JP2001119801A - Electric vehicle control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle control unit that enables the number of components such as harnesses and couplers to be reduced, that facilitates wiring workability, and in particular that make light the operation of a steering handle in the application to a motorcycle. SOLUTION: In an electric vehicle whose wheels are driven by a driving motor 34 powered by batteries, a plurality of control device 119, 133, 191 are connected to a plurality of electrical components, including the batteries and driving motor 34. Each control device 191, etc., is provided with multiplex transmitting devices 119a, 133a, 191a that perform multiplex transmission and a control unit is structured, in such a way that the multiplex transmission is performed among each multiplex transmitting device 119a, 133a, 191a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control unit for an electric vehicle in which wheels are driven by a driving motor using a battery as a driving power source.

[0002]

2. Description of the Related Art Conventionally, an electric motorcycle as an electric vehicle of this type has been known as a power assembly including a drive motor,
A plurality of electrical components such as a battery assembly including a battery and a meter assembly including a handle switch and a throttle are provided, and a driving force from a driving motor is transmitted to a rear wheel via a power transmission mechanism to travel. Is configured.

[0003]

However, in such a conventional vehicle, since a drive motor is used as a drive source, the object to be electrically controlled is lower than that of a vehicle using an engine as a drive source. This increases the number of parts such as harnesses and couplers, and also complicates the wiring work. In particular, in the case of a motorcycle, the switches operated by the user are installed near the steering wheel. Therefore, if information of such switches is to be taken into the control device, the harness becomes thick and the steering operation becomes heavy.

Accordingly, the present invention provides a control unit for an electric vehicle which reduces the number of parts such as harnesses and couplers and simplifies the wiring workability. That is the task.

[0005]

In order to achieve the above object, the present invention is directed to an electric vehicle in which wheels are driven by a drive motor using a battery as a power source. A plurality of control devices connected to the electrical components of the vehicle, each of the control devices is provided with a multiplex transmission device for performing multiplex transmission, and the control for the electric vehicle is configured to perform multiplex transmission between the respective multiplex transmission devices. It is characterized as a unit.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, at least one of the control devices is disposed in or near the meter, and a signal from a switch around the handle is transmitted to the control device. And the processing information can be transmitted to the other control device via the multiplex transmission device of the control device.

[0007] The invention described in claim 3 is the first or second invention.
And a DC / DC converter for converting the power of a battery for the control device.
The output of the converter is turned on / off only by one predetermined master control device, and power for the other slave control devices is supplied from the DC / DC converter.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the power supply is turned on, and the multiplex transmission between the respective control devices is enabled. In this case, an activation signal is transmitted from the slave control device.

The invention according to claim 5 is the invention according to claim 3 or 4.
And a main switch for turning on / off the vehicle system. When the main switch is turned off, the control device of the master controls the DC / D
A notice signal for turning off the C converter is transmitted to the control device of the slave. When the notice signal of the slave is received, the control device of the slave prepares for power-off. A preparation completion signal is transmitted to the control device, and when the master control device receives the preparation completion signal, the DC / DC converter is turned off.

[0010]

Embodiments of the present invention will be described below.

1 to 42 show an embodiment of the present invention. In the embodiment of the present invention, substantially the entirety of a scooter-type electric motorcycle that is an electric vehicle including the invention will be described.

First, the structure will be described. The scooter-type electric motorcycle according to this embodiment has a body frame 11 as shown in FIGS.
Is provided with a head pipe 12 at a front portion thereof, and one down tube 13 is extended from the head pipe 12 obliquely rearward and downward.

A front end 14a of the left and right tubes 14 is fixed to a lower end 13a of the down tube 13 by welding, and the left and right tubes 14 are extended rearward. The left and right tubes 14 are bent at two places in the middle and formed to rise rearward.
A front receiving plate 15 as a “plate-like member” having a large number of holes 15 a is fixed to a front half of the front receiving plate 4, and a battery box 18 described later is mounted on a bottom 15 b of the front receiving plate 15. The lower part of the battery box 18 is covered by the front receiving plate 15. A first cross member 20 is attached to the rear side of the front receiving plate 15, and the rear ends 14 b of the left and right tubes 14 are connected by the rear receiving plate 16.

Further, the left and right tubes 14 are connected on the upper side by second and third cross members 21 and 22.

A front fork 23 is supported on the head pipe 12 so as to be steerable. A front wheel 24 is supported on a lower end of the front fork 23 by a front axle. A T-shaped handle 25 is attached to the upper end of the front fork 23.

On the other hand, a pivot shaft 27 is mounted on the left and right tubes 14 via a bracket 26, and a power unit 29, which is a driving component for traveling, is pivotally supported via the pivot shaft 27 so as to be vertically swingable. I have. A rear wheel 30 is supported at the rear end of the power unit 29. A rear cushion 31 is provided between the rear receiving plate 16 of the left and right tubes 14 and the rear of the power unit 29.

The power unit 29 includes a three-phase AC drive motor 34 and the power of the drive motor 34
And a power transmission mechanism 36 for transmitting the power to the motor.

As shown in FIG. 5, the drive motor 34 has a motor body case 34a whose axis extends along the vehicle width direction. One end of the drive motor 34 is attached to the intermediate plate 37 in a liquid-tight manner. A motor cover 34b is attached to the other end of the motor body case 34a. The output shaft 34e is supported by a pair of left and right bearings 34c and 34d on the case 34a and the like, the stator 34f is mounted on the motor body case 34a, and the rotor 34g is mounted on the output shaft 34e. The rotor 34g is rotated by an AC drive current applied to the stator 34f, and the output shaft 34e is rotated accordingly.

The power transmission mechanism 36 includes a drive motor 3
4 is transmitted to the rear wheel 30 and disposed in the transmission chamber 39. The transmission case 40 forming the transmission chamber 39 is made of aluminum,
The transmission case cover 41 is screwed.

Then, as shown in FIGS. 5 to 7, the output shaft 3 of the drive motor 34 passes through the intermediate plate 37.
4e protrudes into the front of the transmission chamber 39 of the transmission case 40, and the partition 3
7c is formed with a lead-out opening 37a.
The electric wire cable 34h, which is the “wiring” of the stator 34f on the side of the drive motor 34, is led out into the transmission chamber 39. Specifically, a base member 43 and a holding plate 44 are screwed to the outlet opening 37 a so as to hold the intermediate plate 37, and three wires are connected to terminals 46 of the base member 43. The transmission chamber 3 is connected so that the end of the cable 34h is connected and is electrically connected to the terminal 46 thereof.
The ends of the three extension cables 47 inside 9 are connected by nuts 48. And these extension cables 47
Extend from the three insertion holes 49a of the seal member 49 fitted into the outlet 37b through the inside of the transmission case cover 41 (see FIGS. 6 and 7).

In the motor body case 34a,
As shown in FIG. 8, an insertion passage 34i is formed in the outer peripheral portion,
A cable 34k extended from the rotary encoder 34j is inserted into the insertion passage 34i, and the cable 34k
Is guided into the transmission chamber 39 through an insertion opening 37d formed in the partition wall portion 37c.

As shown in FIG. 7, the cable 34k and a cable 51a of the speed change motor 51 pass through the transmission chamber 39, as shown in FIG.
51a is a relatively large insertion hole 4 of the sealing member 49;
9b is extended outside.

Further, these cables 47, 34k, 5
A partition plate 55 is attached to extend from the vicinity of the lead-out opening 37a to the vicinity of the seal member 49 so that 1a and the like do not contact the pulley 53 and the transmission belt 54 on the drive motor 34 side of the power transmission mechanism 36. (See FIGS. 5 and 6).

As described above, the electric cable 34h of the drive motor 34 is guided into the transmission chamber 39 and extends from the side of the transmission chamber 39 to the outside.
Since the electric wire cable 34h of No. 4 is routed on the output shaft 34e side, that is, near the center of the vehicle, the electric wire cable 34h is not in the way as compared with the related art, and damage due to falling of the vehicle is also prevented. Further, since a separate cover is not required outside the drive motor 34, the size of the motor itself can be reduced, and the number of parts and the number of mounting steps can be reduced.

Further, by disposing the partition plate 55 in such a manner, it is possible to prevent the cable 47 and the like from contacting the power transmission mechanism 36 and prevent the cable 47 and the like from being damaged.

Further, by removing the transmission case cover 41, maintenance of the terminal 46 of the electric cable 34h can be easily performed.

A drive shaft 58 is supported on the rear side of the transmission case 40, and the driving force from the output shaft 34e is transmitted to the drive shaft 58 via the power transmission mechanism 36. ing.

As shown in FIGS. 5 and 6, the power transmission mechanism 36 is configured so that a driving belt 54 is bridged between the pulley 53 of the output shaft 34e and the primary shaft 59 to transmit the driving force. The driving force from the primary shaft 59 is transmitted to the drive shaft 58 via a speed change mechanism. In addition, the code | symbol 60 in FIG.
An idler pulley 60 for applying a predetermined tension to the transmission belt 54.

As shown in FIG. 5, the transmission mechanism is provided in an oil chamber 62, and a primary drive gear 63 formed on a primary shaft 59 is fixed to a main shaft 64. 65, a first speed reduction gear 66 is formed on the main shaft 64,
A second speed reduction gear 67 as a “main side reduction gear” is rotatably provided on the main shaft 64. The second speed reducing gear 67 is provided slidably on the main shaft 64 in the axial direction, and is slid in a predetermined direction, so that the dock pawl 6 formed on the second speed reducing gear 67 is formed.
7a is a dock hole 65a formed in the transmission gear 65.
And the second speed reduction gear 67 is configured to rotate integrally with the transmission gear 65. In addition,
The mechanism for sliding the second speed reduction gear 67 will be described later.

A second speed reducing gear 69 meshing with the second speed reducing gear 67 is provided on the drive shaft 58 side. As shown in FIG. 9, the second speed reducing gear 69
It has a ring-shaped gear portion 70 around which teeth meshing with the second speed reducing gear 67 are formed, and a central portion 71 spline-coupled to the drive shaft 58 inside the gear portion 70. . The outer peripheral surface of the central portion 71 and the gear portion 7
0 on the inner peripheral surface portion, respectively.
a are formed, and the side surfaces of the two drive transmission projections 70a, 71a are formed so as to contact each other to transmit the driving force. Further, the outer peripheral surface of the central portion 71 and the inner peripheral surface of the gear portion 70 are respectively provided with cushioning protrusions 70b,
71b are formed. Here, the central portion 71
The drive transmission projection 71a and the buffering projection 71b on the side are common projections.

An elastically deformable cushioning member 72 is interposed between the cushioning projection 71b on the central portion 71 and the buffering projection 70b of the gear 70. The cushioning member 72 is made of rubber and formed in a circular shape.

When the driving force is not acting on the gear portion 70, a gap c is formed between the central portion 71 and the drive transmitting convex portions 71a, 70a of the gear portion 70, When the driving force is applied to
Buffering protrusion 71b on the side and buffering protrusion 70b on the gear 70
The cushioning member 72 interposed between the central portion 71 and the gear portion 70 is elastically deformed.
The driving force is transmitted to the side of the central portion 71 by abutting the side surface portions of the b.

As shown in FIG. 6, a first speed reducing gear 74 meshing with the first speed reducing gear 66 is disposed around an intermediate rotating body 75, and the intermediate rotating body 75 is mounted on the drive shaft. 58, this intermediate rotating body 75
6, a plurality of latch claws 75a are urged counterclockwise in FIG. A latch groove 74a to which the tip of the latch claw 75a is locked is formed in the inner peripheral surface of the first speed reducing gear 74.

Thus, for example, when the dock claws 67a are not fitted in the dock holes 65a, the main shaft 64
The driving force is transmitted from the first speed reduction gear 66 to the drive shaft 58 via the first speed reduction gear 74, the latch claw 75a, and the intermediate rotating body 75.

On the other hand, when the dock pawl 67a is fitted into the dock hole 65a, the driving force is transmitted from the second speed reduction gear 67 to the drive shaft 58 via the second speed reduction gear 69. In this case, the first speed side is also engaged, but the rotation of the second speed reduction gear 69 is faster than the rotation of the first speed reduction gear 74, and the drive shaft 58 Reduction gear 74
Rotate earlier. In this case, as shown in FIG. 6, the latch pawl 75a of the intermediate rotating body 75 is
a, the drive shaft 58 and the first
The difference in rotation from the speed-reducing gear 74 is allowed.

The mechanism for sliding the second speed reducing gear 67 is configured as follows.

That is, as shown in FIGS. 6 and 10,
The fork end of the fork portion 76a of the shift fork 76 is engaged with the engagement groove 67b of the second speed reduction gear 67, and the shift fork 76 is
8 slidably provided on the shift fork 76.
Slides, the second speed reduction gear 67
Is configured to slide.

The shift fork 76 has a driven convex portion 76b formed therein. The driven convex portion 76b is movably inserted into the cam groove 77a of the shift cam 77. This cam groove 77a is formed as shown in FIG. 11 when expanded, and is formed to meander continuously in an annular shape over the entire circumference of the shift cam 77. The shift cam 77 is driven by the driving force of the speed change motor 51. When rotated, the shift fork 76 slides on the guide bar 78.

The shift cam 77 is fixed to a cam shaft 80, and the cam shaft 80 has a plurality of reduction gears 81 to 9
0 is connected to the output shaft 51b of the speed change motor 51. Of these gears, 81, 82 and 83 are formed substantially fan-shaped recesses 81a, 82a and 83a, and pins 93 penetrated by the camshaft 80 and the reduction shaft 92 are arranged in these recesses 81a, 82a and 83a. I have. These pins 93
The driving force is transmitted between each of the gears 81, 82, 83 and the cam shaft 80 and the reduction shaft 92 through the pin 93, and the pin 93 is formed in a substantially fan-shaped recess 81a, 82a, 8.
3a, the gears 81, 82,
Some play is provided between 83 and the cam shaft 80 and the reduction shaft 92.

Further, the end of the cam shaft 80 is
As shown in FIG. 5, a magnetic disk 94 magnetized to NS is provided at 90 ° intervals and is configured to be rotated, and a substrate 95 provided near the magnetic disk 94 includes A first sensor 96 and a second sensor 97 are provided. These sensors 96 and 97 are referred to as Hall ICs, and are configured so that the output becomes 1 when the N pole passes and the output becomes 0 when the S pole passes.

Further, the shift cam 77 is provided with a total of four dowel pins 98, and a roller 99a provided at the tip end of a stopper lever 99 is inserted between these two dowel pins 98 to form a cam shaft. The configuration is such that the rotation of 80 is stopped. This stopper lever 9
9 is rotated about a bolt 100 and is urged by a spring 101 clockwise in FIG. The locked position is determined by the dock claw 67a and the dock hole 65.
a, or the dock claw 67a
And a position where the dock hole 65a is securely separated.

Next, a case where the speed is changed from the first speed to the second speed will be described.

When the number of rotations of the drive motor 34 reaches a predetermined value, for example, 6000 rotations, the motor 51 is driven by the motor controller 102 to drive the plurality of gears 8.
The camshaft 80 is rotated through 1...
The magnetic disk 94 is rotated while the 7th dock pawl 67a advances.

When a change in the magnetic pole of the rotating magnetic disk 94 is detected by the first sensor 96, the motor current command value decreases to the regenerative side, and the rotation of the main shaft 64 is reduced. In this case, even if the rotation on the drive shaft 58 side is faster than the rotation on the main shaft 64 side, the brake is applied to the rotation on the drive shaft 58 side by the latch claw 75a riding over the latch groove 74a as described above. Never.

As described above, the transmission gear 65 on the main shaft 64 side
Is reduced, the impact is reduced when the dock claws 67a are fitted into the dock holes 65a.

The dock hole 65a of the dock claw 67a
In the state where the fitting to the motor controller 10 has been completed, the change of the magnetic pole is detected by the second sensor 97, and the motor controller 10
With 2, the driving of the speed change motor 51 is stopped. In this state, the roller 99a provided at the tip of the stopper lever 99 is inserted between the two dowel pins 98 provided on the shift cam 77, and the rotation of the cam shaft 80 is stopped.

When the vehicle is traveling at the second speed, if acceleration / deceleration is performed, there is a play between the dock pawl 67a and the dock hole 65a in advance. However, according to the present invention, the central portion 7
A gap c is set between the drive transmission projections 70a and 71a of the gear 1 and the gear 70, and the shock absorbing member 72 absorbs the shock until the side surfaces of the projections 70a and 71a abut. Thus, it is possible to suppress the generation of a collision sound.

On the other hand, a battery assembly 103 is disposed between the left and right tubes 14 of the body frame 11.

The battery assembly 103 includes a battery box 1 as shown in FIGS.
The battery unit 104 is housed in the housing 8 and is elastically supported by the front receiving plate 15 and the rear receiving plate 16 via dampers 105 and 106.
Note that the left and right tubes 14 themselves are connected to the battery box 18.
It is also possible to form a plate-like cast frame made of aluminum or the like, which continuously covers the lower part and the side part.

The battery unit 104 is composed of four battery modules 108.

Here, each of the battery modules 108 includes a small cylindrical battery 107 that is a 1.2 V Ni-Cd, Ni-MH or lithium ion battery.
The books are arranged vertically so as to be in contact with each other in a substantially vertical direction. This battery module 108 has three rows in the width direction.

Then, each battery module 108
One block 109 is formed by combining 10 of the 30 small cylindrical batteries 107, and one battery module 108 has three blocks 109. In each block 109, each battery 107 is connected in series, three blocks 109 are connected in parallel, and four battery modules 108 are connected in series.

The battery assembly 103 is provided in front of the drive motor 34, from below the foot board 111, above or above the drive motor 34, and
It is installed in the vehicle front-rear direction continuously below the seat 112, and is bent toward the rear upper part in front of the drive motor 34.

The left and right tubes 14 extend in the front-rear direction along the left and right side surfaces of the battery assembly 103 (see FIGS. 1 and 22).

The front receiving plate 15 as a “plate-like member” is attached to the left and right tubes 14 below the foot board 111 and so as to cover the lower surface of the battery assembly 103.

As described above, the battery assembly 103
In front of the drive motor 34 and the footboard 111
From below, above or behind the drive motor 34,
In addition, since the vehicle is installed in the vehicle front-rear direction continuously below the seat 112, an appropriate height of the foot board 111, a sufficient storage space under the seat, and a ground clearance under the footrest plate can be secured at the same time.

Further, since the battery assembly 103 is bent forward and rearward in front of the drive motor 34, a sufficient space above the rear wheel 30 can be secured.

Further, since the left and right tubes 14 extending in the front-rear direction along the left and right side surfaces of the battery assembly 103 are provided, an appropriate height of the foot board 111 and a sufficient storage space under the seat 112 and a ground clearance below the foot board 111 are provided. Can be secured at the same time.

Further, below the foot board 111,
In addition, since the front receiving plate 15 covering the lower surface of the battery assembly 103 is attached to the left and right tubes 14,
The battery assembly 103 can be protected.

The battery box 18 comprises a box-shaped box body 18a having an open top and a lid 18b covering the opening of the box body 18a. The box body 18a is inclined so as to be lifted obliquely upward from a substantially central portion in the front-rear direction, and a front-rear partitioning portion 18c for partitioning in the vehicle front-rear direction is formed in the center portion in the front-rear direction. A left and right partition 18d is formed at the center in the width direction to partition in the left and right direction. Thus, the inside of the box body 18a is partitioned into four spaces. And in these four spaces,
The four battery modules 108 are arranged with a gap therebetween, and in this arrangement, a gap is provided between the periphery of each module 108 and the outer peripheral wall of the box body 18a. In addition, each battery module 10
As shown in FIGS. 16 and 17 and the like, a seal member 113 is provided between the upper surface 8 and the lid 18b, and between the bottom of each battery module 108 and the bottom of the box body 18a. As a result, the cooling air introduced into the battery box 18 as described later, as shown by the arrow in FIG.
A flow path 18e is formed so as to flow around the side of each battery module 108.

At the center of the battery box 18 (the center of the four modules 108), a battery cooling fan 114 is provided as shown in FIG. Body 18
Outside air is introduced into the battery box 18 from a pair of inlets 18f formed at both ends in the vehicle width direction at the center in the vehicle longitudinal direction of b. The introduced outside air is
As shown by arrows in FIG. 13, each battery 107 is drawn into the battery cooling fan 114 while passing through the flow path 18 e around each module 108 while cooling each battery 107.
The gas is exhausted to the outside through an exhaust port 18g formed in the bottom surface of the base 8a.

As described above, the cooling air is introduced into the battery box 18 by the battery cooling fan 114 and the flow path 18e is formed so as to flow the cooling air around the side of the battery module 108. And a sufficient cooling effect can be obtained.
In addition, the flow path 18e exerts a heat insulating function when the drive motor 34 is stopped, so that heat insulation can be ensured.

By setting the number of columns of the battery module 108 in the width direction to three, the battery module 1
08, the temperature variation of the cylindrical battery 107 can be minimized, and the battery life can be extended.

Further, the battery module 108
Since the battery cooling fans 114 mounted at intervals and introducing cooling air are arranged at substantially the center of the four battery modules 108, a plurality of battery modules 1
08 can be evenly ventilated with cooling air, and the battery 107
, The battery life can be extended and the charging efficiency can be made uniform. In addition, since the positions of the battery cooling fan 114 and the battery module 108 are close to each other, pressure loss is reduced, fan performance can be sufficiently exhibited, cooling performance is improved, and a rise in battery temperature can be suppressed. And the battery life can be extended.

Further, the introduction port 18f for introducing cooling air into the battery box 18 is provided substantially at the center in the vehicle front-rear direction and at both ends in the vehicle width direction on the upper surface of the battery box 18. In this case, the cooling air can be evenly ventilated to the plurality of battery modules 108, the battery temperature variation can be suppressed, the battery life can be extended, and the charging efficiency can be made uniform.

Further, even when the battery module 108 is arranged below the foot board 111, the height can be minimized because no flow path is provided above and below the battery module 108.
11 can be made thin, and an optimal riding position comparable to an engine scooter can be achieved.

If a ventilation duct is extended from the cooling air inlet 18f toward the upper part of the vehicle, the effect of preventing water from entering through the inlet 18f can be further improved.

Further, since the battery module 108 is configured by arranging a plurality of long small cylindrical batteries 107 adjacent to each other, by appropriately selecting this arrangement, the cooling air flow passage 18e can be formed. It can be configured freely, and an optimal structure for ensuring cooling performance can be achieved.

On the other hand, as shown in FIG. 14, the exhaust port 18g of the battery box 18 is arranged in the direction of the heat generating components such as the drive motor 34 and the motor controller 102. Thus, the heat generating components 34 and 102 are configured to be cooled.

This motor controller 102 has the configuration shown in FIG.
As shown in FIG. 24 and in a plan view, the controller main body 102a has a substantially rectangular shape in cross section along the vehicle front-rear direction, and has a front surface, a rear surface, and a bottom surface for cooling along the vehicle front-rear direction. Fins 102b are provided at predetermined intervals.

The exhaust port 18g is directed toward the cooling fin 102b on the rear side, and the exhaust air is blown to the cooling fin 102b.

Further, the motor controller 102
The overall shape including the cooling fins 102b has a substantially triangular shape with a tapered front when viewed from the side. Then, as shown in FIG. 1, the distal end side is inserted into the front receiving plate 15, and the motor controller 102 is in front of the drive motor 34 and
The lower surface is installed substantially continuously with the lower surface of the vehicle below the foot board 111 (the lower surface of the front receiving plate 15).

As described above, the battery module 108
The exhaust air that has cooled the cooling motor 34
By blowing air toward the heat-generating components such as the motor controller 102 and the like, the heat-generating components are cooled, so that the drive motor 34 and the motor controller 102, which are the heat-generating components, can be installed without installing a new cooling device. Cooling can be performed efficiently, the degree of freedom in layout can be improved, and there is no increase in weight.

By providing the cooling fins 102b on the motor controller 102, the cooling performance of the motor controller 102 can be further improved.

Further, since a part of the cooling fins 102b is installed facing the outside of the vehicle so as to be forcibly cooled by the traveling wind during traveling, the motor controller 102 is used by utilizing the traveling wind. Can be further improved in cooling performance.

Further, since the motor controller 102 is installed such that the lower surface thereof is substantially continuous with the lower surface of the vehicle below the foot board 111 (the lower surface of the front receiving plate 15), the motor controller 102, which has a high temperature, is positioned below the vehicle body. It does not protrude so much so that heat damage can be reduced,
Cooling properties can be improved by receiving the traveling wind on the cooling fins 102b projecting downward.

In the battery box 18,
As shown in FIG. 13, FIG. 14, FIG. 16, and FIG.
/ DC converter 117, current sensor 118, and battery-side control device 11 for monitoring battery unit 104
9 (hereinafter referred to as “ECU1”), and the battery box 18 has a waterproof structure as shown in FIG. 19 or FIG.

In this waterproof structure, as shown in FIG. 19, a waterproof packing 18h is interposed between the upper peripheral portion of the box body 18a and the peripheral portion of the lid 18b, and the peripheral flange portions are provided with stoppers 18i. It is configured so as to be secured by waterproofing. This stopper 18i
Are provided at eight locations around the periphery, as shown in FIG. Further, as shown in FIG. 20, the waterproof packing 18i can be disposed between the outer wall of the upper peripheral portion of the box body 18a and the inner wall of the peripheral portion of the lid 18b.

As shown in FIGS. 13 and 16, the connection between the first battery module 108 and the second battery module 108 is performed via the fuse 120 and the voltage / temperature signal from each module 108 is supplied. Is E
The data is input to the CU 1 and the charge / discharge management is performed.

Further, as shown in FIG. 34, between the first battery module 108 and the power assembly 130, the main relay 116 and the current sensor 118 are provided.
Are connected in series, and the signal from the current sensor 118 is E
It is sent to the CU1 to detect the battery current and calculate the battery capacity.

The ECU 1 is connected to a high-voltage line, is always energized, and is set by the ECU 1 to activate the DC / DC converter 117 at the time of charging / discharging. The power assembly 130 drives the drive motor 34 according to a signal from a throttle sensor (not shown). The details of the control will be described later.

As shown in FIG. 21, a high-voltage line a and a multi-core cable b for control signals extend from the bottom of the box body 18a to the outside.

As described above, the entire battery box 18 has a waterproof structure, in which DC components,
By arranging a high-voltage portion such as the / DC converter 117, the number of places where the high-voltage portion needs to be waterproofed can be reduced, and the cost can be reduced.

Further, the electrical components for the battery of the high voltage line can be arranged at a distance close to each other, the line through which the high voltage and large current flows becomes shorter, the loss due to the resistance of the wiring material is reduced, and the efficiency of the vehicle is improved. Can be done.

Further, by arranging various battery electric components in the battery box 18, wiring around the battery can be performed in advance as one unit, so that workability is improved, cost is reduced, and reliability is improved. Can be achieved.

Furthermore, it is not necessary to use a waterproof connector for connecting the wiring around the battery, so that the space can be saved and the cost can be reduced.

Further, the fuse 1 for electrically connecting the battery modules 108 is provided in the battery box 18.
By incorporating the 20, it is not necessary to newly provide a waterproof fuse holder, and the cost can be reduced.

The cover 18b of the battery box 18
By opening the fuse, the fuse 120 can be easily replaced, so that the maintainability is improved, and the distance between the fuse 120 through which the high voltage and large current flows and the battery module 108 is minimized, so that the loss due to the wiring resistance is reduced and the vehicle is reduced. Efficiency can be improved.

Note that the battery box 18 shown in FIG.
As shown in FIG. 5 and FIG. 26, a charging device storage section 18k containing the charging device 140 may be formed. In this case, the charging device 140 supplies the fresh air to the intake duct 141.
From the exhaust duct 14
2 to the outside. Note that FIG.
As shown in FIG. 5 (b), the fan 144 can be provided externally. Reference numeral 18m denotes a drain hole.

In this way, between charging device 140 and battery module 108, charging device 140 and ECU 1
By putting the connection between
The above effects can be further improved.

As shown in FIGS. 26 (b) and 26 (c), the cooling effect can be improved by exposing the cooling fins 143 of the charging device 140 upward.

On the other hand, the appearance (cover) structure of this vehicle is as follows.
As shown in FIGS. 1 and 28, a front cover 150 is provided on the front of the vehicle in front of the driver's leg, and a leg shield 15 is provided on the rear side of the front cover 150.
1, and a lower panel 152 is provided below the front cover 150.

The front cover 150 includes a front cover main body 153 and a front cover 154 disposed on the upper front side of the main body 153.

The front cover body 153 includes
As shown in FIG. 9 and FIG. 30, recesses 153a and 153b are formed, and these recesses 153a and 153b are
5 and a direction indicator light 156 are provided. These use, for example, LEDs. The front cover 154 is provided so as to cover these front surfaces by screwing a plurality of mounting portions.

The front cover 154 is made of a transparent panel, and is coated on the outside or inside of the headlight 155 or the direction indicator light 156 except for the front parts 154a and 154b so that the front part 154 or 154b is painted. 154
a, 154b are formed transparent or translucent.

According to this, since the lens surface of the headlight 155 or the direction indicator 156 is formed in a part of the front cover 154 (front portions 154a, 154b), the cover and the lens are different from those of a separate body. In addition to reducing the intrusion of water and dust into the vehicle from the panel surface,
An inexpensive structure can be obtained, and a smooth integrated feeling can be given to the appearance of the front of the vehicle, so that the appearance quality can be improved.

Further, by painting the outside or inside of the front cover 154, the headlight 155 or the direction indicator lamp 1 can be painted.
Since the front portions 154a and 154b of the 56 are made transparent or translucent, the outlines of these lighting devices 155 and 156 can be clearly expressed, and the front cover 154 can express a desired color and the darkness of the color. it can.

On the other hand, as shown in FIG. 27, the handle cover 160 is vertically divided into an upper handle cover 161 and a lower handle cover 162.

An instrument panel 163 as shown in FIG. 41 is provided on the upper portion 161 of the handle cover. The instrument panel 163 has a speedometer display 164 on the left, a liquid crystal display 165 in the center, a display 166 such as a turn display and a mode 167 on the right, and a set button 16.
8 are provided.

As shown in FIG. 31, behind the leg shield 151, the above-mentioned foot board 111 is provided.
Is arranged, and an under cover 170 is arranged below the foot board 111. This footboard 11
1 is disposed above the battery assembly 103;
A side cover portion 111a that covers the periphery of the seat 112 is integrally formed, and an opening for storing a storage box 171 for storing a helmet or the like is formed in an upper portion of the side cover portion 111a. It serves as a seat for supporting 112. A hinge 172 for rotatably supporting the front end of the sheet 112 is provided at the front of the opening peripheral portion 111b, and a lock for locking the rear end of the sheet 112 is provided at the rear of the opening peripheral portion 111b. A device 173 is provided, and the sheet 112 is provided.
Thereby, the storage box 171 is opened and closed, and the footboard 111, the storage box 171 and the sheet 112 are integrally detachable. A substantially U-shaped standing bar 174 is provided behind the seat 112.

As described above, since the foot board 111, the storage box 171, and the sheet 112 are integrally detachable, the detachability of the battery assembly 103 and the maintainability can be improved.

Further, as shown in FIG. 32, a rear light 180 and a direction indicator light 181 are provided at the rear of the vehicle, and are covered by one lens 182.

Next, a control unit of the electric scooter will be described.

As shown in FIG. 33, the control unit includes the battery assembly 103, the meter assembly 190, and the power assembly 130 which are connected to the multiplex bus 20.
0, and the charging device 140 and the failure diagnosis device 210 are also connected to the multiplex bus 200.

The battery assembly 103 includes a battery unit 104 as an “electrical component” and a master battery-side control device 119 (ECU1) having a battery-side multiplex transmission device 119a.
And various battery information from the battery unit 104 is input to the ECU 1. Also, according to the signal from the ECU 1,
The DC / DC converter 117 is configured to be started and stopped, and the battery-side multiplex transmission device 119a of the ECU 1 is connected to the multiplex bus 200.

The details of the ECU 1 will be described later.
Is activated by turning on the main switch 211,
Even if the main switch 211 is turned off, the voltage is backed up for a while and the operation can be maintained. In addition, various information of the voltage, current, and temperature of the battery unit 104 is monitored, and the battery unit 10 is monitored.
4 is configured to manage the charging status and the discharging status.

Further, the meter assembly 190 is provided with a speed sensor 192, a throttle 193, and a handle switch 1 by a slave meter-side control device 191 (hereinafter referred to as “ECU2”) having a meter-side multiplex transmission device 191a.
94, a speedometer 195, an LCD 165 (liquid crystal display) and an LED 196 are connected.
Are connected to the DC / DC converter 117, and the meter-side multiplex transmission device 191a of the ECU 2 is connected to the multiplex bus 200.

Further, in the power assembly 130, the motor drive circuit 131 is connected to the battery unit 104 and the DC / DC converter 117 via a power line, and the motor drive circuit 131 is connected via the motor current detection sensor 132. It is connected to a drive motor 34. Further, a slave power-side control device 133 (hereinafter, referred to as “ECU3”) having a power-side multiplex transmission device 133a is connected to the motor drive circuit 131. The ECU3 is connected to a DC / DC converter via a control power supply line. 117, ECU 2, motor current detection sensor 13
2, while being connected to the rotary encoder 34j, the power-side multiplex transmission device 133a of the ECU 3 is connected to the multiplex bus 200.

Then, as will be described in detail later, the ECU
The ECUs 2 and 3 are activated when the DC / DC converter 117 is turned on, and the ECU 2 inputs the throttle 193, various switch information around the steering wheel, and the signal of the speed sensor 192 attached to the front wheel 24, and multiplexes the information. It is sent out onto the bus 200. Also, the ECU 2 is the ECU 1
In addition to displaying the remaining battery power, charging time, power consumption during traveling, etc. on the LCD 165 in accordance with the information sent from the ECU 3, the ECU 3 transmits the throttle information from the ECU 2,
The drive motor 34 according to the remaining battery information from the CU 1
Is controlled to drive the vehicle. Further, charging control can be performed on the charging device 140 side according to the battery information from the ECU 1. The charging device 140 side is simply an AC / DC converter 117, and all charging control is performed by the ECU 1. Can also.

As a result, each of the multiplex transmission devices 119a, 119
It is configured so that multiplex transmission is performed between 3a and 191a.

Furthermore, the charging device 140 is connected to the battery unit 104 via a charging line, and the charging-side multiplex transmission device 140a is connected to the multiplex bus 200.

Then, the meter assembly 190
Is disposed inside the meter or in the vicinity of the meter, and a signal from a switch around the handle is supplied to the meter-side control device 191 (EC
U2) to be processed, and this processing information can be transmitted to the other control devices 119 and 133 via the multiplex transmission device 191a of the control device 191.

Further, the multiplexing bus 200 is connected to the diagnostic multiplex transmission device 210a of the failure diagnosing device 210. Information on various types of faults flows on the multiplexing bus 200, and the signals are monitored by the fault diagnosing device 210. Thus, it is possible to detect a failure state of the vehicle.

Next, the operation of the electric scooter at the start will be described.

First, as shown in FIG. 36, step S1
When the main switch 211 on the ECU 1 side is turned on, the microcomputer basic settings are initialized in step S2.
In step S3, the DC / DC converter 117 is turned on.

The signals from the DC / DC converter 117 are input to the ECUs 2 and 3, which are activated, and the microcomputer basic settings are initialized in steps S4 and S5, respectively. Is ECU1
And received by the ECU 1 in step S8. Then, it is determined in step S9 whether each of the ECUs 2 and 3 has been activated, and if NO, the process returns to step S8, and Y
In the case of ES, in step S10, the processing start signal is ECU2,
3, the processing is continued, and steps S11 and S11 are performed.
The signal is processed in S12, and steps S13, S
At 14, it is determined whether a processing start signal has been received,
If NO, the process returns to steps S11 and S12, respectively. Y
At the time of ES, the processing is continued.

Next, the operation when the operation is stopped will be described.

First, when the main switch 211 is turned off from the state where the processing is being continued, step S21 is performed.
Then, the power-off notice signal is sent to the ECUs 2 and 3,
The receiving process is performed in steps S22 and S23, and step S2
It is determined in step S25 whether or not there is a power-off notice. If NO, the process returns to the normal process in steps S26 and S27. If YES, the control power supply disconnection preparations are started in steps S28 and S29.

When the preparation is completed, steps S30 and S3
At 1, a preparation completion signal is sent to the ECU 1, and the operation is stopped. In the ECU 1, the preparation completion signal is output in step S3.
In step S33, a reception completion signal is received, that is, it is determined whether there is a response. NO
In the case of, the process returns to step 32, and in the case of YES, in step, the DC / DC converter 117 is turned off, and in step S35, operation stop preparation is performed, and then the operation is stopped.

As described above, each of the control devices 119, 133,
191 (ECUs 1, 2, 3) by enabling multiplex transmission, the control devices 119, 133, 191 (EC
The harness between U1,2,3) can be reduced, and the coupler can be made smaller. In particular, the degree of freedom in the layout of a two-wheeled vehicle having many space restrictions can be improved.

The meter assembly 190 is arranged inside or near the meter, and is configured so that a signal from a switch around the steering wheel is input to the meter-side control device 191 (ECU2) and processed. Since the transmission can be transmitted to the other ECUs 1 and 2 via the multiplex transmission device 191a of the ECU 2, the harness between the switches around the steering wheel and the ECUs 1 and 3 installed on the body frame 11 side is connected. Can be reduced, handle 2
5 can be lightened.

Furthermore, since the start / stop of the other slave ECUs 2 and 3 can be managed only by the master ECU 1, the start / stop of the control system for the entire vehicle can be easily managed.

Further, since the start signal is transmitted from the slave ECUs 2 and 3 to the master ECU 1 in a state where the power is turned on and the multiplex transmission is enabled, the master ECU 1 is replaced with the slave ECU 2. , 3
By grasping the start of the vehicle system, the entire vehicle system can be started reliably.

When the main switch 211 is turned off, the master ECU 1 sends a notice signal for turning off the DC / DC converter 117 to the slave ECUs 2 and 3.
3 when the slave side receives the notice signal, it prepares for power-off, and when the preparation is completed, sends a ready signal to the master, and the master sends the ready signal to the master. Upon reception, the DC / DC converter 117 is turned off. Therefore, when the power is suddenly turned off during the operation of each of the ECUs 1, 2, and 3, it is possible to avoid losing data to be stored or falling into a state that may cause an operation that is not originally expected. Can be turned off.

On the other hand, the liquid crystal display section 16 of the instrument panel 163
As shown in FIG. 42, a start display indicating that transmission is possible, a fuel display which is a standard display, running diagnostic displays a and b,
The refresh display, the charge display, and the ending display are configured to be performed.

Hereinafter, the driving diagnosis displays a and b will be described.

In other words, the traveling diagnostic displays a and b can determine the traveling state based on the position of the circular mark 220 with respect to the reference line 222. When the circular mark 220 is located below the reference line 222, useless traveling is performed. It can be recognized that there is little useless running when it is closer to the top, and the umbrella mark 221 indicates to which (up or down) the circular mark 220 is shifting, so that the circular mark 220 shifts. It is displayed on the side. In addition, an indication of how many kilometers can be made or how many hours can be made or how many kilometers have been made now is displayed.

That is, E of the battery assembly 103
The CU 1 includes a travel distance detection unit that detects a travel distance of the electric vehicle, an energy calculation unit that calculates an amount of energy consumed for traveling the travel distance, and a power consumption rate based on the travel distance and the energy consumption. A power consumption rate calculating means for calculating is provided, and the power consumption rate is displayed on a liquid crystal display unit 165 (LCD) as a “display means” of the meter assembly 190.

Also, an average power consumption rate calculating means for calculating an average power consumption rate in a predetermined period, and a power consumption rate for a shorter time period than the time period calculated by the average power consumption rate calculating means. An instantaneous power consumption rate calculating means, wherein the average power consumption rate calculated by the average power consumption rate calculating means and / or the instantaneous power consumption rate calculated by the instantaneous power consumption rate calculating means are used as `` power consumption rate display means ''. It is configured to be displayed on a liquid crystal display unit 165 (LCD).

Further, there is provided a display changeover switch 223 as "power consumption rate display changeover means" for selecting the display contents. In response to the display changeover switch 223, the display of the average power consumption rate and the instantaneous power consumption rate is performed. It is also possible to switch.

Further, there is provided a liquid crystal display unit 165 for displaying whether the average power consumption rate is higher or lower than a predetermined power consumption rate.

Further, based on the result calculated by the instantaneous power consumption rate calculating means, a power consumption tendency display means (liquid crystal display section 165) for displaying whether the average power consumption rate tends to increase or decrease. Have.

Further, based on the result calculated by the instantaneous power consumption rate calculating means, a running time calculating means for calculating a running time of the vehicle, and a running time displaying the running time calculated by the running time calculating means. Possible time display means is provided.

Further, based on the result calculated by the instantaneous power consumption rate calculating means, a mileage calculating means for calculating a mileage of the vehicle, and a mileage displaying the mileage calculated by the mileage calculating means. A possible distance display means is provided.

The following is a specific description based on the flowcharts shown in FIGS. 38, 39, and 40.

First, a power consumption (power consumption rate) calculation routine shown in FIG. 38 will be described. This routine is executed by the ECU
1 is repeated every 10 ms. In the following description, the power consumption rate is abbreviated as power consumption.

First, steps S51, S52, S53
, A battery voltage, a battery current, and a rotation pulse are read from each sensor 192 and the like. The speed sensor 192 outputs a pulse signal corresponding to the rotation of the front wheel 24. Here, four pulses are output per rotation.

In steps S54 and S55, the traveling distance and the current speed are calculated based on the value of the rotation pulse.

In step S59, power consumption (battery voltage × battery current) is obtained, and steps S56 to S58 are performed.
Then, three times in the past (10 ms before, 20 ms before, 20 ms
The power consumption calculated in the previous process is called. Then, in step S60, the sum of the four power consumptions is divided by 4 to calculate the instantaneous power consumption. Even if it is an instantaneous value, an error due to the influence of noise or the like is likely to occur only with a value of one cycle (10 ms).
The average is taken four times.

Next, in step S61, k0 × distance traveled is divided by instantaneous power consumption to obtain instantaneous power consumption. here,
k0 has the meaning of 1/10 ms and the unit of data in the microcomputer.

In step S62, the instantaneous electricity cost is added to the previous accumulated electricity cost to calculate the accumulated electricity cost. This integrated electricity cost is 0 immediately after the power is turned on.

In step S63, the integrating counter is counted up. The value of this integration counter is 0 immediately after the power is turned on.

In step S64, the average electricity cost is calculated by dividing the accumulated electricity cost by the accumulation counter and multiplying by k1. Calculate the average value after power-on.

In step S65, energy consumption is calculated by adding the instantaneous power consumption to the previous energy consumption. Energy consumption immediately after power-on is zero.

In step S66, the remaining energy is calculated by subtracting the consumed energy from the initial energy of the battery. This initial energy is determined by the mounted battery.

In step S67, the travelable time with the remaining energy is calculated by dividing the remaining energy by the instantaneous power consumption and multiplying by k2.

In step S68, a travelable distance with the remaining energy is calculated by multiplying the current speed by the travelable time and k3.

Note that k0 to k3 are coefficients for making the weight per bit handled in the data in the microcomputer uniform.

Next, a routine for performing display processing based on the calculation results and the like obtained in the above routine will be described with reference to FIGS. 39 and 40. This display processing routine is repeated every 10 ms.

First, the power consumption level is determined in advance so as to be gradually reduced from 1 to 7, and then, at step S70
Then, it is determined whether or not the average power consumption obtained in the above routine is equal to or higher than level 1, and if it is equal to or higher than level 1, it is determined in step S71.
Is determined to be “position 1”. If it is smaller than level 1, the process proceeds to step S72, and it is determined whether or not the average power consumption is level 2 or more. Level 2
If smaller, the process proceeds to step S74. Then, in the same manner as above, steps S74, S76, S78, S8
At 0, the average electricity costs are compared with levels 3, 4, 5, and 6, and steps S75, S77, S79, S81, S8
In 2, it is determined that the position is “3, 4, 5, 6, or 7”.

Then, in step S83 shown in FIG.
The instantaneous power consumption is compared with the average power consumption. If the instantaneous power consumption is smaller than the average power consumption, it is determined in step S84 that it is “decreasing tendency”. If the instantaneous power consumption and the average power consumption are the same, step S85 is performed.
Is determined to be "no increase / decrease", and when the instantaneous power consumption is larger than the average power consumption, it is determined to be "increase tendency" in step S86.

Next, in step S87, the average power consumption level is displayed according to the "position" information obtained above. That is, as shown in FIGS. 42A and 42B, a predetermined specified power consumption rate is displayed as the reference line 222, and the circular mark 220 is displayed at a predetermined position according to the “position” information. .

Here, the position where the circular mark 220 is displayed is divided into seven levels, and when the “position is 4”, the center of the circular mark 220 is displayed so as to be on the reference line 222. , "Position 3, 2, 1" is displayed above the reference line 222, and "position 5, 6, 7" is displayed below the reference line 222.

Thus, the driver can grasp the state of consumption of battery energy which cannot be sensed only by the remaining amount of the battery by looking at the position of the circular mark 220 instead of the numerical value of the power consumption rate. You can be careful not to. Moreover, the reference line 2
Since the power consumption can be recognized at the position of the circular mark 220 with respect to 22, the display can be made more visually easy to understand.

In step S88, the instantaneous electricity consumption level is displayed according to the "trend" information obtained above.
That is, as shown in FIG. 42, the tendency of the increase and decrease of the electric power consumption is displayed by the umbrella mark 221 above or below the circular mark 220. Above is “increase”, below is “decrease”
Is shown. By recognizing this tendency, further care can be taken to avoid wasting energy.

A display changeover switch 223 is provided.
By operating this, the display position of the instantaneous electricity consumption can be obtained in the same manner as the above average electricity consumption, and the instantaneous electricity consumption level can be displayed instead of the average electricity consumption level display. In this case, the umbrella mark 22 is not displayed.

Further, in step S89, the travelable distance estimated in the above-described calculation routine is displayed on the liquid crystal display section 165 (see FIG. 42A). Here, for example, "remaining 12.3 km" is displayed. By providing a display changeover switch 223 for this display and operating this switch, the display can be switched to the travelable time calculated above (see FIG. 42B). Here, for example, "2 hours and 10 minutes remaining" is displayed.

As described above, by displaying the power consumption rate, it is possible to grasp the consumption state of the battery energy which cannot be sensed only by the remaining amount of the battery, and to be careful not to waste energy.

Since the average power consumption value is not affected by the ever-changing running conditions, the power consumption rate for a predetermined period can be comprehensively looked back by displaying the value of the outline.

The instantaneous power consumption value can be immediately notified when the running conditions change, and the operator can respond according to the display.

By switching and displaying the average power consumption value and the instantaneous power consumption value, it is possible to prevent simultaneous display and obfuscation of the display.

Further, by calculating the possible travel time,
Give an indication of how long you can run after, and the battery capacity is 0
Anxiety about becoming a child can be resolved. Further, by calculating the travelable time from the instantaneous electric power, when the travel condition changes, the travelable time is also updated and can be accurately displayed.

Further, by calculating and displaying the possible travel distance, it is possible to display not the "time" but the "distance" which makes the user feel more realistic.

The electric vehicle of the present invention includes a hybrid vehicle and a fuel cell vehicle.

[0165]

As described above, according to the invention described in the claims, multiplex transmission can be performed between the control devices, so that the harness between the control devices can be reduced and the coupler can be used. It is possible to reduce the size, and in particular, it is possible to improve the degree of freedom in the layout of a motorcycle having many space restrictions.

According to the second aspect of the present invention, in addition to the above effects, the harness between the switches around the steering wheel and the control device installed on the body frame side can be reduced, and the turning operation of the steering wheel can be performed. Can be lightened.

According to the third aspect of the present invention, in addition to the above effects, the ON / OF of the output of the DC / DC converter is provided.
Since F is performed only by one master control device, and power for the other slave control devices is supplied from the DC / DC converter, start / stop of the other slave control devices can be managed. Therefore, it is easy to manage the start / stop of the control system for the entire vehicle.

According to the invention set forth in claim 4, in addition to the above effects, the master control device grasps the activation state of the slave control device, so that the entire vehicle system can be reliably started.

According to the fifth aspect of the present invention, in addition to the above-described effects, the power supply is suddenly turned off during the operation of each control device, so that data to be stored is lost or an operation not originally assumed is performed. Can be avoided, and the power of the entire system can be surely turned off.

[Brief description of the drawings]

FIG. 1 is a partially cutaway side view of an electric vehicle showing an embodiment of the present invention.

FIG. 2 is a partially broken plan view of the electric vehicle showing the embodiment of the present invention.

FIG. 3 is a bottom view of the electric vehicle showing the embodiment of the present invention.

FIG. 4 is an exploded perspective view of a vehicle body frame of the electric vehicle showing the embodiment of the present invention.

FIG. 5 is a cross-sectional view showing a drive motor, a power transmission mechanism, and the like according to the embodiment of the present invention.

FIG. 6 is a front view of a transmission chamber showing the embodiment of the present invention.

FIG. 7 is a front view showing an electric cable routing state according to the embodiment of the present invention.

FIG. 8 is a cross-sectional view of a motor body case showing an embodiment of the present invention.

FIG. 9 is a front view of a second-speed reducing gear according to the embodiment of the present invention.

FIG. 10 is a sectional view showing a mechanism for sliding a second speed reducing gear according to the embodiment of the present invention.

FIG. 11 is a development view of a cam groove showing the embodiment of the present invention.

FIG. 12 is a front view of a mechanism for sliding a second speed reducing gear according to the embodiment of the present invention;

FIG. 13 is a plan view of the battery box showing the embodiment of the present invention.

FIG. 14 is a sectional view taken along the line AA of FIG. 13 showing the embodiment of the present invention;
It is sectional drawing.

FIG. 15 is a sectional view taken along line BB of FIG. 13 showing the embodiment of the present invention;
It is sectional drawing.

16 shows an embodiment of the present invention; FIG.
It is sectional drawing.

17 shows an embodiment of the present invention; FIG.
It is sectional drawing.

18 shows an embodiment of the present invention; FIG.
It is sectional drawing.

FIG. 19 is a sectional view of a sealed portion of the battery box showing the embodiment of the present invention.

FIG. 20 is a sectional view of another example of FIG. 19 showing an embodiment of the present invention.

FIG. 21 is a sectional view taken along line FF of FIG. 13 showing the embodiment of the present invention;
It is sectional drawing.

FIG. 22 is a sectional view of a portion corresponding to the line GG of FIG. 1 showing the embodiment of the present invention;

FIG. 23 is a sectional view of a portion corresponding to the line HH in FIG. 1 showing the embodiment of the present invention;

FIG. 24 is a diagram of a motor controller showing an embodiment of the present invention.

FIG. 25 is a plan view showing a state where the charging device according to the embodiment of the present invention is housed in a battery box.

FIG. 26 is a side view of a state where the charging device according to the embodiment of the present invention is housed in a battery box.

FIG. 27 is an exploded perspective view of a handle cover showing the embodiment of the present invention.

FIG. 28 is an exploded perspective view of a front cover and the like showing an embodiment of the present invention.

FIG. 29 is a partial longitudinal sectional view of a direction indicator light of a front cover showing an embodiment of the present invention.

FIG. 30 is a partial longitudinal sectional view of a headlight of a front cover showing an embodiment of the present invention.

FIG. 31 is an exploded perspective view of a footboard or the like showing an embodiment of the present invention.

FIG. 32 is an exploded perspective view of the rear illumination showing the embodiment of the present invention.

FIG. 33 is a block diagram of a control unit showing an embodiment of the present invention.

FIG. 34 is a block diagram of a battery assembly and the like showing an embodiment of the present invention.

FIG. 35 is a block diagram of a battery assembly and the like showing an embodiment of the present invention.

FIG. 36 is a flowchart at the start of an operation according to the embodiment of the present invention.

FIG. 37 is a flowchart showing an embodiment of the present invention when operation is stopped.

FIG. 38 is a flowchart of a power consumption calculation routine according to the embodiment of the present invention.

FIG. 39 is a flowchart of a display processing routine according to the embodiment of the present invention.

FIG. 40 is a flowchart of a display processing routine according to the embodiment of the present invention.

FIG. 41 is a plan view of an instrument panel showing an embodiment of the present invention.

FIG. 42 is an image diagram appearing on a liquid crystal display portion showing an embodiment of the present invention.

[Explanation of symbols]

 34 Drive motor 117 DC / DC converter 119 Battery side control device (ECU1) 119a Battery side multiplex transmission device 133 Power side control device (ECU2) 133a Power side multiplex transmission device 191 Meter side control device (ECU3) 191a Meter side multiplex transmission device

Continued on the front page (72) Inventor Hiroaki Yagi 2500 Shinkai, Iwata-shi, Shizuoka F-term in Yamaha Motor Co., Ltd. (Reference) 3D035 AA01 AA03 AA05 AA06 5H115 PG04 PG10 PI16 PI29 PU08 PV02 QN02 QN09 RB08 SE03 TB01 TD19 TI02 TI05 TI06 TI08 TI10 TO12 TO14 TR19 TU01 TU04 TU11 TZ07 UB05 UB17 UI29 UI32 UI35 UI38

Claims (5)

[Claims] 1. An electric vehicle in which wheels are driven by a drive motor using a battery as a power supply, wherein a plurality of control devices connected to a plurality of electric components such as the battery and the drive motor are provided. A control unit for an electric vehicle, comprising: a multiplex transmission device for performing multiplex transmission; and multiplex transmission between the multiplex transmission devices. 2. A control device according to claim 1, wherein at least one of said control devices is arranged inside or near the meter, and a signal from a steering wheel switch is input to said control device for processing. 2. The control unit for an electric vehicle according to claim 1, wherein the control unit can be transmitted to the other control device via a multiplex transmission device of the device. 3. A DC / DC converter for converting the power of a battery for the control device, wherein ON / OFF of the output of the DC / DC converter is performed by only one predetermined master control device. 3. The control unit for an electric vehicle according to claim 1, wherein power for another slave control device is supplied from the DC / DC converter. 4. A method according to claim 1, wherein the power supply is turned on, and the multiplex transmission between the control devices is enabled, and the start signal is transmitted from the slave control device to the master control device. The control unit for an electric vehicle according to claim 3. 5. A main switch for turning on / off the vehicle system, and when the main switch is turned off, the master control device sends an advance notice signal for turning off the DC / DC converter to the slave. When the slave controller receives the notice signal, it prepares for power-off. When the preparation is completed, the slave controller transmits a preparation completion signal to the master controller. When receiving the ready signal, the master control device turns off the DC / DC converter.
The control unit for an electric vehicle according to claim 3, wherein the control unit performs the control.