JP5882766B2 - Motor shaft fixing structure for electric vehicles - Google Patents

Description

  The present invention relates to a motor shaft fixing structure for an electric vehicle for fixing a motor shaft to a vehicle body.

  As a method of fixing the in-wheel motor to the swing arm, as shown in Patent Document 1 below, in order to securely fix and support the motor shaft against the rotational force of the motor shaft, the end of the motor shaft is chamfered. It is described that a processing portion is provided and an opening groove corresponding to the swing arm is also provided.

Japanese Utility Model Publication No. 53-136736

  However, after the motor shaft is inserted into the opening groove of the swing arm, the motor shaft and the swing arm are fastened by tightening the nut to the end of the motor shaft. There is a possibility that the fastening force is weakened, and consideration is given to prevent the motor shaft from falling off the swing arm.

  Therefore, the present invention has been made in view of the above-described conventional problems, and an object of the present invention is to provide a motor shaft fixing structure for an electric vehicle for more securely fixing the motor shaft to the vehicle body.

In order to achieve the above object, the invention according to claim 1 is provided with an in-wheel drive motor (58) for traveling in a wheel (56), and a motor which is an axle of the drive motor (58). Both ends of the shaft (50) are fixed to the vehicle body so as not to be rotatable by axle support portions (18L, 18R, 46L, 46R), and the motor shaft (50) in the wheel (56) is fixed to the stator ( 110), and a fixed structure of the motor shaft (50) for an electric vehicle in which the rotor (112) is fixed inside the wheel (56), and at both ends of the motor shaft (50), Fastening portions (118L, 118R) for fastening to the vehicle body side by fixing members (140L, 140R) are provided, and the fastening portions (118L, 118R) are a pair of fastening surfaces parallel to the front-rear direction of the vehicle body. (120L, 12 L, 120R, 122R) are formed, and the axle support portions (18L, 18R, 46L, 46R) are restricted from rotating the motor shaft (50) according to the shape of the fastening parts (118L, 118R). An engagement port (204) that opens toward the rear of the vehicle body is provided, the motor shaft (50) is a solid shaft, and the motor shaft (50) extends to the stator (110). A through hole (144) through which the wiring (148) passes is provided, and a wiring outlet (152) of the through hole (144) is provided above the motor shaft (50) in the vertical direction of the vehicle body. A wiring inlet (150) of (144) is provided on the lower side of the motor shaft (50) in the vehicle body vertical direction, and the fixing member (140L, 140R) and the axle support portion (18L, 18R, 46L, 46 ) And a first fitting hole (208L) in which the fastening portion (118L, 118R) is inserted and a first fitting hole (18L, 18R, 46L, 46R) provided in the axle support portion (18L, 18R, 46L, 46R). 210) and a first engaging portion (212) that is engaged with the stopper portion (54L, 54R) formed so that the fastening portion (118L, 118R) is not detached from the engaging port (204). It is characterized by that.

  The invention according to claim 2 is the fixing structure of the motor shaft (50) for the electric vehicle according to claim 1, wherein the axle support portion (18L, 18R, 46L, 46R) is engaged with the second fitting hole (220a, 220b), the second engaging portion that aligns with the axle support portion (18L, 18R, 46L, 46R) (222a, 222b) is provided.

  The invention according to claim 3 is the fixing structure of the motor shaft (50) for the electric vehicle according to claim 1 or 2, wherein the through portion (208) of the stopper means (54L, 54R) An extending portion (224a, 224b) extending in the direction of the motor shaft (50) is provided.

  The invention according to claim 4 is the structure for fixing the motor shaft (50) for the electric vehicle according to claim 3, wherein the engagement port (204) of the axle support portion (18L, 18R, 46L, 46R). In addition, recesses (228a, 228b) that fit into the extension portions (224a, 224b) are formed.

The invention according to claim 5 is the structure for fixing the motor shaft (50) for an electric vehicle according to any one of claims 1 to 4 , wherein the pair of fastening portions (118L, 118R) are fastened together. Of the surfaces (120L, 122L, 120R, 122R), a mark for position confirmation is provided on the fastening surface (120L, 120R) on the side where the wiring outlet (152) of the through hole (144) is provided. It is characterized by that.

According to the first aspect of the present invention, it is provided between the fixing member and the axle support portion, and is engaged with the through portion into which the fastening portion is inserted, and the first fitting hole provided in the axle support portion. Since the stopper means is formed to prevent the fastening part from being detached from the engagement port, the motor shaft is not detached from the axle support part and has a simple structure. Thus, the motor shaft can be fixed so as not to rotate. Further, the motor shaft is a solid shaft, and the motor shaft is provided with a through hole through which the wiring extending to the stator is passed, so that the wiring can be protected. Further, the wiring outlet of the through hole is provided on the upper side of the motor shaft in the vertical direction of the vehicle body, and the wiring inlet of the through hole is provided on the lower side of the motor shaft in the vertical direction of the vehicle body. Even when it rains or the electric vehicle is submerged, it is possible to prevent water from entering the drive motor.

  According to the second aspect of the present invention, the rear end of the stopper means engages with a second fitting hole provided in the axle support portion, thereby aligning with the axle support portion. Since the engaging portion is provided, the positioning of the stopper means with respect to the axle support portion can be facilitated.

  According to the third aspect of the present invention, since the extending portion is provided in the stopper means, the surface pressure of the portion that receives the rotational reaction force generated in the motor shaft can be reduced.

  According to the fourth aspect of the present invention, since the concave portion that fits the extension portion is provided in the engagement port, the positioning of the stopper means with respect to the axle support portion can be facilitated.

According to the fifth aspect of the present invention, the position confirmation mark is provided on the fastening surface on the side where the wiring outlet of the through hole is provided, of the pair of fastening surfaces of the fastening portion. When fixing the motor shaft to the vehicle body support portion, the motor shaft can be fixed so that the direction of fixing the motor shaft is not mistaken and the wiring outlet is on the upper side.

1 is a side view of an electric motorcycle according to a first embodiment. It is a principal part enlarged view of the leg shield of FIG. FIG. 3 is a partial cross-sectional view taken along line III-III in FIG. 1. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1 when a brake drum is provided on the left side toward the front of the vehicle body. It is a figure for demonstrating the fixing structure of the motor shaft for electric motorcycles of 2nd Embodiment, and is the principal part enlarged view of the swing arm shown in FIG. 6A is a front view of the stopper means shown in FIG. 1, FIG. 6B is a rear view of the stopper means shown in FIG. 1, and FIG. 6C is a plan view of the stopper means shown in FIG. It is a figure which shows the state which attached the stopper means shown to FIG. 6A-FIG. 6C to the swing arm shown in FIG. 5, and fixed the motor shaft. FIG. 8A is an enlarged view of the main part of the swing arm of the first modification, FIG. 8B is a rear view of the stopper means of the first modification, and FIG. 8C is a plan view of the stopper means of the first modification. . It is a figure which shows the state which attached the swing arm to the stopper means of a 1st modification, and fixed the motor shaft. FIG. 10A is an enlarged view of the main part of the swing arm of the second modification, FIG. 10B is a rear view of the stopper means of the second modification, and FIG. 10C is a plan view of the stopper means of the second modification. . It is a figure which shows the state which attached the stopper means of the 2nd modification to the swing arm, and fixed the motor shaft. It is a principal part enlarged view of the swing arm of a 3rd modification. It is a figure which shows the state which attached the stopper means to the swing arm of the 3rd modification, and fixed the motor shaft. It is a figure which shows the electric constitution of the charging system of 3rd Embodiment. It is a figure which shows the electrical structure of the charging system of a 1st modification. It is a figure which shows an example of the XVI-XVI arrow directional cross section of the vehicle body side charging connector shown in FIG. 14 of a 2nd modification. It is a figure which shows the other example of the XVI-XVI arrow directional cross section of the vehicle body side charging connector shown in FIG. 14 of a 2nd modification. It is a figure which shows an example of the XVI-XVI line | wire cross section of the vehicle body side charging connector shown in FIG. 14 of a 3rd modification. It is a figure which shows the other example of the XVI-XVI arrow directional cross section of the vehicle body side charging connector shown in FIG. 14 of a 3rd modification.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS A motor shaft wiring structure for an electric vehicle, a motor shaft fixing structure for an electric vehicle, and a charging system according to the present invention will be described in detail below with reference to the accompanying drawings. .

[First Embodiment]
FIG. 1 is a side view of an electric motorcycle (electric vehicle) 10. For the mechanisms or components provided one on each of the left and right sides of the vehicle body, “L” is attached to the reference symbol on the left and “R” is attached to the reference symbol on the right.

  A head pipe 16 that pivotally supports a steering stem 14 is coupled to an upper end portion of the main frame 12 of the electric motorcycle 10. A pair of front forks 18 </ b> L and 18 </ b> R that rotatably support the front wheel WF is attached to the steering stem 14, and the front wheel WF can be steered by a handle 20 attached to the upper portion of the steering stem 14.

  A pair of left and right upper side frames 22L and 22R are connected to the lower portion of the main frame 12, and the upper side frames 22L and 22R extend obliquely downward and bend therefrom, and then extend rearward. A 48V battery (battery) 24 in which 12V battery modules are connected in series is disposed so as to be sandwiched between the left and right upper side frames 22L and 22R. Rear frames 26L and 26R extending obliquely rearward are connected to the upper side frames 22L and 22R.

  A lower cross front pipe 28 extending in the vehicle width direction is provided at the lower end of the main frame 12, and down side frames 30L, 30R extending rearward and horizontally are attached to both ends of the lower cross front pipe 28, and the down side frame 30L, Brackets 32L and 32R extending in the vertical direction of the vehicle body are provided at the rear end of 30R. The upper ends of the brackets 32L and 32R are connected to the upper side frames 22L and 22R, and both ends of the lower cross rear pipe 34 extending in the vehicle width direction are connected to the lower ends of the brackets 32L and 32R. A center stand 38 having two legs 36L and 36R spaced from each other in the vehicle width direction is attached to the lower cross rear pipe 34. Cross brackets 40 a and 40 b are disposed so as to straddle between the downside frames 30 </ b> L and 30 </ b> R, and the cross brackets 40 a and 40 b support the battery 24.

  Pivot plates 44L and 44R on which swing arm pivots 42 are formed are attached to the front portions of the rear frames 26L and 26R. The swing arm pivot 42 pivotally supports the front end portions of swing arms (axle support portions) 46L and 46R that support the rear wheel WR. The swing arms 46L and 46R are supported by arm covers 48L and 48R. Protected. The axle 50 is fixed to the rear part of the swing arms 46L and 46R, and the rear wheel WR is rotatably supported by the axle 50. The rear shock units 52L and 52R are suspended from the rear frames 26L and 26R at the upper rear portions of the swing arms 46L and 46R. The axle 50 is a solid shaft. In addition, stopper means 54L and 54R are provided at the rear of the swing arms 46L and 46R to prevent the axle 50 fixed to the swing arms 46L and 46R from shifting or dropping off.

  A motor (drive motor) 58 for driving the electric motorcycle 10 is provided in the wheel 56 of the rear wheel WR. That is, the drive motor 58 is an in-wheel type motor. Above the rear shock units 52L and 52R, a PDU (power drive unit) 62 that converts a direct current supplied from the battery 24 via the power line 60 into a three-phase alternating current and supplies the three-phase alternating current to the drive motor 58 is provided. A three-phase alternating current is supplied from the PDU 62 to the drive motor 58. A DC-DC converter 64 is provided behind the PDU 62, and the DC-DC converter 64 converts the voltage of the battery 24 into a voltage necessary for driving an electrical component other than the drive motor 58 of the electric motorcycle 10. To do. In addition to the PDU 62 and the DC-DC converter 64, an ECU 66 that controls each electrical component is provided on the PDU 62.

  A front cover 68 as a part of a vehicle body cover that covers the electric motorcycle 10 is provided on the front side of the vehicle body of the handle 20 of the electric motorcycle 10, and a speedometer that is a part of the electrical component is provided above the front cover 68. A meter unit 70 is attached, and a headlamp 72 which is a part of the electrical component is attached to the front side of the vehicle body of the handle 20. A leg shield 74 is provided on the rear side of the head pipe 16 as a part of a vehicle cover that is connected to the front cover 68 and covers the electric motorcycle 10. The leg shield 74 covers the front part of the driver's leg seated on the seat 76 provided on the upper part of the rear frames 26L, 26R.

  A front fender 78 is disposed above the front wheel WF, and a step floor 80 is formed on the upper portion of the battery 24 so as to be connected to the lower portion of the leg shield 74 and for placing the driver's feet seated on the seat 76. Has been. A seat cover 82 as a part of the vehicle body cover is provided outside the rear frames 26L and 26R, and a seat 76 is provided above the seat cover 82. A taillight device 84, a rear fender 86, and a cargo bed 88, which are a part of the electrical components, are attached to the rear end portion of the seat cover 82.

  A vehicle body side charging connector 90 which is a female connector for connecting to a charger for charging the battery 24 is provided on the left side of the upper portion of the leg shield 74 on the opposite side of the power switch 89 (see FIG. 2). The charging connector 90 is provided obliquely downward of the vehicle body. That is, the vehicle body side charging connector 90 has an opening portion into which the terminal of the male connector on the charger side is inserted, and an entrance of the opening portion is provided obliquely downward of the vehicle body. The power switch 89 has a keyhole for inputting a key, and a shutter key 91 capable of closing the keyhole is provided below the power switch 89 on the upper left side of the leg shield 74.

  The vehicle body side charging connector 90 is provided with a lid portion 92 for preventing a current from flowing through the external conductor when the vehicle body side charging connector 90 comes into contact with an external conductor such as a person. The battery 24 is connected to the vehicle body side charging connector 90 by a power line 94.

  As a result, the vehicle body side charging connector 90 is on the upper part of the leg shield 74 in front of the seat 76 on which the driver is seated. Therefore, consideration is given to avoiding unexpected contact. The power switch 89 on the right side is always operated when getting on the vehicle, but since the vehicle body side charging connector 90 is on the left side, it does not interfere with the operation of the power switch 89 and touches the vehicle body side charging connector 90. There is no end to it.

  FIG. 3 is a partial cross-sectional view taken along the line III-III in FIG. 1 and shows a wiring structure of the motor shaft 50 for the electric motorcycle 10. By providing the axle 50 penetrating through the center of the rear wheel WR, the axle 50 supports the rear wheel WR, and the swing arms 46L and 46R fix the axle from both sides.

  The rear wheel WR includes a wheel 56 and a tire 100. The wheel 56 includes a main body 104 having a rim portion 102 for holding the tire 100, and side portions 106L and 106R attached to both sides of the main body 104 from the axial direction. And a split wheel. The main body portion 104 and the side portions 106L and 106R are fastened by bolts 108.

  The drive motor 58 includes a stator 110 that is a stator and a rotor 112 that is a rotor having a permanent magnet (not shown). The stator 110 is spline-fitted to the axle 50 in the wheel 56. That is, the axle 50 is the motor shaft of the drive motor 58. A portion that fits with the stator 110 of the axle (hereinafter referred to as a motor shaft) 50 is referred to as a fixing portion 114. The rotor 112 of the drive motor 58 is fixed to the inside of the main body portion 104 of the wheel 56 (inside the rim portion 102).

  The motor shaft 50 includes, on both sides of the fixed portion 114, side support portions 116L and 116R that rotatably support the side portions 106L and 106R, and fastening portions 118L provided outside the side support portions 116L and 116R, 118R. The fixed portion 114 side of the side support portion 116R is a first diameter cylinder, and the fastening portion 118R side is a second diameter cylinder smaller than the first diameter. The side support portion 116L is formed of a third diameter cylinder. The fastening portions 118L and 118R are for fastening the motor shaft 50 to the vehicle body side by the swing arms 46L and 46R, and are threaded. In the fastening portions 118L and 118R, a pair of fastening surfaces that are substantially parallel to the longitudinal direction of the vehicle body and the vehicle width direction are formed on a cylindrical member. Reference numerals 120L and 120R represent upper fastening surfaces, and reference numerals 122L and 122R represent lower fastening surfaces.

  Bearings (rotation support members) 124L and 124R are provided between the side portions 106L and 106R and the motor shaft 50, whereby the side support portions 116L and 116R rotatably support the motor shaft 50. As a result, the wheel 56 can rotate with respect to the motor shaft 50. The bearings 124L, 124R are abutting portions (side portion side abutting portions) 126L, 126R formed on the side portions 106L, 106R and abutting portions (motor shaft side abutting portions) formed on the motor shaft 50. It is fixed by being brought into contact with 128L and 128R.

  Since the abutting portion 128L is formed by the difference between the diameter of the fixed portion 114 and the diameter of the side support portion 116L, the diameter of the abutting portion 128L is larger than the diameter (third diameter) of the place where the bearing 124L is provided. large. Since the abutting portion 128R is formed by the first diameter cylinder and the second diameter cylinder of the side support portion 116R, the diameter of the abutting portion 128R is the first diameter, and the bearing 124R is provided. It is larger than the diameter of the place (second diameter).

  Seal members 130L and 130R are further provided between the side portions 106L and 106R and the motor shaft 50. The seal members 130L and 130R are provided on the outside of the side portions 106L and 106R in the direction of the motor shaft 50, and the bearings 124L and 124R are provided on the inside of the side portions 106L and 106R in the direction of the motor shaft 50.

  The collar 134R is brought into contact with the abutting portion 132R formed by the side support portion 116R and the fastening portion 118R. Then, the swing arm 46R is provided at the fastening portion 118R of the motor shaft 50 in contact with the collar 134R, and further on the outer side in the axial direction from the swing arm 46R, the stopper means 54R, the anti-rotation portion 136R, the washer 138R, and the nut (fixing member). 140R is provided in the order described above.

  On the other hand, the collar 134L is brought into contact with the abutment portion 142 formed by the side support portion 116L and the fastening portion 118L. Then, the swing arm 46L is provided at the fastening portion 118L of the motor shaft 50 in contact with the collar 134L, and further on the outer side in the axial direction from the swing arm 46L, the stopper means 54L, the rotation preventing portion 136L, the washer 138L, and the nut (fixing member). 140L is provided in the order described above.

The rear wheel WR (the tire 100, the wheel 56, the driving motor 58) is attached to the swing arms 46L and 46R via the motor shaft 50 by the nuts 140L and 140R, so that the rear wheel WR is attached to the vehicle body. When tightening the nut 140R, the inter-abutting portion 132 R of the nut 140R and the motor shaft 50, since the swing arm 46R are tightened, the force caused by tightening the nut 140R is never exerted on the wheel 56. Further, when the nut 140L is tightened, the swing arm 46L is tightened between the nut 140L and the abutting portion 142 of the motor shaft 50, so that the force generated by tightening the nut 140L is not applied to the wheel 56.

  A through hole 144 is formed in the axle 50 on the right side toward the front of the vehicle body in order to connect to the stator 110. That is, a through hole 144 is provided on the right side of the motor shaft 50 for passing the wiring 148 for supplying power to the coil 146 of the stator 110. The wiring inlet 150 of the through hole 144 is provided outside the side portion 106R in the motor shaft 50 direction, and the wiring outlet 152 of the through hole 144 is provided inside the side portion 106R in the motor shaft 50 direction. More specifically, the wiring inlet 150 is provided on the outer side in the motor shaft 50 direction from the seal member 130R, and the wiring outlet 152 is provided on the inner side in the motor shaft 50 direction from the abutting portion 128R. The through hole 144 of the motor shaft 50 is provided in the vertical direction (vertical direction) of the vehicle body, and the opening below the through hole 144 serves as the wiring inlet 150 and the opening above the through hole 144 serves as the wiring outlet 152.

  Position confirmation marks are provided on the upper fastening surfaces 120L and 120R. Thus, by setting the motor shaft 50 so that the mark is on the upper side, it is possible to set the wiring outlet 152 of the through hole 144 to be on the upper side, and the motor shaft 50 is fixed to the swing arm 46L. At this time, there is no mistake in the direction in which the motor shaft 50 is fixed by mistake.

  A brake panel 154 is provided on the right side portion 106 </ b> R toward the front of the vehicle body, and a brake drum 156 for braking is provided in a space formed by the side portion 106 </ b> R and the brake panel 154. The brake panel 154 is provided with an insertion hole 158 into which the wiring 148 can be inserted. The insertion hole 158 is provided with a grommet 160 which is a waterproof member. The wiring 148 passes through the insertion hole 158 and the space formed by the side portion 106 </ b> R and the brake panel 154, is inserted into the through hole 144, and is connected to the stator 110 of the drive motor 58.

  In this way, the through hole 144 is provided inside the shaft end of the motor shaft 50 and inside the swing arms 46L and 46R, and the wiring 148 is passed through the through hole 144, whereby the high voltage wiring to the drive motor 58 is achieved. Therefore, it is not necessary to provide a special cover or the like, and the wiring 148 can be protected from a person such as a driver or an obstacle with a simple structure.

  The brake panel 154 is provided with an insertion hole 158 into which the wiring 148 can be inserted. The wiring 148 is inserted into the through hole 144 through the insertion hole 158, and the grommet 160 is provided in the insertion hole 158. Water can be prevented from entering the motor 58.

  Since the through hole 144 is provided on the right side toward the front of the vehicle body, the driver hardly stands on the through hole 144 side (right side), and the occurrence of the influence of the high voltage wiring on the driver can be suppressed. In Japan, since the vehicle passes on the left side, the through hole 144 is provided on the right side toward the front of the vehicle body. However, when the vehicle is on the right side, the through hole 144 is provided on the left side toward the front of the vehicle body.

  Since the wiring inlet 150 of the through hole 144 is on the lower side of the motor shaft 50 and the wiring outlet 152 of the through hole 144 is on the upper side of the motor shaft 50, it is when raining or the electric motorcycle 10 is submerged. In addition, it is possible to prevent water from entering the drive motor 58.

  In the above embodiment, the driving motor 58 is provided in the wheel 56 of the rear wheel WR. However, the driving motor 58 may be provided in the wheel 56 of the front wheel WF. In this case, the axle support portions are the front forks 18L and 18R.

  Moreover, in the said embodiment, although the brake drum 156 was provided in the right side toward the vehicle body front, you may provide in the left side toward the vehicle body front. 4 is a cross-sectional view taken along the line III-III in FIG. 1 when the brake drum 156 is provided on the left side toward the front of the vehicle body.

[Second Embodiment]
Next, the fixing structure of the motor shaft 50 for the electric motorcycle 10 will be described. 5 is an enlarged view of a main part of the swing arm 46L shown in FIG. 1, and FIG. 6 is a view showing the stopper means 54L shown in FIG. 6A is a front view of the stopper means 54L, FIG. 6B is a rear view of the stopper means 54L, and FIG. 6C is a plan view of the stopper means 54L.

  The fastening portion 118L of the motor shaft 50 is for fastening the nut 140L to the vehicle body side, and has the upper fastening surface 120L and the lower fastening surface 122L as described above. The fastening surfaces 120L and 122L are parallel to the longitudinal direction of the vehicle body. The swing arm 46L has an arm part 200 and an end piece part 202. The end piece part 202 regulates the rotation (rotation) of the motor shaft 50 in accordance with the shape of the fastening part 118L and faces the rear of the vehicle body. An engagement port 204 that is open is provided. Sides 206a and 206b in the width direction of the engagement port 204 are a pair of sides parallel to the longitudinal direction of the vehicle body, and come into contact with the fastening surfaces 120L and 122L when the fastening part 118L is inserted into the engagement port 204. Since the fastening part 118L has fastening surfaces 120L and 122L, the swing arm 46L can receive the rotational reaction force of the motor shaft 50 by the sides 206a and 206b of the engagement port 204, and the nut 140L for fastening the fastening part 118L. The fastening force can be maintained.

  The stopper means 54L includes a through portion 208 into which the fastening portion 118L is inserted, a first engagement portion 212 that engages with a first fitting hole 210 provided in the swing arm 46L, and an opening at the rear of the vehicle body of the engagement port 204. It has the fitting part 214 fitted to a part. Sides 216a and 216b in the width direction of the penetrating portion 208 are a pair of sides parallel to the longitudinal direction of the vehicle body, and come into contact with the fastening surfaces 120L and 122L when the fastening portion 118L is inserted into the penetrating portion 208.

  After the motor shaft 50 is inserted from the rear of the engagement opening 204 of the swing arm 46L, the stopper means 54L is attached to the end piece portion 202 of the swing arm 46L, thereby preventing the motor shaft 50 from being displaced or dropped. . Further, since the fitting portion 214 aligns the stopper means 54L with the swing arm 46L, the stopper means 54L can be accurately attached to the swing arm 46L.

  FIG. 7 is a view showing a state in which the stopper shaft 54L is attached to the swing arm 46L and the motor shaft 50 is fixed. As shown in FIG. 7, the fastening portion 118L of the motor shaft 50 is inserted into the engagement port 204 of the swing arm 46L and the through portion 208 of the stopper means 54L, so that even if the nut 140L is loosened, the through portion The movement of the motor shaft 50 is restricted by 208, and the motor shaft 50 can be prevented from falling off the swing arm 46L. Further, by making the size of the penetrating portion 208 the same as that of the fastening portion 118 </ b> L of the motor shaft 50, it is possible to prevent the motor shaft 50 from shifting.

  As described above, after the motor shaft 50 is inserted from the rear of the engagement port 204 of the swing arm 46L and before the nut 140L is attached, the first engagement portion 212 of the stopper means 54L is connected to the first fitting hole 210 of the swing arm 46L. The motor shaft 50 is inserted into the through-hole 208 while being engaged with each other, the fitting portion 214 is fitted to the vehicle body rear opening portion of the engagement port 204, and the nut 140L is simply tightened, and the motor shaft 50 is turned into the swing arm 46L. The motor shaft 50 can be fixed so as not to rotate (turn) with a simple structure.

  In addition, since the pair of fastening surfaces 120L and 122L are provided at the fastening portion 118L, the force that the motor shaft 50 tries to rotate due to the rotational reaction force received by the stator 110 of the driving motor 58 contacts the fastening surfaces 120L and 122L. The engaging port 204 and the penetrating portion 208 are effectively received and the fastening force of the nut 140L can be maintained. Even when the nut 140L is loosened, the stopper means 54L having an inexpensive and simple structure can be used for the motor shaft. The motor shaft 50 can be fixed without dropping 50 from the swing arm 46L.

[Modification of Second Embodiment]
The second embodiment may be modified as follows.

  (First Modification) FIG. 8A is an enlarged view of the main part of a swing arm 46L of the first modification, FIG. 8B is a rear view of the stopper means 54L of the first modification, and FIG. 8C is the first modification. It is a top view of 54 L of stopper means. The same components as those described in the second embodiment are denoted by the same reference numerals.

  The stopper means 54L includes a through portion 208 into which the fastening portion 118L is inserted, and a first engagement portion 212 that engages with a first fitting hole 210 provided in the swing arm 46L, and further, the swing arm 46L. Have second engaging portions 222a and 222b that engage with second fitting holes 220a and 220b. The first engaging portion 212 is engaged with the first fitting hole 210 from the outer surface of the swing arm 46L, and the second engaging portions 222a and 222b are engaged with the second fitting hole from the inner surface of the swing arm 46L. Engages with 220a and 220b. The second engaging portions 222a and 222b align the stopper means 54L with the swing arm 46L.

  First, after the motor shaft 50 is inserted from the rear side of the engagement opening 204 of the swing arm 46L, before the nut 140L is attached, the second engagement portions 222a and 222b of the stopper means 54L are connected to the second fitting holes 220a of the swing arm 46L. , 220b, the motor shaft 50 is inserted into the through portion 208, the first engagement portion 212 is engaged with the first fitting hole 210, and the nut 140L is tightened. The stopper means 54L in Modification 1 is attached to the swing arm 46L, and the motor shaft 50 is fixed. This fixed state is shown in FIG. Thereby, since the motor shaft 50 does not fall off from the swing arm 46L, the motor shaft 50 can be fixed with a simple structure.

  (Second Modification) FIG. 10A is an enlarged view of a main part of a swing arm 46L of the second modification, FIG. 10B is a rear view of the stopper means 54L of the second modification, and FIG. 10C is a second modification. It is a top view of 54 L of stopper means. The same components as those described in the second embodiment are denoted by the same reference numerals.

  The stopper means 54L includes a through portion 208 into which the fastening portion 118L is inserted, a first engagement portion 212 that engages with a first fitting hole 210 provided in the swing arm 46L, and an opening at the rear of the vehicle body of the engagement port 204. A pair of extending portions that extend in the direction of the motor shaft 50 and come into contact with the fastening surfaces 120L and 122L of the fastening portion 118L when the stopper means 54L is attached to the swing arm 46L. It has the output part 224a, 224b. The pair of extending portions 224a and 224b have contact surfaces 226a and 226b that are substantially in contact with the fastening surfaces 120L and 122L, and the contact surfaces 226a and 226b are on the same plane as the sides 216a and 216b.

  First, after the motor shaft 50 is inserted from the rear of the engagement port 204 of the swing arm 46L, before the nut 140L is attached, the first engagement portion 212 of the stopper means 54L is engaged with the first fitting hole 210 of the swing arm 46L. The extension shafts 224a and 224b are inserted into the engagement port 204 so that the fastening portion 118L is sandwiched therebetween, and the motor shaft 50 is inserted into the through-portion 208, and the fitting portion 214 is located behind the engagement port 204 in the vehicle body. The nut 140L is tightened by fitting with the open portion. Note that the opening width of the engagement port 204 in the second modification (the distance between the sides 206a and 206b of the engagement port 204) is longer than the thickness between the fastening surfaces 120L and 122L of the fastening part 118L.

  FIG. 11 is a view showing a state where the stopper means 54L in the second modification is attached to the swing arm 46L and the motor shaft 50 is fixed. As shown in FIG. 11, the fastening portion 118L of the motor shaft 50 is inserted into the engagement port 204 of the swing arm 46L and the through portion 208 of the stopper means 54L, and is sandwiched between the pair of extending portions 224a and 224b. At this time, the contact surfaces 226a and 226b of the pair of extending portions 224a and 224b are substantially in contact with the fastening surfaces 120L and 122L of the fastening portion 118L. Thereby, in addition to the effect in the second embodiment, the rotational reaction force generated in the motor shaft 50 can be received by the pair of extending portions 224a and 224b, so the rotational reaction force generated in the motor shaft 50 is received. The surface pressure of the part can be reduced, and the rigidity of the part that receives the rotational reaction force can be increased.

  In the second embodiment, the rotational reaction force generated in the motor shaft 50 is received by the sides 206a and 206b of the engagement port 204 and the sides 216a and 216b of the penetrating portion 208. The area that receives the rotational reaction force generated on the surface depends on the thickness of the swing arm 46L and the thickness of the stopper means 54L, and the surface pressure increases as the thickness decreases. Further, in order to increase the rigidity of the portion that receives the rotational reaction force generated in the motor shaft 50, it is necessary to increase the rigidity of the entire end piece 202 of the swing arm 46L and the stopper means 54L, compared with the second modification. High cost.

  (Third Modification) The end piece portion 202 of the swing arm 46L of the second modification may be changed as follows. FIG. 12 is an enlarged view of a main part of the swing arm 46L in the third modification. In the third modification, the stopper means 54L shown in the second modification is used. The same components as those described in the second embodiment are denoted by the same reference numerals.

  The engagement port 204 has a pair of recesses 228a and 228b into which the pair of extension portions 224a and 224b of the stopper means 54L are fitted. The depth of the pair of recesses 228a and 228b is the same length as the thickness of the extension portions 224a and 224b.

  FIG. 13 is a diagram showing a state in which the stopper shaft 54L is attached to the swing arm 46L in the third modification and the motor shaft 50 is fixed. As shown in FIG. 13, the fastening portion 118L of the motor shaft 50 is inserted into the engagement port 204 of the swing arm 46L and the through portion 208 of the stopper means 54L, and is sandwiched between the pair of extending portions 224a and 224b. At this time, the pair of extending portions 224a, 224b are fitted into the recesses 228a, 228b of the engaging port 204, and the contact surfaces 226a, 226b of the pair of extending portions 224a, 224b are the fastening surfaces 120L of the fastening portion 118L, It will be in the state which is substantially in contact with 122L.

  Thereby, in addition to the effect in the second embodiment, the rotational reaction force generated in the motor shaft 50 can be received by the pair of extending portions 224a and 224b, so the rotational reaction force generated in the motor shaft 50 is received. The surface pressure of the part can be reduced, and the rigidity of the part that receives the rotational reaction force can be increased.

  Further, when the pair of extending portions 224a and 224b are fitted to the recesses 228a and 228b of the engagement port 204, the sides 206a and 206b where the recesses 228a and 228b of the engagement port 204 are not provided and the pair of extension portions The contact surfaces 226a and 226b of 224a and 224b are on the same plane. Therefore, even when the fastening portion 118L is displaced from the place where the extending portions 224a and 224b are located, the sides 206a and 206b of the engagement port 204 are in contact with the fastening surfaces 120L and 122L of the fastening portion 118L. The sides 206a and 206b can receive the rotational reaction force generated in the motor shaft 50, and the fastening force of the nut 140L can be maintained. Further, since the extending portions 224a and 224b are fitted into the concave portions 228a and 228b, the positioning of the stopper means 54L with respect to the swing arm 46L is facilitated.

  In the second embodiment and the first to third modifications, the fastening portion 118L of the motor shaft 50 has been fixed using the swing arm 46L and the stopper means 54L. However, the fastening portion 118R is fixed. Since this is the same, the description is omitted. That is, the fastening portion 118R can be fixed using the swing arm 46L and the stopper means 54R having the same function as the stopper means 54L.

[Third Embodiment]
Next, FIG. 14 is a diagram illustrating an electrical configuration of a charging system of the electric motorcycle 10 and the charger 250. The electric motorcycle 10 includes a battery 24, a vehicle body side charging connector 90 that is a female connector, a power switch 252 of the electric motorcycle 10, and an interlocking switch 254. The charger 250 is a charger side connector that is a male connector. 256 and a charger main body 258.

  The battery 24 includes a battery pack 260 in which 12V battery modules are connected in series, and a fuse 262 connected to the + side of the battery pack 260. The power switch 252 is connected to the positive electrode of the battery 24.

  The vehicle body side charging connector 90 includes a positive electrode input portion 264 connected to the positive electrode side of the battery 24 and a negative electrode input portion 266 connected to the negative electrode side of the battery 24. The negative electrode input unit 266 includes a first negative electrode input unit 266a and a second negative electrode input unit 266b. The interlock switch 254 is provided between the negative electrode side of the battery 24 and the second negative electrode input unit 266b, and is interlocked with the power switch 252 that is turned on when the power switch 252 is off and turned off when the power switch 252 is on. It is a switch to do.

  The charger-side connector 256 includes a positive electrode output portion 268 connected to the positive electrode side of the charger main body 258 and a negative electrode output portion 270 connected to the negative electrode side of the charger main body 258. The positive electrode output unit 268 includes a first positive electrode output unit 268a connected to the positive electrode input unit 264 and a second positive electrode output unit 268b connected to the second negative electrode input unit 266b. The negative output unit 270 is connected to the first negative input unit 266a.

  A relay circuit 272 is provided between the first positive electrode output unit 268 a and the second positive electrode output unit 268 b and the positive electrode side of the charger body 258. The relay circuit 272 includes a coil 274 and a relay switch (normally open relay switch) 276, and the first positive electrode output unit 268a and the second positive electrode output unit 268b are connected via the coil 274, A relay switch 276 is provided between the first positive electrode output portion 268a and the positive electrode side of the charger body 258.

  In the charging system having the above configuration, when the power switch 252 is turned off while the charger side connector 256 is connected to the vehicle body side charging connector 90, the interlock switch 254 is turned on. When the interlock switch 254 is turned on, the current from the battery 24 is applied to the coil 274 via the positive electrode input unit 264 and the first positive electrode output unit 268a, and the second negative electrode input unit 266b and the second positive electrode output unit 268b. The That is, a current flows to the coil 274 through the positive electrode input unit 264 and the first positive electrode output unit 268a, and the flowing current returns to the battery 24 through the second positive electrode output unit 268b and the second negative electrode input unit 266b. As a result, the coil 274 is excited and the relay switch 276 is turned on. When the relay switch 276 is turned on, power from the charger main body 258 is supplied to the battery 24 via the charger side connector 256 and the vehicle body side charging connector 90, and the battery 24 is charged. When the power switch 252 is turned on, the interlock switch 254 is turned off, and no current flows through the coil 274. Therefore, when the power switch 252 is turned on, the relay switch 276 is turned off and the battery 24 cannot be charged.

  As described above, since the charging cannot be performed unless the power switch 252 of the electric motorcycle 10 is turned off, the charging can be performed without paying special attention. In addition, an expensive changeover switch is unnecessary, and the relay switch 276 is provided on the side of the charger 250 capable of voltage control. Therefore, an inexpensive switch can be used, and the charging system is an inexpensive vehicle such as a motorcycle. It can be provided as an inexpensive system suitable for the above. Originally, the charger 250 side is provided with a component with high voltage resistance, and therefore the coil 274 provided on the charger body 258 side is a component with high voltage resistance, and it is necessary to provide a component with high voltage resistance on the vehicle body side. Therefore, an inexpensive charging system can be provided.

  In addition, by making the vehicle body side charging connector 90 a female connector, it is difficult for an external conductor such as a human finger to come into contact with the positive electrode input unit 264 and the first negative electrode input unit 266a or the second negative electrode input unit 266b. It is possible to prevent a current from flowing through the outer conductor.

  Since the relay switch 276 is not turned on unless the charger side connector 256 is connected to the vehicle body side charging connector 90 in which the power switch 252 is turned off, the first positive electrode of the charger side connector 256 is not turned on. Even when the output unit 268a or the second positive electrode output unit 268b and the negative electrode output unit 270 are in contact with the external conductor, no current flows through the external conductor.

[Modification of Third Embodiment]
The third embodiment may be modified as follows.

  (First Modification) FIG. 15 is a diagram showing the electrical configuration of the charging system of the first modification. In addition, the same code | symbol is attached | subjected about the structure similar to the structure shown in the said 3rd Embodiment.

  In the first modification, an interlock switch 254 is provided between the negative electrode side of the battery 24 and the second negative electrode input portion 266b, and an interlock switch (first switch) is also provided between the negative electrode side of the battery 24 and the first negative electrode input portion 266a. 2 interlocking switch) 280 is provided.

  In the third embodiment, the positive electrode input unit 264 and the positive electrode side of the battery 24 are always connected, and the first negative electrode input unit 266a and the negative electrode side of the battery 24 are always connected. Therefore, when the outer conductor comes into contact with the positive electrode input unit 264 and the first negative electrode input unit 266a, a current flows through the outer conductor.

  However, in the first modified example, the interlock switch 280 is also provided between the negative electrode side of the battery 24 and the first negative electrode input unit 266a. Therefore, when the power switch 252 is in the ON state, Since the negative electrode input unit 266a and the second negative electrode input unit 266b are electrically disconnected, the external conductor is in contact with the positive electrode input unit 264 and the first negative electrode input unit 266a or the second negative electrode input unit 266b. Even if it exists, it can prevent that an electric current flows into an external conductor.

  The interlock switch 280 may be provided between the positive electrode side of the battery 24 and the positive electrode input unit 264. Even in this case, it is possible to prevent a current from flowing through the external conductor when the power switch 252 is on.

  (Second Modification) FIG. 16 is a diagram showing an example of a cross section taken along line XVI-XVI of the vehicle body side charging connector 90 shown in FIG. In addition, the same code | symbol is attached | subjected about the structure similar to the structure shown in the said 3rd Embodiment.

  The vehicle body side charging connector 90 includes a first opening 290, a second opening 292, and a first opening 290 into which the first positive output 268a, the second positive output 268b, and the negative output 270 of the charger connector 256 can be inserted. 3 openings 294.

  The vehicle body side charging connector 90 has a positive input 264 at the back of the first opening 290, a first negative input 266a at the back of the third opening 294, and a second negative input 266b at the second opening 292. It is arranged on the back side of each.

  In the vicinity of the entrances of the second opening 292 and the third opening 294, restriction members 300a and 300b for restricting the contact between the outer conductor and the second negative input portion 266b and the first negative input portion 266a are provided. ing. That is, the regulating member 300a is provided between the second opening 292 and the second negative electrode input portion 266b, and the regulating member 300b is provided between the third opening 294 and the first negative electrode input portion 266a.

  The regulating members 300a and 300b are resin or elastic members (for example, rubber), and include first members 302a and 302b and second members 304a and 304b that are provided apart from each other. The separation distance between the first members 302a and 302b and the second members 304a and 304b is shorter than the thickness D of the second positive electrode output portion 268b and the negative electrode output portion 270, and the restriction members 300a and 300b have the second opening 292, The second positive electrode output portion 268b and the negative electrode output portion 270 inserted into the third opening 294 have a frictional resistance.

  Therefore, the first positive electrode output unit 268a, the second positive electrode output unit 268b, and the negative electrode output unit 270 are connected to the positive electrode input unit 264 unless the user intentionally connects the charger side connector 256 to the vehicle body side charging connector 90. Since the second negative input portion 266b and the first negative input portion 266a are not connected, the vehicle body side charging connector 90 and the charger side connector 256 are not connected.

  As described above, since the regulating members 300a and 300b are provided between the second negative electrode input portion 266b, the first negative electrode input portion 266a, the second opening portion 292, and the third opening portion 294, the outer conductor serves as the first negative electrode input. The possibility of contact with the portion 266a or the second negative input portion 266b is further reduced, and current can be prevented from flowing through the external conductor.

  Note that the regulating members 300a and 300b are not provided in the vicinity of the inlets of the second opening 292 and the third opening 294, but between the positive electrode input part 264 and the first opening 290 (the inlet of the first opening 290). The regulating member 300 (300a or 300b) may be provided near the inside.

  17 is a view showing another example of a cross section taken along line XVI-XVI of the vehicle body side charging connector 90 shown in FIG. In addition, the same code | symbol is attached | subjected about the structure similar to the structure shown in the said FIG.

  In the vicinity of the entrances of the second opening 292 and the third opening 294, restriction members 310a and 310b for restricting the contact between the outer conductor and the second negative input portion 266b and the first negative input portion 266a are provided. ing. That is, the restricting member 310a is provided between the second opening 292 and the second negative electrode input portion 266b, and the restricting member 300b is provided between the third opening 294 and the first negative electrode input portion 266a.

  The regulating members 310a and 310b are spring members, and include first members 312a and 312b and second members 314a and 314b that are provided apart from each other. The first members 312a and 312b and the second members 314a and 314b may be elastic members such as disc springs, and may be made of metal. The separation distance between the first members 312a and 312b and the second members 314a and 314b is shorter than the thickness D of the second positive electrode output portion 268b and the negative electrode output portion 270, and the restriction members 310a and 310b include the second opening 292, The second positive electrode output portion 268b and the negative electrode output portion 270 inserted into the third opening 294 have a frictional resistance.

  Therefore, the first positive electrode output unit 268a, the second positive electrode output unit 268b, and the negative electrode output unit 270 are connected to the positive electrode input unit 264 unless the user intentionally connects the charger side connector 256 to the vehicle body side charging connector 90. Since the second negative input portion 266b and the first negative input portion 266a are not connected, the vehicle body side charging connector 90 and the charger side connector 256 are not connected. When the restriction members 310a and 310b are made of a conductive member such as metal, the restriction member 310a and the second negative electrode input portion 266b are not connected, and the restriction member 310b and the first negative electrode input portion 266a are not connected. Not connected.

  As described above, since the regulating members 310a and 310b are provided between the second negative input portion 266b, the first negative input portion 266a, and the second opening 292 and the third opening 294, the external conductor serves as the first negative input. The possibility of contact with the portion 266a or the second negative input portion 266b is further reduced, and current can be prevented from flowing through the external conductor.

  Note that the regulating members 310a and 310b are not provided in the vicinity of the inlets of the second opening 292 and the third opening 294, but between the positive electrode input part 264 and the first opening 290 (the inlet of the first opening 290). The regulating member 310 (310a or 310b) may be provided near the inside.

  (Third Modification) In the second modification, the regulating member 300a is placed between the second opening 292 and the second negative electrode input portion 266b, and the regulating member 300b is placed between the third opening 294 and the first negative electrode input portion. However, in the third modification, the regulating member 300c is provided between the first opening 290 and the positive electrode input portion 264.

  18 is a diagram illustrating an example of a cross section taken along line XVI-XVI of the vehicle body side charging connector 90 illustrated in FIG. 14 of the third modification. In addition, the same code | symbol is attached | subjected about the structure similar to the structure shown in FIG.

  A restricting member 300 c that restricts contact between the outer conductor and the positive electrode input portion 264 is provided in the vicinity of the entrance of the first opening 290. That is, the restricting member 300c is provided between the first opening 290 and the positive input portion 264. The restriction member 300c is a resin or an elastic member (for example, rubber), and includes a first member 302c and a second member 304c that are provided apart from each other. The separation distance between the first member 302c and the second member 304c is shorter than the thickness D of the first positive electrode output part 268a, and the regulating member 300c is in relation to the first positive electrode output part 268a inserted into the first opening 290. Have frictional resistance.

  Therefore, the first positive electrode output unit 268a, the second positive electrode output unit 268b, and the negative electrode output unit 270 are connected to the positive electrode input unit 264 unless the user intentionally connects the charger side connector 256 to the vehicle body side charging connector 90. Since the second negative input portion 266b and the first negative input portion 266a are not connected, the vehicle body side charging connector 90 and the charger side connector 256 are not connected.

  As described above, since the regulating member 300c is provided between the positive electrode input portion 264 and the first opening portion 290, the possibility that the external conductor contacts the positive electrode input portion 264 is further reduced, and current is prevented from flowing through the external conductor. can do.

  Note that the regulating members 300a, 300b, and 300c may be provided in the vicinity of all the entrances of the second opening 292, the third opening 294, and the first opening 290.

  FIG. 19 is a view showing another example of a cross section taken along line XVI-XVI of the vehicle body side charging connector 90 shown in FIG. 14 of the third modification. In addition, the same code | symbol is attached | subjected about the structure similar to the structure shown in the said FIG.

  A restricting member 310 c that restricts contact between the outer conductor and the positive electrode input portion 264 is provided in the vicinity of the entrance of the first opening 290. That is, the restricting member 310c is provided between the first opening 290 and the positive input portion 264. The restricting member 310c is a spring member and includes a first member 312c and a second member 314c that are provided apart from each other. The 1st member 312c and the 2nd member 314c should just be elastic members, such as a disk spring, and may be comprised with the metal. The separation distance between the first member 312c and the second member 314c is shorter than the thickness D of the first positive electrode output portion 268a, and the restricting member 310c is relative to the first positive electrode output portion 268a inserted into the first opening 290. Have frictional resistance.

  Therefore, the first positive electrode output unit 268a, the second positive electrode output unit 268b, and the negative electrode output unit 270 are connected to the positive electrode input unit 264 unless the user intentionally connects the charger side connector 256 to the vehicle body side charging connector 90. Since the second negative input portion 266b and the first negative input portion 266a are not connected, the vehicle body side charging connector 90 and the charger side connector 256 are not connected. In addition, when the regulating member 310c is made of a conductive member such as a metal, the regulating member 310c and the positive electrode input unit 264 are not connected.

  As described above, since the regulating member 310c is provided between the positive electrode input portion 264 and the first opening portion 290, the possibility that the external conductor contacts the positive electrode input portion 264 is further reduced, and current flows through the external conductor. Can be prevented.

  Note that the regulating members 310a, 310b, and 310c may be provided in the vicinity of all the entrances of the second opening 292, the third opening 294, and the first opening 290.

  As described above, the present invention has been described using the preferred embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention. In addition, the reference numerals in parentheses described in the claims are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention. It is not construed as limiting.

DESCRIPTION OF SYMBOLS 10 ... Electric motorcycle 18L, 18R ... Front fork 24 ... Battery 46L, 46R ... Swing arm 50 ... Motor shaft (axle) 54L, 54R ... Stopper means 56 ... Wheel 58 ... Drive motor 90 ... Car body side charging connector 92 ... Cover part DESCRIPTION OF SYMBOLS 100 ... Tire 102 ... Rim part 104 ... Main-body part 106L, 106R ... Side part 110 ... Stator 112 ... Rotor 114 ... Fixed part 116L, 116R ... Side support part 118L, 118R ... Fastening part 120L, 120R, 122L, 122R ... Fastening surfaces 124L, 124R ... bearings 126L, 126R, 128L, 128R, 132, 142 ... butting portions 140L, 140R ... nuts 144 ... through holes 146, 274 ... coils 148 ... wiring 150 ... wiring inlets 152 ... wiring outlets 154 ... brakes Panel 156 Brake drum 158 ... insertion hole 160 ... grommet 200 ... arm part 202 ... end piece part 204 ... engagement port 208 ... penetrating part 210 ... first fitting hole 212 ... first engagement part 214 ... fitting parts 220a, 220b ... first 2 fitting hole 222a, 222b ... 2nd engagement part 224a, 224b ... extension part 226a, 226b ... contact surface 228a, 228b ... recessed part 250 ... charger 252 ... power switch 254 ... interlocking switch 256 ... charger side connector 258 ... Battery body 264 ... Positive electrode input unit 266 ... Negative electrode input unit 266a ... First negative electrode input unit 266b ... Second negative electrode input unit 268 ... Positive electrode output unit 268a ... First positive electrode output unit 268b ... Second positive electrode output unit 270 ... Negative electrode Output unit 272 ... relay circuit 276 ... relay switch 280 ... interlock switch 290 ... first opening 292 ... second opening Part 294: third opening 300a, 300b, 300c, 310a, 310b, 310c ... restriction member 302a, 302b, 302c, 312a, 312b, 312c ... first member 304a, 304b, 304c, 314a, 314b, 314c ... second Element

Claims (5)

An in-wheel drive motor (58) for traveling is provided in the wheel (56), and the motor shaft (50), which is the axle of the drive motor (58), has both ends at the axle support portions (18L, 18R). , 46L, 46R), the stator (110) is fixed to the motor shaft (50) in the wheel (56), and the rotor is placed inside the wheel (56). (112) is a fixed structure of a motor shaft (50) for an electric vehicle to which is fixed,
Fastening portions (118L, 118R) for fastening to the vehicle body side by fixing members (140L, 140R) are provided at both ends of the motor shaft (50), and the fastening portions (118L, 118R) are A pair of fastening surfaces (120L, 122L, 120R, 122R) parallel to the longitudinal direction of the vehicle body are formed,
The axle support portions (18L, 18R, 46L, 46R) restrict the rotation of the motor shaft (50) according to the shape of the fastening parts (118L, 118R) and are opened toward the rear of the vehicle body. An engagement port (204) is provided,
The motor shaft (50) is a solid shaft, and the motor shaft (50) is provided with a through hole (144) through which a wiring (148) extending to the stator (110) passes.
A wiring outlet (152) of the through hole (144) is provided above the motor shaft (50) in the vertical direction of the vehicle body, and a wiring inlet (150) of the through hole (144) is connected to the motor shaft (50). 50) on the lower side in the vertical direction of the vehicle body,
A through portion (208) provided between the fixing member (140L, 140R) and the axle support portion (18L, 18R, 46L, 46R) into which the fastening portion (118L, 118R) is inserted; and the axle It comprises a first engagement portion (212) that engages with a first fitting hole (210) provided in the support portion (18L, 18R, 46L, 46R), and the fastening portion ( 118L, 118R) It is provided with stopper means (54L, 54R) formed so that it may not detach | leave. The fixing structure of the motor shaft (50) for electric vehicles characterized by the above-mentioned. A motor shaft (50) fixing structure for an electric vehicle according to claim 1,
The axle support portion is engaged with a second fitting hole (220a, 220b) provided in the axle support portion (18L, 18R, 46L, 46R) at the rear end of the stopper means (54L, 54R). A structure for fixing the motor shaft (50) for an electric vehicle, characterized in that second engaging portions (222a, 222b) for positioning with (18L, 18R, 46L, 46R) are provided. A motor shaft (50) fixing structure for an electric vehicle according to claim 1 or 2,
An extension portion (224a, 224b) extending in the direction of the motor shaft (50) is provided in the penetration portion (208) of the stopper means (54L, 54R). Fixing structure of motor shaft (50). A motor shaft (50) fixing structure for an electric vehicle according to claim 3,
Recesses (228a, 228b) that fit into the extension portions (224a, 224b) are formed in the engagement ports (204) of the axle support portions (18L, 18R, 46L, 46R). Fixing structure of motor shaft (50) for vehicles. A structure for fixing a motor shaft (50) for an electric vehicle according to any one of claims 1 to 4 ,
Of the pair of fastening surfaces (120L, 122L, 120R, 122R) of the fastening part (118L, 118R), the fastening surface (120L, 120L, 118R) on the side where the wiring outlet (152) of the through hole (144) is provided. 120R) is provided with a mark for position confirmation. A structure for fixing a motor shaft (50) for an electric vehicle.

Images