WO2023157859A1 - Power unit and method for manufacturing power unit - Google Patents

Abstract

The purpose of the present invention is to provide a motorcycle power unit that is suitable for city riding and on roads with many slopes and that enhances riding comfort, and to provide a method for attaching said power unit to a prior-art product. [Solution] The present invention, which solves the problem described above, is a power unit comprising an electric motor 1 and a drive section 2 having a clutch mechanism 23, the power unit also having a transmission section 4 that constantly accelerates the output of the electric motor 1 and transmits said output to the clutch mechanism. The invention also provides a method for attaching a connection device X, said method including a support step of attaching a bracket 3 holding the electric motor 1 to the drive section 2, and a transmission section attachment step of connecting the transmission section 4, which transmits motive force outputted from the electric motor 1 to the drive section 2, to a drive mechanism D in the drive section 2 such that acceleration is constant.

Description

POWER UNIT AND POWER UNIT MANUFACTURING METHOD

The present invention is a module for electrifying a power unit of a vehicle by installing it, and a method for installing the module. It is assumed here that the vehicle is in particular a two-wheeled vehicle.

Most motorcycles, including motorcycles and motorized bicycles, are driven by heat engines, but there are also quite a few that are driven by electric motors. For example, Patent Literature 1 and Patent Literature 2 describe a two-wheeled vehicle using an electric motor.
Motorcycles driven by an electric motor are quieter than those driven by a heat engine, have a simple structure, are relatively inexpensive to run, and do not directly generate exhaust gas. Excellent points.

JP-A-2000-38184 JP-A-4-90979

By the way, an electric motor has weaker torque than a normal prime mover, making it difficult to start. Also, idling is not performed. In this regard, Patent Documents 1 and 2 solve this problem by reducing the output from the electric motor and increasing the torque instead of reducing the rotation speed.
In particular, the power unit described in Patent Literature 1 adopts a continuously variable transmission mechanism, greatly reduces the speed when the rotation of the electric motor is slow, and reduces the speed reduction ratio as the rotation speeds up, thereby enhancing the running performance.
However, with the above method, it is difficult to accelerate smoothly, which is inconvenient for city driving with many stops and roads with many slopes.

SUMMARY OF THE INVENTION In view of the above problems, it is an object of the present invention to provide a power unit for a two-wheeled vehicle that is suitable for city riding and use on roads with many slopes and that enhances riding comfort, and to provide a method for attaching the power unit to a conventional product. .

The present invention for solving the above problems is a power unit that includes an electric motor and a drive section that has a clutch mechanism, and that has a transmission section that constantly increases the speed and transmits the output of the electric motor to the clutch mechanism.
In this way, by transmitting the accelerated output of the electric motor to the drive section via the clutch, it is possible to reduce the load on the output part and at the same time to quickly transmit the output of the electric motor to the clutch. Acceleration can be performed smoothly even at low speeds.

In a preferred embodiment of the present invention, the electric motor has an electric output shaft that outputs rotational power, the drive section has a drive input shaft to which the rotational power is input, and the transmission section includes the electric output shaft. and a driven transmission body provided at the end of the drive input shaft, the diameter of the drive transmission body being smaller than the diameter of the driven transmission body.
By adjusting the diameters of the drive transmission body and the driven transmission body in this way, it is possible to reliably provide the speed increasing mechanism with a simple structure.

In a preferred embodiment of the present invention, the transmission portion is a wrap-type transmission provided between the drive transmission body and the driven transmission body.
By doing so, it is possible to increase the degree of freedom in designing the transmission portion and facilitate repair and installation.

In a preferred embodiment of the present invention, a connection device for connecting the electric motor and the drive section is provided, the connection device has a bracket that holds the electric motor, and the transmission section, and the bracket connects the drive section. is provided in
By providing the bracket in this way, it is possible to facilitate the installation and repair of the transmission section.

In a preferred form of the present invention, the electric output shaft and the driving input shaft vertically pass through the same plane.
With such a configuration, the two rotation axes are positioned on the same plane, so the connection of the transmission section can be facilitated.

In a preferred form of the invention, the driving portion cantilevers the bracket.
Here, cantilever support refers to a state in which the bracket and the electric motor are free ends other than the connection point with the drive section. As a result, the mounting flexibility of the bracket can be improved and the mounting can be facilitated.

The bracket is provided by connecting a holding plate that holds the electric motor and a support plate attached to and supported by the drive unit, and has a rib that connects the holding plate and the support plate, and the rib is , are provided to contact a plurality of surfaces of the holding plate.
By increasing the surface areas of the ribs and the holding plate in this manner, the ribs can be easily positioned and firmly connected, thereby increasing the strength of the bracket.

In the present invention, a supporting step of attaching a bracket for holding an electric motor to a driving portion, and a transmitting portion for transmitting power output from the electric motor to the driving portion are arranged so that the clutch mechanism of the driving portion always accelerates. A power unit manufacturing method including a step of attaching a connecting transmission part.
With such a configuration, the drive source of the power unit can be changed to the electric motor with a simple configuration and a simple method.

A preferred embodiment of the present invention includes a cutting step of cutting a part of the driving portion to provide an opening surface through which the inside of the driving portion is exposed.
With such a configuration, the bracket can be easily attached to power units having various shapes.

The present invention, which solves the above problems, can provide a power unit for motorcycles that is particularly suitable for city riding and use on roads with many slopes and enhances riding comfort, as well as a method of attaching the power unit to a conventional product.

1 is a side view showing a motorcycle to which a power unit according to a first embodiment of the invention is attached; FIG. FIG. 2 is a cross-sectional view and a side view of the power unit along the A-A' cross section according to the first embodiment of the present invention; 1 is an exploded perspective view of a connection device attached to a power unit according to a first embodiment of the invention; FIG. 1 is an assembled perspective view of a connecting device attached to a power unit according to a first embodiment of the present invention; FIG. FIG. 4 is a perspective view showing how the connection device attached to the power unit according to the first embodiment of the present invention holds the electric motor. FIG. 4 is a perspective view showing a state in which the oiltight portion of the connection device attached to the power unit according to the first embodiment of the present invention is connected; FIG. 5 is a cross-sectional view of a power unit according to a second embodiment of the invention; FIG. 5 is a cross-sectional view of a power unit according to a third embodiment of the invention;

A power unit and a connection device according to each embodiment of the present invention will be described below with reference to the drawings. The description will be detailed in the order of the configuration of the embodiment, the method of implementation, and another example. Further, in the present embodiment, symbol B represents a motorcycle, symbol P represents a power unit, and symbol X represents a connecting device.
In addition, the embodiment shown below is an example of the present invention, and the present invention is not limited to the following embodiments. In addition, the abbreviation in the application documents means that the following shape is chamfered or rounded, or that the elements that make up the shape are deformed or changed in length within the range that does not impede the function of the structure. It is a concept that means to include things that exist. A two-wheeled vehicle means a so-called saddle-riding vehicle, and may be a vehicle with three or more wheels.

FIG. 1 shows a two-wheeled vehicle B to which a power unit P according to the invention according to this embodiment is attached.
The motorcycle B is a motorcycle, and is constructed by attaching various parts to a frame B1 that constitutes the vehicle body. A front wheel B2 is provided in front of the frame B1 via a front fork B3 and can be operated by a handle B4. Moreover, a seat B5 is provided above the frame B1, and a person can straddle the seat B5 to run. Further behind the frame B1, there is a rear wheel B6, which is supported by a side cover B7 fixed to the frame B1 and a swing arm B8 extending downward from the rear of the seat B5.
A power unit P and a step B9 on which the user puts his/her feet are fixed to the side of the frame B1. Appropriate rotational power generated in the power unit P is transmitted to the sprocket of the rear wheel B6 by a drive chain inside the side cover B7 to drive the two-wheeled vehicle B.

The power unit P is a power engine that generates an appropriate rotational power, and includes an electric motor 1 that electrically generates the rotational power, and adjusts the rotational power generated by the electric motor 1 to torque and rotation speed suitable for running. It is composed of a drive section 2 and a connection device X that connects the electric motor 1 and the drive section 2 .

The electric motor 1 has a motor main body 11 that generates rotational power, an electric output shaft 12 that outputs rotational power, and a radiator 13 that dissipates the generated heat.

An electric output shaft 12 passes through the motor main body 11 while being axially supported by a bearing 111, and is fitted with a core 112 for generating an electromagnetic force through a key groove or the like so as to rotate together.
A coil 113 is appropriately wound around the core 112, and a stator 114, which is a magnetic material, is provided so as to surround the periphery. Further, the electric motor main body 11 is provided with a commutator 115 that supplies electric power in a predetermined direction when the coil 113 is at a predetermined position.
The core 112 becomes an electromagnet when the commutator 115 causes a current to flow through the coil 113, and the interaction with the stator 114 continuously generates rotational power.

The electric output shaft 12 is a member that functions as a shaft that outputs the rotational power from the electric motor main body 11 to the outside, and is provided so as to protrude toward the outside. It is also connected to an adjuster 412 to be described later to rotate the drive sprocket 41 .

The heat radiating portion 13 is a metal heat sink attached to the motor main body 11 to increase the surface area, and is surrounded by a net-like protective component.
The heat radiation part 13 may have a configuration in which the generated heat is released to the outside by a fan, or may have a configuration in which the heat is cooled by taking in the aerodynamic force generated by the running of the motorcycle.

The connection portion 14 is a member for connecting the electric motor 1 and the bracket 3, and is provided with a plurality of fixing holes 313 for attachment through which bolts, screws, etc. can be inserted, and a hole through which the electric output shaft 12 is passed. placed in the center.

The drive unit 2 is composed of a drive mechanism D that converts input rotational power into a suitable rotational power for running, and a housing 21 that houses the drive mechanism D. As shown in FIG.
The drive mechanism D in this embodiment includes a drive input shaft 22 for inputting rotational power to the drive mechanism D, a clutch mechanism 23 for controlling transmission of rotation by clutch operation, It has a speed reduction mechanism 24 that increases the torque in terms of number, and a drive output shaft 25 that transmits the adjusted rotational power to the power sprocket 26 .

The housing 21 is a portion that houses the drive mechanism D, and is made of metal and formed in a substantially rectangular parallelepiped box shape. As shown in the figure, it has projections and grooves to which parts such as bearings can be attached at appropriate positions, and furthermore, by providing partition walls 211, the degree of freedom in attaching members is increased.
In addition, the inside of the housing 21 is filled with a lubricant such as gear oil to enhance transmission and cooling.

The drive input shaft 22 is a portion for inputting the rotational power transmitted from the transmission section 4 to the drive mechanism D, and is supported by the partition wall 211 and bearings attached to the partition wall 211 to be connected to the clutch mechanism 23 . there is
Although it is conceivable that the original crankshaft is used as the drive input shaft 22, it is preferable to use a cylindrical shaft having the same end shape as the crankshaft on the side inserted into the drive mechanism D.

The clutch mechanism 23 is part of the drive mechanism D. It is connected to the drive input shaft 22 and the speed reduction mechanism 24, and is configured to transmit drive to the speed reduction mechanism 24 by frictional force or the like when a predetermined rotational power is input from the drive input shaft. Further, in terms of the positional relationship with the transmission section 4, it is provided in a separate room with a partition 211 interposed therebetween.
Further, the clutch mechanism 23 may be made operable by a clutch operation section provided on the two-wheeled vehicle B, or may be made to be automatically switchable as a centrifugal clutch at a predetermined rotational speed.

The speed reduction mechanism 24 consists of a plurality of speed reduction gears and is part of the drive mechanism D that reduces the rotational power input from the drive input shaft 22 . The reduction gears are configured such that a small reduction gear 241 is used as a drive gear, and a large reduction gear 242 having a larger number of teeth than the small reduction gear 241 is used as a driven gear to reduce the speed. A high reduction ratio is achieved by providing the configuration in succession. Further, as shown in FIG. 2, a continuously variable transmission (CVT) may be provided using a pulley 243 and a speed reduction belt 244 to provide a speed reduction gear that is engaged when power is not being transmitted from the clutch mechanism 23. A mechanism that can be changed to one with a different number of teeth may be provided. 2(a) shows a cross-sectional view taken along the line A-A', and FIG. 2(b) shows a side view showing parts other than the transmission part 4, which will be described later, by dashed lines.

The drive output shaft 25 is connected to the speed reduction mechanism 24 and is a metal shaft member that transmits the rotational power from the speed reduction mechanism 24 to the outside of the power unit P. One end of the drive output shaft 25 is supported inside the housing 21 , and the other end protrudes from the housing 21 and is connected to a power sprocket 26 provided outside the housing 21 .

The connection device X is a component that connects the electric motor 1 and the drive unit 2 to transmit power. It is composed of a transmission portion 4 that transmits to the portion 2 and an oiltight portion 5 that makes the periphery of the transmission portion 4 oiltight.

As shown in FIGS. 3 and 4, the bracket 3 includes a retaining plate 31 that retains the electric motor 1, a supporting plate 32, and ribs 33 that sandwich and support the retaining plate 31 and the supporting plate 32 from above and below. It is
Here, FIG. 3(a) represents an exploded perspective view of the bracket 3, FIG. 3(b) represents a view of the ribs 33 attached below from different angles, and FIG. 4 shows the assembled bracket 3. FIG. 10 is a perspective view showing a folded state;

The holding plate 31 is a plate-shaped member that holds the electric motor 1, and has a motor supporting portion 311 that holds the electric motor 1 in close contact with the electric motor 1, and a protruding portion that protrudes from the electric motor supporting portion 311 and connects with the support plate 32 and the ribs 33. 312 are provided integrally. In addition, in FIG. 3, the boundary portion is indicated by a dashed line.

The electric motor support portion 311 is a substantially octagonal portion having one surface having substantially the same area as the connecting portion 14, and is substantially closely attached to and fixed to the electric motor 1 on the surface.
Fixing holes 313 for fixing the electric motor 1 by inserting bolts and screws are provided at a plurality of locations, and a large-diameter hole 314 is provided at the center thereof to allow the electric output shaft 12 to pass through. ing.

The protruding portion 312 is a rectangular parallelepiped portion protruding from one side surface of the electric motor support portion 311 . Here, the length of the side shared by the motor supporting portion 311 and the projecting portion 312 is shorter than the length of the side of the motor supporting portion 311 on which the projecting portion 312 is provided. As a result, exposed surfaces 315 are formed above and below the surface on which the projecting portion 312 of the electric motor support portion 311 is provided.
The top and bottom surfaces of the protruding portion 312 are formed as flat surfaces on which a rib support surface 333, which will be described later, is placed, and rib holes 316, which are holes for attaching the ribs 33 with bolts or the like, are provided. .

The support plate 32 is a member in the shape of a substantially rectangular parallelepiped plate, and has a transmission hole 321 through which the transmission portion 4 is inserted on the surface to which the drive portion 2 is actually attached, and rib holes on the upper surface. 316 is provided.

The rib 33 is a member having a trapezoidal shape in a plan view and having rigidity to the extent that it does not bend in use, and is formed by the rib body portion 331 and a portion of the top surface or bottom surface of the rib body portion 331 being raised. The part 332 is integrally configured. In addition, in FIG. 3, the boundary line between the two parts is indicated by a dashed line.

The rib body portion 331 is a substantially trapezoidal columnar member obtained by chamfering one corner of a rectangular parallelepiped. On the upper surface of the rib main body portion 331, a rib support surface 333 on which no raised portion 332 is provided has an L shape with a width substantially equal to the thickness of the protruding portion 312 and the support plate 32, and a plurality of rib holes 316 are formed thereon. is provided. In addition, the thickness of the rib body portion 331 is configured to be substantially the same as the height of the exposed surface 315 , and one of the side surfaces including the side whose length is shortened by chamfering contacts the exposed surface 315 . It becomes the first contact surface 334 .

As shown in FIG. 3B, the protruding portion 332 is a portion that protrudes vertically on the upper surface of the rib body portion 331. The portion includes chamfered sides and has a substantially trapezoidal columnar shape in plan view. .
On the rib support surface 333, the two surfaces exposed by the raised portion 332 are the second contact surface 335 and the third contact surface 336, which contact the support plate 32 and the retaining plate 31 respectively.
The raised portion 332 may be provided at another location on the rib body portion 331 as long as the rib support surface 333 is provided. Greater accuracy and greater strength. It should be noted that the raised portion 332 is preferably provided by cutting using a CNC or the like.

Also, the support plate 32 may be attached to the holding plate 31 so as to be T-shaped in plan view. In this case, the rib 33 is provided with a raised portion 332 and a rib support surface 333 to match the T-shaped portion.

The transmission portion 4 is a portion that accelerates and transmits the rotational power generated by the electric motor 1 to the drive portion 2, and includes a drive sprocket 41 as a drive transmission body 4A that rotates in cooperation with the electric output shaft 12, A driven sprocket 42 as a driven transmission body 4B that rotates in cooperation with the drive input shaft 22, and a belt portion 43 that connects the drive sprocket 41 and the driven sprocket 42, as a winding transmission device that always increases speed. It is configured.
FIG. 5 shows a state in which the electric motor 1 and the drive sprocket 41 are connected to the bracket 3 and a chain-type belt portion 43 is attached. FIG. 6 shows a state in which the oiltight portion 5 is attached. Note that the drive unit 2 and the driven sprocket 42 are omitted in the drawing.

The drive sprocket 41 is configured to be rotatable in cooperation with the electric output shaft 12 by means of a key groove or the like. and an adjuster 412 that adjusts the

The drive sprocket main body 411 is a gear member that meshes with the belt portion 43, and the tip of the adjuster 412 penetrates through the center thereof, enabling transmission of rotational power through a groove.
Both sides of the drive sprocket main body 411 are provided with disk members for attachment. Each disk member has a slightly large hole in the center through which the adjuster 412 penetrates, and two holes are provided in opposition to each other at a position spaced apart from the center. Holes corresponding to these holes are also provided in the drive sprocket main body 411, and by inserting bolts into each of them, the center of gravity during rotation is stabilized and rotational power is transmitted to the drive sprocket main body 411. You can do it more strongly.

The adjuster 412 is a substantially cylindrical member that is axially coupled to the drive sprocket 41 and rotates in cooperation with the electric output shaft 12 through a key groove or the like provided therein. The tip of the adjuster 412 has a small diameter and is provided with a plurality of grooves, and meshes with the center of the drive sprocket main body 411 .
In this way, the drive sprocket 41 and the driven sprocket 42 can be adjusted to be on the same plane by using the adjuster 412 .
The adjuster 412 has a configuration in which a cylindrical member is double-surrounded around the electric output shaft 12, and a bearing is provided between the two cylindrical members so that only the inner core rotates. transmitted. A packing is provided between the bearing and the cylindrical member to make it oil-tight.
As a result, it is possible to prevent the user from being caught in contact with the adjuster 412 by mistake.
Further, the adjuster 412 is sized to pass through the large-diameter hole 314, thereby facilitating attachment. Note that the adjuster 412 may be provided on the driven sprocket 42 .

The driven sprocket 42 is, as shown in FIG. Here, the speed reduction ratio is adjusted by using a number of teeth different from that of the drive sprocket main body 411 . In this embodiment, the number of teeth of the drive sprocket main body 411 is 1.5 times the number of teeth of the driven sprocket 42 . As a result, the power of the driving sprocket is accelerated and transmitted to the driven sprocket, and the clutch mechanism 23 becomes easier to operate.

Further, instead of the driven sprocket 42, a mechanism (CVT) that can adjust the speed reduction ratio by changing the distance between the pulleys to which the belt is passed may be provided. is larger than the diameter of the driven pulley (driven transmission body 4B), and the minimum winding diameter of the driving pulley is made larger than the minimum winding diameter of the driven pulley. Preferably, the minimum winding diameter of the pulley on the drive side is made larger than the diameter of the pulley on the driven side (driven transmission member 4B).
Note that the driven sprocket 42 may be connected via an adjuster that adjusts the height to which rotational power is transmitted.

As shown in FIG. 5, the belt portion 43 is an annular winding member made of a metal chain, and has gaps between the teeth of the drive sprocket main body 411 and the driven sprocket 42 .
On the other hand, the belt portion 43 may be composed of a timing belt, which makes it possible to suppress noise during meshing and to facilitate replacement of the belt portion 43 .

The oil-tight portion 5 is a portion filled with lubricating oil such as gear oil or a component for achieving this, and stores the transmission portion 4 . As a result, wear of the sprocket and chain can be suppressed, and noise can be reduced.
The oiltight portion 5 includes an oiltight box 51 that houses the drive sprocket main body 411 and the belt portion 43, an oiltight support portion 52 that connects the oiltight box 51 and the bracket 3, and an oiltight interior of the drive portion 2. an oiltight lid 53 for making oiltight, a gasket 54 filling a gap between members to make it oiltight, a packing 55 filling a gap between an oiltight box 51 and an adjuster 412 penetrating into the oiltight box 51, It is composed by

The oiltight box 51 is a part that houses the drive sprocket main body 411 and the belt portion 43 in combination. A box is formed by attaching bolts and screws to oil tight holes 513 provided at positions. A gasket 54 is inserted between the first oiltight box 511 and the second oiltight box 512 to make the inside oiltight.
The direction in which the first oiltight box 511 and the second oiltight box 512 are divided is preferably parallel to the plane that intersects the electric output shaft 12 perpendicularly. The entirety of 411 is exposed for easy mounting.
Further, the oiltight box 51 in the assembled state has a portion that opens in substantially the same shape as the transmission hole 321 on one surface thereof, and in the state that it is assembled and supported by the support plate 32, the opening portion and the transmission hole 321 are connected to each other.

The oiltight support part 52 is provided so as to protrude from one surface of the holding plate 31 and supports the oiltight box 51 at its end. The method of support is assumed to be threading or adhesion by inserting a bolt or screw into the oil tight hole 513, but is not limited to this. In addition, it may be integrally formed with the second oiltight box 512 .

The oil-tight cover 53 is a plate-like member provided on the side surface of the drive section 2 and fixed to the drive section 2 via a gasket 54, thereby making the inside of the drive section 2 oil-tight.

The gasket 54 is a thin plate-like sealing material cut into a predetermined shape in order to prevent oil leakage from inside the oil-tight portion. It is made of silicon or rubber, and is sandwiched between the members to make the gap between the members oil-tight. In this embodiment, between the first oiltight box 511 and the second oiltight box 512, between the support plate 32 and the drive section 2, between the oiltight lid 53 and the drive section 2, between the oiltight box 51 and the support plate. 32 are provided.

The packing 55 is a ring-shaped elastic member provided so as to surround the adjuster 412 and prevents oil from leaking from the adjuster 412 .

2 to 6, a method of attaching the connection device so that the power unit P operated by the heat engine using the connection device X of the present invention is operated by the electric motor 1 will be described below. The present invention is implemented by a manufacturer of installations with the above objectives. Moreover, the implementation method shown below is an example, and the order thereof may be changed.

(Excision process)
First, in the power unit P to which the heat engine is attached, the manufacturer cuts off the parts related to the heat engine from the housing 21 to expose part of the drive mechanism D. As shown in FIG. As a result, an opening surface, which is a planar portion having an opening large enough to include the transmission hole 321, is provided at an appropriate position for the supporting process described later, and one side of the drive input shaft 22 is passed through the opening. Make the part visible. Specific parts to be removed include cylinder heads, cylinders, air funnels, fuel injections, carburetors, etc., and parts left unremoved include the drive mechanism D such as the clutch mechanism 23 and speed reduction mechanism 24. .
For cutting, if the housing 21 is configured to be disassembleable as a container for the parts, it is preferable to disassemble accordingly, and if cutting is required for cutting, the cutting is performed using a jigsaw or disc grinder.

(Driver sprocket installation process)
The manufacturer then attaches driven sprocket 42 to drive input shaft 22 .
It is assumed that the drive input shaft 22 is a shaft whose end portion has the same shape as the crankshaft in the hole in which the crankshaft was fitted, but the shaft portion of the crankshaft may be used.
After connecting the drive input shaft 22 with the drive mechanism D, the manufacturer fits and connects the driven sprocket 42 to the end of the drive input shaft 22 .

(Supporting process)
Next, the manufacturer attaches the support plate 32 to the opening of the housing 21 by aligning the transmission holes 321 with each other. Here, when the transmission hole 321 is viewed from above, the attachment is performed so that at least a part, preferably the whole, of the driven sprocket 42 is visible. Attachment is performed by inserting bolts or screws into the attachment holes 322 .

(Bracket assembly process)
The manufacturer then assembles the bracket 3 .
The manufacturer brings the holding plate 31 and the supporting plate 32 into contact at right angles, attaches the ribs 33 from above and below in this state, and connects the holding plate 31 and the supporting plate 32 by inserting bolts or screws into the rib holes 316 .
At this time, the upper surfaces of the holding plate 31 and the supporting plate 32 and the rib supporting surface 333, the exposed surface 315 and the first contact surface 334, the surface of the supporting plate 32 and the second contact surface 335, the surface of the holding plate 31 and the third contact. The surfaces 336 are in contact with each other.
Thus, by increasing the surface area where the ribs 33 and other members come into contact with each other, the positioning can be reliably performed, and the bracket 3 can be firmly fixed. In particular, since the first contact surface 334 and the second contact surface 335 are positioned parallel to each other and contact with separate members generates a force to press them against each other, positioning can be performed more reliably.

(Electric motor installation process)
Next, the manufacturer attaches the electric motor 1 to the holding plate 31 . At this time, the electric output shaft 12 is inserted into the central portion of the large-diameter hole 314 .
The manufacturer brings the connection portion 14 and the surface of the holding plate 31 into contact with each other, and inserts bolts and nuts into each of the plurality of fixing holes 313 provided at corresponding positions of the two members in this state, thereby starting the electric motor 1 . Install.

(Transmission part installation process)
Next, the manufacturer attaches the transmission part 4 .
The manufacturer attaches the adjuster 412 to the end of the electric output shaft 12 so that the adjuster 412 is oil-tightly inserted into the second oil-tight box 512 coupled to the oil-tight support 52 . After that, the driving sprocket main body 411 is attached to the tip of the adjuster 412 so as to be capable of transmitting rotational power. At this time, both sides of the drive sprocket main body 411 are sandwiched between disk members, and fixed with two bolts provided facing each other at the central portion. Rotational power is thereby reliably transmitted.
Subsequently, the manufacturer connects the driving sprocket main body 411 and the driven sprocket 42 with the belt portion 43 .

(Oil-tight process)
Finally, the manufacturer attaches the oiltight part 5 .
The manufacturer forms the oiltight box 51 by oiltightly attaching the first oiltight box 511 to the second oiltight box 512 . The oiltight box 51 is fixed to the support plate 32 and the housing 21 by inserting bolts and screws into the mounting holes 322 .
Subsequently, the manufacturer makes the interior of the housing 21 oil-tight by attaching an oil-tight lid 53 to the location of the hole in the housing 21 made during the cutting process.
The manufacturer then fills the inside of the oiltight portion 5 with gear oil to cover the transmission portion 4 with lubricating oil.

By combining the above processes, the heat engine of power units P of various shapes can be changed to the electric motor 1 . That is, the electric motor 1 can be attached to any externally exposed driving portion 2 simply by changing the shape of the support plate 32 and the lengths of the adjuster 412 and the oil-tight support portion 52 .
The drive input shaft 22 may be connected to the transmission portion 4 via a bevel gear or the like to appropriately change the angle at which the rotation is transmitted. For example, the bracket may be provided so as to protrude forward in the plane of FIG.

Preferably, the bracket 3 is provided where the cylinder head used to be.
Normally, the cylinder head is detachable, and the detached surface serves as a planar opening surface. Furthermore, since the crankshaft corresponding to the drive input shaft 22 is provided near the cylinder head, by mounting the support plate 32 at this position, the subsequent mounting of the transmission section 4 and the like can be simplified.

Preferably, the housing 21 is cut so as to have an open surface parallel to the plane perpendicular to the transmission hole 321 . This makes it possible to easily attach the driven sprocket 42 .

Preferably, the electric motor 1 and the bracket 3 are provided so as not to come into contact with the two-wheeled vehicle B. That is, the motor 1 and the bracket 3 are cantilevered by the housing 21 by not providing a fixed part between them and the two-wheeled vehicle B. As shown in FIG. With the above configuration, various two-wheeled vehicles B can be made compatible with the connection device X.

Also, the power unit P may be housed in a box covering the entirety. As a result, noise can be reduced and the appearance can be improved.
In this case, it is preferable to configure the box and the bracket 3 so that they can be connected.

<<Second embodiment>>
A second embodiment of the present invention will be described in detail below with reference to FIG. Configurations similar to those of the first embodiment are denoted by the same reference numerals, and descriptions thereof are omitted.
The power unit P of the present embodiment includes an electric motor 1, a drive section 2 having a drive mechanism D housed in a housing 21, and a connection device X that connects the electric motor 1 and the drive section 2. The connection device X is the electric motor It has a transmission section 4 for transmitting the power of 1 to the driving section 2 .

The electric motor 1 is attached to the outside of the housing 21 via a hollow bracket 3 so that the electric output shaft 12 passes through the interior of the housing 21 . It is provided so as to intersect the extension line of the input shaft 22, more preferably so as to be orthogonal.

The transmission part 4 includes a drive bevel gear 44 as a drive transmission body 4A that is provided at the tip of the electric output shaft 12 and rotates in cooperation with the electric output shaft 12, and a drive bevel gear 44 that is provided at the tip of the drive input shaft 22 to rotate. and a driven bevel gear 45 as a driven transmission body 4B that rotates in cooperation with the input shaft 22 .

The drive bevel gear 44 and the driven bevel gear 45 are bevel gears provided to have the same module diameter, and power is transmitted when they come into contact with each other. Here, when each gear is viewed from above, the diameter of the drive bevel gear 44 is provided so as to be larger than the diameter of the driven bevel gear 45 . By using bevel gears in this way, the degree of freedom in design can be further enhanced.

<<Third Embodiment>>
The third embodiment of the present invention will be described in detail below with reference to FIG. Here, the same reference numerals are used for the same configuration as in the first embodiment, and the description thereof is omitted.
The power unit P of the present embodiment includes an electric motor 1, a drive section 2 having a drive mechanism D housed in a housing 21, and a connection device X that connects the electric motor 1 and the drive section 2. The connection device X is the electric motor It has a transmission section 4 for transmitting the power of 1 to the driving section 2 .

The electric motor 1 is attached to the outside of the housing 21 via a hollow bracket 3 so that the electric output shaft 12 passes through the inside of the housing 21. are provided in parallel, more preferably on a surface parallel to one surface of the housing 21 .

The transmission unit 4 is provided on the electric output shaft 12 and includes a drive gear 46 as a drive transmission body 4A that rotates in cooperation with the electric output shaft 12, and a drive gear 46 that is provided on the drive input shaft 22, and a driven gear 47 as a driven transmission body 4B that rotates in cooperation with each other on the same plane.

The drive gear 46 and the driven gear 47 are spur gears provided to have the same module diameter, and power is transmitted when they come into contact with each other. Here, the drive gear 46 has more teeth than the driven gear 47, and the diameter of the drive gear 46 is larger. By using gears in this way, the configuration can be made more compact.

B Motorcycle B1 Frame B2 Front Wheel B3 Front Fork B4 Handle B5 Seat B6 Rear Wheel B7 Side Cover B8 Swing Arm B9 Step P Power Unit 1 Electric Motor 11 Electric Motor Body 111 Bearing 112 Core 113 Coil 114 Stator 115 Commutator 12 Electric Output Shaft 13 Heat Radiator 14 Connection Part 2 Drive Part 21 Housing 211 Partition D Drive Mechanism 22 Drive Input Shaft 23 Clutch Mechanism 24 Reduction Mechanism 241 Small Reduction Gear 242 Large Reduction Gear 25 Drive Output Shaft 26 Power Sprocket X Connection Device 3 Bracket 31 Holding Plate 311 Electric Motor Support Portion 312 Projection Portion 313 Fixing hole 314 Large diameter hole 315 Exposed surface 316 Rib hole 32 Support plate 321 Transmission hole 322 Mounting hole 33 Rib 331 Rib body portion 332 Raised portion 333 Rib support surface 334 First contact surface 335 Second contact surface 336 Third contact Surface 4 Transmission part 41 Drive sprocket 411 Drive sprocket main body 412 Adjuster 42 Driven sprocket 43 Belt part 4A Drive transmission body 4B Driven transmission body 5 Oiltight part 51 Oiltight box 511 First oiltight box 512 Second oiltight box 513 Oiltight Hole 52 Oil-tight support portion 53 Oil-tight lid 54 Gasket 55 Packing

Claims (10)

1. comprising an electric motor and a drive unit having a clutch mechanism,
   A power unit having a transmission section for constantly accelerating and transmitting the output of the electric motor to the clutch mechanism.
2. The electric motor has an electric output shaft that outputs rotational power,
   The drive unit has a drive input shaft to which rotational power is input,
   the transmission portion connects a drive transmission body provided on the electric output shaft and a driven transmission body provided on the drive input shaft;
   The power unit according to claim 1, wherein the drive transmission body has a diameter smaller than that of the driven transmission body.
3. The power unit according to claim 2, wherein the electric output shaft and the driving input shaft vertically pass through the same plane.
4. The power unit according to claim 2, wherein the transmission portion is a winding transmission device provided between the drive transmission body and the driven transmission body.
5. A connection device that connects the electric motor and the drive unit,
   The connection device has a bracket that holds the electric motor and the transmission section,
   The power unit according to any one of claims 1 to 4, wherein the bracket is provided on the driving portion.
6. The power unit according to claim 5, wherein the drive section supports the bracket in a cantilever manner.
7. The bracket is
   a retaining plate that retains the electric motor;
   a support plate attached to and supported by the drive unit is connected to the support plate,
   having ribs connecting the holding plate and the support plate,
   The power unit according to claim 5, wherein the ribs are provided so as to contact a plurality of surfaces of the holding plate.
8. A motorcycle provided with the power unit according to any one of claims 1 to 4.
9. a supporting step of attaching a bracket that holds the electric motor to the driving portion;
   A method of manufacturing a power unit, comprising a transmission portion mounting step of connecting a transmission portion for transmitting power output from the electric motor to the drive portion to a clutch mechanism of the drive portion so as to always increase speed.
10. A method for manufacturing a power unit according to claim 9, comprising a cutting step of cutting a part of the driving portion to provide an opening surface through which the inside of the driving portion is exposed.

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