WO2020066208A1 - Saddle-type electric vehicle - Google Patents

Saddle-type electric vehicle Download PDF

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Publication number
WO2020066208A1
WO2020066208A1 PCT/JP2019/026814 JP2019026814W WO2020066208A1 WO 2020066208 A1 WO2020066208 A1 WO 2020066208A1 JP 2019026814 W JP2019026814 W JP 2019026814W WO 2020066208 A1 WO2020066208 A1 WO 2020066208A1
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WO
WIPO (PCT)
Prior art keywords
battery
charging
state
seat
terminal
Prior art date
Application number
PCT/JP2019/026814
Other languages
French (fr)
Japanese (ja)
Inventor
広基 市川
歩 西宮
敬文 山口
石川　淳
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to DE112019004859.7T priority Critical patent/DE112019004859T5/en
Priority to JP2020548017A priority patent/JPWO2020066208A1/en
Priority to CN201980062683.4A priority patent/CN112752706A/en
Publication of WO2020066208A1 publication Critical patent/WO2020066208A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/10—Arrangements of batteries for propulsion
    • B62J43/16—Arrangements of batteries for propulsion on motorcycles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J1/00—Saddles or other seats for cycles; Arrangement thereof; Component parts
    • B62J1/12—Box-shaped seats; Bench-type seats, e.g. dual or twin seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/20—Arrangements of batteries characterised by the mounting
    • B62J43/23—Arrangements of batteries characterised by the mounting dismounted when charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J9/00—Containers specially adapted for cycles, e.g. panniers or saddle bags
    • B62J9/10—Containers specially adapted for cycles, e.g. panniers or saddle bags integrated with the cycle
    • B62J9/12—Containers specially adapted for cycles, e.g. panniers or saddle bags integrated with the cycle in the fairing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J9/00—Containers specially adapted for cycles, e.g. panniers or saddle bags
    • B62J9/10—Containers specially adapted for cycles, e.g. panniers or saddle bags integrated with the cycle
    • B62J9/14—Containers specially adapted for cycles, e.g. panniers or saddle bags integrated with the cycle under the saddle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/10—Frames characterised by the engine being over or beside driven rear wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2202/00—Motorised scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a saddle-ride type electric vehicle.
  • Priority is claimed on Japanese Patent Application No. 2018-183890 filed on September 28, 2018, the content of which is incorporated herein by reference.
  • a saddle-ride type electric vehicle such as an electric motorcycle
  • a saddle-ride type electric vehicle in which a charging plug is stored under a seat
  • This saddle-ride type electric vehicle has a sensor for detecting opening and closing of a seat, and enables charging when the sensor detects a closed state of the seat. In this way, the occurrence of arc discharge at the time of insertion and removal of the charging plug is prevented.
  • the problem to be solved by the present invention is to provide a saddle-ride type electric vehicle that can prevent the battery removal operation when an arc discharge occurs.
  • a saddle-ride type electric vehicle includes a battery (100) for supplying power for traveling, a battery storage (64) for detachably storing the battery (100), and a battery storage (64).
  • a battery lid (8) provided to be openable and closable on the battery lid (64), a lid open / close detector (80) for detecting the open / closed state of the battery lid (8), and a battery lid (64) stored in the battery storage part (64).
  • a charger (325) for charging the battery (100); and a charging cord (245) connected to the charger (325) and connectable to an external power supply.
  • the lid open / close detection unit (80) detects an open state of the battery lid (8) in a state where the battery lid (8) is connected to an external power supply, the charging standby state is established, and the battery lid (8) Characterized in that the closed state is charged state when it is detected.
  • the battery (100) includes a semiconductor switch (101F, 102F).
  • the semiconductor switch ( 101F, 102F) When the open state of the battery lid (8) is detected, the semiconductor switch ( 101F, 102F) to be in an open state and the battery (100) to be in an unchargeable state.
  • the charging of the battery can be disabled by the semiconductor switch, so that the charging of the battery can be disabled without opening and closing the battery lid. Therefore, it is not necessary to perform the operation of opening the battery lid for disabling the charging of the battery.
  • a saddle-ride type electric vehicle includes a main switch (260) for switching between a traveling standby state and a charging standby state, and the charging cord is set in the charging standby state by the main switch (260). (245) is connected to an external power supply to be charged.
  • the battery storage section (64) is disposed below a seat (8) on which a passenger can sit, and the battery lid (8) is connected to the seat (8). ).
  • the seat and the battery lid on which the occupant can sit can also be used, so that the number of parts can be reduced.
  • the charger (325) and the batteries (101, 102) are configured to be able to exchange signals with the communication line (400).
  • the charger and the battery can communicate with each other. Therefore, even when a control unit is provided, signals can be exchanged between the charger and the battery without going through the control unit.
  • the operation of removing the battery when an arc discharge occurs can be prevented.
  • FIG. 1 is a left side view of a saddle-ride type electric vehicle according to an embodiment. It is the figure which removed the vehicle body cover etc. in FIG.
  • FIG. 2 is a top view showing a component arrangement in the vehicle body according to the embodiment. It is a perspective view at the time of a battery non-fixed state of the battery storage part which concerns on embodiment. It is a perspective view at the time of the battery fixed state of the battery storage part which concerns on embodiment.
  • FIG. 6 is a diagram showing a cross section along the line VI-VI in FIG. 4. It is the perspective view which looked at the opening and closing structure of the cable storage part concerning embodiment from the left rear.
  • 1 is a block diagram illustrating a control system for a saddle-ride type electric vehicle according to an embodiment. 4 is a flowchart illustrating an example of an operation in the ECU.
  • FIG. 1 shows a unit swing type motorcycle 1 as an example of a saddle-ride type electric vehicle.
  • a motorcycle 1 includes a front wheel 3 steered by a steering wheel 2, and a rear wheel 4 driven by a power unit 10 including a power source.
  • the front wheel 3 is rotatably supported by a pair of left and right front forks 6.
  • the motorcycle may be simply referred to as “vehicle”.
  • the motorcycle 1 of the embodiment is a scooter-type vehicle having a step floor 9 on which a rider seated on a seat 8 on which a rider (occupant) can sit is placed his / her feet.
  • the steering system components including the steering wheel 2 and the front wheel 3 are pivotally supported by a head pipe 12 at the front end of the vehicle body frame 11.
  • the outer periphery of the body frame 11 is covered with a body cover 5.
  • the body frame 11 is formed by integrally joining a plurality of types of steel materials by welding or the like.
  • the vehicle body frame 11 includes a head pipe 12 located at a front end thereof, a pair of left and right upper frames 13 extending obliquely rearward and downward from the head pipe 12, and a lower slope of the head pipe 12 than the left and right upper frames 13.
  • a pair of left and right down frames 14 extending downward, extending substantially horizontally rearward from the lower end thereof, and extending obliquely rearward and upward from the rear end thereof, and extending obliquely rearward and upward from the upper and lower middle portions of the left and right upper frames 13.
  • a pair of left and right rear upper frames 15 which are connected to the rear upper ends of the left and right down frames 14 and extend obliquely rearward and upward from the connection portions, and extend obliquely rearward and upward from the rear portions of the down frames 14 to the rear portions of the rear upper frames 15. And a rear lower frame 16 to be connected.
  • the power unit 10 includes a driving motor 30 serving as a driving source disposed on the left side of the rear wheel 4, a power transmission mechanism 35 capable of driving the rear wheel 4 with power obtained from the motor 30, a motor 30 and a power transmission mechanism.
  • 35 is a swing type power unit integrating the swing frame 20 that supports the swing power unit 35.
  • the axle of the rear wheel 4 is provided at the rear end of the power unit 10.
  • the power obtained from the motor 30 is transmitted to the axle of the rear wheel 4 via the power transmission mechanism 35, so that the rear wheel 4 is driven and the vehicle runs.
  • reference symbol CR indicates a central axis (rear wheel axis) of the axle of the rear wheel 4 which is an axis parallel to the vehicle width direction.
  • a lower front part of the power unit 10 is supported by a lower rear part of the body frame 11 via a link mechanism 19 so as to be able to swing up and down. Between the rear end of the power unit 10 and the rear upper frame 15, a pair of left and right rear cushions 7 for damping the swing of the power unit 10 are stretched.
  • a fender structure 50A that supports a fender 50 disposed above and behind the rear wheel 4 with a fender stay 40 extending rearward of the vehicle from near the axle of the rear wheel 4 is provided behind the vehicle.
  • the fender structure 50A has a cantilever structure in which only the left side of the fender 50 is fixed to the fender stay 40.
  • the vehicle is provided with a protective cover 85 that covers the power accommodating portion in which the motor 30 is accommodated from the outside in the vehicle width direction, and a tail lamp 54 provided at the rear end of the vehicle body cover 5.
  • a center stand 28 is provided below the protective cover 85, and a rear brake 29 is provided behind the power unit 10.
  • a battery 100 for supplying electric power to the motor 30 is mounted below the seat 8 (see FIG. 1).
  • the battery 100 includes two front and rear unit batteries 101 and 102 (front and rear batteries 101 and 102).
  • the front and rear batteries 101 and 102 have the same configuration.
  • the front and rear batteries 101 and 102 have a rectangular column shape (for example, a square shape) and a prismatic shape (a rectangular parallelepiped shape) extending in the longitudinal direction.
  • the front and rear batteries 101 and 102 are arranged such that the front and rear sides of the cross-sectional shape are along the vehicle width direction, and the left and right sides are along the front and rear direction.
  • the front and rear batteries 101 and 102 are inclined in parallel with each other, and are arranged with a space between the front and rear surfaces.
  • the battery 100 generates a predetermined high voltage (for example, 48 V to 72 V) by connecting a plurality of front and rear batteries 101 and 102 in series.
  • each of the front and rear batteries 101 and 102 is configured by a lithium ion battery as an energy storage that can be charged and discharged.
  • the front and rear batteries 101 and 102 are inserted into and removed from the battery cases 103 and 104 fixed to the vehicle body (case support structure 110) from above.
  • the vehicle body frame 11 is provided with a battery storage unit 64, and the batteries 101 and 102 are stored in the battery storage unit 64.
  • the battery cases 103 and 104 are provided with battery insertion / removal openings that open upward.
  • lock mechanisms 103a and 104a are provided around each battery insertion / removal opening, respectively, for restricting the front and rear batteries 101 and 102 inserted into the case from being detached upward.
  • the front and rear batteries 101 and 102 are accommodated in the battery cases 103 and 104 so as to be able to be taken in and out by sliding obliquely from the battery insertion opening into the battery cases 103 and 104.
  • the front and rear batteries 101 and 102 are obliquely inserted into and removed from the battery cases 103 and 104, a part of the weight of the front and rear batteries 101 and 102 is supported by the walls of the battery cases 103 and 104.
  • the unit battery 101 located on the front side is also referred to as “front battery 101”, and the unit battery 102 located on the rear side is also referred to as “rear battery 102”.
  • the battery case 103 that houses the front battery 101 is also referred to as a “front battery case 103”, and the battery case 104 that houses the rear battery 102 is also referred to as a “rear battery case 104”.
  • Battery side connection terminals are provided at the lower ends of the front and rear batteries 101 and 102, respectively.
  • Case-side connection terminals (not shown) for detachably connecting the battery-side connection terminals are provided on the bottom wall portions of the front and rear battery cases 103 and 104.
  • the case-side connection terminals are recessed below the bottom wall portions of the front and rear battery cases 103 and 104 before the locking operation of the lock mechanisms 103a and 104a.
  • the front and rear batteries 101 and 102 can be inserted into and removed from the front and rear battery cases 103 and 104.
  • the front and rear batteries 101 and 102 are simply inserted into the front and rear battery cases 103 and 104, the battery-side connection terminal and the battery It is not connected to the case side connection terminal.
  • the lock mechanisms 103a and 104a are locked, so that the case-side connection terminals protrude above the bottom wall portions of the front and rear battery cases 103 and 104. I do. Thereby, the battery side connection terminal and the case side connection terminal are connected. The locking operation and the terminal connection can be performed for each of the front and rear batteries 101 and 102.
  • the front and rear batteries 101 and 102 are attached to and detached from the vehicle body without tools.
  • the front and rear batteries 101 and 102 are detachable from the vehicle body with the seat 8 open.
  • the front and rear batteries 101 and 102 cannot be attached to or detached from the vehicle body with the seat 8 closed.
  • the front and rear batteries 101 and 102 are detachable and non-removable from the vehicle body by opening and closing the seat 8 (see FIG. 1), which is a battery lid provided in the battery housing 64 so as to be openable and closable. Is switched.
  • a seat open / close detection unit 80 In the vicinity of the seat 8, a seat open / close detection unit 80 (see FIG. 8), which is a lid open / close detection unit that detects the open / close state of the seat 8, is provided.
  • the front and rear batteries 101 and 102 are mobile batteries that can be attached to and detached from the vehicle body.
  • the front and rear batteries 101 and 102 can be charged by a charger outside the vehicle, or can be used as a power source for an external device as a mobile battery.
  • the front and rear batteries 101 and 102 can be used independently.
  • the battery 100 is disposed forward of the motor 30 in the vehicle front-rear direction. 3, the battery 100 is arranged at a position avoiding the motor 30.
  • the front and rear batteries 101 and 102 are arranged so as to straddle the left and right center line CL of the vehicle body.
  • the center in the vehicle width direction of the front and rear batteries 101 and 102 coincides with the vehicle body left-right center line CL.
  • the motorcycle 1 includes a pair of left and right step floors 9 on which a driver sitting on a seat 8 places his / her feet, a center tunnel CT extending between the left and right step floors 9 in the vehicle front-rear direction, and a center tunnel CT. And a front body FB connected to the front of the left and right step floor 9 and a rear body RB connected to the center tunnel CT and the rear of the left and right step floor 9.
  • the center tunnel CT is provided forward of the front end of the seat 8 and below the handle 2.
  • the center tunnel CT protrudes above the step floor 9.
  • the center tunnel CT extends behind the front body FB with the upper surface inclined downward and rearward.
  • the center tunnel CT is connected to the rear body RB by curving the rear side of the upper surface part upward.
  • the motorcycle 1 is provided with the center tunnel CT on the step floor 9 so that the center tunnel CT can be sandwiched between the left and right feet while allowing the occupant's foot placement position to have a degree of freedom. Therefore, comfort around the feet of the occupant and controllability of the vehicle body are ensured.
  • a straddling space is formed above the center tunnel CT so that the occupant can easily straddle the vehicle body.
  • the seat 8 has a front lower end connected to the vehicle body via a hinge shaft extending in the vehicle width direction (left-right direction).
  • the seat 8 opens and closes the upper part of the rear body RB by rotating up and down around the hinge axis.
  • the seat 8 is in a closed state in which the upper part of the rear body RB is closed (see FIG. 1), the occupant can sit on the seat 8.
  • the seat 8 is in an open state in which the upper part of the rear body RB is opened, it becomes possible to access articles and spaces below the seat 8.
  • the seat 8 can be locked in a closed state.
  • FIG. 4 is a perspective view of the battery storage unit according to the embodiment when the battery is not fixed
  • FIG. 5 is a perspective view of the battery storage unit according to the embodiment when the battery is fixed
  • FIG. 6 is a view showing a cross section along the line VI-VI in FIG.
  • the front and rear batteries 101 and 102 have terminal portions 41 in the depressions on the lower surfaces thereof.
  • the terminal portion 41 is disposed on the lower surface near the front of each of the front and rear batteries 101 and 102.
  • the terminal portion 41 is electrically connected to a power drive unit 321 (see FIG. 8) and a control unit (not shown) through a case-side connection terminal 43 provided in the battery storage portion 64.
  • the terminal unit 41 supplies the battery voltage to the motor 30 via the power drive unit 321 and outputs information (information such as voltage and temperature) of the front and rear batteries 101 and 102 to the control unit.
  • the battery housing section 64 includes battery cases 103 and 104 for housing the front and rear batteries 101 and 102, a case-side connection terminal 43 connected to the terminal section 41 of the front and rear batteries 101 and 102 when the front and rear batteries 101 and 102 are housed, A terminal displacement mechanism 45 for displacing the side connection terminal 43 between a connection position J1 (see FIG.
  • a lock mechanism 103a, 104a capable of fixing and holding the front and rear batteries 101, 102 to the battery cases 103, 104, a switchable state of the lock mechanisms 103a, 104a between a battery fixed state and a battery non-fixed state, and a terminal displacement mechanism 45.
  • an operable operation lever 44 operation member
  • the case-side connection terminal 43 is set to the retracted position J2. At a position away from the terminal portion 41 in the direction of entry (downward) of the battery 101 (102).
  • the terminal unit 41 of the battery 101 (102) controls a pair of high-voltage terminals 47 that output the power of the battery 101 (102) to the power drive unit 321 and controls various information of the battery 101 (102). It has a plurality of signal terminals 48 for outputting to the unit.
  • the case-side connection terminal 43 is fitted to a pair of high-voltage terminal pins 140 that can be fitted and connected to the high-voltage terminal 47 on the battery 101 (102) side, and fitted to the signal terminal 48 on the battery 101 (102) side. It has a plurality of signal terminal pins 141 that can be connected.
  • the high-voltage terminal pins 140 and the signal terminal pins 141 are arranged side by side in a row along the vehicle width direction.
  • the high-voltage terminal pins 140 are arranged outside the plurality of signal terminal pins 141 in the vehicle width direction.
  • Each of the high-voltage terminal pins 140 arranged on both sides in the vehicle width direction has a height at an upper end portion higher than a height at an upper end portion of the signal terminal pin 141. Therefore, when the case-side connection terminal 43 is displaced from the retracted position J2 to the connection position J1 integrally with the terminal support block 139, the high-voltage terminal pin 140 is connected to the terminal portion on the battery 101 (102) earlier than the signal terminal pin 141. Touch 41.
  • a cable connection wall 143 for connecting a power cable 142 (electric wire) to the high-voltage terminal pin 140, and a signal for connecting a signal line 144 (electric wire) to the signal terminal pin 141.
  • a line connection 145 is provided.
  • the cable connection walls 143 are arranged outside the signal line connection portion 145 in the vehicle width direction.
  • a bolt 146 for connecting the metal conductor of the power cable 142 to the high-voltage terminal pin 140 is fastened to the cable connection wall 143 from the outside in the vehicle width direction. The bolts 146 electrically connect the power cable 142 to the high-voltage terminal pins 140 and physically and firmly connect and fix them.
  • the cable support bracket 201 is attached to the terminal support block 139.
  • the power cable 142 and the signal line 144 bundled by the clamp device 202 are held by the cable support bracket 201.
  • the cable support bracket 201 is supported by a stay (not shown) projecting downward from a lower end of the terminal support block 139 on one side in the vehicle width direction. After extending downward from the terminal support block 139 side, the cable support bracket 201 is curved in a substantially J-shape in the vehicle width direction so as to be along the drawing direction of the power cable 142 and the signal line 144.
  • the clamp device 202 is supported on the distal end side of the curved portion of the cable support bracket 201. The lower end of the cable support bracket 201 and the clamp device 202 are located below the cable connection wall 143 and the signal line connection portion 145 of the terminal support block 139.
  • a pair of guide protrusions 147 which are case-side guides, project upward from the terminal support block 139 at positions outside the case-side connection terminals 43 in the vehicle width direction.
  • the guide projection 147 is formed in a substantially columnar shape as a whole, and is provided with a spherical curved surface or a tapered tapered surface at its tip.
  • the left and right guide projections 147 protrude above the upper ends of the high-voltage terminal pins 140 and the signal terminal pins 141 of the case-side connection terminal 43.
  • a pair of guide holes 148 capable of receiving the left and right guide projections 147 on the terminal support block 139 side are provided on the lower surface of the battery 100 (101).
  • the guide hole 148 forms a battery-side guide portion.
  • the guide protrusion 147 is inserted into the guide hole 148 before the case-side connection terminal 43 comes into contact with the terminal portion 41 of the battery 100 (101).
  • the distance L1 between the guide protrusion 147 and the contact portion of the guide hole 148 is equal to the case-side connection terminal 43 and the battery 100.
  • the distance is set to be shorter than the separation distance L2 of the terminal portion 41 of (101).
  • the upper end of the guide projection 147 which is the guide end of the guide projection 147 in the battery direction, is formed above the upper end (battery side) of the high-voltage terminal pin 140, which is the terminal end of the case-side connection terminal 43 in the battery direction. I have.
  • the center tunnel CT is provided with a cover inclined surface CS that is inclined so as to be positioned lower toward the rear with respect to the ground contact surface.
  • the center tunnel CT is provided with a lid member 240 that can open and close the cord storage section 230.
  • the cord storage section 230 has a box shape that opens upward.
  • the storage space 230 s in which the storage space 230 s is formed in the code storage section 230 can store the charging cord 245 and articles other than the charging cord 245. For example, in a state where the charging cord 245 is stored in the cord storage unit 230, other articles can be stored together in the code storage unit 230.
  • the cord storage section 230 is provided with a code drawing section that allows the charging cord 245 to be drawn into the inside of the code storage section 230.
  • the cord lead-out portion is a hole that opens the left wall of the cord storage portion 230 in the vehicle width direction.
  • the lid member 240 is disposed above the center tunnel CT. This makes it easy to visually confirm the open / closed state of the lid member 240. In addition, the opening and closing operation of the lid member 240 can be easily performed.
  • a solid line indicates when the lid member 240 is in the closed state
  • a two-dot chain line indicates when the lid member 240 is in the open state.
  • the cover inclined surface CS is substantially flush with the upper surface of the lid member 240.
  • a PDU (Power Driver Unit) 321 and an ECU (Electric Control Unit) 322 constitute a PCU 320 which is an integrated control unit. Electric power from the battery 100 is supplied to a PDU 321 as a motor driver via a contactor 324 linked to the main switch 260. The power from the battery 100 is converted from DC to three-phase AC by the PDU 321 and then supplied to the motor 30 that is a three-phase AC motor.
  • the ECU 322 enters a traveling standby state when the main switch 260 is turned on. In the traveling standby state, charging of the battery 100 is disabled.
  • the ECU 322 enters a charge standby state in which the battery 100 can be charged when the main switch 260 is turned off.
  • the main switch 260 transmits an ON signal to the ECU 322 when it is ON, and transmits an OFF signal to the ECU 322 when it is OFF.
  • the output voltage from the battery 100 is stepped down through the DC-DC converter 326, and is used for charging the sub-battery 327 having a rating of 12V.
  • the sub-battery 327 supplies electric power to general electric components such as lighting devices and control system components such as the ECU 322. By mounting the sub-battery 327, various electromagnetic locks and the like can be operated even when the battery 100 (hereinafter, also referred to as “main battery 100”) is removed.
  • the sub-battery 327 When the main battery 100 is connected, the sub-battery 327 is charged via the DC-DC converter 326. Therefore, the sub-battery 327 is charged by running the vehicle with the main battery 100 attached. . Therefore, it is possible to prevent the general electric components and the control system components from becoming inoperable due to the power reduction of the sub-battery 327.
  • the PDU 321 includes a bridge circuit using a plurality of switching elements such as transistors and an inverter including a smoothing capacitor and the like.
  • the PDU 321 controls the energization of the stator winding of the motor 30.
  • the motor 30 performs a power running operation in accordance with the control by the PDU 321 to drive the vehicle.
  • the battery 100 is charged by the charger 325 connected to an external power supply while being mounted on the vehicle body.
  • the battery 100 (the front and rear batteries 101 and 102) can be charged by a charger outside the vehicle in a state where the battery 100 is removed from the vehicle body.
  • Each of the front and rear batteries 101 and 102 includes BMUs (Battery Management Units) 101a and 102a for monitoring charge / discharge status, temperature, and the like.
  • Information monitored by each of the BMUs 101a and 102a is shared by the ECU 322 when the front and rear batteries 101 and 102 are mounted on the vehicle body.
  • Output request information from the accelerator sensor 329 is input to the ECU 322.
  • the ECU 322 controls the driving of the motor 30 via the PDU 321 based on the input output request information.
  • the ECU 322 controls charging and discharging of the battery 100 by controlling the battery 100.
  • the ECU 322 switches between supplying power to the battery 100 and discharging from the battery 100 by controlling the contactor 324 and the relay 262.
  • Each of the front and rear batteries 101 and 102 includes field effect transistors (hereinafter referred to as “FETs”) 101F and 102F, which are semiconductor switches for switching ON / OFF of charging.
  • FETs field effect transistors
  • the ECU 322 transmits a close signal to the FETs 101F and 102F to close the FETs 101F and 102F to make each of the front and rear batteries 101 and 102 chargeable, and transmits an open signal to open the FETs 101F and 102F.
  • Each of the front and rear batteries 101 and 102 is set to a state in which charging is impossible.
  • the charging cord 245 When the charging cord 245 is connected to an external power supply via a charging plug provided in the charging cord 245 in the chargeable state, the front and rear batteries 101 and 102 are charged. Further, when the charging is not possible, the front and rear batteries 101 and 102 are not charged even if the charging cord 245 is connected to an external power supply.
  • the first diode 271 rectifies the current flowing between the high-potential terminal 325P of the charger 325 and the high-potential terminal 101P of the front battery 101.
  • the first diode 271 allows a current to flow from the high-potential terminal 325P of the charger 325 to the high-potential terminal 101P of the front battery 101.
  • the second diode 272 rectifies the current flowing between the high-potential terminal 325P of the charger 325 and the high-potential terminal 102P of the rear battery 102.
  • the second diode 272 allows a current to flow from the high-potential terminal 325P of the charger 325 to the high-potential terminal 102P of the rear battery 102.
  • the current flowing through the first diode 271 and the current flowing through the second diode 272 are different from each other.
  • the polarities of the high-potential terminal 325P of the charger 325, the high-potential terminal 101P of the front battery 101, and the high-potential terminal 102P of the rear battery 102 are the same.
  • the polarity of each of the high-potential terminal 325P of the charger 325, the high-potential terminal 101P of the front battery 101, and the high-potential terminal 102P of the rear battery 102 is positive.
  • the first diode 271 corresponding to the front battery 101 and the second diode 272 corresponding to the rear battery 102 are provided so as to protect each part from the following events. Since the first diode 271 and the second diode 272 are provided, current flows from the high potential terminal 101P of the front battery 101 and the high potential terminal 102P of the rear battery 102 to the high potential terminal 325P of the charger 325, respectively. To prevent backflow.
  • the provision of the first diode 271 prevents the front battery 101 from being short-circuited when the batteries 100 are connected in series.
  • the first diode 271 and the second diode 272 are provided in opposite directions in the conductors 281 and 282 connecting the high-potential side terminal 101P of the front battery 101 and the high-potential side terminal 102P of the rear battery 102, respectively. When one of the front battery 101 and the rear battery 102 is short-circuited, the other is prevented from being short-circuited.
  • the contactor 324 interrupts the connection between the low potential side terminal 101N of the front battery 101 and the high potential side terminal 101P of the rear battery 102.
  • contactor 324 connects between low potential side terminal 101N of front battery 101 and high potential side terminal 102P of rear battery 102 in the conductive state.
  • the contactor 324 connects the batteries 100 in series in a conductive state, and disconnects the series connection of the batteries 100 in a disconnected state.
  • the period in which the contactor 324 is in the cutoff state includes at least a period in which the charger 325 supplies power to the battery 100.
  • the relay 262 interrupts the connection between the low potential side terminal 101N of the front battery 101 and the low potential side terminal 102N of the rear battery 102.
  • relay 262 connects between low potential side terminal 101N of front battery 101 and low potential side terminal 102N of rear battery 102 in the conductive state.
  • the period in which relay 262 is on includes at least a period in which charger 325 supplies power to battery 100.
  • Both ends of the battery 100 connected in series are connected to the PDU 321 respectively.
  • front battery 101 and rear battery 102 in battery 100 are connected in series or connected in parallel.
  • the diodes 271 and 272, the relay 262, and the connection portion (branch points P1 to P4) are included in the junction box 323.
  • Each part of the drive system of the electric circuit includes a first conductor 281, a second conductor 282, a third conductor 283, a fourth conductor 284, a fifth conductor 285, a sixth conductor 286, a seventh conductor 287, and an eighth conductor 288.
  • the conductors are electrically connected as follows.
  • the high potential side terminal 101P of the front battery 101 and the high potential side terminal 325P of the charger 325 are electrically connected by the first conductor 281.
  • the first diode 271 is inserted in the first conductor 281.
  • the cathode of the first diode 271 is connected to the high potential terminal 101P of the front battery 101
  • the anode of the first diode 271 is connected to the high potential terminal 325P of the charger 325.
  • a first branch point P1 is provided between the anode of the first diode 271 and the high potential side terminal 325P of the charger 325.
  • the second branch 282 electrically connects the first branch point P1 to the high-potential-side terminal 102P of the rear battery 102.
  • the second diode 272 is inserted in the second conductor 282.
  • the cathode of the second diode 272 is connected to the high potential terminal 102P of the rear battery 102
  • the anode of the second diode 272 is connected to the high potential terminal 325P of the charger 325 via the first branch point P1.
  • a second branch point P2 is provided between the cathode of the second diode 272 and the high-potential terminal 102P of the rear battery 102.
  • the third conductor 283 electrically connects the second branch point P2 to the low potential side terminal 101N of the front battery 101.
  • the contact of the contactor 324 is interposed in the third conductor 283.
  • the third conductor 283 is provided with a third branch point P3.
  • the position of the third branch point P3 is between the contactor 324 and the low potential side terminal 101N of the front battery 101.
  • the fourth conductor 284 electrically connects the third branch point P3 to the low-potential side terminal 325N of the charger 325.
  • the contact of the relay 262 is inserted into the fourth conductor 284.
  • the fourth conductor 284 electrically connects the low-potential terminal (102N) of the lower-potential battery (rear battery 102) and the low-potential terminal 325N of the charger 325 among the batteries connected in series. Have been.
  • a fourth branch point P4 is provided between the cathode of the first diode 271 and the high-potential-side terminal 101P of the front battery 101.
  • the fifth conductor 285 electrically connects the fourth branch point P4 to the high potential side terminal of the PDU 321.
  • the sixth conductor 286 electrically connects the fourth branch point P4 to the high potential side terminal 326P of the DC-DC converter 326.
  • the seventh conductor 287 connects the low potential side terminal of the PDU 321 to the low potential side terminal 325N of the charger 325.
  • the eighth conductor 288 connects the low potential side terminal 326N of the DC-DC converter 326 to the low potential side terminal 325N of the charger 325.
  • the electric circuit may include a connection of a monitoring control system indicated by a broken line in the drawing in addition to the connection of the drive system.
  • the electric circuit may include the ECU 322.
  • the ECU 322 acquires the state of the battery 100 from each of the BMUs 101a and 102a. For example, the BMUs 101a and 102a transmit a charging signal to the ECU 322 when the front and rear batteries 101 and 102 are charging, and transmit a discharging signal to the ECU 322 when the front and rear batteries 101 and 102 are discharging.
  • the ECU 322 detects a user operation from the accelerator sensor 329 or the like.
  • the ECU 322 controls the contactor 324, the relay 262, and the PDU 321 based on the collected information.
  • the ECU 322 when charging the battery 100 with the electric power from the charger 325, the ECU 322 turns off the contactor 324 and turns on the relay 262.
  • the front battery 101 and the rear battery 102 are connected in parallel, power from the charger 325 is supplied to the front battery 101 and the rear battery 102.
  • the PDU 321 can be supplied with power from the charger 325.
  • the voltage from the charger 325 to the PDU 321 is the same as the voltage applied between the terminals of the front battery 101.
  • the ECU 322 sets the contactor 324 to the conductive state and sets the relay 262 to the cutoff state.
  • the front battery 101 and the rear battery 102 supply power to the PDU 321.
  • the first diode 271 is reverse-biased. Due to the reverse bias, the voltage of the high-potential terminal 101P of the front battery 101 (for example, 96 V) is not applied to the high-potential terminal 102P of the rear battery 102 and the high-potential terminal 325P of the charger 325.
  • the ECU 322 also functions as a control unit that controls the vehicle based on the detection result of the seat opening / closing detection unit 80.
  • the seat open / close detection unit 80 indicates the open / closed state of the seat 8 and transmits an open / closed state signal to the ECU 322.
  • the ECU 322 detects whether the seat 8 is open or closed based on the open / closed state signal transmitted by the seat open / closed detection unit 80.
  • the ECU 322 transmits an open signal to the FETs 101F and 102F provided in the front and rear batteries 101 and 102, and makes the front and rear batteries 101 and 102 unchargeable.
  • the ECU 322 When the ECU 322 detects the closed state of the seat 8 based on the open / closed state signal transmitted by the seat open / closed detection unit 80, the ECU 322 transmits a closed signal to the FETs 101F and 102F provided in the front and rear batteries 101 and 102, respectively. Then, the front and rear batteries 101 and 102 are set in a chargeable state.
  • the front and rear batteries 101 and 102 and the charger 325 are connected by a communication line (CAN) 400. For this reason, the front and rear batteries 101 and 102 and the charger 325 can directly transmit and receive signals via the communication line 400 without passing through the ECU 322.
  • CAN communication line
  • FIG. 9 is a flowchart illustrating an example of the operation of the ECU.
  • the ECU 322 determines whether or not the vehicle is in a traveling standby state or a traveling state as shown in FIG. 9 (Step S11).
  • the EUC 322 determines that the vehicle is in the traveling standby state or the traveling state when receiving the ON signal transmitted from the main switch 260, and is in the charging standby state or the charging state (charging) when receiving the OFF signal. Is determined.
  • step S11 If it is determined that the vehicle is in the traveling standby state or the traveling state (step S11: YES), the ECU 322 repeats the processing of step S11.
  • the ECU 322 determines whether or not the vehicle is in the charging standby state (step S12). If the charging signal is not transmitted from the BMUs of the front and rear batteries 101 and 102, and it is determined that the front and rear batteries 101 and 102 are in the charging standby state (step S12: YES), the ECU 22 transmits the signal by the seat opening / closing detection unit 80. It is determined whether or not the seat 8 is in the closed state based on the closed signal (step S13). The ECU 22 determines whether or not the seat 8 is in the closed state based on the closing signal transmitted by the seat opening / closing detection unit 80.
  • the ECU 322 determines that the seat 8 is in the closed state based on the open / closed state signal transmitted by the seat open / closed detection unit 80 (step S13: YES)
  • the ECU 322 sends a close signal for closing the FETs 101F and 102F to the front and rear batteries 101. , 102, the FETs 101F, 102F are closed (step S14), and the front and rear batteries 101, 102 are brought into a chargeable state.
  • the front and rear batteries 101 and 102 are in a chargeable state, the front and rear batteries 101 and 102 are charged by connecting the charging cord 245 provided on the charging cord 245 to an external power supply (step S15).
  • step S13 If it is determined in step S13 that the seat 8 is not in the closed state (is in the open state) based on the open / close state signal transmitted by the sheet open / close detection unit 80 (step S13: NO), The ECU 322 transmits an open signal to open the FETs 101F and 102F to the front and rear batteries 101 and 102, opens the FETs 101F and 102F (step S16), and makes the front and rear batteries 101 and 102 unchargeable. Even if the charging cord 245 is connected to an external power supply while the front and rear batteries 101 and 102 are in a state where charging is impossible, the front and rear batteries 101 and 102 are not charged. Thus, the processing illustrated in FIG. 9 ends.
  • step S12 determines in step S12 that the vehicle is not in the charging standby state (step S12: NO)
  • the charging cord 245 is connected to the external power supply, and the front and rear batteries 101 and 102 are being charged.
  • Step S17 the ECU 22 determines whether or not the seat 8 is in the closed state based on the closing signal transmitted by the seat opening / closing detection unit 80 (Step S18).
  • step S18 when it is determined that the seat 8 is not in the open state (step S18: NO), the ECU 322 does not transmit the open signal to the FETs 101F and 102F and keeps the FETs 101F and 102F closed. Thus, the ECU 322 continues charging the front and rear batteries 101 and 102 (step S19).
  • the ECU 322 determines whether or not the amount of charge for the batteries 101 and 102 has reached the expected amount of charge (step S20). If it is determined that the charge amount for the batteries 101 and 102 has reached the expected charge amount (step S20: YES), the ECU 322 transmits an open signal to the FETs 101F and 102F and ends the charge (step S21). Thereafter, the ECU 322 ends the processing shown in FIG. If it is determined that the charge amounts for the batteries 101 and 102 have not reached the expected charge amount (step S20: YES), the ECU 322 ends the processing shown in FIG. 9 without transmitting an open signal to the FETs 101F and 102F. .
  • step S19 when it is determined that the seat is in the open state (step S19: YES), the ECU 322 transmits an open signal to the FETs 101F and 102F to open the FETs 101F and 102F (step S22). Thus, the ECU 322 stops charging the front and rear batteries 101 and 102 (step S22). Thereafter, the processing illustrated in FIG. 9 ends.
  • the motorcycle 1 of the above embodiment is mounted on the motorcycle 1 when the seat 8 serving as the lid of the battery 100 is in the closed state with the charging cord 245 connected to the external electrode.
  • the charging state for charging the battery 100 is established.
  • the seat 8 serving as the lid of the battery storage unit 64 that stores the battery 100 is in an open state in a state where the charging cord 245 is connected to the external electrode, the motorcycle 100 is not charged.
  • the battery 8 is closed, the charging standby state starts. For this reason, when the seat 8 is in the open state and the user such as an occupant can remove the battery 100 from the motorcycle 1, the battery 100 is not charged. Therefore, it is possible to prevent the battery 100 from being removed when the arc discharge occurs when the battery 100 is charged.
  • the battery lid serving as the lid of the battery storage portion 64 for storing the battery 100 is formed of the sheet 8, it is possible to contribute to a reduction in the number of components.
  • the switching between the charging state and the charging standby state of the motorcycle 1 is performed by the FETs 101F and 102F provided in the battery 100 (101 and 102). Therefore, it is possible to switch between the charging state and the charging standby state without opening the seat 8. Therefore, it is not necessary to perform the operation of opening the seat 8 to put the motorcycle 1 in the charging standby state.
  • the switching between the charging standby state and the traveling standby state of the motorcycle 1 is performed by the main switch 260. Therefore, charging the battery 100 can be started only by connecting the charging cord 245 to an external power supply. Therefore, the battery 100 can be charged with a simple operation.
  • the front and rear batteries 101 and 102 and the charger 325 are connected by the communication line 400. For this reason, the front and rear batteries 101 and 102 and the charger 325 can directly transmit and receive signals via the communication line 400 without passing through the ECU 322.
  • the saddle-ride type electric vehicle of the present invention is not limited to a motorcycle, but also includes a saddle-ride type three-wheeled vehicle having two front wheels and one rear wheel, and a four-wheeled vehicle.

Abstract

This saddle-type electric vehicle is provided with a battery (100) which supplies power for travel, a battery housing unit which removably houses the battery (100), a seat which is disposed so as to be able to open and close the battery housing unit, a seat opening/closing detection unit (80) which detects the open/closed state of the seat, a charger (325) which charges the battery (100) in a state housed in the battery housing unit, and a charging cord which is connected to the charger (325) and which can connect to an external power supply. In a state in which the charging cord is connected to the external power supply, a charging standby state is assumed when the open state of the seat has been detected in the seat opening/closing detection unit (80), and a charging state is assumed when the closed state of the seat has been detected.

Description

鞍乗型電動車両Saddle-type electric vehicle
　本発明は、鞍乗型電動車両に関する。
　本願は、２０１８年９月２８日に、日本に出願された特願２０１８－１８３８９０に基づき優先権を主張し、その内容をここに援用する。 The present invention relates to a saddle-ride type electric vehicle.
Priority is claimed on Japanese Patent Application No. 2018-183890 filed on September 28, 2018, the content of which is incorporated herein by reference.
　電動式の二輪車等の鞍乗型電動車両において、シートの下に充電プラグを収納した鞍乗型電動車両がある（例えば、特許文献１参照）。この鞍乗型電動車両は、シートの開閉を検知するセンサを有し、シートが閉じた状態をセンサが検知したときに充電が可能とする。こうして、充電プラグの抜き差し時にアーク放電が生じすることを防止している。 に お い て In a saddle-ride type electric vehicle such as an electric motorcycle, there is a saddle-ride type electric vehicle in which a charging plug is stored under a seat (for example, see Patent Document 1). This saddle-ride type electric vehicle has a sensor for detecting opening and closing of a seat, and enables charging when the sensor detects a closed state of the seat. In this way, the occurrence of arc discharge at the time of insertion and removal of the charging plug is prevented.
特許第５９６４３２３号公報Japanese Patent No. 5964323
　また、車体に取り付けたバッテリに対して充電可能とあるとともに、車体に対してバッテリを取り外し可能とし、例えば車体から取り外されたバッテリに充電できるようにした鞍乗型電動車両がある。この鞍乗型電動車両では、車体に取り付けたバッテリに充電を行い、アーク放電が発生するときに、バッテリを取り外そうとしてしまうことが考えられるが、アーク放電発生時のバッテリの取り外し作業は防止することが望まれる。 There is also a straddle-type electric vehicle in which the battery attached to the vehicle body can be charged and the battery can be removed from the vehicle body, for example, so that the battery removed from the vehicle body can be charged. In this saddle-ride type electric vehicle, it is conceivable that the battery mounted on the vehicle body is charged and the battery is removed when an arc discharge occurs, but the work of removing the battery when the arc discharge occurs is prevented. It is desired to do.
　本発明が解決しようとする課題は、アーク放電発生時のバッテリの取り外し作業を防止できる鞍乗型電動車両を提供することである。 The problem to be solved by the present invention is to provide a saddle-ride type electric vehicle that can prevent the battery removal operation when an arc discharge occurs.
　本発明の一形態の鞍乗型電動車両は、走行用の電力を供給するバッテリ（１００）と、前記バッテリ（１００）を着脱可能に収納するバッテリ収納部（６４）と、前記バッテリ収納部（６４）に開閉可能に設けられたバッテリリッド（８）と、前記バッテリリッド（８）の開閉状態を検出するリッド開閉検出部（８０）と、前記バッテリ収納部（６４）に収納された状態の前記バッテリ（１００）に充電する充電器（３２５）と、前記充電器（３２５）に接続されるとともに、外部電源に接続可能な充電コード（２４５）と、を備え、前記充電コード（２４５）を外部電源に接続した状態で、前記リッド開閉検出部（８０）において、前記バッテリリッド（８）の開状態が検出された場合に充電待機状態となり、前記バッテリリッド（８）の閉状態が検出された場合に充電状態となることを特徴とする。 A saddle-ride type electric vehicle according to one embodiment of the present invention includes a battery (100) for supplying power for traveling, a battery storage (64) for detachably storing the battery (100), and a battery storage (64). A battery lid (8) provided to be openable and closable on the battery lid (64), a lid open / close detector (80) for detecting the open / closed state of the battery lid (8), and a battery lid (64) stored in the battery storage part (64). A charger (325) for charging the battery (100); and a charging cord (245) connected to the charger (325) and connectable to an external power supply. When the lid open / close detection unit (80) detects an open state of the battery lid (8) in a state where the battery lid (8) is connected to an external power supply, the charging standby state is established, and the battery lid (8) Characterized in that the closed state is charged state when it is detected.
　上記の構成により、バッテリリッドが開状態にあるときには、充電待機状態となり、充電器からバッテリに対する充電が行われないようにされている。バッテリリッドが開状態になければ、バッテリの取り外し作業を行うことができないので、アーク放電発生時のバッテリの取り外し作業を防止できる。 に よ り With the above configuration, when the battery lid is in the open state, the charging standby state is set, and the charging of the battery from the charger is not performed. If the battery lid is not in the open state, the operation of removing the battery cannot be performed, so that the operation of removing the battery when arc discharge occurs can be prevented.
　本発明の一形態の鞍乗型電動車両は、前記バッテリ（１００）は半導体スイッチ（１０１Ｆ，１０２Ｆ）を備えており、前記バッテリリッド（８）の開状態が検出された場合に前記半導体スイッチ（１０１Ｆ，１０２Ｆ）を開状態として、前記バッテリ（１００）を充電不能状態とするように構成されている。 In one embodiment of the present invention, the battery (100) includes a semiconductor switch (101F, 102F). When the open state of the battery lid (8) is detected, the semiconductor switch ( 101F, 102F) to be in an open state and the battery (100) to be in an unchargeable state.
　上記構成により、半導体スイッチによってバッテリへの充電を不能状態とできるので、バッテリリッドの開閉を伴うことなくバッテリへの充電を不能状態とできる。したがって、バッテリへの充電を不能状態とするためのバッテリリッドを開状態とする作業を行わずに済ませることができる。 According to the above configuration, the charging of the battery can be disabled by the semiconductor switch, so that the charging of the battery can be disabled without opening and closing the battery lid. Therefore, it is not necessary to perform the operation of opening the battery lid for disabling the charging of the battery.
　本発明の一形態の鞍乗型電動車両は、走行待機状態と充電待機状態を切り替えるメインスイッチ（２６０）を備え、前記メインスイッチ（２６０）によって前記充電待機状態とされた状態で、前記充電コード（２４５）を外部電源に接続することによって充電状態となるように構成されている。 A saddle-ride type electric vehicle according to one aspect of the present invention includes a main switch (260) for switching between a traveling standby state and a charging standby state, and the charging cord is set in the charging standby state by the main switch (260). (245) is connected to an external power supply to be charged.
　上記構成により、充電待機状態にあるときには、充電コードを外部電源に接続するだけでバッテリに対する充電が開始されるので、簡易な作業でバッテリに対する充電を開始することができる。 According to the above configuration, in the charging standby state, charging of the battery is started only by connecting the charging cord to an external power supply, so that charging of the battery can be started with a simple operation.
　本発明の一形態の鞍乗型電動車両は、前記バッテリ収納部（６４）は搭乗者が着座可能なシート（８）の下に配置されており、前記バッテリリッド（８）は前記シート（８）であるように構成されている。 In the saddle-ride type electric vehicle according to one aspect of the present invention, the battery storage section (64) is disposed below a seat (8) on which a passenger can sit, and the battery lid (8) is connected to the seat (8). ).
　上記構成により、搭乗者が着座可能なシートとバッテリリッドを兼用できるので、部品点数の削減に寄与できる。 (4) With the above configuration, the seat and the battery lid on which the occupant can sit can also be used, so that the number of parts can be reduced.
　本発明の一形態の鞍乗型電動車両は、前記充電器（３２５）と前記バッテリ（１０１，１０２）とは通信線（４００）により信号の授受が可能であるように構成されている。 In the saddle riding type electric vehicle according to one embodiment of the present invention, the charger (325) and the batteries (101, 102) are configured to be able to exchange signals with the communication line (400).
　上記構成により、充電器とバッテリとが通信を行うことができるので、制御部を備える場合でも、その制御部を介することなく充電器とバッテリの間での信号の遣り取りを行うことができる。 (4) With the above configuration, the charger and the battery can communicate with each other. Therefore, even when a control unit is provided, signals can be exchanged between the charger and the battery without going through the control unit.
　本発明の鞍乗型電動車両によれば、アーク放電発生時のバッテリの取り外し作業を防止できる。 According to the straddle-type electric vehicle of the present invention, the operation of removing the battery when an arc discharge occurs can be prevented.
実施形態に係る鞍乗型電動車両の左側面図である。1 is a left side view of a saddle-ride type electric vehicle according to an embodiment. 図１において車体カバー等を取り外した図である。It is the figure which removed the vehicle body cover etc. in FIG. 実施形態に係る車体内の部品配置を示す上面図である。FIG. 2 is a top view showing a component arrangement in the vehicle body according to the embodiment. 実施形態に係るバッテリ収納部のバッテリ非固定状態のときの斜視図である。It is a perspective view at the time of a battery non-fixed state of the battery storage part which concerns on embodiment. 実施形態に係るバッテリ収納部のバッテリ固定状態のときの斜視図である。It is a perspective view at the time of the battery fixed state of the battery storage part which concerns on embodiment. 図４のＶＩ－ＶＩ線に沿う断面を示す図である。FIG. 6 is a diagram showing a cross section along the line VI-VI in FIG. 4. 実施形態に係るケーブル収納部の開閉構造を左後方から見た斜視図である。It is the perspective view which looked at the opening and closing structure of the cable storage part concerning embodiment from the left rear. 実施形態に係る鞍乗型電動車両の制御システムを示すブロック図である。1 is a block diagram illustrating a control system for a saddle-ride type electric vehicle according to an embodiment. ＥＣＵにおける動作の一例を示すフローチャートである。4 is a flowchart illustrating an example of an operation in the ECU.
　以下、本発明の実施形態について図面を参照して説明する。なお、以下の説明における前後左右等の向きは、特に記載が無ければ以下に説明する車両における向きと同一とする。また、以下の説明に用いる図中適所には、車両前方を示す矢印ＦＲ、車両左側方を示す矢印ＬＨ、車両上方を示す矢印ＵＰ、車体左右中心を示す線ＣＬが示されている。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, directions such as front, rear, left and right in the following description are the same as those in a vehicle described below unless otherwise specified. Further, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, an arrow UP indicating the upper side of the vehicle, and a line CL indicating the center of the right and left sides of the vehicle are shown at appropriate places in the drawings used in the following description.
　＜全体構成＞
　図１は、鞍乗型電動車両の一例としてのユニットスイング式の自動二輪車１を示す。図１を参照し、自動二輪車１は、ハンドル２によって操向される前輪３と、動力源を含むパワーユニット１０によって駆動される後輪４とを備える。前輪３は、左右一対のフロントフォーク６に回転可能に支持されている。以下、自動二輪車を単に「車両」ということがある。実施形態の自動二輪車１は、搭乗者（乗員）が着座可能であるシート８に着座した乗員が足を載せるステップフロア９を有するスクータ型の車両である。 <Overall configuration>
FIG. 1 shows a unit swing type motorcycle 1 as an example of a saddle-ride type electric vehicle. Referring to FIG. 1, a motorcycle 1 includes a front wheel 3 steered by a steering wheel 2, and a rear wheel 4 driven by a power unit 10 including a power source. The front wheel 3 is rotatably supported by a pair of left and right front forks 6. Hereinafter, the motorcycle may be simply referred to as “vehicle”. The motorcycle 1 of the embodiment is a scooter-type vehicle having a step floor 9 on which a rider seated on a seat 8 on which a rider (occupant) can sit is placed his / her feet.
　ハンドル２及び前輪３を含むステアリング系部品は、車体フレーム１１の前端のヘッドパイプ１２に操向可能に枢支されている。車体フレーム１１の外周は車体カバー５で覆われている。 The steering system components including the steering wheel 2 and the front wheel 3 are pivotally supported by a head pipe 12 at the front end of the vehicle body frame 11. The outer periphery of the body frame 11 is covered with a body cover 5.
　車体フレーム１１は、複数種の鋼材を溶接等により一体に接合して形成されている。車体フレーム１１は、その前端部に位置するヘッドパイプ１２と、ヘッドパイプ１２から斜め後下方へ延びる左右一対のアッパーフレーム１３と、ヘッドパイプ１２の下部から左右アッパーフレーム１３よりも急傾斜で斜め後下方へ延びてその下端から後方へ向けて実質的に水平に延びた後、その後端から斜め後上方へ延びる左右一対のダウンフレーム１４と、左右アッパーフレーム１３の上下中間部から斜め後上方へ延びて左右ダウンフレーム１４の後上端に連結されるとともにその連結部から斜め後上方へ延びる左右一対のリアアッパーフレーム１５と、ダウンフレーム１４の後部から斜め後上方へ延びてリアアッパーフレーム１５の後部に連結されるリアロアフレーム１６と、を備える。 The body frame 11 is formed by integrally joining a plurality of types of steel materials by welding or the like. The vehicle body frame 11 includes a head pipe 12 located at a front end thereof, a pair of left and right upper frames 13 extending obliquely rearward and downward from the head pipe 12, and a lower slope of the head pipe 12 than the left and right upper frames 13. A pair of left and right down frames 14 extending downward, extending substantially horizontally rearward from the lower end thereof, and extending obliquely rearward and upward from the rear end thereof, and extending obliquely rearward and upward from the upper and lower middle portions of the left and right upper frames 13. A pair of left and right rear upper frames 15 which are connected to the rear upper ends of the left and right down frames 14 and extend obliquely rearward and upward from the connection portions, and extend obliquely rearward and upward from the rear portions of the down frames 14 to the rear portions of the rear upper frames 15. And a rear lower frame 16 to be connected.
　パワーユニット１０は、後輪４の左側に配置された駆動源である走行用のモータ３０と、モータ３０から得られる動力で後輪４を駆動可能な動力伝達機構３５と、モータ３０および動力伝達機構３５を支持するスイングフレーム２０と、を一体化したスイング式動力ユニットである。 The power unit 10 includes a driving motor 30 serving as a driving source disposed on the left side of the rear wheel 4, a power transmission mechanism 35 capable of driving the rear wheel 4 with power obtained from the motor 30, a motor 30 and a power transmission mechanism. 35 is a swing type power unit integrating the swing frame 20 that supports the swing power unit 35.
　パワーユニット１０の後端部には、後輪４の車軸が設けられている。モータ３０から得られる動力が動力伝達機構３５を介して後輪４の車軸に伝達されることで、後輪４が駆動して車両が走行する。図中符号ＣＲは、車幅方向と平行な軸線である後輪４の車軸の中心軸線（後輪軸線）を示す。 The axle of the rear wheel 4 is provided at the rear end of the power unit 10. The power obtained from the motor 30 is transmitted to the axle of the rear wheel 4 via the power transmission mechanism 35, so that the rear wheel 4 is driven and the vehicle runs. In the figure, reference symbol CR indicates a central axis (rear wheel axis) of the axle of the rear wheel 4 which is an axis parallel to the vehicle width direction.
　パワーユニット１０の前下部は、リンク機構１９を介して車体フレーム１１の下部後側に上下揺動可能に支持されている。パワーユニット１０の後端とリアアッパーフレーム１５との間には、パワーユニット１０の揺動を減衰する左右一対のリアクッション７が掛け渡されている。 前 A lower front part of the power unit 10 is supported by a lower rear part of the body frame 11 via a link mechanism 19 so as to be able to swing up and down. Between the rear end of the power unit 10 and the rear upper frame 15, a pair of left and right rear cushions 7 for damping the swing of the power unit 10 are stretched.
　車両後方には、後輪４の車軸の近傍から車両後方に延びるフェンダーステー４０で、後輪４の後上方に配置されたフェンダー５０を支持するフェンダー構造５０Ａが設けられている。フェンダー構造５０Ａは、フェンダー５０の左側部のみがフェンダーステー４０に固定された片持ち構造となっている。また、車両には、モータ３０が収容された動力収容部を車幅方向外側から覆う保護カバー８５及び車体カバー５の後端部に設けられたテールランプ５４が設けられている。また、保護カバー８５の下方位置には、センタースタンド２８が設けられ、パワーユニット１０の後方にリアブレーキ２９が設けられている。 A fender structure 50A that supports a fender 50 disposed above and behind the rear wheel 4 with a fender stay 40 extending rearward of the vehicle from near the axle of the rear wheel 4 is provided behind the vehicle. The fender structure 50A has a cantilever structure in which only the left side of the fender 50 is fixed to the fender stay 40. Further, the vehicle is provided with a protective cover 85 that covers the power accommodating portion in which the motor 30 is accommodated from the outside in the vehicle width direction, and a tail lamp 54 provided at the rear end of the vehicle body cover 5. A center stand 28 is provided below the protective cover 85, and a rear brake 29 is provided behind the power unit 10.
＜バッテリ＞
　図２に示すように、シート８（図１参照）の下方には、モータ３０に電力を供給するバッテリ１００が搭載されている。バッテリ１００は、前後２つの単位バッテリ１０１，１０２（前後バッテリ１０１，１０２）で構成されている。前後バッテリ１０１，１０２は、互いに同一構成とされている。前後バッテリ１０１，１０２は、断面矩形状（例えば正方形状）をなして長手方向に延びる角柱状（直方体状）をなしている。前後バッテリ１０１，１０２は、断面形状の前後辺を車幅方向に沿わせ、かつ、左右側辺を前後方向に沿わせて配置されている。前後バッテリ１０１，１０２は、互いに平行に傾斜し、前後面間に間隔をあけて配置されている。 <Battery>
As shown in FIG. 2, a battery 100 for supplying electric power to the motor 30 is mounted below the seat 8 (see FIG. 1). The battery 100 includes two front and rear unit batteries 101 and 102 (front and rear batteries 101 and 102). The front and rear batteries 101 and 102 have the same configuration. The front and rear batteries 101 and 102 have a rectangular column shape (for example, a square shape) and a prismatic shape (a rectangular parallelepiped shape) extending in the longitudinal direction. The front and rear batteries 101 and 102 are arranged such that the front and rear sides of the cross-sectional shape are along the vehicle width direction, and the left and right sides are along the front and rear direction. The front and rear batteries 101 and 102 are inclined in parallel with each other, and are arranged with a space between the front and rear surfaces.
　バッテリ１００は、複数の前後バッテリ１０１，１０２を直列に結線することで、所定の高電圧（例えば４８Ｖ～７２Ｖ）を発生させる。例えば、各前後バッテリ１０１，１０２は、充放電可能なエネルギーストレージとして、リチウムイオンバッテリで構成されている。各前後バッテリ１０１，１０２は、車体（ケース支持構造１１０）に固定された各バッテリケース１０３，１０４に対して上方から挿脱される。車体フレーム１１には、バッテリ収納部６４が設けられており、バッテリ１０１，１０２は、バッテリ収納部６４に収納されている。 The battery 100 generates a predetermined high voltage (for example, 48 V to 72 V) by connecting a plurality of front and rear batteries 101 and 102 in series. For example, each of the front and rear batteries 101 and 102 is configured by a lithium ion battery as an energy storage that can be charged and discharged. The front and rear batteries 101 and 102 are inserted into and removed from the battery cases 103 and 104 fixed to the vehicle body (case support structure 110) from above. The vehicle body frame 11 is provided with a battery storage unit 64, and the batteries 101 and 102 are stored in the battery storage unit 64.
　図示はしないが、バッテリケース１０３，１０４には、上方に向けて開口するバッテリ挿脱口が設けられている。図４に示すように、各バッテリ挿脱口の周囲には、それぞれケース内に挿入した前後バッテリ１０１，１０２の上方への離脱を規制するロック機構１０３ａ，１０４ａが設けられている。前後バッテリ１０１，１０２は、バッテリ挿脱口からバッテリケース１０３，１０４内へ斜めにスライド移動することで、バッテリケース１０３，１０４に出し入れ可能に収容されている。前後バッテリ１０１，１０２がバッテリケース１０３，１０４内へ斜めに挿脱されることによって、前後バッテリ１０１，１０２の重量の一部がバッテリケース１０３，１０４の壁部に支持される。 は Although not shown, the battery cases 103 and 104 are provided with battery insertion / removal openings that open upward. As shown in FIG. 4, lock mechanisms 103a and 104a are provided around each battery insertion / removal opening, respectively, for restricting the front and rear batteries 101 and 102 inserted into the case from being detached upward. The front and rear batteries 101 and 102 are accommodated in the battery cases 103 and 104 so as to be able to be taken in and out by sliding obliquely from the battery insertion opening into the battery cases 103 and 104. When the front and rear batteries 101 and 102 are obliquely inserted into and removed from the battery cases 103 and 104, a part of the weight of the front and rear batteries 101 and 102 is supported by the walls of the battery cases 103 and 104.
　以下、シート８（図１参照）の下方において、前側に位置する単位バッテリ１０１を「前バッテリ１０１」、後側に位置する単位バッテリ１０２を「後バッテリ１０２」ともいう。以下、前バッテリ１０１を収容するバッテリケース１０３を「前バッテリケース１０３」、後バッテリ１０２を収容するバッテリケース１０４を「後バッテリケース１０４」ともいう。 Hereinafter, below the seat 8 (see FIG. 1), the unit battery 101 located on the front side is also referred to as “front battery 101”, and the unit battery 102 located on the rear side is also referred to as “rear battery 102”. Hereinafter, the battery case 103 that houses the front battery 101 is also referred to as a “front battery case 103”, and the battery case 104 that houses the rear battery 102 is also referred to as a “rear battery case 104”.
　前後バッテリ１０１，１０２の下端部には、それぞれバッテリ側接続端子（不図示）が設けられている。前後バッテリケース１０３，１０４の底壁部には、前記バッテリ側接続端子を着脱可能に接続するケース側接続端子（不図示）が設けられている。前記ケース側接続端子は、前記ロック機構１０３ａ，１０４ａのロック操作前には、前後バッテリケース１０３，１０４の底壁部の下方に没入している。このとき、前後バッテリ１０１，１０２の前後バッテリケース１０３，１０４への挿脱は可能であるが、前後バッテリ１０１，１０２を前後バッテリケース１０３，１０４に挿入しただけでは、前記バッテリ側接続端子と前記ケース側接続端子とは接続されない。 バ ッ テ リ Battery side connection terminals (not shown) are provided at the lower ends of the front and rear batteries 101 and 102, respectively. Case-side connection terminals (not shown) for detachably connecting the battery-side connection terminals are provided on the bottom wall portions of the front and rear battery cases 103 and 104. The case-side connection terminals are recessed below the bottom wall portions of the front and rear battery cases 103 and 104 before the locking operation of the lock mechanisms 103a and 104a. At this time, the front and rear batteries 101 and 102 can be inserted into and removed from the front and rear battery cases 103 and 104. However, if the front and rear batteries 101 and 102 are simply inserted into the front and rear battery cases 103 and 104, the battery-side connection terminal and the battery It is not connected to the case side connection terminal.
　前後バッテリ１０１，１０２を前後バッテリケース１０３，１０４に収納した後、前記ロック機構１０３ａ，１０４ａをロック操作することで、前記ケース側接続端子が前後バッテリケース１０３，１０４の底壁部の上方に突出する。これにより、前記バッテリ側接続端子と前記ケース側接続端子とが接続される。前記ロック操作および端子接続は、前後バッテリ１０１，１０２毎に行うことが可能である。 After the front and rear batteries 101 and 102 are stored in the front and rear battery cases 103 and 104, the lock mechanisms 103a and 104a are locked, so that the case-side connection terminals protrude above the bottom wall portions of the front and rear battery cases 103 and 104. I do. Thereby, the battery side connection terminal and the case side connection terminal are connected. The locking operation and the terminal connection can be performed for each of the front and rear batteries 101 and 102.
　前記ロック機構１０３ａ，１０４ａの操作および前後バッテリ１０１，１０２の挿脱は手動である、前後バッテリ１０１，１０２は、工具不要で車体に対して着脱される。前後バッテリ１０１，１０２は、シート８の開状態で車体に対して着脱可能である。前後バッテリ１０１，１０２は、シート８の閉状態で車体に対して着脱不能である。シート８は、バッテリ収納部６４に開閉可能に設けられたバッテリリッドであるシート８（図１参照）の開閉によって、前後バッテリ１０１，１０２は、車体に対して着脱可能な状態と着脱不能な状態とが切り替えられる。シート８の近傍には、シート８の開閉状態を検出するリッド開閉検出部であるシート開閉検出部８０（図８参照）が設けられている。 Operation of the lock mechanisms 103a and 104a and insertion and removal of the front and rear batteries 101 and 102 are manual. The front and rear batteries 101 and 102 are attached to and detached from the vehicle body without tools. The front and rear batteries 101 and 102 are detachable from the vehicle body with the seat 8 open. The front and rear batteries 101 and 102 cannot be attached to or detached from the vehicle body with the seat 8 closed. The front and rear batteries 101 and 102 are detachable and non-removable from the vehicle body by opening and closing the seat 8 (see FIG. 1), which is a battery lid provided in the battery housing 64 so as to be openable and closable. Is switched. In the vicinity of the seat 8, a seat open / close detection unit 80 (see FIG. 8), which is a lid open / close detection unit that detects the open / close state of the seat 8, is provided.
　前後バッテリ１０１，１０２は、車体に対して着脱可能なモバイルバッテリである。前後バッテリ１０１，１０２は、それぞれ車外の充電器で充電したり、モバイルバッテリとして外部機器の電源として利用したりすることができる。前後バッテリ１０１，１０２は、それぞれ単独で用いることが可能である。 The front and rear batteries 101 and 102 are mobile batteries that can be attached to and detached from the vehicle body. The front and rear batteries 101 and 102 can be charged by a charger outside the vehicle, or can be used as a power source for an external device as a mobile battery. The front and rear batteries 101 and 102 can be used independently.
　図３に示すように、バッテリ１００は、モータ３０よりも車両前後方向の前方に配置されている。図３の上面視で、バッテリ１００は、モータ３０を避けた位置に配置されている。図３の上面視で、前後バッテリ１０１，１０２は、車体左右中心線ＣＬを左右に跨いで配置されている。図３の上面視で、前後バッテリ１０１，１０２の車幅方向中心は、車体左右中心線ＣＬと一致している。 バ ッ テ リ As shown in FIG. 3, the battery 100 is disposed forward of the motor 30 in the vehicle front-rear direction. 3, the battery 100 is arranged at a position avoiding the motor 30. In the top view of FIG. 3, the front and rear batteries 101 and 102 are arranged so as to straddle the left and right center line CL of the vehicle body. In the top view of FIG. 3, the center in the vehicle width direction of the front and rear batteries 101 and 102 coincides with the vehicle body left-right center line CL.
＜センタートンネル等＞
　図３に示すように、自動二輪車１は、シート８に着座した運転者が足を載せる左右一対のステップフロア９と、左右ステップフロア９間で車両前後方向に延びるセンタートンネルＣＴと、センタートンネルＣＴおよび左右ステップフロア９の前方に連なるフロントボディＦＢと、センタートンネルＣＴおよび左右ステップフロア９の後方に連なるリアボディＲＢと、を備える。 <Center tunnel, etc.>
As shown in FIG. 3, the motorcycle 1 includes a pair of left and right step floors 9 on which a driver sitting on a seat 8 places his / her feet, a center tunnel CT extending between the left and right step floors 9 in the vehicle front-rear direction, and a center tunnel CT. And a front body FB connected to the front of the left and right step floor 9 and a rear body RB connected to the center tunnel CT and the rear of the left and right step floor 9.
　センタートンネルＣＴは、シート８の前端よりも前方かつハンドル２の下方に設けられている。センタートンネルＣＴは、ステップフロア９よりも上方に膨出している。センタートンネルＣＴは、フロントボディＦＢの後方で、上面部を後下がりに傾斜させて延びている。センタートンネルＣＴは、上面部の後側を上方に向けて湾曲させて、リアボディＲＢに接続している。 The center tunnel CT is provided forward of the front end of the seat 8 and below the handle 2. The center tunnel CT protrudes above the step floor 9. The center tunnel CT extends behind the front body FB with the upper surface inclined downward and rearward. The center tunnel CT is connected to the rear body RB by curving the rear side of the upper surface part upward.
　自動二輪車１は、ステップフロア９にセンタートンネルＣＴを備えることで、乗員の足載せ位置に自由度を持たせながら、センタートンネルＣＴを左右の足で挟み込むことを可能とする。このため、乗員の足周りの快適性と車体のコントロール性とが確保される。センタートンネルＣＴの上方には、乗員が車体を跨ぎやすくする跨ぎ空間が形成されている。 The motorcycle 1 is provided with the center tunnel CT on the step floor 9 so that the center tunnel CT can be sandwiched between the left and right feet while allowing the occupant's foot placement position to have a degree of freedom. Therefore, comfort around the feet of the occupant and controllability of the vehicle body are ensured. A straddling space is formed above the center tunnel CT so that the occupant can easily straddle the vehicle body.
　シート８は、前端部下側が、車幅方向（左右方向）に沿うヒンジ軸を介して車体に連結されている。シート８は、前記ヒンジ軸を中心に上下に回動することで、リアボディＲＢの上部を開閉する。シート８がリアボディＲＢの上部を閉塞した閉状態（図１参照）になると、乗員がシート８に着座可能となる。シート８がリアボディＲＢの上部を開放した開状態になると、シート８下方の物品や空間にアクセス可能となる。シート８は、閉状態で施錠可能である。 The seat 8 has a front lower end connected to the vehicle body via a hinge shaft extending in the vehicle width direction (left-right direction). The seat 8 opens and closes the upper part of the rear body RB by rotating up and down around the hinge axis. When the seat 8 is in a closed state in which the upper part of the rear body RB is closed (see FIG. 1), the occupant can sit on the seat 8. When the seat 8 is in an open state in which the upper part of the rear body RB is opened, it becomes possible to access articles and spaces below the seat 8. The seat 8 can be locked in a closed state.
＜バッテリ収納部＞
　図４は、実施形態に係るバッテリ収納部のバッテリ非固定状態のときの斜視図、図５は、実施形態に係るバッテリ収納部のバッテリ固定状態のときの斜視図である。図６は、図４のＶＩ－ＶＩ線に沿う断面を示す図である。 <Battery storage section>
FIG. 4 is a perspective view of the battery storage unit according to the embodiment when the battery is not fixed, and FIG. 5 is a perspective view of the battery storage unit according to the embodiment when the battery is fixed. FIG. 6 is a view showing a cross section along the line VI-VI in FIG.
　前後バッテリ１０１，１０２は、図６に示すように、その下面の窪み部内に、端子部４１を有している。端子部４１は、各前後バッテリ１０１，１０２の前部寄りの下面に配置されている。端子部４１は、バッテリ収納部６４に設けられたケース側接続端子４３を通してパワードライブユニット３２１（図８参照）や図示しない制御ユニットに電気的に接続される。端子部４１は、バッテリ電圧を、パワードライブユニット３２１を介してモータ３０に供給するとともに、前後バッテリ１０１，１０２の情報（電圧や温度等の情報）を制御ユニットに出力する。 (6) As shown in FIG. 6, the front and rear batteries 101 and 102 have terminal portions 41 in the depressions on the lower surfaces thereof. The terminal portion 41 is disposed on the lower surface near the front of each of the front and rear batteries 101 and 102. The terminal portion 41 is electrically connected to a power drive unit 321 (see FIG. 8) and a control unit (not shown) through a case-side connection terminal 43 provided in the battery storage portion 64. The terminal unit 41 supplies the battery voltage to the motor 30 via the power drive unit 321 and outputs information (information such as voltage and temperature) of the front and rear batteries 101 and 102 to the control unit.
　バッテリ収納部６４は、前後バッテリ１０１，１０２を収納するバッテリケース１０３，１０４と、前後バッテリ１０１，１０２の収納時に前後バッテリ１０１，１０２の端子部４１に接続されるケース側接続端子４３と、ケース側接続端子４３を、前後バッテリ１０１，１０２の端子部４１に接触接続する接続位置Ｊ１（図６参照）と接続位置Ｊ１から下方に離間した退避位置Ｊ２との間で変位させる端子変位機構４５と、前後バッテリ１０１，１０２をバッテリケース１０３，１０４に固定保持可能なロック機構１０３ａ，１０４ａと、ロック機構１０３ａ，１０４ａをバッテリ固定状態とバッテリ非固定状態とに切り換え可能で、かつ端子変位機構４５を操作可能な操作レバー４４（操作部材）と、を備えている。 The battery housing section 64 includes battery cases 103 and 104 for housing the front and rear batteries 101 and 102, a case-side connection terminal 43 connected to the terminal section 41 of the front and rear batteries 101 and 102 when the front and rear batteries 101 and 102 are housed, A terminal displacement mechanism 45 for displacing the side connection terminal 43 between a connection position J1 (see FIG. 6) for contacting and connecting to the terminal portions 41 of the front and rear batteries 101 and 102 and a retreat position J2 separated downward from the connection position J1; A lock mechanism 103a, 104a capable of fixing and holding the front and rear batteries 101, 102 to the battery cases 103, 104, a switchable state of the lock mechanisms 103a, 104a between a battery fixed state and a battery non-fixed state, and a terminal displacement mechanism 45. And an operable operation lever 44 (operation member).
　なお、退避位置Ｊ２は、図６に示すように、バッテリ１０１（１０２）の底部とバッテリケース１０３，１０４のケース側当接部の当接時に、ケース側接続端子４３が、バッテリ１０１（１０２）の端子部４１からバッテリ１０１（１０２）の進入方向（下方）に離れる位置である。 As shown in FIG. 6, when the bottom of the battery 101 (102) is in contact with the case-side contact portions of the battery cases 103 and 104, the case-side connection terminal 43 is set to the retracted position J2. At a position away from the terminal portion 41 in the direction of entry (downward) of the battery 101 (102).
　バッテリ１０１（１０２）の端子部４１は、図６に示すように、バッテリ１０１（１０２）の電力をパワードライブユニット３２１に出力する一対の高圧端子４７と、バッテリ１０１（１０２）の各種の情報を制御ユニットに出力する複数の信号端子４８を有している。 As shown in FIG. 6, the terminal unit 41 of the battery 101 (102) controls a pair of high-voltage terminals 47 that output the power of the battery 101 (102) to the power drive unit 321 and controls various information of the battery 101 (102). It has a plurality of signal terminals 48 for outputting to the unit.
　ケース側接続端子４３は、図６に示すように、バッテリ１０１（１０２）側の高圧端子４７に嵌合接続可能な一対の高圧端子ピン１４０と、バッテリ１０１（１０２）側の信号端子４８に嵌合接続可能な複数の信号端子ピン１４１を有している。高圧端子ピン１４０と信号端子ピン１４１は、車幅方向に沿って横並び一列に配置されている。高圧端子ピン１４０は、複数の信号端子ピン１４１の車幅方向外側にそれぞれ配置されている。車幅方向両側に配置される各高圧端子ピン１４０は、上端部の高さが、信号端子ピン１４１の上端部の高さよりも高くなっている。このため、ケース側接続端子４３が端子支持ブロック１３９と一体に退避位置Ｊ２から接続位置Ｊ１に変位したときには、高圧端子ピン１４０が信号端子ピン１４１よりも先にバッテリ１０１（１０２）側の端子部４１に接触する。 As shown in FIG. 6, the case-side connection terminal 43 is fitted to a pair of high-voltage terminal pins 140 that can be fitted and connected to the high-voltage terminal 47 on the battery 101 (102) side, and fitted to the signal terminal 48 on the battery 101 (102) side. It has a plurality of signal terminal pins 141 that can be connected. The high-voltage terminal pins 140 and the signal terminal pins 141 are arranged side by side in a row along the vehicle width direction. The high-voltage terminal pins 140 are arranged outside the plurality of signal terminal pins 141 in the vehicle width direction. Each of the high-voltage terminal pins 140 arranged on both sides in the vehicle width direction has a height at an upper end portion higher than a height at an upper end portion of the signal terminal pin 141. Therefore, when the case-side connection terminal 43 is displaced from the retracted position J2 to the connection position J1 integrally with the terminal support block 139, the high-voltage terminal pin 140 is connected to the terminal portion on the battery 101 (102) earlier than the signal terminal pin 141. Touch 41.
　また、端子支持ブロック１３９の下端には、高圧端子ピン１４０に電力ケーブル１４２（電線）を接続するためのケーブル接続壁１４３と、信号端子ピン１４１に信号線１４４（電線）を接続するための信号線接続部１４５が設けられている。ケーブル接続壁１４３は、信号線接続部１４５の車幅方向外側にそれぞれ配置されている。ケーブル接続壁１４３には、電力ケーブル１４２の金属導線を高圧端子ピン１４０に接続するためのボルト１４６が車幅方向外側から締結されている。ボルト１４６は、電力ケーブル１４２を高圧端子ピン１４０に、電気的に接続し、かつ物理的にも強固に接続固定する。 At the lower end of the terminal support block 139, a cable connection wall 143 for connecting a power cable 142 (electric wire) to the high-voltage terminal pin 140, and a signal for connecting a signal line 144 (electric wire) to the signal terminal pin 141. A line connection 145 is provided. The cable connection walls 143 are arranged outside the signal line connection portion 145 in the vehicle width direction. A bolt 146 for connecting the metal conductor of the power cable 142 to the high-voltage terminal pin 140 is fastened to the cable connection wall 143 from the outside in the vehicle width direction. The bolts 146 electrically connect the power cable 142 to the high-voltage terminal pins 140 and physically and firmly connect and fix them.
　なお、端子支持ブロック１３９には、ケーブル支持ブラケット２０１が取り付けられている。ケーブル支持ブラケット２０１には、クランプ装置２０２によって束ねられた電力ケーブル１４２と信号線１４４が保持されている。ケーブル支持ブラケット２０１は、端子支持ブロック１３９の車幅方向の一側寄の下端部から下方に突設された図示しないステーに支持されている。ケーブル支持ブラケット２０１は、端子支持ブロック１３９側から下方に延出した後に電力ケーブル１４２や信号線１４４の引き出し方向に沿うように車幅方向に略Ｊ字状に湾曲している。クランプ装置２０２は、ケーブル支持ブラケット２０１の湾曲部の先端側に支持されている。ケーブル支持ブラケット２０１の下端とクランプ装置２０２は、端子支持ブロック１３９のケーブル接続壁１４３や信号線接続部１４５よりも下方に位置されている。 The cable support bracket 201 is attached to the terminal support block 139. The power cable 142 and the signal line 144 bundled by the clamp device 202 are held by the cable support bracket 201. The cable support bracket 201 is supported by a stay (not shown) projecting downward from a lower end of the terminal support block 139 on one side in the vehicle width direction. After extending downward from the terminal support block 139 side, the cable support bracket 201 is curved in a substantially J-shape in the vehicle width direction so as to be along the drawing direction of the power cable 142 and the signal line 144. The clamp device 202 is supported on the distal end side of the curved portion of the cable support bracket 201. The lower end of the cable support bracket 201 and the clamp device 202 are located below the cable connection wall 143 and the signal line connection portion 145 of the terminal support block 139.
　端子支持ブロック１３９のケース側接続端子４３よりも車幅方向外側位置には、ケース側ガイド部である一対のガイド突起１４７が上方に向かって突設されている。ガイド突起１４７は、全体が略円柱状に形成され、その先端部に球面状の湾曲面、若しくは、先細り状のテーパ面が設けられている。左右の各ガイド突起１４７は、ケース側接続端子４３の高圧端子ピン１４０や信号端子ピン１４１の上端部よりも上方に突出している。 一 対 A pair of guide protrusions 147, which are case-side guides, project upward from the terminal support block 139 at positions outside the case-side connection terminals 43 in the vehicle width direction. The guide projection 147 is formed in a substantially columnar shape as a whole, and is provided with a spherical curved surface or a tapered tapered surface at its tip. The left and right guide projections 147 protrude above the upper ends of the high-voltage terminal pins 140 and the signal terminal pins 141 of the case-side connection terminal 43.
　一方、バッテリ１００（１０１）の下面には、端子支持ブロック１３９側の左右のガイド突起１４７を受容可能な一対のガイド穴１４８が設けられている。ガイド穴１４８は、バッテリ側ガイド部を構成している。ここで、ケース側接続端子４３が接続位置Ｊ１に向かって上昇すると、ケース側接続端子４３がバッテリ１００（１０１）の端子部４１に接触接続する前に、ガイド突起１４７がガイド穴１４８に挿入される。この実施形態の場合、ガイド突起１４７は、ケース側接続端子４３が退避位置Ｊ２にあるときに、ガイド突起１４７とガイド穴１４８の当接部の離間距離Ｌ１が、ケース側接続端子４３とバッテリ１００（１０１）の端子部４１の離間距離Ｌ２よりも短くなるように設定されている。ガイド突起１４７のバッテリ方向のガイド端である当該ガイド突起１４７の上端は、ケース側接続端子４３のバッテリ方向の端子端である高圧端子ピン１４０の上端よりも上方側（バッテリ側）に形成されている。 On the other hand, a pair of guide holes 148 capable of receiving the left and right guide projections 147 on the terminal support block 139 side are provided on the lower surface of the battery 100 (101). The guide hole 148 forms a battery-side guide portion. Here, when the case-side connection terminal 43 rises toward the connection position J1, the guide protrusion 147 is inserted into the guide hole 148 before the case-side connection terminal 43 comes into contact with the terminal portion 41 of the battery 100 (101). You. In the case of this embodiment, when the case-side connection terminal 43 is in the retracted position J2, the distance L1 between the guide protrusion 147 and the contact portion of the guide hole 148 is equal to the case-side connection terminal 43 and the battery 100. The distance is set to be shorter than the separation distance L2 of the terminal portion 41 of (101). The upper end of the guide projection 147, which is the guide end of the guide projection 147 in the battery direction, is formed above the upper end (battery side) of the high-voltage terminal pin 140, which is the terminal end of the case-side connection terminal 43 in the battery direction. I have.
＜コード収納部＞
　図７に示すように、センタートンネルＣＴには、接地面に対して後側ほど下方に位置するように傾斜するカバー傾斜面ＣＳが設けられている。センタートンネルＣＴには、コード収納部２３０を開閉可能な蓋部材２４０が設けられている。コード収納部２３０は、上方に開放する箱状をなしている。コード収納部２３０には、収納空間２３０ｓが形成されている収納空間２３０ｓには、充電コード２４５及び充電コード２４５以外の他の物品を収納可能である。例えば、コード収納部２３０内に充電コード２４５が収納されている状態で、コード収納部２３０内に他の物品を併せて収納することが可能である。 <Code storage section>
As shown in FIG. 7, the center tunnel CT is provided with a cover inclined surface CS that is inclined so as to be positioned lower toward the rear with respect to the ground contact surface. The center tunnel CT is provided with a lid member 240 that can open and close the cord storage section 230. The cord storage section 230 has a box shape that opens upward. The storage space 230 s in which the storage space 230 s is formed in the code storage section 230 can store the charging cord 245 and articles other than the charging cord 245. For example, in a state where the charging cord 245 is stored in the cord storage unit 230, other articles can be stored together in the code storage unit 230.
　コード収納部２３０には、充電コード２４５をコード収納部２３０の内部に引き出し可能とするコード引出し部が設けられている。コード引出し部は、コード収納部２３０の左壁部を車幅方向に開口する孔である。 The cord storage section 230 is provided with a code drawing section that allows the charging cord 245 to be drawn into the inside of the code storage section 230. The cord lead-out portion is a hole that opens the left wall of the cord storage portion 230 in the vehicle width direction.
　蓋部材２４０は、センタートンネルＣＴの上部に配置されている。これにより、蓋部材２４０の開閉状態を視覚的に確認しやすい。加えて、蓋部材２４０の開閉操作を容易に行うことができる。図７において、蓋部材２４０が閉状態であるときを実線、蓋部材２４０が開状態であるときを二点鎖線でそれぞれ示す。蓋部材２４０が閉状態であるときに、カバー傾斜面ＣＳは、蓋部材２４０の上面と実質的に面一に連なる。 The lid member 240 is disposed above the center tunnel CT. This makes it easy to visually confirm the open / closed state of the lid member 240. In addition, the opening and closing operation of the lid member 240 can be easily performed. In FIG. 7, a solid line indicates when the lid member 240 is in the closed state, and a two-dot chain line indicates when the lid member 240 is in the open state. When the lid member 240 is in the closed state, the cover inclined surface CS is substantially flush with the upper surface of the lid member 240.
＜制御システム＞
　図２０に示すように、ＰＤＵ（Power Driver Unit）３２１およびＥＣＵ（Electric Control Unit）３２２は、一体の制御ユニットであるＰＣＵ３２０を構成している。バッテリ１００からの電力は、メインスイッチ２６０と連動するコンタクタ３２４を介して、モータドライバたるＰＤＵ３２１に供給される。バッテリ１００からの電力は、ＰＤＵ３２１にて直流から三相交流に変換された後、三相交流モータであるモータ３０に供給される。ＥＣＵ３２２は、メインスイッチ２６０がＯＮとなることにより走行待機状態となる。走行待機状態では、バッテリ１００に対する充電は不能とされている。また、ＥＣＵ３２２は、メインスイッチ２６０がＯＦＦとなることにより、バッテリ１００の充電を可能とする充電待機状態とする。メインスイッチ２６０は、ＯＮであるときにＯＮ信号をＥＣＵ３２２に送信し、ＯＦＦであるときにＯＦＦ信号をＥＣＵ３２２に送信する。 <Control system>
As shown in FIG. 20, a PDU (Power Driver Unit) 321 and an ECU (Electric Control Unit) 322 constitute a PCU 320 which is an integrated control unit. Electric power from the battery 100 is supplied to a PDU 321 as a motor driver via a contactor 324 linked to the main switch 260. The power from the battery 100 is converted from DC to three-phase AC by the PDU 321 and then supplied to the motor 30 that is a three-phase AC motor. The ECU 322 enters a traveling standby state when the main switch 260 is turned on. In the traveling standby state, charging of the battery 100 is disabled. In addition, the ECU 322 enters a charge standby state in which the battery 100 can be charged when the main switch 260 is turned off. The main switch 260 transmits an ON signal to the ECU 322 when it is ON, and transmits an OFF signal to the ECU 322 when it is OFF.
　バッテリ１００からの出力電圧は、ＤＣ－ＤＣコンバータ３２６を介して降圧され、定格が１２Ｖのサブバッテリ３２７の充電に供される。サブバッテリ３２７は、灯火器等の一般電装部品やＥＣＵ３２２等の制御系部品に電力を供給する。サブバッテリ３２７を搭載することで、バッテリ１００（以下「メインバッテリ１００」ともいう。）の取り外し時にも各種電磁ロック等を操作可能となる。 (4) The output voltage from the battery 100 is stepped down through the DC-DC converter 326, and is used for charging the sub-battery 327 having a rating of 12V. The sub-battery 327 supplies electric power to general electric components such as lighting devices and control system components such as the ECU 322. By mounting the sub-battery 327, various electromagnetic locks and the like can be operated even when the battery 100 (hereinafter, also referred to as “main battery 100”) is removed.
　サブバッテリ３２７は、メインバッテリ１００が接続された状態においては、ＤＣ－ＤＣコンバータ３２６を介して充電されるので、メインバッテリ１００を取り付けた状態で車両を走行させることでサブバッテリ３２７が充電される。したがって、一般電装部品および制御系部品などがサブバッテリ３２７の減電によって動作不能になることを防止することができる。 When the main battery 100 is connected, the sub-battery 327 is charged via the DC-DC converter 326. Therefore, the sub-battery 327 is charged by running the vehicle with the main battery 100 attached. . Therefore, it is possible to prevent the general electric components and the control system components from becoming inoperable due to the power reduction of the sub-battery 327.
　図示はしないが、ＰＤＵ３２１は、トランジスタ等のスイッチング素子を複数用いたブリッジ回路及び平滑コンデンサ等を具備するインバータを備えている。ＰＤＵ３２１は、モータ３０のステータ巻線に対する通電を制御する。モータ３０は、ＰＤＵ３２１による制御に応じて力行運転を行い、車両を走行させる。 Although not shown, the PDU 321 includes a bridge circuit using a plurality of switching elements such as transistors and an inverter including a smoothing capacitor and the like. The PDU 321 controls the energization of the stator winding of the motor 30. The motor 30 performs a power running operation in accordance with the control by the PDU 321 to drive the vehicle.
　バッテリ１００は、車体に搭載された状態で、外部電源に接続したチャージャー３２５によって充電される。バッテリ１００（前後バッテリ１０１，１０２）は、車体から取り外した状態で、車外の充電器により充電することも可能である。 The battery 100 is charged by the charger 325 connected to an external power supply while being mounted on the vehicle body. The battery 100 (the front and rear batteries 101 and 102) can be charged by a charger outside the vehicle in a state where the battery 100 is removed from the vehicle body.
　前後バッテリ１０１，１０２の各々は、充放電状況や温度等を監視するＢＭＵ（Battery Managing Unit）１０１ａ，１０２ａを備える。各ＢＭＵ１０１ａ，１０２ａが監視した情報は、前後バッテリ１０１，１０２を車体に搭載した際にＥＣＵ３２２に共有される。ＥＣＵ３２２には、アクセルセンサ３２９からの出力要求情報が入力される。ＥＣＵ３２２は、入力された出力要求情報に基づき、ＰＤＵ３２１を介してモータ３０を駆動制御する。 Each of the front and rear batteries 101 and 102 includes BMUs (Battery Management Units) 101a and 102a for monitoring charge / discharge status, temperature, and the like. Information monitored by each of the BMUs 101a and 102a is shared by the ECU 322 when the front and rear batteries 101 and 102 are mounted on the vehicle body. Output request information from the accelerator sensor 329 is input to the ECU 322. The ECU 322 controls the driving of the motor 30 via the PDU 321 based on the input output request information.
　例えば、ＥＣＵ３２２は、バッテリ１００を制御することにより、バッテリ１００の充放電を規制する。例えば、ＥＣＵ３２２は、コンタクタ３２４およびリレー２６２を制御することにより、バッテリ１００に対する電力の供給とバッテリ１００からの放電を切り替える。 For example, the ECU 322 controls charging and discharging of the battery 100 by controlling the battery 100. For example, the ECU 322 switches between supplying power to the battery 100 and discharging from the battery 100 by controlling the contactor 324 and the relay 262.
　また、前後バッテリ１０１，１０２の各々は、充電のＯＮ／ＯＦＦを切り替える半導体スイッチである電界効果トランジスタ（以下「ＦＥＴ」という）１０１Ｆ，１０２Ｆを備える。例えば、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆに閉信号を送信することにより、ＦＥＴ１０１Ｆ，１０２Ｆを閉じて前後バッテリ１０１，１０２の各々を充電可能状態とし、開信号を送信することにより、ＦＥＴ１０１Ｆ，１０２Ｆを開いて前後バッテリ１０１，１０２の各々を充電不能状態とする。充電可能状態であるときに充電コード２４５に設けられた充電プラグを介して充電コード２４５を外部電源に接続することにより、前後バッテリ１０１，１０２に対して充電が行われる。また、充電不能状態であるときには、充電コード２４５を外部電源に接続しても前後バッテリ１０１，１０２に対する充電は行われない。 {Circle around (1)} Each of the front and rear batteries 101 and 102 includes field effect transistors (hereinafter referred to as “FETs”) 101F and 102F, which are semiconductor switches for switching ON / OFF of charging. For example, the ECU 322 transmits a close signal to the FETs 101F and 102F to close the FETs 101F and 102F to make each of the front and rear batteries 101 and 102 chargeable, and transmits an open signal to open the FETs 101F and 102F. Each of the front and rear batteries 101 and 102 is set to a state in which charging is impossible. When the charging cord 245 is connected to an external power supply via a charging plug provided in the charging cord 245 in the chargeable state, the front and rear batteries 101 and 102 are charged. Further, when the charging is not possible, the front and rear batteries 101 and 102 are not charged even if the charging cord 245 is connected to an external power supply.
　第一ダイオード２７１は、チャージャー３２５の高電位側端子３２５Ｐと、前バッテリ１０１の高電位側端子１０１Ｐとの間に流れる電流を整流する。例えば、第一ダイオード２７１は、チャージャー３２５の高電位側端子３２５Ｐから前バッテリ１０１の高電位側端子１０１Ｐに向かう方向に電流を流す。 The first diode 271 rectifies the current flowing between the high-potential terminal 325P of the charger 325 and the high-potential terminal 101P of the front battery 101. For example, the first diode 271 allows a current to flow from the high-potential terminal 325P of the charger 325 to the high-potential terminal 101P of the front battery 101.
　第二ダイオード２７２は、チャージャー３２５の高電位側端子３２５Ｐと、後バッテリ１０２の高電位側端子１０２Ｐとの間に流れる電流を整流する。例えば、第二ダイオード２７２は、チャージャー３２５の高電位側端子３２５Ｐから後バッテリ１０２の高電位側端子１０２Ｐに向かう方向に電流を流す。 The second diode 272 rectifies the current flowing between the high-potential terminal 325P of the charger 325 and the high-potential terminal 102P of the rear battery 102. For example, the second diode 272 allows a current to flow from the high-potential terminal 325P of the charger 325 to the high-potential terminal 102P of the rear battery 102.
　第一ダイオード２７１に流れる電流と、第二ダイオード２７２に流れる電流とは、互いに異なる。チャージャー３２５の高電位側端子３２５Ｐ、前バッテリ１０１の高電位側端子１０１Ｐ、および後バッテリ１０２の高電位側端子１０２Ｐのそれぞれの極性は、同じ極性である。例えば、チャージャー３２５の高電位側端子３２５Ｐ、前バッテリ１０１の高電位側端子１０１Ｐ、および後バッテリ１０２の高電位側端子１０２Ｐのそれぞれの極性は、正極である。 The current flowing through the first diode 271 and the current flowing through the second diode 272 are different from each other. The polarities of the high-potential terminal 325P of the charger 325, the high-potential terminal 101P of the front battery 101, and the high-potential terminal 102P of the rear battery 102 are the same. For example, the polarity of each of the high-potential terminal 325P of the charger 325, the high-potential terminal 101P of the front battery 101, and the high-potential terminal 102P of the rear battery 102 is positive.
　前バッテリ１０１に対応する第一ダイオード２７１と、後バッテリ１０２に対応する第二ダイオード２７２とは、下記の事象から各部を保護するように設けられている。第一ダイオード２７１および第二ダイオード２７２が設けられていることにより、前バッテリ１０１の高電位側端子１０１Ｐおよび後バッテリ１０２の高電位側端子１０２Ｐのそれぞれから、チャージャー３２５の高電位側端子３２５Ｐに電流が逆流することを防止する。 The first diode 271 corresponding to the front battery 101 and the second diode 272 corresponding to the rear battery 102 are provided so as to protect each part from the following events. Since the first diode 271 and the second diode 272 are provided, current flows from the high potential terminal 101P of the front battery 101 and the high potential terminal 102P of the rear battery 102 to the high potential terminal 325P of the charger 325, respectively. To prevent backflow.
　第一ダイオード２７１が設けられていることにより、バッテリ１００が直列に接続された場合に、前バッテリ１０１が短絡することを防止する。前バッテリ１０１の高電位側端子１０１Ｐと後バッテリ１０２の高電位側端子１０２Ｐとを繋ぐ導体２８１と導体２８２とにおいて、第一ダイオード２７１および第二ダイオード２７２がそれぞれ逆向きに設けられていることにより、前バッテリ１０１および後バッテリ１０２の一方が短絡故障した場合に、他方の短絡を防止する。 (4) The provision of the first diode 271 prevents the front battery 101 from being short-circuited when the batteries 100 are connected in series. The first diode 271 and the second diode 272 are provided in opposite directions in the conductors 281 and 282 connecting the high-potential side terminal 101P of the front battery 101 and the high-potential side terminal 102P of the rear battery 102, respectively. When one of the front battery 101 and the rear battery 102 is short-circuited, the other is prevented from being short-circuited.
　コンタクタ３２４は、前バッテリ１０１の低電位側端子１０１Ｎと後バッテリ１０２の高電位側端子１０１Ｐとの間の接続を断続する。例えば、コンタクタ３２４は、導通状態において、前バッテリ１０１の低電位側端子１０１Ｎと後バッテリ１０２の高電位側端子１０２Ｐとの間を接続する。コンタクタ３２４は、導通状態でバッテリ１００を直列に接続し、遮断状態でバッテリ１００の直列の接続を解列する。コンタクタ３２４が遮断状態にある期間には、少なくともチャージャー３２５がバッテリ１００に電力を供給する期間が含まれる。 The contactor 324 interrupts the connection between the low potential side terminal 101N of the front battery 101 and the high potential side terminal 101P of the rear battery 102. For example, contactor 324 connects between low potential side terminal 101N of front battery 101 and high potential side terminal 102P of rear battery 102 in the conductive state. The contactor 324 connects the batteries 100 in series in a conductive state, and disconnects the series connection of the batteries 100 in a disconnected state. The period in which the contactor 324 is in the cutoff state includes at least a period in which the charger 325 supplies power to the battery 100.
　リレー２６２は、前バッテリ１０１の低電位側端子１０１Ｎと後バッテリ１０２の低電位側端子１０２Ｎとの間の接続を断続する。例えば、リレー２６２は、導通状態において、前バッテリ１０１の低電位側端子１０１Ｎと後バッテリ１０２の低電位側端子１０２Ｎとの間を接続する。リレー２６２が導通状態にある期間には、少なくともチャージャー３２５がバッテリ１００に電力を供給する期間が含まれる。 The relay 262 interrupts the connection between the low potential side terminal 101N of the front battery 101 and the low potential side terminal 102N of the rear battery 102. For example, relay 262 connects between low potential side terminal 101N of front battery 101 and low potential side terminal 102N of rear battery 102 in the conductive state. The period in which relay 262 is on includes at least a period in which charger 325 supplies power to battery 100.
　直列に接続されるバッテリ１００の両端がＰＤＵ３２１に対してそれぞれ接続されている。コンタクタ３２４およびリレー２６２の状態の切り替えにより、バッテリ１００内の前バッテリ１０１と後バッテリ１０２とが直列に接続され、又は、並列に接続される。ダイオード２７１，２７２、リレー２６２、接続部（分岐点Ｐ１～Ｐ４）は、ジャンクションボックス３２３に含まれる。 両 端 Both ends of the battery 100 connected in series are connected to the PDU 321 respectively. By switching the state of contactor 324 and relay 262, front battery 101 and rear battery 102 in battery 100 are connected in series or connected in parallel. The diodes 271 and 272, the relay 262, and the connection portion (branch points P1 to P4) are included in the junction box 323.
＜電気回路の駆動系の接続構成の例＞
　電気回路の駆動系の各部は、第一導体２８１、第二導体２８２、第三導体２８３、第四導体２８４、第五導体２８５、第六導体２８６、第七導体２８７および第八導体２８８を含む導体（導線）により、下記の通り電気的に接続される。 <Example of connection configuration of drive system of electric circuit>
Each part of the drive system of the electric circuit includes a first conductor 281, a second conductor 282, a third conductor 283, a fourth conductor 284, a fifth conductor 285, a sixth conductor 286, a seventh conductor 287, and an eighth conductor 288. The conductors (conductive wires) are electrically connected as follows.
　第一導体２８１により、前バッテリ１０１の高電位側端子１０１Ｐとチャージャー３２５の高電位側端子３２５Ｐとが電気的に接続されている。第一導体２８１には、第一ダイオード２７１が介挿されている。例えば、第一ダイオード２７１のカソードが前バッテリ１０１の高電位側端子１０１Ｐに接続され、第一ダイオード２７１のアノードがチャージャー３２５の高電位側端子３２５Ｐに接続されている。第一ダイオード２７１のアノードからチャージャー３２５の高電位側端子３２５Ｐまでの間には、第一分岐点Ｐ１が設けられている。 (4) The high potential side terminal 101P of the front battery 101 and the high potential side terminal 325P of the charger 325 are electrically connected by the first conductor 281. The first diode 271 is inserted in the first conductor 281. For example, the cathode of the first diode 271 is connected to the high potential terminal 101P of the front battery 101, and the anode of the first diode 271 is connected to the high potential terminal 325P of the charger 325. A first branch point P1 is provided between the anode of the first diode 271 and the high potential side terminal 325P of the charger 325.
　第二導体２８２により、第一分岐点Ｐ１と後バッテリ１０２の高電位側端子１０２Ｐとが電気的に接続されている。第二導体２８２には、第二ダイオード２７２が介挿されている。例えば、第二ダイオード２７２のカソードが後バッテリ１０２の高電位側端子１０２Ｐに接続され、第二ダイオード２７２のアノードが第一分岐点Ｐ１を介してチャージャー３２５の高電位側端子３２５Ｐに接続されている。第二ダイオード２７２のカソードから後バッテリ１０２の高電位側端子１０２Ｐまでの間には、第二分岐点Ｐ２が設けられている。 (4) The second branch 282 electrically connects the first branch point P1 to the high-potential-side terminal 102P of the rear battery 102. The second diode 272 is inserted in the second conductor 282. For example, the cathode of the second diode 272 is connected to the high potential terminal 102P of the rear battery 102, and the anode of the second diode 272 is connected to the high potential terminal 325P of the charger 325 via the first branch point P1. . A second branch point P2 is provided between the cathode of the second diode 272 and the high-potential terminal 102P of the rear battery 102.
　第三導体２８３により、第二分岐点Ｐ２と前バッテリ１０１の低電位側端子１０１Ｎとが電気的に接続される。第三導体２８３には、コンタクタ３２４の接点が介挿されている。第三導体２８３には、第三分岐点Ｐ３が設けられている。第三分岐点Ｐ３の位置は、コンタクタ３２４から前バッテリ１０１の低電位側端子１０１Ｎまでの間にある。 (4) The third conductor 283 electrically connects the second branch point P2 to the low potential side terminal 101N of the front battery 101. The contact of the contactor 324 is interposed in the third conductor 283. The third conductor 283 is provided with a third branch point P3. The position of the third branch point P3 is between the contactor 324 and the low potential side terminal 101N of the front battery 101.
　第四導体２８４により、第三分岐点Ｐ３とチャージャー３２５の低電位側端子３２５Ｎとが電気的に接続される。第四導体２８４には、リレー２６２の接点が介挿されている。第四導体２８４により、直列に接続された各バッテリのうち、より低電位側のバッテリ（後バッテリ１０２）の低電位側端子（１０２Ｎ）とチャージャー３２５の低電位側端子３２５Ｎとが電気的に接続されている。 (4) The fourth conductor 284 electrically connects the third branch point P3 to the low-potential side terminal 325N of the charger 325. The contact of the relay 262 is inserted into the fourth conductor 284. The fourth conductor 284 electrically connects the low-potential terminal (102N) of the lower-potential battery (rear battery 102) and the low-potential terminal 325N of the charger 325 among the batteries connected in series. Have been.
　第一ダイオード２７１のカソードから前バッテリ１０１の高電位側端子１０１Ｐまでの間には、第四分岐点Ｐ４が設けられている。第五導体２８５により、第四分岐点Ｐ４とＰＤＵ３２１の高電位側端子とが電気的に接続される。第六導体２８６により、第四分岐点Ｐ４とＤＣ－ＤＣコンバータ３２６の高電位側端子３２６Ｐとが電気的に接続される。第七導体２８７により、ＰＤＵ３２１の低電位側端子は、チャージャー３２５の低電位側端子３２５Ｎに接続される。第八導体２８８により、ＤＣ－ＤＣコンバータ３２６の低電位側端子３２６Ｎは、チャージャー３２５の低電位側端子３２５Ｎに接続される。電気回路は、上記の駆動系の接続の他、図において破線で示す監視制御系の接続を含んでいてもよい。電気回路は、ＥＣＵ３２２を備えていてもよい。 四 A fourth branch point P4 is provided between the cathode of the first diode 271 and the high-potential-side terminal 101P of the front battery 101. The fifth conductor 285 electrically connects the fourth branch point P4 to the high potential side terminal of the PDU 321. The sixth conductor 286 electrically connects the fourth branch point P4 to the high potential side terminal 326P of the DC-DC converter 326. The seventh conductor 287 connects the low potential side terminal of the PDU 321 to the low potential side terminal 325N of the charger 325. The eighth conductor 288 connects the low potential side terminal 326N of the DC-DC converter 326 to the low potential side terminal 325N of the charger 325. The electric circuit may include a connection of a monitoring control system indicated by a broken line in the drawing in addition to the connection of the drive system. The electric circuit may include the ECU 322.
＜電気回路の作用＞
　ＥＣＵ３２２は、各ＢＭＵ１０１ａ，１０２ａからバッテリ１００の状態を取得する。例えば、ＢＭＵ１０１ａ，１０２ａは、前後バッテリ１０１，１０２が充電中であるときには充電中信号をＥＣＵ３２２に送信し、放電中であるときには放電中信号をＥＣＵ３２２に送信する。ＥＣＵ３２２は、アクセルセンサ３２９等から利用者の操作を検出する。ＥＣＵ３２２は、収集した情報に基づいて、コンタクタ３２４、リレー２６２およびＰＤＵ３２１を制御する。 <Operation of electric circuit>
The ECU 322 acquires the state of the battery 100 from each of the BMUs 101a and 102a. For example, the BMUs 101a and 102a transmit a charging signal to the ECU 322 when the front and rear batteries 101 and 102 are charging, and transmit a discharging signal to the ECU 322 when the front and rear batteries 101 and 102 are discharging. The ECU 322 detects a user operation from the accelerator sensor 329 or the like. The ECU 322 controls the contactor 324, the relay 262, and the PDU 321 based on the collected information.
　例えば、チャージャー３２５からの電力でバッテリ１００を充電する場合、ＥＣＵ３２２は、コンタクタ３２４を遮断状態にし、リレー２６２を導通状態にする。前バッテリ１０１と後バッテリ１０２とが並列に接続された状態にある場合に、前バッテリ１０１と後バッテリ１０２とに対してチャージャー３２５からの電力が供給される。上記の制御状態にある場合、ＰＤＵ３２１に対してチャージャー３２５からの電力が供給可能な状態になる。ＰＤＵ３２１に対するチャージャー３２５からの電圧は、前バッテリ１０１の端子間にかかる電圧と同じである。 For example, when charging the battery 100 with the electric power from the charger 325, the ECU 322 turns off the contactor 324 and turns on the relay 262. When the front battery 101 and the rear battery 102 are connected in parallel, power from the charger 325 is supplied to the front battery 101 and the rear battery 102. In the above control state, the PDU 321 can be supplied with power from the charger 325. The voltage from the charger 325 to the PDU 321 is the same as the voltage applied between the terminals of the front battery 101.
　例えば、バッテリ１００に蓄積された電力でＰＤＵ３２１を駆動する場合、ＥＣＵ３２２は、コンタクタ３２４を導通状態にし、リレー２６２を遮断状態にする。前バッテリ１０１と後バッテリ１０２とが直列に接続された状態にある場合に、前バッテリ１０１と後バッテリ１０２とはＰＤＵ３２１に対して電力を供給する。上記の場合、第一ダイオード２７１は逆バイアスされている。前記逆バイアスにより、前バッテリ１０１の高電位側端子１０１Ｐの電圧（例えば９６Ｖ）が、後バッテリ１０２の高電位側端子１０２Ｐと、チャージャー３２５の高電位側端子３２５Ｐとに印加されることはない。 For example, when the PDU 321 is driven by the electric power stored in the battery 100, the ECU 322 sets the contactor 324 to the conductive state and sets the relay 262 to the cutoff state. When the front battery 101 and the rear battery 102 are connected in series, the front battery 101 and the rear battery 102 supply power to the PDU 321. In the above case, the first diode 271 is reverse-biased. Due to the reverse bias, the voltage of the high-potential terminal 101P of the front battery 101 (for example, 96 V) is not applied to the high-potential terminal 102P of the rear battery 102 and the high-potential terminal 325P of the charger 325.
＜ＥＣＵの作用＞
　ＥＣＵ３２２は、シート開閉検出部８０の検出結果に基づいて、車両を制御する制御部としても機能する。シート開閉検出部８０は、シート８の開閉状態を示し開閉状態信号をＥＣＵ３２２に送信する。ＥＣＵ３２２は、シート開閉検出部８０により送信された開閉状態信号に基づいて、シート８が開状態であるか閉状態であるかを検出する。ＥＣＵ３２２は、シート８の開状態を検出した場合、前後バッテリ１０１，１０２に設けられたＦＥＴ１０１Ｆ，１０２Ｆに開信号を送信して、前後バッテリ１０１，１０２を充電不能状態とする。また、ＥＣＵ３２２は、シート開閉検出部８０により送信された開閉状態信号に基づいて、シート８の閉状態を検出した場合、前後バッテリ１０１，１０２に設けられたＦＥＴ１０１Ｆ，１０２Ｆに閉信号を送信して、前後バッテリ１０１，１０２を充電可能状態とする。 <Operation of ECU>
The ECU 322 also functions as a control unit that controls the vehicle based on the detection result of the seat opening / closing detection unit 80. The seat open / close detection unit 80 indicates the open / closed state of the seat 8 and transmits an open / closed state signal to the ECU 322. The ECU 322 detects whether the seat 8 is open or closed based on the open / closed state signal transmitted by the seat open / closed detection unit 80. When detecting the open state of the seat 8, the ECU 322 transmits an open signal to the FETs 101F and 102F provided in the front and rear batteries 101 and 102, and makes the front and rear batteries 101 and 102 unchargeable. When the ECU 322 detects the closed state of the seat 8 based on the open / closed state signal transmitted by the seat open / closed detection unit 80, the ECU 322 transmits a closed signal to the FETs 101F and 102F provided in the front and rear batteries 101 and 102, respectively. Then, the front and rear batteries 101 and 102 are set in a chargeable state.
＜バッテリとチャージャーの接続＞
　また、前後バッテリ１０１，１０２とチャージャー３２５は、通信線（ＣＡＮ）４００によって接続されている。このため、前後バッテリ１０１，１０２とチャージャー３２５は、ＥＣＵ３２２を介することなく、通信線４００を介して直接的に信号の授受が可能とされている。 <Connection between battery and charger>
The front and rear batteries 101 and 102 and the charger 325 are connected by a communication line (CAN) 400. For this reason, the front and rear batteries 101 and 102 and the charger 325 can directly transmit and receive signals via the communication line 400 without passing through the ECU 322.
　次に、ＥＣＵ３２２における動作の一例について説明する。図９は、ＥＣＵの動作の一例を示すフローチャートである。ＥＣＵ３２２は、図９に示すように、走行待機状態または走行状態であるか否かを判定する（ステップＳ１１）。ＥＵＣ３２２は、メインスイッチ２６０により送信されたＯＮ信号を受信したときに、走行待機状態または走行状態であると判定し、ＯＦＦ信号を受信したときに、充電待機状態または充電状態（充電中）であると判定する。 Next, an example of the operation of the ECU 322 will be described. FIG. 9 is a flowchart illustrating an example of the operation of the ECU. The ECU 322 determines whether or not the vehicle is in a traveling standby state or a traveling state as shown in FIG. 9 (Step S11). The EUC 322 determines that the vehicle is in the traveling standby state or the traveling state when receiving the ON signal transmitted from the main switch 260, and is in the charging standby state or the charging state (charging) when receiving the OFF signal. Is determined.
　走行待機状態または走行状態であると判定した場合（ステップＳ１１：ＹＥＳ）、ＥＣＵ３２２は、ステップＳ１１の処理を繰り返す。また、走行待機状態または走行状態でないと判定した場合（ステップＳ１１：ＮＯ）、ＥＣＵ３２２は、充電待機状態であるか否かを判定する（ステップＳ１２）。前後バッテリ１０１，１０２のＢＭＵから充電中信号が送信されておらず、前後バッテリ１０１，１０２が充電待機状態であると判定した場合（ステップＳ１２：ＹＥＳ）、ＥＣＵ２２は、シート開閉検出部８０により送信される閉信号に基づいて、シート８が閉状態となっているか否かを判定する（ステップＳ１３）。ＥＣＵ２２は、シート開閉検出部８０により送信される閉信号に基づいて、シート８が閉状態となっているか否かを判定する。 場合 If it is determined that the vehicle is in the traveling standby state or the traveling state (step S11: YES), the ECU 322 repeats the processing of step S11. When it is determined that the vehicle is not in the traveling standby state or in the traveling state (step S11: NO), the ECU 322 determines whether or not the vehicle is in the charging standby state (step S12). If the charging signal is not transmitted from the BMUs of the front and rear batteries 101 and 102, and it is determined that the front and rear batteries 101 and 102 are in the charging standby state (step S12: YES), the ECU 22 transmits the signal by the seat opening / closing detection unit 80. It is determined whether or not the seat 8 is in the closed state based on the closed signal (step S13). The ECU 22 determines whether or not the seat 8 is in the closed state based on the closing signal transmitted by the seat opening / closing detection unit 80.
　ＥＣＵ３２２は、シート開閉検出部８０により送信された開閉状態信号に基づいて、シート８が閉状態となっていると判定した場合（ステップＳ１３：ＹＥＳ）、ＦＥＴ１０１Ｆ，１０２Ｆを閉じる閉信号を前後バッテリ１０１，１０２に送信し、ＦＥＴ１０１Ｆ，１０２Ｆを閉じて（ステップＳ１４）、前後バッテリ１０１，１０２を充電可能状態にする。前後バッテリ１０１，１０２が充電可能状態となっているときに充電コード２４５に設けられた充電コード２４５を外部電源に接続することにより、前後バッテリ１０１，１０２が充電される（ステップＳ１５）。 When the ECU 322 determines that the seat 8 is in the closed state based on the open / closed state signal transmitted by the seat open / closed detection unit 80 (step S13: YES), the ECU 322 sends a close signal for closing the FETs 101F and 102F to the front and rear batteries 101. , 102, the FETs 101F, 102F are closed (step S14), and the front and rear batteries 101, 102 are brought into a chargeable state. When the front and rear batteries 101 and 102 are in a chargeable state, the front and rear batteries 101 and 102 are charged by connecting the charging cord 245 provided on the charging cord 245 to an external power supply (step S15).
　また、ステップＳ１３において、シート開閉検出部８０により送信された開閉状態信号に基づいて、シート８が閉状態となっていない（開状態となっている）と判定した場合（ステップＳ１３：ＮＯ）、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆを開く開信号を前後バッテリ１０１，１０２に送信し、ＦＥＴ１０１Ｆ，１０２Ｆを開いて（ステップＳ１６）、前後バッテリ１０１，１０２を充電不能状態にする。前後バッテリ１０１，１０２が充電不能状態となっているときに充電コード２４５を外部電源に接続しても前後バッテリ１０１，１０２には充電されない。こうして、図９に示す処理を終了する。 If it is determined in step S13 that the seat 8 is not in the closed state (is in the open state) based on the open / close state signal transmitted by the sheet open / close detection unit 80 (step S13: NO), The ECU 322 transmits an open signal to open the FETs 101F and 102F to the front and rear batteries 101 and 102, opens the FETs 101F and 102F (step S16), and makes the front and rear batteries 101 and 102 unchargeable. Even if the charging cord 245 is connected to an external power supply while the front and rear batteries 101 and 102 are in a state where charging is impossible, the front and rear batteries 101 and 102 are not charged. Thus, the processing illustrated in FIG. 9 ends.
　また、ステップＳ１２において、ＥＣＵ３２２は、充電待機状態でないと判定した場合（ステップＳ１２：ＮＯ）、充電コード２４５が外部電源に接続され、前後バッテリ１０１，１０２に対する充電が行われていることになる（ステップＳ１７）。このとき、ＥＣＵ２２は、シート開閉検出部８０により送信される閉信号に基づいて、シート８が閉状態となっているか否かを判定する（ステップＳ１８）。 If the ECU 322 determines in step S12 that the vehicle is not in the charging standby state (step S12: NO), the charging cord 245 is connected to the external power supply, and the front and rear batteries 101 and 102 are being charged. Step S17). At this time, the ECU 22 determines whether or not the seat 8 is in the closed state based on the closing signal transmitted by the seat opening / closing detection unit 80 (Step S18).
　その結果、シート８が開状態でないと判定した場合（ステップＳ１８：ＮＯ）、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆに開信号を送信することなく、ＦＥＴ１０１Ｆ，１０２Ｆを閉じたままとする。こうして、ＥＣＵ３２２は、前後バッテリ１０１，１０２に対する充電を継続する（ステップＳ１９）。 As a result, when it is determined that the seat 8 is not in the open state (step S18: NO), the ECU 322 does not transmit the open signal to the FETs 101F and 102F and keeps the FETs 101F and 102F closed. Thus, the ECU 322 continues charging the front and rear batteries 101 and 102 (step S19).
　ステップＳ１５、ステップＳ１９の処理の後、ＥＣＵ３２２は、バッテリ１０１，１０２に対する充電量が予定充電量に到達したか否かを判定する（ステップＳ２０）。バッテリ１０１，１０２に対する充電量が予定充電量に達したと判定した場合（ステップＳ２０：ＹＥＳ）、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆに開信号を送信して充電を終了する（ステップＳ２１）。その後、ＥＣＵ３２２は、図９に示す処理を終了する。バッテリ１０１，１０２に対する充電量が予定充電量に達していないと判定した場合（ステップＳ２０：ＹＥＳ）、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆに開信号を送信することなく、そのまま図９に示す処理を終了する。 (4) After the processing in steps S15 and S19, the ECU 322 determines whether or not the amount of charge for the batteries 101 and 102 has reached the expected amount of charge (step S20). If it is determined that the charge amount for the batteries 101 and 102 has reached the expected charge amount (step S20: YES), the ECU 322 transmits an open signal to the FETs 101F and 102F and ends the charge (step S21). Thereafter, the ECU 322 ends the processing shown in FIG. If it is determined that the charge amounts for the batteries 101 and 102 have not reached the expected charge amount (step S20: YES), the ECU 322 ends the processing shown in FIG. 9 without transmitting an open signal to the FETs 101F and 102F. .
　また、ステップＳ１９において、シートが開状態であると判定した場合（ステップＳ１９：ＹＥＳ）、ＥＣＵ３２２は、ＦＥＴ１０１Ｆ，１０２Ｆに開信号を送信して、ＦＥＴ１０１Ｆ，１０２Ｆを開き（ステップＳ２２）。こうして、ＥＣＵ３２２は、前後バッテリ１０１，１０２に対する充電を中止する（ステップＳ２２）。その後、図９に示す処理を終了する。 {Circle around (4)} In step S19, when it is determined that the seat is in the open state (step S19: YES), the ECU 322 transmits an open signal to the FETs 101F and 102F to open the FETs 101F and 102F (step S22). Thus, the ECU 322 stops charging the front and rear batteries 101 and 102 (step S22). Thereafter, the processing illustrated in FIG. 9 ends.
　以上のように、上記の実施形態の自動二輪車１は、充電コード２４５が外部電極に接続された状態でバッテリ１００のリッドとなるシート８が閉状態であるときに、自動二輪車１に搭載されたバッテリ１００に充電を行う充電状態となる。また、自動二輪車１は、充電コード２４５が外部電極に接続された状態でバッテリ１００を収納するバッテリ収納部６４のリッドとなるシート８が開状態であるときには、バッテリ１００に充電が行われず、シート８が閉状態となったときに充電を開始する充電待機状態となる。このため、シート８が開状態であり、乗員等のユーザがバッテリ１００を自動二輪車１から取り外すことができる状態であるときには、バッテリ１００に対する充電が行われないようになっている。したがって、バッテリ１００の充電時におけるアーク放電発生時のバッテリ１００の取り外し作業を防止できる。また、バッテリ１００を収納するバッテリ収納部６４の蓋となるバッテリリッドはシート８で形成されているので、部品点数の削減に寄与できる。 As described above, the motorcycle 1 of the above embodiment is mounted on the motorcycle 1 when the seat 8 serving as the lid of the battery 100 is in the closed state with the charging cord 245 connected to the external electrode. The charging state for charging the battery 100 is established. In addition, when the seat 8 serving as the lid of the battery storage unit 64 that stores the battery 100 is in an open state in a state where the charging cord 245 is connected to the external electrode, the motorcycle 100 is not charged. When the battery 8 is closed, the charging standby state starts. For this reason, when the seat 8 is in the open state and the user such as an occupant can remove the battery 100 from the motorcycle 1, the battery 100 is not charged. Therefore, it is possible to prevent the battery 100 from being removed when the arc discharge occurs when the battery 100 is charged. Further, since the battery lid serving as the lid of the battery storage portion 64 for storing the battery 100 is formed of the sheet 8, it is possible to contribute to a reduction in the number of components.
　また、自動二輪車１の充電状態と充電待機状態の切り替えは、バッテリ１００（１０１，１０２）に設けられたＦＥＴ１０１Ｆ，１０２Ｆによって行われる。このため、シート８を開状態とすることなく、充電状態と充電待機状態との切り替えを行うことができる。したがって、自動二輪車１を充電待機状態とするために、シート８を開状態とする作業を行わずに済ませることができる。 The switching between the charging state and the charging standby state of the motorcycle 1 is performed by the FETs 101F and 102F provided in the battery 100 (101 and 102). Therefore, it is possible to switch between the charging state and the charging standby state without opening the seat 8. Therefore, it is not necessary to perform the operation of opening the seat 8 to put the motorcycle 1 in the charging standby state.
　また、自動二輪車１の充電待機状態と走行待機状態との切り替えは、メインスイッチ２６０によって行われる。このため、充電コード２４５を外部電源に接続するだけでバッテリ１００に対する充電を開始できる。したがって、簡易な作業でバッテリ１００に対する充電を行うことができる。 The switching between the charging standby state and the traveling standby state of the motorcycle 1 is performed by the main switch 260. Therefore, charging the battery 100 can be started only by connecting the charging cord 245 to an external power supply. Therefore, the battery 100 can be charged with a simple operation.
　また、自動二輪車１では、前後バッテリ１０１，１０２とチャージャー３２５は、通信線４００によって接続されている。このため、前後バッテリ１０１，１０２とチャージャー３２５は、ＥＣＵ３２２を介することなく、通信線４００を介して直接的に信号の授受を行うことができる。 In the motorcycle 1, the front and rear batteries 101 and 102 and the charger 325 are connected by the communication line 400. For this reason, the front and rear batteries 101 and 102 and the charger 325 can directly transmit and receive signals via the communication line 400 without passing through the ECU 322.
　以上、本発明を実施するための形態について実施形態を用いて説明したが、本発明はこうした実施形態に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々の変形及び置換を加えることができる。 As described above, the embodiments for carrying out the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments at all, and various modifications and substitutions may be made without departing from the gist of the present invention. Can be added.
　また、本発明の鞍乗型電動車両は、自動二輪車に限らず、前二輪かつ後一輪の鞍乗型の三輪車両や、四輪車両等も含まれる。 The saddle-ride type electric vehicle of the present invention is not limited to a motorcycle, but also includes a saddle-ride type three-wheeled vehicle having two front wheels and one rear wheel, and a four-wheeled vehicle.
１…自動二輪車
８…シート（バッテリリッド）
３０…モータ
６４…バッテリ収納部
８０…シート開閉検出部（リッド開閉検出部）
１００…バッテリ
１０１…前バッテリ
１０１Ｆ，１０２Ｆ…ＦＥＴ（半導体スイッチ）
１０２…後バッテリ
２４５…充電コード
２６０…メインスイッチ
３２５…チャージャー（充電器）
４００…通信線 1: Motorcycle 8: Seat (battery lid)
Reference numeral 30: motor 64: battery storage unit 80: seat open / close detecting unit (lid open / close detecting unit)
100: battery 101: front battery 101F, 102F: FET (semiconductor switch)
102 ... rear battery 245 ... charge cord 260 ... main switch 325 ... charger (charger)
400 ... communication line

Claims (5)

  1. 　走行用の電力を供給するバッテリと、
    　前記バッテリを着脱可能に収納するバッテリ収納部と、
    　前記バッテリ収納部に開閉可能に設けられたバッテリリッドと、
    　前記バッテリリッドの開閉状態を検出するリッド開閉検出部と、
    　前記バッテリ収納部に収納された状態の前記バッテリに充電する充電器と、
    　前記充電器に接続されるとともに、外部電源に接続可能な充電コードと、
    　を備え、
    　前記充電コードを外部電源に接続した状態で、前記リッド開閉検出部において、前記バッテリリッドの開状態が検出された場合に充電待機状態となり、前記バッテリリッドの閉状態が検出された場合に充電状態となることを特徴とする鞍乗型電動車両。     A battery for supplying power for traveling;
    A battery storage section for detachably storing the battery,
    A battery lid provided in the battery storage portion so as to be openable and closable,
    A lid open / close detector that detects the open / close state of the battery lid;
    A charger for charging the battery stored in the battery storage unit,
    A charging cord connected to the charger and connectable to an external power supply,
    With
    In a state where the charging cord is connected to an external power supply, the lid opening / closing detection unit enters a charging standby state when the battery lid is opened and detects a charging state when the battery lid is closed. A saddle-ride type electric vehicle characterized by the following.
  2. 　前記バッテリは半導体スイッチを備えており、
    　前記バッテリリッドの開状態が検出された場合に前記半導体スイッチを開状態として、前記バッテリを充電不能状態とする請求項１に記載の鞍乗型電動車両。     The battery includes a semiconductor switch;
    2. The straddle-type electric vehicle according to claim 1, wherein when the open state of the battery lid is detected, the semiconductor switch is opened to make the battery unchargeable.
  3. 　走行待機状態と充電待機状態を切り替えるメインスイッチを備え、
    　前記メインスイッチによって前記充電待機状態とされた状態で、前記充電コードを外部電源に接続することによって充電状態となる請求項１または２に記載の鞍乗型電動車両。     Equipped with a main switch that switches between the driving standby state and the charging standby state,
    The saddle-ride type electric vehicle according to claim 1, wherein the charging state is established by connecting the charging cord to an external power supply while the main switch is in the charging standby state.
  4. 　前記バッテリ収納部は搭乗者が着座可能なシートの下に配置されており、
    　前記バッテリリッドは前記シートである請求項１から３のうちのいずれか１項に記載の鞍乗型電動車両。     The battery storage portion is disposed under a seat on which a passenger can sit,
    The saddle-ride type electric vehicle according to any one of claims 1 to 3, wherein the battery lid is the seat.
  5. 　前記充電器と前記バッテリとは通信線により信号の授受が可能である請求項１から４のうちのいずれか１項に記載の鞍乗型電動車両。 The saddle-ride type electric vehicle according to any one of claims 1 to 4, wherein the charger and the battery can transmit and receive signals via a communication line.
PCT/JP2019/026814 2018-09-28 2019-07-05 Saddle-type electric vehicle WO2020066208A1 (en)

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