JP5807481B2 - Cooling device for vehicle drive motor - Google Patents

Description

  The present invention relates to a cooling device for a vehicle driving motor.

  2. Description of the Related Art Conventionally, a cooling device for a vehicle driving motor that includes a centrifugal fan that is rotationally integrated with a rotor of the vehicle driving motor to cool the vehicle driving motor is known. When the vehicle driving motor is driven by the vehicle driving motor, the centrifugal fan rotates together with the rotor to generate an air flow. The vehicle drive motor uses the air flow generated by the centrifugal fan as cooling air (see, for example, Patent Document 1).

JP 2010-269636 A

  In the conventional vehicle drive motor cooling device, the flow rate of the cooling air depends on the rotational speed of the centrifugal fan, that is, the rotational speed of the vehicle drive motor. This is because the flow rate of the cooling air becomes insufficient when the rotational speed of the motor for driving the vehicle is 0 or low (for example, when the vehicle is stopped or traveling at a constant speed). This may cause the motor to overheat. For example, when the load applied to the vehicle drive motor is large and the rotational speed is low, such as when climbing a steep slope at a low speed, there is a high possibility that such a tendency will appear remarkably.

  Therefore, the present invention proposes a cooling device for a vehicle driving motor capable of appropriately cooling the vehicle driving motor regardless of the rotation speed of the vehicle driving motor.

In order to solve the above problems, a cooling device for a vehicle drive motor according to the present invention includes a swing arm that can swing with respect to a vehicle body and supports a drive wheel, and one end of an axle of the drive wheel. A vehicle driving motor having a fixed rotor and a stator fixed to the swing arm and adjacent to the rotor with a gap in the motor, and a temperature for measuring a temperature of the vehicle driving motor duct having a sensor, a motor cover having a partition and outlet facing the vehicle drive motor a motor chamber in cooperation with the swing arm to accommodate the vehicle driving motor, the intake passage to be connected to the motor chamber When, with a possible electric blower generating the suction flow into the intake passage, and a control device for increasing or decreasing control the blowing rate of the electric blower on the basis of high and low temperature by the temperature sensor measures The air flow flowing into the motor chamber flows into the motor inner clearance from the other end side of the axle through the air intake clearance between the vehicle driving motor and the inner surface of the motor chamber, and passes through the motor inner clearance. The air flow that has flowed out of the motor chamber from the exhaust port on one end side of the axle cools the motor for driving the vehicle.
The vehicle drive motor cooling device according to the present invention includes a swing arm that is swingable with respect to a vehicle body and supports drive wheels, and a rotor fixed to one end of an axle of the drive wheels. And a vehicle driving motor having a stator fixed to the swing arm and close to the rotor, a temperature sensor for measuring the temperature of the vehicle driving motor, and the vehicle driving in cooperation with the swing arm A motor cover that partitions a motor chamber that houses a motor for use and has an intake port and an exhaust port, a duct having an intake passage connected to the intake port, an electric blower capable of generating an intake air flow in the intake passage, And a control device that controls increase / decrease of the air flow rate of the electric blower based on the temperature level measured by the temperature sensor, and the duct is a molded product of an elastic body having flexibility. Wherein the floating support.

  ADVANTAGE OF THE INVENTION According to this invention, the cooling device of the vehicle drive motor which can cool a vehicle drive motor suitably can be provided irrespective of the rotation speed of the vehicle drive motor.

1 is a left side view showing a fuel cell motorcycle as an example of a vehicle to which a vehicle drive motor cooling device according to an embodiment of the present invention is applied. 1 is a left side view showing a fuel cell motorcycle as an example of a vehicle to which a vehicle drive motor cooling device according to an embodiment of the present invention is applied. 1 is a perspective view showing a fuel cell motorcycle as an example of a vehicle to which a vehicle drive motor cooling device according to an embodiment of the present invention is applied. 1 is a perspective view partially showing a rear half part of a fuel cell motorcycle as an example of a fuel cell vehicle according to an embodiment of the present invention. The block diagram which showed the main apparatuses of the fuel cell motorcycle as an example of the fuel cell vehicle which concerns on embodiment of this invention. The perspective view which shows the cooling device of the vehicle drive motor which concerns on embodiment of this invention. Sectional drawing which shows the cooling device of the vehicle drive motor which concerns on embodiment of this invention. The perspective view which shows the partition wall which concerns on embodiment of this invention. The perspective view which shows the other example of the cooling device of the vehicle drive motor which concerns on embodiment of this invention. Sectional drawing which shows the other example of the cooling device of the vehicle drive motor which concerns on embodiment of this invention. The perspective view which shows the other example of the cooling duct which concerns on embodiment of this invention. The perspective view which shows the other example of the cooling duct and motor cover which concern on embodiment of this invention. Sectional drawing which shows the other example of the cooling device of the vehicle drive motor which concerns on embodiment of this invention. The perspective view which shows the other example of the vehicle drive motor which concerns on embodiment of this invention.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a cooling device for a vehicle driving motor according to the present invention will be described below with reference to FIGS.

  FIG. 1 and FIG. 2 are left side views showing a fuel cell motorcycle as an example of a vehicle to which a vehicle drive motor cooling device according to an embodiment of the present invention is applied.

  FIG. 3 is a perspective view showing a fuel cell motorcycle as an example of a vehicle to which the vehicle drive motor cooling device according to the embodiment of the present invention is applied.

  FIG. 1 is a view showing an external appearance of a fuel cell motorcycle 1, and FIGS. 2 and 3 are views showing an internal structure of the fuel cell motorcycle 1 by partially notching or removing the exterior.

  For ease of explanation, a solid line arrow F is attached to the front of the vehicle, that is, the fuel cell motorcycle 1, and a solid line arrow R is attached to the rear.

  FIG. 4 is a perspective view partially showing a rear half portion of a fuel cell motorcycle as an example of the fuel cell vehicle according to the embodiment of the present invention.

  As shown in FIGS. 1 to 4, the vehicle according to the present embodiment is a fuel cell motorcycle 1 that travels using electric power generated by the fuel cell 2. The fuel cell motorcycle 1 is a scooter type motorcycle. The fuel cell motorcycle 1 drives a vehicle body 3 that extends in the front-rear direction, a front wheel 5 that is a steering wheel, a steering mechanism 6 that supports the front wheel 5 in a steerable manner, a rear wheel 7 that is a driving wheel, and a rear wheel 7. A motor 8 (vehicle drive motor) and a swing arm 9 that supports the rear wheel 7 are provided.

  The fuel cell 2 is an air-cooled fuel cell system that uses hydrogen gas as fuel.

  The vehicle body 3 includes a frame 10 that is a main structural member, an exterior 11 that covers the frame 10, and a seat 12 that is positioned above the frame 10. The vehicle body 3 includes a fuel cell 2 that generates power using fuel, a fuel tank 15 that stores fuel to be supplied to the fuel cell 2, a secondary battery 16 that assists the power of the fuel cell 2, and an output of the fuel cell 2. A power management device 17 that performs voltage adjustment and power distribution control of the fuel cell 2 and the secondary battery 16, and a motor that receives DC power from the power management device 17 and converts it into three-phase AC power to control operation of the motor 8. A controller 18 and a vehicle controller 19 that performs overall control of these to perform operation control are provided. The power train of the fuel cell motorcycle 1 is a hybrid system having the fuel cell 2 and the secondary battery 16.

  The frame 10 is a unitary combination of a plurality of steel hollow tubes, a head pipe 21 located at the top of the front end, and an upper down frame 22 that extends from the central portion of the head pipe 21 so as to incline backward and downward, An upper down frame 22, a lower down frame 23, a pair of left and right lower frames 25, a pair of left and right upper frames 26, a pivot 28, and a guard frame 29 are provided.

  The head pipe 21 is located at the upper front end of the frame 10 and supports the steering mechanism 6 so as to be rotatable in the left-right direction of the vehicle.

  The upper down frame 22 is connected to the central portion of the head pipe 21 and extends from the connecting portion so as to incline backward and downward.

  The lower down frame 23 is connected to the lower portion of the head pipe 21 and extends from the connecting portion so as to incline backward.

  The pair of left and right lower frames 25 are connected to the lower portion of the head pipe 21 with the lower down frame 23 sandwiched therebetween, extend inclined downward from the connection portion, and bend toward the rear at a position reaching the lower end of the vehicle body 3. It extends along the front and rear of the vehicle main body 3, bends at a position reaching the central portion of the vehicle main body 3, extends obliquely rearwardly, and connects to the upper frame 26. The pair of left and right lower frames 25 includes a footrest 31 for a rider to put his / her foot on a bent portion on the front side. The lower frame 25 on the left side of the vehicle body 3 includes a side stand bracket 32. The side stand bracket 32 includes a side stand 33 that supports the fuel cell motorcycle 1 tilted to the left in a self-supporting state. The side stand 33 swings between a deployment position that supports the fuel cell motorcycle 1 and a storage position for traveling.

  The pair of left and right upper frames 26 are connected to the central portion of the front inclined portion of the lower down frame 23 in the front half of the vehicle body 3, slightly rise from the connection portion, and extend substantially along the front and rear of the vehicle body 3. In the rear half of the main body 3 and in the upper part of the rear wheel 7, it is greatly inclined upward and extends to the same height as the head pipe 21.

  The pivot 28 extends between the left and right upper frames 26 in the rear half of the vehicle body 3. Further, the pivot 28 is located behind the connecting portion between the upper frame 26 and the lower frame 25.

  The guard frame 29 hangs between bent portions located on the rear side of the left and right lower down frames 23 and bulges downward from the connecting portion with the lower down frame 23 to form a U shape. The guard frame 29 includes a center stand 34 that supports the upright fuel cell motorcycle 1 in a self-supporting state. The center stand 34 swings between a deployment position that supports the fuel cell motorcycle 1 and a retracted position for traveling.

  The seat 12 is located in the upper half of the rear half of the vehicle body 3 and extends in the front-rear direction while covering the upper part of the rear half of the frame 10. The seat 12 is a tandem type and integrally includes a front portion 12a for a rider to sit on and a rear portion 12b for a passenger to sit on.

  Here, a space surrounded by the left and right upper frames 26 and the left and right lower frames 25 is referred to as a center tunnel region 35, and a space surrounded by the rear half of the upper frame 26, the exterior 11 and the seat 12 is referred to as a device mounting region 36. A space behind the region 35 and below the device mounting region 36 is referred to as a tire house region 37.

  The center tunnel region 35 accommodates the fuel tank 15.

  The device mounting area 36 accommodates the secondary battery 16, the power management device 17, and the fuel cell 2 in order from the front side of the vehicle body 3. In addition, the device mounting area 36 accommodates the motor controller 18 arranged on either the left or right side of the power management device 17, for example, on the left side of the vehicle body 3.

  The tire house area 37 is an arrangement place of the rear wheel 7.

  The partition wall member 39 is sandwiched between the device mounting area 36 and the tire house area 37 and divides each area.

  The exterior 11 includes a front leg shield cover 41 that covers the front half of the vehicle main body 3, a front frame cover 42 that is located at the upper center of the vehicle main body 3 and covers the upper frame 26, and a rear half of the vehicle main body 3. And a frame cover 43 that covers a lower portion of the seat 12 in the side surface of the vehicle main body 3.

  The frame cover 43 defines the device mounting area 36 together with the seat 12. The device mounting area 36 is a hermetically sealed space surrounded by the seat 12, the frame cover 43, and the partition member 39, and fuel is provided by arranging vent holes (not shown) at appropriate positions on the frame cover 43 or the partition member 39. The flow of air as a reaction gas supplied to the battery 2 can be easily and reliably controlled, and the flow of air as cooling air can be easily and reliably supplied to an apparatus that requires cooling. The device mounting area 36 does not have to be a completely airtight space, and allows air to enter from the joints of the covers.

  The fuel cell 2 is located on the second half side of the device mounting area 36. More specifically, the fuel cell 2 is located below the rear portion 12b of the seat 12 and at a portion where the upper frame 26 is greatly inclined to rise rearward. The fuel cell 2 is a flat cube-shaped device. The fuel cell 2 has a reaction gas introduction port on the intake surface 2a having the largest projected area, and an exhaust port 2b on the surface facing the rear of the vehicle. The fuel cell 2 is fixed to the frame 10 in a posture in which the intake surface 2a is directed forward and upward, and more specifically, toward the stepped portion between the front portion 12a and the rear portion 12b of the seat 12. As a result, the fuel cell 2 can sufficiently suck the atmosphere (air) of the device mounting region 36 that is a reactive gas while ensuring a relatively large gap between the intake surface 2a and the seat 12.

  Further, the fuel cell 2 includes a fan 45 that generates a suction negative pressure in order to suck the atmosphere (air) of the device mounting region 36 into the intake surface 2a as a reaction gas. The fuel cell 2 generates power by a chemical reaction between the hydrogen gas supplied from the fuel tank 15 and oxygen contained in the air, and then discharges the wet surplus gas from the exhaust port 2b. In this process, the fuel cell 2 is cooled by air as a reaction gas. The exhaust port 2 b is connected to the exhaust duct 47.

  The exhaust duct 47 is located behind the fuel cell 2 and guides the exhaust of the fuel cell 2 to an exhaust port 47 a that opens at the rear end of the vehicle body 3. The front lower end of the exhaust duct 47 is connected to the exhaust port 2 b of the fuel cell 2. The exhaust port 47 a is located above the exhaust port 2 b of the fuel cell 2, preferably at the rear upper end of the exhaust duct 47. The exhaust duct 47 has an exhaust port 47a located above the exhaust port 2b of the fuel cell 2, so that wet excess gas including unreacted hydrogen gas is reliably exhausted from the vehicle body 3.

  The fuel tank 15 stores hydrogen gas as fuel for the fuel cell 2. The fuel tank 15 is, for example, an about 35 MPa high-pressure compressed hydrogen storage system. The fuel tank 15 is a cylindrical tank having dome-shaped end plates on front and rear end faces. The fuel tank 15 is located in the center tunnel region 35 with the center line of the cylindrical body facing the front-rear direction of the vehicle body 3. Therefore, the fuel tank 15 is surrounded by a pair of left and right upper frames 26 and a pair of left and right lower frames 25. The upper frame 26 and the lower frame 25 firmly protect the fuel tank 15 from an accident such as a collision of the fuel cell motorcycle 1. The fuel tank 15 is sandwiched between a pair of left and right footrests 31.

  The fuel tank 15 includes an upper frame 26 located on one side (right side here) of the vehicle body 3 and a lower frame located on the other side (left side here) of the vehicle body 3. 25, and is fixed by a clamp band 49 installed between them.

  Further, the fuel tank 15 includes a pressure vessel 51, which is a composite container made of aluminum liner, a valve portion 52 (fuel supply source valve) integrally including a main valve (not shown) using a solenoid valve and a regulator (not shown). And a fuel filling joint 55 having a fuel filling port 53. The pressure vessel 51 is a cylindrical vessel having dome-shaped end plates at both ends.

  The fuel filling joint 55 guides hydrogen gas as fuel from the fuel filling port 53 into the pressure vessel 51. The fuel filling port 53 is located outside the device mounting area 36, in the vicinity of the upper down frame 22, and in the vicinity of the upper side of the front end plate of the fuel tank 15. To leave. Further, the fuel filling port 53 is covered by the front frame cover 42.

  The fuel filling port 53 faces upward of the vehicle body 3. When the fuel tank 15 is filled with fuel, the upper portion of the fuel filling port 53 is a space open to the atmosphere when the front frame cover 42 is opened. Therefore, even if the fuel leaks during the fuel filling operation, the leaked fuel does not stay. Furthermore, since the fuel filling port 53 has the same arrangement as the fuel filling port in a scooter type motorcycle equipped with a normal gasoline engine, there is no sense of incongruity.

  The secondary battery 16 is a box-shaped lithium ion battery. The secondary battery 16 is located on the front side of the device mounting area 36, and more specifically, is located above the rear end plate of the fuel tank 15 and below the front portion 12 a of the seat 12. It stands almost upright on a virtual horizontal plane.

  In addition to the secondary battery 16, the fuel cell motorcycle 1 includes a second secondary battery 56 that supplies 12V power as a power source for meters (not shown) and lamps (not shown). The second secondary battery 56 is located on the side of the fuel tank 15 (for example, on the right side of the fuel tank 15). The second secondary battery 56 is located below the fuel filling port 53 and ahead of the valve portion 52 of the fuel tank 15. Even if hydrogen gas as fuel leaks from the fuel filling port 53, the hydrogen gas rises toward the upper side of the fuel cell motorcycle 1, so that it does not stay in the exterior 11 and diffuses outside the vehicle. Even if hydrogen gas, which is fuel, leaks from the valve portion 52, the hydrogen gas moves toward the tire house region 37, so that it does not stay in the exterior 11 and diffuses outside the vehicle.

  The power management device 17 is located between the secondary battery 16 and the fuel cell 2. In addition, the power management device 17 is a flat cube-shaped device, and is tilted with the top surface inclined rearward and upward, facing the fuel cell 2 and fixed to the frame 10.

  Similarly to the power management device 17, the motor controller 18 arranged on the side of the power management device 17 is also sandwiched between the secondary battery 16 and the fuel cell 2. The motor controller 18 is also a flat cube-shaped device and is fixed to the frame 10 with the top surface inclined obliquely upward and facing the fuel cell 2.

  In the fuel cell motorcycle 1, the secondary battery 16, the power management device 17, the motor controller 18 and the fuel cell 2 are arranged as described above, so that the devices that are adjacent to each other in electrical connection are arranged as close as possible. It is possible to reduce the wiring length between devices and reduce the weight related to the wiring.

  The vehicle controller 19 is located in front of the lower frame 25 and faces the front end plate of the fuel tank 15.

  The steering mechanism 6 is positioned in front of the vehicle body 3 and rotates in the left-right direction around the head pipe 21 of the frame 10 to enable the front wheels 5 to be steered. The steering mechanism 6 includes a handle 57 located at the top, and a pair of left and right front forks 58 that extend slightly up and down slightly between the handle 57 and the front wheel 5. The left and right front forks 58 have an elastically telescopic telescopic structure, and support the front fender 59 above the front wheel 5 while rotatably supporting the front wheel at the lower end.

  The front wheel 5 is a driven wheel that is rotatable around an axle that spans the lower ends of the left and right front forks 58.

  The swing arm 9 can swing up and down around a pivot 28 serving as a rotation center extending left and right of the vehicle body 3. The swing arm 9 is a so-called cantilever type, and supports the rear wheel 7 in a cantilevered manner from either the left or right side (here, the left side) of the vehicle body 3. The rear suspension 61 is interposed between the frame 10 and the swing arm 9 to buffer the swing of the swing arm 9. The cooling duct 62 connects the device mounting area 36 and the motor 8, and guides air in the device mounting area 36 as cooling air for the motor 8.

  The rear wheel 7 is a drive wheel that is rotatable around an axle extending in a cantilevered manner from either the left or right side (here, the left side) of the vehicle body 3 at the rear end of the swing arm 9.

  The motor 8 is a prime mover of the fuel cell motorcycle 1 that drives the rear wheel 7 by the output of the fuel cell 2. The motor 8 is integrally assembled with the swing arm 9 to constitute a unit swing type swing arm.

  FIG. 5 is a block diagram showing main devices of a fuel cell motorcycle as an example of the fuel cell vehicle according to the embodiment of the present invention.

  As shown in FIG. 5, the fuel cell motorcycle 1 according to the present embodiment includes a fuel cell 2, a motor 8, a fuel tank 15, a secondary battery 16, a power management device 17, a motor controller 18, and a vehicle controller 19. A throttle sensor 63 that detects the rider's acceleration / deceleration operation and measures the operation amount; a pressure sensor 65 that detects the pressure of the fuel from the fuel tank 15 toward the fuel cell 2; and the fuel tank 15 to the fuel cell 2. A fuel temperature sensor 66 that detects the temperature of the fuel that travels, and a shutoff valve 67 that shuts off the fuel supplied from the fuel tank 15 to the fuel cell 2 when the fuel leaks. In FIG. 5, the solid line arrows indicate the flow of hydrogen as the fuel and the air as the reaction gas, the broken line or broken line arrow indicates the flow of power, and the alternate long and short dash line indicates the flow of the control signal. Lines without arrows indicate bidirectional flow.

  The power management device 17 controls the power generated by the fuel cell 2, converts the power sent from the fuel cell 2 and the secondary battery 16 into a 12V power source, and stores the power in the second secondary battery 56.

  In addition to drive control of the motor 8, the motor controller 18 performs regenerative control that converts negative torque generated in the motor 8 into electric power when the fuel cell motorcycle 1 decelerates or travels downhill.

  The vehicle controller 19 reads the accelerator operation amount detected by the throttle sensor 63, the detection values of the pressure sensor 65 and the fuel temperature sensor 66, and communicates between the fuel cell 2, the secondary battery 16, the power management device 17 and the motor controller 18. The state quantity is read and the control signal is output in both directions to control the operation of the fuel cell motorcycle 1.

  Specifically, the vehicle controller 19 generates power generated by the fuel cell 2 from the power management device 17 to the motor during cruising or traveling on a flat road where the energy required for traveling the fuel cell motorcycle 1 is relatively small. The power is supplied to the motor 8 via the controller 18 and is supplied from the power management device 17 to the secondary battery 16, and surplus power unnecessary for driving the motor 8 is stored in the secondary battery 16.

  On the other hand, the vehicle controller 19 converts the power generated by the fuel cell 2 from the power management device 17 to the motor controller 18 during acceleration of a relatively large energy required for traveling of the fuel cell motorcycle 1 or when traveling uphill. And the electric power stored in the secondary battery 16 is also supplied from the power management device 17 to the motor 8 via the motor controller 18.

  Further, the vehicle controller 19 uses the motor 8 as a power generator when decelerating or traveling downhill, and supplies the regenerative power generated by the motor 8 from the power management device 17 to the secondary battery 16 and stores it.

  FIG. 6 is a perspective view showing a cooling device for a vehicle driving motor according to the embodiment of the present invention.

  FIG. 7 is a cross-sectional view showing the vehicle drive motor cooling device according to the embodiment of the present invention along the line VII-VII in FIG. 6.

  As shown in FIGS. 6 and 7, the vehicle driving motor cooling device 68 according to the present embodiment includes a swing arm 9, a motor 8 as a vehicle driving motor, a motor temperature sensor 69, and a motor cover 71. And a cooling duct 62, an electric blower 72, and a motor cooling control device 73.

  The swing arm 9 can swing with respect to the vehicle body 3 and supports the rear wheel 7 as a drive wheel.

  The motor 8 includes a rotor 76 fixed to one end of the axle 75 of the rear wheel 7 and a stator 77 fixed to the swing arm 9 and close to the rotor 76. The motor 8 is a so-called outer rotor type, and includes a hook-shaped rotor 76 and a stator 77 that is closer to the center of rotation inside the rotor 76.

  The power supply line 78 supplies power to the motor 8 from the motor controller 18 through the intake passage 79 of the cooling duct 62.

  The rotor 76 spreads in a bowl shape and covers the stator 77 with a gap 81 in the motor therebetween. In addition, the rotor 76 has an opening edge 85 at the top of the bowl shape with an intake gap 83 from the inner surface of the motor chamber 82, and has a through-hole 88 that faces the exhaust outlet 87 located at the bottom of the bowl shape 86. . Further, the rotor 76 circulates the air flow in the motor chamber 82 from the through hole 88 to the exhaust port 87 through the intake gap 83 and the motor gap 81.

  The stator 77 is inside the bowl-shaped rotor 76 and forms a disk around the center of rotation.

  The motor temperature sensor 69 is a thermistor, for example, and measures the temperature of the motor 8, particularly the stator 77.

  The signal line 89 guides a measurement signal from the motor temperature sensor 69 to the motor cooling control device 73 through the intake passage 79 of the cooling duct 62.

  The motor cover 71 partitions the motor chamber 82 that houses the motor 8 in cooperation with the swing arm 9. The motor cover 71 has an air inlet 91 and an air outlet 87 for cooling the motor 8. The motor cover 71 is a disk-shaped lid that forms a motor chamber 82 in cooperation with the swing arm 9. The motor cover 71 has an exhaust port 87 at a position facing the motor 8 on the main surface having a large area. An intake port 91 is provided at a position connected to a gap between the inner surface of the swing arm 9 to be partitioned and the motor 8.

  The motor cover 71 includes a cylindrical partition wall 92 extending from the motor cover 71 toward the motor 8. The partition wall 92 is inside the motor cover 71 (on the motor chamber 82 side), and extends so as to connect the exhaust port 87 and the through port 88 of the motor 8. The partition wall 92 divides the air flow from the intake port 91 toward the intake gap 83 and the air flow flowing out from the motor 8 to the exhaust port 87.

  The cooling duct 62 includes an intake passage 79 connected to the intake port 91 via the electric blower 72 and an exhaust passage 93 connected to the exhaust port 87. The intake passage 79 includes a bellows portion 95 that can adjust the displacement between the device mounting region 36 and the motor chamber 82 due to the swing of the swing arm 9. The exhaust passage 93 includes a dome-shaped path that covers the exhaust port 87 of the motor cover 71.

  The electric blower 72 can generate an intake air flow in the intake passage 79. The electric blower 72 is directly connected to the air inlet 91 of the motor cover 71 and is fixed to the motor cover 71 by a fastening member such as a bolt (not shown).

  The conducting wire 96 feeds power and transmits a control signal from the motor cooling control device 73 to the electric blower 72 through the intake passage 79 of the cooling duct 62.

  The motor cooling control device 73 performs increase / decrease control of the air blowing amount of the electric blower 72 based on the temperature level measured by the motor temperature sensor 69. Specifically, the motor cooling control device 73 increases the input speed of the electric blower 72 to increase the rotational speed and increase the amount of cooling air when the temperature of the motor 8 measured by the motor temperature sensor 69, particularly the stator 77, increases. . On the other hand, when the temperature of the motor 8 measured by the motor temperature sensor 69, particularly the stator 77, decreases, the motor cooling control device 73 lowers the input of the electric blower 72 to reduce the rotational speed and reduce the amount of cooling air. The motor cooling control device 73 may be arranged in the device mounting area 36 or may be integrated into the vehicle controller 19.

  The cooling air (solid line arrow Fl in FIG. 7) that flows into the motor chamber 82 by the electric blower 72 travels along the inner wall surface of the swing arm 9 that is a part of the motor chamber 82, and enters the motor from the intake gap 83. It flows into the gap 81 and flows out of the motor chamber 82 from the exhaust port 87 through the inside of the partition wall 92 from the through port 88. The cooling air cools a portion that generates heat as the motor 8 is driven, such as a magnet (not shown) of the rotor 76 and a coil (not shown) of the stator 77 in this distribution process.

  Cooling air that has flowed out of the motor chamber 82 from the exhaust port 87 is exhausted from the exhaust passage 93 of the cooling duct 62 to the outside of the vehicle.

  FIG. 8 is a perspective view showing a partition wall according to the embodiment of the present invention.

  As shown in FIG. 8, the partition wall 92 of the cooling device 68 for the vehicle driving motor according to this embodiment according to this embodiment is a separate part that is integrated with the motor cover 71, and has a dish-like flat bottomed cylinder. And an axle avoidance port 97 through which the axle of the rear wheel 7 passes and a ventilation port 98 facing the through-hole 88 of the motor 8.

  FIG. 9 is a perspective view showing another example of a cooling device for a vehicle drive motor according to an embodiment of the present invention.

  FIG. 10 is a cross-sectional view showing another example of the vehicle drive motor cooling device according to the embodiment of the present invention along the line XX in FIG.

  FIG. 11 is a perspective view showing another example of the cooling duct according to the embodiment of the present invention.

  FIG. 12 is a perspective view showing another example of the cooling duct and the motor cover according to the embodiment of the present invention.

  As shown in FIGS. 9 to 12, the vehicle drive motor cooling device 68A according to this embodiment includes a cooling duct 62A.

  The cooling duct 62A is an elastic molded product having flexibility, and supports the electric blower 72 in a floating manner. The cooling duct 62 </ b> A floats and supports the electric blower 72 at a position closer to the intake port 91 than the bellows portion 95, and reliably sends the air discharged from the electric blower 72 to the intake port 91.

  The exhaust passage 93 of the cooling duct 62A has a dome-shaped path 93a facing the exhaust port 87 of the motor cover 71, and a semi-cylindrical shape that is connected to the path 93a and surrounds the periphery of the path 93a by a semicircular shape. And a path 93b. The path 93a reliably receives the cooling air discharged from the exhaust port 87 and guides it to the path 93b. The path 93b exhausts the cooling air to the outside of the vehicle and bends in a labyrinth so that foreign matter such as water and mud does not enter the exhaust passage 93 and thus the motor chamber 82 from outside the cooling duct 62A. This prevents the motor 8 from being damaged.

  FIG. 13: is sectional drawing which shows the other example of the cooling device of the vehicle drive motor which concerns on embodiment of this invention.

  FIG. 14 is a perspective view showing another example of the vehicle drive motor according to the embodiment of the present invention.

  As shown in FIGS. 13 and 14, the vehicle drive motor cooling device 68 </ b> B according to the present embodiment includes a so-called inner rotor type motor 8 </ b> B.

  The motor 8 </ b> B includes a columnar rotor 76 </ b> B positioned closer to the rotation center and a cylindrical stator 77 </ b> B that surrounds the outside of the rotor 76.

  The stator 77B has a cylindrical shape with both ends opened, and surrounds the rotor 76B with a gap 81 in the motor therebetween. In addition, the stator 77 </ b> B has one opening end 101 disposed at an intake air gap 83 from the inner surface of the motor chamber 82 and the other opening end 102 disposed toward the exhaust port 87. Further, the stator 77 </ b> B distributes the air flow in the motor chamber 82 to the exhaust port 87 through the intake gap 83 and the motor internal gap 81.

  The rotor 76 </ b> B has a vent hole 103 that penetrates substantially parallel to the rotation center of the axle 75. The air vent 103 circulates the air flow flowing from the air intake gap 83 to the exhaust port 87 in the same manner as the motor internal gap 81 to promote cooling of the rotor 76B.

  The partition wall 92B of the motor cover 71 has a cylindrical shape and extends from the motor cover 71 toward the motor 8B. The partition wall 92B is inside the motor cover 71 (on the motor chamber 82 side), and extends so as to connect the exhaust port 87 and the opening end 102 of the motor 8B. The partition wall 92B separates an air flow from the intake port 91 toward the intake gap 83 and an air flow flowing out from the motor 8B to the exhaust port 87.

  The cooling air (solid line arrow Fl in FIG. 13) that flows into the motor chamber 82 by the electric blower 72 travels along the inner wall surface of the swing arm 9 that is a part of the motor chamber 82, and enters the motor from the intake gap 83. It flows into the gap 81 and the vent hole 103 and flows out of the motor chamber 82 from the exhaust port 87 through the inside of the partition wall 92B from the through port 88. The cooling air cools a portion that generates heat as the motor 8B is driven, such as a magnet (not shown) of the rotor 76B and a coil (not shown) of the stator 77B in this distribution process.

  Cooling air that has flowed out of the motor chamber 82 through the exhaust port 87 is exhausted out of the vehicle through the exhaust passage 93 of the cooling duct 62A.

  The vehicle drive motor cooling devices 68, 68A, 68B according to the present embodiment operate the electric blower 72 in accordance with the temperature of the motors 8, 8B, so that the motor 8 does not depend on the rotational speed of the motors 8, 8B. , Temperature control appropriate to the temperature of 8B can be executed. That is, the cooling device 68, 68A, 68B for the vehicle drive motor according to the present embodiment, for example, when the fuel cell motorcycle 1 is stopped, traveling at a constant speed, or on a steep slope. Even when the load applied to the motor for driving the vehicle is large and the rotational speed is low, as in the case where the vehicle is climbing at low speed, temperature control appropriate to the temperature of the motors 8 and 8B can be executed.

  In addition, the cooling device 68, 68A, 68B for the vehicle driving motor according to the present embodiment rotates in order to allow cooling air to pass through the gap 81 in the motor regardless of whether it is an outer rotor type motor 8 or an inner rotor type motor 8B. The child 76, 76B and the stator 77, 77B can be efficiently cooled.

  Furthermore, since the vehicle drive motor cooling devices 68, 68A, 68B according to the present embodiment include the partition walls 92, 92B, the motor internal clearance 81 is used for both the outer rotor type motor 8 and the inner rotor type motor 8B. Without any mixing of the flow of cooling air in the motor chamber 82 before and after the cooling of the motors 8 and 8B. 76B and the stators 77 and 77B can be cooled more efficiently.

  Furthermore, since the cooling device 68A for the motor for driving the vehicle according to the present embodiment supports the electric blower 72 in a floating manner, the vibration applied to the electric blower 72 can be suppressed to reduce fatigue.

  Furthermore, the vehicle drive motor cooling devices 68, 68 </ b> A, 68 </ b> B according to the present embodiment are measured from the lead wire 96 that supplies power to the electric blower 72 through the intake passage 79 or from the motor temperature sensor 69 to the motor cooling control device 73. Since the signal line 89 that guides the signal is provided, the conductive line 96 and the signal line 89 are not exposed to the outside of the vehicle, and the appearance can be improved and the damage to the conductive line 96 and the signal line 89 can be suppressed.

  Therefore, according to the cooling device 68, 68A, 68B for the vehicle driving motor according to the embodiment of the present invention, it is possible to appropriately cool regardless of the rotational speed of the motor 8, 8B that is the vehicle driving motor.

  The vehicle to which the cooling devices 68, 68A and 68B are applied is not limited to the fuel cell motorcycle 1, and any vehicle including a vehicle driving motor that directly drives the driving wheels may be a small electric vehicle such as a motor chair, An automobile provided with three or more wheels may be used.

DESCRIPTION OF SYMBOLS 1 Fuel cell motorcycle 2 Fuel cell 2a Intake surface 2b Exhaust port 3 Vehicle body 5 Front wheel 6 Steering mechanism 7 Rear wheel 8 Motor 9 Swing arm 10 Frame 11 Exterior 12 Seat 12a Front part 12b Rear part 15 Fuel tank 16 Secondary battery 17 Power management device 18 Motor controller 19 Vehicle controller 21 Head pipe 22 Upper down frame 23 Lower down frame 25 Lower frame 26 Upper frame 28 Pivot 29 Guard frame 31 Footrest 32 Side stand bracket 33 Side stand 34 Center stand 35 Center tunnel area 36 Equipment mounting area 37 Tire house region 39 Bulkhead member 41 Front leg shield cover 42 Front frame cover 43 Frame cover 45 Fan 47 Exhaust duct 47a Exhaust 49 Clamp band 51 Pressure vessel 52 Valve portion 53 Fuel filling port 55 Fuel filling joint 56 Second secondary battery 57 Handle 58 Front fork 59 Front fender 61 Rear suspension 62 Cooling duct 63 Throttle sensor 65 Pressure sensor 66 Fuel temperature sensor 67 Shut-off valve 68 Cooling device 69 Motor temperature sensor 71 Motor cover 72 Electric blower 73 Motor cooling control device 75 Axle 76 Rotor 77 Stator 78 Feed line 79 Intake passage 81 Motor internal gap 82 Motor chamber 83 Intake gap 85 Open edge 86 Bone-shaped bottom portion 87 Exhaust port 88 Through port 89 Signal line 91 Inlet port 92 Partition wall 93 Exhaust passage 93a Route 93b Route 95 Bellows portion 96 Conductor 97 Axle avoidance port 98 Vent 101 Open end 102 Open end 103 Vent

Claims (8)

A swing arm that is swingable relative to the vehicle body and supports the drive wheel;
A vehicle driving motor having a rotor fixed to one end of an axle of the driving wheel and a stator fixed to the swing arm and adjacent to the rotor with a gap in the motor therebetween ;
A temperature sensor for measuring the temperature of the vehicle drive motor;
A motor cover having the swing arm in cooperation with the exhaust port facing the partition and the vehicle drive motor of the motor chamber that accommodates the vehicle driving motor,
A duct having an intake passage connected to the motor chamber ;
An electric blower capable of generating an intake air flow in the intake passage;
A controller for increasing / decreasing the air flow rate of the electric blower based on the temperature measured by the temperature sensor ,
The air flow flowing into the motor chamber flows into the motor inner gap from the other end side of the axle through the air intake gap between the vehicle driving motor and the inner surface of the motor chamber,
A cooling device for a motor for driving a vehicle that cools the motor for driving the vehicle by allowing the air flow that has passed through the gap in the motor to flow out of the motor chamber from the exhaust port on one end side of the axle . The rotor is spread bowl shape overlays cover at a motor in the gap from the stator, the opening edge of the bowl-shaped top and arranged from the inner surface of the motor chamber at a gap for the intake and bowl-shaped bottom portion 2. A through-hole located at a position facing the exhaust port, and an air flow in the motor chamber is circulated from the through-hole to the exhaust port through the intake gap and the motor gap. The vehicle drive motor cooling device according to claim 1. The stator has a cylindrical shape that is open at both ends, surrounds the rotor with a gap in the motor, and has one open end with an air intake gap from the inner surface of the motor chamber, and the exhaust 2. The vehicle driving device according to claim 1, wherein the other opening end is disposed toward the opening, and an air flow in the motor chamber is circulated to the exhaust opening through the intake gap and the motor internal gap. Motor cooling device. The partition wall of cylindrical shape for dividing the air flow exiting the extending from the motor cover to the vehicle-driving motor and an air flow towards the front Symbol gaps intake in together from the vehicle-driving motor to said exhaust port The cooling device for a vehicle driving motor according to claim 2, wherein the cooling device is provided. 5. The cooling device for a vehicle driving motor according to claim 1, wherein the duct is a molded product of an elastic body having flexibility, and floats and supports the electric blower. 6. A power supply line for supplying power to the electric blower through the intake passage;
6. The vehicle drive motor cooling device according to claim 1, further comprising a signal line that guides a measurement signal from the temperature sensor to the control device through the intake passage. 7. The cooling device for a motor for driving a vehicle according to any one of claims 1 to 6, wherein the duct includes an exhaust passage connected to the exhaust port. A swing arm that is swingable relative to the vehicle body and supports the drive wheel;
A vehicle drive motor having a rotor fixed to one end of an axle of the drive wheel and a stator fixed to the swing arm and close to the rotor;
A temperature sensor for measuring the temperature of the vehicle drive motor;
A motor cover that cooperates with the swing arm to partition the motor chamber that houses the vehicle drive motor and has an intake port and an exhaust port;
A duct having an intake passage connected to the intake port;
An electric blower capable of generating an intake air flow in the intake passage;
A controller for increasing / decreasing the air flow rate of the electric blower based on the temperature measured by the temperature sensor,
The cooling device for a motor for driving a vehicle, wherein the duct is a molded product of a flexible elastic body and floats and supports the electric blower.

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