JPH08175475A - Hybrid type power unit for motorcycle provided with motor and engine - Google Patents

Abstract

PURPOSE: To provide a hybrid type power unit for a motorcycle provided with a motor and an engine which can ensure cooling of the engine and motor sufficiently even when they are mounted on a vehicle and do not become spatial obstacles. CONSTITUTION: A unit 42 for driving motor which stores a mot 40 and a power transmission system 41 which transmits power of the motor 40 to a drive shaft is provided at the opposite position across a rear wheel 14 of a V-belt type power transmission device 24 in a power unit of a motorcycle provide with the V-belt type power transmission device 24 in such a way that at least a part of the motor 40 is positioned below an engine 21. Moreover, a switching mechanism 44 which switches power between the V-belt type power transmission system 24 and the power transmission system 41 for motor is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid power unit for a motorcycle, which comprises a motor and an engine, and is capable of being driven by either one of the powers by switching the power between them.

[0002]

2. Description of the Related Art Conventionally, a motorcycle has been powered by an internal combustion engine that burns and explodes fuel such as gasoline and light oil and linearly moves a piston generated by the explosion as a rotational force via a connecting rod to a crankshaft. It is the most common because it is driven. On the other hand, in recent years, as a substitute for fuel such as gasoline, development and research of a motorcycle of a type in which electric power is used as a power source and which is driven by a motor using a battery has been pursued for practical use.

[0003]

As described above, the mainstream of power for motorcycles is an internal combustion engine. However, since this type of engine burns fuel to obtain its power, exhaust gas is generated when the fuel burns. There is an environmental problem that it occurs, and there is also a problem that the raw material such as gasoline that is a fuel is a finite resource. In addition, the above-mentioned type powered by electricity has a problem in that a very large battery must be installed due to the problem of battery capacity in order to secure a practical mileage with one charge, and There is a problem that the output is insufficient to run on a slope, and it has not yet reached the level of practical use. It has been attempted to cover the problems of both by using both the internal combustion engine and the one powered by electricity, and to take advantage of the advantages of both. There is room for research on the layout of the engine and motor when they are installed at the same time. The present invention solves the above problems and provides a hybrid type power unit for a motorcycle, which includes a motor and an engine that can sufficiently secure the cooling of the engine and the motor even when mounted on a vehicle, and that does not disturb the space. The purpose is to provide.

[0004]

In order to achieve the above object, a hybrid type power unit for a motorcycle equipped with a motor and an engine of the present invention has an engine and a V-belt type power transmission system housed therein. A power unit for a motorcycle, wherein a transmission case extending from one side of a crankcase of an engine to a rear side of a vehicle body is integrally configured, and a rear wheel is supported by a rear portion of the transmission case. And a motor drive unit for accommodating a motor and a power transmission system for transmitting the power of the motor to a drive shaft at a position opposite to the rear wheel of the type power transmission device, at least a part of the motor being the engine. A switching mechanism is provided so as to be located further downward, and performs power switching between both the V-belt type power transmission system and the power transmission system for the motor. It is characterized in.

[0005]

According to the hybrid type power unit for a motorcycle having the motor and engine of the present invention configured as described above, the V-belt type power transmission device and the motor drive unit can be mounted on the rear wheel even when mounted on the vehicle. Since it is located on the left and right across the space, it is excellent in terms of space and vehicle balance,
Further, since the drive motor is provided so that at least a part thereof is located below the engine, it is possible to sufficiently secure the cooling of the motor by the traveling wind when the drive motor is mounted on the vehicle.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a hybrid power unit for a motorcycle (hereinafter, simply referred to as a hybrid power unit) equipped with a motor and an engine of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a schematic side view of a motorcycle equipped with the hybrid power unit of the present invention. In the figure, 1 is a scooter type motorcycle, and 2 is a vehicle body frame. The vehicle body frame 2 includes a head pipe 2a that rotatably supports a steering shaft 3 and a front fork 4, a pair of left and right down tubes 2b whose ends are fixed to the head pipe 2a and extend obliquely downward toward the rear of the vehicle body. It is composed of a pair of left and right back tubes 2c extending from the rear end of the down tube 2b to the rear of the vehicle body. The pair of left and right front forks 4 pivotally support a front wheel 5. A battery 6 is housed between the pair of left and right down tubes 2b, and a fuel tank 7 is attached to the rear end of the back tube 2c. Reference numeral 8 in the drawing denotes a seat, and a storage space 10 for housing the helmet 9 and the like is formed below the seat 8. The vehicle body frame 2, the battery 6, the fuel tank 7, and the storage space 1 described above.
0 is covered with a vehicle body cover 11.

Reference numeral 20 in the drawing denotes a hybrid type power unit according to the present invention. The hybrid type power unit 20 has a front upper part swingably suspended by a bracket 2d fixed to the back tube 2c via a link (not shown), and a rear side by a back tube via a buffer unit (not shown). Elastically supported at the rear of 2c,
It is configured as a so-called swing unit type. Also,
Reference numeral 12 in the drawing denotes a muffler. As shown in the drawing, the muffler 12 is arranged above a motor transmission case 42, which will be described later, so as to be substantially parallel to the transmission case 42. The exhaust pipe 13 that connects the engine 21 described later to the engine 21 is disposed between the rear wheel 14 and the transmission case 42.

Hereinafter, the hybrid type power unit 2 will be described.
The configuration of 0 will be described in detail with reference to FIG. FIG. 2 shows a schematic sectional view of the hybrid power unit 20. As shown in FIG. 2, the hybrid power unit 20 includes an air-cooled two-cycle single-cylinder engine 21, a transmission case 23 that integrally extends from the left side surface of the crankcase 22 of the engine 21 toward the rear of the vehicle,
A V-belt continuously variable transmission 24 (hereinafter, simply referred to as transmission 24) housed in the transmission case 23, and one end of the rear wheel drive shaft 15 of the rear wheel 14 at the rear of the transmission 24. I support you. The engine 21 is covered with a shroud 25 from the right side surface of the crankcase 22 to the periphery of the cylinder. The crankcase 22 pivotally supports a crankshaft 26 extending in the vehicle width direction. A magnet type generator 27 is attached to the right end of the crank shaft 26, and a fan 27b having a plurality of fins (not shown) is fixed to a flywheel 27a that supports the magnets of the generator 27. The fan 27b sucks the outside air into the shroud 25 from the outside air intake port 25a provided in the shroud 25 to forcibly cool the engine 21. On the left side of the crankshaft 26, the one-way clutch 2
8 and the drive side pulley 29 of the transmission 24 are attached. The drive-side pulley 29 is composed of a movable pulley half body 29a and a fixed pulley half body 29b which are arranged so as to face each other.
9a is provided on the crankshaft 26 so as to be slidable in the axial direction,
The fixed pulley half body 29b is fixed to the crankshaft 26. Depending on the rotation speed of the engine 21, the movable pulley half body 29a slides toward the fixed pulley half body 29b side to increase the winding radius of the V-belt 30, and
When the rotation speed becomes slower, the V-belt 30 slides in the direction away from the fixed pulley half 29b to reduce the winding radius of the V-belt 30. The rotational force of the drive pulley 29 is transmitted to the driven pulley 31 via the V belt 30.

The structure around the driven pulley 31 is shown in FIG.
Will be described with reference to. FIG. 3 is a partially enlarged sectional view of the periphery of the driven pulley 31 in the V-belt type continuously variable transmission 24, in which the movable pulley half 31b is located on the fixed pulley half 31a side on the left side about the center line C1. The centrifugal clutch 35 is disengaged, and the movable pulley half 31b moves to the centrifugal clutch 35 side against the force of the spring 34 on the right side of the center tip C1 and the centrifugal clutch 35
Indicates that they are connected. Driven pulley 31
Is composed of a fixed pulley half body 31a fixed to the support cylinder 32 loosely fitted to the driven shaft 32, and a movable pulley half body 31b provided on the support cylinder 32 so as to be slidable in the axial direction. The movable pulley half 31b of the driven pulley 31 is constantly urged toward the fixed pulley half 31a by the spring 34, but the spring 34 is responsive to a change in the winding radius of the V-belt 30 of the drive pulley 29. It is configured such that the winding radius of the V-belt 30 can be changed by sliding in the direction away from the fixed pulley half body 31a, that is, sliding toward the centrifugal clutch 35 side against the force of. The rotational force transmitted to the driven pulley 31 is transmitted to the weight support body 35a of the centrifugal clutch 35 via the support cylinder 33 integrally formed with the fixed pulley half body 31a. The weight support 35a rotatably supports a plurality of weights 35b outward in the radial direction. The weight 35b rotates outward when the rotation speed of the weight support body 35a, that is, the rotation speed of the driven pulley 31 exceeds a certain speed, and makes frictional contact with the cover 35c surrounding the weight support body 35a and the weight 35b. , The cover 35c is rotated. The cover 35c is a nut 35d
It is fixed to the driven shaft 32 by the receiving cylinder 35e. Therefore, the rotation speed of the driven pulley 31, that is, the engine 21
When the rotation speed of the above exceeds a certain speed, the weight 35b and the cover 35c are brought into frictional contact with each other to rotate the driven shaft 32. The rotational force transmitted to the driven shaft 32 is applied to the driven shaft 32.
Through the gear 32a formed at the tip of the reduction gear body 36
And further transmitted to the rear wheel drive shaft 15 via a drive gear 15a provided on the rear wheel drive shaft 15.

The rear wheel 14 of the transmission case 23 described above
A drive motor 40 and the motor 40
A motor drive unit 42 for accommodating a power transmission system 41 for transmitting the rotational force of the above to the rear wheel 14 is provided. The front portion of the motor drive unit 42 is the shroud 2 described above.
5, said transmission device 2 of the rear wheel drive shaft 15 being supported by
It supports the end on the opposite side of 4. Hereinafter, the configuration of the motor drive unit 42 will be described with reference to FIGS. FIG. 4 is a schematic side view of the motor drive unit 42, which is partially broken for the sake of explanation. 5 is a developed sectional view taken along the line AA in FIG. 4, and FIG. 6 is a partially enlarged view of the power transmission system 41 in FIG. 1 and 4
The drive motor 40 includes a motor drive unit 42 as shown in FIG.
It is housed in the front part of the engine and is arranged below the engine 21 so that it can be cooled by traveling wind when traveling. Further, a plurality of cooling fins 42a are formed in the portion of the motor drive unit 42 that houses the drive motor 40,
It assists in cooling the drive motor 40. In addition, the drive motor 4
The power transmission system 41 connected to the output shaft 40a of the rear wheel drive shaft 1 does not overlap the axis line of the rear wheel drive shaft 15.
It is provided offset from 5. The drive motor 40 is driven by the battery 6 described above. The power transmission system 41 includes a reduction gear body 43 and a switching mechanism 44, and transmits the rotational force of the drive motor 40 to the rear wheel drive shaft 15. The gear 4 is attached to the tip of the output shaft 40a of the motor 40.
0b is fixed by a bolt (no reference sign), and the gear 40b meshes with the reduction gear 43a. When the gear 43a is rotated by the motor 40, the shaft 43b is rotated via the gear 43a, and the reduction gear 44a forming a part of the switching mechanism 44 is connected via the reduction gear 43c integrally formed with the shaft 43b. Rotate. The shaft 43b is arranged below the rear wheel drive shaft 15.

The switching mechanism 44 has a rotary shaft 44b, both ends of which are pivotally supported by the transmission case 42.
The reduction gear 44a is fixed to the above by suitable fixing means such as spline fitting. The rotary shaft 44b is arranged between the rear wheel drive shaft 15 and the shaft 43b, offset from the rear wheel drive shaft 15. The rotating shaft 44b is formed in a cylindrical shape having a hole (no reference numeral) passing therethrough,
A slit 44c extending along the axial direction is formed in the lower portion. A switching shaft 44d is slidably inserted in the axial direction of the rotary shaft 44b. An engagement pin 44e extending in the direction perpendicular to the shaft is fixedly provided at the lower end of the switching shaft 44d, and the engagement pin 44e projects to the outside of the rotary shaft 44b through the slit 44c. The engaging pin 44e is engaged with the switching gear 44f integrally provided in the rotational direction so as to be slidable in the axial direction on the rotating shaft 44b by using an appropriate engaging member such as a circlip (no reference numeral). Has been done. This causes the switching gear 44f to move the switching shaft 44d.
With the up-and-down movement of the slit 44c, it slides up and down within the range of the slit 44c. A spring 44g is provided below the engagement pin 44e.
The switching shaft 44d is always urged upward by the switching shaft 4d.
It is stopped by a switching lever 44h provided at the upper end of 4d. One end of the switching lever 44h is rotatably supported by the motor drive unit 42. The switching lever 44h is constantly urged upward by an elastic member such as a spring (not shown), and is positioned at one of the positions indicated by the solid line and the alternate long and short dash line in FIG. It is configured to stop.

In FIGS. 5 and 6, the switching mechanism 44 is shown in left and right separate states with the center line C2 as the center.
In the state on the left side of the upper center line C2 in FIGS.
4h has gone up, and along with this, the switching shaft 44d
Also moves up by the action of the spring 44g and the switching gear 44
f is in a free state. This state is a so-called motor drive OFF state in which the rotational force of the drive motor 40 is not transmitted to the rear wheel drive shaft 15. This motor drive OF
When the switching lever 44h is rotated downward from the F state and fixed at the position shown by the dashed line in FIG. 5, the switching shaft 44d also slides downward against the force of the spring 44g. Switching shaft 4
As the 4d slides downward, the switching gear 44f also slides downward, and meshes with the rear wheel drive gear 45 that is integrally fixed to the rear wheel drive shaft 15 with an appropriate fixing member such as a bolt. . When the switching gear 44f meshes with the rear wheel drive gear 45,
The rotational force of the drive motor 40 is transmitted to the rear wheel drive gear 45 to rotate the rear wheel drive shaft 15. This state is the state on the right side of the center line C in FIGS. 5 and 6, which is the so-called motor drive ON state.

The motor drive unit 42 constructed as described above is arranged such that the drive motor 40 is connected to the rear wheel drive gear 4
5, which is configured as an integrated unit, and has a removable cap 4 at a position facing the rear wheel drive shaft 15.
6 is provided. Therefore, this motor drive unit 4
When removing the rear wheel drive shaft 15 from 2, the motor drive unit 42 and the rear wheel drive shaft 15 are separated only by removing the cap 46, exposing the end portion of the rear wheel drive shaft 15, and removing the bolt 47. Therefore, maintenance of the rear wheel 14 and the like can be easily performed. The hybrid power unit 20 configured as described above uses the switching mechanism 44 when the vehicle is driven by the engine 21.
When the rear wheels 14 are driven via the transmission device 24 in the transmission case 23 and the vehicle is driven by the drive motor 40 in the motor drive OFF state, the engine 21 is stopped and the centrifugal clutch 32 is disengaged. Pulleys 29,3
From the power transmission system on the engine 21 side such as 1 to the rear wheel drive shaft 1
5 is released, and the switching mechanism 44 is turned on to drive the motor so that the rotational force of the drive motor 40 is transmitted to the rear-wheel drive shaft 15 via the reduction gear group 43 and the like.
Drive.

In this embodiment, the cooling fins 42a of the motor drive unit 42 are formed so as to extend in the vertical direction, but the cooling fins 42a are not limited to this embodiment, and assist the cooling of the drive motor 40. If possible, it may be provided in any shape and direction. For example, if it is provided so as to extend in the traveling direction of the vehicle, the cooling performance is further improved. In this embodiment, the drive motor 40 and its power transmission system 41 are provided on the opposite sides of the rear wheel 14 of the transmission case 23, so that the left-right balance when mounted on a vehicle is improved. Further, in the present embodiment, since the motor drive unit 42 is configured such that the drive motor 40 is located below the engine 21, it is possible to cool the drive motor 40 with traveling wind during traveling. Moreover, since the center of gravity of the vehicle can be lowered downward when the vehicle is mounted on the vehicle, the effect of improving the stability of the vehicle is also obtained. Furthermore, in the present embodiment, the power transmission system 41 of the motor drive unit 42 is
It is arranged so as to be offset from the axial direction of the rear wheel drive shaft 15 when mounted on a vehicle, and a cap 46 is provided at a portion corresponding to the axial direction of the rear wheel drive shaft 15 of the unit 42, and the cap 46 is simply removed. Rear wheel drive shaft 1
The rear wheel drive shaft 15 is configured so that the end surface of No. 5 can be exposed.
Is attached to the motor drive unit 42 using the bolts 47 at the position of the end, the rear wheel drive shaft 15 and the motor drive unit 42 can be easily attached and detached, and the rear wheel 14 can be maintained. It also has the effect of making it easy. Further, in the hybrid power unit 20 of the present embodiment, the rear wheel drive shaft 15 in the engine 21 having the conventional V-belt continuously variable transmission 24 is extended to the opposite side of the transmission 24, and the rear wheels are provided. Since the motor drive unit 42 is attached to the extended portion of the drive shaft 15, it is possible to relatively easily manufacture the power unit used in the conventional vehicle.

[0015]

A hybrid type power unit for a motorcycle equipped with a motor and an engine according to the present invention has an engine and a V-belt type power transmission system housed therein. In a power unit for a motorcycle configured integrally with an extending transmission case and supporting a rear wheel at a rear portion of the transmission case, a rear side of the V-belt type power transmission device is provided on the opposite side. A motor drive unit for accommodating a motor and a power transmission system for transmitting the power of the motor to a drive shaft is provided at a position such that at least a part of the motor is located below the engine, and a V-belt type power By switching the power between the transmission system and the power transmission system for the motor, it is possible to drive with the power of either the motor or the engine. Since the construction, an effect that can be cooled sufficiently physician on the vehicle wind both the engine and the drive motor. Further, in the hybrid power unit for a motorcycle including the motor and the engine of the present invention, the drive motor of the motor drive unit is arranged such that a part of the motor is located at least below the engine, When mounted on the vehicle, the center of gravity of the vehicle can be lowered, and the stability of the vehicle can be further improved.

[Brief description of drawings]

FIG. 1 is a schematic side view of a motorcycle equipped with a hybrid power unit of the present invention.

FIG. 2 is a schematic cross-sectional view of a hybrid power unit 20.

FIG. 3 is a partially enlarged cross-sectional view around a driven pulley 31 in a V-belt type continuously variable transmission 24.

FIG. 4 is a schematic side view of a motor drive unit.

5 is a developed cross-sectional view taken along the line AA in FIG.

6 shows a partially enlarged view of the power transmission system 41 in FIG.

[Explanation of symbols]

 1 Scooter type motorcycle 2 Body frame 2a Head pipe 2b Down tube 2c Back tube 3 Steering shaft 4 Front fork 5 Front wheel 6 Battery 7 Fuel tank 8 Seat 9 Helmet 10 Storage space 11 Body cover 12 Muffler 13 Exhaust pipe 14 Rear wheel 15 Rear Wheel drive shaft 15a Drive gear 20 Hybrid power unit 21 Engine 22 Crankcase 23 Transmission case 24 V-belt continuously variable transmission 25 Shroud 25a Outside air intake 26 Crankshaft 27 Magnet generator 27a Flywheel 27b Fan 28 One-way clutch 29 Drive side pulley 29a Movable pulley half body 29b Fixed pulley half body 30 V belt 31 Driven side pulley 31a Fixed pulley half body 31b Movable pulley half body 32 Driven shaft 33 Support cylinder 34 Spring 35 Centrifugal clutch 35a Way Support 35b weight 35c cover 35d nut 35e receiving tube 36 reduction gear body 40 drive motor 40a output shaft 40b gear 41 power transmission system 42 motor drive unit 43 reduction gear group 43a reduction gear 43b shaft 43c reduction gear 44 switching mechanism 44a reduction gear 44b Rotating shaft 44c Slit 44d Switching shaft 44e Engaging pin 44f Switching gear 44g Spring 44h Switching lever 44j Rotation stop ball 45 Rear wheel drive gear 46 Cap 47 Bolt

Claims (1)

[Claims] 1. An engine and a transmission case extending from one side of a crankcase of the engine having a V-belt type power transmission system accommodated therein to a rearward direction of a vehicle body are integrally formed, and a rear portion of the transmission case is formed. In a motorcycle power unit configured to support a rear wheel, a motor and a power transmission system for transmitting power of the motor to a drive shaft at a position opposite to the rear wheel of the V-belt type power transmission device. And a motor drive unit for housing at least a part of the motor located below the engine, and switching power between both the V-belt type power transmission system and the power transmission system for the motor. A hybrid power unit for a motorcycle including a motor and an engine, which is provided with a switching mechanism for performing the above.