JP5326663B2 - Clutch device for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure the safety of a vehicle by making cutting operation of a power transmitting path by a clutch mechanism impossible in the case the cutting of the power transmitting path falls in an unsafe condition for the vehicle. <P>SOLUTION: This clutch device includes a detecting means such as a vehicle power source switch for detecting the situation of the vehicle, a seat sitting sensor and a slope road sensor, a clutch operation lock means 66 (a seat frame side electromagnet 67, a handle side electromagnet 68) for making cutting operation of the power transmitting path by the clutch mechanism impossible, and a controller for operating the clutch operating lock means in the case it is determined that the cutting of the power transmitting path falls in an unsafe situation based on the information from the detecting means. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a clutch device for a three-wheel or four-wheel electric vehicle, particularly for use by an elderly person or a person who has difficulty in walking.

  This type of small electric vehicle is called a “Senior Car” (registered trademark) or the like, and has extremely high utility value as a substitute for elderly people. In such a small electric vehicle, an electric motor and a battery are mounted on a vehicle body frame on which wheels and a seat on which a driver is seated, and the driving force of the electric motor is decelerated by a gear unit to drive wheels (rear wheels). Then, the drive wheel is driven.

  In addition, a floor for a passenger to put his / her foot on is provided in front of the seat, and a steering shaft for steering the front wheels is further provided in front of the floor. An operation handle is attached to the upper end of the steering shaft, and an accelerator lever is disposed near the operation handle. The driver is seated on the seat and operates the operation handle and the accelerator lever to drive the vehicle.

  By the way, the gear unit incorporates a clutch mechanism that interrupts the power transmission path by the gears, and the power transmission path is cut by the clutch mechanism when the small electric vehicle is mainly pushed and moved. This manual movement is a case where a small electric vehicle is moved mainly in a parking lot or the like. For this reason, in consideration of the convenience of moving the vehicle by hand, a technique is disclosed in Patent Document 1 in which a handle operation is performed with one hand and a power transmission path is cut with a clutch mechanism with the other hand. Has been.

  The clutch mechanism is a mechanism for cutting off transmission of the driving force of the electric motor and the braking force of the electromagnetic brake to the driving wheels. For this reason, if the clutch mechanism is operated by mistake during traveling on an uneven slope and the power transmission path is disconnected, the vehicle may travel at a speed unintended by the driver.

  In order to avoid such a situation, Patent Document 2 discloses a technique that restricts (decelerates and stops) the vehicle speed when the power transmission path is cut by the clutch mechanism. Furthermore, Patent Document 3 discloses a technique that prevents the operation of cutting the power transmission path by the clutch mechanism when a person is in the vehicle.

JP 2006-131214 A JP 2000-24046 A JP 2001-346833 A

  The techniques described in Patent Documents 1 to 3 described above are techniques for improving the safety and convenience of a small electric vehicle. However, these techniques are further developed, and there are problems associated with disconnection of the power transmission path by the clutch mechanism. A technology that reliably eliminates the problem and ensures the safety of the vehicle is desired.

  The object of the present invention has been made in consideration of the above-mentioned circumstances, and when the cutting of the power transmission path is not safe for the vehicle, the cutting operation of the power transmission path by the clutch mechanism becomes impossible and the vehicle An object of the present invention is to provide a clutch device for an electric vehicle that can ensure safety.

In the present invention, a power transmission device that transmits the driving force of the electric motor to the drive wheels is provided between the electric motor and the drive wheels, and the power transmission device includes a clutch lever that intermittently connects the power transmission path. In a clutch device for an electric vehicle provided with a clutch operating handle that is provided with a clutch operating handle that can be operated manually by the clutch mechanism, and a power transmission device including the clutch mechanism And an electric motor integrated with each other, a power unit disposed at the lower part of the vehicle body, and a clutch that operates the clutch lever of the clutch mechanism by disposing an operation force transmission member on a seat back portion spaced apart from the clutch mechanism an operating handle, by regulating the turning operation of the clutch operation handle, the movement by the clutch mechanism A clutch operation locking means provided in the clutch operation handle side to disable the cutting operation of the transmission path, said sensing means includes a vehicle power switch to a state capable of running the vehicle, the seating of the passenger to the seat It comprises at least one of a seat seating sensor for detecting, a seat turning position sensor for detecting a turning position of the seat, and a hill sensor for detecting a front and rear inclination state of the vehicle, and includes information from the detecting means. Based on this, when it is determined that the disconnection of the power transmission path is in an unsafe situation, the clutch operation lock means provided on the clutch operation handle side is actuated so that the power transmission path cannot be disconnected by the clutch operation handle. it is characterized in that it has a controller you, the.
According to the present invention, a power transmission device is provided between the electric motor and the driving wheel to transmit the driving force of the electric motor to the driving wheel, and the clutch lever for intermittently connecting the power transmission path to the power transmission device. In a clutch device for an electric vehicle provided with a clutch operating handle capable of artificially operating on / off by the clutch mechanism, a detecting means for detecting a vehicle condition and power including the clutch mechanism A transmission device and an electric motor are integrated, a power unit disposed at the lower part of the vehicle body, and a seat back portion separated from the clutch mechanism are disposed via an operation force transmission member to operate the clutch lever of the clutch mechanism The power transmission by the clutch mechanism is controlled by restricting the rotation of the clutch operating handle and the clutch lever. Clutch operation locking means provided on the clutch lever side of the power unit that makes the path cutting operation impossible, and the detection means include a vehicle power switch that enables the vehicle to travel, and seating of a passenger on the seat It comprises at least one of a seat seating sensor for detecting, a seat turning position sensor for detecting a turning position of the seat, and a hill sensor for detecting a front and rear inclination state of the vehicle, and includes information from the detecting means. Based on this, when it is determined that the disconnection of the power transmission path is in an unsafe situation, the clutch operation lock means provided on the clutch lever side of the power unit is operated to disable the disconnection operation of the power transmission path by the clutch lever. A controller.

  According to the present invention, when the power transmission path is unsafe for the vehicle, the clutch operation lock means is operated by the controller so that the power transmission path cannot be disconnected by the clutch mechanism. The safety of the vehicle can be ensured.

The side view which shows the small electric vehicle to which 1st Embodiment in the clutch apparatus of the electric vehicle which concerns on this invention was applied. The front view of the small electric vehicle of FIG. The top view of the small electric vehicle of FIG. The front view which shows the power unit mounted in the small electric vehicle of FIG. Sectional drawing which follows the VV line | wire of FIG. The external appearance perspective view which shows the clutch operation handle periphery in the small electric vehicle of FIG. The perspective view which shows the internal structure around the clutch operation handle of FIG. The locked state of the clutch operation locking means in the small electric vehicle of FIG. 1 is shown, (A) is a cutaway perspective view, and (B) is a side sectional view. The clutch operation locking means of FIG. 8 shows the unlocked state, (A) is a cutaway perspective view, and (B) is a side sectional view. The locked state in the clutch operation locking means of the small electric vehicle to which 2nd Embodiment in the clutch apparatus of the electric vehicle which concerns on this invention is applied is shown, (A) is a rear view, (B) is a sectional side view. FIG. 11 shows the unlocked state of the clutch operation locking means of FIG. The locked state in the clutch operation locking means of the small electric vehicle to which the third embodiment of the clutch device for an electric vehicle according to the present invention is applied is shown, (A) is a cutaway perspective view, and (B) is a side sectional view. . The side view which expands and shows the XIII part periphery of FIG. 12 (B). The clutch operation locking means of FIG. 13 is further enlarged and shown, (A) is a sectional side view showing a locked state, and (B) is a sectional side view showing a unlocked state. The front view which shows the power unit of the small electric vehicle to which 4th Embodiment in the clutch apparatus of the electric vehicle which concerns on this invention was applied. The partial side view which shows the power unit of FIG. The fragmentary top view which shows the power unit of FIG. The front view which shows the power unit of the small electric vehicle to which 5th Embodiment in the clutch apparatus of the electric vehicle which concerns on this invention was applied. The partial side view which shows the power unit of FIG. The fragmentary top view which shows the power unit of FIG.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

[A] First embodiment (FIGS. 1 to 9)
FIG. 1 is a side view showing a small electric vehicle to which the first embodiment of the clutch device for an electric vehicle according to the present invention is applied. 8A and 8B show a locked state of the clutch operation locking means in the small electric vehicle of FIG. 1, in which FIG. 8A is a cutaway perspective view, and FIG.

  As shown in FIGS. 1 to 3, in a small electric vehicle 10 as an electric vehicle, a pair of left and right front wheels 12 and a rear wheel 13 are supported on a body frame 11 via a suspension (not shown). The vehicle body frame 11 is covered with a resin cover including a front cover 14, a leg shield 15, a floor 16, a rear cover 17 and the like except for a part thereof.

  A substantially box-shaped rear cover 17 projects upward at the rear of the vehicle body, and an electric motor 18 (FIG. 3) for driving the rear wheel 13 as a drive wheel is provided inside the rear cover 17, and the electric motor. A power unit including a gear unit 20 serving as a power transmission device that transmits the output of 18 to the axle 19 (the left rear wheel axle 19A and the right rear wheel axle 19B) and a battery (not shown) and the like are housed. This power unit is controlled by the controller 28.

  A seat 22 on which a passenger sits is mounted above the rear cover 17 via a bracket 21 that rises from the body frame 11 in a gate shape, for example. The seat 22 includes a seat cushion 23 and a seat back (backrest portion) 24, and is supported on the rear cover 17 so as to be pivotable in the horizontal direction. The turning angle of the seat 22 is set to, for example, 45 degrees, 90 degrees, and the like from the seat front position (operating position) to the left and right. The seat 22 is appropriately turned by a turning lever 25 attached to the side portion of the seat cushion 23. Further, arm supports 26 are provided on both sides of the seat back 24, and each arm support 26 is supported so as to be rotatable around a fulcrum 27.

  The leg shield 15 protrudes upward at the front of the vehicle body and protects the legs of the occupant seated on the seat 12 from being exposed to wind or the like. A steering shaft 29 for steering the front wheels 12 is erected inside the leg shield 15, and a handle unit 30 is attached to the upper end of the steering shaft 29. As shown in FIG. 1, the driver steers the front wheel 12 by sitting on the seat 22 and rotating the handle unit 30 left and right.

  The handle unit 30 has a semicircular operation handle 32 attached to each of the left and right sides of the switch box 31 and an accelerator lever 33 protruding therefrom. The switch box 31 is equipped with switches such as a vehicle power switch 34, a maximum speed setting switch, and a forward / reverse selector switch.

The gear unit 20 (FIG. 3) as a power transmission device is provided between the electric motor 18 and the rear wheel 13 as described above, and transmits the driving force of the electric motor 18 to the rear wheel 13 at a reduced speed. In addition, an electromagnetic brake device (not shown) is mounted on the input shaft 35 (FIG. 4) of the gear unit 20 that is rotatably coupled to the output shaft (not shown) of the electric motor 18. This electromagnetic brake device brakes the rotation of the input shaft 35 simultaneously with the release of the accelerator lever 33 (FIG. 3), brakes the rotation of the rotating member from the input shaft 35 to the rear wheel 13, and Decelerate and stop

  The electric motor 18, the gear unit 20, and the electromagnetic brake device are integrated to form a power unit 36, which is housed in the rear cover 17 at the lower part of the vehicle body as described above. Although not shown in the present embodiment, the power unit 36 is pivotally supported by the vehicle body frame 11 via a swing arm and is provided so as to be swingable in the vertical direction.

  As shown in FIGS. 4 and 5, the gear unit 20 includes a pinion gear 37 formed on the input shaft 35, a counter gear 39 that is rotatably arranged on the intermediate shaft 38 and meshes with the pinion gear 37, and an intermediate shaft 38, a slide gear 41 which is rotatably integrated and slidably arranged and can be coupled to a counter gear 39 via a clutch mechanism 40, an input gear 42 meshing with the slide gear 41, and a bevel gear provided on the input gear 42 43, and a differential mechanism 45 having output gears 44A and 44B meshing with the bevel gear 43. The output gear 44A is integrated with the left rear wheel axle 19A, and the output gear 44B is integrated with the right rear wheel axle 19B.

  Accordingly, the driving force input from the electric motor 18 to the input shaft 35 is transmitted from the pinion gear 37 to the counter gear 39, transmitted from the counter gear 39 to the slide gear 41 through the clutch mechanism 40, and from the slide gear 41. It is transmitted to the left rear wheel axle 19A and the right rear wheel axle 19B via the input gear 42, the bevel gear 43, and the output gears 44A and 44B of the differential mechanism 45, and drives the rear wheel 13 of the vehicle. The input shaft 35, pinion gear 37, counter gear 39, slide gear 41, intermediate shaft 38, input gear 42, bevel gear 43, and output gears 44A and 44B are connected via the left rear wheel axle 19A and the right rear wheel axle 19B. The power transmission path 46 is configured to transmit the driving force of the electric motor 18 to the rear wheel 13 of the vehicle.

  The clutch mechanism 40 intermittently connects the power transmission path 46 described above, and includes a clutch recess (not shown) formed on the side surface of the counter gear 39 and an end of the slide gear 41 on the counter gear 39 side. It is configured. The slide gear 41 is always urged toward the counter gear 39 by the clutch return spring 47, whereby the end portion of the slide gear 41 is fitted in the clutch recess of the counter gear 39, and the clutch mechanism 40 is used for power. A transmission path 46 is connected.

  In the gear unit 20, a clutch operation shaft 48 (FIG. 4) is disposed above the intermediate shaft 38, and a clutch lever 49 is exposed to the outside and coupled to the clutch operation shaft 48 so as to rotate together. The clutch lever 49 is biased by a lever return spring 53 in the direction of the solid line in FIG. 4 (the position where the power transmission path 46 is connected by the clutch mechanism 40). The clutch operating shaft 48 is provided with a release fork 51 via a cam mechanism 50. The release fork 51 is rotatably engaged with a fork groove 52 formed in the slide gear 41.

  Accordingly, the clutch operating shaft 48 is rotated by rotating the clutch lever 49 against the urging force of the lever return spring 53, and the release fork 51 moves the slide gear 41 and the clutch return spring by the action of the cam mechanism 50. The counter gear 39 is moved away from the counter gear 39 against the urging force 47. As a result, the end of the slide gear 41 constituting the clutch mechanism 40 is disengaged from the clutch recess of the counter gear 39, and the clutch mechanism 40 cuts the power transmission path 46. When the power transmission path 46 is cut in this way, the slide gear 41 and the intermediate shaft 38 are rotatable with respect to the counter gear 39 and are not restrained by the electric motor 18 and the electromagnetic brake device. 10 can be pushed and moved with a light force.

  Here, as shown in FIGS. 4, 6 and 7, the clutch lever 49 is a clutch operation handle disposed away from the clutch lever 49 and the clutch mechanism 40 via a clutch cable 54 as an operation force transmission member. The clutch operation handle 55 is operated.

  That is, the clutch operation handle 55 is disposed on the upper portion of the rear surface 24 </ b> A of the seat back 24 of the seat 22. In this case, a recess 56 is provided in the rear surface 24 </ b> A of the seat back 24, and the clutch operation handle 55 is accommodated in the recess 56. The concave portion 56 has a width that allows a human hand to enter (vehicle width direction), and has a smooth surface or bottom surface that is curved in the vertical direction so that insertion of the hand can be guided. At normal times, the end surface 55A of the clutch operation handle 55 substantially coincides with the rear surface 24A of the seat back 24.

  Further, a substantially hood-shaped gripping portion 57 is provided on the rear surface 24A of the seat back 24 so as to cover the concave portion 56 from above. The gripping portion 57 is located near the top of the seat back 24 and is formed in a hollow shape. When the gripping portion 57 is gripped, the clutch operation handle 55 can be operated at the same time.

  FIG. 7 shows the internal structure around the clutch operation handle 55. A handle bracket 59 is welded to and suspended from the seat frame 58, and a clutch operation handle 55 is supported in the vicinity of the base of the handle bracket 59 via a shaft 60 so as to be rotatable in the vertical direction. The clutch operation handle 55 is configured such that an end surface 55A is formed in a hollow shape or a concave shape and can be rotated by placing a fingertip inside the end surface 55A.

  The clutch operation handle 55 rotates around the shaft 60, and a handle return spring 61 is mounted around the shaft 60 to urge the clutch operation handle 55 downward. The handle return spring 61 cooperates with a lever return spring 53 (FIG. 5) provided on the clutch lever 49 to release the clutch operation handle 55 by the urging force when the hand is released from the clutch operation handle 55. It rotates downward, that is, in the connecting direction of the power transmission path 46 by the clutch mechanism 40.

  A sub-pipe 62 disposed in the inner hollow portion of the grip portion 57 is welded to the seat frame 58. When the clutch operation handle 55 rotates upward around the shaft 60, the end surface 55A abuts on the sub-pipe 62, and the upward rotation of the clutch operation handle 55 is restricted.

  A clutch cable 54 for operating the clutch mechanism 40 is connected to the clutch operation handle 55. The outer cable 63 of the clutch cable 54 is fixed to the handle bracket 59, and the inner cable 64 extends to the clutch operation handle 55. The tip of the inner cable 64 is connected to the vicinity of the intermediate position of the clutch operation handle 55 via the pin 65.

  The clutch operation handle 55 makes it possible to artificially operate the power transmission path 46 by the clutch mechanism 40 (FIG. 5). That is, for example, after getting off the vehicle, the driver or the like supports the operation handle 32 with one hand and rotates the clutch operation handle 55 upward with the other hand, whereby the clutch cable 54 is pulled and the gear unit is pulled. The 20 clutch mechanisms 40 cut the power transmission path 46. As a result, the driver or the like can move the vehicle with a light force. When the driver or the like removes his / her hand from the clutch operation handle 55 after the movement of the vehicle, the clutch operation handle 55 rotates downward by the action of the handle return spring 61 and the lever return spring 53, and the clutch return spring 47 of the gear unit 20. As a result, the clutch mechanism 40 places the power transmission path 46 in the connected state, so that the vehicle is stopped by the resistance force of the electric motor 18 and the electromagnetic brake device.

  Furthermore, in the small electric vehicle 10 according to the present embodiment, as shown in FIGS. 8 and 9, the operation (turning) of the clutch operation handle 55 is restricted, whereby the power transmission path 46 is disconnected by the clutch mechanism 40. It is equipped with a clutch device having a clutch operation locking means 66 that makes it impossible. The clutch operation locking means 66 includes a seat frame side electromagnet 67 installed on the handle bracket 59 in the seat back 24 of the seat 22, and a member to be attracted installed on the clutch operation handle 55, for example, a handle side magnet 68. Become.

  By energizing the seat frame side electromagnet 67, the handle side magnet 68 is attracted to the seat frame side electromagnet 67, and the rotation operation of the clutch operation handle 55 is restricted (blocked), and the power transmission path 46 by the clutch mechanism 40. Is not possible (the clutch operation lock means 66 is locked). When the seat frame side electromagnet 67 is not energized, the clutch operation handle 55 is rotatable as shown in FIG. 9, and the power transmission path 46 can be disconnected by the clutch mechanism 40 (the clutch operation lock means 66 is locked). Released state).

  The operation of the clutch operation locking means 66, that is, the energization of the seat frame side electromagnet 67 is controlled by the controller 28 (FIG. 3). That is, the controller 28 is at least one of the vehicle power switch 34 (FIG. 1), a seat seating sensor 69, a seat turning position sensor 70, a slope sensor 71, and an arm support position sensor 72 as detection means for detecting a vehicle condition. When it is determined that cutting of the power transmission path 46 (FIG. 5) is not safe for the vehicle based on the information from the two, the seat frame side electromagnet 67 is energized, and the clutch mechanism 40 cuts the power transmission path 46. Make impossible.

  Here, the vehicle power switch 34 is for enabling the small electric vehicle 10 to travel, and the seat seating sensor 69 is for detecting that an occupant (driver) is seated on the seat 22. . Further, the seat turning position sensor 70 detects the turning position of the seat 22, in particular, that the seat 22 is turned to the front position of the vehicle and is in the normal driving position. Furthermore, the slope sensor 71 detects a state in which the vehicle is tilted in the front-rear direction. The arm support position sensor 72 detects that the arm support 26 is rotated to the horizontal position.

  The controller 28 turns on the vehicle power switch 34 to enable the small electric vehicle 10 to travel, that the seating sensor 69 detects that the driver is seated on the seat 22, The seat turning position sensor 70 detects that the turning position is the normal driving position, the slope sensor 71 detects that the small electric vehicle 10 is tilted in the vehicle longitudinal direction, and the arm support 26 is When the arm support position sensor 72 detects that it is in the horizontal position, it is determined that cutting of the power transmission path 46 is not safe for the vehicle, and power transmission by the clutch mechanism 40 is performed. The clutch operation locking means 66 is activated so that the path 46 cannot be disconnected, that is, the seat frame side electromagnet 67 is energized. To.

  For example, when the vehicle power switch 34 is turned on and the small electric vehicle 10 is in a traveling state, a situation where the clutch mechanism 40 performs a cutting operation of the power transmission path 46 and the vehicle coasts on a downhill. Therefore, the controller 28 operates the clutch operation lock means 66 to energize the seat frame side electromagnet 67 when the vehicle power switch 34 is turned on, and the clutch mechanism 40 cannot cut the power transmission path 46. Set fail-safe so that

  Since it is configured as described above, the following effects can be obtained according to the present embodiment.

  The controller 28 determines that the disconnection of the power transmission path 46 is not safe for the vehicle based on at least one information of the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72. At this time, the clutch operation lock means 66 is actuated (in this embodiment, the seat frame side electromagnet 67 is energized) to prevent the clutch operation handle 55 from rotating, thereby the power transmission path 46 by the clutch mechanism 40. Makes the cutting operation impossible. As a result, fail-safe is set, and the safety of the small electric vehicle 10 can be ensured.

[B] Second embodiment (FIGS. 10 and 11)
10A and 10B show a locked state in a clutch operation locking means of a small electric vehicle to which the second embodiment of the clutch device for an electric vehicle according to the present invention is applied, wherein FIG. 10A is a rear view, and FIG. It is sectional drawing. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description is simplified or omitted.

  The clutch operation locking means 74 of the present embodiment is formed on a solenoid or actuator (solenoid 75 in the present embodiment) installed on the handle bracket 59 in the seat back 24 of the seat 22 and the clutch operation handle 55, and the solenoid 75. And a fitting hole 77 into which the tip of the plunger 76 is fitted.

  The controller 28 determines that the disconnection of the power transmission path 46 is not safe for the vehicle based on at least one information of the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72. At this time, the clutch operation lock means 74 is actuated (in this embodiment, the solenoid 75 is energized), whereby the tip of the plunger 76 of the solenoid 75 is fitted into the fitting hole 77 of the clutch operation handle 55. Thus, the rotation of the clutch operation handle 55 is restricted (blocked). As a result, cutting operation of the power transmission path 46 by the clutch mechanism 40 becomes impossible (the clutch operation lock means 74 is locked).

  When the solenoid 75 is not energized, as shown in FIG. 11, a return spring (not shown) built in the solenoid 75 stores the plunger 76 so that the plunger 76 of the solenoid 75 and the clutch operation handle 55 are fitted. The engagement with the hole 77 is released, and the clutch operation handle 55 can be turned. Thus, by turning the clutch operation handle 55, the clutch mechanism 40 can cut the power transmission path 46 (the clutch operation lock means 74 is unlocked).

  Therefore, also in this embodiment, when the controller 28 determines that the disconnection of the power transmission path 46 is not safe for the vehicle, the clutch operation lock means 74 is activated (the plunger 76 of the solenoid 75 is engaged with the clutch operation handle 55). Since the clutch operating handle 55 is prevented from rotating by being fitted into the fitting hole 77, the same effect as in the first embodiment can be obtained.

[C] Third embodiment (FIGS. 12 to 14)
FIG. 12 shows a locked state in the clutch operation locking means of the small electric vehicle to which the third embodiment of the clutch device for an electric vehicle according to the present invention is applied, (A) is a cutaway perspective view, (B). FIG. In the third embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description is simplified or omitted.

  As shown in FIG. 13, the clutch operation lock means 80 of the present embodiment is pivotally supported by a handle bracket 59 in the seat back 24 of the seat 22 and is provided with a claw portion 82 and a receiving portion 83. The plate 81 and a solenoid 84 that allows the pressing portion 86 at the tip of the plunger 85 to push up the receiving portion 83 of the lock plate 81 are configured. In place of the solenoid 84, an actuator may be used.

  When the solenoid 84 is energized, as shown in FIGS. 12, 13, and 14A, the plunger 85 of the solenoid 84 protrudes, and the pressing portion 86 of the flanger 85 pushes up the receiving portion 83 of the lock plate 81 to lock the lock plate. 81 is rotated upward, and the claw portion 82 of the lock plate 81 is engaged with the base 87 of the clutch operation handle 55. As a result, the rotation of the clutch operation handle 55 is restricted (blocked), and the cutting operation of the power transmission path 46 by the clutch mechanism 40 becomes impossible (the clutch operation lock means 80 is locked).

  When the solenoid 84 is not energized, the plunger 85 of the solenoid 84 is housed as shown in the two-dot chain line in FIG. 13 and FIG. 14B, and the lock plate 81 is operated by a return spring (not shown) to engage the claw portion 82. Rotates in a direction away from the base 87 of the clutch operation handle 55, and the clutch operation handle 95 can be rotated. Thus, by turning the clutch operation handle 55, the power transmission path 46 can be disconnected by the clutch mechanism 40 (the clutch operation lock means 80 is unlocked).

  Therefore, also in the present embodiment, the controller 28 uses the power transmission path 46 based on at least one information of the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72. When it is determined that the cutting is not safe for the vehicle, the clutch operation locking means 80 is activated (the solenoid 84 is energized to lock the claw portion 82 of the lock plate 81 to the base 87 of the clutch operation handle 55) and the clutch operation is performed. Since the rotation of the handle 55 is prevented, the same effect as in the first embodiment can be obtained.

  Furthermore, in the present embodiment, the plunger 85 of the solenoid 84 is not directly locked to the base 87 of the clutch operation handle 55, and the lock plate 81 operated by the solenoid 84 is locked to the base 87 of the clutch operation handle 55. Therefore, the force when the clutch operation handle 55 is forcibly operated is received by the claw portion 82 of the lock plate 81. As a result, damage to the expensive solenoid 84 and the like can be prevented, and reliability can be improved.

[D] Fourth embodiment (FIGS. 15 to 17)
FIG. 15 is a front view showing a power unit of a small electric vehicle to which the fourth embodiment of the clutch device for an electric vehicle according to the present invention is applied. In the fourth embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description is simplified or omitted.

  The clutch operation locking means 90 of the present embodiment is provided on the clutch mechanism 40 side of the power unit 36 (specifically, on the clutch lever 49 side), and restricts the rotation of the clutch lever 49, whereby the clutch mechanism 40 ( The cutting operation of the power transmission path 46 according to FIG. 5) is made impossible.

  That is, the mounting bracket 91 is installed on the clutch lever 49 side of the power unit 36, and in this mounting bracket 91, the position of the clutch lever 49 when the clutch mechanism 40 places the power transmission path 46 in the connected state (see FIGS. 15 to 17). Solenoids or actuators (solenoid 92 in the present embodiment) are attached at positions corresponding to the positions of the solid line and the broken line. When the solenoid 92 is energized, the tip of the plunger 93 is fitted into the fitting hole 94 formed in the clutch lever 49, whereby the rotation of the clutch lever 49 is restricted (blocked). Thus, the connection state of the power transmission path 46 by the clutch mechanism 40 is maintained, and the power transmission path 46 cannot be disconnected by the clutch mechanism 40 (the clutch operation lock means 91 is locked).

  When the solenoid 92 is not energized, the plunger 93 of the solenoid 92 is accommodated, so that the fitting of the plunger 93 of the solenoid 92 and the fitting hole 94 of the clutch lever 49 is released, and the clutch lever 49 can be rotated. It becomes. As a result, the clutch lever 49 is turned, so that the power transmission path 46 can be disconnected by the clutch mechanism 40 (the clutch operation lock means 90 is unlocked). In addition, the code | symbol 95 of FIGS. 15-17 shows a swing arm.

  Therefore, also in the present embodiment, the controller 28 uses the power transmission path 46 based on at least one information of the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72. When it is determined that the disconnection is not safe for the vehicle, the clutch operation lock means 90 is actuated (the solenoid 92 is energized and the plunger 93 of the solenoid 92 is fitted into the fitting hole 94 of the clutch lever 49). By preventing the rotation of 49, the cutting operation of the power transmission path 46 by the clutch mechanism 40 becomes impossible. As a result, fail-safe is set, and the safety of the small electric vehicle 10 can be ensured.

“E” Fifth Embodiment (FIGS. 18 to 20)
FIG. 18 is a front view showing a power unit of a small electric vehicle to which the fifth embodiment of the clutch device for an electric vehicle according to the present invention is applied. In the fifth embodiment, parts similar to those in the first and fourth embodiments are denoted by the same reference numerals, and description thereof is simplified or omitted.

  The clutch operation lock means 98 in the present embodiment includes a lock lever 100 pivotally supported on a mounting bracket 91 installed on the clutch lever 49 side of the power unit 36 so as to be rotatable about a rotation axis 99 in a horizontal plane, And a solenoid 101 having a distal end of the plunger 102 connected to a proximal end portion of the lock lever 100 via a pin 103. The solenoid 101 may be an actuator.

  When the solenoid 101 is energized, the plunger 102 of the solenoid 101 is housed and the lock lever 100 is rotated about the rotation axis 99 as shown by the solid line in FIGS. Is engaged with the clutch lever 49 to restrict (block) the rotation of the clutch lever 49, and the clutch lever 49 is held at the position when the clutch mechanism 40 places the power transmission path 46 in the connected state. As a result, the power transmission path 46 cannot be disconnected by the clutch mechanism 40 (the clutch operation lock means 98 is locked).

  When the solenoid 101 is not energized, as shown by a two-dot chain line in FIG. 20, the plunger 102 of the solenoid 101 protrudes, and the lock lever 100 is moved away from the clutch lever 49 by the action of a return spring (not shown). The clutch lever 49 can be turned. Thus, by turning the clutch lever 49, the power transmission path 46 can be disconnected by the clutch mechanism 40 (the clutch operation lock means 98 is unlocked).

  Therefore, also in the present embodiment, the controller 28 uses the power transmission path 46 based on at least one information of the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72. When it is determined that the disconnection is not safe for the vehicle, the clutch operation lock means 98 is actuated (the solenoid 101 is energized to engage the front end portion 100A of the lock lever 100 with the clutch lever 49), and the clutch lever 49 is rotated. Therefore, the same effect as in the fourth embodiment can be obtained.

  Furthermore, in this embodiment, the plunger 102 of the solenoid 101 is not directly fitted to the clutch lever 49, and the lock lever 100 operated by the solenoid 101 is locked to the clutch lever 49. The force when operated is received by the lock lever 100. As a result, damage to the expensive solenoid 101 or the like can be prevented and reliability can be improved.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to this. For example, in the present embodiment, the case where the detection means for detecting the state of the small electric vehicle 10 is the vehicle power switch 34, the seat seating sensor 69, the seat turning position sensor 70, the slope sensor 71, and the arm support position sensor 72 has been described. A means for detecting another parameter (indicator) that makes the power transmission path 46 unsafe for the small electric vehicle 10 may be added.

DESCRIPTION OF SYMBOLS 10 Small electric vehicle 13 Rear wheel 17 Rear cover 18 Electric motor 20 Gear unit 34 Vehicle power switch (detection means)
36 power unit 40 clutch mechanism 46 power transmission path 47 clutch return spring 49 clutch lever 53 lever return spring 54 clutch cable (operation force transmission member)
55 Clutch operation handle 61 Handle return spring 66 Clutch operation lock means 67 Seat frame side electromagnet 68 Handle side magnet 69 Seat seating sensor (detection means)
70 Seat turning position sensor (detection means)
71 Slope sensor (detection means)
72 Arm support position sensor (detection means)
74 Clutch operation lock means 75 Solenoid 77 Fitting hole 80 Clutch operation lock means 81 Lock plate 84 Solenoid 90 Clutch operation lock means 92 Solenoid 94 Fitting hole 98 Clutch operation lock means 100 Lock lever 101 Solenoid

Claims (3)

A power transmission device that transmits the driving force of the electric motor to the drive wheels is provided between the electric motor and the drive wheels, and the power transmission device includes a clutch mechanism that includes a clutch lever that interrupts the power transmission path. In a clutch device of an electric vehicle provided with a clutch operation handle that is provided and capable of artificially operating the on / off of the clutch mechanism, a detecting means for detecting the state of the vehicle, a power transmission device including the clutch mechanism , and an electric motor, A power unit disposed at the lower part of the vehicle body, the clutch operation handle disposed on the backrest portion of the seat separated from the clutch mechanism via an operation force transmission member, and operating the clutch lever of the clutch mechanism; by restricting the rotation operation of the clutch operation handle, the power transmission path by the clutch mechanism A clutch operation locking means provided in the clutch operation handle side to disable the cutting operation, the sheet said detecting means, for detecting a vehicle power switch to a state capable of running the vehicle, the seating of the passenger to the seat It comprises at least one of a seating sensor, a seat turning position sensor that detects the turning position of the seat, and a hill sensor that detects the front and rear inclination state of the vehicle, and based on the information from the detection means, If it is determined that the disconnection of the power transmission path is unsafe conditions, controller you impossible cutting operation of the power transmitting path by the clutch operation handle operates the clutch operation locking means provided on the clutch operating handle side And a clutch device for an electric vehicle. A power transmission device that transmits the driving force of the electric motor to the drive wheels is provided between the electric motor and the drive wheels, and the power transmission device includes a clutch mechanism that includes a clutch lever that interrupts the power transmission path. In a clutch device of an electric vehicle provided with a clutch operation handle that is provided and capable of artificially operating the on / off of the clutch mechanism, a detecting means for detecting the state of the vehicle, a power transmission device including the clutch mechanism, and an electric motor, A power unit disposed at the lower part of the vehicle body, the clutch operation handle disposed on the backrest portion of the seat separated from the clutch mechanism via an operation force transmission member, and operating the clutch lever of the clutch mechanism; The operation of cutting the power transmission path by the clutch mechanism by restricting the rotation of the clutch lever Clutch operation locking means provided on the clutch lever side of the power unit to be disabled, the detection means is a vehicle power switch that enables the vehicle to travel, and a seat seating sensor that detects the seating of a passenger on the seat And at least one of a seat turning position sensor for detecting a turning position of the seat and a slope sensor for detecting a front / rear inclination state of the vehicle, and based on information from the detection means, the power transmission A controller that activates a clutch operation lock means provided on the clutch lever side of the power unit and disables the operation of cutting the power transmission path by the clutch lever when it is determined that the path disconnection is unsafe. An electric vehicle clutch device comprising: 3. The clutch device for an electric vehicle according to claim 1, wherein the clutch operation handle and the clutch mechanism are constantly urged in a direction of connecting a power transmission path by an urging unit. 4.

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