JPH0431191A - Power unit for electric motor vehicle - Google Patents

Abstract

PURPOSE:To simplify the cooling system by cooling body a motor coil and its transmission mechanism simultaneously with cooling air generated by a cooling fan installed on a rotatary shaft of a motor in a power unit to rotate driving wheels through the motor and the transmission system in a transmission case pivoted on a vehicle body so as to swing freely. CONSTITUTION:A power unit P is constituted in such a way that the front edge of the swing type power unit P on which shaft rear wheels Wr are mounted in the rear ends is supported in the rear part of the center frame with a pivot 5 so as to swing freely in the vertical direction and a motor M arranged in the front part and a speed reducer 14 in the rear part in a transmission case 13 are connected to each other through a belt type continuous variable transmission (C.V.T.). In such motorcycle V, a cooling fan 22 is arranged on a rotatary shaft 19 of the motor M so as to be adjacent to the left edge wall part 162 of a motor housing 16 and a cup shape air inducing room 25 is fastened jointly to the right side of the motor housing 16 with bolts. And after having cooled a driver 43, the motor M and the belt type C.V.T. with air induced by the rotation of the cooling fan 22, the air is exhausted outside from an exhaust port 133.

Description

DETAILED DESCRIPTION OF THE INVENTION A0 OBJECTS OF THE INVENTION (1) Field of Industrial Application The present invention relates to a swing type power unit using an electric motor as a power source.

(2) Conventional technology A swing-type power unit widely used in motorcycles, etc. has a drive wheel mounted on a shaft at the rear of a transmission case that is pivotally supported on the vehicle body so as to be able to swing vertically. It is configured to be connected to an internal combustion engine installed at the front of the engine to drive rotation.

Since such a power unit generates heat not only from the internal combustion engine but also from the transmission mechanism housed in its transmission case, it is necessary to cool the transmission mechanism. Japanese Patent Publication No. 58-1097
Publication No. 62 discloses that a cooling fan is formed in the boob of a belt-type continuously variable transmission that constitutes the transmission mechanism of a swing-type power unit, and the belt-type continuously variable transmission itself is cooled with the cooling air generated by the cooling fan. What is disclosed is disclosed.

(3) Problems to be Solved by the Invention By the way, when an electric motor is used instead of an internal combustion engine as the power source of the power unit, a large amount of heat is generated from the coil part of the motor or the part of the driver having a field effect transistor. In addition to the transmission mechanism, it is also necessary to consider the cooling of the motor and its accessories.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to efficiently cool a power unit for an electric vehicle equipped with an electric motor.

B8 Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a drive wheel that is mounted on a transmission case that is swingably supported on the vehicle body, and a drive wheel that is mounted on the transmission case. The power unit for an electric vehicle rotatably drives the driving wheels using a motor and a transmission mechanism, and the power unit cools the coils of the motor and the transmission mechanism simultaneously with cooling air generated by a cooling fan attached to a rotating shaft of the motor. 1 feature.

In addition to the first feature, the second feature of the present invention is that the motor driver is also cooled by the cooling air.

In addition to the first feature, the present invention has a third feature in that a rotor position sensor, a coil, and a transmission mechanism of the motor are arranged from the upstream side of the cooling air to the downstream side.

In addition to the first feature, a fourth feature of the present invention is that a cooling air outlet is formed at the rear end of the transmission case that houses the transmission mechanism.

In addition to the first feature, the present invention has a fifth feature in that the entrance of the duct that guides the cooling air to the cooling fan is opened into the interior space of the vehicle body.

In addition to the fifth feature, the present invention has a sixth feature that a filter is provided in the duct.

Further, in addition to the fifth feature, the present invention provides, in the duct,
A seventh feature is that a power supply cord connected to the driver and motor is inserted.

(2) Function According to the first feature described above, when the motor that is the drive source of the power unit rotates, the driving force is transmitted to the rear wheels via the transmission mechanism housed in the transmission case to propel the vehicle. . At this time, the heat generated from the motor coil and the transmission mechanism is simultaneously cooled by the cooling air generated by the cooling fan attached to the rotating shaft of the motor, thereby simplifying the cooling mechanism.

Furthermore, according to the second feature described above, the heat generated by the motor driver is simultaneously cooled by the cooling air that cools the coil and the transmission mechanism, so there is no need to provide a special cooling mechanism for the driver.

Further, according to the third feature described above, the cooling air sequentially displaces the motor rotor position sensor, the coil, and the transmission mechanism disposed along the direction of the cooling air. At this time, since the rotor position sensor that is sensitive to bulges is disposed at the furthest upstream side, dust does not adhere to the rotor position sensor.

Further, according to the fourth feature described above, since the cooling air is discharged to the outside from the exhaust port formed at the rear end of the transmission case, the transmission mechanism housed in the transmission case can be efficiently cooled.

Furthermore, according to the fifth feature described above, since the inlet of the duct that guides the cooling air to the cooling fan opens into the interior space of the vehicle body, it is possible to obtain clean cooling air that does not contain dust or moisture.

Furthermore, according to the above-mentioned sixth feature, since the cooling air is filtered by the filter provided in the duct, it is possible to obtain clean cooling air.

Further, according to the seventh feature described above, the power supply cord of the motor and driver can be protected without providing a special protection member.

(3) Examples Hereinafter, the present invention will be described in detail based on the drawings.

FIG. 1 is an overall side view of a motorcycle V equipped with a power unit (P) according to the present invention, and its body frame F is composed of a front frame F central frame F 2 made of steel pipes, and a rear frame F3, The outside is leg shield B3, step floor B2, rear cover B3,
It is covered by a synthetic resin body B composed of an undercover 84 and an undercover 84. The head vibe 1 fixed to the front frame F is provided with a steering handle 2 at its upper end and a front wheel Wf via a front cushion 3 at its lower end.
A front fork 4, which is pivoted on the front fork 4, is pivotally supported. At the rear of the central frame F2, the front end of a swing-type power unit P, which has a rear wheel Wr mounted on its rear end, is supported by a pivot 5 so as to be vertically swingable, and the rear upper surface of the power unit P and the rear frame F are connected to each other. They are connected via a carrier cushion 6.

The stand 7 provided on the central frame F2 covers the lower front surface of the power unit P in the illustrated storage position,
It also serves as a protection member for a drive motor, which will be described later, housed inside. A storage compartment 9 for storing helmets and the like is provided between the power unit (P) and the seat 8. This container 9 is made of a material that shields magnetism, such as conductive resin, so that stored items such as floppy disks are not affected by the magnetism generated by the motor. central frame F
2 is provided with a battery box 10 that stores a battery as a power source for driving the motor. Further, in front of the head vibrator 1, a controller 11 for controlling the drive of the motor and a charger 12 for charging the battery are provided.
will be provided. The controller can be installed at the rear of the vehicle at a position 11 or 112 indicated by a chain line, and the charger can also be installed at a position 121 at the rear of the vehicle or at a position 122 at the center of the vehicle. is possible.

Next, the structure of the power unit P will be explained in detail based on FIG. The power unit) P is equipped with a transmission case 13 at the front end through which the pivot 5 penetrates from side to side, and a motor M installed at the front and a reducer 14 installed at the rear are connected to each other via a belt-type continuously variable transmission 15. Connected.

The opening at the right end of the motor housing 16, which houses the motor M therein, is closed by a lid member 18 fixed with bolts 17, and the mounting flange 161 formed on the left side of the opening is closed by a reinforcing flange 131 formed at the outer periphery of the opening of the transmission case 13. It can be attached to with bolt 24. The rotating shaft 19 of the motor M is supported by a ball bearing 20 provided on the lid member 18 and a ball bearing 21 provided on the wall portion 162 at the left end of the motor housing 16. A cooling fan 22 is provided on the rotating shaft 19 of the motor M in close proximity to the wall 16 at the left end of the motor housing 16.
On the right side, a driver 43 to be described later that controls the drive of the motor M, and a cup-shaped air introduction chamber 25 that accommodates the driver are collinear with the bolt 17. And the first
As is clear from the drawings, FIG. 3, and FIG. A filter 28 made of a sponge for removing dust in the air is installed at the inlet opening of the joint 27 that connects the
is stored.

As shown in FIGS. 2 and 3, the driver 43 housed in the air introduction chamber 25 has a roughly hexagonal shape, and a large number of ■-shaped cooling fins 29 are provided on the inner surface of each side. The outer surface has a field effect transistor (described later).
(hereinafter abbreviated as FET) is attached.

The air introduced from the storage compartment 9 by the cooling fan 22 cools the driver 43, the motor M, and the belt type continuously variable transmission 15 inside the transmission case 13, and then blows the left side of the transmission case 13. The air is discharged to the outside from the air exhaust port 13 formed at the rear end of the side cover 132 that covers the air.

The motor M is a DC brushless motor, and has a rotating shaft 19.
A rotor 33 has permanent magnets 32 arranged around the outer periphery of an iron core 31 fixed to the rotor 33, and bolts 34 are installed inside the motor housing 16.
The rotary motor is equipped with a stator 37 consisting of a coil 36 wound around an iron core 35 fixed to a rotary shaft 19, a magnet 38 fixed to a rotating shaft 19, and three Hall elements 39 arranged opposite to the outer periphery of the magnet 38. A child position sensor 40 is provided.

The power supply cord 81 connected to the motor M and the driver 43 is connected to the air introduction chamber 25 in order to protect it.
(See FIG. 2).

FIG. 5 is a circuit diagram showing the control system of the motor M. In order to control the rotational speed of the motor M, the potential of a potentiometer 42 connected to the accelerator grip 41 of the steering handle 2 and the rotor position sensor 40 are detected. The phase signal of the rotor 33 thus obtained is manually input to the controller 11. A driver 43 interposed between the controller 11 and the motor M controls the six FETs 44 and the FET 44 group based on signals from the rotor position sensor 40, and sequentially switches the stator current of the motor M. A switching circuit 45 is provided.

As shown in FIGS. 6 to 8, a ring-shaped fixing bracket 47 is fixed to the middle of the handle pipe 46 of the steering handle 2, and a ring-shaped fixing bracket 47 is rotatably fitted to the tip of the handle pipe 46, and an accelerator is attached to the outer periphery of the ring-shaped fixing bracket 47. A torsion spring 49 for biasing the accelerator grip 41 toward the idling position is installed between the grip 41 and the cylindrical rotation bracket 48 into which the grip 41 is press-fitted. The potentiometer 42, which is activated by rotating the accelerator grip 41, is mounted on an arc-shaped printed circuit board 50 fixed to the bottom of the fixed bracket 47.
A conductor 501 and a resistor 50 printed parallel to the surface of
2, and potentials of O volts and 5 volts are applied to the conductor 50 and resistor 502, respectively. A guide plate 51 having an arcuate guide groove 511 is fixed in parallel to the printed circuit board 50 inside the fixed bracket 47, and a sliding member disposed between the printed circuit board 50 and the guide plate 51 A protrusion 521 formed on the back surface of the guide plate 52 passes through the guide groove 511 of the guide plate 51 and is supported by the rotating bracket 48 . And the sliding member 52
A metal plate 53 electrically connected to the controller 11 is placed on the front surface of the conductor 50 . of the printed circuit board 50 . and the resistor 502 at the same time. Then,
When the accelerator grip 41 is in the idling position shown, the potential of its metal plate 53 is about 0.5 volts,
When the accelerator grip 41 is rotated in the direction of the arrow toward the full load position, its potential gradually increases to about 4.5 volts.

Next, referring again to FIG. 2, the structure of the belt type continuously variable transmission 15 housed inside the transmission case 13 will be explained. The belt-type continuously variable transmission 15 includes a driving pulley 61 provided on a rotating shaft 19 that protrudes into the transmission case 13 from the motor housing 16 side, and a driven pulley provided on a reducer manual shaft 62 supported at the rear of the transmission case 13. 63, and an endless belt 64 is wound around both pulleys 6163. The drive pulley 61 is a stationary pulley half 6 fixed to the rotating shaft 19.
1. The movable boom half 6L is supported by the rotary shaft 19 so as to be slidable in the axial direction. A weight 66 is arranged to be movable in the radial direction. On the other hand, the driven pulley 63 consists of a stationary pulley half 631 and a movable bobbin half 632 supported by a collar 68 that is relatively rotatably fitted to the reducer input shaft 62 via a needle bearing 67. The driving force transmitted to the brake gear 63 is transmitted to the reduction gear input shaft 62 via an automatic centrifugal clutch 69.

The reducer input shaft 62 is supported by a ball bearing 70 provided on the transmission case 13 and a ball bearing 72 provided on the reducer cover 71, and is supported by a pair of ball bearings 73.
An intermediate shaft 76 is supported between the rear wheel Wr and the axle 75 supported by the rear wheel Wr. The rotation of the input gear 77 of the reducer input shaft 62 is controlled by the two intermediate gears 787 of the intermediate shaft 76.
9 to the output gear 8o of the axle 75.

Next, the operation of the embodiment of the present invention having the above-described configuration will be explained.

When the accelerator grip 41 is in the idling position and the rotation speed of the motor M is low, the automatic centrifugal clutch 69 is in a disconnected state, and the driving force of the motor M is applied to the rear wheel Wr.
is not transmitted. When the accelerator grip 41 is rotated from this state to increase the rotation speed of the motor M, the centrifugal weight 66 moves radially outward along the ramp plate 65 fixed to the rotation shaft 19, and the movable side of the drive pulley 61 Booli half body 61. is moved in a direction approaching the fixed side boob half body 61. As a result, the drive pulley 61
As the effective radius of the driven pulley 63 increases, the movable half-boot half 632 of the driven pulley 63 moves to the fixed half-boot half 63 . and its effective radius decreases. As a result, the reduction ratio of the belt type continuously variable transmission 15 decreases and the rotational speed of the collar 68 rotating together with the driven pulley 63 increases, and eventually the automatic centrifugal clutch 69 is connected and the driving force of the motor M is transferred to the reduction gear. When transmitted to the input shaft 62, the rear wheels Wr are driven via the reduction gear 14.

Cooling fan 2 provided on rotating shaft 19 driven by motor M
2 rotates, relatively clean air inside the storage compartment 9 passes through a filter 28 provided at the joint 27, is further purified, and is led to the air introduction chamber 25 via the duct 26. The cooling air passes between the cooling fins 29 of the driver 43 housed inside the air introduction chamber 25, thereby cooling the driver 43, which has become hot due to heat generated by the FE744 and the like.

The air that has cooled the driver 43 further cools the rotor position sensor 40 , flows into the motor housing 16 through the through hole 181 of the cover member 18 , cools the coil 36 of the motor M that generates heat, and further cools the coil 36 of the motor M that generates heat. Through hole 16 formed in
．． It flows into the inside of the transmission case 13 from the exhaust port 13. after cooling the belt type continuously variable transmission 15. is discharged to the outside.

9 and 10 show a second embodiment of the present invention, in which a duct 26 extending from an air introduction chamber 25 is shown.
is connected to the lower end of an air passage 91 formed integrally with the right side surface of a storage compartment 9 provided at the bottom of the seat 8. An opening 9 formed at the upper end of this air passage 91. is open at the top of the space defined between the storage compartment 9 and the rear cover B.

According to this embodiment, since cooling air can be taken in from a high position in the interior space of the vehicle body covered by the rear cover B3, clean air containing no dust or rainwater can be supplied to the air introduction chamber 25. I can do it.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small design changes can be made without departing from the scope of the present invention as set forth in the claims. be.

For example, in the embodiment, the entrance of the duct 26 is opened inside the storage compartment 9 or in the gap between the storage compartment 9 and the rear cover B3, but the duct 26 can be connected to a suitable position on the frame pipe. Furthermore, this power unit (P) is applicable not only to motorcycles V but also to other vehicles such as tricycles.

C8 Effects of the invention As described above, according to the first feature of the invention, heat generated from the motor coil and transmission mechanism provided in the power unit is
Since the motors are cooled simultaneously by the cooling air generated by a common cooling fan attached to the rotating shaft of the motor, the cooling mechanism can be simplified.

According to the second feature of the present invention, the heat generated by the motor driver is simultaneously cooled by the cooling air that cools the coil and the transmission mechanism, so that a cooling mechanism dedicated to the driver can be omitted.

According to the third feature of the present invention, the rotor position sensor, which is dust-averse, is disposed on the upstream side of the flow of cooling air, so that the inconvenience of dust adhering to the rotor position sensor is avoided.

Further, according to the fourth feature of the present invention, since the cooling air outlet is formed at the rear end of the transmission case, the entire transmission mechanism can be cooled by the cooling air.

According to the fifth feature of the present invention, the inlet of the duct that guides the cooling air to the cooling fan opens into the interior space of the vehicle body, so that clean cooling air that does not contain dust or moisture can be obtained.

According to the sixth feature of the present invention, since the cooling air is filtered by the filter provided in the duct, it is possible to obtain clean cooling air.

According to the seventh feature of the present invention, since the power supply cord connected to the motor and driver is inserted into the duct,
The power supply cord can be protected without using any other protection member.

[Brief explanation of drawings]

1 to 8 show a first embodiment of the present invention. FIG. 1 is an overall side view of a motorcycle equipped with the power unit, and FIG. 2 is a sectional view taken along the line ■-■ in FIG. 1. , Fig. 3 is a view taken along the line III-I in Fig. 2, and Fig. 4 is a view taken along the line I'V- in Fig. 1.
TV line sectional view, Figure 5 is a circuit diagram showing the motor control system,
Fig. 6 is a longitudinal sectional view of the accelerator grip showing the structure of the potentiometer, Fig. 7 is a sectional view taken along the line ■-■ in Fig. 6, and Fig. 8
The figure is a sectional view taken along the line ■-■ in FIG. 6, and FIGS. 9 and 10 show a second embodiment of the present invention. FIG. 9 is a rear side view of the motorcycle, and FIG. It is a sectional view taken along the line XX in the figure.

Claims (7)

[Claims] (1) A drive wheel (Wr) is mounted on a transmission case (13) which is swingably supported on the vehicle body, and the drive wheel (Wr) is driven by a motor (M) and a transmission mechanism (15) provided in this transmission case (13). It is a power unit for an electric vehicle that rotationally drives a wheel (Wr), and the coil (36) of the motor (M) is heated by cooling air generated by a cooling fan (22) attached to the rotating shaft (19) of the motor (M). A power unit for an electric vehicle, characterized in that the power unit and the transmission mechanism (15) are simultaneously cooled. (2) The cooling air causes the driver (4) of the motor (M) to
Claim (1) characterized in that 3) is also cooled.
Power unit for electric vehicles described. (3) The motor (
The power unit for an electric vehicle according to claim 1, further comprising a rotor position sensor (40), a coil (36), and a transmission mechanism (15) of M). (4) The electric vehicle according to claim (1), wherein the cooling air exhaust port (13_3) is formed at a rear end of a transmission case (13) that houses the transmission mechanism (15). power unit. (5) A duct (
26) The power unit for an electric vehicle according to claim 1, wherein the inlet of step 26) is opened into the interior space of the vehicle body. (6) The power unit for an electric vehicle according to claim (5), characterized in that the duct (26) is provided with a filter (28). (7) Insert the driver (43) into the duct (26).
) and a power supply cord (81) connected to the motor (M).