JP2008080986A - Battery mounting mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently cool a vehicle battery both in traveling and in stop. <P>SOLUTION: This battery mounting structure 200a is provided with the battery 20a; a cover 208a covering the periphery of the battery 20a; a traveling wind intake port 264 provided on a face in the front side of the cover 208a and introducing traveling wind to inside of a space 270 of the cover 208a; a traveling wind take-out port 254 and traveling wind discharge port 256 which are provided on faces in the rear side of the cover 208a and from which traveling wind introduced inside the space 270 is discharged; a convection wind intake port 266 provided in the position below the battery 20a; and a convection wind take-out port 258 and convection wind discharge port 260 provided in the positions above the battery 20a. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a battery mounting mechanism in a vehicle, and more particularly, to a battery mounting mechanism capable of efficiently cooling.

  Recently, hybrid systems and fuel cell systems have been installed on vehicles to improve fuel efficiency and have come into practical use. In the hybrid system and the fuel cell system, a battery is mounted to stably supply power to the traveling motor and charge regenerative power. Since this battery repeatedly charges and discharges a large current as the vehicle travels, it generates a large amount of heat, and needs to be appropriately cooled in order to exhibit desired performance.

  In an automobile, since a battery is mounted in a closed space covered with a body, cooling by running wind is difficult, and forced air cooling by rotation of a fan is generally performed.

  On the other hand, although there are some types of motorcycles that have fairing, they are generally not covered as much as automobiles, and by cooling the battery by running wind against the battery by devising the layout Can do.

  In Patent Document 1 and Patent Document 2, as a means for efficiently cooling the battery, the battery of the motorcycle is arranged along the down tube, the outer periphery thereof is covered with the battery cover, and the running wind is taken into the battery cover. A configuration in which a mouth and an outlet are provided has been proposed. According to such a battery cover, it is preferable that the battery can be protected and heat generated from the battery can be efficiently radiated to the outside.

Japanese Patent Laid-Open No. 2006-151189 Japanese Patent Laid-Open No. 2006-1523

  By the way, in the battery mounting mechanisms described in Patent Document 1 and Patent Document 2, cooling by wind is effective during traveling, and efficient cooling is difficult when stopped. In order to efficiently cool even when stopped, a fan is generally provided, but in the case of a motorcycle, the installation space is often small, and there are more restrictions than the automobile in terms of weight, cost and design. In some cases, it is difficult to provide a fan for cooling the battery.

  The present invention has been made in consideration of such problems, and an object of the present invention is to provide a battery mounting mechanism capable of efficiently cooling the battery both when the vehicle is running and when it is stopped. .

  The present invention is a battery mounting mechanism in a vehicle and has the following features.

First feature:
A battery, a battery cover that covers the periphery of the battery, a traveling wind intake that introduces traveling wind into the battery cover, a traveling wind intake that discharges the traveling wind introduced into the battery cover, and It has a convection wind inlet provided at a position below the center of the battery and a convection wind outlet provided at a position above the center of the battery.

  As a result, when the vehicle is traveling, the traveling wind is introduced into the battery cover from the traveling wind inlet, is cooled by being applied to the battery, and is efficiently discharged by being discharged from the traveling wind outlet. Further, when the vehicle is stopped or traveling at a low speed, convection of air flowing from the lower convection inlet to the upper convection outlet is generated in the battery cover due to the heat of the battery, and this heat is generated in the battery cover. It can be efficiently radiated and cooled.

Second feature:
The battery and the battery cover are arranged along a down frame that extends rearward and obliquely downward from a head pipe that rotatably supports a handle, and a driving power source is arranged in the vicinity of the lower end of the battery cover. It is characterized by.

  Although the battery is heavy, the weight balance with other travel power sources is improved by arranging the battery along the down frame.

Third feature:
The traveling wind inlet, the traveling wind outlet, the convection wind inlet, and the convection wind outlet are provided on a surface other than the surface facing the traveling power source so that heat generated by the traveling drive source is generated in the battery cover. The battery can be cooled more efficiently without entering.

Fourth feature:
A battery temperature sensor for detecting the temperature of the battery; an opening / closing portion provided between the traveling wind intake and the battery; and when the temperature detected by the battery temperature sensor is equal to or lower than a predetermined temperature, the opening / closing portion is It has a control part which drives and intercepts between the above-mentioned running wind intake and the above-mentioned battery, and prevents running wind from hitting the above-mentioned battery.

  Since the battery may not be activated in a state where the temperature is low, the battery is activated without being unnecessarily cooled at a low temperature by controlling the opening / closing unit based on the temperature detected by the battery temperature sensor. be able to.

Fifth feature:
If the convection wind outlet is provided on a surface facing the inside of the vehicle, it is possible to prevent rain and dust from entering the battery cover and to improve design.

Sixth feature:
If the stay that supports the battery is inserted through the traveling wind outlet and the convection wind outlet, it is not necessary to provide another hole through which the stay passes.

Seventh feature:
A battery mounting mechanism in a vehicle, comprising: a filter that purifies air supplied to a travel power source; and a filter passage that introduces air to the travel drive source via the filter, It is provided in the passage via a filter.

  Since a flow of air taken in by the travel drive source is generated in the filter passage, an air flow is generated around the battery by providing a battery in the filter passage. Thereby, the battery can be cooled even when the vehicle is stopped.

  According to the battery mounting mechanism of the present invention, when the vehicle is traveling, the traveling wind is introduced into the battery cover from the traveling wind intake, is cooled by being applied to the battery, and is discharged from the traveling wind intake for efficient cooling. it can. In addition, when the vehicle is stopped or traveling at a low speed, convection of air flowing from the lower convection inlet to the upper convection outlet is generated in the battery cover by the heat of the battery, and the heat is efficiently radiated. Can be cooled.

  Further, according to the battery mounting mechanism according to the present invention, by providing the battery in the air cleaner passage, air flows around the battery, and the battery can be cooled even when the vehicle is stopped.

  Hereinafter, a battery mounting mechanism according to the present invention will be described with reference to FIGS. As shown in FIG. 1, the battery mounting mechanisms 200 a and 200 b according to the first embodiment are mounted on a hybrid motorcycle 10. First, the motorcycle 10 will be described. For ease of understanding, in FIGS. 3 to 6, the batteries 208 a and 20 b are omitted from the battery mounting mechanism 200 a so that the batteries 20 a and 20 b are visible, and FIGS. Only the cover 208a is shown.

  As shown in FIG. 1, the motorcycle 10 includes a handle 13 that is rotatably supported by a head pipe 11 and protrudes from an end of a front mask 12, a front wheel 14 that is steered by the handle 13, a seat 15, and the like. A power unit (traveling power source) 18 that supplies driving force to the rear wheel 16 via a chain (not shown), a control unit 19 that controls the power unit 18, a battery 20a that is used for starting, driving, regeneration, etc. 20b. These batteries 20a and 20b and their battery mounting mechanisms 200a and 200b will be described later.

  The vehicle body of the motorcycle 10 is configured with a frame 21 as a base, and the frame 21 is covered with covers 208a, 208b and the like.

  In the frame 21, a down frame 21 a at the tip is connected to the head pipe 11. Here, the down frame 21a is a portion extending obliquely downward and rearward from the head pipe 11. When the number of the down frames 21a is one depending on the vehicle type, the number of left and right pairs is two, and the number of left and right pairs is four. It may be a book.

  The control unit 19 and the batteries 20a and 20b are disposed slightly forward from the lower side of the seat 15 and are disposed inside the cover. In the vicinity of the power unit 18 on the right side of the motorcycle 10, a step 22 for the driver to place his / her foot is provided.

  The power unit 18 includes an internal combustion engine (traveling drive source) 26 that generates traveling driving force and a motor / generator 36. That is, the motorcycle 10 is a hybrid type. An exhaust pipe 27 (see FIG. 1) for discharging exhaust gas after combustion has occurred in the combustion chamber 26a (see FIG. 3) is connected to the internal combustion engine 26. Further, the exhaust pipe 27 is connected to a muffler. 28 are connected. The exhaust pipe 27 extends toward the rear end of the motorcycle 10 through the vicinity of the side of the power unit 18, and the muffler 28 is connected to the exhaust pipe 27 near the side of the rear end of the power unit 18.

  As shown in FIG. 2, the battery 20a is disposed within a triangular region 30a formed by the left handle tip 13a, the head pipe 11, and the front wheel 14, and the battery 20b is placed on the right handle tip. 13b, the head pipe 11, and the front wheel 14 are disposed within a triangular region 30b. According to such an arrangement, when the motorcycle 10 is to be laid down in an unforeseen situation, or when leaning against a side wall, the ground or wall first comes into contact with the handle tip 13a or 13b so that the motorcycle 10 It is supported and an excessive load is not applied to the batteries 20a and 20b.

  The configuration of the power unit 18 will be described with reference to FIG. FIG. 3 is a cross-sectional plan view of the power unit 18. The left-right direction corresponds to the vehicle width direction, the upper direction corresponds to the front of the vehicle, and the lower direction corresponds to the rear of the vehicle.

  As shown in FIG. 3, the power unit 18 includes an internal combustion engine 26 and a motor / generator 36 that generate travel driving force, a start clutch 40 provided on a crankshaft 38 of the internal combustion engine 26, and the start clutch 40. The transmission includes a step-shifted transmission 42 for rotating the crankshaft 38 and a shift clutch 44 provided between the start clutch 40 and the transmission 42. The motor / generator 36 functions as a starter motor that rotationally drives the crankshaft 38 when the internal combustion engine is started. In the power unit 18, the cylinder head 46a, the cylinder 46b, and the crankcase 46c are integrally coupled to form an extended portion. The crankshaft 38 is rotatably supported by a plurality of bearings 48a, 48b, 48c.

  The internal combustion engine 26 supplies sparks to a connecting rod 50 connected to a crankshaft 38, a piston 52 that is provided at the tip of the connecting rod 50 and reciprocates in the cylinder 46b, and a combustion chamber 26a at the inner end of the cylinder 46b. It has an ignition plug 54 and a cam mechanism 56 that opens and closes a valve (not shown) to intake and exhaust the combustion chamber 26a. The cam mechanism 56 is driven from the crankshaft 38 via a timing chain 56a.

  The motor / generator 36 is disposed at the left end portion of the crankshaft 38, is provided on the crankcase 46 c and is configured coaxially with the crankshaft 38, and is fixed to the end portion of the crankshaft 38 to be fixed to the stator 58. And an outer rotor 60 provided so as to cover. The stator 58 is provided with a plurality of coils 61 arranged in an annular shape. A plurality of magnets 62 arranged so as to form a narrow gap with respect to the coil 61 are fixed to the outer rotor 60. The motor / generator 36 is controlled to rotate under the action of the control unit 19.

  The starting clutch 40 connects and disconnects the crankshaft 38 and the primary gear 67 when starting and stopping, and is disposed at the right end of the crankshaft 38. The starting clutch 40 includes a cup-shaped outer case 66 fixed to one end of a sleeve 64, a primary gear 67 provided at the other end, an outer plate 68 fixed to the right end of the crankshaft 38, and an outer plate. 68, a shoe 72 attached to the outer line portion 68 through the weight 70 so as to face radially outward, and a spring 74 for urging the shoe 72 radially inward. In the starting clutch 40, the outer case 66 and the shoe 72 are separated when the internal combustion engine speed N is equal to or less than a predetermined value, and the crankshaft 38 and the transmission clutch 44 are disconnected (a disconnected state in which no power is transmitted). ). When the internal combustion engine speed N increases and exceeds a predetermined value, the centrifugal force acting on the weight 70 resists the elastic force acting radially inward by the spring 74, and the weight 70 moves radially outward, thereby causing the shoe 72 to move. Presses the inner peripheral surface of the outer case 66 with a force equal to or greater than a predetermined value. As a result, the rotation of the crankshaft 38 is transmitted to the primary gear 67 through the outer case 66, and a connection state is established in which power is transmitted.

  The transmission clutch 44 connects and disconnects the primary gear 67 and the main shaft 76, and is disposed at the right end portion of the main shaft 76. The speed change clutch 44 includes a cup-shaped outer housing 78 that meshes with the primary gear 67, a boss 80 provided on the inner side of the outer housing 78, and an outer housing 78 and a boss 80 that are alternately stacked. A plurality of friction disks 82 and clutch disks 84, a pressure plate 86, a clutch spring 88 that elastically urges the pressure plate 86 to be in close contact with the boss 80, and a boss via a deep groove ball bearing 90. And a clutch operating mechanism 92 for pressing 80 in the axial direction. The clutch operation mechanism 92 operates in conjunction with the operation of the shift pedal.

  One of the plurality of friction disks 82 and clutch disks 84 provided in a stacked manner faces the pressure plate 86, and the other faces the support surface 80 a that is a part of the boss 80. When the clutch operating mechanism 92 is not operated by the shift pedal, the friction disk 82 and the clutch disk 84 are strongly held between the pressure plate 86 and the support surface 80a, and the torque input from the primary gear 67 is transmitted to the boss 80. Further, the boss 80 is transmitted to the main shaft 76 by the spline configuration, and is connected.

  When the boss 80 is pressed by the clutch operating mechanism 92, the boss 80 moves in the axial direction while compressing the clutch spring 88, and is separated from the friction disc 82 and the clutch disc 84. Therefore, the torque of the primary gear 67 is not transmitted to the main shaft 76, and is cut off.

  The speed change clutch 44 detects the output rotation speed No based on the input rotation sensor 94 for detecting the input rotation speed Ni based on the number of teeth of the outer housing 78 and the outer peripheral teeth at a predetermined position of the main shaft 76. An output rotation sensor 96 is provided. The input rotation sensor 94 and the output rotation sensor 96 are non-contact type, and supply the detected speed signal to the control unit 19.

  The transmission 42 transmits the rotation supplied from the shift clutch 44 to the rear wheel 16 by performing a step-shift based on the operation of the shift pedal. The transmission 42 includes the main shaft 76 as an input shaft, a counter shaft 100 arranged in parallel to the main shaft 76, and drive gears 102a, 102b, 102c and 102d provided on the counter shaft 100. The driven gears 104a, 104b, 104c and 104d provided on the main shaft 76, the shift fork 106a engaged with the drive gear 102a, the shift fork 106b engaged with the driven gear 104c, and the shift forks 106a and 106b are pivoted. And a shift drum 112 for sliding the end portions of the shift forks 106a and 106b along the grooves 110a and 110b. The drive gears 102a, 102b, 102c and 102d mesh with the driven gears 104a, 104b, 104c and 104d in this order. When the drive gear 102b slides left and right, the side dowels engage with the adjacent drive gear 102a or 102c, and when the driven gear 104c slides left and right, the side dowels engage with the adjacent driven gear 104b or 104d. To do.

  The drive gears 102 a and 102 c are held rotatably with respect to the main shaft 76, and the driven gears 104 b and 104 d are held rotatably with respect to the counter shaft 100. The drive gear 102b and the driven gear 104c are splined to the main shaft 76 and the counter shaft 100 and are slidable in the axial direction. The drive gear 102d and the driven gear 104a are fixed to the main shaft 76 and the counter shaft 100.

  A rotation mechanism 122 is provided at the end of the shift drum 112, and the operation of the shift pedal rotates the shift drum 112 via the shift spindle by the rotation mechanism 122. As a result, the shift forks 106a and 106b move in the axial direction along the grooves 110a and 110b, and the drive gear 102b and the driven gear 104c are slid according to the shift speed.

  When the drive gear 102b slides leftward, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gears 102b and 102a and the driven gear 104a. When the drive gear 102b is in the neutral position and the driven gear 104c slides to the left, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gear 102b, the driven gear 104b, and the driven gear 104c. When the driven gear 104c is in the neutral position and the drive gear 102b slides to the right, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gears 102b and 102c and the driven gear 104c. When the drive gear 102b is in the neutral position and the driven gear 104c moves to the right, the torque of the main shaft 76 is transmitted to the counter shaft 100 via the drive gear 102d, the driven gear 104d, and the driven gear 104c. In this way, the rotation of the main shaft 76 is shifted in four stages and transmitted to the counter shaft 100 or is in a neutral state.

  The main shaft 76 and the counter shaft 100 are rotatably held by bearings 114a, 114b, 116a, and 116b. A sprocket 118 is provided at the end of the counter shaft 100, and the sprocket 118 transmits rotation to the rear wheel 16 via the chain (not shown). A vehicle speed sensor 120 that detects the rotational speed of the counter shaft 100 in a non-contact manner is provided near the counter shaft 100, and supplies the detected rotational speed to the control unit 19.

  Next, of the battery mounting mechanisms 200a and 200b according to the first embodiment mounted on the motorcycle 10, the battery mounting mechanism 200a will be described with reference to FIGS. Since the battery mounting mechanism 200b is configured symmetrically with the battery mounting mechanism 200a, corresponding parts are denoted by the same reference numerals and detailed description thereof is omitted. Further, the battery 20a, the lower stay 204a, the protect bar 206a, and the cover 208a in the battery mounting mechanism 200a correspond to the battery 20b, the lower stay 204b, the protect bar 206b, and the cover 208b in the battery mounting mechanism 200b. The upper stay 202 is common to the left and right.

  As shown in FIGS. 4 to 6, the battery 20a is long, has a substantially parallel left-right symmetrical arrangement, is arranged in a vertical direction substantially along the down frame 21a, and is supported by each stay of the battery mounting mechanism 200a. Has been.

  The batteries 20a and 20b are large and heavy so that the power can be stably supplied to the motor / generator 36 in the hybrid system and the regenerative power can be sufficiently stored. As the batteries 20a and 20b, various secondary batteries can be adopted, and lead acid batteries, nickel metal hydride, lithium ion secondary batteries, electric double layer capacitors, and the like can be used. As shown in FIG. 7, the battery 20a (and 20b) has a circular arc shape with a cross section of approximately 90 °, and three cylindrical cells 201 are arranged in a triangular shape in a nectar.

  Although the weights of the batteries 20a and 20b are large, the weight balance with other power units 18 and the like is improved by arranging the batteries 20a and 20b along the down frame 21a. Further, by arranging the batteries 20a and 20b along the down frame 21a, a so-called leg shield effect can be obtained, and the traveling wind can be prevented from directly hitting the passenger. Further, by setting it to an appropriate shape, it can be used as a front footrest portion different from step 22.

  The battery 20a and the battery 20b are disposed at a position where the power unit 18 is substantially sandwiched in a front view so as not to block the traveling wind with respect to the power unit 18.

  The battery mounting mechanism 200a includes a battery 20a, an upper stay 202 that supports the battery 20a, a lower stay 204a, a protect bar 206a that connects the left side portion of the upper stay 202 and the lower stay 204a, and the periphery of the battery 20a. And a cover 208a for covering.

  The upper stay 202 is bolted to the bracket 210 in the vicinity of the lower end of the head pipe 11 at the center, and extends to the left and right, and the left and right ends are attached to the bracket 212 provided at the upper part of the batteries 20a and 20b. It is bolted. The upper stay 202 and the bracket 212 are connected via an anti-vibration rubber 214.

  The lower stay 204a is Y-shaped having bifurcated branches 216a and 216b, and one end is fixed to a bolt 217a extending from the lower surface of the battery 20a by a nut. The lower stay 204a and the bolt 217a are connected via a vibration isolating rubber 218.

  One branch 216a of the lower stay 204a extends obliquely upward rearward and is bolted to a post 218a provided on the down frame 21a. The other branch 216b of the lower stay 204a extends rearward and upward and is bolted to a post 218b provided on the down frame 21a. The post 218b is provided slightly behind the post 218a. Thus, since the battery 20a is supported at three different points by the two branches 216a and 216b of the upper stay 202 and the lower stay 204a, the battery 20a has rigidity and is difficult to generate torsion and vibration.

  The protect bar 206a is disposed in parallel to the battery 20a and on the outer side in the vehicle width direction than the battery 20a. The upper and lower portions are bent inward and are bolted to the upper stay 202 and the branch 216b. The protect bar 206a is provided so as to cover the top and bottom and the side of the battery 20a when viewed from the front as apparent from FIG. 5, and is provided along the center of the battery 20a when viewed from the side as apparent from FIG. Yes. That is, the upper end of the protect bar 206a is fixed to the upper stay 202, is bent downward via the upper side of the battery 20a, and extends sideways of the battery 20a along the battery 20a. Further, the lower end portion of the protect bar 206a is bent inward and is fixed to the branch 216b. According to such an arrangement of the protect bar 206a, the battery 20a can be protected from the outside. Further, the upper stay 202 and the lower stay 204a are directly connected to each other by the protect bar 206a, so that the support strength is increased and the force applied to the battery 20a can be reduced.

  As shown in FIG. 6, the branch 216b is gently curved toward the inside of the vehicle width, and a hole 220 serving as an impact absorbing structure is provided inside the curved portion. According to the hole 220, when an unexpected excessive load is applied to the battery mounting mechanism 200a, the strength of the portion of the hole 220 is weaker than that of other portions. This part will be bent. That is, when an excessive load is received, the impact load is absorbed by the bending of this portion, and the influence on the battery 20a and the down frame 21a can be reduced. Even when the hole 220 is bent, the lower stay 204a can be replaced, so that the repair is easy. It should be noted that the strength around the hole 220 is low because the relative strength with respect to other parts is low, and the strength that can stably support the battery 20a to the extent that there is no practical problem is that Of course.

  Next, as shown in FIGS. 8 to 11, the left cover 208 a is made of resin, and includes a main cover 250 and a vertically long sub-cover 252 provided so as to cover a front portion of the main cover 250. . By providing the sub cover 252 so as to cover the main cover 250, a space 270 for accommodating the battery 20a can be easily provided therein. Further, by removing the sub-cover 252, the battery 20a is easily exposed and maintenance is easy to perform.

  The cover 208a also has a so-called fairing function for reducing the air resistance of the motorcycle 10 during traveling. In consideration of design, the main cover 250 and the sub cover 252 may have different colors.

  The main cover 250 is a cover having a large area that integrally covers the head pipe 11, the front half of the power unit 18, the down frame 21a, and the like on the left side surface of the motorcycle 10.

  The main cover 250 includes a head portion 250a that covers the head pipe 11 and a triangular protrusion that slightly protrudes obliquely upward along the direction in which the head pipe 11 extends from the head portion 250a in a side view shown in FIG. 250b, and a side portion 250c extending from the head portion 250a so as to slightly extend downward along the down frame 21a and the battery 20a. The side portion 250c is provided with a first cutout portion 250d for exposing a part of the power unit 18 and a second cutout portion 250e for exposing portions of the post 218a and the post 218b (see FIG. 11). The main cover 250 is formed in a smooth shape consisting of a curved surface and a curved line.

  Further, the main cover 250 includes a traveling wind outlet 254, a traveling wind outlet 256, a convection wind outlet 258, and a convection wind outlet 260.

  The traveling wind outlet 254 is a hole provided in a slightly lower portion in front of the side portion 250c and capable of moderate ventilation, and the lower stay 204a is inserted therethrough.

  The convection air outlet 258 is a hole provided in an upper portion in front of the side portion 250c and capable of moderate ventilation, and the upper stay 202 is inserted therethrough. As described above, the tip portions of the upper stay 202 and the lower stay 204a protrude outward from the main cover 250, and the battery 20a is outside the main cover 250 and substantially along the front side of the side portion 250c. Have been placed.

  The travel wind outlet 254 has a shape including a portion above the lower end of the battery 20a in a side view, and is set so that the travel wind hits at least a part of the battery 20a. The convection air outlet 258 has a shape including a portion above the upper end of the battery 20a in a side sectional view, and is set so that air heated by the battery 20a escapes upward.

  The convection air outlet 258 is preferably disposed above the center position of the battery 20a. In addition, it is more preferable that the convection air outlet 258 is disposed so that at least a part thereof is above the upper end of the battery 20a because heat generated by the battery 20a can be prevented from staying above.

  The convection air outlet 258 is not directly above the battery 20a, but is open on the surface facing the inside of the vehicle body, so that rain and dust are prevented from entering the space 270. That is, as apparent from FIGS. 1 and 11, raindrops falling vertically or hitting from the outside direction are blocked by the sub-cover 252, and raindrops hitting from the inside direction are also blocked by the head pipe 11, the triangular protrusion 250b, and the right cover 208b. It is almost obstructed by etc. Further, the convection air outlet 258 is not visually recognized from the outside, and the design is improved.

  The traveling wind discharge port 256 is a hole provided between the traveling wind outlet 254 and the second notch 250e, and has a substantially triangular shape that narrows toward the front, and passes through the traveling wind outlet 254. It has a shape and size that allows the running wind to be discharged smoothly. The traveling air outlet 256 is provided with a plurality of substantially horizontal blades 262 for rectifying the traveling air.

  The convection air discharge port 260 is a hole provided in the triangular protrusion 250b, has a substantially triangular shape narrowing upward, and has a shape in which convection air passing through the convection air outlet 258 is smoothly discharged and Have a size. Here, the convection wind is a form of heat propagation, which is a phenomenon in which heat is transported by the movement of gas, and is naturally generated by a temperature difference.

  As is clear from FIG. 11, the convection wind outlet 260 is set to be higher than the upper end portion of the convection wind outlet 258.

  The sub cover 252 is a vertically long cover that is attached to the front side of the side portion 250c and covers the battery 20a, and extends from the front lower end portion of the main cover 250 to the head portion 250a. The sub cover 252 and the main cover 250 are set so that the front end ridge line portions coincide (or the sub cover 252 slightly covers the front end ridge line portion of the main cover 250).

  The lower part of the sub-cover 252 has an acute-angled shape that protrudes downward in a side view and becomes wider upward, and the middle part and the upper part of the sub-cover 252 are slightly wider than the battery 20a and have substantially the same width. The sub cover 252 has a substantially arc-shaped front side surface 252a and a rear surface 252b. Further, the sub cover 252 has a traveling wind inlet 264 and a convection wind inlet 266.

  The traveling wind inlet 264 is a plurality of holes provided from the lower acute angle portion to the height of about 1/3 of the entire front side 252a, and is set to have a shape with an acute angle downward as a whole. ing. Each traveling wind inlet 264 is divided by a substantially horizontal bridge 268 set from the viewpoint of strength and design.

  At least a plurality of the traveling wind inlets 264 are set at the same height as the traveling wind outlet 254 so that at least the lower end of the battery 20a is exposed. Thereby, when the motorcycle 10 travels, the traveling wind hits at least the lower end of the battery 20a.

  The convection wind inlet 266 is a longitudinally long hole provided in the lower acute angle surface on the rear surface 252b, and is provided below the battery 20a. Further, the convection wind inlet 266 is set so that the lower end of the battery 20a is exposed when viewed from the direction in which the battery 20a and the sub cover 252 extend. Therefore, when the air heated by the battery 20a escapes upward, the air from below is sucked in without any trouble.

  The sub cover 252 is attached to the main cover 250 with almost no gap, and the battery 20a is disposed in the cylindrical space 270. The space 270 is a substantially closed space having no holes communicating with the outside except for the traveling wind inlet 264, the traveling wind outlet 254, the convection wind inlet 266, and the convection wind outlet 258, and the battery 20a is generated from the power unit 18 or the like Protects against heat, dust and rain. In particular, the traveling wind inlet 264, the traveling wind outlet 254, the convection inlet 266, and the convection outlet 258 are provided on a surface other than the surface facing the power unit 18, and the heat generated by the power unit 18 is space. The battery 20a can be cooled more efficiently without entering the 270. Further, the space 270 is configured to be moderately narrow, and the traveling wind is likely to hit the battery 20a.

  In the battery mounting mechanism 200a configured as described above, the traveling wind is introduced into the space 270 from the traveling wind inlet 264 when the motorcycle 10 is traveling, and is cooled by being applied to at least a part of the battery 20a. The air is discharged from the traveling wind outlet 256 via the H.254. Since at least a part of the battery 20a is exposed to the outside through the traveling wind inlet 264, the traveling wind directly hits the battery 20a and has a high cooling effect. Further, the traveling wind inlet 264, the traveling wind outlet 254, and the traveling wind outlet 256 are disposed at the same height, and the traveling wind is obstructed as indicated by an arrow A in FIG. 1 (and FIG. 8). It is easy to flow because it can pass through a short path and has a high cooling effect.

  In addition, the air heated by the heat generated by the battery 20a and solar radiation passes through the convection air intake port 258 from the lower convection air intake port 266 in the space 270 as shown by an arrow B in FIG. 1 (and FIG. 8). Through the upper convection air outlet 260. Thereby, convection of air is generated, and the heat is not trapped in the space 270 and can be efficiently radiated and cooled. This cooling by convection naturally occurs due to the heat generated by the battery 20a and solar radiation, so there is no need for traveling wind, and the battery 20a can be efficiently cooled even when the motorcycle 10 is stopped or traveling at low speed. it can.

  The cooling effect by this convection is such that at least the battery is provided when the convection air inlet 266 is provided at a position below the center of the battery 20a and the convection air outlet 258 is provided at a position above the center of the battery 20a. The central portion of 20a is reliably cooled.

  In addition, at least a part of the convection air inlet 266 is provided at a position below the lower end of the battery 20a, and at least a part of the convection air outlet 258 is provided at a position above the upper end of the battery 20a. In this case, the battery 20a is more preferable because the cooling effect by convection is obtained over the entire length.

  Furthermore, according to the battery mounting mechanism 200a, only the natural flow of air is used to cool the battery 20a, so that no forced air cooling means such as a fan is required, thus reducing cost, weight, and space. In addition, the design can be improved, and it is particularly suitable for a two-wheeled vehicle having many design restrictions as compared with an automobile.

  Further, the battery 20a is arranged relatively forward by being arranged along the down frame 21a, and the weight balance with the other power unit 18 and the like is good. Since the battery 20a and the battery 20b are arranged symmetrically, the left and right balance of the motorcycle 10 is good.

  Of course, the right battery 20b, the battery mounting mechanism 200b, and the cover 208b have the same effects as the left battery 20a, the battery mounting mechanism 200a, and the cover 208a.

  The traveling wind inlet 264, the traveling wind outlet 254, the convection air inlet 266, and the convection air outlet 260 do not necessarily have to be clearly separated. For example, the traveling wind inlet 264 and the convection air inlet 266 are not necessarily separated. May have a continuous shape, or the traveling wind inlet 254 and the convection air inlet 266 may have a continuous shape.

  Further, the traveling wind and the convection wind are not strictly distinguished. For example, a part of the convection wind can be introduced also from the traveling wind intake 264, and a part of the traveling wind can also be introduced from the convection wind outlet 260. Of course, it can be derived.

  Next, the battery mounting mechanism 302 including the low temperature shielding means 300 will be described with reference to FIGS. The battery 304 provided in the battery mounting mechanism 302 is slightly shorter than the battery 20a, and the traveling wind outlet 254 is disposed slightly above the case of the battery mounting mechanism 200a. In the battery mounting mechanism 302, the same parts as in the battery mounting mechanism 200a are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 12, in addition to the components of the battery mounting mechanism 200a, the battery mounting mechanism 302 includes a valve (opening / closing part) 306 provided in the space 270, and a motor 308 that drives the valve 306. The temperature sensor 310 that detects the temperature of the battery 304 and the control unit 312 are included.

  Further, the traveling wind outlet 254 in the battery mounting mechanism 302 is an opening having a minimum area so that the lower stay 204a can be inserted, so that the wind does not substantially flow. Therefore, the traveling wind taken in from the traveling wind intake 264 flows in the cover 208a separately in the vertical direction, and flows out from the convection wind intake 266 and the convection wind intake 258. That is, the battery 20a is cooled by the traveling wind when traveling and is cooled by the convection air when stopped.

  Further, since there is substantially no wind flow through the traveling wind outlet 254, the radiant heat of the power unit 18 including the internal combustion engine 26 is blocked and the inside of the cover 208a is not heated.

  In this case, as shown in FIG. 13, it is preferable that the power unit 18 is configured to receive the traveling wind directly from the front and flow out to the traveling wind outlet 256 so that the power unit 18 is appropriately cooled.

  In the space 270, the valve 306 is located above a portion of the traveling wind inlet 264 and the convection wind inlet 266 (hereinafter referred to as a lower space) and a portion of the battery 304 and the traveling wind outlet 254 (hereinafter referred to as an upper space). It is provided at a position below that. As shown in FIG. 14, the valve 306 is configured in a substantially triangular shape that matches the cross-sectional shape of the space 270. When the valve is closed, the valve 306 is substantially sealed to shield the lower space and the upper space. be able to. The shielding of the space 270 by the valve 306 does not need to be completely sealed, and there may be air leakage to the extent that the battery 20a is not cooled.

  Further, the valve 306 is rotatable by approximately 90 ° under the action of the motor 308, and is oriented in the longitudinal direction of the space 270 (see the phantom line in FIG. 12) to be in an open state so that the upper space and the lower space are separated. Can communicate.

  The control unit 312 is connected to the motor 308, the temperature sensor 310, and the ignition key 314, and the internal CPU operates by the power supplied from the battery 304, and performs software processing shown in FIG.

  In step S <b> 1 of FIG. 15, the control unit 312 detects the state of the ignition key 314.

  In step S2, the state of the ignition key 314 is determined. If the internal combustion engine 26 is being started, the process proceeds to step S4. If not, the process proceeds to step S3.

  In step S3, the valve 306 is opened. As a result, the valve 306 is normally opened, and the traveling wind and the convection air can be passed, so that the battery 304 can be efficiently cooled.

  In step S <b> 4, the temperature θ of the battery 304 is detected by the temperature sensor 310.

  In step S5, it is checked whether or not the detected temperature θ is equal to or higher than a threshold temperature T (for example, T = 0 ° C.) for opening and closing the valve 306. When the detected temperature θ is equal to or higher than T, the process proceeds to step S6. If there is, the process proceeds to step S7.

  In step S6, the valve 306 is opened as in step S3. That is, at the time of ignition, the battery 304 discharges a large current, but if the temperature θ is equal to or higher than T, the battery 304 has a desired discharge capacity and generates heat. By opening the air, running wind and convection wind can be passed.

  On the other hand, in step S7, the valve 306 is closed. That is, at the time of start-up, the battery 304 needs to discharge a large current, but when the temperature θ is less than T, the battery 304 (especially a chemical cell) has insufficient discharge capability and generates little heat. Therefore, by closing the valve 306, the running wind and the convection wind cannot be passed, and the battery 304 is prevented from being unnecessarily cooled. As a result, the battery 304 is activated without being overcooled at the time of ignition, and the startability is improved.

  After steps S3, S6, and S7, the current process shown in FIG. Note that these processes are repeatedly executed every minute time.

  Next, a battery mounting mechanism 400 according to the second embodiment will be described with reference to FIGS. The battery mounting mechanism 400 is mounted on a hybrid motorcycle similar to the motorcycle 10 described above, and detailed description of the basic configuration of the vehicle is omitted.

  As shown in FIGS. 16 to 18, the battery mounting mechanism 400 is provided in the air cleaner 402. The air cleaner 402 is for purifying the air supplied into the combustion chamber 26a (see FIG. 3) of the internal combustion engine 26, a filter 403 for removing foreign matter, an inlet tube 404 communicating with the combustion chamber 26a, It has a case (passage through filter) 406, an air intake 408 that is a hole through which outside air can be introduced into the case 406, and a drain hole 410. In FIGS. 16 and 17, the case 406 is indicated by a virtual line for easy visual recognition.

  As shown in FIG. 18, the air intake 408 is provided at the upper part of the case 406 and is open to the inside of the vehicle, so that dust and rainwater from the outside are difficult to enter. The drain hole 410 is provided at the lowermost end portion of the case 406 and can discharge the dust and rain water that have entered the case 406 downward.

  The filter 403 can be dry, wet or other types. The case 406 forms a wide space surrounding the inlet tube 404 and has a detachable side cover 412 on the left side surface. By removing the side cover 412, the inside of the case 406 is exposed and the filter 403 can be replaced.

  The side cover 412 is provided with a plurality of substantially horizontal vent holes 414 and an air introduction plate 416 (see FIG. 17). The air introduction plate 416 is a long plate extending in the same direction as the vent hole 414, and is provided at a position that is substantially in the middle of the vent hole 414 or slightly higher than the middle, and is directed obliquely upward on the inside. It is attached in the direction. That is, the air introduction plate 416 is directed in the direction of the air intake 408 in a front sectional view (see FIG. 18), and the outside air introduced from the air intake 408 is configured to be guided to the vent hole 414. .

  The battery mounting mechanism 400 is provided on the outer surface of the side cover 412 and includes a battery 418 and a battery cover 420 that covers the battery 418. Since the battery mounting mechanism 400 is provided on the outer surface of the side cover 412, the space volume in the case 406 does not decrease and the output characteristics of the internal combustion engine 26 do not deteriorate. The battery 418 has the same function as the batteries 20a and 20b. The battery cover 420 has a substantially cup shape, and stores the battery 418 therein and is attached so as to cover all the vent holes 414 from the side.

  The battery 418 includes seven cylindrical cells 422 arranged in two rows in front sectional view. Four cells 422 are arranged in the inner row in the vertical direction and three in the outer row in the vertical direction, respectively. Some gaps are provided between the cells 422 and the battery cover 420.

  In the air cleaner 402 configured as described above, outside air is introduced into the case 406 after foreign matter is removed and purified from the air intake 408 via the filter 403, and is introduced into the combustion chamber 26 a of the internal combustion engine 26 from the inlet tube 404. It is supplied and constitutes a so-called intake system. This intake action occurs when the piston 52 (see FIG. 3) descends in the intake stroke of the internal combustion engine 26 with the intake valve (not shown) open. The intake action is generated not only when the vehicle is running, but also when the internal combustion engine 26 is idling while the vehicle is stopped.

  By the way, as indicated by an arrow C in FIG. 18, a part of the air flow accompanying the intake action is guided outward by the air introduction plate 416 and enters the inside of the battery mounting mechanism 400 through the upper vent hole 414. . This air passes through the gaps provided between the cells 422 and between the battery cover 420 and removes the heat generated by the cells 422, and then returns to the case 406 from the lower vent hole 414. The air that has not been bypassed joins and is sucked into the inlet tube 404.

  As described above, according to the battery mounting mechanism 400, the battery 418 is disposed in a portion where an air flow is generated by the intake action of the internal combustion engine 26 (that is, in the filter passage), and around each cell 422. Air flow is generated. As a result, the battery 418 can be cooled not only when the motorcycle 10 is traveling, but also when it is stopped.

  The battery mounting mechanism 400 only needs to be provided in any place in the filter passageway through which outside air is introduced via the filter 403. For example, the battery mounting mechanism 400 is provided inside the side cover 412 or in the air intake 408. It may be. The battery mounting mechanism 400 is not limited to a method of bypassing a part of the outside air introduced into the inlet tube 404, and all the introduced outside air may pass through the battery mounting mechanism 400.

  The battery mounting mechanism 400 is not limited to a hybrid vehicle but can be applied to a vehicle having the internal combustion engine 26 and a fuel cell vehicle. In the case where the battery mounting mechanism 400 is applied to a fuel cell vehicle, in any path on the upstream side of the filter in the air system from the air intake to the fuel cell (traveling drive source) via the filter and compressor. Should be provided.

  The battery mounting mechanism according to the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted without departing from the gist of the present invention.

1 is a side view of a motorcycle. 1 is a perspective view of a motorcycle with a frame and a cover removed. It is a cross-sectional side view of a power unit. It is a side view of the battery mounting mechanism with the frame and cover removed. It is a front view of the battery mounting mechanism with the frame and cover removed. It is the perspective view which looked at the battery mounting mechanism which removed the frame and the cover from diagonally downward. It is a cross-sectional top view of the cover of a battery mounting mechanism. It is a side view of a cover. It is a front view of a cover. It is the perspective view which looked at the cover from diagonally downward. It is a side view of a battery mounting mechanism in the state where a sub cover was removed. It is a partial cross section side view of a battery mounting mechanism provided with the shielding means at the time of low temperature. It is a cross-sectional top view which shows arrangement | positioning with the cover and power unit which concern on a modification. It is a cross-sectional top view of a valve and a cover. It is a flowchart which shows the operation | movement procedure of the shielding means at the time of low temperature. It is a perspective view of the air cleaner and battery mounting mechanism seen from the outside. It is a partially-omission perspective view of an air cleaner and a battery mounting mechanism viewed from the inside. It is a cross-sectional front view of an air cleaner and a battery mounting mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Motorcycle 18 ... Power unit 19 ... Control unit 20a, 20b, 304, 418 ... Battery 21 ... Frame 21a ... Down frame 200a, 200b, 302, 400 ... Battery mounting mechanism 208b, 208b ... Cover 202 ... Upper stay 204a, 204b ... Lower stay 220 ... Hole 250 ... Main cover 252 ... Sub-cover 254 ... Travel wind outlet 256 ... Travel wind outlet 258 ... Convection wind outlet 260 ... Convection wind outlet 270 ... Space 262 ... Blade 264 ... Travel wind inlet 266 ... Convection air inlet 300 ... Low temperature shielding means 306 ... Valve 308 ... Motor 310 ... Temperature sensor 312 ... Control unit 402 ... Air cleaner 403 ... Filter 406 ... Case 408 ... Air intake 412 ... Side cover 414 ... Vent hole 416 ... Air Introducing plate 4 20 ... Battery cover

Claims (7)

A battery mounting mechanism in a vehicle,
Battery,
A battery cover covering the periphery of the battery;
A running wind inlet for introducing running wind into the battery cover;
A traveling wind outlet from which the traveling wind introduced into the battery cover is discharged;
A convection wind inlet provided at a position below the center of the battery;
A convection air outlet provided at a position above the center of the battery;
The battery mounting mechanism characterized by having. The battery mounting mechanism according to claim 1,
The battery and the battery cover are disposed along a down frame extending obliquely downward and rearward from a head pipe that rotatably supports a handle,
A battery mounting mechanism, wherein a traveling power source is disposed in the vicinity of a lower end portion of the battery cover. The battery mounting mechanism according to claim 1 or 2,
The battery mounting mechanism, wherein the traveling wind inlet, the traveling wind outlet, the convection wind inlet, and the convection wind outlet are provided on a surface other than a surface facing the traveling power source. The battery mounting mechanism according to any one of claims 1 to 3,
A battery temperature sensor for detecting the temperature of the battery;
An opening / closing part provided between the traveling wind intake and the battery;
A control unit that drives the opening / closing unit to shut off the traveling wind intake and the battery when the temperature detected by the battery temperature sensor is equal to or lower than a predetermined temperature, and prevents the traveling wind from hitting the battery; ,
The battery mounting mechanism characterized by having. In the battery mounting mechanism according to any one of claims 1 to 4,
The battery convection mechanism, wherein the convection wind outlet is provided on a surface facing the inside of the vehicle. In the battery mounting mechanism according to any one of claims 1 to 5,
A battery mounting mechanism, wherein a stay for supporting the battery is inserted into each of the traveling wind outlet and the convection wind outlet. A battery mounting mechanism in a vehicle,
A filter for purifying the air supplied to the traveling power source;
A filter passage for introducing air to the travel drive source via the filter;
Have
The battery mounting mechanism, wherein the battery is provided in the filter passage.

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