Claims:
We claim:
1. A vehicle (100) comprising:
a primary energy source (201);
an electrical motoring and generating machine (203);
a first electronic unit (204) capable of controlling said primary energy source (201);
a second electronic unit (205) capable of controlling said electrical motoring and generating machine (203); and
a third electronic unit (206) capable of switching an input electrical power supplied to said electrical motoring and generating machine (203).

2. The vehicle (100) as claimed in claim 1, wherein said primary energy source (201) is one of an internal combustion engine and an electrical energy storage device (202).

3. The vehicle (100) as claimed in claim 1, wherein said electrical motoring and generating machine (203) is one of an integrated starter generator machine and a traction motor (not shown).

4. The vehicle (100) as claimed in claim 1 or claim 2, wherein said first electronic unit (204) is one of an EFI-ECU and a control unit portion.

5. The vehicle (100) as claimed in claim 2 or claim 7, wherein said second electronic unit (205) by being configured in close proximity below the fuel tank (106) lower surface as well as abuttingly coupled to the main frame member (not labelled) and being disposed above the primary energy source (201).
6. The vehicle (100) as claimed in claim 1 or claim 2, wherein said third electronic unit (206) is a switching unit portion.

7. The vehicle (100) as claimed in claim 6, wherein said switching unit portion (206) being disposed behind the front frame structure (102) and between the left and right front shock absorber (104) (shown in fig. 2c).

8. The vehicle (100) as claimed in claim 6, wherein the switching unit portion (206) by being configured on the frontal open impact area below the lower triple clamp (not shown) of the front shock absorber (104).

9. A straddle-type vehicle (100) as claimed in claim 1 comprising:
a head pipe (101);
a main frame (not shown) extending rearwardly from said head pipe (101);
a down frame (not shown) extending downwardly and rearwardly from said head pipe (101);
a primary energy source (201) disposed below said main frame (not shown);
an electrical motoring and generating machine (203) mounted on a crankshaft (not shown) of said primary energy source (201) and extending sidewardly in the vehicle width-wise direction of said vehicle (100);
a first electronic unit (204) capable of controlling said primary energy source (201);
a second electronic unit (205) capable of controlling said electrical motoring and generating machine (203) disposed substantially above said primary energy source (201); and
a third electronic unit (206) capable of switching an input electrical power supplied to said electrical motoring and generating machine (203) disposed forwardly of said primary energy source (201).
10. The straddle-type vehicle (100) as claimed in claim 9, wherein said second electronic unit (205) is a control unit portion.

11. The straddle-type vehicle (100) as claimed in claim 9, wherein said third electronic unit (206) is a switching unit portion.

12. The straddle-type vehicle (100) as claimed in claim 9, wherein said second electronic unit (205) is proximal to said first electronic unit (204) than said third electronic unit (206).

13. The straddle-type vehicle (100) as claimed in claim 9, wherein said third electronic unit (206) is proximal to said electrical motoring and generating machine (203) than said second electronic unit (205).
, Description:TECHNICAL FIELD
[0001] The present subject matter relates generally to a vehicle. More particularly but not exclusively the present subject matter relates to an electronic unit of said vehicle.
BACKGROUND
[0002] Traditionally, a vehicle contains many control units for controlling the functioning of the vehicle. The controlling function may be an essential control like engine and power steering control, and the like or the controlling function may be related to security and access like door locks, digital key and the like. The control unit receives inputs from different parts of the vehicle depending on the function it is performing. With the advancement in technology, more and more new features are developed by the vehicle manufacturers. To control and to perform the function to enable that new feature, new controlling device are being introduced. With the introduction of new devices, space constraint is increasing and the vehicle layout is becoming more complex especially for compact saddle type vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The details are described with reference to an embodiment of a saddle type two wheeled vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference similar features and components.
[0004] Figure 1 exemplarily illustrates a side view of a straddle type two-wheeled vehicle.
[0005] Figure 2(a) exemplarily illustrates right-side view of the straddle type two-wheeled vehicle with the energy source and one or more electronic unit.
[0006] Figure 2(b) exemplarily illustrates a left-side view of the straddle type two-wheeled vehicle with the electrical motoring and generating machine.
[0007] Figure 2(c) exemplarily illustrates a front view of the straddle type two-wheeled vehicle with the third electronic unit.
[0008] Figure 3 exemplarily illustrates a partial right-side view of the straddle type two-wheeled vehicle.

DETAILED DESCRIPTION

[0001] Generally, for a vehicle with an integrated starter generator (hereinafter referred as ISG) system, a plurality of controllers is used to control the starter generator for electric start and charging application. Considering complexity of the function and also its nature to handle high current for starting purpose, the size of an ISG controller is typically large. Ideally, said ISG should be placed in the proximity of a battery and a starter generator system to avoid voltage drop and losses due to long length of wire connecting said ISG, the battery, and the starter generator system. But the battery and the starter generator system are kept away from each other because of the battery’s operating temperature. Thus, due to the above-mentioned reasons and also because of the larger size of said controller and limited space in a straddle type vehicle, it is difficult to position the ISG controller near the battery and the starter generator system.
[0002] The conventionally known ISG controllers include several components there within. These components may include an electronic controlling component, an electronic switching component, and the like. Thus, providing a single integrated ISG controller is not only bulkier but also leads to increased complexity due to integration of various electronic components within the controller. In addition to this, any failure in one of the components leads to replacement of the entire controller unit, which adds extra cost to a consumer and the manufacturers. Further, dispositioning the controller as a single unit in the known areas such as behind an engine and in the vicinity of the battery suppresses the availability of natural air for cooling during the vehicle running condition, which largely impedes the functioning of such electronic devices.
[0003] Thus, there is a need to optimize the size of the electronic device for it to be optimal for mounting in a compact layout, enable ease of harness routing, its function, ease of accessibility and serviceability, improve reliability, and provide high air flow for cooling. Several attempts have been made in the past to downsize the integrated ISG controller to accommodate the controller in a vehicle layout. However, such downsizing of the controller impacts the functionality of the controller adversely. Further, larger the size of the controller, higher is the difficulty in terms of orienting the controller in the layout. An attempt to orient the controller in a suitable manner may lead to issues with respect to routing of wiring harness, water entry and also adversely affect the packaging of the nearby components. So, there is a need to overcome the above-mentioned problems as well as other problems of known art with respect to the single integrated ISG controller without hampering its functionality and ensuring ease of packaging in any given layout of the vehicle.
[0004] An objective of the present subject matter is to design and configure the ISG controller in such a way that the unit is optimal for mounting, smaller in size, operated at low ambient temperature and ease of locating relatively closer to the ISG machine and the battery. The present invention also ensures that the controller is not affected by the heat generated by the presence of heat generating vehicular components such as the engine in its vicinity. The present subject matter is described using an exemplary straddle type two-wheeled vehicle, whereas the claimed subject matter is applicable to any type of two-wheeled vehicles, with required changes and without deviating from the scope of invention.
[0005] As per an aspect of the present subject matter, a vehicle is disclosed which comprises of a primary energy source, an electrical motoring and generating machine, a first electronic control unit, a second electronic control unit, and a third electronic control unit. The first electronic unit being capable of controlling said primary energy source. The second electronic unit being capable of controlling said electrical motoring and generating machine. The third electronic unit being capable of switching an input electrical power supplied to said electrical motoring and generating machine.
[0006] As per an aspect of the present subject matter, the primary energy source is an internal combustion engine. As per an alternate embodiment, the primary energy source is an electrical energy storage device.
[0007] As per an aspect of the present subject matter, the electrical motoring and generating machine is an integrated starter generator machine. As per an alternate embodiment, the electrical motoring and generating machine is a traction motor.
[0008] As per an aspect of the present subject matter, the first electronic unit is an EFI-ECU. The second electronic unit is a control unit portion. The third electronic unit is a switching unit portion.
[0009] As per an aspect of the present subject matter, the second electronic unit by being configured in close proximity below the fuel tank lower surface as well as abuttingly coupled to the main frame member and being disposed above the primary energy source.
[00010] As per an aspect of the present subject matter, the switching unit portion being disposed behind the front frame structure and between the left and right front shock absorber. The switching unit portion by being configured on the frontal open impact area below the lower triple clamp (not shown) of the front shock absorber.
[00011] As per an aspect of the present subject matter, a straddle-type vehicle is disclosed which comprises of a head pipe, a main frame, a down frame, an internal combustion engine, an integrated starter generator (ISG) machine, a first electronic unit, a second electronic unit, and a third electronic unit. The main frame extends rearwardly from said head pipe. The down frame extends downwardly and rearwardly from said head pipe. The internal combustion engine being disposed below said main frame. The electrical motoring and generating machine being mounted on a crankshaft of said internal combustion engine and extends sidewardly in a vehicle width-wise direction of said vehicle. The first electronic unit being capable of controlling said internal combustion engine. The second electronic unit being capable of controlling said electrical motoring and generating machine disposed substantially above said internal combustion engine. The third electronic unit being capable of switching an input electrical power supplied to said electrical motoring and generating machine disposed forwardly of said internal combustion engine.
[00012] As per an aspect of the present subject matter, the second electronic unit is a control unit portion. The third electronic unit is a switching unit portion.
[00013] As per another aspect of the present subject matter, the second electronic unit is proximal to said first electronic unit than said third electronic unit. As per an alternate embodiment, the third electronic unit is proximal to said electrical motoring and generating machine than said second electronic unit. 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.
[00014] Fig.1 exemplarily illustrates a side view of a straddle type two-wheeled vehicle 100. The two-wheeled vehicle 100 have a front portion F and a rear portion R. The front portion F of the vehicle 100 includes a head pipe 101, a front frame structure 102, a front shock absorber 104, a steering assembly 105, a fuel tank 106, and a front wheel 107. The rear portion R of the vehicle 100 includes a rear frame structure (not shown), a rear wheel 108, a rear shock absorber 109, a seat 110, and a swingarm 111. The front frame structure 102 of the vehicle 100 along with the front shock absorber 104 is connected to the front wheel 107. The rear portion R includes the rear shock absorber 109 connected to the rear frame structure of the vehicle 100. The swingarm 111 is connected to the frame of the vehicle 100 at one end in longitudinal direction of the vehicle 100 and the other end is connected to an axle (not shown) of the rear wheel 108. The vehicle 100 includes a primary energy source 201 (shown in fig 2a), an electrical motoring and generating machine 203 (shown in fig 2b), a first electronic unit 204 (shown in fig 2a), a second electronic unit 205 (shown in fig 2a), and a third electronic unit 206 (shown in fig 2a). The first electronic unit 204 is capable of controlling said primary energy source 201. The second electronic unit 205 capable of controlling said electrical motoring and generating machine 203 (shown in fig 2b). The third electronic unit 206 capable of switching an input electrical power supplied to said electrical motoring and generating machine 203 (shown in fig 2b). In an embodiment, the primary energy source 201 is an internal combustion engine. In another embodiment, the primary energy source 201 is one or more of an electrical energy storage device 202 (shown in fig 2a). In an embodiment, the electrical motoring and generating machine 203 (shown in fig 2b) is an integrated starter generator machine. In another embodiment, the electrical motoring and generating machine 203 is a traction motor.
[00015] Fig.2(a) exemplarily illustrates a right-side view of the straddle type two-wheeled vehicle 100 with the energy source and one or more electronic unit. Fig.2(b) exemplarily illustrates a left-side view of the straddle type two-wheeled vehicle 100 with the electrical motoring and generating machine 203. Fig.2(c) exemplarily illustrates a front view of the straddle type two-wheeled vehicle 100 with the third electronic unit 206. In the present embodiment, the first electronic unit 204 is an EFI-ECU, the second electronic unit 205 is a control unit portion, and the third electronic unit 206 is a switching unit portion. In the present invention an ISG controller is split into two units- control unit portion 205 and switching unit portion 206. The control unit portion 205 is configured for decision making based on the information from other ECU’s and the switching unit portion 206, and then sends a signal to switching unit portion 206 for performing a specified function. The switching unit portion 206 is configured to convert a generated power from the electrical motoring and generating machine 203 (shown in fig 2c) to a power that can be supplied to one or more of the primary energy source 201 and the electrical energy storage device 202. The switching unit portion 206 also converts the DC power from the energy storage device 202 to an alternating current for rotating a crankshaft for starting the engine. Whenever the power from the engine is not sufficient, the electrical motoring and generating machine 203 (shown in fig 2c) or in another embodiment, a traction motor (in case of a hybrid vehicle) can provide assist torque to drive the vehicle 100. Configuring the switching unit portion 206 in close proximity to the electrical motoring and generating machine 203 (shown in fig 2c) or to the traction motor helps in reduction of transmission losses, thereby increasing the effectiveness of the assist provided by the electrical motoring and generating machine 203 (shown in fig 2c)/traction motor. The switching unit portion 206 consists of switching devices such as MOSFET, IGBT, and the like, that dissipate more heat compared to the control unit portion 205, which consists of microcontroller and signal inputs received from the switching unit portion 206, the vehicle ECU such as the EFI-ECU 204 and other vehicle loads. The switching unit portion 206 dissipates more heat during the process of power conversion as compared to the control unit portion 205 of the integrated ISG controller. Thus, the separation of heat dissipating components i.e. the switching unit portion 206 from the integrated ISG controller enhances reliability of the components of the control unit portion 205.
[00016] Between the two portions, i.e., the switching unit portion 206 and the control unit portion 205, the control unit portion 205 is smaller in size as compared to the switching unit portion 206. So, the control unit portion 205 can be packaged at any plurality of locations in the vehicle layout. Thus, the control unit portion 205 is compactly packaged in a given layout, without necessitating any significant major space being consumed as well as without increasing the layout size of the vehicle as a whole. Further, the higher heat dissipating switching unit portion 206 is optimally disposed in a zone that receives maximum natural air i.e. in a high air flow region disposed on the frontal area of the vehicle being impinged by upstream wind, which effectively dissipates the heat out for proper functioning of the switching unit portion 206. The switching unit portion 206 and the control unit portion 205 can be made to connect with each other by means of an electrical hard-wired connection, can be connected through CAN, through Bluetooth communication or other communication techniques.
[00017] In an alternative embodiment, the vehicle 100 can also be an electric vehicle and the ISG controller in that case is replaced by a traction motor controller (not shown). The present invention can also be extended to splitting the traction motor controller into the switching unit portion 206 and the control unit portion 205. In this embodiment, the electrical motoring and generating machine 203 (shown in fig 2b) is replaced by a traction motor, which either can be a hub mounted traction motor or a traction motor propelled using transmission means. In this embodiment, the engine is replaced by the traction motor and plurality of battery cells in the vehicle layout.
[00018] Fig.3 exemplarily illustrates a partial right-side view of the straddle type two-wheeled vehicle 100. In the present embodiment, the control unit portion 205 is mounted on the frame, above the engine 201, and below the fuel tank 106 (shown in fig 1) of the vehicle 100. The switching unit portion 206 is disposed on the front frame structure 102, in front of the engine 201, and behind the front shock absorber 104. This disposition of the switching unit portion 206 and the control unit portion 205 improves the operational efficiency, ease of packaging, heat dissipation on the vehicle where the operating ambient temperature is low. The switching unit portion 206 disposed behind the front frame structure 102 and between the left and right front shock absorber units 104, (shown in fig. 2c) which protects the switching unit 206 from unwanted external force and thus provides a safe location for mounting said unit 206. Apart from this, the present location of the switching unit portion 206 by being configured on the frontal open impact area below the lower triple clamp (not shown) of the front shock absorber (104) provides enhanced cooling for said unit 206. The switching unit portion 206 receives atmospheric air from the left, right and front side of the vehicle 100. The switching unit portion 206 is partially covered by the fuel tank 106 to protect it from the top side from external forces, rain water, dust, and the like. Further, the switching unit portion 206 is located at an optimum height, so that the water from pot holes or rain water, dust, and the like do not reach to said unit 206. The control unit portion 205 disposed above the engine is covered by the fuel tank 106, providing a safe location by being configured in close proximity below the fuel tank 106 lower surface as well as abuttingly coupled to the main frame member (not labelled) and being disposed above the primary energy source 201. Placing the control unit portion 205 above the engine 201 and below the fuel tank 106 optimally configured the space between the engine 201 and a fuel tank cover (not shown) rendering it functional. The second electronic unit i.e. the control unit portion 205 is disposed in proximity to the first electronic unit 204 i.e. EFI-ECU as compared to said third electronic unit i.e. the switching unit portion 206. The third electronic unit 206 is disposed in proximity to the electrical motoring and generating machine 203 (shown in fig 2b) than the second electronic unit i.e. the control unit portion 205 thereby enabling reduced wiring harness and ease of assembly. The Many other improvements and modifications may be incorporated herein without deviating from the scope of the invention.

List of Reference numerals
100: Vehicle
F: Front portion of 100
R: Rear portion of 100
101: Head pipe of 100
102: Front frame structure of 100
104: Front shock absorber of 102
105: Steering assembly of 100
106: Fuel tank of 100
107: Front wheel of 100
108: Rear wheel of 100
109: Rear shock absorber of 100
110: Seat of 100
111: Swingarm of 100
201: Primary energy source of 100
202: Electrical energy storage device of 100
203: Electrical motoring and generating machine of 100
204: First electronic unit/EFI-ECU for 201
205: Second electronic unit/control unit portion for 201
206: Third electronic unit/switching unit portion for 201