JP2003182676A - Motor structure for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable to attach a stator on a desired position of a transmission case by devising a shape of a holder and to attach a electric motor part on the transmission case without complicating the transmission case, to simplify attachment of various transmission case for increasing versatility, and to eliminate need of an attachment structure on the stator itself to optimize a magnetic circuit structure of the stator. <P>SOLUTION: The transmission case 111 has a structure divided into a left and a right pieces and an electric motor part 162 is stored in the transmission case 111, A motor shaft 138 of the electric motor part 162 is provided with a magnetic body. A stator coil 165 retaining the stator coil 152 is bumped on the holder 121 and the holder 121 is attached on either of left or right transmission case 111, for example a right case 113 in such a manner of clamping a stator core 165 to fix a stator 118 on the transmission case 111. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor structure for an electric vehicle which simplifies the stator of a motor mounted in a transmission case.

[0002]

2. Description of the Related Art As a motor structure for an electric vehicle, for example, one described in Japanese Patent Application Laid-Open No. 4-224490, "Motor cooling structure for electric vehicle" is known. In FIG. 6 of the above publication, a mission case 80 (reference numerals are
The one described in the publication was used. The same applies below. )
Is composed of a left side cover 82 and a right side cover 83, and by extending the right side cover 83, the motor housing 81 is attached to the right side cover 83, and the lid member 84 is attached to the motor housing 81.
A power unit P in which a motor M is adjacent to 0 is described.

[0003]

Since the mission case 80 has increased strength and rigidity to transmit power, the mission case 8 can be effectively utilized.
It is desirable to mount the motor M without making 0 a complicated structure.

Further, the motor is required to have versatility so that it can be attached to various transmissions. Further, in the case where the stator of the motor is directly attached to the transmission, the winding space of the motor coil is sacrificed and it is necessary to provide a long bolt through hole in the stator, which complicates the stator structure.

Therefore, an object of the present invention is to improve the motor structure of an electric vehicle so that the motor can be attached to the transmission case and can be attached to various transmission cases.
Furthermore, it is intended to simplify the stator structure.

[0006]

In order to achieve the above object, the first aspect of the present invention is that the transmission case is divided into two parts, left and right,
A motor is housed in this transmission case,
A magnet is provided on the rotating shaft of the motor, the stator holding the motor coil is applied to the holder member, and this holder member is attached to either the left or right of the transmission case so as to sandwich the stator. The feature is that it is fixed.

By devising the shape of the holder member, it becomes possible to mount the stator at a desired position of the transmission case, and to mount the motor in the transmission case without complicating the transmission case. In addition, it is easy to attach to various transmission cases and has high versatility. Further, since the stator itself does not require any particular structure for mounting, the stator can have an optimum magnetic circuit structure.

A second aspect of the present invention is characterized in that the rotating shaft of the motor is provided with a driving force take-out portion at one end side thereof, and a holder member is attached to the transmission case at the one end side. Since the strength and rigidity of the transmission case on the drive force take-out side are increased, it is effective to attach a stator to the transmission case side.

According to a third aspect of the present invention, the holder member is brought into contact with the outer peripheral edge of the stator, and the stator is spigot-fitted to either the left or right side of the transmission case. The holder member, the stator, and the transmission case can all have a simple structure and are effective as a method of fixing the stator.

According to a fourth aspect of the present invention, the holder member and one of the left and right sides of the transmission case are bolted to each other via a collar member through which the bolt penetrates. The holder member can have a simple shape, and the cost of the holder member can be suppressed.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings should be viewed in the direction of the reference numerals. FIG. 1 is a side view of an electric vehicle that employs a motor structure according to the present invention. The electric vehicle 10 includes a front fork 12 (a pair of left and right fork portions 12L and 12R) at a front end of a body frame 11 made of an all aluminum alloy. .) Is mounted so that it can be steered, and this front fork 12
The front wheel 13 is attached to the lower end of the front fork 12, the bar handle 14 is attached to the upper end of the front fork 12, and the electric motor unit 15 (138 is the motor shaft,
Reference numeral b is a drive sprocket that drives the rear wheels 17 via the drive chain 15c. ) And a plurality of batteries (not shown; details will be described later) serving as a power source for driving the electric motor unit 15, and a pair of left and right pivot brackets 5 are attached to the lower rear portion of the body frame 11.
3, 53 (the pivot bracket 53 on the rear side is not shown) are joined, and the swing arm 16 is attached to the pivot brackets 53, 53 so as to be vertically swingable by the pivot shaft 16a. Ring 17
It is a two-wheel vehicle for trial with attached.

Here, 21 is a front fender that covers the upper side of the front wheel 13, 22 is an upper cover that covers the upper side of the vehicle body frame 11, 23 is a rear fender that covers the upper side of the rear wheel 17 and also serves as a seat, and 24 is a driven sprocket.
25 is a chain guide.

The two-wheeled vehicle for trial is a vehicle for trial competition in which each section competes in driving technology by utilizing steep terrain such as rocky roads, banks, slopes, or artificially provided. The electric vehicle 10 is suitable for an indoor trial competition because it is advantageous in exhaust and noise as compared with an engine-driven vehicle.

FIG. 2 is a first perspective view of the electric vehicle according to the present invention, and is a view of the electric vehicle 10 as seen from diagonally left front.
The electric vehicle 10 includes a battery (not shown) that drives the electric motor unit 15 and a control unit (not shown) that controls the electric motor unit 15 in a cage-shaped vehicle body frame 11. They are covered with a battery cover 31 and a control section cover 32, respectively. Incidentally, 34 is made of an aluminum alloy that covers the lower part of the electric motor unit 15 and has holes 34a ...
・ (... indicates a plurality of pieces. The same shall apply hereinafter) is an undercover.

The battery cover 31 is composed of a left cover 31a and a right cover 31b (the rear right cover 31b is not shown), and these left cover 31a and right cover 31b are attached to the vehicle body frame 11 with screws. The control section cover 32 is a cover divided into two parts on the left and right,
It is composed of a left cover 32a and a right cover 32b, and is integrally attached to a control portion 85 described later.
It is a member attached to 1.

FIG. 3 is a second perspective view of the electric vehicle according to the present invention, and is a view of the electric vehicle 10 as seen obliquely from the left rear.
In the electric vehicle 10, a rear frame 36 is attached to the rear portion of the vehicle body frame 11, and a rear storage portion 37 for storing a battery is provided in the rear frame 36. The rear frame 36 not only holds the battery but also supports the rear fender 23 and also has a function of receiving the weight of the rider on the seat.

The rear frame 36 is a pair of left and right upper frames 4 extending rearward and upward from the rear portion of the vehicle body frame 11.
1, 41 and a pair of left and right lower frames 4 passed to the rear part of the vehicle body frame 11 and the rear ends of the upper frames 41, 41.
2 and 42, and an arch frame 43 that extends in an arch shape to the upper frames 41 and 41.

The rear storage section 37 includes left and right side walls 45, 45.
(The side wall 45 on the back side is not shown) and these side walls 45, 4
5, a rear wall 46 passed to the rear portion, a front wall 102 (see FIG. 10) and a bottom wall (not shown). Reference numeral 46a is a relief portion provided on the rear wall 46 to prevent interference with the rear wheel 17 (see FIG. 1).

FIG. 4 is a side view of the main part of the electric vehicle according to the present invention.
(See FIG. 1) A head pipe 51 for supporting the steering in a steerable manner.
And a pair of left and right main frames 52 and 52 (a tube frame made of extruded aluminum alloy, the main frame 52 on the back side is not shown) extending obliquely downward and rearward from the head pipe 51, and these main frames 5
Pivot brackets 53, 53 provided for supporting the swing arm 16 (see FIG. 1) at the rear portions of the reference numerals 2, 52 (pivot brackets 53 on the rear side are not shown) and front upper ends of these pivot brackets 53, 53 It includes a cross member (not shown) to be connected, and cushion upper end support portions 56, 56 (the cushion upper end support portion 56 on the back side is not shown) provided on the cross member for supporting the upper end of the rear cushion unit 55.

The electric motor unit 15 includes the left and right front brackets 61, on the front portions of the main frames 52, 52.
61 (the front side bracket 61 on the rear side is not shown) is attached, and center brackets 62, 62 are attached to the rear portions of the main frames 52, 52, respectively.
2, 62, the pivot shaft mounting portions 63, 63 of the pivot brackets 53, 53 (the rear side pivot shaft mounting portion 63 is not shown) and the pivot lower mounting portions 64, 64 (the rear side lower pivot mounting portion 64 is not shown). ) To the electric motor unit 15
Mounting arms 66, 66, 67, 67, 68,
68, 69, 69 (back side mounting arm portions 66, 67, 6
8, 69 are not shown. These mounting shafts are 66a,
67a, 16a, and 69a. ) Is installed.

Reference numeral 73 denotes a battery housing attached by welding to the lower portions of the main frames 52, 52 for housing batteries 74 ..., 75 ..., 76 ... For driving the electric motor unit 15. And a storage chamber 77 having an opening on the side of the vehicle body.
4, the battery 75 or the battery 76 is stored. The battery storage portion 73 may be made of an insulating material such as synthetic resin and may be bolted to the main frames 52, 52.

The battery 75 is also housed in the rear accommodating portion 37. At the bottom of the rear accommodating portion 37, the longitudinal direction is the longitudinal direction of the vehicle body and the rear cushion unit 5 is provided.
5 are placed in the left and right with one in the center, and one battery 7 is placed so as to pass to these batteries 75, 75.
Place 5 so that it becomes horizontally long in the vehicle width direction. As a result, the left-right balance is substantially even and the weight balance is good.

Reference numeral 81 denotes a battery fixed to a floor portion (an upper wall surface of the battery storage portion 73, not shown) provided in the lower portion between the left and right main frames 52, 52, and a cylindrical battery cell 82 ... Shrink pack 8 in which a plurality of battery cells 82 are contracted while being stacked in two tiers
It is wrapped in 3. The above-mentioned batteries 74, 75,
Reference numeral 76 has the same components as the battery 81, and differs only in the number of battery cells 82.

Reference numeral 85 denotes a control portion for the electric motor unit 15, which is a portion where a heat sink 86 for radiating heat generated in a power module, which will be described later, is exposed in a downward direction of the front surface of the left and right control portion covers 32. The rear cushion unit 55 is a member whose lower end is attached to the swing arm 16 (see FIG. 1) via a triangular link 88.

FIG. 5 is a perspective view for explaining a vehicle body frame of an electric vehicle according to the present invention, in which the main frames 52, 52 of the vehicle body frame 11 are attached to the vehicle body from the head pipe 51 side (the left side in the figure; see FIG. 4). As you go backwards, first
The bulging portion 92 swells to the side of the vehicle body, the rearward portion of the bulging portion 92 is constricted inwardly of the vehicle body by the constricted portion 93, and further rearward of the constricted portion 93, outwardly of the vehicle body at the diverging portion 94. It is an opened member, and the constricted portion 93 corresponds to the foot portion that the driver straddles. Therefore, it is easy to hold the machine with your foot and provides the optimal slimness for trial competition.

FIG. 6 is a plan view of the electric vehicle according to the present invention, showing that the main frames 52, 52 are formed with a bulging portion 92, a constricted portion 93 and a widening portion 94 from the front to the rear of the vehicle body. . In addition, 96 and 96 are steps in which the driver puts his foot.

FIG. 7 is a first perspective view for explaining the arrangement of the batteries of the electric vehicle according to the present invention. The battery 7 stored in each storage chamber 77 of the battery storage portion 73 shown in FIG.
4 to 76 and the arrangement of the battery 81 will be described. In the figure, a white arrow (front) indicates the front of the vehicle body, a white arrow (left) indicates the left side of the vehicle, and a white arrow (right) indicates the right side of the vehicle. The same applies below. In FIG. 7, the battery 7
4 includes, for example, 10 battery cells 82, and the battery cell 82U at the end on the right side of the vehicle body on the upper stage (the battery cell 82 is referred to as the battery cell 82U for convenience of description) on the right side of the vehicle body on the lower stage. End of battery cell 82L
(For convenience of explanation, the battery cell 82L
It was made to protrude to the right of. The positions of the frontmost portions of the upper and middle stages are the same as those of the bulging portion 92.
It will be near the bottom of. Many batteries can be mounted according to the width of the body frame 11. Further, since the position of the center bracket 62 corresponds to the expansion portion 94, the width of the vehicle body frame 11 can be utilized to increase the battery mounting amount even at this position.

The battery 75 is, for example, a battery cell 8
2 is composed of eight cells, and the battery cell 82U at the right end of the upper body of the vehicle is projected more rightward than the battery cell 82L at the right end of the lower body. Since the position of the battery 75 is near the lower part of the constricted portion 93, the width of the battery can be made equal to the width of the main frame 52 in the vehicle width direction, and the slimness can be maintained.

The battery 76 is, for example, the battery cell 8
2 is composed of eight cells, and the battery cells 82U at the left end of the vehicle body in the upper stage are projected to the left side of the battery cells 82L at the left end of the vehicle body in the lower stage.

Each of the batteries 74 to 76 has its longitudinal direction aligned with the lateral direction of the vehicle body, that is, the vehicle width direction. The battery 75 and the battery 76 described above are the same thing having the same shape when the left and right are interchanged, but the reference numerals are changed for convenience of explanation.

Further, the uppermost batteries 74, 75, 7 of the battery storage portion 73 (see FIG. 4) having three stages in the vertical direction.
5, 74 and 76 are on the respective straight lines 98 in which the axis of each battery cell 82 extends along the extending direction of the main frame 52 (see FIG. 4), that is, in the extending direction of the straight line 98. Further, the batteries 74, 76, 76 in the middle stage of the battery storage portion 73 (see FIG. 4) are on the straight lines 99 in which the respective battery cells 82 extend along the extending direction of the main frame 52, that is, the straight lines 99. Overlap in the direction of extension. In the battery 81, the number of battery cells 82 is 18, for example, and the longitudinal direction is along the extending direction of the main frame 52.

FIG. 8 is a second perspective view for explaining the arrangement state of the batteries of the electric vehicle according to the present invention, and the arrangement of the batteries 75 housed in the rear housing portion 37 shown in FIG. 4 will be described. In FIG. 8, the three batteries 75 ... Stored in the rear storage portion 37 (see FIG. 4) are shown as left and right batteries 75L, 75R and these batteries 75L, for convenience of explanation.
The battery 75C is disposed above the 75R and at a position substantially in the center of the batteries 75L and 75R.
The frontmost battery cell 82F (the battery cell 82 is referred to as a battery cell 82F for convenience of description) of the inner stages of 5L and 75R is the frontmost battery cell 82S of the outer stage (for convenience of description, the battery cell 82). The upper battery cell 82S) is made to project forward than the upper battery cell 82S.

FIG. 9 is a front view for explaining the arrangement of the batteries of the electric vehicle according to the present invention. The uppermost batteries 74, 75, 75, 74, in the battery storage portion 73 (see FIG. 4).
At 76 (see FIG. 7), the battery cells 82 overlap when viewed from the direction in which the straight line 98 extends. Further, in the middle batteries 74, 76, 76 (see FIG. 7) of the battery storage portion 73, the respective battery cells 82 overlap when viewed from the direction in which the straight line 99 extends.

At this time, the number of overlapping battery cells 82 of the uppermost and middle batteries 74, 75, 76 of the battery storage portion 73 is described in a circle showing the battery cells 82 in the drawing. The number of batteries 75 in the lowermost battery 75 of the battery storage portion 73 is 1, respectively.

In this way, each battery 74, 75, 76
When viewed from the direction in which the main frame 52 extends, the number of battery cells 82 that overlap each other is large on the vehicle body center side and small on the vehicle body outer side. As a result, since the battery cells 82 are concentrated in the center of the vehicle in the vehicle width direction, the vehicle body can be made slim and the vehicle body can be made compact. In addition, the mass can be concentrated in the center of the vehicle body, and the maneuverability is improved, which is suitable for trial vehicles.

FIG. 10 is a perspective view of the rear storage portion in which the battery of the electric vehicle according to the present invention is arranged.
The front wall 102 is provided with a curved portion 103 that is convex toward the rear of the vehicle body, and the rear cushion unit 5 is provided in the curved portion 103.
Cushion upper end support portions 56, 56 for supporting the upper end of 5 (see FIG. 4) are arranged.

Therefore, the curved portion 103 in the rear storage portion 37
One battery 75, 75 is disposed on each of the left and right sides of the battery, and one battery 75 is placed on the rear portion of the batteries 75, 75 so that the longitudinal direction is the vehicle width direction, and is fixed by a band or the like.

FIG. 11 is a cross-sectional view of the electric motor unit of the electric vehicle according to the present invention.
Is rotatable via a transmission case 111 (the transmission case 111 is composed of a left case 112 and a right case 113) divided into left and right, and bearings 114 and 115 as shaft support portions in the transmission case 111. , A stator 118 arranged around the rotor 116, a holder 121 as a holder member for mounting the stator 118 to the right case 113, a collar 122 as a collar member, and a stator mounting bolt. 123 ... and the bolt 12 on one end side of the rotor 116.
4, the driving gear 125, the driven gear 126 meshing with the driving gear 125, the multi-plate clutch 127 mounted on the driven gear 126, the main shaft 128 mounted on the multi-plate clutch 127, and the main shaft 128. Gear train 132 including a plurality of gears for changing the number of rotations transmitted to a counter shaft (not shown), a bowl-shaped flywheel rotor 135 attached to the other end of the rotor 116 with a nut 134, and the rotor 116
A first angle detecting mechanism 136 for detecting the rotation angle of the rotor 116 by arranging it on the other end side, a left case cover 137 that covers the flywheel rotating body 135 and the first angle detecting mechanism 136, and the rotor 116. The second angle detecting mechanism 141 detects the rotation angle of the rotor 116 by arranging the rotor 116 close to the side.

The main shaft 128, the gear train 132, and the counter shaft are parts constituting a part of the transmission 143. The drive sprocket 15b is attached to the end of the counter shaft, and the drive sprocket 15b and the rear wheel 17 are attached. By driving the drive chain 15c around the driven sprocket 24, the output of the electric motor unit 15 is transmitted to the rear wheel 17.

Here, 145 is a half-moon key for stopping rotation of the flywheel rotating body 135 with respect to a motor shaft 138 as a rotating shaft constituting the rotor 116, 146 is a right case cover for covering a side portion of the right case 113, 147. Is a washer, 148 ... (only one is drawn) is the left case 1
Connecting bolt for connecting 12 and the right case 113, 151
Is a cable for energizing the stator coil 152 which constitutes the stator 118, and 153 and 154 are transmission cases 11 for rotatably supporting the main shaft 128.
1 is a bearing interposed between the main shaft 128 and the main shaft 128.

Reference numeral 160 denotes a transmission case center line drawn to the central position of the bearings 114 and 115. In the transmission case 111 of the present invention, the left case 112 and the right case 113 are separated from the transmission case center line 160. The split surfaces, that is, the positions of the mating surface 112a of the left case 112 and the mating surface 113a of the right case 113 are offset toward the right case 113 by the offset amount F. Therefore, the left case 112
Is WL and the width of the right case 113 is WR, WL
> There is a relationship of WR.

By thus making the width WL of the left case 112 larger than the width WR of the right case 113, the widths of the left case and the right case are equal when the left case 112 is removed from the right case 113. Compared with the case, the rotor 116
Also, the stator 118 can be largely exposed, and maintenance and the like can be easily performed from the side opposite to the multi-plate clutch 127.

FIG. 12 is an exploded perspective view of an electric motor unit of an electric vehicle according to the present invention. The rotor 116, the stator 118, the annular holder 121, the collar 122 ..., The stator mounting bolt 123 ..., The flywheel. Rotating body 1
Reference numeral 35 is a member that constitutes the electric motor unit 162 as a motor.

The rotor 116 is composed of a motor shaft 138 and a magnet body 164 composed of a plurality of permanent magnets attached to the motor shaft 138. The stator 118 is composed of a stator core 165 and a stator coil 152 as the above-mentioned motor coil wound around the stator core 165.

The first angle detecting mechanism 136 includes the motor shaft 13
8 includes a magnet 167, a sensor portion 168 provided around the magnet 167, and a sensor holder 169 for attaching the sensor portion 168 to the left case cover 137 (see FIG. 11). The second angle detection mechanism 141 attaches the sensor unit 171 formed of a Hall element, which is placed close to the magnet body 164 of the rotor 116, the Hall IC circuit unit 172 connected to this sensor unit 171, and the sensor unit 171 to the left case 112. Sensor color 173 for

FIG. 13 is a cross-sectional view of an essential part showing the stator mounting structure of the electric motor unit of the electric vehicle according to the present invention. The right case 113 has a hole 175 and an annular step 176.
The cylindrical stator core 165 of the stator 118 is fitted into the hole 175, the edge 165a on one side of the stator core 165 is brought into contact with the step 176, and the holder 121 is attached to the edge 165b on the other side of the stator core 165.
It is shown that the stator mounting bolt 123 is passed through the through hole 121a of the holder 121 and the collar 122, and the stator mounting bolt 123 is screwed to the screw portion 177 to form the right case 113.

FIG. 14 is a perspective view showing a stator mounting structure of an electric motor unit of an electric vehicle according to the present invention, showing a state in which the left case 112 (see FIG. 11) is removed from the electric motor unit 15.

In the figure, the stator 118 is attached to the right case 113.
The holder 121 to the edge of the stator 118.
It is shown that the holder 121 is attached to the right case 113 with the stator attaching bolts 123 via the collars 122. By adopting such a mounting structure of the stator 118, the stator 118 can have a simple shape and can be easily mounted on the transmission case 111.

FIG. 15 is a cross-sectional view showing a flywheel rotating body and an angle detecting mechanism of an electric vehicle according to the present invention. A magnet 167 is attached to a tip of a motor shaft 138 with a nut 181 and a sensor holder 169 is attached to a left case cover 137. By mounting the sensor unit 168 with the bolts 183 ... via the, the first angle detection mechanism 136 is attached to the electric motor unit 15.
On the other hand, while the sensor part 171 is attached to the sensor collar 173.
And the Hall IC circuit portion 172 with screws 185 (FIG. 12).
(See) and attach the sensor collar 173 to the left case 112.
It is shown that the second angle detection mechanism 141 is incorporated in the electric motor unit 15 by attaching the screw 186 ...

FIG. 16 is a side view of a control portion for an electric motor unit of an electric vehicle according to the present invention. The control portion 85 is attached to a power module 191 having an FET integrated circuit and a lower surface of the power module 191. A heat sink 86, a first interface board 192 attached to the upper part of the power module 191, a box-shaped upper stay 194 attached to the power module 191 with a collar 193 ... And bolts not shown, and the side of the upper stay 194. .. and a fuse 197, which are fixed to a bracket 195 attached to the section.

FIG. 17 is an explanatory view of the control portion for the electric motor unit of the electric vehicle according to the present invention, and is a view seen from the side of the upper stay 194 without the bracket 195 (see FIG. 16). The upper stay 194 of the control unit 85 is a box-shaped member, accommodates the second interface board 201 in a two-tier stack in the lower part, and accommodates various wirings (not shown) in the upper space of the second interface board 201. The second interface board 201 includes bolts 202 for attaching the upper stay 194 to the power module 191.
・ Tightened together.

FIG. 18 is an exploded perspective view of a control portion for an electric motor unit of an electric vehicle according to the present invention. The bracket 195 of the upper stay 194 has a flange 1 at the edge.
95a and 195a are provided, and the capacitor supporting plate 20 is attached to these flanges 195a and 195a.
4 is attached, and the capacitors 196 ...

The second interface board 201 is provided with current sensors 205, 206, 207 for detecting a current value and a DC-DC converter 208 for stepping up or stepping down a DC voltage.

Here, 211 and 212 are notches 32c and 32d (notches 32c of the left cover 32a) provided on the left and right covers 32a and 32b of the control unit cover 32.
Are grommets (grommets 2) to be fitted respectively
Electric wiring passes through the inside of the electric wirings 11 and 212, and the periphery of the electric wiring is sealed with grommets 211 and 212. ), 21
The grommet 21 is provided in the notches 32c and 32d.
Plate pieces, 216, 216 that fit together with 1, 212
Is a spacer interposed between the capacitors 196.

FIG. 19 is an exploded perspective view of an output adjusting device for an electric motor unit of an electric vehicle according to the present invention. An output adjusting device 220 for an electric motor unit corresponds to an engine throttle device and is a component part. "Throttle" is used as part of the name of the component for ease of understanding. The output adjusting device 220 includes a throttle drum base 221, a sensor mounting base 223 mounted on the throttle drum base 221 with screws 222 and 222,
A sensor shaft 226 to be inserted into the bearing portion 223a of the sensor mounting base 223 via the collars 224 and 225.
And the sensor shaft 226 is the sensor mounting base 22.
Sensor shaft 226 to prevent it from coming off
Retaining member 227 that fits in the sensor shaft 226
Throttle drum 2 that is attached to the tip of the nut with a nut 226a
28, and a torsion coil spring 232 interposed between the throttle drum 228 and the throttle drum base 221 in order to apply a rotational force to the throttle drum 228.
Then, the rectangular portion 226b at the other end of the sensor shaft 226 is fitted and the screws 233, 2 are attached to the sensor mounting base 223.
A throttle sensor 234 to be attached by a 33, and a drum base attaching portion 236, 23 provided in the vicinity of a joint between the main frame 52 and the pivot bracket 53 for attaching the throttle drum base 221 with the bolts 235, 235.
6, the throttle drum 228 and the sensor shaft 22
A throttle cable 237 for actuating the throttle sensor 234 via 6 and an adjusting screw 238 for adjusting the initial position of the throttle drum 228. Incidentally, 241, 241, 242, 243 are washers, and 244 is a coil spring.

By detecting the rotation angle of the sensor shaft 226, the throttle sensor 234 sends a signal corresponding to the rotation angle to the control section 85 (see FIG. 18), and the motor output corresponding to the rotation angle of the throttle grip is output. Is calculated and the output (PWM duty signal) is transmitted to the power module 191 (see FIG. 18), so that the power module 191 controls the output of the electric motor unit 162 (see FIG. 12).

The throttle cable 237 comprises an outer cable 237a and an inner wire 237b movably inserted into the outer cable 237a. One end of the outer cable 237a is attached to the cable attachment portion 221a of the throttle drum base 221, and the throttle drum 237a is attached. The inner wire 23 is attached to the wire attaching portion 228a of the 228.
7b is attached to one end, the other end of the outer cable 237a is attached to the bar handle 14 (see FIG. 1), and the other end of the inner wire 237b is attached to a throttle grip (not shown) provided on the bar handle 14. A person operates the throttle grip to operate the throttle sensor 234 via the throttle cable 237 and adjust the output of the electric motor unit 162.

The adjusting screw 238 is screwed into the screw mounting portion 221b of the throttle drum base 221 via the washer 243 and the coil spring 244, and the tip end thereof is the stopper portion 2 of the throttle drum 228.
Apply to 28b. As a result, the adjustment screw 2
By turning 38, the throttle drum 228 can be rotated with respect to the throttle drum base 221.

As described above with reference to FIGS. 11 to 14,
The first aspect of the present invention is that the transmission case 111 is divided into left and right parts, and the electric motor unit 16 is provided in the transmission case 111.
2 for housing the motor shaft 138 of the electric motor unit 162, the magnet body 164, and the stator coil 15
The stator 118 is mounted on the transmission case 111 by applying the stator core 165 holding the two to the holder 121 and by mounting the holder 121 on either the left or right of the transmission case 111 so as to sandwich the stator core 165, for example, the right case 113. The feature is that it is fixed.

By devising the shape of the holder 121, the stator 118 is placed at a desired position on the transmission case 111.
Can be mounted, the electric motor portion 162 can be mounted in the transmission case 111 without complicating the transmission case 111, and the mounting to various transmission cases is easy and versatile. high. In addition, the stator 1
Since the 18 itself does not require any structure for mounting, the stator 118 can have an optimum magnetic circuit structure.

Secondly, the present invention provides a motor shaft 138 of the electric motor portion 162 with a drive gear 125 as a driving force extracting portion at one end side thereof, and a holder in a transmission case, for example, the right case 113, at this one end side. The feature is that 121 is attached.

Since the right case 113 on the drive gear 125 side has increased strength and rigidity to support the power to be transmitted, it is effective to mount the stator 118 on the transmission case side, that is, the right case 113 side. .

Thirdly, according to the present invention, the holder 121 is brought into contact with the edge portion 165b which is the outer peripheral edge of the stator core 165, and the stator core 165 is fitted on either the left or right side of the transmission case 111, for example, the right case 113 in a spigot fitting manner. Is characterized by. The holder 121, the stator core 165, and the transmission case 111 can all have a simple structure, and are effective as a method of fixing the stator 118.

Fourthly, the present invention is characterized in that the holder 121 and one of the left and right sides of the transmission case, for example, the right case 113, are bolted to each other through a collar 122 through which a stator mounting bolt 123 penetrates. The holder 121 can have a simple shape, and the cost of the holder 121 can be suppressed.

[0065]

The present invention has the following effects due to the above configuration. A motor structure of an electric vehicle according to claim 1 is configured such that a transmission case is divided into two left and right parts, and a motor is housed in the transmission case. The rotation shaft of the motor includes a magnet, and a motor coil is provided. By applying the holding stator to the holder member and attaching this holder member to either side of the transmission case so as to sandwich the stator,
Since the stator is fixed to the transmission case, it is possible to attach the stator to a desired position of the transmission case by devising the shape of the holder member.
The motor can be mounted in the transmission case without complicating the transmission case, and it can be easily mounted on various transmission cases and is highly versatile. Further, since the stator itself does not require any particular structure for mounting, the stator can have an optimum magnetic circuit structure.

According to another aspect of the motor structure of the electric vehicle of the present invention, the rotating shaft of the motor is provided with a driving force takeout portion at one end side thereof, and the holder member is attached to the transmission case at the one end side thereof. Since the side transmission case has higher strength and rigidity, it is effective to mount a stator on the side of the transmission case.

In the motor structure for an electric vehicle according to a third aspect of the present invention, the holder member is brought into contact with the outer peripheral edge of the stator, and the stator is fitted in either one of the left and right sides of the transmission case by the spigot fitting.
The holder member, the stator, and the transmission case can all have a simple structure and are effective as a method of fixing the stator.

In the motor structure of the electric vehicle according to the fourth aspect of the present invention, the holder member and one of the left and right sides of the transmission case are bolt-coupled to each other through the collar member through which the bolt penetrates. Therefore, the holder member has a simple shape. Therefore, the cost of the holder member can be suppressed.

[Brief description of drawings]

FIG. 1 is a side view of an electric vehicle that employs a motor structure according to the present invention.

FIG. 2 is a first perspective view of the electric vehicle according to the present invention.

FIG. 3 is a second perspective view of the electric vehicle according to the present invention.

FIG. 4 is a side view of a main part of the electric vehicle according to the present invention.

FIG. 5 is a perspective view illustrating a body frame of an electric vehicle according to the present invention.

FIG. 6 is a plan view of an electric vehicle according to the present invention.

FIG. 7 is a first perspective view illustrating an arrangement state of batteries of an electric vehicle according to the present invention.

FIG. 8 is a second perspective view illustrating an arrangement state of batteries of an electric vehicle according to the present invention.

FIG. 9 is a front view illustrating the arrangement of batteries of an electric vehicle according to the present invention.

FIG. 10 is a perspective view of a rear storage portion in which a battery of an electric vehicle according to the present invention is arranged.

FIG. 11 is a sectional view of an electric motor unit of an electric vehicle according to the present invention.

FIG. 12 is an exploded perspective view of an electric motor unit of an electric vehicle according to the present invention.

FIG. 13 is a sectional view of an essential part showing a stator mounting structure of an electric motor unit of an electric vehicle according to the present invention.

FIG. 14 is a perspective view showing a stator mounting structure of an electric motor unit of an electric vehicle according to the present invention.

FIG. 15 is a cross-sectional view showing a flywheel rotor and an angle detection mechanism of an electric vehicle according to the present invention.

FIG. 16 is a side view of a control portion for an electric motor unit of an electric vehicle according to the present invention.

FIG. 17 is an explanatory diagram of a control portion for an electric motor unit of an electric vehicle according to the present invention.

FIG. 18 is an exploded perspective view of a control portion for an electric motor unit of an electric vehicle according to the present invention.

FIG. 19 is an exploded perspective view of an output adjusting device for an electric motor unit of an electric vehicle according to the present invention.

[Explanation of symbols]

10 ... Electric vehicle, 111 ... Transmission case, 112 ... Left case, 113 ... Right case, 118 ... Stator, 121 ...
Holder member (holder), 122 ... Collar member (color), 123 ... Stator mounting bolt, 125 ... Driving force extracting portion (driving gear), 138 ... Motor rotation shaft (motor shaft), 152 ... Motor coil (stator coil) , 16
Reference numeral 2 ... Motor (electric motor portion), 164 ... Magnet (magnet body), 165b ... Outer peripheral edge of stator (edge portion on the other side).

Continued front page    (72) Inventor Koichi Tadokoro             1516 Aiko, Atsugi City, Kanagawa Prefecture Tokyo Corporation             Inside the Day & Day Atsugi Plant F-term (reference) 3J063 AA06 AB02 AC03 BA01 BA03                       CA01 CD41 XA03 XA05                 5H115 PC06 PG04 PI16 PI29 PU10                       PU11 PV02 PV09 PV24 QN03                       RB22 SE04 SE08 TO12 UI14                       UI32 UI33 UI34 UI35 UI38                 5H605 AA07 BB05 BB10 CC01 CC02                       CC03 CC09 CC10 EA18 EB10                       GG06

Claims (4)

[Claims] 1. A transmission case is divided into left and right parts,
A motor is housed in this transmission case,
A magnet is provided on the rotating shaft of the motor, and the stator holding the motor coil is applied to the holder member, and the holder member is attached to either the left or right side of the transmission case so as to sandwich the stator. A motor structure for an electric vehicle, wherein the motor structure is fixed to a machine case. 2. The electric vehicle according to claim 1, wherein the rotating shaft of the motor is provided with a driving force take-out portion at one end side thereof, and the holder member is attached to a transmission case at the one end side. Motor structure. 3. The electric vehicle according to claim 1, wherein the holder member is brought into contact with an outer peripheral edge of the stator, and the stator is engaged with either one of the left and right sides of the transmission case by a spigot fitting. Motor structure. 4. The holder member and any one of the left and right sides of the transmission case are bolt-coupled to each other via a collar member through which a bolt penetrates. Motor structure of electric vehicle.