CN1738160A - 电动车辆的电动机冷却结构 - Google Patents

电动车辆的电动机冷却结构 Download PDF

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CN1738160A
CN1738160A CNA2005100845776A CN200510084577A CN1738160A CN 1738160 A CN1738160 A CN 1738160A CN A2005100845776 A CNA2005100845776 A CN A2005100845776A CN 200510084577 A CN200510084577 A CN 200510084577A CN 1738160 A CN1738160 A CN 1738160A
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motor
rotor
cooling structure
drive motor
transmission case
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CN1738160B (zh
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塚田善昭
大关孝
饭室昭宏
石川友美
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Honda Motor Co Ltd
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Abstract

一种电动车辆的电动机冷却结构，可以在电动车辆的动力部件壳体内高效地对驱动电动机进行冷却。将传动箱盖(59a)安装在传动箱(59)与风扇(54b)邻接的左侧面上，在传动箱盖(59a)的车体后侧与传动箱盖(59a)之间确保通气用的间隙。在传动箱盖(59a)上，与形成冷却风导入口(59b)。当风扇(54b)与曲轴(22)同步转动时，则从冷却风导入口(59b)将外部气体导入到传动箱盖(59a)内，利用空气过滤器(41)进行过滤后，导入到传动箱(59)内，对无级变速器(23)进行强制冷却。然后，一部分冷却气体从中央部排气口(42)排出到传动箱(59)外部，将其余的冷却气体引导到无级变速器(23)的从动侧。

Description

电动车辆的电动机冷却结构
技术领域
本发明涉及一种以驱动电动机为动力或辅助动力而行驶的电动车辆的电动机冷却结构。
背景技术
与以发动机为动力的现有汽车相比，以电动机为动力的电动车辆，对大气没有污染且噪音公害小，加减速响应性良好，但是其缺点是，在目前情况下，受电池能力限制，续航距离小，而且，单位行驶距离的能耗单价高，经济性差。因此，为弥补这种仅以电动机进行行驶的电动车辆的缺点，并发挥其优点，开始应用装载有电动机和发动机的混合动力型的电动车辆。
另一方面，包括作为变速机的皮带式无级变速器，在将其收容在动力部件壳体内的车辆中，利用驱动侧以及从动侧的各个皮带轮与皮带的摩擦热对动力部件壳体进行加热。因而，如专利文献1所示，在动力部件壳体所采用的排风结构，可以有效地将外部气体导入到其内部而进行冷却。
专利文献1：特开昭62-16530号公报
在电动车辆中，将发热量大的驱动电动机与皮带式无级变速器一起收容在动力部件壳体内。但是，由于上述现有的冷却结构为了将发热源限定为变速机和起动电动机，而以发热量比较小的发动机车辆用的动力部件为对象，即使将其直接应用在发热量大的电动车辆中，也难以对动力部件壳体内部进行充分冷却。
发明内容
本发明的目的在于提供一种电动车辆的电动机冷却结构，能够解决上述现有技术问题，在电动车辆的动力部件壳体内对驱动电动机进行效率良好地冷却。
为了实现上述目的，本发明的电动车辆的电动机冷却结构具有下述特征。
(1)具有与驱动轮相连的驱动电动机、用于收容上述驱动电动机的动力部件壳体、将外部气体导入到上述动力部件壳体内作为冷却气的进气口以及设置在上述驱动电动机附近的排气口，其特征在于：上述进气口和排气口经由上述驱动电动机的定子与转子之间的间隙而连通。
(2)在车辆的侧视图中，上述排气口处于上述驱动电动机的投影区域内。
(3)包括隔开规定间隙而覆盖所述排气口的盖部件。
(4)包括由环形带连接驱动皮带轮和从动皮带轮而构成的无级变速器、与上述驱动皮带轮同轴设置的进气风扇以及同轴连接上述驱动电动机和从动皮带轮的驱动轴，上述进气口设置在上述进气风扇附近。
(5)包括：外转子型电动机，将转子设置在定子外周侧；和风扇，与上述外转子的轭铁相对，并与所述转子同轴连接；在上述外转子的轭铁与风扇之间设置规定的间隙。
(6)在上述转子的轭铁上设置了通气口。
发明效果
根据本发明，可以实现下述效果。
(1)根据技术方案1的发明，由于能够有效地对驱动电动机进行冷却，不仅可以使冷却风扇小型化，而且能够抑制动力部件壳体内的温度上升，因而可以提高无级变速器的耐久性。
(2)根据技术方案2的发明，能够有效地从车辆侧面将驱动电动机的定子所产生的热量排出。
(3)根据技术方案3的发明，可以防止泥或水从车辆外部侵入动力部件壳体内，并能够有效地将动力部件壳体内的热量排放到车辆外部。
(4)根据技术方案4的发明，仅利用设置在无级变速器驱动侧的进气风扇，不仅可以对无级变速器的驱动侧进行冷却，还可以对皮带以及从动侧进行冷却。
(5)根据技术方案5的发明，由于在外转子的轭铁与风扇之间形成通风路，所以能够有效地对外转子型电动机进行冷却。
(6)根据技术方案6的发明，由于外转子型电动机的定子所产生的热量，从转子的轭铁上所形成的通气口，经由上述轭铁与风扇之间所形成的通风路而排放到外部，所以能够更有效地对外转子型电动机进行冷却。
附图说明
图1是本发明的混合动力车辆一实施方式中的二轮车的侧视图；
图2是表示图1所示二轮车的系统结构的框图；
图3是图1所示二轮车的动力部件的剖视图；
图4是图3的主要部分的放大图；
图5是图4的侧视图；
图6是图3的主要部分的放大图。
具体实施方式
下文参照附图对本发明优选实施方式进行详细说明。图1是应用了本发明电动机冷却结构的混合动力小型小摩托车的一个实施方式的侧视图。
混合动力车辆具有在车辆前方对前轮WF进行轴支撑的前叉1，前叉1枢轴支撑在头管2上，可以通过手柄3的操作进行转向。从头管2朝向后下方地安装下管4，中间车架5从该下管4的下端大致水平地延伸。而且，从中间车架5的后端朝向后上方地形成后部车架6。
将动力部件11的一端枢轴固定在这种结构的车架10上，其中，该动力部件11包括作为动力源的发动机和电动机以及传动机构。将驱动轮即后轮WR可旋转地安装在动力部件11后方的另一端侧，并且，利用安装在后部车架6上的后减震器悬挂动力部件11。
车架10的外周被车体盖13覆盖，将乘员所乘坐的座椅14固定在车体盖13的后方的上表面上。在座椅14前方形成乘员放置脚的脚踏板15。在座椅14的下方设置储物箱100，作为用于收容头盔或货物等的实用空间或而发挥功能。
图2是表示上述混合动力车辆的系统结构的框图，上述动力部件11包括：发动机20；ACG起动电动机21a，作为发动机起动机和发电机而发挥功能；无级变速器(传动设备)23，与曲轴22相连并将发动机20的动力传递给后轮WR；变速电动机77，使无级变速器23变化；起动离合40，切断或连接曲轴22和无级变速器23的输入轴之间的动力传递；驱动电动机21b，作为发动机或发电机发挥功能；单向离合器44，只能从发动机20和驱动电动机21b向后轮WR传递动力而不能从后轮WR向发动机20侧传递动力；以及减速机构69，对无级变速器23的输出进行减速并传递给后轮WR；将上述部件收容在动力部件壳体内而构成动力部件11。
发动机20的动力从曲轴22经由起动离合器40、无级变速器23、单向离合器44、驱动轴60和减速机构69而传递给后轮WR。另一方面，驱动电动机21b的动力经由驱动轴60和减速机构69而传递给后轮WR。即，在本实施方式中，驱动轴60兼作驱动电动机21b的输出轴。
将电池74连接在ACG起动电动机21a和驱动电动机21b上。当驱动电动机21b作为发动机而发挥功能时，以及ACG起动电动机21a作为起动机而发挥功能时，该电池74向ACG起动电动机21a和驱动电动机21b供应电力。当ACG起动电动机21a和驱动电动机21b作为发电机而发挥功能时，ACG起动电动机21a和驱动电动机21b所产生的再生电流对电池74进行充电。
在发动机20的进气管16内可自由转动地设置用于控制空气量的节气门17。该节气门17根据乘员操作节气门把手(未图示)的操作量而进行转动。在节气门17与发动机20之间设置用于喷射燃料的喷射器18和用于检测进气管内的负压的负压传感器19。
下面，参照图3对包括发动机20和驱动电动机21b的动力部件11的结构进行说明。
发动机20包括通过连杆24而连接到曲轴22上的活塞25。活塞25能够在设置于气缸体26上的气缸27内滑动。设置气缸体26，使得气缸27的轴线大致为水平。将气缸盖28固定在气缸体26的前表面上，由气缸盖28、气缸27以及活塞25形成用于使混合气体燃烧的燃烧室20a。
在气缸盖28上设置用于控制向燃烧室20a吸入或排出混合气体的阀(未图示)和火花塞29。阀的开闭是由轴支撑在气缸盖28上的凸轮轴30的转动而进行控制的。凸轮轴30的一端具有从动链轮31，在从动链轮31和设置在曲轴22一端的驱动链轮32之间挂设环形凸轮链33。在凸轮轴30的一端上设置用于对发动机20进行冷却的水泵34。安装水泵34，使其旋转轴35与凸轮轴30一体旋转。因此，当凸轮轴30旋转时，可以使水泵34运转。
在曲轴箱48的车宽方向右侧连接有定子壳体49，其中，所述曲轴箱48对曲轴22进行轴支撑并构成动力部件壳体的一部分，并在其内部收容ACG起动电动机21a。该ACG起动电动机21a是所谓外转子型电动机，其定子51由线圈50构成，所述线圈是在固定于定子壳体49上的齿部上缠绕导线而形成的。
另一方面，将外转子52固定在曲轴22上，具有覆盖定子外周的大致圆筒形形状。而且，将磁铁53设置在外转子52的内周面上。在上述曲轴22的车宽方向右侧的端部上，在与外转子52的轭铁52a之间设置通气用的间隙而安装用于对ACG起动电动机21a进行冷却的风扇54a，当该风扇54a与曲轴22同步转动时，将冷却用空气从定子壳体49的盖55的侧面55a上所形成的冷却风导入口39导入到动力部件壳体内。
在曲轴箱48的车宽方向的左侧连接有传动箱59，该传动箱59构成动力部件壳体一部分，在其内部收容：固定在曲轴22的左端部的风扇54b、驱动侧经由起动离合器40连接在曲轴22上的无级变速器23、以及连接在无级变速器23的从动侧的驱动电动机21b。风扇54b对收容在传动箱59内的无级变速器23和驱动电动机21b进行冷却，相对于无级变速器23与驱动电动机21b处于同一侧，即，在本实施方式中，一起设置在车宽方向的左侧。
无级变速器23是在驱动侧传动皮带轮58和从动侧传动皮带轮62之间缠绕环形带63而构成的皮带式转换器，其中，驱动侧传动皮带轮58通过起动离合器40安装在从曲轴箱48向车宽方向突出的曲轴22的左端部上，从动侧传动皮带轮62通过单向离合器44安装在具有与曲轴22平行的轴线并轴支撑在传动箱59上的驱动轴60上。
如图4的主要部分放大图所示，通过套筒58d安装驱动侧传动皮带轮58，该驱动侧传动皮带轮58可相对于曲轴22沿周向自由旋转，包括：固定在套筒58d上的驱动侧固定皮带轮半体58a，和驱动侧可动皮带轮半体58c，虽然可相对于套筒58d向其轴向滑动，但是不能向轴向旋转。通过轴承56将变速环57可自由旋转地安装在上述驱动侧可动皮带轮半体58c上。
在上述变速环57的外周大径部上沿周向形成齿轮61，并且在其内周沿轴向形成梯形螺纹65。梯形螺纹67与上述梯形螺纹65啮合，该梯形螺纹67虽然可以通过轴承66相对于套筒58d向周向自由旋转，但是不能向轴向滑动。蜗轮75与上述变速环57的齿轮61啮合，该蜗轮75与蜗杆76啮合，所述蜗杆76连接在用于控制变速比的变速电动机77的旋转轴上。
另一方面，从动侧传动皮带轮62，包括：从动侧固定皮带轮半体62a，通过套筒62d安装在驱动轴60上，虽然其轴向滑动被限制，但是可以沿周向自由旋转；从动侧可动皮带轮半体62b，可沿轴向滑动地安装在套筒62d上。
在上述驱动侧固定皮带轮半体58a与驱动侧可动皮带轮半体58c之间，以及从动侧固定皮带轮半体62a与从动侧可动皮带轮半体62b之间形成截面大致为V字形的皮带槽，并将环形V型带63缠绕在皮带槽上。在从动侧可动皮带轮62b的背面侧(车宽方向左侧)设置弹簧(弹性部件)64，该弹簧64通常向从动侧固定皮带轮半体62a侧对从动侧可动皮带轮半体62b进行施力。
当改变无级变速器23的变速比时，沿对应于变速比的升高/下降方向驱动变速电动机77。变速电动机77的驱动力经由蜗杆76和蜗轮75而传递到变速环57的齿轮61上，使该变速环57旋转。由于变速环57通过梯形螺纹65、67而与套筒58d啮合，所以如果其旋转方向是加速方向，则变速环57在曲轴22上向图中的左方移动，驱动侧可动皮带轮半体58c随之在驱动侧固定皮带轮半体58a侧滑动。
由于驱动侧可动皮带轮半体58c随着此滑动而靠近驱动侧固定皮带轮半体58a，使驱动侧传动皮带轮58的槽宽减少，所以驱动侧传动皮带轮58和V型带63的接触位置向驱动侧传动皮带轮58半径方向外侧偏移，V型带63的缠绕直径增大。从动侧传动皮带轮62上，由从动侧固定皮带轮半体62a和从动侧可动皮带轮半体62b形成的槽宽随之增加。即，对应于曲轴22的转速，V型带63的缠绕直径(传递节径)连续变化，变速比自动且无级地变化。
起动离合器40，包括：固定在上述套筒58d上的杯状外壳体40a、固定在曲轴22左端部上的外板40b、通过配重块40c朝向半径方向外侧地安装在外板40b外周部上的制动蹄40d以及向半径方向内侧向制动蹄40d施力的弹簧40e。
当发动机的转速即曲轴22的转速在规定值(例如3000rpm)以下时，由起动离合器40切断曲轴22与无级变速器23之间的动力传递。当发动机的转速上升而使曲轴22的转速超过上述规定值时，作用在配重块40c上的离心力反抗弹簧40e反抗施加在半径方向内侧的弹力而使配重块40c向半径方向外侧移动，从而使制动蹄40d以规定值以上的力挤压外壳40a的内周面。由此，曲轴22的旋转通过外壳体40a而传递给套筒58d，从而对固定在套筒58d上的驱动侧传动皮带轮58进行驱动。
单向离合器44，包括：杯状的外离合器44a、同轴地插入到杯状的外离合器44a内的内离合器44b、以及仅能从该内离合器44b对外离合器44a传递单向动力的辊44c。外离合器44a兼作驱动电动机21b的内转子主体，与内转子主体由同一部件构成。外离合器44a的内周与驱动轴60彼此进行花键连接。
从发动机20侧传递到无级变速器23的从动侧传动皮带轮62上的动力，经由从动侧固定皮带轮半体62a、内离合器44b、外离合器44a即内转子本体、驱动轴60和减速机构69而传递给后轮WR；与此相反，当车辆推行时或进行再生动作时等期间，来自后轮WR侧的动力虽然传递到减速机构69、驱动轴60、内转子主体即外离合器44a，但是由于该外离合器44a相对于内离合器44b进行空转，所以不会传递到无级变速器23和发动机22上。
返回图3，减速机构69设在与传动箱59的后端部右侧相连的传递室70内，包括驱动被与60以及和后轮WR的车轴68平行地轴支撑的中间轴73，并且还包括分别在驱动轴60右端部和中间轴73中央部上形成的第1减速齿轮对71、分别在中间轴73和车轴68的左端部上形成的第2减速齿轮对72。利用这种结构，驱动轴60的转动被以规定的减速比进行减速，并传递到被与其平行地轴支撑的后轮WR的车轴68上。
下文参照图4～6对本实施方式中的冷却结构进行说明，图5是从车宽方向左侧看动力部件11时的侧视图，图6是上述ACG起动电动机21a附近的主要部分放大图。
如图4和图5所示，将包括空气过滤器41的传动箱盖59a安装在传动箱59与上述风扇54b邻接的左侧面上，以确保在传动箱盖59a的车体后侧与传动箱59之间形成通气用的间隙。在传动箱盖59a上，与上述间隙部相对地形成冷却风导入口59b。当风扇54b与曲轴22同步转动时，从上述冷却风导入口59b将外部气体导入到传动箱盖59a内，由空气过滤器41过滤后导入到传动箱59内，对无级变速器23进行强制冷却。然后，上述冷却气体的一部分从中央部排气口42向传动箱59外排出，其他部分被引导到无级变速器23的从动侧。
在从动侧，在传动箱59与驱动电动机21b邻接的侧面上设置排气口43，在其表面上保持规定间隙地安装传动箱盖46。由于上述排气口43通过驱动电动机21b的定子84与转子83的间隙而与上述驱动侧冷却风导入口59b连通，所以从该冷却风导入口59b导入的冷却气体穿过驱动电动机21b的定子84与转子83之间的间隙而对驱动电动机21b进行冷却，然后，从上述排气口43排出到外部。
参照图6，在ACG起动电动机21a的外转子52上，在其轭铁52a上设置通气孔85。而且，在本实施方式中，还在电动机壳86的侧面上设置排气口87。当风扇54b与ACG起动电动机21a同步转动时，从盖55的侧面55a上所形成的冷却风导入口39导入外部气体，对ACG起动电动机21a进行冷却并从上述排气口87排出到外部。而且，在本实施方式中，由于保持规定间隙D地相对设置外转子52的轭铁52a与风扇54a，所以由冷却风入口39导入的外部气体对ACG起动电动机21a进行冷却，从设在上述轭铁52a上的通气口85经由轭铁52a与风扇54a之间的间隙，从排气口87排出到外部，因此能够有效地对ACG起动电动机21a进行冷却。
而且，在上述实施方式中，虽然说明了由冷却风导入口59b导入到传动箱盖59a内的冷却风从排气口42、43排出的情况，但是也可以堵塞排气口42，而从导入到传动箱盖59a内的所有冷却风从排气口43排出。
如上所述，如果将导入到传动箱盖59a内的所有冷却风从排气口43排出，则供应给驱动电动机21b的冷却风量增多，因而可以更为有效地对驱动电动机21b进行冷却。
或利用通过复合钢材等热敏性材料而进行开闭动作的盖体覆盖排气口42，如果传动箱盖59a内在规定温度以下，则关闭排气口42，如果传动箱盖59a内在规定温度以上，则打开排气口42。

Claims (6)

1.一种电动车辆的电动机冷却结构，其特征在于，具有：
连接在驱动轮上的驱动电动机；
用于收容所述驱动电动机及其传动机构的动力部件壳体；
将外部气体导入到所述动力部件壳体内作为冷却气体的进气口；以及
设在所述驱动电动机附近的排气口；
所述进气口和排气口通过所述驱动电动机的定子与转子之间的间隙而连通。
2.如权利要求1所述的电动车辆的电动机冷却结构，其中，从车辆侧面看，所述排气口处于所述驱动电动机的投影区域内。
3.如权利要求1或2所述的电动车辆的电动机冷却结构，其中，包括隔开规定间隙而覆盖所述排气口的盖部件。
4.如权利要求1～3中任一项所述的电动车辆的电动机冷却结构，其中，
在所述动力部件壳体内收容有：以环形带连接驱动皮带轮和从动皮带轮而构成的无级变速器、与所述驱动皮带轮同轴地设置的进气风扇以及与所述驱动电动机和从动皮带轮同轴地连接的驱动轴；
所述进气口设置在进气风扇附近。
5.一种电动车辆的电动机冷却结构，其特征在于，包括：
将转子设置在定子外周侧的外转子型电动机；和
与所述转子的轭铁和旋转轴方向相对并与该转子同轴地连接的风扇；
在所述转子的轭铁与风扇之间设置规定间隙。
6.如权利要求5所述的电动车辆的电动机冷却结构，其中，在所述转子的轭铁上设置通气口。
CN2005100845776A 2004-08-05 2005-08-01 电动车辆的电动机冷却结构 Expired - Fee Related CN1738160B (zh)

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CN102555779A (zh) * 2010-12-15 2012-07-11 光阳工业股份有限公司 车辆发动机的散热构造
CN102555779B (zh) * 2010-12-15 2015-11-25 光阳工业股份有限公司 车辆发动机的散热构造
CN102678305A (zh) * 2011-03-10 2012-09-19 湖南华强电气有限公司 一种汽车发动机
CN103166365B (zh) * 2011-12-15 2017-12-08 德昌电机(深圳)有限公司 用于驱动汽车热交换器风扇叶轮的电机
CN103166365A (zh) * 2011-12-15 2013-06-19 德昌电机(深圳)有限公司 用于驱动汽车热交换器风扇叶轮的电机
CN104776207A (zh) * 2014-01-14 2015-07-15 福特全球技术公司 模块化混合动力电动车辆的气动通风
CN107076292B (zh) * 2014-07-22 2019-06-18 铃木株式会社 无级变速器的冷却结构
CN107076292A (zh) * 2014-07-22 2017-08-18 铃木株式会社 无级变速器的冷却结构
CN106663970A (zh) * 2014-08-01 2017-05-10 比亚乔及C.股份公司 永磁电动机和发电机以及机车中包括该永磁电动机和发电机的混合马达
CN106794750B (zh) * 2014-12-08 2019-05-03 雷诺股份公司 空冷式电动推进单元
CN106794750A (zh) * 2014-12-08 2017-05-31 雷诺股份公司 空冷式电动推进单元
CN107234958A (zh) * 2016-03-28 2017-10-10 福特全球技术公司 电机热管理
CN111391964A (zh) * 2018-12-25 2020-07-10 本田技研工业株式会社 跨骑型车辆

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CA2512527A1 (en) 2006-02-05
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