JP2014039449A - Driving device for electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for improving power transmission efficiency by suppressing the weight increase of a vehicle as much as possible because in an existing electric car technology, a dedicated motor is necessary according to output characteristics required of a vehicle, causing low development efficiency, and even when a transmission is provided, the driving force of each wheel cannot be finely controlled, and large torque cannot be transmitted in a CVT.SOLUTION: A motor and a CVT are provided for each driving wheel, and the output of the motor and the transmission ratio of the CVT are independently controlled variably. The housing case of the CVT is also used for the swing arm of the wheel.

Description

The present invention relates to an automobile that travels by driving wheels with an electric motor, and a driving device for a motorcycle including a side car.

In two-wheel, four-wheel or six-wheel or more electric vehicles and hybrid vehicles, a number of technologies are used to efficiently transmit limited energy to the drive wheels to improve driving performance and cruising distance.
Among them are technologies that improve the transmission efficiency with a so-called in-wheel motor with a motor installed in the wheel, and technologies that adjust the rotation speed of the motor to the most efficient rotation speed via a continuously variable transmission. is there.
However, each existing technology is a technology for solving one problem, and there is no advanced technology that can solve a number of issues in a batch for all vehicles that are powered by electricity.
In other words, each technology has advanced technology, and the current issues are pinpointly solved. However, with the macro conception, the entire vehicle issues are solved comprehensively. There is no technology.
Therefore, even an engineer having specialized knowledge cannot create an idea for solving the problems of the present invention.

With the above-mentioned background art, the in-wheel motor can finely control the rotation speed of each wheel, and the transmission efficiency is extremely high, but the disadvantage is that the unsprung weight increases and the running performance decreases, and the high speed from the start. Since the speed cannot be changed until the vehicle travels, it is difficult to match the output characteristics of the motor with the required torque characteristics, and there is a drawback that it is not possible to cope with various travel conditions.
Further, in the configuration provided with the continuously variable transmission, it is impossible to finely control the driving force of each driving wheel, and the advantages of the electric motor cannot be fully exploited, resulting in poor efficiency. There are also electric vehicles that combine a continuously variable transmission using a CVT and a motor, but with a simple combination, no merit as an electric vehicle can be exhibited. This is because the continuously variable transmission using the CVT has a drawback that the greater the torque transmitted, the more the resistance due to friction increases and the power transmission efficiency decreases. In addition, the CVT effect can be exhibited in an internal combustion engine in which the torque characteristics necessary for traveling and the actual output characteristics are completely different, but the CVT effect cannot be exhibited as it is in a motor that originally has excellent torque characteristics.
Accordingly, it is an object of the present invention to solve all of the following problems collectively. If one problem that cannot be solved remains, it cannot be said that the problem is solved and the invention is not achieved.
1. With an in-wheel motor, unsprung weight increases and driving performance decreases. In the case where the speed increasing / decreasing device is installed in the wheel, the unsprung weight further increases.
2. For in-wheel motors, waterproofing and dust-proofing of motors is important, and the weight further increases.
3. If sufficient waterproof and dustproof measures are taken with an in-wheel motor, the motor cannot be cooled.
4, low rotational high torque is required at the start, high rotational low torque is required at high speed, etc., the electric vehicle motor is required to have different output characteristics depending on the driving conditions, but in-wheel motor, Cannot respond to all requests.
5. There are cases where an in-wheel motor is combined with a speed increasing / decreasing device using a planetary gear, but it is the same thing as mounting a motor with different characteristics, and cannot meet all the above-mentioned requirements.
6. A plurality of motors and speed increasing / decreasing devices must be prepared according to the vehicle type, vehicle form, weight, size, etc., and productivity is poor. As a result, the cost of the vehicle increases.
7, CVT is highly functional as a transmission, but resistance force is generated by belt tension, and power transmission efficiency is inferior to that of gears and chains. In particular, there is a great deal of waste when running at a constant speed without performing a shifting operation.
8, CVT has a risk of belt breakage and is inferior in reliability compared to gears and chains.
In addition, when the CVT fails, the vehicle cannot run.
9. The swing arm that supports the wheel must have high bending strength and torsional strength. Especially in an in-wheel motor, the wheel is heavy, so the load on the swing arm increases and high strength must be ensured.
10. Since CVT has a structure for transmitting power by friction, the device for generating the frictional force increases in proportion to the torque, and its size and allowable transmission torque are limited. Therefore, in a large vehicle, the CVT continuously variable transmission function cannot be effectively used.
11. In order to satisfy all conditions with a single motor, it becomes an extremely expensive motor or an extremely large and heavy motor, making it unrealistic for a vehicle.
It is an object of the present invention to solve all of the above problems. Therefore, even if there is a technology that can solve some problems in the past, it is not a comparison object with the technology of the present invention and cannot be called a prior application. It is the subject of the present invention to solve all of the above problems all at once, and that point can be said to be an invention having a highly novel and advanced technology.

One motor is provided for each drive wheel, and the motor and the drive wheel are connected by CVT. Furthermore, the CVT case is also used as a swing arm, and the motor is installed at a position higher than the drive wheel, thereby facilitating waterproof and dustproof measures and reducing the unsprung weight.

There are individual technologies that solve only a part of the problems listed in the problem of the present invention, but there are no existing technologies that can solve all of them together.
That is, according to the present invention, it is possible to provide an inexpensive and efficient drive device for an electric vehicle that can solve all of the above-mentioned many problems and does not sacrifice running performance.

Any one of the configurations detailed in claims 1 to 10 is adopted. Specifically, one motor is provided for each drive wheel, and the motor and the drive wheel are connected by CVT. Furthermore, the CVT case is also used as a swing arm, and the motor is installed at a position higher than the drive wheel, thereby facilitating waterproof and dustproof measures and reducing the unsprung weight. In addition, each drive wheel is individually controlled with fine output characteristics.

Embodiments of the invention are as detailed in claims 1-10. An example is shown below.

FIG. 1 is a schematic view of an electric four-wheeled vehicle 1 equipped with the driving device of the present invention, and represents a plan view seen from above. The drive wheel 7 and the steerable drive wheel 10 are supported by CVT storage cases 4 and 9 and swing up and down, respectively, and obtain driving force from a hub 6 attached to the drive shafts 4 and 5. The output of the motor 2 is transmitted to the CVT via the power transmission shaft 3, but 2 and 3 are arranged in a straight line, and the CVT storage cases 4 and 9 swing up and down with this shaft center as the swing shaft 12. .
In the above configuration, if the control detailed in claim 1 is performed, an optimum gear ratio can be obtained according to the running state, and an optimum output characteristic can be obtained even with an inexpensive motor. The continuously variable transmission has a wide variety of structures. In the present invention, CVT using a belt and a pulley is optimal. The above is the embodiment of the present invention described in claims 1 and 2.

FIG. 2 is a schematic diagram showing only the right rear wheel portion of FIG. 1 as viewed from the right side, and shows a power transmission method. In the CVT storage case 4, a driving pulley 14 and a driven pulley 15 are stored and connected by a power transmission belt 16, and a V belt is generally used. Each pulley rotates while sandwiching the belt from the left and right, and the rotation radius of the belt is changed by changing the inner width to sandwich the belt, and the gear ratio is continuously changed.
Since the CVT housing case is provided with a holding flange 13 on the swing shaft 12, the CVT housing case 4 exhibits the function of a swing arm by being attached to the vehicle body frame or the like via 13. Thus, the wheel 7 can be held swingably. Further, since the mounting portion 17 of the shock absorber 18 is provided at 4, if the shock absorber is attached here and the other end 19 is attached to the vehicle body frame or the like, it functions as a drive device.
Usually, the swing arm supports the drive wheels and receives impact from the road surface, so high strength is required. However, the CVT storage case is box-shaped, so it has a very high rigidity against twisting and bending. By combining it with the arm, it is possible to add a shifting function while minimizing the increase in weight. That is, the weight can be reduced more than the case where CVT is added to a vehicle having a normal swing arm, and the speed change width and power transmission efficiency can be improved.
In the above configuration, as shown in FIG. 2, the motor is removed from water and dust by installing the swing center 12 of the CVT storage case, that is, the motor rotation shaft at a position higher than the wheel rotation shaft 5. It becomes easy to protect, and an increase in unsprung weight can also be prevented. The above is the embodiment of the present invention described in claims 3 and 4.

FIG. 3 is a schematic diagram showing a configuration in which the drive device of the present invention includes a clutch and a brake disk, and shows a state in which the right rear wheel portion of FIG. 1 is extracted.
For example, when coasting, the motor and the drive device can be separated to reduce the resistance by the configuration in which the electromagnetic clutch 20 and the brake disk 21 are installed on the drive shaft 3 between the motor 2 and the CVT storage case 4. In addition, since the brake disk necessary for braking is arranged coaxially with the swing center 12, the unsprung weight can be reduced. The above is the embodiment of the present invention described in claims 5 and 6.

Reference numeral 36 in FIG. 1 denotes a clutch and a constant velocity joint that connect the rotation shafts of the left and right motors. Normally, each motor is controlled independently, but when an abnormality occurs in one motor, if this clutch is connected and the left and right motors are directly connected by a constant velocity joint, the left and right motors can be controlled by one motor. Since the same state as the configuration for driving the wheel is obtained, it is possible to avoid a situation where the vehicle cannot run. The above is the embodiment of the present invention described in claim 7.

In the configuration of FIG. 3, if all cases including the motor and CVT are unitized and configured to be detachable as a set, the maintainability is greatly improved, and various types of units can be prepared by simply preparing several types of units. Applicable to various vehicles. In the configuration where only the motor is unitized as in the existing technology, the torque characteristics are limited, but by combining the motor and CVT, it becomes possible to meet the demands of all output characteristics and greatly The cost can be significantly reduced and it can greatly contribute to the spread of electric vehicles.
For a motorcycle, the motor mounting position may be reversed to have the configuration shown in FIG. In FIG. 4, the motor 22 is installed on the tire 26 side, and the clutch 23 and the brake disc 24 are installed between the CVT storage case 25 that also serves as a swing arm. A suspension is attached to 29, and the tire 26 attached to the drive shaft 27 and the hub 28 swings up and down around the swing center 12. The above is the embodiment of the present invention described in claim 8.

According to the configuration described in claims 1 to 8 of the present invention, not only the output of the motor is simply changed, but also the output torque and the rotational speed can be finely changed by changing the gear ratio, and the change is possible. The width is dramatically wider than the conventional technology. Therefore, in order to make the best use of the characteristics of this configuration, it is only necessary to perform control to an optimum gear ratio according to various driving conditions. This control dramatically increases the maneuverability, stability and safety of the vehicle, and maximizes the advantages of an electric vehicle. The above is the embodiment of the present invention described in claim 9.

FIG. 5 is a schematic diagram of a configuration including a driving force transmission device using a chain in parallel with the CVT.
Although CVT is extremely excellent as a transmission, there is a drawback that power transmission efficiency is lowered by this resistance because tension must always be applied to the belt in order to transmit driving force by friction. Therefore, by installing a sprocket and a chain in parallel with the CVT and using the chain in a traveling state that does not require shifting, the power transmission efficiency can be significantly increased.
A chain sprocket 30 is attached to the rotary shaft 3 of the CVT drive pulley, and is connected to the rotary shaft 3 via a clutch 31 so as to be intermittent. A sprocket 32 for a chain is attached to a rotating shaft 34 that rotates integrally with the rotating shaft 5 of the driven pulley of the CVT, and a driving force is obtained from the chain 33 and transmitted to the wheels.
The chain is set to a gear ratio that is substantially the same as the minimum reduction ratio of the CVT, and is changed from CVT to chain drive on a highway that continuously runs at the minimum reduction ratio. The drive unit is changed by connecting the clutch when the transmission ratio of the CVT substantially matches the transmission ratio of the chain, starting the power transmission by the chain, and releasing the pressure applied to the pulley that applies tension to the belt of the CVT. If there is no shock, it can be changed smoothly. The above is the embodiment of the present invention described in claim 10.

According to the present invention, high output torque can be obtained even with a small motor, and all output characteristics can be obtained with a small number of types of motors, such as high speed running with a low rotation type motor. And cost reduction will progress dramatically.
In addition, if several types of units are prepared, it can be used for vehicles of various types and applications, so it becomes possible for small and medium-sized companies that cannot develop drive trains to enter the electric vehicle industry. Can greatly contribute to diversification and development.

It is a top view showing typically a four-wheeled vehicle carrying the drive device of the present invention. All four wheels are drive wheels, and each wheel is equipped with a CVT continuously variable transmission. The upper part of the figure represents the front wheel, and the front wheel also has the function of a steered wheel. This figure is symmetrical.   FIG. 2 is a right side view schematically showing the right rear wheel drive device of FIG. 1.   FIG. 2 is a diagram schematically illustrating a configuration in which a brake and a clutch are provided in the drive device for the right rear wheel in FIG. 1.   3 is a schematic diagram in the case where the position of the motor is reversed with respect to the drive device and is used for a motorcycle.   It is the figure which represented typically the structure provided with the chain drive device with respect to the drive device of FIG.

1. A vehicle equipped with the drive device of the present invention, which is a four-wheeled vehicle 2, a motor 3 for driving, a drive shaft 4 for connecting the motor and CVT, and a CVT storage case 5 having the functions of a swing arm , Support and rotate the wheel, drive shaft 6, drive wheel or wheel mounting, hub or stay 7, wheel or wheel 8 including tire, drive motor 9, CVT storage case having the function of swing arm 10. Wheels 11, including tires, change rotation direction of drive wheels, constant velocity joint and steering device 12, swing center 13 of CVT storage case having the function of swing arm, CVT storage case can be freely moved The holding type flange holding device 14, the CVT drive pulley 15, the CVT driven pulley 16, and the CVT drive belt 17 which is a V belt, a shock absorber mounting portion 18 provided in a CVT storage case, a shock absorber 19 by a hydraulic or pneumatic damper and a spring, a shock absorber mounting portion 20 on a vehicle body frame, a clutch 21 and a brake A disk 22, a driving motor 23, a clutch 24, a brake disk 25, a CVT storage case 26 having a function of a swing arm, a wheel or wheel 27 including a tire, and a drive shaft 28 that rotates while supporting the wheel, a drive A wheel or wheel is mounted, a hub or stay 29, a shock absorber mounting portion 30 provided in a CVT storage case, a chain is hung, a driving sprocket 31, an electromagnetic clutch 32, a chain is hung, a driven sprocket 33, a chain 34 , Supporting the driven sprocket and transmitting power to the driving wheels, Shaft 35, the brake disc 36, connected to the fault or the like of the left and right motor, clutch and constant velocity joint

Claims (10)

In an electric vehicle having 4 to 8 wheels, or a hybrid vehicle using an electric motor and an internal combustion engine, all or one or more wheels are drive wheels, and each drive wheel is provided with a motor and a continuously variable transmission. Rotation speed, drive wheel rotation speed, throttle opening, brake operation force, motor output, acceleration, deceleration, and all or any of the lateral acceleration during cornering, and calculation means based on the detection data A drive device characterized by controlling the speed ratio of the continuously variable transmission by performing an arithmetic operation. The drive wheels include wheels having both functions of steering and driving, and the motor is an inner rotor motor or an outer rotor motor. The drive unit according to claim 1, wherein the continuously variable transmission is a so-called CVT composed of a pair of pulleys and a power transmission belt. In the configuration in which the CVT shift is performed by hydraulic pressure or pneumatic pressure, the pressure generating device has one of the following configurations.
1. A pressure generator is installed for each CVT, and the gear ratio is individually varied. In addition, the structure provided with the pressure control valve is also included.
2. One pressure generator is used for several CVTs, and a pressure switching valve or a pressure control valve is used to control the gear ratio of each CVT. The rotation axis of the drive pulley of the CVT and the rotation axis of the motor are arranged on a substantially straight line, and the driven pulley of the CVT and the rotation axis of the drive wheel are arranged on a substantially straight line. The rotating shaft of the motor in a stationary state with no load is characterized by being arranged at the same height or higher position than the rotating shaft of the driving wheel, that is, the rotating shaft of the driven pulley. The drive device according to claim 2.
In addition, the structure which arrange | positions the rotating shaft of the drive side pulley of CVT, and the rotating shaft of a motor on a substantially straight line points out either of the following structures.
1. A rotating shaft is directly connected or integrally connected, or a pulley is installed on a rotating shaft of a motor.
2. The rotary shaft is detachably connected by a flange, inlay fitting, spline fitting, or any one of them.
3. A slightly offset rotating shaft or a rotating shaft having a relative angle is connected by a constant velocity joint or a universal joint.
4. The rotating shaft is connected through an elastic member made of rubber or metal spring in any one of the above configurations 1 to 3. In addition, the connection via the elastic member includes a structure in which rubber is sandwiched between the flanges, a structure in which the rubber is connected between the inner and outer cylinders, and a structure in which the rubber is connected between the inner and outer cylinders. , And refers to a combination of these.
5. In any one of 1 to 4 above, the inner and outer cylinders are connected via a telescopic rotating shaft that is spline-fitted. The case that houses the CVT is a swing arm that swings while supporting the driving wheel. The driving wheel swings up and down around the rotation axis of the driving pulley of the CVT, and any or all of the following: The drive device according to claim 2, wherein the drive device has characteristics. The swing arm is held by a body frame or a holding device or a holding member fixed to the body frame. In addition, the material of the swing arm includes die cast, steel, titanium alloy, and aluminum alloy, and includes a configuration in which a resin cover and a decorative board are installed in a portion having a low strength load.
1. A case storing CVT and a frame of a vehicle body or a bracket fixed to the frame were connected by a shock absorber. The shock absorber refers to a shock relaxation device using a spring or rubber, a damper using hydraulic pressure or pneumatic pressure, or both, and includes a suspension unit in which a spring and a damper are combined.
2. A cooling water circulation passage or a cooling water pipe was provided in the case containing the CVT. In addition, the structure which attached the one-touch joint to the connection part of cooling water piping is also included.
3. The motor was attached to the case containing the CVT, and the motor was also configured to swing around its rotational axis.
4. The case containing the CVT was in a substantially sealed state and provided with one or more breather pipes, and the open ends of the pipes were arranged above the rotating shaft of the drive wheels.
5. A fan was provided on the pulley, and the apparatus was arranged so that air flow was generated in the CVT storage case by the rotation of the pulley.
6. In the configuration of 5 above, the fan is a centrifugal fan, the outside air is sucked from a breather pipe provided at a substantially central portion of the fan, and the air is discharged from a breather pipe provided at a location away from the fan. The breather pipe intake port on the side of intake air is disposed above the rotational axis of the drive wheel.
In addition, the structure which provided the baffle plate and maze which prevent a filter or refuse invasion in an inlet port is also included.
7. A mounting device capable of swingably holding the case is provided at the swing center of the CVT storage case.
8. The motor is attached to the CVT storage case, and the motor is also configured to be swingable in conjunction with the CVT storage case, and the motor is provided with an attachment device that can be swingably held. The CVT storage case was configured to be swingable as a swing center.
9. In the configuration of 7 or 8 above, the rotating shaft of the motor and the rotating shaft of the driving pulley of the CVT are arranged in a substantially straight line, and both the holding device provided in the motor and the holding device provided in the CVT storage case It was supported and rocked.
10. The rotating shaft of the motor and the rotating shaft of the driving pulley of the CVT are arranged in a straight line, and the rotating shaft is integrally structured or integrally connected, and both ends thereof are rotatably held. That is, the entire CVT storage case is swingable up and down around the rotation axis of the motor and the rotation axis of the driving pulley of the CVT.
11. A fixed shaft that penetrates the motor and the CVT drive pulley is provided, and both ends of the fixed shaft are held. The rotating part of the motor and the pulley on the drive side of the CVT are rotatably connected on this fixed shaft. The CVT storage case is also held on the fixed shaft so as to be swingable.
12. A fixed shaft is installed at the drive wheel mounting portion of the CVT storage case, and the driven pulley of the CVT and the drive wheel mounting hub are rotatably connected on the fixed shaft.
13. In any one of 7 to 12 above, the holding device is an inlay fitting or a fastening by a flange or both.
14. In any one of 7 to 13 described above, a bearing or a bearing metal is installed in a portion or part where relative motion such as sliding, reciprocation, and rotation occurs. In addition, the structure which installed the grease nipple in the site | part which a relative motion generate | occur | produces is also included.
15. In any one of the above-described configurations 7 to 14, a labyrinth seal, an oil seal, or a dust seal is provided in a portion or part where relative motion such as sliding, reciprocation, and rotation occurs. The drive device according to any one of claims 2 to 4, wherein a brake disk is attached to any one of the following or a plurality of the following portions. In addition, in order to reduce the heat conduction between the brake disc and CVT, a configuration in which a heat insulating material is interposed, a configuration in which the brake disc is a floating type, a heat conduction is reduced, a configuration in which a fan is provided on the brake disc, A configuration in which the brake disc is cooled by a fan provided on the pulley of the CVT and a configuration in which a cooling water pipe or a cooling water passage is provided in the vicinity of the brake disc mounting portion to perform water cooling are also included.
1. On the rotating shaft of the CVT drive pulley, opposite the motor.
2. Between the motor and the pulley on the drive side of the CVT on the rotating shaft of the motor.
3. Near the drive pulley on the rotation axis of the CVT drive pulley.
4. Near the driven pulley on the rotating shaft of the driven pulley of the CVT.
5. Between the pulley and the drive wheel on the rotating shaft of the driven pulley of the CVT.
6. Near the drive wheel on the rotation axis of the drive wheel.
7. Inside the drive wheel on the axis of rotation of the drive wheel. Any one or more of the following between the rotating shaft of the motor and the rotating shaft of the driving pulley of the CVT, or between the rotating shaft of the driven pulley of the CVT and the rotating shaft of the driving wheel: The drive device according to claim 2, wherein the drive device is provided.
1. Friction clutch, mechanical intermittent clutch, electromagnetic clutch, or one-way clutch.
2. Gear-type reduction gear or gear-type speed-up device. Each gear device includes a planetary gear type.
3. Power generation device.
4. Motor with smaller output than drive motor.
5. Output takeout device such as gear or pulley or chain sprocket.
6. Labyrinth seal, oil seal, or dust seal.
7. Radiation fins or piping for cooling water. The cooling water pipe includes a configuration in which the rotating shaft is used as a centrifugal pump and the cooling water is forcibly circulated. In the configuration in which the drive wheels are installed at substantially symmetrical positions on the left and right, the motor that transmits the drive force to the left and right drive wheels via the CVT is any one of the following configurations. The drive device according to any one of 6.
1. The rotation shafts of the left and right motors were directly connected or integrally connected, or detachably connected using a flange and a fastening member.
2. The rotation shafts of the left and right motors were directly connected via a buffer member. A configuration in which a rubber or metal spring is interposed between the flanges and is detachably connected is also included.
3. The rotation shafts of the left and right motors were connected by a constant velocity joint.
4. The rotation shafts of the left and right motors were connected by a constant velocity joint via a buffer member.
5. In any one of the above configurations 2 to 4, a clutch is provided between the left and right motors so that the transmission of the driving force can be interrupted.
6. The rotating shaft of the motor is arranged to rotate about 90 degrees with respect to the rotating shaft of the CVT driving pulley, and the rotational force is transmitted to the driving shafts of the left and right pulleys via the bevel gear. A configuration in which the bevel gear is a differential gear is also included.
7. Integrated left and right motors. That is, one end of the rotating shaft of one motor was connected to one CVT, and the other end was connected to the opposite CVT.
8. The left and right motors are integrated into a single motor, and its rotation shaft is rotated approximately 90 degrees with respect to the rotation shaft of the CVT drive pulley, and rotated to the drive shafts of the left and right pulleys via bevel gears. It was set as the structure which transmits force. A configuration in which the bevel gear is a differential gear is also included. The motor, CVT, CVT storage case, drive wheel mounting stay or hub are unitized and configured as a general-purpose drive device for two-wheeled vehicles and four-wheeled vehicles as an integrated set, and one of the following Or the drive device in any one of Claim 2 to 7 which has all the characteristics. When used for a motorcycle, the electric vehicle or the hybrid vehicle according to claim 1 is replaced with a motorcycle or a two-wheeled vehicle with a side vehicle, and the driving wheel is replaced with a front wheel, a rear wheel, or both front and rear wheels, In the case of having a side vehicle, the configuration using the wheels of the side vehicle as drive wheels is also included.
1. A mounting stay or bracket that can be swingably supported around the rotation axis of the CVT drive pulley is installed. Note that the mounting stay or bracket is installed in a CVT storage case or a motor body or a case holding the motor.
2. A shock absorber mounting stay or mounting bracket was installed in the CVT storage case. The shock absorber refers to a coil spring, a torsion spring, a hydraulic damper, a pneumatic damper, and a rubber damper, and includes a suspension unit in which any one of these is integrated.
3. The motor mounting position of the CVT storage case can be changed or reversed so that it can be used for two-wheeled vehicles and four-wheeled vehicles with minimal modifications and parts replacement.
4. In any one of the above configurations 1 to 3, the CVT storage case is die-cast, and a part of the die is exchangeable by nesting.
5. In any one of the configurations 1 to 4 described above, the processing portion and processing specifications of the CVT storage case are changed.
6. In any one of the configurations 1 to 3, the structural member that receives a load as a swing arm or CVT is steel, stainless steel, titanium, aluminum, or an alloy thereof, and a cover of the same material or resin is attached.
7. In any one of the configurations 1 to 6 described above, only the CVT is detachable and replaceable.
8. In the configuration of 7 above, the structural member functioning as a swing arm is provided with a fixed shaft that rotatably holds the driving pulley and the driven pulley of the CVT, and each pulley is placed on the fixed shaft via a bearing. And was able to rotate. Steering operation by the driver, brake operation, accelerator operation, acceleration in each direction, change in motor rotation speed and rotation speed, change in rotation speed and rotation speed of each wheel, load applied to each wheel, using artificial satellite Any or all of the position information and position displacement information from the GPS system and the swing displacement of the swing arm are detected, and it is determined by calculation that the vehicle is in one of the following traveling states, and the determination result is 9. The drive unit according to claim 1, wherein the transmission ratio of each continuously variable transmission is individually controlled based on the control unit. In addition, the vehicle described below refers to any of the various automobiles according to claims 1 and 8, a two-wheeled vehicle, or a two-wheeled vehicle with a side vehicle.
1. During cornering, or entering or exiting a corner.
2. The vehicle is decelerating, accelerating, or traveling at a constant speed.
3. Running on uneven road surface, running in a deep water pool, or running in a muddy state.
4. Driving on a slippery road surface with a low coefficient of friction, or the grip strength of the tire is reduced.
5. One or several or all of the driving wheels and non-driving wheels are slipping.
6. The weight balance of the vehicle is lost due to the loading of heavy objects at a position away from the center of gravity.
7. The entire vehicle is skidding.
8. The vehicle is traveling on the ramp.
9. Trouble has occurred in some motors or drive devices, and normal operation is not possible.
10. A strong crosswind or strong headwind or strong tailwind.
11. The driver's steering operation and acceleration / deceleration operation and the behavior of the vehicle are traveling in a mismatched state.
12. Any tire is punctured or any tire has an extremely low air pressure.
13. An abnormal impact or load is applied due to a collision with another vehicle, or abnormal behavior occurs.
14 is moving backwards. When connecting the driving side rotating shaft and the driven side rotating shaft of the continuously variable transmission with one of the following power transmission devices, when transmitting power with any of the following devices, Power transmission function in CVT by stopping power transmission to continuously variable transmission by either electromagnetic clutch, friction clutch or mechanical intermittent clutch, or lowering pressure of driving belt by lowering pressure of CVT pulley The drive device according to any one of claims 1 to 9, wherein control is performed to reduce the pressure. In the above control, switching from a continuously variable transmission to any one of the following drive units and vice versa, the difference between the two transmission ratios is within 30% of one of the transmission ratios. And control for forcibly switching to one of the following drive units when the continuously variable transmission fails.
1. Power transmission device with chain and sprocket.
2. A power transmission device using a toothed belt or a cogged belt and a toothed pulley for each belt.
3. A power transmission device using a drive shaft that uses a bevel gear to change the direction of the rotating shaft.
4. A power transmission device in which gears are provided on both the drive-side rotary shaft and the driven-side rotary shaft, and one or more intermediate rotary shafts provided with gears are provided between the rotary shafts.
5. The power transmission device according to any one of 1 to 4 above, comprising a plurality of sets of the same type of device.
6. The power transmission device according to any one of 1 to 5, wherein an elastic member is interposed in the power transmission path. In addition, the intervention of the elastic member means that the rotating shaft is a torsion bar spring, the spring is inserted between two rotating parts, or rubber is baked or bonded between the two rotating parts. It refers to a configuration that fills and transmits power.

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