JP2006051853A - Electromotive two-wheeled vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electromotive two-wheeled vehicle capable of improving vehicular handling properties. <P>SOLUTION: The electromotive two-wheeled vehicle is provided with an electric motor 21b for driving wheels, a motor control part 86 having a normal control mode for normal travelling and a pulling control mode with a motor driving speed limited more than that of the normal control mode, a seat sensor 90 for switching the control mode to the pulling control mode when a driver is not seated, a throttle grip 85 for adjusting output of the electric motor 21b. The electromotive two-wheeled vehicle is provided with a toggle switch 91 capable of selecting normal rotation or reverse rotation of the electric motor 21b during the pulling control mode. When the toggle switch 91 is operated while pulling the vehicle, a switching signal is inputted to a driving direction switching means 89 and the driving direction of the electric motor 21b is switched to the normal or reverse rotation. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an electric motorcycle having an electric motor for driving wheels.

  This type of electric motorcycle is equipped with an electric motor for driving the wheels, and normally adjusts the output of the electric motor by operating an accelerator (drive operation device) provided on the handle grip.

  By the way, such an electric two-wheeled vehicle is loaded with heavy objects such as an electric motor, a battery, a control device, and the like, so that an operation in a so-called pushing walk tends to be heavy. For this reason, in recent years, it has been devised that the electric motor is operated at a low speed even while pushing, thereby reducing the operation burden on the driver (see, for example, Patent Document 1).

The electric motorcycle has a push-walk control mode in which the motor control unit restricts the motor drive speed as compared to the normal control mode, in addition to the normal control mode for normal travel. It can be switched. Further, the motor drive speed control is performed according to the accelerator operation, and the electric motor is driven at a low speed according to the accelerator operation even in the push-walk control mode.
JP-A-9-263290

  However, this conventional electric motorcycle can freely move the vehicle forward according to the accelerator operation in the push-and-walk control mode, but the driving force by the electric motor does not act on the wheels during the reverse operation by pulling the handle.

  Therefore, the present invention is intended to provide an electric motorcycle that can further improve the handling performance of the vehicle.

  In order to achieve the above object, the invention described in claim 1 includes an electric motor for driving wheels (for example, an electric motor 21b in an embodiment described later), a normal control mode for normal travel, and the normal control mode. A motor control unit having a push-walking control mode in which the motor drive speed is more limited (for example, a motor control unit 86 in an embodiment described later), and a push-walking selection switch for switching the control mode of the motor control unit to the push-walking control mode (For example, a seat sensor 90 in an embodiment described later) and a drive operation device (for example, a throttle grip 85 in an embodiment described later) that adjusts the output of the electric motor according to the operation amount of the driver. In the electric motorcycle, in the push-walking control mode, drive direction selection means (for example, capable of selecting forward rotation and reverse rotation of the electric motor) If, and to provide a toggle switch 91) will be described in the exemplary embodiment.

  In the case of the present invention, when the driving direction of the electric motor is selected by the driving direction selection means during the pushing walk, the electric motor rotates in the driving direction at a speed corresponding to the operation amount of the driving operation device. For this reason, the torque of the electric motor for pushing and walking acts not only in the forward direction but also in the backward direction on the vehicle.

  Further, the invention described in claim 2 is configured such that the selection operation of the driving direction selection means is performed by a toggle switch (for example, a toggle switch 91 in an embodiment described later). In this case, it is possible to freely switch between normal rotation and reverse rotation of the electric motor by lever operation of the toggle switch.

  According to a third aspect of the present invention, the output of the electric motor according to the operation amount of the drive operation device is made different between when the vehicle is moving forward and when the vehicle is moving backward. Since the ease of pushing and walking is different between the forward and backward movement of the vehicle, the present invention makes the output of the electric motor different according to the ease of pushing and walking.

  According to a fourth aspect of the present invention, the engine as the first power source and the input side are connected to the crankshaft of the engine, while the output side is connected to the drive wheel side, and the input side rotational speed is set. A centrifugal clutch that connects the input side and the output side when the value exceeds the value, a power transmission device that transmits engine power to the drive wheel side via the centrifugal clutch, and a power transmission device that is interposed in the middle of the power transmission device A one-way clutch that allows power transmission in the vehicle forward direction from the engine to the drive wheels, an electric motor that is a second power source connected to the power transmission device, a normal control mode for normal travel, A motor control unit having a push-walk control mode in which the motor drive speed is limited compared to the control mode, and a push-walk selection switch for switching the control mode of the motor control unit to the push-walk control mode; A drive direction selection means capable of selecting normal rotation and reverse rotation of the electric motor in a push-walking control mode in an electric motorcycle including a drive operation device that adjusts an output of the electric motor according to an operation amount of a driver It was made to provide.

  In the case of this invention, when pushing, when the driving direction of the electric motor is selected by the driving direction selecting means, the electric motor rotates in the driving direction at a speed corresponding to the operation amount of the driving operation device, and the driver's The torque of the electric motor acts in the push-walking direction. When pushing in the vehicle backward direction, if the torque of the electric motor does not act, the input side of the power transmission device is driven by the drive wheels via the one-way clutch, causing a burden on the driver to push the vehicle. However, this burden is reduced by applying the torque of the electric motor at this time.

  According to the first aspect of the present invention, when pushing, the drive direction selection means selects the drive direction of the electric motor so that the torque of the electric motor acts in both the vehicle forward direction and the reverse direction. Therefore, the handling performance of the vehicle can be greatly improved as compared with the conventional one in which the torque of the electric motor can be applied only in the forward direction.

  According to the second aspect of the present invention, since the drive direction selection means is selected by a toggle switch that does not require a large installation space, the drive direction selection means can be easily provided to an electric motorcycle with limited equipment installation space. In addition to being able to be installed, the number of switch levers can be one, so the driver's operational burden can be reduced.

  According to the third aspect of the invention, since the output of the electric motor is changed when the vehicle moves forward and backward according to the ease of pushing and walking, the handling of the vehicle during pushing and walking can be further improved.

  According to the fourth aspect of the present invention, the driver's burden caused by the input side of the power transmission device being rotated through the one-way clutch when the vehicle is pushed backward is reduced by the torque of the electric motor. The handling of the vehicle can be greatly improved.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
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.

The electric motorcycle according to this embodiment is a hybrid scooter. As shown in FIG. 1, the electric motorcycle includes a power unit 11 including an electric motor 21b supported as a unit swing type on a body frame 10 together with a rear wheel WR. Has been.
A front fork 1 that pivotally supports the front wheel WF is provided in front of the body of the electric motorcycle, and the front fork 1 is rotatably supported by a head pipe 2 that forms part of the body frame 10. The upper end portion of the front fork 1 is connected to the handle 3, and the vehicle can be steered by operating the handle 3. A down pipe 4 extending downward at the rear is attached to the head pipe 2, and an intermediate frame 5 extends substantially horizontally at the lower end of the down pipe 4. A rear frame 6 is provided at the rear end of the intermediate frame 5 and extends upward from the rear. The vehicle body frame 10 includes the above-described head pipe 2, down pipe 4, intermediate frame 5, and rear frame 6 as main elements.

  The periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which an occupant is seated is fixed to an upper bulging portion at the approximate center of the vehicle body cover 13. A step floor 15 on which a passenger puts his / her foot is formed at a position in front of the seat 14 so as to be lowered. A storage box 100 that functions as a utility space for storing, for example, a helmet or luggage is provided below the seat 14.

  Here, the schematic configuration of the power unit 11 will be described with reference to FIG. 2. The power unit 11 can be used as a generator in addition to the engine 20 as a first power source and a function as a starter for starting the engine 20. A functioning ACG starter motor 21a, a continuously variable transmission 23 that converts the power of the engine 20 into a gear ratio corresponding to the engine operating speed and transmits it to the rear wheels WR as drive wheels, and the engine 20 and the continuously variable transmission 23 The power is transmitted from the continuously variable transmission 23 to the rear wheel WR side, while the power is transmitted from the rear wheel WR to the continuously variable transmission 23 side. The one-way clutch 44, and the reduction gear that decelerates the output transmitted to the rear wheel WR between the rear wheel WR side output portion (driven shaft 60) of the one-way clutch 44 and the axle 68 of the rear wheel WR. And 69, is connected to the input side of the speed reduction mechanism 69, the comprises an electric motor 21b, a function as a power generator functions as a mover, which is the second power source. In the case of this embodiment, the continuously variable transmission 23, the driven shaft 60, the speed reduction mechanism 69, and the like constitute a power transmission device that transmits the power of the engine 20 to the drive wheel (rear wheel WR) side.

This power unit 11 basically has two drive systems, and one drive system uses the centrifugal clutch 40, the continuously variable transmission 23, the one-way clutch 44, the driven shaft 60, and the speed reduction mechanism 69 for the power of the engine 20. And the other drive system transmits the power of the electric motor 21b to the rear wheel WR via the driven shaft 60 and the speed reduction mechanism 69.
A battery 74 is connected to the ACG starter motor 21a and the electric motor 21b. When these motors 21a and 21b function as a starter and a motor, power is supplied from the battery 74 to the motors 21a and 21b. When the power generators 21a and 21b function as generators, the regenerative power is charged in the battery 74. Furthermore, in the case of the electric motorcycle according to this embodiment, the electric motor 21b is driven mainly by the electric power generated by the ACG starter motor 21a when starting.
The control of the engine 20, the ACG starter motor 21a, the electric motor 21b, etc. is performed by the control unit 7. A part of the control unit 7 constitutes a motor control unit in the present invention.

  The engine 20 is configured to suck and burn an air / fuel mixture from the intake pipe 16, 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 the throttle grip 85 (drive operation device in the present invention) operated by the driver. Further, an injector 18 that injects fuel and a negative pressure sensor 19 that detects a negative pressure in the intake pipe are disposed between the throttle valve 17 and the engine 20.

Next, a specific configuration of the power unit 11 will be described with reference to FIG.
In the engine 20, a piston 25 is slidably accommodated in a cylinder 27 of a cylinder block 26, and a crankshaft 22 is connected to the piston 25 via a connecting rod 24. The cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal, and a cylinder head 28 is fixed to the head of the cylinder block 26 so as to close one end of the cylinder 27. A combustion chamber 20 a for burning the air-fuel mixture is formed between the cylinder head 28 and the piston 25.

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. The camshaft 30 is interlocked with the rotation of the crankshaft 22 through the cam chain 33. 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 of the crankcase 48 that supports the crankshaft 22 in the vehicle width direction, and an ACG starter motor 21a is housed inside the stator case 49. The ACG starter motor 21 a is a so-called outer rotor type motor, and a stator thereof 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 fixed to the inner peripheral surface of the outer rotor 52.
A centrifugal fan 54a for cooling the ACG starter motor 21a is attached to the outer rotor 52. When the centrifugal 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. Outside air is taken in from the inlet for cooling air intake.

A drive-side transmission pulley 58 of the continuously variable transmission 23 is attached to the left end portion of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction via a centrifugal clutch 40.
The continuously variable transmission 23 is driven by a drive-side transmission pulley 58 that is supported by the crankshaft 22 and a driven shaft 60 that is disposed with an axis parallel to the crankshaft 22 and that is mounted via a one-way clutch 44. A side transmission pulley 62 and an endless V-belt 63 that transmits rotational power from the drive side conduction pulley 58 to the driven side conduction pulley 62 are provided.

As shown in the enlarged view of FIG. 4, the drive side transmission pulley 58 is rotatably attached to the crankshaft 22 via a sleeve 58d, and the drive side fixed pulley half 58a fixed on the sleeve 58d. And a drive-side movable pulley half 58c that is slidable in the axial direction with respect to the sleeve 58d but is non-rotatable in the circumferential direction. A weight roller 58b is attached to the drive-side movable pulley half 58c to displace the pulley half 58c in the direction of the drive-side fixed pulley half 58a according to centrifugal force.
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. A driven-side movable pulley half 62b slidably mounted in the axial direction on the boss 62c of the half 62a, and on the back side (left side in the vehicle width direction) of the driven-side movable pulley half 62b, A spring 64 is provided for constantly urging the driven-side movable pulley half 62b toward the driven-side fixed pulley half 62a.
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. The V-belt 63 is wound around the belt-shaped groove.

  In the continuously variable transmission 23 having such a configuration, when the rotational speed of the crankshaft 22 is increased, in the driving transmission pulley 58, centrifugal force acts on the weight roller 58b so that the driving movable pulley half 58c becomes the driving fixed pulley. Slide to the half 58a side. At this time, the drive-side movable pulley half 58c is brought closer to the drive-side fixed pulley half 58a by the sliding amount, and the groove width of the drive-side transmission pulley 58 is reduced. And the contact position of the V-belt 63 is increased in the radial direction outside the drive-side transmission pulley 58. 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 centrifugal clutch 40 is provided at the left end of the crankshaft 22 that passes through the drive-side fixed pulley half 58a of the continuously variable transmission 23. The centrifugal clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an inner plate 40b fixed to the left end portion of the crankshaft 22 passing through the outer case 40a, and an outer case of the inner plate 40b. A shoe 40d attached to a surface facing the inside 40a so as to face radially outward via a weight 40c, and a spring 40e for urging the shoe 40d radially inward. In this embodiment, the inner plate 40b, the weight 40c, and the shoe 40d constitute an inner rotating body of the centrifugal clutch 40, and the outer case 40a constitutes an outer rotating body. A centrifugal fan 54 is attached to the outer end face of the inner plate 40 of the centrifugal clutch 40 so that the outside air introduced from the intake port 59a of the transmission case 59 is circulated into the electric case 59 by the blowing action of the centrifugal fan 54. It has become.

  The centrifugal clutch 40 having such a configuration connects and disconnects power by the balance between the centrifugal force of the weight 40c and the biasing force of the spring 40e, and when the rotational speed of the crankshaft 22 is a predetermined value (for example, 3000 rpm) or less, the spring 40e. Power transmission is cut off by the urging force. When the rotational speed of the crankshaft 22 exceeds the predetermined value from this state, the centrifugal force of the weight 40c overcomes the urging force of the spring 40e, and the weight 40e moves radially outward, so that the shoe 40d is moved to the outer case 40a. Is pressed against the inner peripheral surface. At this time, frictional sliding occurs between the shoe 40d and the outer case 40a, and power is gradually transmitted during this time. As a result, the rotation of the crankshaft 22 is transmitted to the sleeve 58d via the centrifugal clutch 40, and the drive side transmission pulley 58 fixed to the sleeve 58d is driven.

  The one-way clutch 44 enables transmission of power in only one direction from the cup-shaped outer clutch 44a, the inner clutch 44b coaxially inserted in the outer clutch 44a, and the inner clutch 44b to the outer clutch 44a. And a roller 44c. The outer clutch 44a also serves as the inner rotor body of the electric motor 21b, and is composed of the same member as the inner rotor body. 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.

  Accordingly, in the one-way clutch 44, the power of the engine 20 transmitted to the driven transmission pulley 62 of the continuously variable transmission 23 is transmitted to the rear wheel WR via the driven shaft 60 and the speed reduction mechanism 69. The rotational force in the vehicle forward direction input from the rear wheel WR side via the speed reduction mechanism 69 and the driven shaft 60 is not transmitted to the continuously variable transmission 23 side. For this reason, when the vehicle is pushed and regeneratively operated, the power on the rear wheel WR side is transmitted to the continuously variable transmission 23 and the engine 20 only by causing the outer clutch 44a to idle with respect to the inner clutch 44b. There is nothing.

The speed reduction mechanism 69 includes an intermediate shaft 73 that is supported in parallel with the driven shaft 60 and the axle 68 of the rear wheel WR, and is formed at a right end portion of the driven shaft 60 and a central portion of the intermediate shaft 73, respectively. A reduction gear pair 71, 71 and a second reduction gear pair 72, 72 formed on the left end of the intermediate shaft 73 and the axle 68 are provided.
In the reduction mechanism 69, the rotation of the driven shaft 60 is reduced to a predetermined reduction ratio and transmitted to the axle 68 of the rear wheel WR that is supported in parallel with the reduction ratio.

The electric motor 21b is an inner rotor type motor having the driven shaft 60 as a motor output shaft, and constitutes an inner rotor body of the outer clutch 44a and the inner rotor 80 described above. The stator 83 of the electric motor 21b is fixed to the inside of a conductive case 59 that covers the side portions of the centrifugal clutch 40 and the continuously variable transmission 23 via a stator case 83a. A coil 83c is wound around the stator 83. Teeth 83b is provided.
Further, the outer clutch 44a is formed in a cup shape, and a boss portion 80b projecting from the central portion thereof is splined to the driven shaft 60. A magnet 80c is mounted on the outer peripheral surface of the outer clutch 44a so as to face the teeth 83b of the stator 83. The outer peripheral surface of the outer clutch 44a is attached to the inner wall 59A of the transmission case 59. A plurality of detected bodies 82 detected by the rotor sensor 81 are mounted.

  The electric motor 21b configured as described above functions as a motor when starting or assisting the output of the engine 20, and also converts the rotation of the driven shaft 60 into electric energy and regeneratively charges the battery 74 shown in FIG. It also functions as a machine (generator).

  By the way, the motor control unit of the electric motor 21b includes a push-walking control mode that is executed during push-walking in addition to a normal control mode that is executed during normal running including start. Hereinafter, the configuration of the motor control unit and the control system centered on the motor control unit will be described with reference to FIG. In FIG. 5, the motor control unit is denoted by reference numeral 86.

The motor controller 86 outputs an output signal corresponding to the opening of the throttle grip 85 to the electric motor 21b, and a mode for outputting a signal for switching between the normal control mode and the push-walk control mode to the motor drive circuit 87. A switching means 88 and a driving direction switching means 89 for outputting a signal for switching between forward rotation (rotation in the direction of moving the vehicle forward) and reverse rotation (rotation in the direction of moving the vehicle backward) of the electric motor 21b to the motor drive circuit 87. I have.
The mode switching means 88 is connected to a seat sensor 90 (push walking selection switch in the present invention) for detecting that the driver is not seated on the seat 14, and the driving direction switching means 89 is connected to the mode by the driver. A toggle switch 91 that outputs a switching signal to the driving direction switching means 89 by operation is connected. The motor drive circuit 87 is connected to a throttle opening sensor 85a that outputs a signal corresponding to the operation amount of the throttle grip 85. In this embodiment, the drive direction switching means 89 and the toggle switch 91 constitute the drive direction selection means in the present invention. In addition to the seat sensor 90 described above, the push-walking selection switch may be a dedicated selection button or the like as long as it can reflect the driver's intention to push.

Next, the operation of this motorcycle will be described.
When starting the engine, the crankshaft 22 is rotated using the ACG starter motor 21a on the crankshaft 22. At this time, the centrifugal 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 vehicle is started from this state, the electric motor 21b is operated by the electric power generated by the ACG starter motor 21a or the electric power of the battery 74, and according to the operation amount (opening) of the throttle grip 85 of the driver. The driving force of the electric motor 21b is transmitted to the rear wheels. During this time, the engine 20 increases the rotational speed of the crankshaft 22 according to the opening of the throttle grip 85, and when the rotational speed exceeds a predetermined value (for example, 3000 rpm), the rotational power of the crankshaft 22 causes the centrifugal clutch 40 to move. To the continuously variable transmission 23. When the power of the engine 20 is transmitted from the continuously variable transmission 23 to the speed reduction mechanism 69 via the one-way clutch 44, the rear wheel WR receives the power and rotates, and then the electric motor 21b is driven. It stops and is switched to driving running by the engine 20.

  Once the vehicle starts in this manner, the vehicle basically travels by driving the engine 20, but the electric motor 21b is appropriately driven depending on conditions such as engine load during operation. When the electric motor 21b is driven in this way, the assist force by the electric motor 21b is transmitted to the rear wheel WR. Therefore, during acceleration or high-speed driving, the assist force by the electric motor 21b acts, and an output corresponding to the opening operation of the throttle grip 85 can be obtained.

  The above is the operation during normal driving while the driver is seated on the seat 14, but when the driver walks down after getting off the seat 14, the following operation is performed. Hereinafter, this operation will be described with reference to the flowchart shown in FIG.

In S101, the motor controller 86 monitors whether the ignition key is ON. When the ignition key is ON, the process proceeds to S102. In S102, the seat sensor 90 is further ON (the driver is seated on the seat 14). State.) Is determined. In S102, the process returns when it is determined that the sheet sensor 90 is ON, and when it is determined that the sheet sensor 90 is not ON, the process proceeds to S103 and the motor drive circuit 87 is pushed to switch to the walking control mode. Therefore, when the driver gets off the seat 14 without turning off the ignition key, or when the driver turns on the ignition key without sitting on the seat 14, the motor drive circuit 87 is switched to the push-walking control mode, The output of the motor 21b is limited to the set rotational speed range.
Subsequently, the process proceeds from S103 to S104. In S104, it is determined whether or not the toggle switch 91 is on the forward side. When it is the forward side, the process proceeds to S105 and the rotation direction of the electric motor 21b is set to the forward rotation side, and when it is the reverse side, the process proceeds to S106 and the rotation direction of the electric motor 21b is set to the reverse rotation side. Therefore, the rotation direction of the electric motor 21b is switched according to the operation of the toggle switch 91, and the electric motor 21b rotates in the operation direction of the toggle switch 91 at a low speed according to the opening operation amount of the throttle grip 85. As a result, the vehicle is driven at a desired pushing speed in the direction desired by the driver.

  As described above, the electric motorcycle according to this embodiment can freely switch the driving direction of the electric motor at the time of pushing and walking by operating the toggle switch 91, so that the forward direction and the backward direction according to the handling of the vehicle. Also, power corresponding to the opening degree of the throttle grip 85 can be applied. Therefore, according to this electric motorcycle, the vehicle can be freely and easily handled even in a narrow place, and the handling performance of the vehicle is reliably improved.

  In this embodiment, the toggle switch 85 is used as the operation unit of the drive direction selection unit. However, other switches such as a seesaw switch can also be used. However, when the toggle switch 85 is employed as the operation portion of the drive direction selection means as in this embodiment, it is very advantageous in installation in a motorcycle in which installation space is difficult to secure, and the number of operation levers is one. Therefore, the operation burden on the driver can be reduced.

  In the electric motorcycle of this embodiment, the input side of the one-way clutch 44 is connected to the crankshaft 22 of the engine via the centrifugal clutch 40 and the continuously variable transmission 23, and the rear wheel WR ( Since the vehicle is a hybrid type vehicle in which the drive wheel) speed reduction mechanism 69 and the electric motor 21b are connected, the assist force of the electric motor 21b is applied when the vehicle is pushed backward. This is particularly effective in reducing the burden. That is, in this type of hybrid electric motorcycle, the engine power is transmitted from the continuously variable transmission 23 on the input side of the power transmission device to the rear wheel WR via the one-way clutch 44. If the vehicle is pushed backward, the continuously variable transmission 23 is rotated via the one-way clutch 44. At this time, if the assist force of the electric motor 21b does not act, the driver accompanying the pushing walk. May increase the operation burden. However, in the electric motorcycle according to this embodiment, the assisting force of the electric motor 21b according to the operation amount of the throttle grip 85 acts when pushing in the backward direction of the vehicle, so that the operation burden due to the rotation of the continuously variable transmission 23 is exerted. No longer takes the driver.

By the way, the output characteristic (throttle opening-electric motor output characteristic) of the electric motor 21b at the time of pushing walking may be the same when the vehicle is moving forward or backward, but may be different. For example, if the output of the electric motor 21b corresponding to the opening of the slot when the vehicle is reversing is set smaller than that when the vehicle is moving forward, the vehicle can be easily handled by the driver when the vehicle is difficult to push and walk. .
In this case, for example, two types of MAPs for setting the output (push walking force) of the electric motor 21b corresponding to the throttle opening are prepared for advance and reverse, and these are stored in the ROM on the control unit 7. The corresponding MAP may be called when the vehicle is moving forward and backward, and the electric motor 21b may be controlled based on the characteristics stored in the MAP. At this time, the motor control unit 86 determines, for example, whether the toggle switch 91 is operated forward or backward in step S104 of the flowchart of FIG. 6, and reads the corresponding MAP in step S105 or S106 according to the determination. Alternatively, control of the reverse electric motor 21b is executed.

  In addition, this invention is not limited to the said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in the above embodiment, the throttle grip is adopted as the drive operation device. However, the drive operation device may be a lever or other device as long as the device can perform the throttle operation.

1 is a side view of an electric motorcycle according to an embodiment of the present invention. FIG. 2 is a functional block diagram showing a schematic system configuration of the electric motorcycle shown in FIG. 1. Fig. 2 is a cross-sectional view of a power unit of the electric motorcycle shown in Fig. 1. FIG. 4 is a partially enlarged view of FIG. 3. FIG. 2 is a functional block diagram centering on a motor control unit in the electric motorcycle shown in FIG. 1. It is a flowchart which shows the flow of a process of the motor control part in the electric motorcycle shown in FIG.

Explanation of symbols

20 engine (first power source)
21b Electric motor (second power source)
22 Crankshaft 23 Continuously variable transmission (power transmission device)
40 Centrifugal clutch 44 One-way clutch 69 Deceleration mechanism (power transmission device)
85 Throttle grip (drive operation device)
86 Motor control unit 90 Sheet sensor (push walking selection switch)
91 Toggle switch (drive direction selection means)

Claims (4)

An electric motor that drives the wheels;
A normal control mode for normal driving, and a motor control unit having a push-walking control mode in which the motor drive speed is limited than the normal control mode;
A push-walking selection switch that switches the control mode of the motor control unit to the pushing-walking control mode;
A drive operation device that adjusts the output of the electric motor in accordance with the operation amount of the driver;
In an electric motorcycle equipped with
An electric motorcycle comprising drive direction selection means capable of selecting normal rotation and reverse rotation of the electric motor in the push-walking control mode.   The electric motorcycle according to claim 1, wherein the driving direction selection unit performs a selection operation using a toggle switch.   The electric motorcycle according to claim 1 or 2, wherein the output of the electric motor according to the operation amount of the drive operation device is different between when the vehicle moves forward and when the vehicle moves backward. An engine as a first power source;
A centrifugal clutch that connects the input side and the output side when the input side rotational speed is equal to or higher than a set value, while the input side is connected to the crankshaft of the engine and the output side is connected to the drive wheel side;
A power transmission device for transmitting the power of the engine to the driving wheel side through the centrifugal clutch;
A one-way clutch that is interposed in the middle of the power transmission device and allows power transmission in the vehicle forward direction from the engine to the drive wheels;
An electric motor as a second power source connected to the power transmission device;
A normal control mode for normal driving, and a motor control unit having a push-walking control mode in which the motor drive speed is limited than the normal control mode;
A push-walking selection switch that switches the control mode of the motor control unit to the pushing-walking control mode;
A drive operation device that adjusts the output of the electric motor in accordance with the operation amount of the driver;
In an electric motorcycle equipped with
An electric motorcycle comprising drive direction selection means capable of selecting normal rotation and reverse rotation of the electric motor in the push-walking control mode.

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