JP3868944B2 - Battery arrangement structure in a vehicle - Google Patents

Description

  The present invention relates to a battery arrangement structure in a vehicle having at least a motor as a power source.

2. Description of the Related Art Conventionally, as a battery arrangement structure in an electric vehicle, for example, a configuration in which a battery is provided under a seat and a motor serving as a power source is arranged below the battery as disclosed in Patent Document 1 is known. .
JP-A-4-358833

By the way, a small motorcycle represented by a scooter or the like is generally often provided with a luggage box for storing a helmet or the like under a seat.
However, if the battery mounting structure described in Patent Document 1 is used as it is for this type of small two-wheeled vehicle, since the battery is disposed under the seat, the storage space of the luggage box may be reduced by the amount of the battery. There is.

  This invention is made | formed in view of such a situation, The objective is to ensure the storage space of a luggage box widely.

In order to solve the above-mentioned problems, the invention according to claim 1 is directed to a motor (for example, a drive motor 21b in an embodiment described later) that transmits power to a drive wheel (for example, a rear wheel WR in an embodiment described later). When,
A battery for supplying electric power to the motor (for example, a battery 74 in an embodiment described later);
A battery arrangement structure in a vehicle including a storage box for storing a helmet or the like (for example, a storage box 100 in the embodiment described later),
The motor is disposed on one side with respect to a vehicle body center line (for example, a vehicle body center line O in an embodiment described later) directed in the front-rear direction of the motorcycle .
The battery is disposed on the other side of the vehicle body center line and around the storage box ,
The motor and the battery are arranged at a rear part of a vehicle body of the motorcycle .

The invention according to claim 2 is the battery arrangement structure in the vehicle according to claim 1,
A battery case for storing the battery (for example, a battery case 76 in an embodiment described later) has a flat plate shape and is attached so as to cover the side surface of the vehicle body.

The invention according to claim 3 is the battery arrangement structure in the vehicle according to claim 1 or 2,
The motorcycle is a scooter type vehicle, and an outer surface shape of a battery case for storing the battery is substantially arc-shaped so as to follow an inner surface shape of a side cover of the motorcycle (for example, a side cover 13a in an embodiment described later). It is formed in a curved surface.

The invention according to claim 4 is the battery arrangement structure in the vehicle according to any one of claims 1 to 3,
A motor control device (for example, a driver 91 in the embodiment described later) that performs drive control of the motor,
The motor control device is arranged around the storage box and at a position facing the battery via the storage box.

According to the present invention, for example, a battery or a motor used in an electric vehicle represented by , for example, a hybrid vehicle is often a heavy object, and these are arranged on one side and the other side with respect to the vehicle body center line. .
Moreover, since the distance between a battery and a motor can be earned by interposing a storage box between a battery and a motor, a mutual thermal influence can be decreased.

In addition, according to the present invention, since the battery and the motor control device are both arranged around the storage box, a utility space, a fuel tank, and a foot space can be secured for the installation of the battery and the motor control device. Layout flexibility is improved.
Further, by interposing the storage box between the battery and the motor control device, the distance between the battery and the motor control device can be increased, so that the mutual thermal influence can be reduced.

An embodiment of the present invention will be described below with reference to the drawings of FIGS.
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.

  As shown in FIG. 1, the hybrid vehicle in this embodiment is a unit swing type motorcycle and includes a front fork 1 that supports a front wheel WF in front of the vehicle body. The front fork 1 is pivotally supported by a head pipe 2 and can be steered by operating a handle 3. A down pipe 4 is attached rearward and downward from the head pipe 2, and an intermediate frame 5 extends substantially horizontally from the lower end of the down pipe 4. Further, a rear frame 6 is formed rearward and upward from the rear end of the intermediate frame 5. One end of a power unit 11 including a power source is pivotally attached to the vehicle body frame 10 thus configured.

The power unit 11 has a rear wheel WR, which is a driving wheel, rotatably attached to the other rear side of the power unit 11 and is suspended by a rear cushion attached to the rear frame 6. As a unit swing type that can swing.
Further, the outer periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which a passenger is seated is fixed to the rear and upper surface of the vehicle body cover 13. A step floor 15 on which a passenger puts his / her foot is formed in front of the seat 14. A storage box 100 that functions as a utility space for storing, for example, a helmet or luggage is provided below the seat 14.

  As shown in FIG. 2, the power unit 11 is connected to an engine 20 that is an internal combustion engine that obtains an output by burning a combustible air-fuel mixture, an ACG starter motor 21 a that functions as a starter and a generator, and a crankshaft 22. A continuously variable transmission 23 that transmits power from the engine 20 to the rear wheels WR as drive wheels, and a start clutch 40 that intermittently transmits power between the crankshaft 22 and the drive side of the continuously variable transmission 23. A drive motor (motor) 21b that functions as a motor or a generator, and a one-way that transmits power from the engine 20 and the drive motor 21b to the rear wheel WR side but does not transmit power from the rear wheel WR to the engine 20 side. The clutch 44 is provided with a speed reduction mechanism 69 that decelerates the output from the continuously variable transmission 23 and transmits it to the rear wheel WR.

Power from the engine 20 is transmitted from the crankshaft 22 to the rear wheels WR via the starting clutch 40, the continuously variable transmission 23, the one-way clutch 44, the driven shaft (drive shaft) 60, and the speed reduction mechanism 69.
On the other hand, power from the drive motor 21 b is transmitted to the rear wheel WR via the driven shaft 60 and the speed reduction mechanism 69. That is, the driven shaft 60 of the continuously variable transmission 23 that serves as the drive shaft of the rear wheel WR via the speed reduction mechanism 69 is also a motor output shaft of the drive motor 21b.

A battery 74 is connected to the ACG starter motor 21a and the drive motor 21b. The battery 74 supplies electric power to the motors 21a and 21b when the drive motor 21b functions as a motor and when the ACG starter motor 21a functions as a starter, and the ACG starter motor 21a and the drive motor 21b are generators. When these functions, the regenerative power is charged.
Control of the engine 20, the ACG starter motor 21a, and the drive motor 21b is performed by the control unit 7 which is a control means.

The engine 20 has a configuration in which an air-fuel mixture composed of air and fuel is sucked from an intake pipe 16 and burned, and a throttle valve 17 that controls the amount of air is rotatably provided in the intake pipe 16. The throttle valve 17 rotates according to the operation amount of a throttle grip (not shown) operated by the passenger.
Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed. When the throttle grip is operated greatly, the throttle valve 17 opens widely, a large amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 decreases. Along with this, the amount of air and the amount of fuel taken into the engine 20 increase.
On the other hand, when the throttle grip is operated to be small, the throttle valve 17 opens slightly, a small amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 increases. Along with this, the amount of air and the amount of fuel taken in by the engine 20 are reduced.

Next, an embodiment of the power unit 11 including the engine 20 and the drive motor 21b will be described with reference to FIG.
The engine 20 includes a piston 25 connected to a crankshaft 22 via a connecting rod 24. The piston 25 is slidable within a cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal. Further, a cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a in which the air-fuel mixture is combusted by the cylinder head 28, the cylinder 27, and the piston 25 is formed.

The cylinder head 28 is provided with a valve (not shown) for controlling intake or exhaust of the air-fuel mixture into the combustion chamber 20a, and an ignition plug 29. The opening and closing of the valve is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The camshaft 30 includes a driven sprocket 31 on one end side, and an endless cam chain 33 is stretched between the driven sprocket 31 and a drive sprocket 32 provided at one end of the crankshaft 22. For this reason, the camshaft 30 can be rotated in conjunction with the rotation of the crankshaft 22. A water pump 34 that cools the engine 20 is provided at one end of the camshaft 30.
The water pump 34 is attached such that its rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.

A stator case 49 is connected to the right side in the vehicle width direction of the crankcase 48 that supports the crankshaft 22, and the ACG starter motor 21a is accommodated therein. The ACG starter motor 21 a is a so-called outer rotor type motor, and its stator includes a coil 51 in which a conductive wire is wound around a tooth 50 fixed to a stator case 49. On the other hand, the outer rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 53 is disposed on the inner peripheral surface of the outer rotor 52.
A fan 54a for cooling the ACG starter motor 21a is attached to the outer rotor 52. When the fan 54a rotates in synchronization with the crankshaft 22, it is formed on the side surface 55a of the cover 55 of the stator case 49. Cooling air is taken in from the cooling air intake.

  A transmission case 59 is connected to the left side of the crankcase 48 in the vehicle width direction, and a drive side is connected to the crankshaft 22 via a fan 54b fixed to the left end portion of the crankshaft 22 and a starting clutch 40 therein. The continuously variable transmission 23 and the drive motor 21b connected to the driven side of the continuously variable transmission 23 are housed.

The fan 54b cools the continuously variable transmission 23 and the drive motor 21b accommodated in the transmission case 59. The fan 54b is on the same side as the drive motor 21b with respect to the continuously variable transmission 23, that is, in this embodiment. It is arranged on the left side in the vehicle width direction.
A cooling air intake 59a is formed on the vehicle body front side and left side of the transmission case 59, and when the fan 54b rotates in synchronization with the crankshaft 22, the transmission case is provided from the cooling air intake 59a located in the vicinity of the fan 54b. Outside air is taken into 59, and the drive motor 21b and the continuously variable transmission 23 are forcibly cooled.

The continuously variable transmission 23 has a drive-side transmission pulley 58 attached via a starting clutch 40 to the left end of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction, and an axis parallel to the crankshaft 22. This is a belt converter in which an endless V-belt (63) is wound between a driven shaft 60 supported by a transmission case 59 and a driven transmission pulley 62 mounted via a one-way clutch 44.
As shown in the enlarged view of the main part of FIG. 5, the drive-side transmission pulley 58 is attached to the crankshaft 22 via the sleeve 58d so as to be rotatable in the circumferential direction, and is fixed to the drive-side fixed fixed on the sleeve 58d. A pulley half 58a and a drive-side movable pulley half 58c that is slidable in the axial direction with respect to the sleeve 58d but non-rotatable in the circumferential direction are provided.

On the other hand, the driven-side transmission pulley 62 has a driven-side fixed pulley half 62a that is restricted from sliding in the axial direction with respect to the driven shaft 60 but is rotatably mounted in the circumferential direction, and the driven-side fixed pulley. The driven-side movable pulley half 62b is mounted on the boss 62c of the half 62a so as to be slidable in the axial direction.
Then, a substantially V-shaped cross section formed between the driving-side fixed pulley half 58a and the driving-side movable pulley half 58c and between the driven-side fixed pulley half 62a and the driven-side movable pulley half 62b. An endless V-belt 63 is wound around the belt groove.
On the back side (left side in the vehicle width direction) of the driven-side movable pulley half 62b, a spring 64 that constantly biases the driven-side movable pulley half 62b toward the driven-side fixed pulley half 62a is disposed. Yes.

  In such a configuration, when the rotational speed of the crankshaft 22 increases, in the driving transmission pulley 58, centrifugal force acts on the weight roller 58b, and the driving movable pulley half 58c slides toward the driving fixed pulley half 58a. Move. The drive-side movable pulley half 58c is close to the drive-side fixed pulley half 58a by the amount of sliding, and the groove width of the drive-side transmission pulley 58 is reduced. The position shifts radially outward of the drive side transmission pulley 58, and the winding diameter of the V belt 63 increases. Accordingly, in the driven transmission pulley 62, the width of the groove formed by the driven fixed pulley half 62a and the driven movable pulley half 62b increases. That is, the winding diameter (transmission pitch diameter) of the V-belt 63 continuously changes according to the rotation speed of the crankshaft 22, and the gear ratio automatically and continuously changes.

The starting clutch 40 is formed on the outer side of the vehicle body (left side in the vehicle width direction in the present embodiment) from the continuously variable transmission 23, that is, between the driving-side fixed pulley half 58a and the fan 54b and in the transmission case 59. It is provided in the vicinity of the cooling air inlet 59a.
The starting clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an outer plate 40b fixed to the left end portion of the crankshaft 22, and a radius 40 via a weight 40c on the outer edge of the outer plate 40b. The shoe 40d is attached so as to face outward in the direction, and a spring 40e for urging the shoe 40d radially inward.

In such a configuration, when the engine speed, that is, the rotation speed of the crankshaft 22 is a predetermined value (for example, 3000 rpm) or less, power transmission between the crankshaft 22 and the continuously variable transmission 23 is interrupted.
When the engine speed increases and the crankshaft 22 speed exceeds the predetermined value, the centrifugal force acting on the weight 40c resists the urging force acting radially inward by the spring 40e, and the weight 40c moves radially outward. As a result, the shoe 40d presses the inner peripheral surface of the outer case 40a with a force equal to or greater than a predetermined value. As a result, the rotation of the crankshaft 22 is transmitted to the sleeve 58d through the outer case 40a, and the drive side transmission pulley 58 fixed to the sleeve 58d is driven.

The one-way clutch 44 includes a cup-shaped outer clutch 44a, an inner clutch 44b coaxially inserted in the outer clutch 44a, and a roller that can transmit power from the inner clutch 44b to the outer clutch 44a in only one direction. 44c. The outer clutch 44a also serves as the inner rotor body of the drive motor 21b and is composed of the same member as the inner rotor body. Furthermore, the inner periphery of the inner clutch 44b and the left end portion of the boss portion 62c in the driven side fixed pulley half 62a are spline-coupled to each other.
Thus, the one-way clutch 44 is disposed in the inner rotor 80 of the drive motor 21b configured in the inner rotor format, and is disposed on the back side (left side in the vehicle width direction) of the driven-side movable pulley half 62b. The spring 64 is arranged adjacent to the vehicle width direction.

  In this configuration, the power from the engine 20 side transmitted to the driven side transmission pulley 62 of the continuously variable transmission 23 is driven side fixed pulley half 62a, inner clutch 44b, outer clutch 44a, that is, inner rotor body, driven shaft 60. , And transmitted to the rear wheel WR via the speed reduction mechanism 69, the power from the rear wheel WR side when the vehicle is pushed and regeneratively operated, etc. is reduced by the speed reduction mechanism 69, the driven shaft 60, and the inner rotor body. That is, transmission is performed up to the outer clutch 44a, but the outer clutch 44a rotates idly with respect to the inner clutch 44b, so that it is not transmitted to the continuously variable transmission 23 and the engine 20.

On the vehicle body rear side of the transmission case 59, an inner rotor type drive motor 21b having a driven shaft 60 as a motor output shaft is provided. That is, the drive motor 21b according to the present embodiment is attached to the speed reduction mechanism 69 via the driven shaft 60, and the motor output shaft, that is, the driven shaft 60 is arranged to be directed in the vehicle width direction.
The inner rotor 80 includes a driven shaft 60 that is also an output shaft of the continuously variable transmission 23, and an inner rotor body that is spline-coupled to the driven shaft 60 through a cup-shaped boss portion 80b that is formed at the center thereof. The clutch 44b and a magnet 80c disposed on the outer peripheral surface on the opening side of the inner clutch 44b are configured. A plurality of detected bodies 82 detected by a rotor sensor 81 attached to the inner wall 59A of the transmission case 59 are mounted on the outer peripheral surface on the bottom side of the inner clutch 44b.
On the other hand, the stator 83 is constituted by a coil 83c in which a conductive wire is wound around a tooth 83b fixed to the stator case 83a in the transmission case 59.

The drive motor 21b functions as a motor when assisting the output of the engine 20 by having the above configuration, and converts the rotation of the driven shaft 60 into electric energy, and a battery (not shown in FIG. 2). It also functions as a generator (regenerator) that regeneratively charges 74.
A PWM (Pulse Width Modulation) signal for controlling the drive motor 21b and power during regeneration are input / output from a terminal (not shown).

Further, the drive motor 21b is directly attached to the inner wall 59A of the metal transmission case 59 via the stator case 83a, and the outer wall 59B of the transmission case 59 corresponding to the directly attached portion is shown in FIG. In addition, a plurality of cooling fins 59b extending in the longitudinal direction of the vehicle body are provided at intervals. In other words, the drive motor 21b is arranged on the outer side (left side) in the vehicle width direction of the continuously variable transmission 23, in other words, on the opposite side of the speed reduction mechanism 69 with the continuously variable transmission 23 interposed therebetween, in plan layout.
Furthermore, the drive motor 21b is disposed above the line L connecting the crankshaft 22 and the axle 68 of the rear wheel WR and in front of the vehicle body 68, as viewed from the side of the vehicle body shown in FIG. That is, the driven shaft 60 that is the output shaft of the drive motor 21b is located above the line L.
In addition to the above, the drive motor 21b accommodated in the power unit 11 is located on one side, that is, on the left side of the vehicle body and around the storage box 100 with respect to the vehicle body centerline O oriented in the vehicle longitudinal direction as shown in FIG. Has been placed.

The speed reduction mechanism 69 is provided in a transmission chamber 70 connected to the right side of the rear end portion of the transmission case 59. The speed reduction mechanism 69 includes an intermediate shaft 73 supported in parallel with the driven shaft 60 and the axle 68 of the rear wheel WR. A first reduction gear pair 71, 71 formed at the right end portion of the shaft 60 and the center portion of the intermediate shaft 73, and a second reduction gear formed at the right end portion of the intermediate shaft 73 and the left end portion of the axle 68, respectively. A pair 72 and 72 are provided.
With this configuration, the rotation of the driven shaft 60 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 68 of the rear wheel WR that is pivotally supported in parallel therewith.

  As shown in FIGS. 8 to 13, the battery 74 is configured by storing a battery pack 75 including a plurality of single cells 75 a in a battery case 76, and brackets 74 a, 74 b, 74 c, provided on the battery case 76. Are supported by the right member 6b of the rear frame 6. That is, the drive motor 21b is disposed on the left side of the vehicle body center line O, while the battery 74 is disposed on the opposite side of the drive motor 21b with respect to the vehicle body center line O, that is, on the right side of the vehicle body. .

  The assembled battery 75 of the present embodiment is a circular arc in a plan view (FIG. 13) when ten unit cells 75 a having a cylindrical shape are in contact with each other and viewed from the upper side in the axial direction. Are arranged side by side to form a unit cell group 75b, and the unit cell group 75b is formed by stacking three stages along the axial direction. That is, the assembled battery 75 is configured in a row in the axial direction view, without the 30 unit cells 75a overlapping each other in the radial direction.

As shown in FIG. 6, when the battery 74 is supported by the rear frame 6, the battery case 76 is covered by a part of the vehicle body cover 13 that covers the periphery of the storage box 100, that is, the side cover 13 a that forms the side portion. Is covered almost entirely from the outside. That is, the battery case 76 is provided between the storage box 100 and the side cover 13.
As shown in FIGS. 8 to 11, the battery case 76 includes a pair of an outer case half 76 a and an inner case half 76 b that sandwich the assembled battery 75 from both sides thereof, and faces the outside of the vehicle body. Both the outer case half 76 a and the inner case half 76 b facing the inside of the vehicle body have an arcuate curved surface that follows the outer shape of the assembled battery 75.

The outer surface shape of the outer case half body 76a is configured to follow the inner surface shape of the side cover 13a. On the other hand, the inner case half 76b is provided with brackets 74a to 74c,... At its outer peripheral edge, and a plurality of (three in this embodiment) insertion openings 78a are formed at the upper center. Is inserted.
The insertion opening 78a is a hole through which the cord 77 connected to the assembled battery 75 is inserted, and is directed obliquely upward as shown in FIG. 8, FIG. 9, and FIG. Therefore, when the battery 74 is supported by the rear frame 6, the insertion opening 78 a faces the inner upper side of the vehicle body.

The control unit 7 that performs overall control of the engine 20, the ACG starter motor 21a, and the drive motor 21b is control means having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.
The control unit 7 receives information from a throttle opening sensor that detects the opening degree of the throttle valve 17, the negative pressure sensor 19, the rotor sensors 57, 81, and the like, and each driver of the ACG starter motor 21a and the drive motor 21b. (Motor control device) 90, 91 and a predetermined control signal are output to the ignition device for operating the ignition plug 29 of the engine 20.
As shown in FIG. 7, the drivers 90 and 91 for controlling the driving of the ACG starter motor 21a and the drive motor 21b are both fixed to the left member 6a of the rear frame 6, and around the storage box 100, that is, outside the vehicle body (left side). ) And a position facing the battery 74 via the storage box 100.

As described above, in the hybrid vehicle according to the present embodiment, the drive motor 21b is disposed on one side, that is, on the left side of the vehicle body center line O that is directed in the vehicle longitudinal direction, and the battery 74 is disposed on the vehicle body center line O. Thus, the battery 74 and the drive motor 21b, which are heavy in weight, can be distributed to the vehicle body center line O to the left and right by being arranged on the other side, that is, on the right side of the vehicle body and around the storage box 100.
Further, since the storage box 100 is interposed between the battery 74 and the drive motor 21b, the distance between the battery 74 and the drive motor 21b is earned, so that the mutual thermal influence can be reduced.

In addition to the above, in the present embodiment, since the driver 91 is disposed around the storage box 100 and at a position facing the battery 74 via the storage box 100, utility space for installing the battery 74 and the driver 91, The space for the fuel tank and the feet can be secured, and the flexibility of layout is improved.
In addition, since the storage box 100 is interposed between the battery 74 and the driver 91, the distance between the battery 74 and the driver 91 is increased, so that the mutual thermal influence can be reduced.
Furthermore, the drivers 90 and 91 are both arranged on one side of the storage box 100, that is, on the left side of the vehicle body, and on the opposite side of the battery 74, so that similar physiques can be lined up on one side in the vehicle width direction. Since different parts are not arranged on one side, layout efficiency and appearance quality are also improved.

  In addition to the above, in the present embodiment, a plurality of single cells 75a are arranged adjacent to each other in a horizontal row so that the assembled batteries 75 are arranged in a row when viewed in the axial direction. Therefore, the distance between the internal and external unit cells 75a differs to the battery case 76 as in the case where a plurality of unit cells 75a are assembled in a bowl shape, for example. Disappear. That is, since the distance between each unit cell 75a and the battery case 76 becomes uniform and short, the heat dissipation of the unit cell 75a is improved, and the heat radiation from each unit cell 75a is equalized, and the unit cell 75a and thus the assembled battery 75 are increased. This will extend the service life.

In addition to the above, in this embodiment, since the insertion port 78a for inserting the cord 77 connected to the assembled battery 75a faces the inside of the vehicle body, the following effects are obtained.
That is, it is difficult for water to enter the battery case 76 from the outside as compared with the case where the insertion port 78a is directed outward. Further, since the outer edge portion 14a of the seat 14 projects laterally from the side cover 13a, the projecting portion serves as a roof for the insertion opening 78a facing the inside of the vehicle body, and effectively prevents water from entering from the outside. Can be prevented.
Furthermore, since the cord 77 protruding to the outside from the insertion port 78a can be comfortably stored inside the vehicle body from the battery case 76, the cord 77 is not exposed to the outside even when the side cover 13 is removed, and maintenance is possible. Will also improve.

In addition to the above, in the present embodiment, since the insertion opening 78a is provided in the upper part of the battery case 76, it is difficult to be affected by mud splashes from the road surface, and the waterproofness is further improved.
Further, in a small motorcycle such as a scooter, the gap between the storage box 100 and the side cover 13a tends to become a dead space, but since the battery case 76 is provided between the storage box 100 and the side cover 13a, The battery 74 is disposed in the gap, and the dead space can be effectively used.

The operation of the hybrid vehicle is as follows.
When starting the engine, the crankshaft 22 is rotated using the ACG starter motor 21a on the crankshaft 22. At this time, the starting clutch 40 is not connected, and power transmission from the crankshaft 22 to the continuously variable transmission 23 is interrupted. Then, in synchronism with the rotation of the crankshaft 22, the fuel mixture sucked into the cylinder 27 is burned by the spark plug, and the piston 25 is reciprocated.
When the rotational speed of the crankshaft 22 exceeds a predetermined value (for example, 3000 rpm) corresponding to the operation amount of the throttle grip, the rotational power of the crankshaft 22 is transmitted via the start clutch 40 to the continuously variable transmission 23, the one-way. Transmission to the clutch 44 and the speed reduction mechanism 69 drives the rear wheel WR.

At the time of starting, it is also possible to operate the drive motor 21b by power supply from the battery 74 and assist the rotation of the driven shaft 60 by engine power.
Further, instead of starting by the engine 20, starting by only the drive motor 21b is possible. In this case, the rotation of the driven shaft 60 by the drive motor 21b is not transmitted to the driven transmission pulley 62 by the one-way clutch 44, so the continuously variable transmission 23 is not driven. Thereby, when driving | running | working driving the rear-wheel WR only with the drive motor 21b, energy transmission efficiency improves.

When the vehicle is running only with the engine 20, when the load is large, such as during acceleration or high speed, the driving of the engine can be assisted by the drive motor 21b. At this time, the rotational power of the crankshaft 22 due to the reciprocating motion of the piston 25 is transmitted to the driven shaft 60 via the start clutch 40, the continuously variable transmission 23, and the one-way clutch 44, and the power from the drive motor 21b. Is also transmitted via the one-way clutch 44, and the combined power of these drives the rear wheels WR via the speed reduction mechanism 69.
On the contrary, when the vehicle is traveling only by the drive motor 21b, the engine 20 can assist the motor traveling.

When traveling at a constant speed (cruise traveling) using only the drive motor 21b as a power source, even if the engine 20 is driven, if it is less than or equal to the connection rotational speed of the start clutch 40 (the above predetermined value), Power generation by the ACG starter motor 21a can be performed without driving the continuously variable transmission 23.
When traveling at a constant speed using only the drive motor 21b as a power source, the power transmission from the drive motor 21b to the rear wheels WR is performed without driving the continuously variable transmission 23. Excellent.

At the time of deceleration, the one-way clutch 44 does not transmit the rotation of the driven shaft 60 to the driven transmission pulley 62 of the continuously variable transmission 23, so that the rotation of the axle 68 is driven without driving the continuously variable transmission 23. Can be directly regenerated to the drive motor 21b.
That is, during the regenerative operation from the rear wheel WR to the drive motor 21b, the power transmitted from the rear wheel WR to the drive motor 21b is not consumed for driving the continuously variable transmission 23, so the charging efficiency during regeneration is improved. To do.

  In addition, this invention is not limited to the said Example, A various design change is possible in the range which does not deviate from the summary. For example, the application target is not limited to a two-wheeled vehicle, but may be another moving body such as a three-wheeled vehicle or a four-wheeled vehicle.

1 is a side view of a hybrid motorcycle according to an embodiment of the present invention. It is a block diagram which shows the system structure of the two-wheeled vehicle shown in FIG. It is sectional drawing of the power unit of the two-wheeled vehicle shown in FIG. It is an enlarged view of the power unit shown in FIG. It is a principal part enlarged view of FIG. FIG. 2 is a perspective view of the rear frame periphery of the motorcycle shown in FIG. 1 as viewed from the right side of the vehicle body. FIG. 2 is a perspective view of the rear frame periphery of the motorcycle shown in FIG. 1 as viewed from the left side of the vehicle body. It is the perspective view which looked at the battery shown in FIG. 1 from the one surface side. It is the perspective view which looked at the battery shown in FIG. 8 from the other surface side. It is a partially broken front view of the battery shown in FIG. It is the sectional view on the AA line of FIG. It is a front view of the assembled battery shown in FIG. It is a top view of the assembled battery shown in FIG.

Explanation of symbols

21b Drive motor (motor)
74 Battery 91 Driver (motor control device)
100 Storage box WR Rear wheel (drive wheel)
O Vehicle body center line oriented in the longitudinal direction of the vehicle

Claims (4)

A motor that transmits power to the drive wheels;
A battery for supplying power to the motor;
A battery arrangement structure in a vehicle having a storage box for storing a helmet or the like,
The motor is disposed on one side with respect to a vehicle body center line that is directed in the front-rear direction of the motorcycle ,
The battery is disposed on the other side of the vehicle body center line and around the storage box ,
The battery arrangement structure in a vehicle , wherein the motor and the battery are arranged at a rear part of the motorcycle . The battery arrangement structure for a vehicle according to claim 1, wherein a battery case for storing the battery is flat and is attached so as to cover a side surface of the vehicle body . The motorcycle is a scooter type vehicle, and an outer surface shape of a battery case storing the battery is formed in a substantially arcuate curved surface so as to follow an inner surface shape of a side cover of the motorcycle. The battery arrangement structure in the vehicle according to 1 or 2. A motor control device for controlling the drive of the motor;
4. The battery arrangement in the vehicle according to claim 1, wherein the motor control device is arranged around the storage box and at a position facing the battery via the storage box. 5. Construction.

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