JP5830109B2 - Motorcycle - Google Patents

Description

  The present invention relates to an electric vehicle such as an electric motorcycle using an electric motor as a drive source.

  In recent years, instead of a motorcycle using a gasoline engine as a drive source, an electric motorcycle running using a battery-driven electric motor as a drive source has been proposed (see Patent Document 1). This transmits the rotational driving force of the electric motor to the rear wheels to drive the vehicle body.

JP-A-5-105178

  As is well known, since the rotor rotates around the rotation axis of the electric motor, an inertia moment around the rotation axis is generated. In vehicles, in addition to the energy that accelerates the rotor, energy is required to accelerate the rotating body, such as a transmission mechanism that transmits the rotation of the motor to the rear wheels, so the smaller the moment of inertia of the motor, the energy used for acceleration. Decrease. When the rotor and the rotating body are decelerated, the motor can be smoothly decelerated as the inertia moment of the motor is smaller. In other words, if the moment of inertia of the electric motor is small, vehicle body travel, particularly travel during straight travel, is stable and maneuverability is improved. In addition, for example, when driving on a steep uphill or on a rough road, the output of the motor may be insufficient. In order to prevent the output from becoming insufficient, a large electric motor may be used. However, if this is done, the moment of inertia also increases and the vehicle body operation becomes unstable.

  An object of the present invention is to provide an electric vehicle having a large driving force while reducing the moment of inertia of the electric motor.

  The electric vehicle according to the present invention includes a first electric motor and a second electric motor for driving wheels provided in parallel on a vehicle body, a first power transmission means connected to the first electric motor, and the first electric motor. The second power transmission means connected to the second electric motor and connected to the first power transmission means, and the driving power of the first power transmission means and the second power transmission means is received to generate rotational power to the wheels. An output shaft is provided, and the first and second electric motors have rotating shafts arranged substantially parallel to each other and rotate in opposite directions.

  The first and second power transmission means are connected to each other and transmit the torques of both motors to the wheels via the output shaft. Since both the motors are arranged in parallel with each other and rotate in opposite directions, a part or all of the moment of inertia caused by the rotation of the motors is offset. As a result, the vehicle body can be stably driven while securing the torque necessary for traveling.

  And a driving force ratio changing device capable of changing a driving force ratio between the driving force transmitted from the first electric motor to the wheel and the driving force transmitted from the second electric motor to the wheel, The first electric motor and the second electric motor may have different characteristics.

  According to the said structure, the ratio which two electric motors from which a characteristic differs mutually contributes to a wheel drive can be changed with the said driving force ratio change apparatus according to the driving | running state etc. of a vehicle. As a result, it is possible to enjoy the vehicle traveling according to the characteristics of the electric motor and to improve the driving efficiency of the electric motor.

  Furthermore, the driving force ratio changing device is a control device that controls the first electric motor and the second electric motor, and the control device controls the first electric motor and the second electric motor individually. The ratio between the driving force output by the first electric motor and the driving force output by the second electric motor may be changed.

  According to the said structure, the ratio which both electric motors contribute to a wheel drive can be changed correctly by controlling two electric motors from which a characteristic mutually differs by a control apparatus.

  Further, the first electric motor may have a higher output than the second electric motor, and may be disposed on the vehicle body traveling side with respect to the second electric motor.

  According to the said structure, the 1st electric motor which is high output can be mainly driven at the time of vehicle body acceleration. The first electric motor easily generates heat. However, if the first electric motor is disposed on the vehicle body traveling side, the wind accompanying the vehicle body traveling can easily hit the first electric motor, and the cooling effect is enhanced.

  Further, the driving force ratio changing device is provided between at least one of the first electric motor and the first power transmission means and between the second electric motor and the second power transmission means. A clutch mechanism that switches between transmission and interruption of rotation to the power transmission means may be used.

  According to the above configuration, by operating the clutch mechanism, the rotation of the electric motor provided with the clutch mechanism can be transmitted to the wheels or blocked. Thereby, the vehicle body can travel according to the characteristics of the electric motor.

  Further, the first motor and the second motor may be different from each other in the height or the left-right position of the portion attached to the vehicle body.

  According to the said structure, any motor is applied to the fresh wind which has not passed heat exchange with the other motor. Therefore, both electric motors can be efficiently cooled.

  In the electric vehicle according to the present invention, since the first and second electric motors provided in parallel on the vehicle body rotate in opposite directions, at least a part of the moment of inertia caused by the rotation of the electric motor cancels. Is done. Thereby, vehicle body operability can be improved. Moreover, since the output is obtained from both electric motors, the output can be increased as compared to obtaining the output from one electric motor.

1 is a side view of an electric motorcycle according to an embodiment of the present invention. It is sectional drawing which fractured | ruptured the power plant shown in FIG. 1 in the surface containing an AA line, and was seen by the arrow. It is the figure which looked at both output gears from the B direction of FIG. It is a figure which shows embodiment of another power plant. It is a figure which shows embodiment of another power plant.

  Hereinafter, an electric vehicle according to an embodiment of the present invention, specifically, an electric motorcycle will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout all the drawings, and redundant description is omitted. In the following description, the left-right direction is based on the direction seen from the driver riding on the electric motorcycle, and the traveling direction of the vehicle is the front.

  FIG. 1 is a side view of an electric motorcycle 1 according to an embodiment of the present invention. FIG. 1 shows main parts of a body frame, a power plant, wheels, and the like which will be described later. As shown in FIG. 1, the body frame of the electric motorcycle 1 includes one main frame 15 extending obliquely downward from the front to the rear, and left and right extending obliquely downward from the front end of the main frame 15 toward the front. A pair of front forks 10 and 10, a head pipe 13 disposed between upper ends of both front forks 10 and 10, and a pair of left and right down frames 16 extending obliquely downward from the head pipe 13 toward the rear.

  An upper frame portion of a pivot frame 17 that is a frame body is attached to a rear end portion of the main frame 15. The upper frame portion of the pivot frame 17 extends right and left substantially perpendicular to the longitudinal direction of the main frame 15. Front and rear ends of a power plant 2 containing two electric motors described later are attached to the lower end of the pivot frame 17 and the lower end of the down frame 16, respectively.

  The upper ends of the front forks 10 and 10 are connected to a bar-type handle 12 extending left and right via a pair of upper and lower brackets 11 and 11. An accelerator grip 14 that is gripped by the right hand of the driver and rotated by twisting of the wrist is provided at the right end portion of the handle 12, and the handle 12 is switched between connection and disconnection of a clutch mechanism described later. Further, an operation button 18 operated by the driver is attached.

  The lower ends of the front forks 10 and 10 rotatably support the front wheel 9 that is a steering wheel. Between the left frame portion and the right frame portion of the pivot frame 17, a front end portion of the swing arm 91 is supported so as to be able to swing up and down, and the rear end portion of the swing arm 91 is a drive wheel. The rear wheel 90 is rotatably supported. Further, the swing arm 91 supports the lower end portion of the suspension unit 93 at the center in the longitudinal direction.

  A seat 94 on which a driver rides is disposed above the swing arm 91, and the seat 94 is supported by a rear frame (not shown) supported by the main frame 15. In the space between the front wheel 9 and the rear wheel 90, in addition to the power plant 2, a battery 95 and a control device 96 for supplying power to the power plant 2 are provided.

(Power plant)
FIG. 2 is a cross-sectional view of the power plant 2 shown in FIG. 1 taken along the line AA and viewed from the direction of the arrows. The power plant 2 includes a metal housing 20 in which two electric motors, i.e., a first electric motor 4 and a second electric motor 5, which are motors for driving a vehicle (rear wheel drive) are arranged in front and rear. Stored. The rotating shafts 42 of the both motors 4 and 5 are parallel to each other, and the first motor 4 is disposed in front of the second motor 5. A first intermediate gear 43 is attached to the tip of the rotating shaft 42 of the first electric motor 4, and a second intermediate gear 44 is attached to the tip of the rotating shaft 42 of the second electric motor 5. The housing 20 is provided with a first through hole 21 in front of the first electric motor 4 and a second through hole 22 in the rear of the second electric motor 5, respectively. It flows in the housing 20 from the hole 21 toward the second through hole 22. Thereby, both the electric motors 4 and 5 are air-cooled.

  Each of the electric motors 4 and 5 has a known configuration including a stator 40 made of a permanent magnet and a rotor 41 that is arranged inside the stator 40 and rotates around a rotation shaft 42. Electric wires 97, 97 extending from the control device 96 toward the housing 20 are connected to the stator 40, and electric power is individually supplied from the control device 96 to the motors 4, 5 via the electric wires 97, 97. The control device 96 receives an instruction regarding the clutch operation of the driver by the operation button 18.

  A first clutch mechanism 6 and a second clutch mechanism 8 are provided between the first motor 4 and the second motor 5. The first intermediate gear 43 meshes with the first clutch mechanism 6, and the second intermediate gear 44 meshes with the second clutch mechanism 8. Each of the clutch mechanisms 6 and 8 is, for example, a meshing clutch, and includes an input shaft 60 parallel to the rotation shaft 42, a clutch gear 61 rotatably fitted on the input shaft 60, and a housing facing the clutch gear 61. A main clutch 62 fixed in the interior 20 is provided. With the main clutch 62 connected to the clutch gear 61, the input shaft 60 rotates in conjunction with the corresponding intermediate gear. When the connection between the main clutch 62 and the clutch gear 61 is released, the clutch gear 61 idles and the input shaft 60 does not rotate. The switching between connection and disconnection of the clutch mechanisms 6 and 8 may be automatically performed by the control device 96 without any operation by the driver, or the control device 96 may operate the operation button 18 of the driver. It can also be performed in response to a command signal based on the above operation.

  A first output gear 65 is provided at the tip of the input shaft 60 of the first clutch mechanism 6, and a second output gear 85 is provided at the tip of the input shaft 60 of the second clutch mechanism 8. Both output gears 65 and 85 mesh with each other and rotate at a constant speed, and the first and second electric motors 4 and 5 rotate in opposite directions. That is, the driving force or torque of both the electric motors 4 and 5 is transmitted to the second output gear 85. The second output gear 85 is connected to the speed change mechanism 70. The transmission mechanism 70 has two shafts parallel to each other with a plurality of gears arranged on the left and right sides, and has a known configuration in which the reduction ratio of input / output rotation is changed by changing the meshing of meshing gears. .

  The reduction ratio is changed by the driver operating a shift pedal (not shown). From the speed change mechanism 70, the output shaft 7 that outputs rotation shifted from the rotation speed of the second output gear 85 projects. A sprocket 71 is provided at the left end portion of the output shaft 7, and a chain 72 indicated by an imaginary line in FIG. 2 is wound between the sprocket (not shown) of the rear wheel 90.

(Arrangement of both motors)
FIG. 3 is a view of the two output gears 65 and 85 as viewed from the direction B in FIG. 2, and shows the positional relationship between the two electric motors 4 and 5. For convenience of illustration, the housing 20 and the speed change mechanism 70 are not shown. The two electric motors 4 and 5 have different characteristics. Specifically, when the same driving voltage or current is supplied, the first electric motor 4 has a higher output than the second electric motor 5, that is, a large driving force. Or torque is generated. Generally speaking, when the efficiency of an electric motor is increased, it is difficult to increase the output. The second motor 5 has a lower output than the first motor 4 but is more efficient than the first motor 4.

  Since the first electric motor 4 has a higher output than the second electric motor 5, it tends to generate heat. In the electric motorcycle 1 of the present embodiment, as described above, the first motor 4 is located on the vehicle body traveling side (that is, the front side) relative to the second motor 5, so that the wind accompanying the vehicle body traveling is the first. It becomes easy to hit the electric motor 4, and a cooling effect can be heightened. Moreover, since the two electric motors of the first electric motor 4 and the second electric motor 5 are used, the surface area of the entire electric motor is increased and the heat dissipation is improved as compared with the case of using one large electric motor. Further, the use of the two electric motors 4 and 5 has an advantage that the vehicle body can be easily laid out rather than using one large electric motor.

  As described above, since both the motors 4 and 5 have the rotary shafts 42 and 42 arranged substantially in parallel and rotate in opposite directions, a part or all of the moment of inertia caused by the rotation of the motor is canceled. As a result, the vehicle body can be stably driven while securing the torque necessary for traveling. In addition, there is a case where the traveling drive by one electric motor is insufficient in output and cannot cope with a steep uphill or a rough road. In the electric vehicle of the present embodiment, the torque of both the electric motors 4 and 5 is transmitted to the transmission mechanism 70 in a combined manner, so that it is possible to cope with such a situation.

  As described above, the electric motors 4 and 5 are energized from the control device 96. The control device 96 can change the ratio of the driving force output from the first electric motor 4 and the second electric motor 5 by individually changing the value of the driving voltage or current supplied to the electric motors 4 and 5. For example, when the electric motorcycle 1 is traveling on a gentle downhill, the driving force of the electric motor may be weak. If the driver obtains a driving state with high efficiency even if the driving force is weak, and inputs a signal instructing such a driving state to the control device 96 using the operation button 18, the control device 96 has a low output. While maintaining the value of the drive voltage or current energized to the second electric motor 5, the value of the drive voltage or current energized to the high-power first electric motor 4 is lowered. As a result, the total driving force of both the electric motors 4 and 5 is weakened, but the vehicle body is in a highly efficient traveling state. In addition, when the driver wants to drive with a high-output motor while traveling at a moderate downhill without sacrificing efficiency, for example, when he / she wants to travel while listening to the rotation sound of the first motor 4, the first motor 4 While maintaining the value of the drive voltage or current that is energized, the value of the drive voltage or current that is energized to the second electric motor 4 may be lowered.

  On the contrary, while the electric motorcycle 1 is traveling on an uphill, the value of the driving voltage or current not only to the first motor 4 but also to the second motor 5 is increased, and the total driving force from both the motors 4 and 5 is increased. Make it stronger.

  Further, when the vehicle body travels at a reduced speed, the control device 96 automatically or receives a signal generated by the operation of the operation button 18 by the driver, and operates at least one of the first clutch mechanism 6 or the second clutch mechanism 8, Transmission of rotation of the electric motors 4 and 5 to the rear wheel 90 can also be blocked. In this case, the electric motors 4 and 5 rotate, but the driving force of the electric motors 4 and 5 is not transmitted to the rear wheel 90. Also in this case, a part or all of the moments of inertia of both the electric motors 4 and 5 are canceled out, so that the driving force from both the electric motors 4 and 5 can be weakened while stabilizing the traveling of the vehicle body even during the deceleration traveling.

  In the power plant 2 shown in FIG. 3, both the electric motors 4 and 5 are arrange | positioned along the horizontal direction. However, in this case, the high-power first electric motor 4 is cooled and the wind whose temperature is increased hits the second electric motor 5, and the cooling effect may be weakened. In order to solve this problem, as shown in FIG. 4, the first motor 4 and the second motor 5 may be arranged at different height positions. Moreover, you may arrange | position both the electric motors 4 and 5 shown in FIG. 3 by changing the position of the left-right direction. As a result, not the wind whose temperature has been raised by heat exchange after cooling the first motor 4, but fresh wind that maintains the temperature when introduced into the first through hole 21 is applied to the second motor 5. Therefore, the cooling effect of the second electric motor 5 can be enhanced.

  In the above embodiment, when the first output gear 65 meshes with the second output gear 85, the driving force of the first motor 4 and the driving force of the second motor 5 are combined and transmitted to the transmission mechanism 70. did. However, instead of this, as shown in FIG. 5, pulleys 69 and 89 are provided at the front end portions of the first and second clutch mechanisms 6 and 8, and both pulleys 69 and 89 are connected by a hanging belt 75. Thus, the driving force of the first electric motor 4 and the driving force of the second electric motor 5 may be combined and transmitted to the speed change mechanism 70. That is, the first output gear 65 of FIG. 3 or the pulley 69 of FIG. 5 constitutes the “first power transmission means” of the present invention, and the second output gear 85 of FIG. 3 or the pulley 89 of FIG. 75 constitutes "second power transmission means" of the present invention.

  In the above embodiment, the characteristics of the present invention have been described by exemplifying an electric motorcycle. However, the technical idea of the present invention can be applied to, for example, a four-wheeled vehicle and an ATV (All Terrain Vehicle). It is. Moreover, although both clutch mechanisms 6 and 8 illustrated the meshing clutch, the clutch of another type, for example, a multi-plate clutch, may be sufficient. The switching operation of the clutch mechanisms 6 and 8 may be performed by a clutch lever (not shown) separately provided on the lower side of the accelerator grip 14 instead of the operation of the operation button 18. Further, the power plant 2 may not include the clutch mechanism and the speed change mechanism 70. The vertical position of the power plant 2 is not limited to the position shown in FIG. 1, but is preferably disposed below the center of gravity of the vehicle body for stable operation of the vehicle body.

  From the foregoing description, many modifications and other embodiments of the present invention are obvious to one skilled in the art. Accordingly, the foregoing description should be construed as illustrative only and is provided for the purpose of teaching those skilled in the art one mode of carrying out the invention. The details of the structure and / or function can be substantially changed without departing from the spirit of the invention.

  The present invention is beneficial when applied to all vehicles such as motorcycles that are driven to run by electric motors.

DESCRIPTION OF SYMBOLS 1 Electric motorcycle 2 Power plant 4 1st electric motor 5 2nd electric motor 6 1st clutch mechanism 7 Output shaft 8 Second clutch mechanism 40 Stator 41 Rotor 42 Rotating shaft 90 Rear wheel 96 Control device

Claims (6)

A first electric motor for driving wheels and a second electric motor provided in parallel on the vehicle body;
A housing in which the first electric motor and the second electric motor are housed and supported;
First power transmission means connected to the first electric motor;
A second power transmission means connected to the second electric motor and connected to the first power transmission means;
An output shaft that receives the driving force of the first power transmission means and the second power transmission means and supplies rotational power to the wheels;
The first electric motor and the second electric motor each have a rotating shaft extending in parallel with the output shaft, and rotate in reverse from each other,
The first electric motor has a higher output than the second electric motor, and is disposed in front of the second electric motor in parallel in the housing ,
The first electric motor and the second electric motor are motorcycles that are arranged on the same side in the vehicle body width direction with respect to the corresponding first power transmission means and second power transmission means . In the housing, a first through hole is formed in front of the first electric motor, and a second through hole is formed in the rear of the second electric motor , respectively.
The first electric motor and the second electric motor are arranged on a flow path of wind flowing from the first through hole to the second through hole as the vehicle body travels ,
The motorcycle according to claim 1, wherein the first electric motor and the second electric motor are different from each other in height at a portion attached to the vehicle body.   The motorcycle according to claim 1, wherein the wheel includes a rear wheel that is a driving wheel and a front wheel that is a steering wheel, and the housing is disposed between the front wheel and the rear wheel. 2. The motorcycle according to claim 1 , wherein the first electric motor and the second electric motor are arranged along a horizontal direction and below the center of gravity of the vehicle body. Within the housing, between the first electric motor and the first power transmission means, and between the second electric motor and the second power transmission means, respectively, to the power transmission means for rotation of the electric motor. A clutch mechanism that switches between transmission and disconnection of
The motorcycle according to any one of claims 1 to 4, wherein the both clutch mechanisms are arranged between the first electric motor and the second electric motor in a front-rear direction and rotate in reverse directions. A first electric motor for driving wheels and a second electric motor provided in parallel on the vehicle body;
A housing in which the first electric motor and the second electric motor are housed and supported side by side in parallel with each other ;
First power transmission means connected to the first electric motor;
A second power transmission means connected to the second electric motor and connected to the first power transmission means;
An output shaft that receives the driving force of the first power transmission means and the second power transmission means and supplies rotational power to the wheels;
The first electric motor and the second electric motor have rotating shafts extending in parallel to the output shaft, and rotate reversely to each other .
The wheel includes a rear wheel that is a driving wheel and a front wheel that is a steering wheel, and the housing is disposed between the front wheel and the rear wheel,
The first electric motor and the second electric motor are motorcycles that are arranged on the same side in the vehicle body width direction with respect to the corresponding first power transmission means and second power transmission means .

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