JP4233714B2 - Battery cooling structure for electric vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a battery cooling structure that is a drive power source of an electric vehicle.
[0002]
[Prior art]
Conventionally, this type of electric vehicle uses a rechargeable secondary battery as a driving power source, and this battery is mounted on the footstep portion to actively cool the battery. No. 5, or JP-A-5-330465.
[0003]
[Problems to be solved by the invention]
However, in such a conventional device, the structure (Japanese Patent Laid-Open No. 4-24185) in which traveling wind is directly used for battery cooling during traveling is not preferable in terms of waterproofness and dustproofness, and is not compulsory. In the air cooling method (Japanese Patent Laid-Open No. 5-330465), since the flow path is complicated, the pressure loss is large and the position of the cooling fan is far from the battery due to the structure, and it is difficult to obtain a sufficient cooling effect. .
[0004]
Accordingly, an object of the present invention is to provide a battery cooling structure for an electric vehicle that can secure waterproofness and dustproofness and can obtain a sufficient cooling effect.
[0005]
[Means for Solving the Problems]
  In order to achieve the above object, the invention according to claim 1 is a battery cooling structure for an electric vehicle in which a battery module to which a plurality of cylindrical batteries are connected is disposed in a battery box.Forming an introduction port for introducing cooling air into the battery box, and forming an exhaust port for exhausting cooling air to the outside of the battery box, the battery modules being mounted at four intervals,The cooling air introduced into the battery box isFourA flow path is formed to flow around the side of the battery module.A battery cooling fan that allows the cooling air introduced from the introduction port into the battery box to pass through the flow path and then exhausts the discharge air from the exhaust port to the outside of the battery box is disposed at a substantially central portion of the four battery modules. didIt is characterized by that.
[0006]
According to a second aspect of the present invention, in addition to the configuration of the first aspect, the battery module is configured by providing a plurality of rows in a state where the plurality of cylindrical batteries are in contact with each other. The number of columns in the width direction is 3 or less.
[0007]
  In addition to the structure of Claim 1 or 2, the invention of Claim 3 isThe introduction port is provided on the upper surface of the battery box at a substantially central portion in the vehicle longitudinal direction and at both ends in the vehicle width direction.It is characterized by that.
[0008]
  In addition to the structure in any one of Claims 1 thru | or 3, the invention of Claim 4 isThe battery module is disposed at the bottom of the footboardIt is characterized by that.
[0009]
  The invention according to claim 5 is the claim.4In addition to the configuration described inThe battery module is housed in the battery box to form a battery assembly, and the battery assembly is in front of the drive motor and from below the footboard, above or above and behind the drive motor, and It is characterized by being installed in the vehicle front-rear direction continuously to the lower part of the seat.
  According to a sixth aspect of the present invention, in addition to the configuration according to the fifth aspect, the battery assembly is bent toward the upper rear part in front of the drive motor.It is characterized by that.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below.
[0011]
1 to 42 show an embodiment of the present invention. In the embodiment of the present invention, a substantially entire scooter type electric motorcycle, which is an electric vehicle including an invention location, will be described.
[0012]
First, the configuration will be described. The scooter type electric motorcycle according to this embodiment has a vehicle body frame 11 as shown in FIGS. 1 and 4, and the vehicle body frame 11 is provided with a head pipe 12 at the front thereof. One down tube 13 is extended from the head pipe 12 downward and obliquely downward.
[0013]
And the front-end part 14a of the left-right tube 14 is being fixed to the lower end part 13a of this down tube 13 by welding, and this left-right tube 14 is extended toward back. The left and right tubes 14 are bent in the middle and formed so as to rise rearward. A front receiving plate 15 as a “plate member” having a large number of holes 15 a is fixed to the front half of the left and right tubes 14. A battery box 18 to be described later is placed on the bottom 15 b of the front receiving plate 15, and the lower side of the battery box 18 is covered with the front receiving plate 15. The first cross member 20 is attached to the rear side of the front receiving plate 15, and the rear end portions 14 b of the left and right tubes 14 are connected by the rear receiving plate 16.
[0014]
Furthermore, the upper and lower sides of the left and right tubes 14 are connected by second and third cross members 21 and 22.
[0015]
A front fork 23 is supported on the head pipe 12 so as to be steerable. A front wheel 24 is supported on a lower end portion of the front fork 23 by a front axle. A T-shaped handle 25 is attached to the upper end of the front fork 23.
[0016]
On the other hand, a pivot shaft 27 is installed on the left and right tubes 14 via a bracket 26, and a power unit 29, which is a driving component for traveling, is pivotally supported via the pivot shaft 27 so as to be swingable up and down. A rear wheel 30 is supported at the rear end of the power unit 29. A rear cushion 31 is disposed between the rear receiving plate 16 at the rear end portion of the left and right tubes 14 and the rear portion of the power unit 29.
[0017]
The power unit 29 includes a three-phase AC drive motor 34 and a power transmission mechanism 36 that transmits the power of the drive motor 34 to the rear wheel 30.
[0018]
As shown in FIG. 5, the drive motor 34 has a motor main body case 34a whose axial center extends in the vehicle width direction. One end of the drive motor 34 is attached to the intermediate plate 37 in a liquid-tight state. A motor cover 34b is attached to the other end side of the motor body case 34a. An output shaft 34e is supported on the case 34a and the like by a pair of left and right bearings 34c and 34d, a stator 34f is attached to the motor body case 34a, and a rotor 34g is attached to the output shaft 34e. The rotor 34g is rotated by an alternating drive current applied to the stator 34f, and the output shaft 34e is rotated accordingly.
[0019]
The power transmission mechanism 36 is configured to transmit the driving force of the drive motor 34 to the rear wheel 30 and is disposed in the transmission chamber 39. The transmission case 40 forming the transmission chamber 39 is made of aluminum, and is configured such that a transmission case cover 41 is screwed to the intermediate plate 37.
[0020]
As shown in FIGS. 5 to 7, the front end portion of the output shaft 34 e of the drive motor 34 penetrates through the intermediate plate 37 and protrudes into the front portion of the transmission chamber 39 of the transmission case 40. A lead-out opening 37a is formed in the partition wall 37c of 37, and an electric cable 34h that is a “wiring” of the stator 34f on the drive motor 34 side is led out from the lead-out opening 37a to the inside of the transmission chamber 39. Specifically, in the lead-out opening 37a, the base member 43 and the sandwiching plate 44 are disposed with screws 45 so as to sandwich the intermediate plate 37, and three wires are connected to the terminal 46 of the base member 43. The ends of the cable 34 h are connected, and the ends of the three extension cables 47 inside the transmission chamber 39 are connected by nuts 48 so as to be electrically connected to the terminal 46. These extension cables 47 are extended to the outside from the three insertion holes 49a of the seal member 49 fitted into the lead-out port 37b through the transmission case cover 41 (see FIGS. 6 and 7).
[0021]
Further, as shown in FIG. 8, the motor body case 34a has an insertion passage 34i formed in the outer peripheral portion thereof, and a cable 34k extending from the rotary encoder 34j is inserted into the insertion passage 34i. It is introduced into the transmission chamber 39 through an insertion port 37d formed in the partition wall portion 37c.
[0022]
As shown in FIG. 7, the cable 34k and a cable 51a of the speed change motor 51, which will be described later, pass through the transmission chamber 39, and both the cables 34k and 51a are inserted through the seal member 49 with a relatively large size. The hole 49b extends to the outside.
[0023]
Further, the cables 47, 34k, 51a and the like are straddled from the vicinity of the outlet opening 37a to the vicinity of the seal member 49 so as not to contact the pulley 53 and the transmission belt 54 on the drive motor 34 side of the power transmission mechanism 36. A partition plate 55 is attached (see FIGS. 5 and 6).
[0024]
In this way, since the electric cable 34h of the drive motor 34 is guided into the transmission chamber 39 and extended from the side of the transmission chamber 39 to the outside, the electric cable 34h of the drive motor 34 is connected to the output shaft 34e side, That is, since the cable is routed closer to the center of the vehicle, the electric wire cable 34h does not get in the way compared to the conventional case, and damage due to the vehicle overturning is also prevented. Further, since a separate cover is not required outside the drive motor 34, the motor itself can be reduced in size, and the number of parts and the number of mounting steps can be reduced.
[0025]
Further, by arranging the partition plate 55 in such a manner, it is possible to prevent the cable 47 and the like from coming into contact with the power transmission mechanism 36 and to prevent the cable 47 and the like from being damaged.
[0026]
Furthermore, by removing the transmission case cover 41, the terminal 46 of the electric cable 34h can be easily maintained.
[0027]
Incidentally, a drive shaft 58 is supported on the rear side of the transmission case 40, and the drive force from the output shaft 34 e is transmitted to the drive shaft 58 via the power transmission mechanism 36.
[0028]
As shown in FIGS. 5 and 6, the power transmission mechanism 36 is configured such that a transmission belt 54 is bridged between the pulley 53 and the primary shaft 59 of the output shaft 34 e to transmit driving force. The driving force from the primary shaft 59 is configured to be transmitted to the drive shaft 58 via the speed change mechanism. In FIG. 6, reference numeral 60 denotes an idler pulley 60 for applying a predetermined tension to the transmission belt 54.
[0029]
As shown in FIG. 5, the speed change mechanism is provided in the oil chamber 62, and a primary drive gear 63 formed on the primary shaft 59 meshes with a transmission gear 65 as a “rotating body” fixed to the main shaft 64. A first speed reduction gear 66 is formed on the main shaft 64, and a second speed reduction gear 67 as a “main side reduction gear” is rotatably provided on the main shaft 64. The second speed reduction gear 67 is slidably provided on the main shaft 64 in the axial direction, and is slid in a predetermined direction so that the dock claw 67a formed on the second speed reduction gear 67 is The second speed reduction gear 67 is fitted into a dock hole 65 a formed in the transmission gear 65, and is configured to rotate integrally with the transmission gear 65. A mechanism for sliding the second speed reduction gear 67 will be described later.
[0030]
A second speed reduction large gear 69 that meshes with the second speed reduction gear 67 is provided on the drive shaft 58 side. As shown in FIG. 9, the second speed reduction gear 69 includes a ring-shaped gear portion 70 formed with teeth that mesh with the second speed reduction gear 67 on the periphery, and the gear portion 70 on the inner side. And a central portion 71 splined to the drive shaft 58. Drive transmission convex portions 70a and 71a are formed on the outer peripheral surface portion of the central portion 71 and the inner peripheral surface portion of the gear portion 70, respectively, and the side portions of these drive transmission convex portions 70a and 71a abut each other to generate a driving force. It is configured to communicate. Further, buffer convex portions 70b and 71b are formed on the outer peripheral surface portion of the central portion 71 and the inner peripheral surface portion of the gear portion 70, respectively. Here, the drive transmission convex portion 71a and the buffer convex portion 71b on the central portion 71 side are common convex portions.
[0031]
A buffer member 72 that is elastically deformable is interposed between the buffering convex portion 71 b on the central portion 71 side and the buffering convex portion 70 b of the gear portion 70. The buffer member 72 is made of rubber and has a circular shape.
[0032]
When no driving force is applied to the gear portion 70, a gap c is formed between the drive transmission convex portions 71 a and 70 a of the central portion 71 and the gear portion 70, and the gear portion 70 is driven. When force is applied, the buffer member 72 interposed between the buffering convex portion 71b on the central portion 71 side and the buffering convex portion 70b of the gear portion 70 is elastically deformed, and the central portion 71 and the gear portion 70 are The side surfaces of both the drive transmission convex portions 71a and 71b are in contact with each other, and the driving force is transmitted to the central portion 71 side.
[0033]
As shown in FIG. 6, a first speed reduction gear 74 that meshes with the first speed reduction gear 66 is disposed around the intermediate rotary body 75, and the intermediate rotary body 75 is splined to the drive shaft 58. A plurality of latch claws 75a are urged counterclockwise in FIG. 6 around the intermediate rotating body 75. A latch groove 74 a that engages the tip of the latch pawl 75 a is formed on the inner peripheral surface of the first speed reducing gear 74.
[0034]
Thereby, for example, in a state where the dock claw 67a is not fitted in the dock hole 65a, the first speed reduction gear 66 of the main shaft 64 passes through the first speed reduction gear 74, the latch claw 75a, and the intermediate rotating body 75. A driving force is transmitted to the drive shaft 58.
[0035]
On the other hand, when the dock claw 67a is fitted in the dock hole 65a, the driving force is transmitted from the second speed reduction gear 67 to the drive shaft 58 via the second speed reduction gear 69. In this case, although the first speed side is also engaged, the rotation of the second speed reduction gear 69 is faster than the rotation of the first speed reduction gear 74, and the drive shaft 58 is connected to the first speed reduction gear 74. It rotates ahead of the reduction gear 74. In this case, as shown in FIG. 6, the latch pawl 75a of the intermediate rotating body 75 sequentially passes over the latch groove 74a so as to allow a rotational difference between the drive shaft 58 and the first speed reduction gear 74. I have to.
[0036]
The mechanism for sliding the second speed reducing gear 67 is configured as follows.
[0037]
That is, as shown in FIGS. 6 and 10, the end of the fork portion 76 a divided into two forks of the shift fork 76 is engaged with the engagement groove portion 67 b of the second speed reducing gear 67. Is slidably provided on the guide bar 78, and when the shift fork 76 is slid, the second speed reducing gear 67 is slid.
[0038]
The shift fork 76 has a driven convex portion 76 b, and the driven convex portion 76 b is movably inserted into the cam groove 77 a of the shift cam 77. When the cam groove 77 a is unfolded, it is formed as shown in FIG. 11. The cam groove 77 a is formed by meandering continuously around the entire circumference of the shift cam 77, and the shift cam 77 is driven by the driving force of the transmission motor 51. The shift fork 76 is configured to slide on the guide bar 78 by being rotated.
[0039]
The shift cam 77 is fixed to the camshaft 80, and the camshaft 80 is connected to the output shaft 51b of the transmission motor 51 via a plurality of reduction gears 81 to 90. Of these gears 81, 82, 83, substantially fan-shaped recesses 81a, 82a, 83a are formed, and pins 93 penetrating the cam shaft 80 and the reduction shaft 92 are disposed in these recesses 81a, 82a, 83a. Yes. The driving force is transmitted between the gears 81, 82, 83 and the camshaft 80 and the reduction shaft 92 through these pins 93. The pin 93 has substantially fan-shaped recesses 81a, 82a. , 83 a, a slight play is provided between the gears 81, 82, 83 and the camshaft 80 and the reduction shaft 92.
[0040]
Further, as shown in FIG. 10, a magnetic disk 94 magnetized in N · S at 90 ° intervals is provided at the end of the camshaft 80 so as to be rotated. A first sensor 96 and a second sensor 97 are provided on a substrate 95 provided in the vicinity of the disk 94. These sensors 96 and 97 are called Hall ICs, and are configured such that the output is 1 when the N pole passes and the output is 0 when the S pole passes.
[0041]
Further, the shift cam 77 is provided with a total of four dowel pins 98, and a roller 99 a provided at the tip of the stopper lever 99 is inserted between the two dowel pins 98 to rotate the cam shaft 80. Is configured to be stopped. The stopper lever 99 is rotated around the bolt 100 and is urged by the spring 101 in the clockwise direction in FIG. The position where the lock is applied is a position where the dock claw 67a and the dock hole 65a are securely fitted, or a position where the dock claw 67a and the dock hole 65a are reliably detached.
[0042]
Next, the case where the speed is changed from the first speed to the second speed will be described.
[0043]
When the rotational speed of the drive motor 34 reaches a predetermined value, for example, 6000, the motor controller 102 drives the speed change motor 51 and rotates the camshaft 80 via the plurality of gears 81 to reduce the second speed. As the dock claw 67a of the gear 67 moves forward, the magnetic disk 94 is rotated.
[0044]
When the change of the magnetic pole of the rotating magnetic disk 94 is detected by the first sensor 96, the motor current command value decreases to the regeneration side, and the rotation on the main shaft 64 side is decelerated. In this case, even if the rotation on the drive shaft 58 side is faster than the rotation on the main shaft 64 side, the latch pawl 75a gets over the latch groove 74a as described above, and the rotation on the drive shaft 58 side is braked. There is nothing.
[0045]
As described above, the rotation of the transmission gear 65 on the main shaft 64 side is decelerated, so that the impact is alleviated when the dock claw 67a is fitted into the dock hole 65a.
[0046]
Then, in a state where the fitting of the dock claw 67a to the dock hole 65a is completed, this time, the change of the magnetic pole is detected by the second sensor 97, and the drive of the transmission motor 51 is stopped by the motor controller 102. . In this state, the roller 99a provided at the tip of the stopper lever 99 is inserted between the two dowel pins 98 provided in the shift cam 77, and the rotation of the cam shaft 80 is stopped.
[0047]
In the case of traveling at the second speed, if acceleration / deceleration is performed, there is a play in advance between the dock claw 67a and the dock hole 65a. According to the present invention, the gap c is set between the drive transmission convex portions 70a and 71a of the central portion 71 and the gear portion 70, and the cushioning member 72 until the side portions of the both convex portions 70a and 71a come into contact with each other. It is possible to suppress the occurrence of a collision sound by absorbing the impact with.
[0048]
On the other hand, a battery assembly 103 is disposed between the left and right tubes 14 of the vehicle body frame 11.
[0049]
As shown in FIGS. 1, 2, 4, and the like, the battery assembly 103 includes a battery unit 104 housed in a battery box 18, and a damper 105, a front side receiving plate 15 and a rear side receiving plate 16. It is elastically supported through 106. Note that the left and right tubes 14 themselves may be a cast frame such as plate-like aluminum that continuously covers the lower and side portions of the battery box 18.
[0050]
The battery unit 104 is composed of four battery modules 108.
[0051]
Here, each of these battery modules 108 is abutted against each other in 30 vertical cylindrical batteries 107 that are approximately 1.2 V Ni-Cd, Ni-MH, or lithium ion batteries. Arranged so that they come into contact with each other. The battery module 108 has three columns in the width direction.
[0052]
In each battery module 108, 10 blocks out of 30 small cylindrical batteries 107 are configured as one block 109, and one battery module 108 includes three blocks 109. In each block 109, each battery 107 is connected in series, three blocks 109 are connected in parallel, and four battery modules 108 are connected in series.
[0053]
The battery assembly 103 is installed in the vehicle front-rear direction in front of the drive motor 34 and continuously from the lower part of the foot board 111 to the upper or upper rear of the drive motor 34 and below the seat 112. And it is bent toward the rear upper part in front of the drive motor 34.
[0054]
The left and right tubes 14 extend in the front-rear direction along the left and right side surfaces of the battery assembly 103 (see FIGS. 1 and 22).
[0055]
The front receiving plate 15 as a “plate member” is attached to the left and right tubes 14 so as to cover the lower surface of the battery assembly 103 below the foot board 111.
[0056]
As described above, the battery assembly 103 is installed in the front-rear direction of the vehicle in such a manner that it is continuous from the front of the drive motor 34 and below the footboard 111 to above or above the drive motor 34 and below the seat 112. The proper footboard 111 height, sufficient under-seat storage space, and ground clearance below the footrest plate can be secured at the same time.
[0057]
Further, since the battery assembly 103 is bent toward the upper rear part in front of the drive motor 34, a sufficient space above the rear wheel 30 can be secured.
[0058]
Furthermore, since the left and right tubes 14 extending in the front-rear direction along the left and right side surfaces of the battery assembly 103 are disposed, an appropriate footboard 111 height, sufficient storage space under the seat 112 and ground clearance below the footboard 111 are simultaneously secured. it can.
[0059]
Furthermore, since the front receiving plate 15 that covers the lower surface of the battery assembly 103 and below the foot board 111 is attached to the left and right tubes 14, the battery assembly 103 can be protected.
[0060]
The battery box 18 includes a box-shaped box body 18a having an open top and a lid 18b that covers the opening of the box body 18a. The box body 18a is inclined so as to be lifted obliquely upward from the substantially central part in the front-rear direction, and a front-rear partition part 18c for partitioning in the vehicle front-rear direction is formed at the center part in the front-rear direction. A left and right partition portion 18d that partitions in the left and right direction is formed at the center in the width direction. Thus, the box body 18a is partitioned into four spaces. In the four spaces, the four battery modules 108 are arranged with a gap therebetween, and in this arrangement, there is a gap between the periphery of each module 108 and the outer peripheral wall of the box body 18a. Is provided. Further, as shown in FIGS. 16 and 17, etc., a seal member 113 is disposed between the upper surface of each battery module 108 and the lid 18b, and between the bottom surface of each battery module 108 and the bottom surface of the box body 18a. . As a result, the flow path 18e is formed so that the cooling air introduced into the battery box 18 as described later flows around the sides of the battery modules 108 as shown by arrows in FIG. .
[0061]
As shown in FIG. 14, a battery cooling fan 114 is disposed at the center of the battery box 18 (the center of the four modules 108). Outside air is introduced into the battery box 18 from a pair of inlets 18f formed at both ends in the vehicle width direction at the center in the vehicle longitudinal direction. The introduced outside air passes through the flow path 18e around each module 108 as shown by an arrow in FIG. 13, and is sucked into the battery cooling fan 114 while cooling each battery 107, and is placed on the bottom surface of the box body 18a. The air is exhausted to the outside through the formed exhaust port 18g.
[0062]
As described above, the cooling air is introduced into the battery box 18 by the battery cooling fan 114, and the flow passage 18e is formed so that the cooling air flows around the side of the battery module 108, so that the waterproof and dustproof properties are ensured. In addition, a sufficient cooling effect can be obtained. Further, the heat retaining property can be ensured by the flow path 18e exhibiting a heat insulating function when the drive motor 34 is stopped.
[0063]
Further, by setting the number of rows in the width direction of the battery module 108 to three, the temperature variation of the cylindrical battery 107 in the battery module 108 can be suppressed as much as possible, and the battery life can be extended.
[0064]
Further, four battery modules 108 are mounted at intervals, and the battery cooling fan 114 for introducing the cooling air is disposed at the substantially central portion of the four battery modules 108, so that the cooling air is evenly supplied to the plurality of battery modules 108. The air can be ventilated, the temperature variation of the battery 107 can be suppressed, the battery life can be extended, and the charging efficiency can be made uniform. Moreover, since the battery cooling fan 114 and the battery module 108 are close to each other, the pressure loss is reduced, the fan capacity can be sufficiently exerted, the cooling performance is improved, and the rise in the battery temperature can be suppressed. Thus, the battery life can be extended.
[0065]
Furthermore, since the introduction port 18f for introducing the cooling air into the battery box 18 is provided on the upper surface of the battery box 18 at a substantially central portion in the vehicle front-rear direction and at both ends in the vehicle width direction, Cooling air can be evenly vented to the plurality of battery modules 108, battery temperature variation can be suppressed, battery life can be extended, and charging efficiency can be made uniform.
[0066]
In addition, even when the battery module 108 is disposed below the foot board 111, since the flow path is not provided above and below the battery module 108, the height can be minimized, and the foot board 111 can be thinned. The optimal riding position equivalent to an engine scooter can be achieved.
[0067]
If the ventilation duct is extended from the cooling air introduction port 18f toward the upper part of the vehicle, the effect of preventing the water from entering from the introduction port 18f can be further improved.
[0068]
Further, since the battery module 108 is configured by arranging a plurality of long, small cylindrical batteries 107 adjacent to each other, the cooling air flow path 18e can be freely configured by appropriately selecting this arrangement. And an optimum structure for ensuring cooling performance can be achieved.
[0069]
On the other hand, as shown in FIG. 14, the exhaust port 18g of the battery box 18 is arranged in the direction of the heat generating components such as the drive motor 34 and the motor controller 102, and the heat generated by the exhaust air from the exhaust port 18g. The parts 34 and 102 are configured to be cooled.
[0070]
As shown in FIGS. 14 and 24, the motor controller 102 has a quadrangular shape in plan view, and a cross section along the vehicle front-rear direction of the controller main body 102a has a substantially square shape. The cooling fins 102b along the vehicle front-rear direction are provided at predetermined intervals.
[0071]
The exhaust port 18g is set to face the cooling fin 102b on the rear surface side so that the exhaust air is blown to the cooling fin 102b.
[0072]
Further, the motor controller 102 has an overall shape including the cooling fins 102b in a substantially triangular shape with a tapered front when viewed from the side. As shown in FIG. 1, the front end side is inserted into the front receiving plate 15, and the motor controller 102 is disposed in front of the drive motor 34, and the lower surface of the footboard 111. The vehicle lower surface (the lower surface of the front side receiving plate 15) below is substantially continuous.
[0073]
As described above, since the exhaust air that has cooled the battery module 108 is blown from the exhaust port 18g toward the heat generating components such as the drive motor 34 and the motor controller 102, the heat generating components are cooled. The drive motor 34 and the motor controller 102 which are parts can be efficiently cooled without installing a new cooling device, the degree of freedom of layout can be improved, and the weight can be increased. Absent.
[0074]
Further, the cooling performance of the motor controller 102 can be further improved by providing the motor controller 102 with the cooling fins 102b.
[0075]
Furthermore, since a part of the cooling fin 102b is installed toward the outside of the vehicle and is configured to be forcibly cooled by the traveling wind during traveling, the cooling performance of the motor controller 102 can be obtained by using the traveling wind. Can be further improved.
[0076]
In addition, since the lower surface of the motor controller 102 is installed so as to be substantially continuous with the lower surface of the vehicle below the footboard 111 (the lower surface of the front receiving plate 15), the motor controller 102 whose temperature rises protrudes to the lower side of the vehicle body. Therefore, the heat damage can be reduced and the cooling performance can be improved by receiving the cooling wind 102b protruding downward from the traveling wind.
[0077]
In the battery box 18, as shown in FIGS. 13, 14, 16 and 34, a main relay 116 as a “battery electrical component”, a DC / DC converter 117, a current sensor 118, and A battery-side control device 119 (hereinafter referred to as “ECU1”) that monitors the battery unit 104 is built in, and the battery box 18 has a waterproof structure as shown in FIG. 19 or FIG.
[0078]
In this waterproof structure, as shown in FIG. 19, a waterproof packing 18h is interposed between the upper peripheral portion of the box body 18a and the peripheral portion of the lid 18b, and the flange portions of the peripheral portions are sandwiched by stoppers 18i. Thus, it is configured to ensure waterproofness. As shown in FIG. 13, eight stoppers 18i are arranged around the periphery. Further, as shown in FIG. 20, the waterproof packing 18i may be disposed between the outer wall of the upper peripheral portion of the box body 18a and the inner wall of the peripheral portion of the lid 18b.
[0079]
Further, as shown in FIGS. 13 and 16, the connection between the first battery module 108 and the second battery module 108 is made through the fuse 120, and the voltage temperature signal from each module 108 is sent to the ECU 1. It is input and charge / discharge management is performed.
[0080]
Further, as shown in FIG. 34, the main relay 116 and the current sensor 118 are connected in series between the first battery module 108 and the power assembly 130, and a signal from the current sensor 118 is sent to the ECU 1. The battery capacity is calculated by detecting the battery current.
[0081]
The ECU 1 is connected to a high voltage line and is always energized. The ECU 1 is set to start the DC / DC converter 117 during charging / discharging. The power assembly 130 is configured to drive the drive motor 34 in response to a signal from a throttle sensor (not shown). Details of the control will be described later.
[0082]
As shown in FIG. 21, a high voltage line a and a control signal multicore cable b are extended from the bottom surface of the box body 18a to the outside.
[0083]
As described above, the entire battery box 18 has a waterproof structure, and a high voltage portion such as a DC / DC converter 117 which is a battery electrical component is disposed therein, thereby reducing the number of places where the high voltage portion needs to be waterproof. Cost reduction can be achieved.
[0084]
In addition, the battery electrical components of the high voltage line can be arranged at a distance close to each other, the line through which the high voltage and large current flows is shortened, the loss due to the resistance of the wiring material is reduced, and the vehicle efficiency is improved. it can.
[0085]
Furthermore, by centrally arranging various battery electrical components in the battery box 18, wiring around the battery can be performed as one unit in advance, so that workability is improved and cost reduction and reliability can be improved.
[0086]
Furthermore, it is not necessary to use a waterproof connector for connection of the wiring around the battery, and the space can be saved and the cost can be reduced.
[0087]
In addition, by incorporating the fuse 120 for electrical connection between the battery modules 108 in the battery box 18, it becomes unnecessary to newly provide a waterproof fuse holder, and the cost can be reduced.
[0088]
In addition, since the fuse 120 can be easily replaced by opening the lid 18b of the battery box 18, the maintainability is improved and the distance between the fuse 120 through which a high voltage and large current flows and the battery module 108 is minimized. The loss due to wiring resistance is reduced, and the efficiency of the vehicle can be improved.
[0089]
In addition, as shown in FIG.25 and FIG.26, the charging device accommodating part 18k which incorporates the charging device 140 can also be formed in the battery box 18. FIG. In this case, the charging device 140 is configured such that fresh air is sucked by the fan built in from the intake duct 141 and exhausted to the outside from the exhaust duct 142. Note that the fan 144 can be externally attached as shown in FIG. Reference numeral 18m is a drain hole.
[0090]
In this manner, the above-described effects can be further improved by placing the connecting portions between the charging device 140 and the battery module 108 and between the charging device 140 and the ECU 1 in the box 18.
[0091]
As shown in FIGS. 26B and 26C, the cooling effect can be improved by exposing the cooling fins 143 of the charging device 140 upward.
[0092]
On the other hand, as shown in FIGS. 1 and 28, the exterior (cover) structure of the vehicle is provided with a front cover 150 in front of the driver's legs and on the front side of the vehicle, and with a leg on the back side of the front cover 150. A shield 151 is disposed, and a lower panel 152 is disposed below the front cover 150.
[0093]
The front cover 150 includes a front cover main body 153 and a front cover 154 disposed on the upper front surface of the main body 153.
[0094]
29 and 30, recesses 153a and 153b are formed in the front cover main body 153, and a headlamp 155 and a direction indicator lamp 156 are disposed in these recesses 153a and 153b. For example, LEDs are used for these. The front cover 154 is disposed by screwing a plurality of mounting portions so as to cover these front surfaces.
[0095]
The front cover 154 is formed of a transparent panel, and the front portions 154a and 154b are coated on the outer side or the inner side in portions other than the front portions 154a and 154b of the headlamp 155 or the direction indicator lamp 156. Is formed to be transparent or translucent.
[0096]
According to this, since the lens surface of the headlamp 155 or the direction indicator lamp 156 is formed by a part of the front cover 154 (front portions 154a, 154b), the panel surface is different from that of the cover and the lens. It is possible to reduce the intrusion of water and dust into the interior of the vehicle, to achieve an inexpensive structure, and to provide a smooth sense of unity to the exterior of the front of the vehicle, thereby improving the appearance quality. .
[0097]
In addition, the front portions 154a and 154b of the headlamp 155 or the direction indicator lamp 156 are made transparent or translucent by painting the front cover 154 outside or inside, so that the outlines of these lamps 155 and 156 are clear. The front cover 154 can express a favorite color and the intensity of the color.
[0098]
On the other hand, as shown in FIG. 27, the handle cover 160 is divided into two vertically, a handle cover upper part 161 and a handle cover lower part 162.
[0099]
In addition, an instrument plate 163 as shown in FIG. 41 is disposed on the handle cover upper portion 161. The instrument panel 163 is provided with a speedometer display unit 164 on the left side, a liquid crystal display unit 165 on the center, a display unit 166 such as a turn display on the right side, a mode 167, and a set button 168.
[0100]
Further, as shown in FIG. 31, the above-described footboard 111 is disposed behind the leg shield 151, and an under cover 170 is disposed below the footboard 111. The foot board 111 is disposed above the battery assembly 103, and a side cover portion 111a that covers the periphery of the seat 112 is integrally formed. A storage box 171 for storing a helmet or the like is formed above the side cover portion 111a. An opening to be housed is formed, and the opening peripheral edge portion 111 b is a seat portion that supports the seat 112. A hinge portion 172 for rotatably supporting the front end portion of the seat 112 is provided at the front portion of the opening peripheral portion 111b, and a lock for locking the rear end portion of the seat 112 is provided at the rear portion of the opening peripheral portion 111b. A device 173 is provided, and the storage box 171 is opened and closed by the seat 112, and the footboard 111, the storage box 171, and the seat 112 can be integrally attached and detached. A substantially U-shaped standing bar 174 is disposed behind the seat 112.
[0101]
Thus, since the foot board 111, the storage box 171, and the seat 112 can be integrally attached and detached, it is possible to improve the detachability and maintainability of the battery assembly 103.
[0102]
Further, as shown in FIG. 32, a rear lamp 180 and a direction indicator lamp 181 are provided at the rear part of the vehicle, and are covered with these one lens 182.
[0103]
Next, the control unit of the electric scooter will be described.
[0104]
As shown in FIG. 33, in this control unit, the battery assembly 103, the meter assembly 190, and the power assembly 130 are connected to the multiplex bus 200, and the charging device 140 and the failure diagnosis device 210 are also connected to the multiplex bus 200. Yes.
[0105]
The battery assembly 103 includes a battery unit 104 as an “electrical component” connected to a master battery-side control device 119 (ECU1) having a battery-side multiplex transmission device 119a via a main switch 211, and the ECU1. The battery unit 104 receives various battery information. The DC / DC converter 117 is activated and stopped by a signal from the ECU 1, and the battery side multiplex transmission device 119 a of the ECU 1 is connected to the multiplex bus 200.
[0106]
As will be described in detail later, the ECU 1 is activated by turning on the main switch 211, and is configured so that even if the main switch 211 is turned off, the voltage can be backed up and maintained for a while. In addition, various types of information on the voltage, current, and temperature of the battery unit 104 are monitored, and the charging status and discharging status of the battery unit 104 are managed.
[0107]
The meter assembly 190 includes a speed sensor 192, a throttle 193, a handle switch 194, a speed meter 195, an LCD 165 (liquid crystal display unit), and a slave meter side control device 191 (hereinafter referred to as "ECU2") having a meter side multiplex transmission device 191a. ), The LED 196 is connected, the ECU 2 is connected to the DC / DC converter 117, and the meter side multiplex transmission device 191 a of the ECU 2 is connected to the multiplex bus 200.
[0108]
Further, in the power assembly 130, a motor drive circuit 131 is connected to the battery unit 104 and the DC / DC converter 117 via a power line, and the motor drive circuit 131 is connected to the drive motor 34 via a motor current detection sensor 132. It is connected to the. The motor drive circuit 131 is connected to a slave power-side control device 133 (hereinafter referred to as “ECU3”) having a power-side multiplex transmission device 133a. The ECU 3 is connected to a DC / DC converter via a control power line. 117, ECU 2, motor current detection sensor 132, and rotary encoder 34 j, and power side multiplex transmission device 133 a of ECU 3 is connected to multiplex bus 200.
[0109]
As will be described in detail later, the ECUs 2 and 3 are activated when the DC / DC converter 117 is turned on, and the ECU 2 detects the throttle 193, various switch information around the steering wheel, and the speed sensor 192 attached to the front wheel 24. A signal is input and the information is sent out on the multiplex bus 200. The ECU 2 displays on the LCD 165 the remaining battery amount, the charging time, the power consumption during travel, and the like on the LCD 165 according to the information sent from the ECU 1. The ECU 3 displays the throttle information from the ECU 2 and the battery from the ECU 1. The drive motor 34 is controlled according to the remaining information, and the vehicle is driven. Furthermore, charging control can be performed on the charging device 140 side in accordance with the battery information from the ECU 1, and the charging device 140 side is simply an AC / DC converter 117, and all charging control is performed by the ECU 1. You can also.
[0110]
Thus, the multiplex transmission is performed between the multiplex transmission apparatuses 119a, 133a, and 191a.
[0111]
Furthermore, the charging device 140 is connected to the battery unit 104 via a charging line, and the charging side multiplex transmission device 140 a is connected to the multiplex bus 200.
[0112]
The meter assembly 190 is arranged in the meter or in the vicinity of the meter, and is configured so that a signal from the switch around the handle is input to the meter-side control device 191 (ECU2) and processed. Transmission to the other control devices 119 and 133 is possible via the multiplex transmission device 191 a of the device 191.
[0113]
Further, the multiplex bus 200 is connected to the diagnosis side multiplex transmission device 210a of the failure diagnosis device 210, and information on various failures is flowed on the multiplex bus 200, and the failure diagnosis device 210 monitors the signal. The vehicle failure state can be detected.
[0114]
Next, the operation start time of the electric scooter will be described.
[0115]
First, as shown in FIG. 36, when the main switch 211 on the ECU 1 side is turned on in step S1, the microcomputer basic settings are initialized in step S2, and the DC / DC converter 117 is turned on in step S3. .
[0116]
The signals from the DC / DC converter 117 are input to the ECUs 2 and 3 and are activated. The microcomputer basic settings are initialized in steps S4 and S5, respectively. Then, the ECU 1 performs reception processing in step S8. Then, in step S9, it is determined whether or not the ECUs 2 and 3 are activated. If NO, the process returns to step S8. If YES, the process start signal is transmitted to the ECUs 2 and 3 in step S10, and the process is continued. Then, signal processing is performed in steps S11 and S12, and it is determined whether or not a processing start signal is received in steps S13 and S14. If NO, the process returns to steps S11 and S12, respectively. When YES, the processing is continued.
[0117]
Next, the operation stop time will be described.
[0118]
First, when the main switch 211 is turned off from a state in which processing is continuing, a power OFF notice signal is sent to the ECUs 2 and 3 in step S21, and is received and processed in steps S22 and S23. In S25, it is determined whether or not there is a power-off notice. If NO, the process returns to normal processing in steps S26 and S27. If YES, the control power supply is prepared for disconnection in steps S28 and S29.
[0119]
When the preparation is completed, a preparation completion signal is sent to the ECU 1 in steps S30 and S31, and the operation is stopped. In the ECU 1, the preparation completion signal is received in step S32, and in step S33, it is determined whether the preparation completion signal has been received, that is, whether or not there has been an answer. When the determination is NO, the process returns to step 32. When the determination is YES, the DC / DC converter 117 is turned off in step 34. In step S35, the operation is prepared and then the operation is stopped.
[0120]
In this way, by enabling multiplex transmission between the control devices 119, 133, 191 (ECUs 1, 2, 3), the harness between the control devices 119, 133, 191 (ECUs 1, 2, 3) is reduced. Thus, the coupler can be made small, and in particular, the degree of freedom of the layout of the two-wheeled vehicle having many space restrictions can be improved.
[0121]
The meter assembly 190 is arranged in the meter or in the vicinity of the meter, and is configured so that a signal from the switch around the handle is input to the meter-side control device 191 (ECU2) and processed, and this processing information is stored in the ECU2. Since transmission to the other ECUs 1 and 2 is possible via the multiplex transmission device 191a, the harness between the switches around the steering wheel and the ECUs 1 and 3 installed on the body frame 11 side can be reduced. The turning operation of the handle 25 can be lightened.
[0122]
Furthermore, since the start / stop of the other slave ECUs 2 and 3 can be managed only by the master ECU 1, it becomes easy to manage the start / stop of the control system of the entire vehicle.
[0123]
Furthermore, since the activation signal is transmitted from the slave ECUs 2 and 3 to the master ECU 1 in a state where the power is turned on and multiplex transmission is possible, the master ECU 1 is connected to the slave ECUs 2 and 3. By grasping the activation, the entire vehicle system can be reliably activated.
[0124]
Further, when the main switch 211 is turned off, the master ECU 1 transmits a warning signal for turning off the DC / DC converter 117 to the slave ECUs 2 and 3, and when the slave side receives the warning signal, When preparations are made to prepare for power off, and preparation is completed, a preparation completion signal is transmitted to the master. When the master side receives the preparation completion signal, the master side turns off the DC / DC converter 117. Therefore, the entire system is surely avoided by avoiding a situation in which data to be stored is lost or an unexpected operation is caused by suddenly turning off the power while each ECU 1, 2, 3 is in operation. Can be turned off.
[0125]
On the other hand, as shown in FIG. 42, the liquid crystal display 165 of the instrument panel 163 has a start display indicating that transmission is possible, a fuel display which is a standard display, a travel diagnosis display a and b, a refresh display, a charge display, and an ending display. Is configured to be performed.
[0126]
Hereinafter, the traveling diagnosis displays a and b will be described.
[0127]
That is, the traveling diagnosis displays a and b can determine the traveling state depending on the position of the circular mark 220 with respect to the reference line 222. When the circular mark 220 is located below the reference line 222, there are many useless travelings. When it is closer to the upper side, it can be recognized that there is less useless running, and the umbrella mark 221 displays on which side of the circular mark 220 the circular mark 220 is moving (up or down). It has come to be. In addition, an indication of how many kilometers or how many hours can be traveled after that and how many kilometers have now been traveled is also made.
[0128]
That is, the ECU 1 of the battery assembly 103 includes a travel distance detection unit that detects a travel distance of the electric vehicle, an energy calculation unit that calculates an amount of energy consumed to travel the travel distance, a travel distance and energy consumption. Power consumption rate calculating means for calculating the power consumption rate from the quantity is provided, and this power consumption rate is configured to be displayed on the liquid crystal display unit 165 (LCD) as the “display means” of the meter assembly 190. Yes.
[0129]
In addition, an average power consumption rate calculating means for calculating an average power consumption rate in a predetermined period, and an instantaneous power consumption for calculating a power consumption rate in a shorter period compared to a period calculated by the average power consumption rate calculating means. A liquid crystal display unit having an average power consumption rate calculated by the average power consumption rate calculation unit and / or an instantaneous power consumption rate calculated by the instantaneous power consumption rate calculation unit as a “power consumption rate display unit” It is configured to be displayed on 165 (LCD).
[0130]
Further, a display changeover switch 223 as “power consumption rate display switching means” for selecting the display contents is provided, and the display of the average power consumption rate and the instantaneous power consumption rate is switched in response to the display changeover switch 223. Is also possible.
[0131]
Furthermore, a liquid crystal display unit 165 is provided that displays whether the average power consumption rate is higher or lower than a predetermined specified power consumption rate.
[0132]
In addition, power consumption trend display means (liquid crystal display unit 165) for displaying whether the average power consumption rate tends to increase or decrease based on the result calculated by the instantaneous power consumption rate calculation means. .
[0133]
Further, based on the result calculated by the instantaneous power consumption rate calculating means, a travelable time calculation means for calculating the travelable time of the vehicle, and a travelable time display for displaying the travelable time calculated by the travelable time calculation means Means.
[0134]
Further, based on the result calculated by the instantaneous power consumption rate calculating means, a travelable distance calculating means for calculating a travelable distance of the vehicle, and a travelable distance display for displaying the travelable distance calculated by the travelable distance calculating means Means.
[0135]
Hereinafter, a specific description will be given based on the flowcharts shown in FIGS. 38, 39, and 40.
[0136]
First, the power consumption (power consumption rate) calculation routine shown in FIG. 38 will be described. This routine is repeated by the ECU 1 every 10 ms. In the following description, the power consumption rate is abbreviated as power consumption.
[0137]
First, in steps S51, S52, and S53, a battery voltage, a battery current, and a rotation pulse are read from each sensor 192 and the like. The speed sensor 192 outputs a pulse signal corresponding to the rotation of the front wheel 24, and here, outputs four pulses per rotation.
[0138]
In steps S54 and S55, the travel distance is calculated and the current speed is calculated based on the value of the rotation pulse.
[0139]
In step S59, power consumption (battery voltage × battery current) is obtained, and in steps S56 to S58, the power consumption obtained in the past three processes (10 ms before, 20 ms before, 20 ms before) is called. Then, in step S60, instantaneous power consumption is calculated by dividing the sum of these four power consumptions by four. Even if it is an instantaneous value, an error due to the influence of noise or the like is likely to occur with only one cycle (10 ms) value, and thus an average value of four times is taken.
[0140]
Next, in step S61, k0 × travel distance is divided by instantaneous power consumption to obtain instantaneous power consumption. Here, k0 has the meaning of matching the meaning of 1/10 ms with the data unit in the microcomputer.
[0141]
In step S62, the instantaneous electricity cost is added to the previous accumulated electricity cost to calculate the accumulated electricity cost. This accumulated power consumption is 0 immediately after the power is turned on.
[0142]
In step S63, the integration counter is counted up. The value of this integration counter is 0 immediately after the power is turned on.
[0143]
In step S64, the average power consumption is calculated by dividing the integrated power consumption by the integration counter and multiplying by k1. Calculate the average value after the power is turned on.
[0144]
In step S65, energy consumption is calculated by adding the instantaneous power consumption to the previous energy consumption. The energy consumption immediately after turning on the power is zero.
[0145]
In step S66, the remaining energy is calculated by subtracting the consumed energy from the initial energy of the battery. This initial energy is determined by the battery installed.
[0146]
In step S67, the remaining energy is divided by the instantaneous power consumption and multiplied by k2, thereby calculating the travelable time with the remaining energy.
[0147]
In step S68, the travelable distance with the remaining energy is calculated by multiplying the current speed by the travelable time and multiplying by k3.
[0148]
The k0 to k3 are coefficients for aligning the weight per bit handled in the data in the microcomputer.
[0149]
Next, a routine for performing display processing based on the calculation result obtained by the above routine will be described with reference to FIGS. This display processing routine is repeated every 10 ms.
[0150]
First, the power consumption level is determined in advance from 1 to 7 in a stepwise manner. In step S70, it is determined whether or not the average power consumption obtained in the above routine is level 1 or higher. In step S71, it is determined that “position is 1”. When it is smaller than level 1, the process proceeds to step S72, where it is determined whether the average power consumption is level 2 or higher. When it is higher than level 2, it is determined that "position is 2" in step S73. When it is smaller than level 2, the process proceeds to step S74. In the same manner as described above, the average power consumption is compared with the levels 3, 4, 5, and 6 in steps S74, S76, S78, and S80. In steps S75, S77, S79, S81, and S82, “the position is 3, 4”. , 5, 6 or 7 ".
[0151]
Then, in step S83 shown in FIG. 40, the instantaneous power consumption is compared with the average power consumption. When the instantaneous power consumption is smaller than the average power consumption, it is determined in step S84 that it is “decreasing trend”. In step S85, “no increase / decrease” is determined, and when the instantaneous power consumption is larger than the average power consumption, it is determined in step S86 “increase tendency”.
[0152]
Next, in step S87, the average power consumption level is displayed according to the “position” information obtained above. That is, as shown in FIGS. 42A and 42B, a predetermined prescribed power consumption rate is displayed as the reference line 222, and the circular mark 220 is displayed at a predetermined position according to the “position” information. .
[0153]
Here, the position where the circular mark 220 is displayed is divided into seven stages. When “position is 4”, the center of the circular mark 220 is displayed so as to be on the reference line 222. "3, 2, 1" is displayed above the reference line 222, and when "Position is 5, 6, 7", it is displayed below the reference line 222.
[0154]
As a result, the driver can grasp the state of battery energy consumption that cannot be felt only by the remaining amount of the battery by looking at the position of the circular mark 220 instead of the numerical value of the power consumption rate, so as not to waste energy consumption. You can be careful. Moreover, since the power consumption can be recognized at the position of the circular mark 220 with respect to the reference line 222, the display can be made more visually understandable.
[0155]
In step S88, the instantaneous power consumption level is displayed in accordance with the “trend” information obtained above. That is, as shown in FIG. 42, the trend of increase / decrease in power consumption is displayed above or below the circular mark 220 with the umbrella mark 221. The upper case indicates “increase tendency”, and the lower case indicates “decrease tendency”. By recognizing this tendency, it is possible to be more careful not to consume unnecessary energy.
[0156]
A display changeover switch 223 is provided and operated to obtain the display position of the instantaneous power consumption as the average power consumption, and the instantaneous power consumption level is displayed instead of the average power consumption level display. You can also. In this case, the umbrella mark 22 is not displayed.
[0157]
Further, in step S89, the travelable distance estimated by the above calculation routine is displayed on the liquid crystal display unit 165 (see a in FIG. 42). Here, for example, “12.3 km remaining” is displayed. The display can be switched to the travelable time calculated above by providing a display changeover switch 223 and operating this display (see b in FIG. 42). Here, for example, “2 hours and 10 minutes remaining” is displayed.
[0158]
In this way, by displaying the power consumption rate, it is possible to grasp the state of consumption of battery energy that cannot be experienced only with the remaining amount of battery, and be careful not to consume useless energy.
[0159]
Further, since the average power consumption value does not depend on the driving conditions that change every moment, the power consumption rate for a predetermined period can be reviewed comprehensively by displaying a large value.
[0160]
When the driving condition changes, the instantaneous power consumption value immediately notifies the change, and the operator can take action according to the display.
[0161]
Moreover, by switching and displaying the average power consumption value and the instantaneous power consumption value, it is possible to prevent the display from being simultaneously displayed and becoming difficult to understand.
[0162]
Furthermore, by calculating the travelable time, it is possible to give an indication of how long the car can run later, and to solve the anxiety about the battery capacity becoming zero. In addition, by calculating the travelable time from the instantaneous power, the travelable time can be updated and displayed accurately when the travel condition changes.
[0163]
Furthermore, by calculating and displaying the travelable distance, it is possible to display “distance” that is easier to feel, not “time”.
[0164]
The electric vehicle of the present invention includes a hybrid vehicle and a fuel cell vehicle.
[0165]
【The invention's effect】
  As described above, according to the invention described in claim 1,Battery cooling fanCooling airAfter being introduced into the battery box from the introduction port and flowing around the sides of all four battery modules, it is exhausted from the exhaust port to the outside of the battery box.Therefore, it is possible to ensure waterproofness / dustproofness and obtain a sufficient cooling effect.In addition, since the battery cooling fan that introduces cooling air is arranged in the approximate center of the four battery modules, the cooling air can be evenly vented to the plurality of battery modules, and the battery temperature variation is suppressed and the battery life is reduced. In addition, the charging efficiency can be made uniform. Moreover, since the battery cooling fan and the battery module are close to each other, the pressure loss is reduced, the fan capacity can be fully exerted, the cooling performance is improved, and the rise in the battery temperature can be suppressed. Battery life can be extended.
[0166]
According to the invention described in claim 2, in addition to the above effect, the variation in temperature of the cylindrical battery in the battery module can be suppressed as much as possible by setting the number of rows in the width direction of the battery module to three or less. Battery life can be extended.
[0167]
  According to the invention described in claim 3, in addition to the above effect,Since the introduction ports are provided on the upper surface of the battery box at substantially the center in the vehicle front-rear direction and at both ends in the vehicle width direction, the cooling air can be evenly vented to the plurality of battery modules, and the temperature of the battery The battery life can be extended by suppressing the sticking, and the charging efficiency can be made uniform.
[0168]
  According to the invention described in claim 4, in addition to the above effects,When the battery module is arranged at the lower part of the footboard, the flow path is not provided above and below the battery module, so that the height can be minimized, and the footboard can be made thin. The optimal riding position can be achieved.
[0169]
  According to the invention described in claim 5, in addition to the above effect,The battery assembly is installed in the vehicle front-rear direction in front of the drive motor and continuously from the lower part of the footboard to the upper or upper and rear sides of the drive motor and below the seat. It is possible to secure a clear space under the seat and a ground clearance below the footrest plate at the same time.
  According to the sixth aspect of the invention, in addition to the above effects, the battery assembly is bent toward the upper rear part in front of the drive motor, so that a sufficient space can be secured above the rear wheel.
[Brief description of the drawings]
FIG. 1 is a partially cutaway side view of an electric vehicle showing an embodiment of the present invention.
FIG. 2 is a partially broken plan view of the electric vehicle showing the embodiment of the present invention.
FIG. 3 is a bottom view of the electric vehicle showing the embodiment of the present invention.
4 is an exploded perspective view of a body frame of an electric vehicle showing an embodiment of the present invention. FIG.
FIG. 5 is a cross-sectional view showing a drive motor, a power transmission mechanism and the like showing the embodiment of the present invention.
FIG. 6 is a front view of a transmission chamber showing an embodiment of the present invention.
FIG. 7 is a front view showing an electric cable cabling state showing the embodiment of the present invention.
FIG. 8 is a cross-sectional view of a motor main body case showing the embodiment of the present invention.
FIG. 9 is a front view of a second speed reduction gear showing an embodiment of the present invention.
FIG. 10 is a cross-sectional view showing a mechanism for sliding a second speed reduction gear according to the embodiment of the present invention.
FIG. 11 is a development view of a cam groove showing an embodiment of the present invention.
FIG. 12 is a front view of a mechanism or the like for sliding a second speed reduction gear according to the embodiment of the present invention.
FIG. 13 is a plan view of a battery box showing the embodiment of the present invention.
14 is a cross-sectional view taken along the line AA of FIG. 13 showing the embodiment of the present invention.
15 is a cross-sectional view taken along the line BB of FIG. 13 showing the embodiment of the present invention.
16 is a cross-sectional view taken along the line CC of FIG. 13 showing the embodiment of the present invention.
FIG. 17 is a cross-sectional view taken along the line DD of FIG. 13 showing the embodiment of the present invention.
18 is a cross-sectional view taken along line EE of FIG. 13 showing an embodiment of the present invention.
FIG. 19 is a cross-sectional view of a seal portion of the battery box showing the embodiment of the present invention.
20 is a cross-sectional view of another example of FIG. 19 showing an embodiment of the present invention.
21 is a cross-sectional view taken along the line FF of FIG. 13 showing the embodiment of the present invention.
22 is a cross-sectional view of a portion corresponding to the line GG of FIG. 1 showing the embodiment of the present invention.
23 is a cross-sectional view of a portion corresponding to the line HH of FIG. 1 showing an embodiment of the present invention.
FIG. 24 is a diagram of a motor controller showing an embodiment of the present invention.
FIG. 25 is a plan view of a state in which the charging apparatus according to the embodiment of the present invention is housed in a battery box.
FIG. 26 is a side view showing a state where the charging apparatus according to the embodiment of the present invention is housed in a battery box.
FIG. 27 is an exploded perspective view of the handle cover showing the embodiment of the present invention.
FIG. 28 is an exploded perspective view of a front cover and the like showing the embodiment of the present invention.
FIG. 29 is a partial longitudinal sectional view of a direction indicator lamp of the front cover showing the embodiment of the present invention.
FIG. 30 is a longitudinal sectional view of a headlamp part of a front cover showing an embodiment of the present invention.
FIG. 31 is an exploded perspective view of a footboard and the like showing the embodiment of the present invention.
FIG. 32 is an exploded perspective view of the rear illumination showing the embodiment of the present invention.
FIG. 33 is a block diagram of a control unit showing an embodiment of the present invention.
FIG. 34 is a block diagram of a battery assembly and the like showing the embodiment of the present invention.
FIG. 35 is a block diagram of a battery assembly and the like showing the embodiment of the present invention.
FIG. 36 is a flowchart at the start of operation showing the embodiment of the present invention;
FIG. 37 is a flowchart when operation is stopped, showing an embodiment of the present invention;
FIG. 38 is a flowchart of a power consumption calculation routine showing the embodiment of the present invention.
FIG. 39 is a flowchart of a display processing routine showing the embodiment of the present invention.
FIG. 40 is a flowchart of a display processing routine showing the embodiment of the present invention.
FIG. 41 is a plan view of an instrument panel showing the embodiment of the present invention.
FIG. 42 is an image diagram appearing on a liquid crystal display unit according to the embodiment of the present invention.
[Explanation of symbols]
18e flow path
18f inlet
107 Small cylindrical battery
108 Battery module
114 Battery cooling fan

Claims (6)

In a battery cooling structure for an electric vehicle in which a battery module to which a plurality of cylindrical batteries are connected is disposed in a battery box,
Forming an inlet for introducing cooling air into the battery box;
Forming an exhaust port for exhausting cooling air to the outside of the battery box;
Four battery modules are mounted at intervals, and the cooling air introduced into the battery box forms a flow path so as to flow around the sides of the four battery modules ,
A battery cooling fan that allows the cooling air introduced into the battery box from the introduction port to pass through the flow path and then exhausts the battery box from the exhaust port to the outside of the battery box is disposed at a substantially central portion of the four battery modules. The battery cooling structure for electric vehicles characterized by the above-mentioned.   The battery module is configured by providing a plurality of rows in a state where the plurality of cylindrical batteries are in contact with each other, and the number of rows in the width direction of the battery module is three or less. The battery cooling structure for an electric vehicle according to 1. The pre Kishirube inlet, the an upper surface of the battery box, a substantially central portion in the vehicle longitudinal direction, and a battery for an electric vehicle according to claim 1 or 2, characterized in that provided in the vehicle widthwise ends cooling structure .   The battery cooling structure for an electric vehicle according to any one of claims 1 to 3, wherein the battery module is disposed at a lower portion of the foot board. The battery module is housed in the battery box to constitute a battery assembly,
The battery assembly is installed in the vehicle front-rear direction in front of the drive motor and continuously from the lower part of the footboard to the upper or upper rear of the drive motor and below the seat. The battery cooling structure for an electric vehicle according to claim 4. The battery cooling structure for an electric vehicle according to claim 5, wherein the battery assembly is bent toward the rear upper side in front of the drive motor.

Images