JP2005104248A - Power unit in hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a cooling property of a motor as a motive poser unit accommodated in a power transmission case. <P>SOLUTION: This power unit in a hybrid vehicle comprises an engine 20, a stepless transmission gear 23 transmitting a rotary power of a crankshaft 22 connected with the engine 20 to a rear wheel WR side, a driven shaft 60 connected on a driven side of the stepless transmission gear 23 and connected with the rear wheel WR via a deceleration mechanism 69, a drive motor 21b connected with the driven shaft 60 and at least functioning as a motive power unit, and a power transmission case 59 accommodating the stepless transmission gear 23 and the drive motor 21b. A fan 54b is connected with the crankshaft 22. Also, the drive motor 21b and the fan 54b are arranged on the same side of the stepless transmission gear 23 in the power transmission case 59. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a power unit in a hybrid vehicle having an engine and a motor as power sources.

Conventionally, there is known a hybrid vehicle in which power transmission means for transmitting power from the engine to the drive wheel side is housed in a unit case, and the power from the engine and the power from the motor are combined and transmitted to the drive shaft. (For example, Patent Document 1).
In the hybrid vehicle described in Patent Document 1, the drive wheels are connected to the drive shaft protruding in the vehicle width direction from the unit case, and the motor for driving is connected to the outer side in the vehicle width direction. The width of the surroundings tends to be wide.
JP-A-8-175473

As a countermeasure against this, it is conceivable that the motor for driving is housed in the unit case to improve the efficiency of the space. However, the motor for driving in the hybrid vehicle gives driving power to the drive shaft. The rated output and the like are generally large and the calorific value is often large.
Therefore, in order to reduce the width around the drive wheel, when the motor for activation is accommodated in the unit case, it is desired to improve the cooling performance of the motor for activation.

  This invention is made | formed in view of such a situation, The objective is to aim at the improvement of the cooling property of the motor for motor accommodated in the unit case.

In order to solve the above problems, an invention according to claim 1 is an engine (for example, an engine 20 in an embodiment described later),
Power transmission means (for example, described later) that transmits the rotational power of a crankshaft (for example, a crankshaft 22 in embodiments described later) connected to the engine to the drive wheels (for example, rear wheels WR in the embodiments described later). Continuously variable transmission 23) in the embodiment;
A drive shaft connected to the driven side of the power transmission means and connected to the drive wheel (for example, a driven shaft 60 connected to a rear wheel WR in a later-described embodiment via a speed reduction mechanism 69);
A motor connected to the drive shaft and functioning as at least a motor (for example, a drive motor 21b in an embodiment described later);
A power unit (for example, a power unit 11 in an embodiment described later) in a hybrid vehicle including the power transmission means and a unit case (for example, a transmission case 59 in an embodiment described later) that houses the motor,
A fan connected to the crankshaft (for example, a fan 54b in an embodiment described later);
The motor and the fan are both disposed on the same side in the unit case with respect to the power transmission means.
According to such a configuration, the fan rotates together with the crankshaft, and a vortex is generated in the unit case by the rotation.

The invention according to claim 2 is the power unit in the hybrid vehicle according to claim 1,
When the rotation speed of the crankshaft exceeds a predetermined value between the crankshaft and the power transmission means, a power interrupting means (for example, described later) that transmits the rotational power of the crankshaft to the power transmission means A starting clutch 40) in the embodiment is provided.
According to such a configuration, even during idle rotation such as waiting for a signal, the power transmission means is not driven, so that occurrence of friction can be suppressed.

The invention according to claim 3 is the power unit in the hybrid vehicle according to claim 1 or 2,
The motor is attached to the unit case.
According to such a configuration, heat generated from the motor is transferred to the unit case and radiated from the outer surface of the case.

The invention according to claim 4 is the power unit in the hybrid vehicle according to claim 1 or 2,
The motor is attached to an inner wall of the unit case (for example, an inner wall 59A in an embodiment described later).
According to such a configuration, the motor is cooled not only by the cooling air but also by the vortex generated in the unit case by the fan.

The invention according to claim 5 is the power unit in the hybrid vehicle according to claim 3 or claim 4,
Cooling fins (for example, fins 59b in the embodiments described later) are provided on the outer surface (for example, outer wall 59B in the embodiments described later) of the unit case.
According to such a configuration, the surface area of the outer surface of the motor mounting portion serving as the heat radiating surface is increased, and the cooling performance by the traveling wind is further improved.

According to the first aspect of the present invention, the fan rotates together with the crankshaft, and a vortex flow is generated in the unit case by the rotation. Therefore, the motor for generating a large amount of heat can be effectively cooled.
Further, the motor can be forcibly cooled even during idle rotation such as waiting for a signal without traveling wind.
According to the invention of claim 2, since the power transmission means is not driven even during idle rotation such as waiting for a signal, the occurrence of friction can be suppressed.

According to the invention of claim 3, since the heat generated from the motor is transferred to the unit case and radiated from the outer surface of the case, the motor cooling effect by the traveling wind can be enhanced. The motor is cooled not only by the running wind but also by the vortex generated in the unit case by the fan, so that the motor can be cooled more effectively.
According to the invention which concerns on Claim 5, since the surface area of the motor attachment part outer surface used as a thermal radiation surface increases, the cooling performance by driving | running | working wind improves further and a motor can be cooled still more effectively.

Hereinafter, an embodiment of a hybrid vehicle according to the present invention will be described with reference to the drawings of FIGS.
In the following description, the front side refers to the forward direction of the vehicle, and the right side and the left side refer to the right side and the left side in the direction in which the vehicle advances.

  As shown in FIG. 1, the hybrid vehicle in this embodiment is a unit swing type motorcycle and includes a front fork 1 that supports a front wheel WF in front of the vehicle body. The front fork 1 is pivotally supported by a head pipe 2 and can be steered by operating a handle 3. A down pipe 4 is attached rearward and downward from the head pipe 2, and an intermediate frame 5 extends substantially horizontally from the lower end of the down pipe 4. Further, a rear frame 6 is formed from the rear end of the intermediate frame 5 toward the rear and upward. One end of a power unit 11 including a power source is pivotally attached to the body frame 10 thus configured.

The power unit 11 has a rear wheel WR, which is a driving wheel, rotatably attached to the other rear side of the power unit 11 and is suspended by a rear cushion attached to the rear frame 6. As a unit swing type that can swing.
Further, the outer periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which a passenger is seated is fixed to the rear and upper surface of the vehicle body cover 13. A step floor 15 on which a passenger puts his / her foot is formed in front of the seat 14. A storage box 100 that functions as a utility space for storing, for example, a helmet or luggage is provided below the seat 14.

  As shown in FIG. 2, the power unit 11 is connected to an engine 20 that is an internal combustion engine that obtains output by burning a combustible air-fuel mixture, an ACG starter motor 21 a that functions as a starter and a generator, and a crankshaft 22. The power transmission between the continuously variable transmission (power transmission means) 23 for transmitting the power from the engine 20 to the rear wheels WR as drive wheels and the drive side of the crankshaft 22 and the continuously variable transmission 23 is intermittently performed. The starting clutch (power interrupting means) 40, the drive motor (motor) 21b functioning as a motor or a generator, and the engine 20 and the drive motor 21b transmit power to the rear wheel WR side, but from the rear wheel WR The engine 20 includes a one-way clutch 44 that does not transmit power, and a speed reduction mechanism 69 that reduces the output from the continuously variable transmission 23 and transmits it to the rear wheels WR. There.

Power from the engine 20 is transmitted from the crankshaft 22 to the rear wheels WR via the starting clutch 40, the continuously variable transmission 23, the one-way clutch 44, the driven shaft (drive shaft) 60, and the speed reduction mechanism 69.
On the other hand, power from the drive motor 21 b is transmitted to the rear wheel WR via the driven shaft 60 and the speed reduction mechanism 69. That is, the driven shaft 60 of the continuously variable transmission 23 that serves as the drive shaft of the rear wheel WR via the speed reduction mechanism 69 is also a motor output shaft of the drive motor 21b.

A battery 74 is connected to the ACG starter motor 21a and the drive motor 21b. The battery 74 supplies electric power to the motors 21a and 21b when the drive motor 21b functions as a motor and when the ACG starter motor 21a functions as a starter, and the ACG starter motor 21a and the drive motor 21b are generators. When these functions, the regenerative power is charged.
Control of the engine 20, the ACG starter motor 21a, and the drive motor 21b is performed by the control unit 7 which is a control means.

The engine 20 has a configuration in which an air-fuel mixture composed of air and fuel is sucked from an intake pipe 16 and burned, and a throttle valve 17 that controls the amount of air is rotatably provided in the intake pipe 16. The throttle valve 17 rotates according to the operation amount of a throttle grip (not shown) operated by the passenger.
Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed. When the throttle grip is operated greatly, the throttle valve 17 opens widely, a large amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 decreases. Along with this, the amount of air and the amount of fuel taken into the engine 20 increase.
On the other hand, when the throttle grip is operated to be small, the throttle valve 17 opens slightly, a small amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 increases. Along with this, the amount of air and the amount of fuel taken in by the engine 20 are reduced.

Next, an embodiment of the power unit 11 including the engine 20 and the drive motor 21b will be described with reference to FIG.
The engine 20 includes a piston 25 connected to a crankshaft 22 via a connecting rod 24. The piston 25 is slidable within a cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal. Further, a cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a in which the air-fuel mixture is combusted by the cylinder head 28, the cylinder 27, and the piston 25 is formed.

The cylinder head 28 is provided with a valve (not shown) for controlling intake or exhaust of the air-fuel mixture into the combustion chamber 20a, and an ignition plug 29. The opening and closing of the valve is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The camshaft 30 includes a driven sprocket 31 on one end side, and an endless cam chain 33 is stretched between the driven sprocket 31 and a drive sprocket 32 provided at one end of the crankshaft 22. For this reason, the camshaft 30 can be rotated in conjunction with the rotation of the crankshaft 22. A water pump 34 that cools the engine 20 is provided at one end of the camshaft 30.
The water pump 34 is attached such that its rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.

A stator case 49 is connected to the right side in the vehicle width direction of the crankcase 48 that supports the crankshaft 22, and the ACG starter motor 21a is accommodated therein. The ACG starter motor 21 a is a so-called outer rotor type motor, and its stator includes a coil 51 in which a conductive wire is wound around a tooth 50 fixed to a stator case 49. On the other hand, the outer rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 53 is disposed on the inner peripheral surface of the outer rotor 52.
A fan 54a for cooling the ACG starter motor 21a is attached to the outer rotor 52. When the fan 54a rotates in synchronization with the crankshaft 22, it is formed on the side surface 55a of the cover 55 of the stator case 49. Cooling air is taken in from the cooling air intake.

  A transmission case (unit case) 59 is connected to the left side of the crankcase 48 in the vehicle width direction, and a fan 54b fixed to the left end portion of the crankshaft 22 and a start clutch 40 are connected to the crankshaft 22 inside the transmission case. The continuously variable transmission 23 connected to the drive side and the drive motor 21b connected to the driven side of the continuously variable transmission 23 are accommodated.

The fan 54b cools the continuously variable transmission 23 and the drive motor 21b accommodated in the transmission case 59. The fan 54b is on the same side as the drive motor 21b with respect to the continuously variable transmission 23, that is, in this embodiment. It is arranged on the left side in the vehicle width direction.
A cooling air intake 59a is formed on the vehicle body front side and left side of the transmission case 59, and when the fan 54b rotates in synchronization with the crankshaft 22, the transmission case is provided from the cooling air intake 59a located in the vicinity of the fan 54b. Outside air is taken into 59, and the drive motor 21b and the continuously variable transmission 23 are forcibly cooled.

The continuously variable transmission 23 has a drive-side transmission pulley 58 attached via a starting clutch 40 to the left end of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction, and an axis parallel to the crankshaft 22. This is a belt converter in which an endless V-belt 63 is wound between a driven shaft 60 supported by a transmission case 59 and a driven transmission pulley 62 mounted via a one-way clutch 44.
As shown in the enlarged view of the main part of FIG. 5, the drive-side transmission pulley 58 is attached to the crankshaft 22 via the sleeve 58d so as to be rotatable in the circumferential direction, and is fixed to the drive-side fixed fixed on the sleeve 58d. A pulley half 58a and a drive-side movable pulley half 58c that is slidable in the axial direction with respect to the sleeve 58d but non-rotatable in the circumferential direction are provided.

On the other hand, the driven-side transmission pulley 62 has a driven-side fixed pulley half 62a that is restricted from sliding in the axial direction with respect to the driven shaft 60 but is rotatably mounted in the circumferential direction, and the driven-side fixed pulley. The driven-side movable pulley half 62b is mounted on the boss 62c of the half 62a so as to be slidable in the axial direction.
Then, a substantially V-shaped cross section formed between the driving-side fixed pulley half 58a and the driving-side movable pulley half 58c and between the driven-side fixed pulley half 62a and the driven-side movable pulley half 62b. An endless V belt 63 is wound around the belt groove.
On the back side (left side in the vehicle width direction) of the driven-side movable pulley half 62b, a spring 64 that constantly biases the driven-side movable pulley half 62b toward the driven-side fixed pulley half 62a is disposed. Yes.

  In such a configuration, when the rotation speed of the crankshaft 22 increases, in the driving transmission pulley 58, centrifugal force acts on the weight roller 58b, and the driving movable pulley half 58c slides toward the driving fixed pulley half 58a. Move. The drive-side movable pulley half 58c is close to the drive-side fixed pulley half 58a by the amount of sliding, and the groove width of the drive-side transmission pulley 58 is reduced, so that the drive-side transmission pulley 58 and the V-belt 63 are in contact with each other. The position shifts radially outward of the drive side transmission pulley 58, and the winding diameter of the V belt 63 increases. Accordingly, in the driven transmission pulley 62, the width of the groove formed by the driven fixed pulley half 62a and the driven movable pulley half 62b increases. That is, the winding diameter (transmission pitch diameter) of the V-belt 63 continuously changes according to the rotation speed of the crankshaft 22, and the gear ratio automatically and continuously changes.

The starting clutch 40 is formed on the outer side of the vehicle body (left side in the vehicle width direction in the present embodiment) from the continuously variable transmission 23, that is, between the driving-side fixed pulley half 58a and the fan 54b and in the transmission case 59. It is provided in the vicinity of the cooling air inlet 59a.
The starting clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an outer plate 40b fixed to the left end portion of the crankshaft 22, and a radius 40 via a weight 40c on the outer edge of the outer plate 40b. The shoe 40d is attached so as to face outward in the direction, and a spring 40e for urging the shoe 40d radially inward.

In such a configuration, when the engine speed, that is, the rotation speed of the crankshaft 22 is a predetermined value (for example, 3000 rpm) or less, power transmission between the crankshaft 22 and the continuously variable transmission 23 is interrupted.
When the engine speed increases and the crankshaft 22 speed exceeds the predetermined value, the centrifugal force acting on the weight 40c resists the biasing force acting radially inward by the spring 40e, and the weight 40c moves radially outward. As a result, the shoe 40d presses the inner peripheral surface of the outer case 40a with a force equal to or greater than a predetermined value. As a result, the rotation of the crankshaft 22 is transmitted to the sleeve 58d through the outer case 40a, and the drive side transmission pulley 58 fixed to the sleeve 58d is driven.

The one-way clutch 44 includes a cup-shaped outer clutch 44a, an inner clutch 44b coaxially inserted in the outer clutch 44a, and a roller that can transmit power from the inner clutch 44b to the outer clutch 44a in only one direction. 44c. The outer clutch 44a also serves as the inner rotor body of the drive motor 21b and is composed of the same member as the inner rotor body. Furthermore, the inner periphery of the inner clutch 44b and the left end portion of the boss portion 62c in the driven side fixed pulley half 62a are spline-coupled to each other.
Thus, the one-way clutch 44 is disposed in the inner rotor 80 of the drive motor 21b configured in the inner rotor format, and is disposed on the back side (left side in the vehicle width direction) of the driven-side movable pulley half 62b. The spring 64 is arranged adjacent to the vehicle width direction.

  In this configuration, the power from the engine 20 side transmitted to the driven side transmission pulley 62 of the continuously variable transmission 23 is driven side fixed pulley half 62a, inner clutch 44b, outer clutch 44a, that is, inner rotor main body, driven shaft 60. , And transmitted to the rear wheel WR via the speed reduction mechanism 69, the power from the rear wheel WR side when the vehicle is pushed and regeneratively operated, etc. is reduced by the speed reduction mechanism 69, the driven shaft 60, and the inner rotor body. In other words, it is transmitted up to the outer clutch 44a, but the outer clutch 44a rotates idly with respect to the inner clutch 44b, so that it is not transmitted to the continuously variable transmission 23 and the engine 20.

On the vehicle body rear side of the transmission case 59, an inner rotor type drive motor 21b having a driven shaft 60 as a motor output shaft is provided. That is, the drive motor 21b according to the present embodiment is attached to the speed reduction mechanism 69 via the driven shaft 60, and the motor output shaft, that is, the driven shaft 60 is arranged to be directed in the vehicle width direction.
The inner rotor 80 includes a driven shaft 60 that is also an output shaft of the continuously variable transmission 23, and an inner rotor body that is spline-coupled to the driven shaft 60 through a cup-shaped boss portion 80b that is formed at the center thereof. The clutch 44b and a magnet 80c disposed on the outer peripheral surface on the opening side of the inner clutch 44b are configured. A plurality of detected bodies 82 to be detected by a rotor sensor 81 attached to the inner wall 59A of the transmission case 59 are attached to the outer peripheral surface on the bottom side of the inner clutch 44b.
On the other hand, the stator 83 is constituted by a coil 83c in which a conductive wire is wound around a tooth 83b fixed to the stator case 83a in the transmission case 59.

The drive motor 21b functions as a motor when assisting the output of the engine 20 by having the above configuration, and converts the rotation of the driven shaft 60 into electric energy, and a battery (not shown in FIG. 2). It also functions as a generator (regenerator) that regeneratively charges 74.
A PWM (Pulse Width Modulation) signal for controlling the drive motor 21b and power during regeneration are input / output from a terminal (not shown).

Further, the drive motor 21b is directly attached to the inner wall 59A of the metal transmission case 59 via the stator case 83a, and the outer wall (motor mounting portion outer surface) 59B of the transmission case 59 corresponding to the directly attached portion is attached to the drive motor 21b. As shown in FIG. 4, a plurality of cooling fins 59b extending in the longitudinal direction of the vehicle body are provided at intervals. In other words, the drive motor 21b is arranged on the outer side (left side) in the vehicle width direction of the continuously variable transmission 23, in other words, on the opposite side of the speed reduction mechanism 69 with the continuously variable transmission 23 interposed therebetween, in the plan layout.
Furthermore, the drive motor 21b is disposed above the line L connecting the crankshaft 22 and the axle 68 of the rear wheel WR and in front of the vehicle body 68, as viewed from the side of the vehicle body shown in FIG. That is, the driven shaft 60 that is the output shaft of the drive motor 21b is located above the line L.

The speed reduction mechanism 69 is provided in a transmission chamber 70 connected to the right side of the rear end portion of the transmission case 59. The speed reduction mechanism 69 includes an intermediate shaft 73 supported in parallel with the driven shaft 60 and the axle 68 of the rear wheel WR. A first reduction gear pair 71, 71 formed at the right end portion of the shaft 60 and the center portion of the intermediate shaft 73, and a second reduction gear formed at the right end portion of the intermediate shaft 73 and the left end portion of the axle 68, respectively. And a pair 72.72.
With this configuration, the rotation of the driven shaft 60 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 68 of the rear wheel WR that is pivotally supported in parallel therewith.

The control unit 7 that performs overall control of the engine 20, the ACG starter motor 21a, and the drive motor 21b is control means having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.
The control unit 7 receives information from a throttle opening sensor that detects the opening degree of the throttle valve 17, the negative pressure sensor 19, the rotor sensors 57, 81, and the like, and each driver of the ACG starter motor 21a and the drive motor 21b. 90 and 91 and a predetermined control signal is output to an ignition device that operates the ignition plug 29 of the engine 20.

In the hybrid vehicle configured as described above, when starting the engine, the crankshaft 22 is rotated using the ACG starter motor 21a on the crankshaft 22. At this time, the starting clutch 40 is not connected, and power transmission from the crankshaft 22 to the continuously variable transmission 23 is interrupted. Then, in synchronism with the rotation of the crankshaft 22, the fuel mixture sucked into the cylinder 27 is burned by the spark plug, and the piston 25 is reciprocated.
When the rotational speed of the crankshaft 22 exceeds a predetermined value (for example, 3000 rpm) corresponding to the operation amount of the throttle grip, the rotational power of the crankshaft 22 is transmitted via the start clutch 40 to the continuously variable transmission 23, the one-way. Transmission to the clutch 44 and the speed reduction mechanism 69 drives the rear wheel WR.

At the time of starting, it is also possible to operate the drive motor 21b by power supply from the battery 74 and assist the rotation of the driven shaft 60 by engine power.
Further, instead of starting by the engine 20, starting by only the drive motor 21b is possible. In this case, the rotation of the driven shaft 60 by the drive motor 21b is not transmitted to the driven transmission pulley 62 by the one-way clutch 44, so the continuously variable transmission 23 is not driven. Thereby, when driving | running | working driving the rear-wheel WR only with the drive motor 21b, energy transmission efficiency improves.

When the vehicle is running only with the engine 20, when the load is large, such as during acceleration or high speed, the driving of the engine can be assisted by the drive motor 21b. At this time, the rotational power of the crankshaft 22 due to the reciprocating motion of the piston 25 is transmitted to the driven shaft 60 via the start clutch 40, the continuously variable transmission 23, and the one-way clutch 44, and the power from the drive motor 21b. Is also transmitted via the one-way clutch 44, and the combined power of these drives the rear wheels WR via the speed reduction mechanism 69.
On the contrary, when the vehicle is traveling only by the drive motor 21b, the engine 20 can assist the motor traveling.

When traveling at a constant speed (cruise traveling) using only the drive motor 21b as a power source, even if the engine 20 is driven, if it is less than or equal to the connection rotational speed of the start clutch 40 (the above predetermined value), Power generation by the ACG starter motor 21a can be performed without driving the continuously variable transmission 23.
When traveling at a constant speed using only the drive motor 21b as a power source, the power transmission from the drive motor 21b to the rear wheels WR is performed without driving the continuously variable transmission 23. Excellent.

At the time of deceleration, the one-way clutch 44 does not transmit the rotation of the driven shaft 60 to the driven transmission pulley 62 of the continuously variable transmission 23, so that the rotation of the axle 68 is driven without driving the continuously variable transmission 23. Can be directly regenerated to the drive motor 21b.
That is, during the regenerative operation from the rear wheel WR to the drive motor 21b, the power transmitted from the rear wheel WR to the drive motor 21b is not consumed for driving the continuously variable transmission 23, so the charging efficiency during regeneration is improved. To do.

As described above, in the hybrid vehicle according to the present embodiment, the fan 54b is connected to the crankshaft 22, and the drive motor 21b and the fan 54b are arranged on the same side with respect to the continuously variable transmission 23 in the transmission case 59. As a result, the fan 54b rotates together with the crankshaft 22, and a vortex is generated in the transmission case 59 by the rotation. Therefore, the drive motor 21b having a large calorific value can be effectively cooled. Further, the drive motor 21b can be forcibly cooled even during idle rotation such as waiting for a signal without traveling wind.
Further, the drive motor 21b is attached to the inner wall 59A of the transmission case 59, and heat generated from the drive motor 21b is directly transmitted to the outer surface of the case to enhance the cooling effect by the traveling wind, and cooling by the vortex generated in the transmission case 59 by the fan 54b. Therefore, the cooling performance of the drive motor 21b can be improved.
Furthermore, since the cooling fins 59b are provided on the outer surface (outer wall 59B) of the drive motor mounting portion of the transmission case 59, the heat radiation area is increased, and the cooling performance by running wind can be further improved.

In addition to the above, in this embodiment, a one-way clutch 44 capable of transmitting power in one direction from the continuously variable transmission 23 to the driven shaft 60 is provided between the continuously variable transmission 23 and the driven shaft 60. Thus, power transmission from the driven shaft 60 side to the engine 20 side is always cut off. Therefore, the above-described shut-off operation is not required when shifting to the regenerative operation from the rear wheel WR to the drive motor 21b, and the power transmitted from the rear wheel WR to the drive motor 21b during the regenerative operation drives the continuously variable transmission 23. Therefore, the regenerative charging efficiency can be improved.
Further, when the power source is switched from the state of only the engine 20 to the state of only the drive motor 21b, the power source switching operation is not required and is transmitted from the drive motor 21b to the rear wheels WR during traveling by only the drive motor 21b. Therefore, the energy transmission efficiency can be improved.
Furthermore, since the one-way clutch 44 is used as the one-way power transmission means, the power unit 11 can be reduced in size even when a centrifugal clutch is used.

In addition, since the drive motor 21b is configured as an inner rotor type and the one-way clutch 44 is disposed inside the inner rotor 80, even if the inner rotor 80 is inevitably increased in size due to the requirements of the specifications, it is generated inside the inner rotor 80. It is possible to effectively use a dead space that tends to be reduced, and the power unit 11 can be downsized.
Furthermore, since the continuously variable transmission 23 is disposed adjacent to the spring 64 that urges the driven movable pulley half 62b in the vehicle width direction, it is possible to effectively use dead space that tends to occur in the vicinity of the spring 64. The power unit 11 can be further reduced in size. .

In addition to the above, in this embodiment, a starting clutch 40 is provided between the crankshaft 22 and the continuously variable transmission 23, and the rotational power of the crankshaft 22 is increased when the rotational speed of the crankshaft 22 exceeds the predetermined value. Is transmitted to the continuously variable transmission 23, the following effects are obtained.
That is, when the engine speed is equal to or lower than the predetermined value, the power transmission between the crankshaft 22 and the continuously variable transmission 23 is interrupted. The rear wheel drive by the drive motor 21b having a large torque in the region becomes possible. As a result, the drive loss can be reduced in the low rotation range.
Further, for example, when the engine speed is small during idle rotation, the rotational power of the crankshaft 22 is efficiently converted into electric energy by the ACG starter motor 21a without being consumed by the continuously variable transmission 23. Therefore, the power generation efficiency in the ACG starter motor 21a is improved. Further, when waiting for a signal or the like, the continuously variable transmission 23 is not driven, so that occurrence of friction can be suppressed.

In addition to the above, in this embodiment, the start clutch 40 and the drive motor 21b are arranged on the outer side in the vehicle width direction with respect to the continuously variable transmission 23, so that the start can be started only by opening the transmission case 59 that accommodates them. The clutch 40 and the drive motor 21b can be exposed to the outside. Therefore, maintenance is improved and attachment is also improved. Further, in such a configuration, since the starting clutch 40 and the drive motor 21b are arranged on the same side with respect to the continuously variable transmission 23, compared to a case where the starting clutch 40 and the drive motor 21b are arranged on the other side with the continuously variable transmission 23 interposed therebetween, The dimension in the vehicle width direction can be reduced.
Further, since the starting clutch 40 is disposed in the vicinity of the cooling air intake 59a formed in the transmission case 59, the starting clutch 40 is effectively forcedly cooled by the outside air taken into the transmission case 59 from the cooling air intake 59a. This can improve the cooling performance of the starting clutch 40.
Further, since the starting clutch 40 and the drive motor 21b are disposed on the opposite side of the ACG starter motor 21a with the continuously variable transmission 23 interposed therebetween, the starting clutch 40 and the driving motor 21b disposed on the same side with respect to the continuously variable transmission 23 and The drive motor 21b and the ACG starter motor 21a, which is heavier than the starting clutch 40 and the drive motor 21b, are distributed in the vehicle width direction (left and right) with the continuously variable transmission 23 interposed therebetween.

In addition to the above, in the present embodiment, the drive motor 21b is attached to the speed reduction mechanism 69, that is, the driven shaft 60. Therefore, the speed reduction mechanism 69 originally provided between the continuously variable transmission 23 and the rear wheel WR is used. The power from the drive motor 21b can be decelerated and transmitted to the rear wheel 69.
Therefore, the following effects can be obtained as compared with a motor direct-coupled power unit in which the drive motor 21b is directly coupled to the axle 68 and is not provided with a speed reduction mechanism between the continuously variable transmission 23 and the rear wheel WR. .
That is, even if the generated power of the drive motor 21b is the same, but it is finally necessary to decelerate, it is necessary to add a new decelerating mechanism between the continuously variable transmission 23 and the rear wheel WR. Without increasing the number of parts. On the other hand, when the power finally transmitted to the rear wheel WR is the same, the drive motor 21b can be further downsized.

In addition to the above configuration, in the present embodiment, the drive motor 21b is disposed on the opposite side of the speed reduction mechanism 69 with the continuously variable transmission 23 interposed therebetween, so that the heavy drive motor 21b and the speed reduction mechanism 69 are 23, the vehicle is distributed in the vehicle width direction (left and right).
In addition, since the drive motor 21b is disposed above the line L connecting the crankshaft 22 and the axle 68 in a side view of the vehicle body, the drive motor 21b in a hybrid vehicle that tends to be large can be positioned further upward. As a motorcycle, a larger bank angle can be secured.
Further, since the drive motor 21b is disposed such that the longitudinal direction of the motor output shaft (driven shaft 60) is directed in the vehicle width direction, and the motor output shaft is disposed in front of the vehicle body relative to the axle 68, the length in the longitudinal direction of the vehicle body. The length can be shortened.

In addition, this invention is not limited to the said Example, A various design change is possible in the range which does not deviate from the summary. For example, the application target is not limited to a two-wheeled vehicle, but may be another moving body such as a three-wheeled vehicle or a four-wheeled vehicle.
Further, in the above embodiment, the belt converter (the continuously variable transmission 23) is used as the power transmission means, but other transmissions may be used.
The mounting position of the drive motor 21b is not limited to the rear wheel WR but may be the front wheel WF.

1 is a side view of a hybrid motorcycle including a power unit according to the present invention. It is a block diagram which shows the system structure of the two-wheeled vehicle shown in FIG. It is sectional drawing of the power unit shown in FIG. It is an enlarged view of the power unit shown in FIG. It is a principal part enlarged view of FIG.

Explanation of symbols

11 Power unit 20 Engine 21b Drive motor (motor)
22 Crankshaft 23 Continuously variable transmission (power transmission means)
40 Starting clutch (power intermittent means)
54b Fan 59 Transmission case (unit case)
59A Inner wall 59B Outer wall (motor mounting part outer surface)
59b Fin
60 Driven shaft (drive shaft)
WR Rear wheel (drive wheel)

Claims (5)

Engine,
Power transmission means for transmitting the rotational power of the crankshaft connected to the engine to the drive wheel side;
A drive shaft coupled to the driven side of the power transmission means and coupled to the drive wheel;
A motor connected to the drive shaft and functioning as at least a motor;
A power unit in a hybrid vehicle comprising the power transmission means and a unit case that houses the motor,
A fan connected to the crankshaft;
The power unit in a hybrid vehicle, wherein the motor and the fan are both disposed on the same side of the power transmission means in the unit case.   A power interrupting means for transmitting the rotational power of the crankshaft to the power transmission means when the rotational speed of the crankshaft exceeds a predetermined value between the crankshaft and the power transmission means; The power unit in the hybrid vehicle according to claim 1, wherein the power unit is a hybrid vehicle.   The power unit in the hybrid vehicle according to claim 1, wherein the motor is attached to the unit case.   The power unit in the hybrid vehicle according to claim 1, wherein the motor is attached to an inner wall of the unit case. The power unit in the hybrid vehicle according to claim 3 or 4, wherein a cooling fin is provided on an outer surface of the motor mounting portion of the unit case.

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