JP2006151189A - Battery layout structure of electrically-driven vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a battery layout structure of an electrically-driven vehicle capable of radiating the heat emitted by a battery efficiently to outside and suppressing the size of the body front part likely to become large. <P>SOLUTION: The battery layout structure of the electrically-driven vehicle is equipped with a down tube 4 extending from a head pipe 3 down backward in the fore-and-aft direction of the vehicle body and is configured so that the battery 74 as power source to feed current to a motor is supported by a battery holder 90 installed on the down tube 4. The battery holder 90 is made of the same material as the down tube 4, formed in a single piece with the down tube 4, and has an extension part 91 extending in the vehicle width direction. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a battery arrangement structure in an electric vehicle including a battery that supplies power to a motor that is a power source.

Generally, in an electric motorcycle, a down tube extending rearwardly downward from the head pipe in the longitudinal direction of the vehicle body is provided, and a resin battery box is bolted to the down tube, and a motor as a power source is provided in the battery box. There has been proposed an electric two-wheeled vehicle that houses a battery that feeds power (see, for example, Patent Document 1).
In this type of battery, since the batteries are arranged along the down tube, there is an advantage that the weight balance of the vehicle can be effectively maintained even when a plurality of relatively heavy batteries are mounted. .
Japanese Patent No. 3069808

However, in the conventional configuration, since the battery box is made of resin, it may be difficult to efficiently dissipate heat generated from the battery to the outside.
In addition, since the battery box is fixed to the down tube via a connecting member such as a battery bracket, a clearance is easily generated between the down tube and the connecting member or between the connecting member and the battery box. There is a problem of trying to prevent the front part of the vehicle body from becoming large.

  Accordingly, an object of the present invention is to provide a battery arrangement structure in an electric vehicle that can efficiently dissipate heat generated from the battery to the outside and can suppress an increase in the size of the front portion of the vehicle body. .

In order to achieve the above object, the present invention includes a down tube that extends rearwardly downward from the head pipe in the longitudinal direction of the vehicle body, and supports a battery that supplies power to a motor that is a power source in a battery holder provided in the down tube. In the battery arrangement structure in the electric vehicle, the battery holder is made of the same material as the down tube, is integrally formed with the down tube, and has an extending portion extending in the vehicle width direction. .
In this case, you may make it support the said battery in the edge part of the extension part of the said battery holder.

In the present invention, since the battery holder is made of the same material as the down tube and is integrally formed with the down tube, if the battery holder is made of a metal having excellent thermal conductivity such as an aluminum alloy, the battery holder can be emitted from the battery. The generated heat is efficiently radiated through the battery holder and the down tube.
In addition, since the battery holder has an extending portion extending in the vehicle width direction, the heat radiating surface of the extending portion is increased, and more efficient heat dissipation is possible.
Since the battery holder is integrally formed with the down tube, the battery holder is located between the down tube and the connecting member or between the connecting member and the battery holder, as compared with the case where the battery holder is fixed to the down tube via the connecting member. Unnecessary clearance is not generated, and enlargement of the front part of the vehicle body is suppressed.

Moreover, you may make it provide a rib in the extension part of the said battery holder. Furthermore, the ribs may be provided over a plurality of rows in a side view of the vehicle body.
In these configurations, the heat dissipation area is increased by the ribs, so that a further heat dissipation effect can be expected, and the ribs are provided in the extension part, so that the rigidity of the down tube and thus the rigidity of the entire frame can be increased. it can.
The extending portion of the battery holder may be extended forward of the vehicle body from the position of the down tube, and the rib may be provided on the extending portion.
In this configuration, by extending the extension part forward of the vehicle body rather than the position of the down tube, the length of the extension part is increased correspondingly, and the extension part having this length is increased with the rib. Since the rib can have a large area, the heat dissipation efficiency can be improved accordingly.

In addition, an air inlet and an air outlet may be provided in a cover member that covers the battery holder, and the air inlet may be provided facing the battery. You may make it provide a fin in the surface of the said battery holder facing the air inlet of the said cover member.
In these configurations, since the cover member that covers the battery holder is provided, the battery can be protected, and the intake port is provided facing the battery, or the surface of the battery holder facing the intake port of the cover member is provided with a fin. Therefore, the battery cooling effect can be further enhanced.

  In the present invention, since the battery holder is made of the same material as the down tube, is integrally formed with the down tube, and has an extending portion extending in the vehicle width direction, the heat generated from the battery is generated by the battery holder and the down tube. Thus, heat is efficiently radiated to the outside, and an increase in size of the front portion of the vehicle body is suppressed.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a side view of a hybrid scooter according to the present embodiment, and this scooter is driven by hybrid power of an internal combustion engine and an electric motor.
In FIG. 1, reference numeral 1 denotes a scooter. The scooter 1 includes a head pipe 3 that rotatably supports a shaft 2 a of a steering handle (hereinafter simply referred to as “handle”) 2. The head pipe 3 is connected with a down tube 4 that extends rearward and downward in the longitudinal direction of the vehicle body, and an intermediate frame 5 that branches from the left and right of the vehicle body and extends substantially horizontally is connected to the lower end of the down tube 4. Has been. A battery 125 for supplying a control voltage of 12 volts, such as the engine 9 and lights, is disposed at the front of the intermediate frame 5, and a cross member 5a is passed to the left and right portions of the rear of the intermediate frame 5. Coupled to the cross member 5a is a pair of left and right rear frames 6 extending obliquely upward rearward of the vehicle body. The head pipe 3, down tube 4, intermediate frame 5, rear frame 6 and the like constitute a vehicle body frame.

A front fork 7 whose upper end is connected by a bottom bridge 37 is coupled to the lower end of the shaft 2 a of the handle 2 that is pivotally supported by the head pipe 3, and a front wheel 8 is pivotally supported by the lower end of the front fork 7. .
A power unit 12 is connected to the rear frame 6 via a link mechanism 13 so as to be swingable up and down. The power unit 12 includes an engine 9, an electric motor 10, and a belt type continuously variable transmission 11, and a rear wheel 15 is connected to the power unit 12 via a speed reduction mechanism 14. A rear cushion 16 is provided between the rear portion of the power unit 12 and the rear portion of the rear frame 6, and the lower end of the rear cushion 16 is pin-connected to the rear portion of the power unit 12. The upper end of the rear cushion 16 is A pin is connected to the rear part of the frame 6.

An occupant seat 122 is provided above the rear frame 6, and a storage space for a helmet or the like is formed below the occupant seat 122.
The rear frame 6 is provided with an inverter device 23 as a driver circuit for the electric motor 10, a control unit (ECU) 24 for controlling the engine 9 and the motor generator 10a (FIG. 2), and the like.

Next, a schematic configuration of the power unit 12 will be described with reference to FIG.
The power unit 12 includes an engine 9 as a first power source, a motor generator 10a that also functions as a generator, in addition to a function as a starter for starting the engine 9, and the power of the engine 9 in engine operation. A belt-type continuously variable transmission 11 that is converted into a gear ratio according to speed and transmitted to the rear wheel 15 that is a drive wheel, and a speed that is interposed between the engine 9 and the continuously variable transmission 11 to cut off power transmission. A centrifugal clutch 40, which is a sensitive clutch, and a one-way clutch 44 that transmits power from the continuously variable transmission 11 to the rear wheel 15 but does not transmit power from the rear wheel 15 to the continuously variable transmission 11; A speed reduction mechanism 14 between the rear wheel 15 side output portion (driven shaft 60) of the one-way clutch 44 and the axle 68 of the rear wheel 15 for reducing the output transmitted to the rear wheel 15, and an input side of the speed reduction mechanism 14 As a result, the electric motor 10 that functions as an electric motor as a second power source and also functions as a generator, the inverter control device 23 that controls the electric motor 10 and the motor generator 10a, and the inverter control device 23 And a control unit 24 for controlling the engine 9.

The power unit 12 basically has two drive systems. One drive system uses the centrifugal clutch 40, the continuously variable transmission 11, the one-way clutch 44, the driven shaft 60, and the speed reduction mechanism 14 to drive the power of the engine 9. The other drive system transmits the power of the electric motor 10 to the rear wheel 15 via the driven shaft 60 and the speed reduction mechanism 14.
A battery 74 is connected to the motor generator 10a and the electric motor 10, and when the motor generator 10a and the electric motor 10 function as a starter or an electric motor, electric power is supplied from the battery 74, and the motor generator 10a and the electric motor 10 are When functioning as a generator, the battery 74 is charged with these regenerative power.

The engine 9 is configured to suck and burn an air-fuel mixture consisting of air and fuel from an intake pipe 116, and in the intake pipe 116, a throttle valve 117 for controlling the amount of air is rotatably provided. The throttle valve 117 rotates according to the operation amount of the throttle grip operated by the driver. In FIG. 2, reference numeral 85 denotes a throttle opening sensor provided on the throttle grip.
An injector 118 that injects fuel is disposed between the throttle valve 117 and the engine 9, and a negative pressure sensor 119 that detects a negative pressure in the intake pipe 116 is disposed.

FIG. 3 is a cross-sectional view of the power unit 12.
As described above, the power unit 12 includes the engine 9 that is a first power source. The engine 9 is configured such that the piston 25 is slidably accommodated in the cylinder 27 of the cylinder block 26. A connecting rod 24 is connected to the piston 25, and a crankshaft 22 is connected to the 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 20a 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 9 is provided at one end of the camshaft 30.
The water pump 34 is attached so that the rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the cam shaft 30 rotates, the water pump 34 is operated by this rotational force.

The crankshaft 22 is pivotally supported by a crankcase 48. A stator case 49 is connected to the right side of the crankcase 48 in the vehicle width direction, and a motor generator 10a is accommodated therein. This motor generator 10 a is a so-called outer rotor type motor, and its stator is constituted by 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 54 for cooling the motor generator 10 a is attached to the outer rotor 52. When the centrifugal fan 54 rotates in synchronization with the crankshaft 22, the outer rotor 52 is formed on the side surface 55 a of the cover 55 of the stator case 49. Outside air is taken in from the inlet for cooling air intake.

The left end portion of the crankshaft 22 protrudes from the crankcase 48 in the vehicle width direction, and the left end portion of the protruding crankshaft 22 is connected to the drive side transmission pulley 58 of the continuously variable transmission 11 via the centrifugal clutch 40. Is attached.
The continuously variable transmission 11 includes, in addition to the drive-side transmission pulley 58, a driven-side transmission pulley 62 that is attached to a driven shaft 60 that is disposed with an axis parallel to the crankshaft 22 via a one-way clutch 44. An endless V-belt 63 that transmits rotational power from the side conduction pulley 58 to the driven side conduction pulley 62 is provided.

As shown in FIG. 4, the drive side transmission pulley 58 is rotatably mounted on the crankshaft 22 via a sleeve 58d, and a drive side fixed pulley half 58a fixed on the sleeve 58d and a sleeve 58d. On the other hand, a drive-side movable pulley half 58c that is slidable in the axial direction but is non-rotatable in the circumferential direction is provided. 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.
The driven-side transmission pulley 62 has a driven-side fixed pulley half 62a attached to the driven shaft 60 so as to be freely rotatable in the circumferential direction, although sliding in the axial direction is restricted. A driven movable pulley half 62b slidably mounted in the axial direction on the boss 62c of 62a is provided, and the driven side of the driven movable pulley half 62b is on the rear side (left side in the vehicle width direction). A spring 64 is provided to constantly urge the side movable pulley half 62b toward the driven side fixed pulley half 62a.

  The V-belt 63 is 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. It is wound around a belt groove having a substantially V-shaped cross section.

In the continuously variable transmission 11, when the rotational speed of the crankshaft 22 increases, in the driving transmission pulley 58, centrifugal force acts on the weight roller 58 b so that the driving movable pulley half 58 c becomes the driving fixed pulley half. Slide to 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 58 a of the continuously variable transmission 11. 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 configuration, 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 surface of the inner plate 40 of the centrifugal clutch 40, and 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. Yes.

The centrifugal clutch 40 connects and disconnects power by the balance between the centrifugal force of the weight 40c and the biasing force of the spring 40e. When the rotational speed of the crankshaft 22 is less than a set value (for example, 3000 rpm), the spring 40e Power transmission is cut off by the urging force. When the rotational speed of the crankshaft 22 exceeds the set 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. It is pressed by the inner peripheral surface of 40a.
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 rotational force 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 includes a cup-shaped outer clutch 44a, an inner clutch 44b coaxially inserted in the outer clutch 44a, and a roller 44c that can transmit power from the inner clutch 44b to the outer clutch 44a in only one direction. And is configured. The outer clutch 44a also serves as an inner rotor main body of the electric motor 10, and is composed of the same member as the inner rotor main body. The inner peripheral portion 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.

The one-way clutch 44 transmits the power of the engine 9 transmitted to the driven transmission pulley 62 of the continuously variable transmission 11 to the rear wheel 15 side via the driven shaft 60 and the speed reduction mechanism 14. The power input from the 15 side through the speed reduction mechanism 14 and the driven shaft 60 is not transmitted to the continuously variable transmission 11 side.
For this reason, the power on the side of the rear wheel 15 is merely idled with respect to the inner clutch 44b when the vehicle is pushing and regenerative, and is not transmitted to the continuously variable transmission 11 and the engine 9.

As shown in FIG. 3, the speed reduction mechanism 14 includes an intermediate shaft 73 supported in parallel with the driven shaft 60 and the axle 68 of the rear wheel 15, and a right end portion of the driven shaft 60 and a central portion of the intermediate shaft 73. The first reduction gear pair 71, 71 formed on the left side, the intermediate shaft 73, and the second reduction gear pair 72, 72 formed on the left end portion of the axle 68, respectively.
In the speed reduction mechanism 14, the rotation of the driven shaft 60 is reduced to a predetermined speed reduction ratio and transmitted to the axle 68 of the rear wheel 15 that is pivotally supported in parallel therewith.

As shown in FIG. 4, the electric motor 10 is an inner rotor type motor having a driven shaft 60 as a motor output shaft, and the inner clutch 44 b described above constitutes an inner rotor body of the inner rotor 80. The stator 83 of the electric motor 10 is fixed inside the conduction case 59 via a stator case 83a, and the stator 83 is provided with a tooth 83b around which a coil 83c is wound.
Further, the outer clutch 44a is formed in a cup shape, and a boss portion 8Ob protruding from the center 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, and 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 to be detected by the rotor sensor 81 are attached.

  The electric motor 10 functions as an electric motor when starting or assisting the output of the engine 9, and also serves as a generator that converts the rotation of the driven shaft 60 into electric energy and regeneratively charges the battery 74 shown in FIG. Function.

Next, a structure for supporting the battery 74 on the vehicle will be described.
FIG. 5 is a perspective view of the main part of the front part of the scooter 1 as seen from the left rear, and FIG. 6 is a side view thereof. The battery 74 is, for example, a cylindrical nickel-metal hydride battery, and the plurality of batteries 74 are arranged in a line and arranged on the left and right sides in the vehicle width direction with the down tube 4 interposed therebetween as shown in FIG. Has been.

The down tube 4 is made of an aluminum alloy and has a substantially U-shaped cross section as shown in FIG. 7, and includes a front wall portion 4a and a pair of side wall portions 4b. The edge portion 4c is formed with a battery holder 90 made of the same material as the down tube 4 and extending integrally in the lateral direction of the vehicle width.
The battery holder 90 includes an extending portion 91 that is integrally connected to the lower edge portion 4c of the side wall portion 4b. As shown in FIG. 5, the extending portion 91 is a portion 191 that extends to almost the entire area of the lower edge portion 4c. The battery is curved in the left-right direction of the vehicle width and substantially in the vehicle front direction so as to widen the skirt, and the battery 74 is accommodated at the end thereof, and the battery is inclined from the upper side to the rear side. A portion 92 (see FIG. 7) is integrally formed.

  The battery housing portion 92 is made of the same material as the down tube 4 and includes an upper battery housing portion 92a and a lower battery housing portion 92b as shown in FIGS. 1, 5 and 6, and these battery housing portions 92a and 92b. Of these, the lower battery housing portion 92b is integrally formed with the end portion of the extending portion 91 described above, and the upper battery housing portion 92a is bent from the upper end of the lower battery housing portion 92b and is arranged extending vertically upward. Yes.

As shown in FIG. 8, the lower battery housing portion 92b extends in the vehicle width direction more than the upper battery housing portion 92a, is located farther from the head pipe 3, and is spaced from the left and right lower battery housing portions 92b. Is set larger than the width of the front fork 7. According to this arrangement, even if the battery housing portion 92 is moved closer to the front of the vehicle body, the bent portion of the battery housing portion 92 does not interfere with the bottom bridge 37 (see FIG. 1).
Accordingly, the battery housing portion 92 can be disposed along the leg shield 129 toward the front of the vehicle body.

Further, in the extending portion 91 of the battery holder 90, two concave portions 138 (see FIG. 6) are provided symmetrically on both sides of the down tube 4 with the down tube 4 interposed therebetween, as shown in FIG. It has been. The top of the front fork 7, that is, the position of the bottom bridge 37 corresponds to the recess 138.
In this arrangement, when the battery accommodating portion 92 is arranged close to the front of the vehicle body, the bottom bridge 37 is accommodated in the two recesses 138, so that the bottom bridge 37 does not contact the extension portion 91. .

In this configuration, as apparent from FIG. 9, a plurality of batteries 74 can be efficiently arranged in a wide area extending from the periphery of the head pipe 3 to the periphery of the down tube 4. Sufficient electric power can be supplied.
In addition, the battery 74 is arranged along the bent shape of the head pipe 3 and the down tube 4 and near the left and right ends of the leg shield 129 so as to avoid interference with the front fork 7. It can be placed close enough forward. As a result, it is possible to create a margin in the space around the passenger's legs.

As shown in FIG. 7, a plurality of batteries 74 and a band-shaped holder 93 that holds both ends of the battery 74 are accommodated in the battery accommodating portion 92, and a battery cover 94 is covered so as to cover them. Yes.
That is, as shown in FIG. 10, a portion 92 c in which a semicircular waveform continues is provided at the bottom of the battery housing portion 92 so as to match the outer shape of the battery 74. After that, similarly to the bottom of the battery housing portion 92, a battery cover 94 on which a portion 94c in which a semicircular waveform continues is formed. Note that a certain gap is provided between the portions 92 c and 94 c where the semicircular waveform continues and the battery 74 to prevent interference.

The battery cover 94 and the battery housing portion 92 are provided with mounting bosses 181 and 182, respectively. After the battery cover 94 is covered so as to cover the battery 74 and the band-shaped holder 93, the mounting bosses 181 and 182 are attached. These bosses are aligned with each other and fixed by screwing them with a tightening screw 183.
In this case, the battery cover 94 may be a separate one or may be integrally molded including a hinge.
In the following description, a battery group including a plurality of batteries 74 housed in the upper battery housing portion 92a is referred to as an upper battery group 127, and a battery group housed in the lower battery housing portion 92b is referred to as a lower battery group 128. .

As shown in FIG. 5, the width dimension W of the front wall portion 4a of the down tube 4 gradually increases from the upper end portion 4d joined to the head pipe 3 toward the lower end portion 4e extending downward and downward. It is formed to be large. Accordingly, the extending portion 91 of the battery holder 90 has a portion extending from the vicinity of the upper end portion 4d of the down tube 4 extending longer than a portion extending from the vicinity of the lower end portion 4e.
A center cover 141 is disposed in the middle of the front wall portion 4a in the longitudinal direction. The center cover 141 is a stopper piece integrally extending from the front wall portion 4a of the down tube 4 as shown in FIG. 133 is attached.

A conductor unit 134 is disposed inside the center cover 141, and the conductor unit 134 is attached to the front wall portion 4 a of the down tube 4 via a plurality of set screws 140.
As shown in FIG. 11, the conductor unit 134 accommodates a fuse 149 and a relay unit 151 connected in series thereto. Then, after connecting the plus side cord 152 pulled out from the relay unit 151, the upper battery group 127 and the lower battery group 128 respectively arranged on the left and right of the vehicle body in series, from the lower battery group 128 on the left side in the figure The drawn-out negative cord 153 is connected via a connection coupler 154.

Further, in front of the upper and lower battery groups 127 and 128, as shown in FIG. 7, a leg shield 129 (cover member) that constitutes a part of a front cowl 150 (see FIG. 1) covering the front of the vehicle body. And a plurality of air inlets 143 are formed at both ends of the leg shield 129 in the vehicle width direction so as to face almost the entire longitudinal direction of the lower battery accommodating portion 92b. A plurality of fins 143a for wind direction control are integrally formed in the vicinity of the intake port 143. The plurality of fins 143a allow air from the front of the vehicle toward the outside in the vehicle width direction from the vehicle center side. It is formed so as to be able to be taken into the leg shield 129.
The outer surface of the lower battery housing portion 92b is located at a portion facing the air inlet 143, and a plurality of fins 92c are integrated on the outer surface (front surface) of the lower battery housing portion 92b so as to dissipate the heat of the battery 74. Is formed.

  An inner cover (rear cover) 142 is disposed behind the upper and lower battery groups 127 and 128 so as to cover them from the rear of the vehicle body. The inner cover 142 (cover member) includes air at both ends in the vehicle width direction. The exhaust port 144 is formed.

  In this configuration, when the scooter 1 is run, the air is guided to the plurality of fins 143a and flows into the leg shield 129 through the air inlet 143 as indicated by the arrow W, and this air flows into the lower battery housing portion. As shown by the arrow Z, the outer surface of 92b and the plurality of fins 92c pass through and are exhausted through the exhaust port 144 while entraining the air around the down tube 4 and the extension 91.

In the present embodiment, since the battery holder 90 is made of an aluminum alloy having excellent thermal conductivity, is made of the same material as the down tube 4 and is integrally formed with the down tube 4, heat generated from the battery 74 is generated. The heat is efficiently radiated to the outside through the battery holder 90 and the down tube 4.
Moreover, since the battery holder 90 has the extension part 91 extended greatly in the vehicle width direction, and this extension part 91 is curving and extending the area, it is radiating area of this extension part 91. Increases, and more efficient heat dissipation becomes possible. Since the battery holder 90 is integrally formed with the down tube 4, compared to the case where the battery holder 90 is fixed to the down tube 4 via the connecting member as in the prior art, between the down tube 4 and the connecting member, Alternatively, useless clearance is not generated between the connecting member and the battery holder 90, and an effect of suppressing an increase in size of the front portion of the vehicle body can be obtained.

  Further, since the leg shield 129 and the inner cover 142 are arranged before and after the battery holder 90 so as to cover the battery holder 90, the battery 74 can be protected. Further, the air inlet 143 is formed in the leg shield 129, the air outlet 144 is formed in the inner cover 142, and the fins 92c are provided on the surface of the battery holder 90 facing the air inlet 143. Can be increased.

Figures 12a, 12b show another embodiment.
In this embodiment, the extension portion 91 of the battery holder 90 is extended forward of the vehicle body from the position of the down tube 4, and the extension portion 91 extending forward of the vehicle body is made of the same material as the extension portion 91. Thus, the rib 95 is integrally provided.
The rib 95 extends between the down tube 4 and the battery accommodating portion 92, and includes a front rib 95a that protrudes forward of the extending portion 91 and a rear rib 95b that protrudes rearward of the extending portion 91. Yes. The height H of the rib 95 is formed such that the height H on the down tube 4 side is the highest when viewed from the height H including the extending portion 91 and gradually decreases toward the battery housing portion 92. ing. The ribs 95 are formed so as to extend in a horizontal plane, and preferably, a plurality of ribs 95 are formed in parallel with each other at an appropriate interval L as shown in FIG. 12b. The ribs 95 are provided over a plurality of rows in a side view of the vehicle body.

In this configuration, since the heat dissipation area is increased by the ribs 95, further heat dissipation effect can be expected, and the ribs 95 are provided in the extending portions 91, so that the rigidity of the down tube 4 and the rigidity of the entire frame can be improved. Can be increased.
In this configuration, by extending the extension portion 91 forward of the vehicle body rather than the position of the down tube 4, the length of the extension portion 91 is increased correspondingly, and the extension portion having this length increased. By providing the rib 95 on 91, the area of the rib 95 can be increased, and the heat dissipation efficiency can be improved accordingly.

  As mentioned above, although this invention was demonstrated based on one Embodiment, it is clear that this invention is not limited to this. For example, in the above-described embodiment, the present invention is applied to a two-wheeled scooter. For example, it can be applied to tricycles and four-wheeled vehicles. Further, the present invention is not limited to a hybrid vehicle and can be similarly applied to an electric vehicle in which wheels are driven only by an electric motor.

1 is a side view of an electric vehicle according to an embodiment of the present invention. It is a functional block diagram which shows the schematic system configuration | structure of the vehicle shown in FIG. It is sectional drawing of the power unit of the vehicle shown in FIG. FIG. 4 is a partially enlarged view of FIG. 3. It is a perspective view from the left rear which shows the principal part of a vehicle body front part. It is a side view of a vehicle body front part. It is BB sectional drawing of FIG. It is a front view from the vehicle body front. It is a rear view from the vehicle body front. It is AA sectional drawing of FIG. It is a rear view of the vehicle body front part state in which each cover was removed. a is a cross-sectional view of a vehicle body front portion according to a modification, and b is a cross-sectional view of an extension portion.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Scooter 3 Head pipe 4 Down tube 74 Battery 90 Battery holder 91 Extension part 92 Battery accommodating part 92a Upper battery accommodating part 92b Lower battery accommodating part 95 Rib 129 Leg shield (cover member)
142 Inner cover (cover member)
143 Intake port 144 Exhaust port

Claims (7)

In a battery arrangement structure in an electric vehicle that includes a down tube extending rearwardly downward in the vehicle body longitudinal direction from the head pipe, and that supports a battery that supplies power to a motor that is a power source, on a battery holder provided in the down tube,
A battery arrangement structure in an electric vehicle, wherein the battery holder is made of the same material as the down tube, is integrally formed with the down tube, and has an extending portion extending in the vehicle width direction.   The battery arrangement structure in the electric vehicle according to claim 1, wherein the battery is supported on an end portion of the extending portion of the battery holder.   The battery arrangement structure in the electric vehicle according to claim 1, wherein a rib is provided in an extending portion of the battery holder.   4. The battery arrangement structure for an electric vehicle according to claim 3, wherein the rib is provided in a plurality of rows in a side view of the vehicle body.   5. The battery arrangement structure in an electric vehicle according to claim 3, wherein the extending portion of the battery holder extends forward of the vehicle body from the position of the down tube, and the rib is provided in the extending portion. .   The battery arrangement in the electric vehicle according to claim 1, wherein an air inlet and an air outlet are provided in a cover member that covers the battery holder, and the air inlet is provided facing the battery. Construction.   The battery arrangement structure for an electric vehicle according to claim 6, wherein a fin is provided on a surface of the battery holder facing the air inlet of the cover member.

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