 configured to accommodate the power unit-controller 210 comprises a vertically elongated profile, when compared to the first compartment 246. Further, the integrated-electrical casing 245 itself comprises a vertically elongated profile with a first-mounting portion 249A and a second-mounting portion 249B that are offset to each other. In one embodiment, the first-mounting portion 249A and the second-mounting portion 249B are both having a stretched-out profile away from the compartments 246, 247. The first-mounting portion 249A, which is at an upper portion, is secured to the first bend 136 of the first member 135 and the second-mounting portion 249B, which at a lower portion is secured to the first member 135 subsequent to the first bend136.
[00066] The various embodiments described above can be combined to provide further embodiments. Also, aspects of the embodiments are not necessarily limited to specific embodiments. Depicted figures are for illustrative purposes, many modifications and variations of the present subject matter are possible within the scope of the present subject matter, in the light of above disclosure.

List of reference signs:

100 vehicle
101 first wheel
102 second wheel
115 front-fender
120 power unit
121 cylinder portion
125 electrical machine
130 frame assembly
131 head tube
135 first member
136 first bend
140 second member
145 rear frame(s)
150 ancillary frame(s)
155 steering-reinforcing member
156 first-sheet member
157 second-sheet member
159 fastening assembly
160 front suspension
162 handlebar assembly
164 fuel tank assembly
166 seat assembly
166R rider seat
166P pillion seat
205 electronic-controller
206 plurality of cooling fins
207A/207B/207C
208A first-arm
208B second-arm
210 power unit-controller
211 one or more ports
215 auxiliary power source
220 first-lateral cover
222 intake-manifold
223 throttle body
230 first-sector region
231 centre
232 first radius
233 radial side
240 wiring harness
241/242/243 cables (wiring harness)
245 integrated-electrical casing
246 first compartment
247 second compartment
248 deflector surface
249A first-mounting portion
249B second-mounting portion
255 ignition coil
260 shroud assembly
262 first lateral member
264 first front member
265 independent air inlet
266 central member
268 air inlet
270 duct
S-S’ steering axis
C-C’ cylinder axis
a first angle