JP2019006339A - Saddle-riding type electric vehicle - Google Patents

Abstract

To provide a saddle-riding type electric vehicle which can obtain large driving force while inhibiting enlargement of a motor.SOLUTION: An two-wheeled electric vehicle includes a master motor 11 and a slave motor 12. The master motor 11 and the slave motor 12 are attached to both ends of a shaft member 13. The two-wheeled electric vehicle includes a transmission mechanism which transmits rotation of the shaft member 13 to a rear wheel.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a straddle-type electric vehicle.

  In recent years, as a straddle-type vehicle such as a motorcycle, a straddle-type electric vehicle powered by a motor has been developed instead of an internal combustion engine such as an engine. As this type of straddle-type electric vehicle, a straddle-type electric vehicle in which rear wheels, which are drive wheels, are driven by an electric motor is disclosed (for example, see Patent Document 1).

JP 2013-129338 A

  A saddle-type electric vehicle is rarely overloaded with carrying large loads or riding with a large number of people. For this reason, in the saddle riding type electric vehicle disclosed in Patent Document 1, the driving force obtained by the motor is limited, but if the loaded weight is not excessive, it can be sufficiently put into practical use. .

  However, it is difficult to obtain a sufficient driving force when a large load is mounted on the saddle riding type electric vehicle or when a large number of people are allowed to board. In this regard, it is conceivable to increase the driving force by increasing the size of the motor, but a large motor often requires development costs. In addition, when the motor is increased in size, there are problems in that the installation location of the motor in the vehicle is limited and the weight of the vehicle increases.

  In Southeast Asian countries in particular, large loads are often loaded by a saddle riding type electric vehicle or a large number of people are boarding. For this reason, there has been a great demand for increasing the driving force of the saddle riding type electric vehicle.

  Accordingly, the problem to be solved by the present invention is to provide a straddle-type electric vehicle capable of obtaining a large driving force while suppressing an increase in size of the motor.

  A straddle-type electric vehicle according to an embodiment of the present invention that has solved the above problems includes a pair of motors, a shaft member having the pair of motors attached to both ends, and rotation of the shaft member as drive wheels. And a transmission mechanism for transmitting.

  With this configuration, the pair of motors supplies driving force to the shaft member. The driving force supplied to the shaft member is transmitted to the drive wheels via the transmission mechanism. In this way, since the driving force is supplied to the driving wheels by the pair of motors, a large driving force can be obtained while suppressing the increase in size of the motor. The pair of motors are attached to both ends of the shaft member. For this reason, the installation space of the motor can be prevented from being excessively wide.

  In the saddle riding type electric vehicle, the pair of motors may be an outer rotor type brushless motor.

  By comprising in this way, a wheel can be driven with a motor with big driving force.

  In the straddle-type electric vehicle, a rotation angle detection unit that detects one rotation angle of the pair of motors, and a rotation control of the pair of motors based on the rotation angle detected by the rotation angle detection unit. And a controller for performing the above.

  With this configuration, it is possible to use only one controller for driving the two motors. In driving two motors, it is often necessary to detect the rotation angle of each motor. In this respect, in the saddle riding type electric vehicle described above, since the two motors are attached to both ends of the shaft member, the two motors always rotate in the same phase. Therefore, since the rotation angle of both motors can be detected by detecting the rotation angle of one motor, the two motors can be easily driven by one controller.

  In the straddle-type electric vehicle, the pair of motors may be arranged at symmetrical positions with respect to the center of the vehicle body.

  With this configuration, the stability of the saddle riding type vehicle can be improved.

  In the straddle-type electric vehicle, a speed reduction mechanism may be interposed between the shaft member and the drive wheel.

  By configuring in this way, it is possible to increase or decrease the driving force applied to the wheels without greatly changing the output of the motor.

  According to the straddle-type electric vehicle according to the present invention, a large driving force can be obtained while suppressing an increase in the size of the motor.

1 is a side view of an electric motorcycle according to an embodiment of the present invention. It is a partially broken side view of a power unit. It is a perspective view of a motor. It is a disassembled perspective view of a motor. It is a block block diagram of an electric motorcycle. (A) is a partially broken side cross-sectional view of a power generating device to which an internal combustion engine is attached, (B) is a partially broken side cross-sectional view of the power generating device from which the internal combustion engine of (A) is removed, (C) ) Is a partially cutaway sectional side view of the power generation device in which the internal combustion engine is replaced with a motor.

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

  FIG. 1 is a side view of an electric motorcycle. As shown in FIG. 1, an electric motorcycle 80, which is an example of a straddle-type electric vehicle of the present invention, is a commercial motorcycle including a motor as a drive source. The electric motorcycle 80 includes a power unit 10. The power unit 10 is disposed on the left side of the front wheel 84 and the rear wheel 91 at the center of the vehicle body and supplies power to the rear wheel 91. The electric motorcycle 80 is a so-called rear wheel drive vehicle.

  In the electric motorcycle (small vehicle) 80 shown in FIG. 1, the body frame 82 is formed by integrally joining a plurality of types of steel materials by welding or the like. The vehicle body frame 82 extends a single main tube 88 downward and rearward from the head pipe 83 that supports the front wheel suspension system so that it can be steered, and easily spans between the head pipe 83 and the seat 89 for seating an occupant. The so-called backbone type is improved.

  A pivot bracket 90 extends below the rear end portion of the main tube 88, and a front end portion of a swing arm 92 of a rear wheel suspension system is supported on the pivot bracket 90 so as to be swingable up and down. A seat frame 93 extends above and behind the rear end of the main tube 88, and a seat 89 is disposed on the seat frame 93. A rear wheel suspension rear cushion is disposed between the seat frame 93 and the swing arm 92. 94 is arranged. In the figure, reference numeral 85 denotes a front fork, reference numeral 86 denotes a steering stem, and reference numeral 87 denotes a steering handle. Below the main tube 88, the power unit 10 that is a prime mover of the electric motorcycle 80 is supported.

  FIG. 2 is a partially broken side view of the power unit. As shown in FIG. 2, the power unit 10 includes a master motor 11 and a slave motor 12 as a pair of motors. Each of the master motor 11 and the slave motor 12 is an outer rotor type brushless motor, and includes a stator 21, a stator holding member 23, and a rotor 25, respectively. The master motor 11 and the slave motor 12 are disposed on both sides of the crankcase 50, respectively. The rotor 25 of the master motor 11 and the rotor 25 of the slave motor 12 are connected via the shaft member 13. The shaft member 13 is disposed through the crankcase 50. A driving force is supplied to the shaft member 13 by a master motor 11 and a slave motor 12 attached to both ends thereof.

  The shaft member 13 is rotatably supported by bearings 30 and 30 disposed in the crankcase 50. The master motor 11 and the slave motor 12 are configured to be approximately the same except for whether or not a rotor position detection sensor (hereinafter referred to as “position sensor”) 35 is attached. Hereinafter, the configuration of the master motor 11 of the master motor 11 and the slave motor 12 will be described with reference to FIGS. In FIG. 2, the same reference numerals are assigned to the same components of the master motor 11 in the slave motor 12.

  FIG. 3 is a perspective view of the master motor, and FIG. 4 is an exploded perspective view of the master motor. As shown in FIGS. 2 and 3, the stator 21 has a coil 22. The stator 21 includes a stator core 28. As shown in FIG. 4, the stator core 28 has a plurality of teeth 28 a protruding in the radial direction, and an insulator 29 as an insulating member attached to each of the teeth 28 a. The coil 22 is wound around the teeth 28 a of the stator core 28 from above the insulator 29.

  The stator 21 is fixed to the stator holding member 23 by stator mounting bolts 27 shown in FIG. The stator holding member 23 includes a holding portion 23A that is formed in a substantially cylindrical shape by an iron material or an aluminum material, and a disc-shaped flange portion 23B that extends to the inner peripheral edge of the holding portion 23A. Further, the crankcase 50 is provided with a boss portion 51, and the flange portion 23B is fastened to the boss portion 51 with a mounting bolt 23C. Thereby, 23 A of holding parts will be in the state protruded toward the axial direction outer side. The stator 21 is fixed to the holding portion 23A. That is, the stator 21 is fixed to the boss portion 51 via the stator holding member 23. Furthermore, the bearing 30 is supported by the boss portion 51.

  The rotor 25 includes a bottomed cylindrical rotor yoke 31. A plurality of magnets 32 are arranged on the inner surface of the rotor yoke 31 so as to be spaced apart from each other along the circumferential direction. A shaft connecting portion 34 that protrudes inward is formed at the center of the side wall 33 that is the bottom of the rotor yoke 31. The shaft member 13 is inserted into the shaft connecting portion 34 and fixed by the bolt B. The magnet 32 of the rotor 25 is assembled to face the outer peripheral surface of the stator 21.

  A position sensor 35, which is an example of a rotation angle detection unit, is attached to the flange portion 23 </ b> B of the stator holding member 23 via an attachment plate 36. As shown in FIG. 2, the position sensor 35 is disposed away from the magnet 32 at a position along the inner surface of the magnet 32 of the rotor 25. The position sensor 35 detects a change in the magnetic flux of the magnet 32. The detected change in magnetic flux is output as a signal to the controller 60 described later. The controller 60 obtains the rotation position (rotation angle) of the rotor 25 based on the detected change in magnetic flux (details will be described later). In the slave motor 12, the position sensor 35 and the mounting plate 36 are not provided.

  Further, as shown in FIG. 2, a primary drive gear 40 a is provided at the substantially central position in the longitudinal direction of the shaft member 13 so as to be integrally rotatable with the shaft member 13. The primary drive gear 40a meshes with a primary driven gear 40b supported on the right side of the main shaft 5 so as to be relatively rotatable.

  A transmission 4 is provided behind the shaft member 13 (downward in FIG. 2). The transmission 4 includes a main shaft 5 and a counter shaft 6. The main shaft 5 and the counter shaft 6 are arranged with their respective rotation center axes aligned in the left-right direction (in parallel with the crank axis).

  A multi-plate clutch 42 is coaxially supported at the right end portion of the main shaft 5. The multi-plate clutch 42 is a shift clutch, and has a bottomed cylindrical shape that opens to the right and is supported on the right end of the main shaft 5 so as to be relatively rotatable, and on the inner peripheral side of the clutch outer 42a. And a clutch inner 42b that is disposed and supported at the right end of the main shaft 5 so as to be integrally rotatable. A primary driven gear 40b is supported on the left side of the bottom wall of the clutch outer 42a so as to be integrally rotatable. The multi-plate clutch 42 temporarily releases the pressure contact of a clutch plate (not shown) in conjunction with a shift operation of a shift pedal (not shown) to make the shift change of the transmission 4 smoother.

  The transmission 4 includes a main shaft 5 and a counter shaft 6, and a transmission gear group 7 supported across both shafts 5 and 6. The rotational power of the shaft member 13 is transmitted from the main shaft 5 to the counter shaft 6 via an arbitrary gear of the transmission gear group 7. The left end portion of the counter shaft 6 is an engine output portion 41.

  The transmission gear group 7 is composed of gears corresponding to the number of shift stages respectively supported by the shafts 5 and 6. The transmission 4 is of a constant meshing type in which the corresponding gears of the transmission gear group 7 are always meshed between the shafts 5 and 6. Each of the gears supported by the shafts 5 and 6 includes a free gear that can rotate relative to the shaft that supports itself, a fixed gear that can rotate integrally with the shaft that supports itself, and a shaft that supports itself. It is classified into a slide gear that fits with a spline. The transmission 4 moves the slide gear by the operation of a change mechanism (not shown), and selects a gear train corresponding to the gear position.

  The rotational power of the shaft member 13 is output to the engine output unit 41 on the rear left side via the transmission 4. The engine output unit 41 is linked via a rear wheel 91 that is a drive wheel and a chain transmission mechanism 41a. Thus, the rotational power of the shaft member 13 is transmitted to the rear wheel 91 via the transmission 4 and the chain transmission mechanism 41a. Note that the primary drive gear 40a, the primary driven gear 40b, and the transmission gear group 7 constitute a reduction mechanism.

  Next, control of the master motor 11 and the slave motor 12 will be described. FIG. 5 is a block diagram of the electric motorcycle. As shown in FIG. 5, the electric motorcycle 80 includes a controller 60 that controls the master motor 11 and the slave motor 12. Since the master motor 11 and the slave motor 12 are connected by the shaft member 13, the rotor of the master motor 11 and the rotor of the slave motor 12 rotate in synchronization. Further, a position sensor 35 is attached to the master motor 11, and the position sensor 35 outputs the detected rotation position of the rotor 25 in the master motor 11 to the controller 60 as a rotation position signal.

  The electric motorcycle 80 includes a main switch 61 and an accelerator 62. The main switch 61 and the accelerator 62 are electrically connected to the controller 60 via the operation system control unit 63. The operation system control unit 63 performs traveling control of the electric motorcycle 80 based on an ON / OFF signal transmitted from the main switch 61, an accelerator signal transmitted from the accelerator 62, and the like.

  Further, the electric motorcycle 80 includes a main battery 64, a wired circuit breaker (hereinafter referred to as “MCB”) 65, a converter 66, and a load 67. The main battery 64 is, for example, a 96V battery, and supplies power to the master motor 11, the slave motor 12, the load 67, and the like based on control signals from the controller 60 and the operation system control unit 63. The MCB 65 opens the electric circuit when an abnormal overcurrent flows through the master motor 11, the slave motor 12, or the load 67 due to an overload or a short circuit, and cuts off the power supply from the main battery 64. Protect circuits and wires from damage.

  The converter 66 is a DC / DC converter, and converts the high voltage supplied from the main battery 64 into a low voltage corresponding to the load 67, here 12V. The load 67 includes an illumination, a horn, and the like, which are turned on or sounded when supplied with 12V voltage electricity.

  The controller 60 converts the direct current supplied from the main battery 64 into a three-phase (U-phase, V-phase, W-phase) AC voltage and supplies it to the coils of the master motor 11 and the slave motor 12. The controller 60 controls the rotation of the master motor 11 and the slave motor 12 based on the rotational position signal transmitted from the position sensor 35 provided in the master motor 11 and the rotational speed signal transmitted from the operation system control unit 63. . The controller 60 controls the rotation of the master motor 11 and the slave motor 12 by appropriately adjusting the order in which three-phase (U-phase, V-phase, W-phase) AC voltages are supplied.

  In the electric motorcycle 80 according to the present embodiment having the above-described configuration, the driving force is supplied to the shaft member 13 by the two motors of the master motor 11 and the slave motor 12. The driving force supplied to the shaft member 13 is transmitted to the rear wheel 91 through a transmission mechanism including the primary drive gear 40a, the primary driven gear 40b, the transmission gear group 7, and the like. As described above, since the driving force is supplied to the rear wheel 91 by the two motors of the master motor 11 and the slave motor 12, a large driving force can be obtained while suppressing an increase in the size of the motor. The master motor 11 and the slave motor 12 are attached to both ends of the shaft member 13. For this reason, the installation space of the master motor 11 and the slave motor 12 can be prevented from being excessively wide.

  Each of the master motor 11 and the slave motor 12 is an outer rotor type brushless motor. For this reason, since the moment of inertia of the rotating shaft is larger than that of an inner rotor type motor, a stable driving force can be applied to the rear wheel 91.

  Further, the position sensor 35 detects the rotation angle of the rotor 25 of only the master motor 11 that is one of the master motor 11 and the slave motor 12. The controller 60 controls the master motor 11 and the slave motor 12 based on the detection result. Usually, when controlling two brushless motors, it is necessary to control each brushless motor with a controller. In this regard, in the electric motorcycle 80 described above, the master motor 11 and the slave motor 12 are connected by the shaft member 13 and are rotated in the same phase. For this reason, the rotation angle of the master motor 11 becomes the rotation angle of the slave motor 12 as it is without detecting the rotation angle of the slave motor 12 that is one of the motors. Therefore, since the rotation angles of the master motor 11 and the slave motor 12 can be detected by detecting the rotation angle of the master motor 11, the two motors can be easily driven by one controller. Therefore, the number of controllers can be reduced.

  Further, a speed reduction mechanism including a primary drive gear 40a, a primary driven gear 40b, a transmission gear group 7 and the like is interposed between the shaft member 13 and the rear wheel 91. For this reason, it is possible to increase or decrease the driving force applied to the rear wheel 91 without greatly changing the output of the motor.

  In the above-described electric motorcycle 80, the master motor 11 and the slave motor 12 are connected to both ends of the shaft member 13, respectively, and the shaft member 13 is rotated by the master motor 11 and the slave motor 12 to apply a driving force to the rear wheel 91. doing. For this reason, even when the power engine of a motorcycle equipped with an internal combustion engine as a power engine is replaced from the internal combustion engine to a pair of motors and shaft members, the replacement is easy.

  Hereinafter, a motorcycle equipped with an internal combustion engine will be described, and then a procedure for replacing the power engine of a motorcycle equipped with an internal combustion engine from the internal combustion engine to a pair of motors will be specifically described. (A) is a partially broken side cross-sectional view of a power generating device to which an internal combustion engine is attached, (B) is a partially broken side cross-sectional view of the power generating device from which the internal combustion engine of (A) is removed, (C) ) Is a partially cutaway sectional side view of the power generation device in which the internal combustion engine is replaced with a motor. As shown in FIG. 6A, a power unit 100 in a motorcycle using an internal combustion engine as a power unit includes an internal combustion engine 110 and a crankshaft 120 instead of including a master motor 11, a slave motor 12, a shaft member 13, and the like. ing.

  The internal combustion engine 110 includes a cylinder 111 and a piston 112 inserted into the cylinder 111. A crankshaft 120 is connected to the piston 112. In the internal combustion engine 110 of the motorcycle, fuel is burned in the cylinder 111, and combustion gas generated by burning the fuel pushes out the piston 112. When the piston 112 is pushed out, the crankshaft 120 rotates and the piston 112 reciprocates. In this way, the reciprocating motion of the piston 112 is converted into rotational motion by the crankshaft 120 to obtain shaft power. A primary drive gear 121 is attached to the crankshaft 120. Primary drive gear 121 meshes with primary driven gear 40b.

  The power unit 100 is provided with a kick starter 130. The kick starter 130 includes a kick spindle 131 disposed along the left-right direction. A base end portion of the kick arm 132 is attached to the right end portion of the kick spindle 131. A kick drive gear 133 and a meshing mechanism 134 are coaxially supported on the left side of the kick spindle 131. The kick drive gear 133 rotates integrally with the kick spindle 131 via the meshing mechanism 134 only when the kick arm 131 rotates in one direction when the kick arm 132 is stepped down.

  The kick drive gear 133 meshes with the driven gear of the transmission gear group 7. The kick drive gear 133 is connected to the centrifugal clutch 150 via the transmission gear group 7, the main shaft 5, the multi-plate clutch 42, the primary driven gear 40b, and the primary drive gear 121.

  The power unit 10 according to this embodiment shown in FIG. 2 is obtained by replacing the internal combustion engine 110, the crankshaft, the kick starter 130, the centrifugal clutch 150, etc. in the power unit 100 shown in FIG. 6A with a pair of motors and shaft members. The power unit 10 shown in FIG. 2 can be obtained. In this case, first, the internal combustion engine 110 and the like in the power unit 100 shown in FIG. 6 (A) are removed as shown in FIG. 6 (B). Specifically, the cylinder 111 and the piston 112 in the internal combustion engine 110 and the crankshaft 120 connected to the piston 112 are removed. At this time, the meshing between the primary drive gear 121 attached to the crankshaft 120 and the primary driven gear 40b is eliminated. Note that the crankshaft 120 is supported by a bearing 30 and the like, and the bearing 30 and the like are used for supporting the shaft member 13 as they are, so that they are left without being removed.

  Subsequently, as shown in FIG. 6C, the master motor 11, the slave motor 12, and the shaft member 13 are attached to the position where the internal combustion engine 110 and the crankshaft 120 are removed. More specifically, the shaft member 13 is arranged coaxially with the position where the crankshaft 120 is provided, and the master motor 11 and the slave motor 12 are arranged at positions on both ends of the shaft member 13. For this reason, nothing is provided at the position where the cylinder 111 of the internal combustion engine 110 is provided. Further, the primary drive gear 40a provided on the shaft member 13 is engaged with the primary driven gear 40b. Thus, the internal combustion engine is replaced with the motor.

  As described above, when the power unit 100 including the internal combustion engine is compared with the power unit 10 including the motor, the crankshaft 120 is replaced with the shaft member 13, and the master motor 11 and the slave are replaced with the internal combustion engine 110 instead of rotating the crankshaft 120. The shaft member 13 can be rotated by the motor 12. Therefore, even when the power engine of the motorcycle on which the internal combustion engine 110 is mounted is replaced with the master motor 11 and the slave motor 12, the power engine can be easily replaced.

  The technical scope of the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, a pair of motors may be provided, and a third motor may be provided at the center position of the pair of motors, or more motors may be provided. Further, although the outer rotor type brushless motor is used as the motor, an inner rotor type brushless motor may be used, or another motor may be used. In addition, although a two-wheeled vehicle is used as the saddle riding type vehicle, a tricycle or other saddle riding type vehicle may be used.

7. Transmission gear group (transmission mechanism, speed reduction mechanism)
10 ... Power unit 11 ... Master motor (outer rotor type brushless motor)
12 ... Slave motor (outer rotor type brushless motor)
DESCRIPTION OF SYMBOLS 13 ... Shaft member 21 ... Stator 22 ... Coil 23 ... Stator holding member 23A ... Holding part 23B ... Eaves part 23C ... Mounting bolt 25 ... Rotor 26 ... Case 27 ... Stator mounting bolt 28 ... Stator core 28a ... Teeth 29 ... Insulator 30 ... Bearing 31 ... Rotor yoke 32 ... Magnet 33 ... Side wall 34 ... Shaft connection 35 ... Position sensor (rotation angle detection means)
36 ... Mounting plate 40a ... Primary drive gear (transmission mechanism, speed reduction mechanism)
40b ... Primary driven gear (transmission mechanism, speed reduction mechanism)
60 ... Controller 80 ... Electric motorcycle (saddle-type electric vehicle)
91 ... Rear wheel

Claims (5)

A pair of motors;
A shaft member to which the pair of motors are respectively attached at both ends;
A transmission mechanism for transmitting the rotation of the shaft member to the drive wheel;
A straddle-type electric vehicle comprising:   The straddle-type electric vehicle according to claim 1, wherein the pair of motors is an outer rotor type brushless motor. Rotation angle detection means for detecting one rotation angle of the pair of motors;
A controller that performs rotation control of the pair of motors based on the rotation angle detected by the rotation angle detection means;
A straddle-type electric vehicle according to claim 1 or 2.   The straddle-type electric vehicle according to any one of claims 1 to 3, wherein the pair of motors are disposed at positions symmetrical with respect to the center of the vehicle body.   The straddle-type electric vehicle according to any one of claims 1 to 4, wherein a speed reduction mechanism is interposed between the shaft member and the drive wheel.

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