JP2544922Y2 - Power transmission device for electric vehicles - Google Patents

Description

[Detailed description of the invention] (Industrial application field) This invention relates to a power transmission device for an electric vehicle such as a motorcycle or a motorcycle using a motor as a power source.
The present invention relates to a power transmission device having a belt-type continuously variable transmission.

(Prior Art) As a conventional electric vehicle, as disclosed in Japanese Patent Application Laid-Open No. 54-38043, a DC motor is used as a power source and a clutch is interposed between the DC motor and driving wheels. Are connected when the motor rotates.

(Problems to be Solved by the Invention) However, in the electric vehicle according to the above-mentioned prior application, the connection and disengagement states of the clutch are uniquely determined by the rotation speed of the motor. At the time of braking or deceleration in which power is transmitted, if the rotation speed of the motor is reduced, the motor and the drive wheels are separated from each other, so that there is a problem that traveling feeling may be impaired.

The present invention has been made in view of the above-described problem, and has as its object to provide a power transmission device for an electric vehicle in which a good traveling feeling can be obtained.

(Means for Solving the Problems) The power transmission device for an electric vehicle according to the present invention includes: 1. a first centrifugal clutch that is connected when the input side exceeds a predetermined number of revolutions and transmits torque to the output side; A vehicle having a second centrifugal clutch connected to transmit torque to an output side when a set number of revolutions smaller than a predetermined number of revolutions is exceeded, wherein a first centrifugal clutch is provided in a power transmission system between a motor and drive wheels. By interposing so that the input side faces the motor side and the output side faces the drive wheel, and by interposing the second centrifugal clutch such that the input side faces the drive wheel and the output side faces the motor,
The first centrifugal clutch and the second centrifugal clutch were provided in parallel in the power transmission system.

2. In the power transmission device for an electric vehicle described in 1 above, the braking state is determined, and electric braking is performed by a motor during braking.

3. In the power transmission device for an electric vehicle according to the above 1 or 2, the power transmission system includes a belt-type continuously variable transmission interposed between the motor and the drive wheels.

(Operation) Since the first and second centrifugal clutches are provided in parallel, the second centrifugal clutch can be connected to the second centrifugal clutch at the time of deceleration even before the first centrifugal clutch is connected.
By the centrifugal clutch, power can be transmitted from the drive wheels to the motor up to a rotation speed lower than the predetermined rotation speed to which the first centrifugal clutch is connected, and the load on the drive wheels can be absorbed.

Furthermore, even in the same deceleration, in a high-speed range where the input from the drive wheel is large, the connection of the first centrifugal clutch allows the first and second centrifugal clutches to cooperatively transmit power, thereby obtaining a larger load absorbing power. be able to. As a result, it is possible to absorb a load at the time of deceleration, which is small and has a wide range of absorbing power.

In addition, the motor can be used as a resistance to decelerate, and a good running feeling and good deceleration performance can be obtained.

This power transmission device can obtain better braking performance by performing electric braking by a motor at the time of braking.

(Example) Hereinafter, an example of this invention is described with reference to drawings.

1 to 5 show a power transmission device for an electric vehicle according to an embodiment of the present invention. FIG. 1 is a side view of a motorcycle, FIG. 2 is a sectional view of a main part, and FIG. III-III in Fig. 2
FIG. 4 is a sectional view taken along the line IV-IV of FIG. 2, FIG.
The figure is a circuit diagram.

In FIG. 1, reference numeral 11 denotes a body frame, and the body frame 11 has a substantially U-shape in a side view and extends forward and backward.
A head tube 12 is fixed to a front portion of the body frame 11, and a front fork 13 supports a front wheel 14 on the head tube 12 so as to be steerable by a steering handle 15,
Also, a control box at the front of the head tube 12
16 are fixed. The steering handle 15 has an accelerator grip 17, and the steering handle 15 is provided with a sensor 18 for detecting the operation angle of the accelerator grip 17 and a switch 19 for detecting the minimum operation angle of the grip 17 (see FIG. 5). The sensor 18 and the switch 19 are connected to the control box 16. Control box 16
The front is covered with a front cover 20, and a controller 21 and a charging circuit described later are housed inside. In the charging circuit, an outlet 24 is connected to a battery 22, which will be described later, and a cord 23 having a considerable length. When the outlet 24 is connected to a commercial power supply, the battery 22 is charged. Although not explicitly shown in the drawing, an inlet for guiding the traveling wind into the control box 16 is formed in the front cover 20.

The body frame 11 has a floor panel 25 at the center.
A battery 22 is detachably provided below the floor panel 25, a swing unit 26 is swingably supported behind the battery 22, a rear wheel 27 is supported by the swing unit 26, and a rear A rear cover 28 is provided, and a seat 29 is mounted on the rear cover 28. A cushion unit 30 is provided between the swing unit 26 and the vehicle body frame 22 at an upper rear portion. The battery 22 is connected to the controller 21 and the charging circuit described above, and to a driving circuit 31 described later, and supplies power to the controller 21 and the driving circuit 31. Reference numeral 32 denotes a cross member fixed to the vehicle body frame 11 at a position behind the battery 22 and extending substantially obliquely and downward, and the cross member 32 supports the stand 33,
Protects the rear of battery 22.

The swing unit 26 extends back and forth, and a front end is swingably attached to the vehicle body frame 11 by a pivot shaft (not shown) or the like, and supports a rear wheel 27 at a rear end. As shown in detail in FIG. 2, the swing unit 26 is configured by assembling a DC motor 35, a belt-type continuously variable transmission 36, and a final reduction mechanism 37 to a case body 34, The motor 35 joins the bearing member 38 to the rear left part of the case body 34 in the recess 34a formed in the gear box 39, and the final reduction mechanism 37 joins the cover 40 to the left part of the case body 34. The continuously variable transmission 36 is disposed in the transmission room 41 defined as above.

The DC motor 35 has a substantially disk-shaped stator housing 42 fitted into the concave portion 34a of the case body 34 from the opening side, and a bolt 43
The three coils 45 constituting the stator 44 are fixed to the left side of the stator housing 42 and positioned in the recess 34a, and the shaft 46 passes through the bottom of the recess 34a. Is rotatably supported between the section and the stator housing 42, and a permanent magnet 47 is provided at the center of the shaft 46.
Is fixedly provided. In the stator housing 42, the above-described coil 45 is pre-assembled on the left side, and a heat sink 49 having fins 49a is integrally formed on the right side, and the right end of the shaft 46 is rotatably penetrated in the center to rotate around the shaft 46. Are provided with a plurality of Hall elements 50. The drive circuit 31 is provided on the outer peripheral surface of the heat sink 49 so as to be covered with a cover 54. As described below,
The drive circuit 31 has six FETs 51, which are connected to three terminals of the star-connected coil 45. The Hall element 50 is arranged opposite to a magnet 52 of the shaft 46 described later to form a motor rotation angle sensor 53, and is connected to the controller 21 to detect the rotation angle position of the shaft 46 by the magnetic pole of the magnet 52.

The shaft 46 is provided on the outer periphery on the right side with magnets 52 facing the Hall element 50 with magnetic poles arranged in the circumferential direction, a fan 55 is fixed on the left side of the rotor 48, and the left end protrudes into the transmission chamber 41. It is connected to the step transmission 36. The fan 55 rotates integrally with the shaft 46 to open an opening 54 formed in the cover 54.
a, the outside air is taken in from the stator housing 4
2 and through the through hole 34b formed in the bottom wall of the concave portion 34a of the case body 34, flows into the transmission chamber 41, and from the transmission chamber 41 through the exhaust port formed in the cover 40. Is discharged.

In this DC motor 35, since the stator 44 is pre-assembled in the stator housing 42, and the stator housing 42 is fitted into the recess 34a of the case body 34, the image wall of the recess 34a of the case body 34 can be configured as a motor casing. The assembling is easy, and the weight, the number of parts and the manufacturing cost can be reduced.

The final reduction mechanism 37 has a gear 56a fixed to the input shaft 56, gears 57a and 57b fixed to the intermediate shaft 57, and a gear 58a fixed to the output shaft 58, and the gear 56a and the gear 57a, And gear 5
7b and gear 58a are engaged. The input shaft 56 is
, And protrudes into the transmission chamber 41, and the left end is connected to the continuously variable transmission 36. The output shaft 58 penetrates the case body 34 to the right, is used as an axle, and the rear wheel 27 is fixed to the right end by a nut (not shown). The final reduction mechanism 37 reduces the power of the motor 35 transmitted via the continuously variable transmission 36 and transmits the reduced power to the rear wheels 27.

The continuously variable transmission 36 includes a drive pulley 59 and a driven pulley.
A drive pulley 59 is attached to the shaft 46 of the motor 35, and a driven pulley 60 is connected to the first centrifugal clutch 62 and the second centrifugal clutch 63 in parallel. It is configured to be connected to the input shaft 56. The drive pulley 59 is a fixed face fixed to the left end of the shaft 46.
A movable face 59b is provided on the shaft 46 so as to be movable in the axial direction.
It is driven by the governor mechanism 64 having a and moves in the axial direction. In this drive pulley 59, the winding diameter of the belt 61 changes according to the rotation speed (rotation speed) of the shaft 46. The driven pulley 60 is provided on a sleeve 65 rotatably extrapolated to the input shaft 56, and includes a fixed face 60a fixed to the right end of the sleeve 65 and a movable face 60b provided movably in the axial direction on the sleeve 65. Have. This driven pulley 60
The movable face 60b is urged toward the fixed face 60a by a spring 67 compressed between the movable face 60b and the clutch outer 66 of the second centrifugal clutch 63, and the movable face 60b responds to a change in the belt winding diameter of the drive pulley 59. Moves to change the belt winding diameter.

In the second centrifugal clutch 63, the clutch outer 66 has a sleeve.
The clutch inner 68 is fixed to the left end of the first centrifugal clutch 62 and is connected to and disconnected from the clutch outer 69 of the first centrifugal clutch 62 according to the rotation speed of the clutch outer 69 of the first centrifugal clutch 62. The first centrifugal clutch 62 includes a clutch outer 69
Is fixed to the input shaft 56, and the clutch inner 70 is provided on the clutch outer 66 of the second centrifugal clutch 63, and is connected and disconnected according to the rotation speed of the clutch outer 66 of the second centrifugal clutch 63. As shown in FIG. 3, the clutch inner 68 of the second centrifugal clutch 63 includes two substantially U-shaped curved arms 72 on which a pad 71 that frictionally contacts the clutch outer 66 is fixed. The arm 72 is supported by a clutch outer 69, a weight 73 is provided at the tip of the arm 72, and a spring 74 for urging the arm 72 in a direction in which the pad 71 separates from the clutch outer 66 is stretched between the arms 72. You. Similarly, the clutch inner 70 of the first centrifugal clutch 62
As shown in FIG. 4, the three arc-shaped arms 76 on which the pads 75 capable of frictionally contacting the clutch outer 69 are fixed are mounted on the second arm.
The centrifugal clutch 63 is supported by a clutch outer 66, and the arms 76 are biased by a spring 77 in a direction in which the pad 75 is separated from the clutch outer 69. Second
The centrifugal clutch 63 is a clutch outer of the first centrifugal clutch 62.
69, that is, the input shaft 56 that operates according to the rotation speed of the input shaft 56
The first centrifugal clutch 62 operates in accordance with the clutch outer 66 of the second centrifugal clutch 63, that is, the rotation speed of the sleeve 65, when the rotation speed of the sleeve 65 is equal to or higher than the set rotation speed. Thus, the sleeve 65 and the input shaft 56 are connected in a rotation speed range in which the rotation speed of the sleeve 65 is equal to or larger than the set rotation speed of the second centrifugal clutch 63. For example, the set speed of the first centrifugal clutch 62 is slightly lower than the speed at which the maximum efficiency of the motor 35 is generated, and the set speed of the second centrifugal clutch 63 is 400 rpm higher than the set speed of the first centrifugal clutch 62. The rotation speed is set to about .pm smaller.

As shown in FIG. 5, the controller 21 is connected to the accelerator sensor 18, the switch 19, the brake switch 78, the motor rotation angle sensor 53, a vehicle speed sensor (not shown), the drive circuit 31, and the like. The controller 21 has a microcomputer, determines a duty factor of a current supplied to the motor 35 based on output signals from the accelerator sensor 18 and the vehicle speed sensor,
The phase of the alternating magnetic field of the coil 45 of the motor 35 is determined based on the output signal of the motor 35, a PWM signal representing the duty factor and the phase of each coil 45 is output to the drive circuit 31, and the switch 19 and the brake switch 78 The braking state is determined based on the output signal, and a braking command signal is output to the drive circuit 31 during braking.

The drive circuit 31 includes a gate drive circuit 79 and a switch circuit 80, and the gate drive circuit 79
In addition, a switch circuit 80 is connected to the coil 45 of the motor 35. The switch circuit 80 includes three pairs of FETs 5 connected in series.
1 in parallel between battery 22 and ground, each F
The gate of the ET 51 is connected to the gate drive circuit 79, and the source-drain connection of each pair of FETs 51 is connected to three terminals of the star-connected coil 45, respectively.
The drive circuit 31 turns on and off the FET 51 based on the PWM signal output from the controller 21 to supply a current for generating an alternating magnetic field to the coil 45 of the motor 35, and when the controller 21 outputs a braking command signal. Coil 45 by FET51
Are electrically conducted by the motor 35.

In the embodiment described above, the charging circuit is connected to the controller 21.
In addition, the charging circuit is arranged in front of the head tube 12, but as shown in FIG. 9, the charging circuit can be arranged below the rear seat 29 or below the front of the seat 29 alone or together with the controller 21.

 Next, the operation of this embodiment will be described.

In the electric motorcycle of this embodiment, the motor 35 is connected to the rear wheel 27 via the continuously variable transmission 36, the first and second centrifugal clutches 62 and 63, and the final reduction mechanism 37, so that the operation angle of the accelerator grip 17 A current having a duty factor corresponding to the vehicle speed is supplied to the motor 35 to run with the driving force of the motor 35. here,
The first centrifugal clutch 62 and the second centrifugal clutch 63 are
The first centrifugal clutch 62 is driven in parallel with a power transmission system between the motor 35 and the driven pulley 60 of the continuously variable transmission 36.
When the rotation speed of the motor 60 becomes equal to or higher than the set rotation speed near the rotation speed at which the maximum efficiency of the motor 35 occurs, the second centrifugal clutch 63 is connected.
Is connected when the rotational speed of the input shaft 56 becomes equal to or higher than a set rotational speed smaller than the set rotational speed of the first centrifugal clutch 62 in a state where power is transmitted from the rear wheel 27 to the continuously variable transmission 36. Therefore, at the time of starting, the motor 35 is connected to the rear wheel 27 by the first centrifugal clutch 62 as described in the prior application specification (Japanese Patent Application No. 1-181496) proposed on July 13, 1999. The motor 35 can be operated in the maximum efficiency state by being connected, thereby reducing power consumption and suppressing heat generation. Further, during deceleration or braking, the torque generated in the rear wheel 27 by the connection of the second centrifugal clutch 63 is transmitted to the motor 35, and the motor 35 can be used as a load. The set rotation speed of the second centrifugal clutch 63 is smaller than the set rotation speed of the first centrifugal clutch 62,
In a decelerating operation or the like, the second centrifugal clutch 63 maintains the connected state even after the first centrifugal clutch 62 is disengaged. Especially,
In this embodiment, electric braking is performed by the motor 35 during braking, so that better braking performance can be obtained.

FIG. 6 shows another embodiment of the present invention. The same portions as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In this embodiment, the clutch outer of the second centrifugal clutch 63
The drive pulley 59 of the continuously variable transmission 36 is rotatably supported on the shaft 46, and the clutch outer 69 of the first centrifugal clutch 62 is integrated with the fixed face 59a of the drive pulley 59. The clutch face 68a of the second centrifugal clutch 63 is formed on the fixed face 59a.
Is provided.

Even in this embodiment, the first centrifugal clutch
By transmitting the power of the motor 35 to the rear wheel 27 by the 62, the motor 35 can be operated with high efficiency, and the torque generated in the rear wheel 27 during the deceleration and braking is transmitted to the motor 35 by the second centrifugal clutch 63 even in the low rotation range. Good running feeling can be obtained by transmission.

The present invention is not limited to the embodiment described above, and the first centrifugal clutch 62 and the second centrifugal clutch 63 are provided in an arrangement as shown in FIG. 7 or an arrangement as shown in FIG. It is also possible.

(Effects of the Invention) As described above, according to the power transmission device for an electric vehicle according to the invention, the first centrifugal clutch that is connected when the input side exceeds a predetermined number of revolutions and transmits torque to the output side; A vehicle provided with a second centrifugal clutch that is connected when the input side exceeds a set rotation number smaller than a predetermined rotation and transmits torque to an output side, wherein a first power transmission system between a motor and drive wheels is provided. The first centrifugal clutch is provided by interposing the centrifugal clutch such that the input side faces the motor side and the output side faces the drive wheel, and the second centrifugal clutch is provided so that the input side faces the drive wheel and the output side faces the motor. And the second centrifugal clutch are provided in parallel to the power transmission system, so that the second centrifugal clutch is lower than the predetermined rotation speed to which the first centrifugal clutch is connected, even in the state before the connection of the first centrifugal clutch during deceleration. Power can be transmitted from the drive wheels to the motor up to the rotation speed, and the load on the drive wheels can be absorbed. Furthermore, even in the same deceleration, in a high-speed range where the input from the drive wheel is large, the connection of the first centrifugal clutch allows the first and second centrifugal clutches to cooperatively transmit power, thereby obtaining a larger load absorbing power. be able to. As a result, it is possible to absorb a load at the time of deceleration, which is small and has a wide range of absorbing power.
In addition, the motor is driven with high efficiency during normal driving, such as when driving wheels are driven by the motor, so that power consumption can be reduced and heat generation can be reduced. can get.

In particular, in the embodiment, since the electric braking is performed by the motor at the time of braking, good braking performance can be obtained.

[Brief description of the drawings]

1 to 5 show an embodiment of the present invention. FIG. 1 is a side view of a motorcycle, FIG. 2 is a plan sectional view of a power transmission device, and FIG. 3 is III-III of FIG. FIG. 4 is a sectional view taken along the line IV-IV of FIG. 2, and FIG. 5 is a circuit diagram. Sixth
The figure is a plan sectional view of a power transmission device according to another embodiment of the present invention. 7 and 8 are skeleton diagrams schematically showing still another embodiment of the power transmission device, and FIG. 9 is a side view of a motorcycle showing some other aspects. 22… battery, 27… drive wheel (rear wheel), 31… drive circuit, 35
... Motor (DC motor), 36 ... Continuously variable transmission, 61 ... Belt, 62 ... First centrifugal clutch, 63 ... Second centrifugal clutch, 6
6,69… Output side (clutch outer), 68,70… Input side (clutch inner), 78… Brake switch.

 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Yoshihiro Nakazawa 1-4-1, Chuo, Wako-shi, Saitama Pref. Honda Technical Research Institute Co., Ltd. (56) References JP-A-57-116953 (JP, A) JP-A Sho 63-151526 (JP, A) JP-A-63-137024 (JP, A) JP-A-51-53161 (JP, A)

Claims (3)

(57) [Scope of request for utility model registration] A first centrifugal clutch connected when the input side exceeds a predetermined number of revolutions to transmit torque to the output side; and a first centrifugal clutch connected when the input side exceeds a set number of revolutions smaller than the predetermined number of revolutions and connected to the output side. A vehicle provided with a second centrifugal clutch for transmitting torque, wherein the first centrifugal clutch is disposed in a power transmission system between a motor and drive wheels such that an input side faces the motor side and an output side faces the drive wheels. The first centrifugal clutch and the second centrifugal clutch are provided in parallel with the power transmission system by interposing the second centrifugal clutch such that the input side faces the drive wheel and the output side faces the motor. A power transmission device for an electric vehicle, comprising: 2. The power transmission device for an electric vehicle according to claim 1, wherein a braking state is determined, and electric braking is performed by said motor during braking. 3. The power transmission device for an electric vehicle according to claim 1, wherein the power transmission system has a belt-type continuously variable transmission interposed between the motor and the drive wheels. A power transmission device for an electric vehicle, comprising: